• 한국산학기술학회논문지
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• 제13권7호
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• pp.3244-3251
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• 2012

대형 해양구조물의 건설과 운영에서 중요한 항목 중의 하나가 재해위험도를 분석하고 평가하는 것이다. 이에 본 연구에서는 수중터널의 건설과 운영 시에 발생할 수 있는 재해 위험요소를 도출하고 퍼지 AHP(Analytic Hierarchy Process) 방법으로 이러한 위험요소의 수준을 파악하고자 하였다. 재해 위험도로는 자연재해 위험도와 인적재해 위험도로 구분하고 이러한 위험도 항목들이 수중터널에 미치는 영향을 전문가 설문을 통하여 조사하였다. 조사된 전문가 설문결과 데이터를 퍼지 AHP 기법으로 분석하여 재해위험도를 각 위험요소별로 정량화하였다. 또한, 수중 터널과 교량, 해저터널, 침매터널의 재해위험도 수준을 분석하여 수중터널이 가지고 있는 고유의 재해위험도 수준을 평가하였다. 재해위험도에서는 쯔나미와 지진이 가장 위험도 인식수준이 높았고, 인적재해 위험도는 화재와 폭발의 위험도 인식이 높은 수준이었다. 또한, 수중터널은 침매터널에 비해서는 1.4배, 교량에 비해서는 3.2배 위험도 인식수준이 높은 것으로 조사되었다.

• 해양환경안전학회:학술대회논문집
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• 해양환경안전학회 2003년도 춘계학술발표회
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• pp.41-58
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• 2003

A recent trend of global shipping industry adopting Port State Control (PSC) system is recognized as a proficient mechanism in preventing costal traffic accident and protecting marine environment. Disadvantages of Korean shipping companies in PSC inspection are unavoidable as Tokyo MOU imposed priority listed flag to Korea. Having stated above, appropriate research and prompt preparation in compliance with current PSC requirements for the Korean shipping companies have become an immediate need. The objectives of this study are : First, to review in understanding of PSC in overall and foundation of enforcement. Second. to study interaction of international treaties regarding PSC. Third, to compare practical compliance among the countries and to open up a case study on Korean shipping companies in adopting PSC. Last, to suggest direction to the Korean shipping companies the most proficient way in compliance with the current Tokyo MOU requirement. Korean flagged vessels have become prioritized target in PSC inspection as Tokyo MOU imposed priority listed flag to Korea due to high detention rate of its fleet. Disadvantage of a priority listed flag is a burden in its proficient fleet operation. This study suggests solutions to the disadvantages as below. : 1) Change shore management system, and provide continuous & quality education to crew members 2) Form a network in sharing PSC information among the Korean shipping companies 3) Form a centralized function in which government, Korean Shipping register and shipowners can treat problems in a prompt manner.

• 한국항해항만학회지
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• 제43권6호
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• pp.361-368
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• 2019

항로표지는 등광, 형상, 색채, 음향, 전파를 이용하여 선박의 안전항해를 돕기 위한 인위적인 시설을 의미한다. 국제항로표지협회에서는 이러한 항로표지의 설계, 배치, 관리 등을 위해 전문가 그룹에 대한 교육과정을 개발하여 운영 중에 있으며, 해기교육기관에서는 항해사들을 위한 선박조종향상교육 및 ECDIS 교육과정을 통하여 안전항해를 위한 다양한 교육을 운영하고 있다. 이에 더불어, 다양한 지형적, 환경적, 해상교통환경 등에 따른 항로표지의 오인으로 인한 해양사고를 예방하기 위해 항로표지 시뮬레이션 시스템을 활용한 교육이 필요하다. 본 연구에서는 기존의 선박조종시뮬레이터와 항로표지 시뮬레이터를 활용하여 다양한 환경에서 항로표지에 대한 정확한 이해과 활용을 위한 교육모듈 개발을 통해, 기존의 이론적인 관점에서의 교육을 보완하고 실무적인 활용도를 높여 교육효과 향상방안을 제시하였다.

• Journal of Chest Surgery
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• 제23권5호
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• pp.905-915
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• 1990

