• Journal of Fisheries and Marine Sciences Education
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• v.27 no.3
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• pp.696-705
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• 2015

Approximately 4,000 vessels including sea trial ships per day are passing, entering or departing from Korea coastal waterway. Sea trial ships have erratic navigating patterns such as quick turning, crash stop and do not communicate with other vessels in appropriate time, so sea trial ships are often to expose dangerous situation such as collision in heavy traffic area. To identify the sea trial vessel's risk factors, this paper surveyed marine traffic volumes for 7 days in Korea harbour & coastal waterway, and it analyzed marine accident rate and intended to identify the risk degree of passing vessels. After that, this researched how many sea trial ship's traffic and what is the sea trial risk among sea trial items. We also conducted survey questionnaire and identified risk factors of sea trial ship. So this paper aimed to enhance the safety of korea coastal waterway to prevent sea trial ship's marine accident.

• Journal of Information Technology Applications and Management
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• v.24 no.4
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• pp.187-196
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• 2017

It is urgent to prepare countermeasures for traffic congestion problems of Korea's metropolitan area where central functions such as economic, social, cultural, and education are excessively concentrated. Most users of public transportation in metropolitan areas including Seoul use the traffic cards. If various information is extracted from traffic big data produced by the traffic cards, they can provide basic data for transport policies, land usages, or facility plans. Therefore, in this study, we extract valuable information such as the subway passengers' frequent travel patterns from the big traffic data provided by the Seoul Metropolitan Government Big Data Campus. For this, we use a Hadoop (High-Availability Distributed Object-Oriented Platform) to preprocess the big data and store it into a Mongo database in order to analyze it by a sequential pattern data mining technique. Since we analysis the actual big data, that is, the traffic cards' data provided by the Seoul Metropolitan Government Big Data Campus, the analyzed results can be used as an important referenced data when the Seoul government makes a plan about the metropolitan traffic policies.

• Journal of Korean Society of Transportation
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• v.22 no.3 s.74
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• pp.27-39
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• 2004

The previous studies on analyzing the effects of traffic safety policies are very limited. Implementing traffic safety policies in view of their own urban traffic characteristics would be fairly desirable to handle properly the traffic safety problems. The relationships between traffic accidents and traffic safety policies have been researched by classifying the eighty one cities in Korea into four groups in terms of the size of the city population. Statistical analysis have been conducted for traffic accidents data and traffic safety policies, respectively. In order to mearsure the effectiveness of the traffic policies in the real world, regression models have been developed by handling the accident data and policy data. As a result of analysing the data, the traffic policies have showed different effects according to the size of the cities. While budget investment policies had provided enormous influences to reduce traffic accidents in the big cities more than a half million polulation, traffic enforcement and traffic education have been so efficient to control traffic accident problems in the smaller cities less than a half million poluation.

• The Korean Journal of Emergency Medical Services
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• v.22 no.1
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• pp.35-47
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• 2018

Purpose: The purpose of this study was to investigate both the occurrence status of emergency vehicles traffic accidents and contents of the experiences of emergency medical technicians (EMTs) in fire station. Methods: A self-reported questionnaire was completed by 451 EMTs in fire stations in 6 cities provinces from February 9, 2017 to February 27, 2017. Results: Of 451 EMTs, 207 (45.9%) had traffic accidents experience. Regarding environment-related features, results indicated hour (12~18 hours), place (national highway), traffic flow (smooth), weather (clear), season (winter), and day (Friday). Regarding correlation analysis of differences in the number of ambulance traffic accidents pursuant to general features of accident-experienced drivers as a human factor, there were no significant differences in recruitment, driving careers of regular cars, driving careers of fire engines, and class but there were significant differences in fire-fighting careers. Accident experience in the group with careers over 6 years and less than 10 years higher than in the other groups. Conclusion: Efforts to expand fire engine driving education programs for the prevention of traffic accidents involving 119 emergency vehicles are required.

• KSII Transactions on Internet and Information Systems (TIIS)
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• v.10 no.7
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• pp.3100-3116
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• 2016

With the rapid development of urban traffic system and fast increasing of vehicle numbers, the traditional centralized ways to generate the source-destination shortest path in terms of travel time(the optimal path) encounter several problems, such as high server pressure, low query efficiency, roads state without in-time updating. With the widespread use of smart cameras in the urban traffic and surveillance system, this paper maps the optimal path finding problem in the dynamic road network to the shortest routing problem in the smart camera networks. The proposed distributed optimal path generation algorithm employs the delay routing and caching mechanism. Real-time route update is also presented to adapt to the dynamic road network. The test result shows that this algorithm has advantages in both query time and query packet numbers.

