• Journal of Trauma and Injury
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• v.31 no.2
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• pp.103-106
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• 2018

Fat embolism refers to the presence of fat droplets within the peripheral and lung microcirculation with or without clinical sequelae. However, early diagnosis of fat embolism is very difficult because the embolism usually does not show at the computed tomography as a large fat complex within vessels. Forty-eight-year-old male with pedestrian traffic accident ransferred from a local hospital by helicopter to the regional trauma center by two flight surgeons on board. At the rendezvous point, he had suffered with dyspnea without any airway obstruction sign with 90% of oxygen saturation from pulse oximetry with giving 15 L of oxygen by a reserve bag mask. The patient was intubated at the rendezvous point. The secondary survey of the patient revealed multiple pelvic bone fracture with sacrum fracture, right femur shaft fracture and right tibia head fracture. Abdominal computed tomography was performed in 191 minutes after the injury and fat embolism with Hounsfield unit of -86 in his right common iliac vein was identified. Here is a very rare case that mass of fat embolism was shown within common iliac vein detected in computed tomography. Early detection of the fat embolus and early stabilization of the fractures are essential to the prevention of sequelae such as cerebral fat embolism.

• Maxillofacial Plastic and Reconstructive Surgery
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• v.42
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• pp.22.1-22.6
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• 2020

Introduction: Facial fractures (FFs) occur after high- and low-energy trauma; differences in associated injuries and outcomes have not been well articulated. Objective: To compare the epidemiology, management, and outcomes of patients suffering FFs from high-energy and low-energy mechanisms. Methods: We conducted a 6-year retrospective local trauma registry analysis of adults aged 18-55 years old that suffered a FF treated at the Santa Barbara Cottage Hospital. Fracture patterns, concomitant injuries, procedures, and outcomes were compared between patients that suffered a high-energy mechanism (HEM: motor vehicle crash, bicycle crash, auto versus pedestrian, falls from height > 20 feet) and those that suffered a low-energy mechanism (LEM: assault, ground-level falls) of injury. Results: FFs occurred in 123 patients, 25 from an HEM and 98 from an LEM. Rates of Le Fort (HEM 12% vs. LEM 3%, P = 0.10), mandible (HEM 20% vs. LEM 38%, P = 0.11), midface (HEM 84% vs. LEM 67%, P = 0.14), and upper face (HEM 24% vs. LEM 13%, P = 0.217) fractures did not significantly differ between the HEM and LEM groups, nor did facial operative rates (HEM 28% vs. LEM 40%, P = 0.36). FFs after an HEM event were associated with increased Injury Severity Scores (HEM 16.8 vs. LEM 7.5, P <0.001), ICU admittance (HEM 60% vs. LEM 13.3%, P <0.001), intracranial hemorrhage (ICH) (HEM 52% vs. LEM 15%, P <0.001), cervical spine fractures (HEM 12% vs. LEM 0%, P = 0.008), truncal/lower extremity injuries (HEM 60% vs. LEM 6%, P <0.001), neurosurgical procedures for the management of ICH (HEM 54% vs. LEM 36%, P = 0.003), and decreased Glasgow Coma Score on arrival (HEM 11.7 vs. LEM 14.2, P <0.001). Conclusion: FFs after HEM events were associated with severe and multifocal injuries. FFs after LEM events were associated with ICH, concussions, and cervical spine fractures. Mechanism-based screening strategies will allow for the appropriate detection and management of injuries that occur concomitant to FFs. Type of study: Retrospective cohort study. Level of evidence: Level III.

• Journal of the Korean Institute of Landscape Architecture
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• v.43 no.6
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• pp.41-51
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• 2015

The purpose of the Follies that were constructed for the Gwangju-Biennale were for urban regeneration, to activate the empty old-town areas, and to strengthen the tradition and sense of place of the city. However, the ten Follies constructed around the wall of the old castle reveal many problems including that of leaving Follies alone instead of actively using them, damage to shop-keepers nearby, and pedestrian inconvenience, which is different from the original purposes. This study is meant to help understand the source of the negative phenomena, and to offer plans that will be conductive to the role of urban regeneration through activating the Follies and the spaces around them. As results of the investigation, there was no context giving uniformity among the various Follies. Also, the study showed that the insufficience of designers' understanding of the circumference near the Follies and lack of a consensus between the citizens and designers in the process of making the Follies. The crucial solution for solving these problems, and bringing to life the original purpose of creating the Follies was derived as applying "human activity" to the Follies. This study suggested 'street performance' as an effective device for application to human activity. While a Folly has no fixed function, the development of space program categories based on the applied characteristics of each Folly, and the simulation thereof showed effective potential for attracting people and activating those stagnated spaces. Recently, Gwangju city depicted the second Follies in applications such as reading roon, toilet, and movable food cart, which have clear purpose and different characteristics from the first ones. However, the first Follies will not be moved or demolished. As they are located around the National Asia Culture Center, some of them are supposed to be used to view the center. Consequently, a counterplan for the continuous and efficient use of those Follies is needed. Gwangju has a plan for the installation of 100 Follies throughout the city and it is expected that this study will be a meaningful guide line for improved Follies in the future.