A clinical evaluation was performed on 545 cases of the chest trauma those had been admitted and treated at the department of thoracic and cardiovascular surgery in Chosun University Hospital during the past 11 years 5 months period from January 1978 to may 1989. Obtained results were as follows: 1. The ratio of male to female was 3.9: 1 in male predominance, and the majority[66.6%] was distributed from 3rd to 5th decade. 2. Nonpenetrating chest trauma was more common than penetrating about 4.6 times, and the most common cause of the nonpenetrating injuries was traffic accident[241/448, 53.8%] and of the penetrating injuries was stab wound[88/97, 90.7%]. 3. Only 79 cases[14.5%] were arrived to our emergency room within one hour after trauma. 4. The most common lesion due to trauma among these admitted patients was rib fracture[390/545, 71.6%], and the others were lung contusion[217/545, 39.8%], hemothorax[35%], hemopneumothorax[19.6%], and pneumothorax[11.8%] et al in decreasing order. 5. The associated injuries those required special treatment of other departments were 223 cases and its distributions were bone fractures[178/545, 32.7%], head injury[5.3%], and abdominal injury[6.6%]. 6. The others, but interesting chest injuries were follows: sternum fracture[3.1%], diaphragm rupture[2.6%], myocardial laceration and rupture[2 cases], bronchial rupture and laceration[2 cases], and traumatic thymoma rupture[1 case]. 7. The incidence of flail chest was 5.8%a[26/448] in the nonpenetrating injury, and the causes were multiple rib fracture which was in rows more than 4 rib fracture[20 cases], and sternum fracture[6 cases]. 8. We could managed the most of the patient with conservative treatment[43.1%] or closed tube thoracostomy[52.7%], but required emergency open thoracotomy in 64 cases

• 대한교통학회지
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• 제18권4호
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• pp.31-39
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• 2000

근래 폭발적인 휴대폰 사용자의 증가와 비례한 운전 중 휴대폰 사용에 의한 교통사고 빈도 및 상해정도의 증가는 운전 중 휴대폰 사용을 새로운 주요한 교통사고의 요인으로 떠오르게 하고 있다. 이는 휴대폰 사용에 의한 운전자의 조정 및 감시, 경계 행위의 방해, 인지 및 정신적 부하의 증가에 의한 '부적합한 경계 (improper lookout)'와 '부주의 (inattention)' 상태 발생에서 유발되며, 현재 많은 국가들이 법제정을 통한 운전 중 휴대 폰 사용금지를 실행중이거나 고려하고 있는 실정이다. 이에 본 연구는 현재 대부분의 국가에서 실질적 규제 대상에서 제외되어 있는 운전 중 핸드프리 휴대폰의 사용이 운전자의 부하 및 수행도에 미치는 영향을 시각분석 정신적 부하, 부가작업 수행도, 스티어링 엔트로피의 측정을 통하여 실시하였다. 실험은 일본 도시 중심부에서 실시되었으며, 결과는 부가작업의 형태에 따른 4가지의 실험상황과 시험구간의 직선부와 곡선부 (우회전) 사이의 비교분석 통하여 제시하였다. 또한, 실험설계, 적용평가방법, 및 실시과정에서의 문제점을 바탕으로 핸드폰관련 실제 도로시험을 위한 가이드라인을 제시한다.

• Journal of Trauma and Injury
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• 제23권1호
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• pp.1-5
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• 2010

Purpose: To investigate the results of treatment of reverse oblique trochanteric fractures with compression hip screw. Methods: We reviewed the results of 12 cases of reverse oblique trochanteric fracture treated with compression hip screw from January 2000 to December 2006 which could be followed up for more than 1 year. The mean follow up period was 26 months (15~40). The mean age was 48 years old. Injury mechanism was composed of 6 cases of traffic accident and 6 cases of fall down. 8 persons were man. We investigated the union time, degree of neck-shaft angle change, amount of sliding of compression hip screw, complications, functional and clinical results. Results: 10 cases were united and the mean union time were 5 months (3~8). The mean neck-shaft angle change was 3.5 degrees (0~12). The amount of sliding of compression hip screw was 8.9 mm (2~24). There were six coxa vara, six leg due to coxa vara shortening, two nonunion, and one superficial infection. Unsatisfactory results of Jensen's social function score and Parker and Palmer's mobility score were studied. Conclusion: The results of treatment of reverse oblique trochanteric fractures with compression hip screw were relatively unsatisfied.

• 대한교통학회지
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• 제25권3호
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• pp.99-109
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• 2007

VMS는 교통상황과 사고발생 등의 정보를 실시간으로 제공하는 ITS의 중요 구성요소 중의 하나이다. VMS 메시지는 운전자가 쉽게 읽고 이해할 수 있도록 인간공학적 요소를 고려하여 설계해야 한다. 본 연구에서는 실내 실험을 통하여 VMS 메시지에 대한 운전자의 판독능력을 분석하기 위한 자료를 수집하였다. 로지스틱 회귀분석 모형기법을 이용하여 설명변수로 정보량, 정보제공시간, 연령, 성별을 선정하고 종속변수인 운전자 인식률과의 관계를 모형화 하였다. 개발한 모형을 통해 산출되는 운전자 정보인식확률은 운전자의 판독성을 고려한 VMS 메시지 설계에 효과적으로 활용될 수 있을 것으로 기대된다. 본 연구는 인간공학적 관점에서 보다 효과적으로 VMS 메시지를 설계할 수 있는 통계적 모형을 개발하였다는 점에서 그 의의가 있다고 할 수 있다. 나아가 VMS 메시지 현시와 표출시간을 설계하는 데 활용할 수 있을 것이다.

