• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.7
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• pp.810-819
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• 2017

The purpose of this study is to evaluate port use and the distribution of risk factors in 15 major ports in Korea, delineating the risk of each port after classifying the ports into four risk groups based on estimated risks. The placement of response vessels is then analyzed accordingly. Based on the results, danger was estimated to be especially high in ports where large-scale petrochemical facilities are located, such as Yeosu Gwangyang ports (1.85), Ulsan port (1.33) and Daesan port (1.25). The ports showing the next highest degree of danger were Pusan (0.95) and Incheon (0.83), which have significant vessel traffic, followed by Mokpo (0.71) and Jeju (0.49), which expanded their port facilities recently and saw an increase in large vessel traffic. Next is Masan (0.44), for which many fishing permits in the vicinity. When the relative ratios of each port were graded based on the Yeosu Gwangyang Ports, which showed the highest risk values, and risk groups were classified into four levels, the highest risk groups were Yeosu Gwangyang, Ulsan, Daesan and Pusan, with Incheon, Mokpo, Jeju, and Masan following. Pyeongtaek Dangjin, Pohang, Gunsan, and Donghae Mukho were in the mid-range danger group, and the low risk groups were Samcheonpo, Okgye, and Changsungpo. Among these, all response vessel placement ports specified by current law were above the mid-range risk groups. However, we can see that ports newly included in mid-range risk group, such as Mokpo, Jeju, and Donghae Mukho, were excluded from the pollution response vessel placement system. Therefore, to prepare for marine pollution accidents these three ports should be designated as additional response vessel placement ports.

• Research in Community and Public Health Nursing
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• v.11 no.2
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• pp.411-422
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• 2000

The purpose of this study is to identify the difference of emergency care conditions where the nurse is posted in the 119 relief squard or not. The data composed a total of 777 cases of emergency activity of one police stand in Seoul during March, June. September and December in 1998. The results of this study were as follows: 1. The age of the subjects was 20-60 age 54.3%, over 60 age 35.4% with an average age of 50.2. Among them men were 55.0%, the unemployed were 60.8%. The place of the occurrence of an accident was the house, 49.7% and the cause as illness was 59.6%. 2. The main symtom was pain the 36.2% the main consciousness state was alert 76.9%: The state of the patients as chronic was 59.6%. 3. The consulting hospital of the 119 relief squad as a third medical center was 79.9%. The distance to the medical center as less than 5 km was 77.2%, and an average transfer distance was 5.38 km. The cases of doctor guided emergency care was 0.9%, the cases that had posted nurses in 119 relief squads was 48.6%. 4. The case of the best emergency care operation was difficulty in breathing, 62.1% and the second was unconsciousness, 46.1 %. The more serious the consciousness state, the higher the rate of emergency care operation. There wasn't any difference in emergency care operation concerning transfer distance. 5. The cases that had the posted nurses was 19.1%, the cases of no nurse was 11.7% among the cases of emergency care operation during transfering; the cases that had posted nurses had the higher emergency care operation. (p<0.05). Airway maintenance was 14.8% in cases that had the posted nurses, while in the cases of no nurse, 10.9%; and oxygen inspiration was 16.0% in cases that had the posted nurses while in the cases of no nurse 7.6% (p<0.01); spinal fixation was 6.6% in cases that had the posted nurses while in the cases of no nurse 4.6%(p<0.05). With these results, we can conclude that the cases that had the posted nurse showed higher emergency care operation.