• Journal of the Korean Institute of Landscape Architecture
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• v.30 no.2
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• pp.70-78
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• 2002

The landscape disign of Gamcheon wholesale fish Market was designed around a turnkey base to promote the economy of Busan Metropolitan City, to establish a fishery marketing center and to modernize existing facilities. The objectives of the project were to promote the mood of an old market, while preserving its functions and efficiency as a market, to design outdoor spaces with natural resources and amenities in balance, and to create attractive tourist spots in connection with the wide area development plan. The project was oriented, fast, to enhance the functions of the market. For this purpose, a multi-dimensional space layout was designed in consideration of functions as a wholesale market. The safety of pedestrians was secured by separating lathes for vehicles and for pedestrians. Tree planting with various functions such as sheltering, wind breaking and guiding was planned. Secondly, nature-friendly and human-friendly landscaping design was attempted. For this, the beautiful natural resources of Amnam Park were utilized, and green spaces such as green bridges linking buildings in the wholesale market, and rooftop gardens were to be arranged. In addition, environment-friendly facilities such as roads paved with natural materials(i.e. gravel, shells) and program parking lots were to be planned. Thirdly, landscape design was considered to create attractive tourist spots. For example, a fish farm was created as a theme street for pedestrians and various water-friendly spaces such as pedestrian ramps, observatories and seaside streets were to be secured. The main contents are as follows. First, a green bridge to Ahnnam Park was introduced for a tour source and flower garden, an event plan and viewing deck open to the sea were planned on the bridge's axis. Secondly, for the effective land use plan concerning open space and convenience to visitors, a promenade was planned, which is connected with the theme plaza and small plazas by environmental sculptures in front of the market hall and at the gate. As well, an observatory and a roof garden help create three dimensional multi leveled space, with a good view of the natural landscape of the sea, sky and park Thirdly, landscape materials, such as trees and those for facilities, strengthened for protection against the seawind and salt damage were selected. The commercial market area was intended to be transformed a traditional functional area of efficiency and economy into an attractive marine leisure area where both tourists and neighbors can make use of it.

• Journal of the Korean association of regional geographers
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• v.2 no.2
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• pp.159-171
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• 1996

The aim of this study is which factors affect the commercial land values and how they act upon them through distribution of commercial land values by multiple regression analysis in Gwangju city. The major findings of this study are as follows: (1) The changes of commercial land values distribution in $1989{\sim}1996$, We see that the commercial area of higher land values extends following the main arterial road. This is related to urbanization in urban fringe while the decline of commercial land values occurs in city center with long history of commercial region. This is due to unsuitableness in rapid changes of commercial environment because of fragmented lots, old buildings. traffic congestion etc. (2) The regions where commercial land values greatly rose are the west in constructed the new planning city center of Sangmu-dong. and the south west in which is related to the extension of high density apartment and the location of big discount stores. (3) Through the changes in commercial land values distribution map. and road map, topographical map, we know that commercial land values is related to various factors; namely, distance from CBD, convenient traffic, reputation of commercial district, condition of a road, size of supplementary, a degree of commercial land use etc. (4) From the above related factor, six variables are extracted by operational definition. That is the spatial distance from the city center, the walking distance to a stopping place, the road width, the amount of bus traffic, the amount of pedestrian, the number of the shop. (5) Data of seven variables are collected on the highest values point of each Dong. We applicate multiple regression analysis with commercial land values as a dependent variable, extracted six variables as independent variables. (6) As a result of multiple regression on the determinants of commercial land values, the variables which is greatly related to commercial land values are the amount of pedestrain, the spatial distance from city center. We identify that two variables explain variance of the commercial land values by 65%. (7) In order to make clear about not explained 35%. we carry out analysis of residual. In consequence, we see small estimate in downtown area and large estimate in urban fringe. This feature is due to simple core structure of Gwangju city and limits of this regression model.