• The Korean Journal of Emergency Medical Services
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• v.8 no.1
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• pp.87-104
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• 2004

This study selected the fifth and sixth graders of elementary school in Jeollanamdo who can express their opinions of safety consciousness and understand the items of questionnaire as the population. It selected 10 elementary schools under the supervision of Jeonnam Board of Education and sampled 700 students randomly from 2-3 classes in the 5th and the 6th grade. One preliminary survey was conducted to revise and complement the contents and forms of questionnaire with 70 students of a school from Apr. 1 to 6, 2004 and this study was conducted from Apr. 10 to 30, 2004. Data of this study were collected by explaining the purport of study to subjects after obtaining approval of principal and teacher of the school and distributing questionnaires. Total 700 questionnaires were distributed and 681 were collected (97%) and 602 were used for final analysis except 79 lacking responses. The results of this study are as follows. According to demographical characteristics of subjects, 'male' students were 302(50.%) and 'female' students were 300(49.8%) by sex and 'the 5th graders' were 285(47.3%) and 'the 6th graders' were 317(52.7%) in grade distribution. Residents at 'apartment house' were 406(67.4%) in residence type, 'going to school by foot' was 477 students(79.2%), 'high school graduates' were 297(49.3%) in fathers' education, 'high school graduates' were 366 (60.8%) in mothers' education, 'professional and office workers' were 231(38.4%) in fathers' job, 'full-time workers' were 283(47.0%) in mothers' job, and the number of siblings was one except myself in 343 students(57.0%). Respondents on the level of class showing 'good' were 340(56.5%) and those on the degree of adaptation to school life showing 'active' were 349(58.0%). On the characteristics related to safety education, 360(59.8%) responded it was 'very necessary', on the frequency of safety education at school for last one year, 339(56.3%) responded they had 'once or twice', on the frequency of safety education by parents, 279(46.3%) responded they 'often' had it, on the level of safety practice by parents, 347(57.6%) responded they practiced it 'frequently', on the source of knowledge of safety, 223(37.0%) responded they got it from 'parents, siblings and relatives', on the degree of recognizing the need of safety education textbooks, 295(38.5%) responded 'it was needed', on the recognition of necessity of teacher for safety education, 271(45.0%) answered it was very necessary', and on the recognition of qualification of teacher for safety education, 370(61.5%) answered it was 'paramedic'. The mean score of safety consciousness of subjects was 2.72 (SD. 21) of full score 3, having high score over mean score. According to each area, the area showing the highest safety consciousness was safety of fire(2.83), followed by home safety(2.76) and first-aid treatment(2.76), traffic safety(2.71), play and leisure safety(2.66) and school safety(2.56). Items showing statistical differences in the degree of safety consciousness according to demographical characteristics were sex(t=-3.11, p=.002), education(t=2.33, p=.021) and number of siblings(F=3.729, p=.011). In the difference of safety consciousness between both sexes, 'female' students(2.75) showed higher safety consciousness than 'male' students (2.69), and the former also showed higher safety consciousness than the latter in all six areas of school safety, play and leisure safety, traffic safety, fire safety, home safety and first-aid treatment, and there were statistical differences in the areas of play and leisure safety, traffic safety, fire safety and first-aid treatment. According to the differences of safety consciousness by grade, 'the fifth graders'(2.74) showed higher safety consciousness than 'the sixth graders'(2.70) and the former also showed higher safety consciousness than the latter in all six areas of school safety, play and leisure safety, traffic safety, fire safety, home safety and first-aid treatment, and there were statistical differences in the areas of fire safety and home safety. In the safety consciousness by the number of siblings, 'single son or daughter' (2.78) was highest and their safety consciousness was also highest in all six areas of school safety, play and leisure safety, traffic safety, fire safety, home safety and first-aid treatment, and there were statistical differences in the areas of school safety, fire safety and home safety, There were statistically remarkable differences in degree of adaptation to school life (F=15.349, p=.000) and perceived schooling level(F=9.552, p=.000). According to the degree of safety consciousness related to characteristics of safety education, there were statistical differences at the degree of recognizing the need of safety education(F=9.797, p=.000), degree of safety education at school(F=2.595, p=.006), degree of safety education by parents(F=12.709, p=.000), degree of practicing safety by parents(F=17.579, p=.000), source of knowledge of safety education (F=2,715, p=.044), necessity of safety education textbooks(F=3.972, p=.008), need of safety teacher(F=4.137, p=.006) and qualification standard of safety teacher(F=3.016, p=.029).

• Korean Journal of Culture and Arts Education Studies
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• v.9 no.3
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• pp.45-61
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• 2014

Recently, there is a discussion about culture theory in the area of traffic safety regulation. It has the view that the subject of criticism, etc. by drivers' regulation interpretation, awareness about the danger of regulation violation and nonacceptance of regulation can be changed according to the way drivers' cultural bias was formed. According to the culture theory, fundamental views of the world in particular social relations surrounding individuals, world view or cosmology, are formed and the world view makes an effect on individual behavior and attitude. In this context, cultural cognition and cultural learning theory which are suggested in Christoph Wulf's study on historical-cultural anthropology provide new approach toward this phenomenon. According to his insistence, core mechanisms which can explain cultural cognition and cultural learning are systematized by five things; physical characteristic, mimesis, performance theory, rite and image. The purpose of this research is to investigate the changes by the way Korean people cognize traffic regulations culturally and experiences of traffic regulation violation through the analytic frame of Christoph Wulf's five core mechanisms. To achieve it, cognition of traffic culture was analyzed by analytical phenomenology for drivers who had been educated due to their violation of traffic regulations. Value, lifestyle and practicing methods which are pursued by people work in sociocultural context rather than are influenced by cognitive structure of individuals.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.20 no.5
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• pp.18-34
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• 2021

