• The Journal of Korean Society for School & Community Health Education
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• v.20 no.2
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• pp.69-80
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• 2019

Objectives: In this study, we tried to analyze the factors affecting Length Of Stay for serious patients in Republic of Korea. Methods: The study included 139,172 serious patients in the 2012-2016 discharge details. Using the SPSS 23.0 program, we conducted a rank regression analysis with social and social demographic characteristics as control variables, medical institution characteristics and medical use characteristics as independent variables, and Average Length Of Stay as a dependent variable. Results: Average Length Of Stay for participants was found to be 9.92days. And the location and bed size of medical institutions were not statistically significant, the hospitalization path was more urgent(B=0.43) than the outpatient (p<0.001), and there was no secondary diagnosis(B=0.35). However, Average Length Of Stay was higher (p<0.001) than there was no main surgery(B=0.80). After discharge, Average Length Of Stay for funding(B=0.43) and death(B=0.72) was long (p<0.001). Average Length Of Stay for participants was found to be 9.92days. And the location and the bed size of the medical institution were not statistically significant, and the hospitalization pass had longer Length Of Stay for emergency patients(B=0.43) than for outpatients(p<0.001). There was a longer Length Of Stay(B=0.35) than none was diagnosed. There were longer Length Of Stay(p<0.001) than there was no major surgery(B=0.80). After discharge, the outpatients had longer Average Length Of Stay(B=0.43) and deaths(B=0.72) than those who returned home(p<0.001). Conclusion: As a result of analyzing the factors affecting Average Length Of Stay of the participants, it was confirmed that regardless of the location and bed size of medical institutions, hospitalization route, department diagnosis, main surgery, and whereabouts after discharge. Therefore, appropriate interventions and necessary support must be provided so that efficient Length Of Stay can be managed according to the medical use characteristics of serious patient.

• Journal of Korean Academy of Fundamentals of Nursing
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• v.4 no.2
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• pp.245-265
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• 1997

The purpose of this study was to promote the effectiveness in managing disease or injury, by examining the length of stay in hospital according to characteristics concerned before and after operation, and by serving as a basis for reducing that length. As a result of investigating the length of stay in hospital according to inpatient's personal characteristics, clinical features and other characteristics concerned, the following characteristics appeared significant. The characteristics that showed a significant difference about the length of stay in hospital before and after operation were the age and the fact whether one was married or not among inpatient's personal characteristics. The significant ones among clinical features were the route to be taken to hospital, the form of insurance, the experience of re-hospitalization, whether another disease coexisted, the experiment of changing department, whether a diagnosis was determined by consultation, whether an intensive care unit was used, whether re-operation was performed, the total number of case of the experience of re-hospitalization, inpatient who were again sent to hospital under the same diagnosis was not included in the investigation, which was pointed out as a limit in this study. The significant ones among other characteristics concerned were the date and season when the patients were taken to hospital and the doctor in attendance. The doctor in attendance appeared to give a significant impact on the length of stay in hospital before operation, but no significant difference was noted in the mean among the doctors in attendance. And those characteristics were not found regularly among the selected departments. As stated above, one way to reduce the length of stay In hospital was to diminish the length of stay in hospital before operation. The term of hospitalization before operation shall be reduced by grasping the factors that affected that length before operation and by conducting examination as many as possible in the out-patient department. Also, the efforts should be put on that length after operation. The management of hospital seemed to be successfully carried out if those factors affected that length were effectively controlled.

• Journal of Korean Neurosurgical Society
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• v.58 no.6
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• pp.499-503
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• 2015