• Korea journal of population studies
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• v.24 no.2
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• pp.149-177
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• 2001

This is a study on age-crime curve in Korea. Three data was used in this study as following: First is the crime statistics as aggregated data. Second is the police record(N=3.541 offences) of the male ex-offenders(N=988) who have been released in eleven prisons in 1987 as individual data. Third is the self-reported group-interview data(N=10.198 offences) administered to the male prisoners(N=979) in ten correctional facilities including eight adult prisons, one juvenile prison and one juvenile training center as another individual data. Generally, the right-skewness of age-crime curve has been explained through the difference of crime rate between early starters and late starters. Moffitt explains that this is because of the higher participation rate of the juvenile period of adolescence-limited offenders, but Godttfredson and Hirschi explain that this is because of a similar distribution in the crime rate of both early starters and late starters. the analysis of this study shows that Godttfredson and Hirschi’s explanation on the generality of age-crime-curve distribution is correct, but this can be modified by various factors like a economic crisis. And the peak age of juvenile period is consistent with the Moffitt’s hypothesis that the peak age is contributed to the increase of crime rate of late starters, not with Godttfredson and Hirschi’s one.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.1
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• pp.19-29
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• 2022

The result of a questionnaire survey conducted on fishermen using coastal fish traps shows that fall accidents during trap dropping and pulling constitute the highest proportion of accidents at 42.1 %, whereas slipping accidents on the deck or stricture accidents to the body due to the trap winding device constitute 21.1 % each. In addition, 53.2 % of all surveyed subjects responded that trap pulling is the most dangerous task, followed by fish sorting 33.8 %, and trap dropping 9.1 %. As for the main items requested by fishermen for improving the trap winding device, 36.8 % indicated a method to easily lift the trap from the water to the work deck, and 31.6 % indicated a method to overcome the rope tension and prevent slip when pulling the trap to reduce the accidents. The small trap fishing vessel winding device proposed herein can increase the winding force by strengthening the rope contact area and friction coefficient via an appropriate contact angle between the driving roller of the winding device and the rope. When the contact angles between the driving roller and the rope are 1°, 5°, 9°, 14° and 19°, the rope tension showed a difference according to each contact angle. When the contact angle is 9°, the rope tension is the highest at 392.62 kgf. Based on these experimental results, a prototype winding device is manufactured, and 25 traps are installed on a rope with a total length of 100 m at 4 m intervals in the sea, and then the rope tension is measured during trap pulling. As a result, the rope tension increases rapidly at the initial stage of trap pulling and shows the highest value of 31.89 kgf, which subsequently decreases significantly. Therefore, it is appropriate to design the winding force of a small trap fishing vessel winding device based on the maximum tension value of the rope specified at the beginning of the trap pulling operation.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.1
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• pp.31-38
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• 2020

The characteristics of ship traffic routes and the long term fluctuation in marine traf ic volume of the incoming and outgoing routes of the Yeosu Gwangyang Port were analyzed using vessel traffic data from the past 22 years and a real-time vessel traffic volume survey performed for 72 hours per year, for three years, between 2015 and 2017. As of 2017, the number of vessels passing through Yeosu Gwangyang Port was about 66,000 and the total tonnage of these ships was about 804,564 thousand tons, which is a 400 % increase from the 189,906 thousand tons shipped in 1996. Specifically, the dangerous cargo volume was 140,000 thousand tons, which is a 250 % increase compared to 1996. According to the real-time vessel traffic volume survey, the average daily number of vessels was 357, and traf ic route utilization rates were 28.1 % in the Nakpo sea area, 43.8 % in the specified sea area, and the coastal area traf ic route, Dolsan coastal area, and Kumhodo sea area showed the same rate of 6.8 %. Many routes meet in the Nakpo sea area and, parallel and cross passing were frequent. Many small work vessels entered the specific sea area from the neighboring coastal area traffic route and frequently intersected the path of larger vessels. The anchorage waiting rate for cargo ships was about 24 %, and the nightly passing rate for dangerous cargo ships such as chemical vessels and tankers was about 20 %. Although the vessel traffic volume of Yeosu Gwangyang Port increases every year, the vessel traffic routes remain the same. Therefore, the risk of accidents is constantly increasing. The route conditions must be improved by dredging and expanding the available routes to reduce the high risk of ship accidents due to overlapping routes, by removing reefs, and by reinforcing navigational aids. In addition, the entry and exit time for dangerous cargo ships at high-risk ports must be strictly regulated. Advancements in the VTS system can help to actively manage the traffic of small vessels using the coastal area traffic route.