Pedestrian deaths in Korea due to traffic accidents are 40 percent of the fatalities in traffic accidents, which is about twice the average of OECD member countries. To reduce severe pedestrian accidents, it is necessary to apply the accident reduction measures to high-risk drivers (novice, elderly, and commercial vehicle drivers) who are more likely to cause traffic accidents than general drivers. Therefore, this study analyzed the effect of safe driving education on high-risk drivers' behavior. Here, the safe driving education is chosen as the measure to reduce traffic accidents. As part of the study, sudden pedestrian crossing situations were implemented in the driving simulator, and the vehicle trajectory data were collected to compare the driving behavior before and after the education. Most surrogate safety measures showed no improvement in the driving behavior of novice and elderly drivers, and the effect of safe driving education was found to be significant only in the group of commercial vehicle drivers. The results implied that additional measures such as pedestrian safety infrastructure and driver assistance systems, apart from the safe driving education, may be needed for novice and elderly drivers to reduce pedestrian accidents caused by them. With the findings mentioned above, this study is expected to provide a foundation to establish a plan to reduce pedestrian accidents caused by high-risk drivers.

• Korean Journal of Health Education and Promotion
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• v.18 no.1
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• pp.35-47
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• 2001

As the complexity of the our environment is further complicated by advancements in industry and increase in vehicle traffic flow, the incidents of injury causing accidents are on the rise. Consequently, there is increasing emphasis on the importance of systematic and continual safety education for injury preventive behaviors. This study investigates safety related problems of elementary school students based on the PRECEDE model, proposed by Green et al.(1980 Green), to comprehensively identify the requirements of school safety education. The identified requirements were used to diagnose the current state of elementary school safety education through the analysis of multidimensional factors. A questionnaire survey was conducted on 594 sixth grade students from randomly selected 4 schools in Seoul to examine their injury preventive behaviors and to determine the educational diagnosis variables that affect it. The duration of the survey was 3 weeks starting from April 12, 1999 to May 8, 1999. A summary of the survey results are presented below; 1. Situations in which accidents have occurred were, in their order of frequency, ‘during play or sports activities within the school grounds’ was most frequent at 59.6％, ‘during play on local streets’ at 49.5％, and ‘traffic accidents’ at 41.6％. 2. Categorization of the injury preventive behavior showed that ‘not playing at high traffic flow locations such as streets and construction sites’ had the higher level of observance, while ‘wearing of helmets and joint protection devices during playing’ was least observed. 3. Considering injury preventive behaviors in relation to educational diagnosis variables indicated, for predisposing factors, lower ‘perception to injury accidents’ (p〈0.001) combined with higher ‘concerns for injury accidents’(p〈0.001), ‘practice of preventive behavior’(p〈0.001), and ‘the level of safety knowledge’(p〈0.001) resulted in significantly higher observance of injury preventive behaviors. For enabling factors, higher ‘perceived level of the school safety education’ (p〈0.001) and ‘availability of safety education resources’(p〈0.01) indicated significantly higher observance of injury preventive behaviors. For the reinforcing factor, frequent exposure to ‘safety education brochure’ (p〈0.01) and ‘audio-visual material for safety education’(p〈0.01) combined with more ‘regional safety education’ (p〈0.01), ‘home safety education’ (p〈0.01), ‘school safety education’(p〈0.001), and, ‘parents’ observance of preventive behaviors' (p〈0.001) showed significantly higher observance of injury preventive behaviors. 4. An analysis of the factors that affect injury preventive behaviors showed that the enabling factor ‘awareness of school safety education’ had the highest correlation with injury preventive behaviors followed by factors, in their order of significance, ‘practice of preventive behavior’, ‘perception to injury accidents’, ‘level of safety knowledge’, ‘parents’ observances of preventive behaviors', and ‘concerns for injury accidents.’

• KSCE Journal of Civil and Environmental Engineering Research
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• v.37 no.5
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• pp.845-853
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• 2017

The main reason for urban traffic problems is the increasing in the use of private cars. In order to solve this problem, strong traffic demand management policies such as the collection of congestion tolls and the crackdown on freight vehicles are emerging. Now, however, it is necessary to seek ways for users to make changes in traffic behavior through direct communication between public agencies and passenger car users. As a technique to make this possible, mobility management, which aims to use rational passenger cars by inducing behavior change through individual consciousness change, has recently been proved to be effective in overseas. Therefore, this study concluded that the introduction of MM, which emphasizes individual voluntary behavior change, is necessary at present. In order to investigate the ways of inducing voluntary changes in traffic behavior of passenger car users, a questionnaire survey was conducted on traffic experts and the priorities of voluntary traffic behavior change measures were calculated using AHP. As a result of the analysis, it was shown that "to actively appeal to change the traffic behavior by using the mass media" was the top priority. The next priority were in order of company education for the change of traffic behavior, education for the school, and small-scale workshops.