Objective : The transradial catheterization (TRC) is becoming widespread, primarily for neurointerventions. Therefore, the evaluation of radial artery puncture in clinical practice and a better understanding of the anatomy are important to improve the safety of neuroendovascular surgery. Methods : Ten formalin-fixed adult Korean cadavers were dissected to expose radial artery (RA), brachial artery (BrA) and subclvian artery (ScA), bilaterally. Vessel lengths and diameters were meaured using a caliper and distance between the specific point of vessels and the anatomical landmarks including the radial styloid process, the medial epicondyle of the humerus, the sternoclavicular joint, and the vertebral artery orifice were also measured. Results : The average length between the radial (RAPS) and the BrA puncture sites (BrAPS) and between the vertebral artery orifice (VAO) and the BrA bifurcation (BrAB) did not differ between sides (p>0.05). The average length between the radial styloid process (RSP) and the RAPS was $13.41{\pm}2.19mm$, and the RSP was $26.85{\pm}2.47mm$ from the median nerve (MN). The mean length between the medial epicondyle (ME) and the BrAPS as $44.23{\pm}5.47mm$, whereas the distance between the ME and the MN was $42.23{\pm}4.77mm$. The average VAO-ScA angle was $70.94{\pm}6.12^{\circ}$, and the length between the ScA junction (SCJ) and the VAO was $60.30{\pm}8.48mm$. Conclusion : This study provides basic anatomical information about the radial artery and the brachial route and can help improving new techniques, selection of size and shape of catheters for TRC. This can help neurointerventionists who adopt a transradial neuroendovascular approach and offers comprehensive and safe care to their patients.

• Journal of Korea Foundry Society
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• v.33 no.4
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• pp.157-161
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• 2013

A ribbon-type polycrystalline silicon wafer was directly fabricated from liquid silicon via a novel technique for both a fast growth rate and large grain size by exploiting gas pressure. Effects of processing parameters such as moving speed of a dummy bar and the length of the solidification zone on continuous casting of the silicon wafer were investigated. Silicon melt extruded from the growth region in the case of a solidification zone with a length of 1cm due to incomplete solidification. In case of a solidification zone wieh a length of 2 cm, on the other hand, continuous casting of the wafer was impossible due to the volume expansion of silicon derived from the liquid-solid transformation in solidification zone. Consequently, the optimal length of the solidification zone was 1.5 cm for maintaining the position of the solid-liquid interface in the solidification zone. The silicon wafer could be continuously casted when the moving speed of the dummy bar was 6 cm/min, but liquid silicon extruded from the growth region without solidification when the moving speed of the dummy bar was ${\geq}$ 9 cm/min. This was due to a shift of the position of the solid-liquid interface from the solidification zone to the moving area. The present study reports experimental findings on a new direct growth system for obtaining silicon wafers with both high quality and productivity, as a candidate for an alternate route for the fabrication of ribbon-type silicon wafers.

• Journal of KIISE:Information Networking
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• v.35 no.5
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• pp.409-414
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• 2008

In mobile ad hoc networks, most of on demand routing protocols such as DSR and AODV do not deal with traffic load during the route discovery procedure. To solve the congestion and achieve load balancing, many protocols have been proposed. However, the existing load balancing schemes has only considered avoiding the congested route in the route discovery procedure or finding an alternative route path during a communication session. To mitigate this problem, we have proposed a new scheme which considers the packet bursting mechanism in congested nodes. The proposed packet bursting scheme, which is originally introduced in IEEE 802.11e QoS specification, is to transmit multiple packets right after channel acquisition. Thus, congested nodes can forward buffered packets promptly and minimize bottleneck situation. Each node begins to transmit packets in normal mode whenever its congested status is dissolved. We also propose two threshold values to define exact overloaded status adaptively; one is interface queue length and the other is buffer occupancy time. Through an experimental simulation study, we have compared and contrasted our protocol with normal on demand routing protocols and showed that the proposed scheme is more efficient and effective especially when network traffic is heavily loaded.

• Journal of Electrical Engineering and Technology
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• v.10 no.4
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• pp.1836-1842
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• 2015

On road networks, the clustering of moving objects is important for traffic monitoring and routes recommendation. The existing schemes find out density route by considering the number of vehicles in a road segment. Since they don’t consider the features of each road segment such as width, length, and directions in a road network, the results are not correct in some real road networks. To overcome such problems, we propose a clustering method for congested routes discovering from the trajectories of moving objects on road networks. The proposed scheme can be divided into three steps. First, it divides each road network into segments with different width, length, and directions. Second, the congested road segments are detected through analyzing the trajectories of moving objects on the road network. The saturation degree of each road segment and the average moving speed of vehicles in a road segment are computed to detect the congested road segments. Finally, we compute the final congested routes by using a clustering scheme. The experimental results showed that the proposed scheme can efficiently discover the congested routes in different directions of the roads.