• Maxillofacial Plastic and Reconstructive Surgery
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• 제16권3호
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• pp.419-427
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• 1994

Because of the prominence of the nose and its central location, it is the most frequently encountered fractures in the face. Yet reports about the nasal bone fractures are virtually rare in the oral and maxillofacial surgical literatures. This is a retrospective study on 19 nasal bone fractures treated in Chosun university hospital Department of Oral & Maxillofacial Surgery from Jan. 1991 to Sep. 1993, under admission to our Dept. and the obtained results were as follows. 1. Of the 240 patients with facial bone fractures, 28 patients suffered nasal fractures(12%) and male to female ratio was 5.3:1. 2. The most frequent cause was traffic accidents(39%)m, the next fall down(36%), first blow(4%). 3. The age frequency was the highest in the fifth decade (32%). 4. Clinical classification of nasal fractures was simple fractures(74%), combined fractures(26%), and single fractures(37%), combined fractures(63%). 5. The most frequently combined site was maxilla(50%). 6. Treatments of nasal fractures were closed reduction(63%), open reduction(5%), and secondary rhinoplasty(32%). 7. The initial treatment time from accident was 1.7 days in single fractures, and 3.5 days in combined fractures, and the period of splint retained was about 8.2 days in single fracture, about 8.7 in combined fracture. 8. It was necessary to treat secondarily in delayed treatment, and all treatment methods showed relatively good prognosis. 9. Closed reduction was treated under local anesthesia, but open reduction & secondary rhinoplasty was treated under general anesthesia except 1 case. 10. The complications were disturbance of swellings 5 cases, ethetic problem 5 cases, epiphora 3 cases, abnormal sensation 6 cases in relation with other fractures.

• Maxillofacial Plastic and Reconstructive Surgery
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• 제41권
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• pp.53.1-53.6
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• 2019

Background: The nasal bone is the most protruding bony structure of the facial bones. Nasal bone fracture is the most common facial bone fracture. The high rate of incidence of nasal bone fracture emphasizes the need for systematical investigation of epidemiology, surgical techniques, and complications after surgery. The objective of this study is to investigate the current trends in the treatment of nasal bone fractures and the effectiveness of closed reduction depending on the severity of the nasal bone fracture. Patients and methods: A total of 179 patients with a nasal bone fracture from 2009 to 2017 were enrolled. Their clinical examination, patient's records, and radiographic images of nasal bone fractures were evaluated. Results: Patients ranged from children to elderly. There were 156 (87.2%) males and 23 (12.8%) females. Traffic accident (36.9%) was the most common cause of nasal fracture. Orbit fracture (44 patients, 24.6%) was the most common fracture associated with a nasal bone fracture. Complications after surgery included postoperative deformity in 20 (11.2%) patients, nasal obstruction in 11 (6.1%) patients, and olfactory disturbances in 2 (1.1%) patients and patients with more severe nasal bone fractures had higher rates of these complications. Conclusion: Closed reduction could be performed successfully within 2 weeks after injury.

• Journal of the Korean Association of Oral and Maxillofacial Surgeons
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• 제42권4호
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• pp.174-181
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• 2016

Objectives: This retrospective study aims to evaluate the prevalence of maxillofacial trauma in a developing country, along with its pattern, etiology and management. Data for the present study were collected from the Department of Dentistry, ESIC Medical College and Post Graduate Institute of Medical Sciences and Research, Chennai in India. Materials and Methods: The medical records of patients treated for maxillofacial injuries between May 2014 and November 2015 were retrospectively retrieved and analyzed for prevalence, pattern, etiology, and management of maxillofacial trauma. SPSS software version 16.0 was used for the data analysis. Results: Maxillofacial fractures accounts for 93.3% of total injuries. The mean and standard deviation for the age of the patients were $35.0{\pm}11.8$ years and with a minimum age of 5 years and maximum age of 75 years. Adults from 20 to 40 years age groups were more commonly involved, with a male to female ratio of 3:1. There was a statistically significantly higher proportion of males more commonly involved in accident and injuries (P <0.001). Conclusion: The most common etiology of maxillofacial injury was road traffic accidents (RTA) followed by falls and assaults, the sports injuries seem to be very less. In RTA, motorized two-wheelers (MTW) were the most common cause of incidents. The majority of victims of RTA were young adult males between the ages of 20 to 40 years. The malar bone and maxilla were the most common sites of fracture, followed by the mandible. The right side of the zygomatic complex was the predominant side of MTW injury. The majority of the zygomatic complex fractures were treated by conservative management. Open reduction and internal fixation were performed for indicated fracture patients.