• Journal of Fashion Business
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• v.9 no.1
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• pp.137-151
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• 2005

The purpose of this study is to analyze body types of Chinese women and provide concrete information of body compatibility improvement of Chinese adult female clothing product to domestic ready-made clothes companies. As for the method of this study, statistical analysis is made of 111 items. This is done from June 23 to August 07, 2004. 1381 female subjects from age 19 to 50 participated in this study. They all live in Beijing and Shanghai in China. Data was analyzed by used SPSS/WIN10.0 Program. The results of this study are as follows. The important city(Beijing and Shanghai) the significant difference which body measuring hits especially appeared. The area dwelling woman in Shanghai appeared the height region and head region relation item a lot. The area dwelling woman in Beijing measuring appeared a lot from wide thick circumference length angle item. The upper half of body horizontal and vertical length compared to route with the obesity somatotype person it was investigated with the thing.

• Proceedings of the KSR Conference
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• 2007.05a
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• pp.1121-1128
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• 2007

Subway routes $1{\sim}4$ were constructed in gravel roadbed track structure in consideration of the technological capabilities, construction cost and duration at the time of the initial construction. As such, 224.8km, approximately 81.2% of entire length, of total length of railway track at 276.9km was constructed on gravel roadbed. However, improvement of gravel roadbed to concreted roadbed began in 1998 due to problems including frequent repair works and limited time application for such works caused by occurrence of tract distortion during operation as well as lowering of roadbed functions and generation of dust caused by frictional power, impact absorption capabilities, abrasion and crushing of gravel on roadbed. Currently, this improvement is continuing with target of converting entire route into concreted roadbed structure. Therefore, this Study modifies formula for setting cant, analyze the correlation between wearing of rail side of the curvature and cant insufficiency following increasing of the running speed of the train, and to present the directions for fundamental review for adjustment of cant insufficiencies at the time of improvement of gravel roadbed to concreted roadbed that is being implemented on the operational tracks of the railway trains.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.151-157
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• 2008

Subway routes $1\sim4$ were constructed in gravel roadbed track structure in consideration of the technological capabilities, construction cost and duration at the time of the initial construction. As such, 224.8km, approximately 81.2% of entire length, of total length of railway track at 276.9km was constructed on gravel roadbed. However, improvement of gravel roadbed to concreted roadbed began in 1998 due to problems including frequent repair works and limited time application for such works caused by occurrence of tract distortion during operation as well as lowering of roadbed functions and generation of dust caused by frictional power, impact absorption capabilities, abrasion and crushing of gravel on roadbed. Currently, this improvement is continuing with target of converting entire route into concreted roadbed structure. Therefore, this Study modifies formula for setting cant, analyze the correlation between wearing of rail side of the curvature and cant insufficiency following increasing of the running speed of the train, and to present the directions for fundamental review for adjustment of cant insufficiencies at the time of improvement of gravel roadbed to concreted roadbed that is being implemented on the operational tracks of the railway trains.

• Journal of Urban Science
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• v.11 no.2
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• pp.9-17
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• 2022

The purpose of this study is to develop an index for evaluating the function of a new motorway using the travel distance frequency distribution (TLFD) calculated using the vehicle travel route big data, and to overcome the limitations of the evaluation through the existing traffic volume. The mobility evaluation index of motorways was developed by applying it to the TLFD data table in 2019. The smaller the value of the mobility evaluation index of the link is calculated, the more it is a link with mainly short-distance travel, and the higher the value of the mobility evaluation index, the more it means a link with mainly long-distance travel. The accessibility evaluation index was calculated through the result of the mobility evaluation index of all motorways developed, and all motorways were grouped into three groups using K-means clustering. Group A was found to exist inside a large city and consisted of motorways with many short-distance traffic, Group B was investigated as acting as an arterial between groups, and Group C was classified as a motorway consisting mainly of long-distance traffic connecting large cities and large cities. This study is significant in developing a new motorway function evaluation index that can overcome the limitations of motorway function evaluation through the existing traffic volume. It is expected that this study can be a reasonable comprehensive indicator in the operation and planning process of motorways.