• Journal of the Korean Institute of Landscape Architecture
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• v.34 no.1 s.114
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• pp.92-106
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• 2006

The process of designing Cheonggyecheon Entrance Plaza began with researching four keywords: plaza, restoration. modernity and icon. The outcome of the research was reinterpreted into and informed the design. An urban plaza must not only be a stage for civic life but should also be a portrait of the city to which it belongs. Many Korean plazas, however, are treated as if they are parks. Yeouido Park, which was originally a vast urban void, and Seoul Plaza, recently paved with grass, are good example. The strong 'green myth' can hinder socio-political activities. Cheonggyecheon cannot be said to have been 'restored', since it is still disconnected from its origin and upper streams, and the water is circulated by electricity. So it is better understood as an artificial urban waterfront, rather than an ecologically restored stream. This fact might diminish its ecological value, but not its recreational one. The entrance plaza therefore should reflect that the new stream brings back an 'experience', not only water itself. At the same time, the catch phrase of this restoration project was 'post-modern'. The demolished Cheonggye Expressway represents the 'economy drive' of the 1970s, so the newly opened Cheonggyecheon serves as a perfect counterpart to it. But modernity in Korea is the spirit that made many of the good things, not only its shortcomings, we have now. And from the philosophy of this restoration project, we can see that it is still an ongoing attitude in a way. Remnant of Cheonggye Expressway can evoke our nostalgia for the era. There are plenty of symbols in Seoul, both as architecture and objects. But none of them provide citizens with experience, other than the experience of looking at them. Cheonggyecheon Entrance Plaza is a good place to serve as an icon for a dynamic Seoul. From the research, the designer concluded that this plaza should commemorate the incomparable horizontal experience of Cheonggyecheon and the old expressway, amid the vertical metropolis. The Pedestrian Sculpture, which people can stroll on and look out over Cheonggyecheon, is to be made of steel cladding with a core structure and represents the dynamism of the stream, Seoul and contemporary Korea. The choice of material and the steel structure are also ways of creating the icon. The Water Plaza, the space underneath the ramp, will accommodate people and their urban activities, providing an opportunity to play with water. The Waterblades will be a device for the dramatic beginning of the stream, simultaneously camouflaging ugly openings in the outlets. The Wall of Archaeology is to be made with pre-fab resin blocks, translucent enough so that people can see through any archaeological findings of the site. The strong water-resistant character of resin makes the wall steady throughout the flood season as well. Cheonggyecheon restoration project is an effort to combine contemporary urban demand with the once-existing physicality by evoking our nostalgia for it. The project itself shows many socio-political issues of present-day Korea. The entrance plaza design thus is focused on suggesting an icon for the metropolis, simultaneously celebrating the stream itself. Within this space, people will be exposed to a unique experience that any 'green myth' cannot offer.

• Journal of the Korean Institute of Landscape Architecture
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• v.47 no.1
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• pp.1-9
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• 2019

The objective of this study was to derive the served distance of the senior-friendly park considering physical changes, which were estimated through a comparison experiment at an actual target site. The time to walk 500m was examined because 500m is considered the served distance of a neighborhood park and as a standard set by the city. The mean walking time of the control group (younger than 65 years) was 536 seconds, while that of the treatment group (older than 65 years) was 889 seconds, which was approximately 1.7 times longer than the control group. The results of this study also showed that the walking time of females was longer than that of males when they were older than 65 years old. The walking velocities of the control group and the treatment groups were also calculated using the mean walking time. The weight estimated by a proportional formula was 0.6. When it was applied to 500m, which is the served distance of a neighborhood park, the served distance of the senior-friendly park was estimated as 300m. Lastly, the green service excluded area was quantified by applying the 300m, the served distance of a senior-friendly park, to the Jung-gu, Daegu, which had the highest elderly population in the Daegu Metropolitan City. The results of this calculation showed that the area served by a city park was $2,425,747m^2$ and the area excluded from the city park service was $4,627,700m^2$ for senior citizens. The results also showed that, in terms of the distributive equity, the administrative districts received unequal am ounts of urban green area services.

• Journal of the Korean Institute of Landscape Architecture
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• v.47 no.6
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• pp.53-66
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• 2019

The purpose of this study was to suggest indicator-based selection and improvement plans for evaluating urban regeneration projects. First, we selected the indicators by conducting expert surveys and analysis of the responses received. Additionally, using the selected indicators, we analyzed the residents' opinions in Wongogae Village, where urban regeneration projects were in progress. Based on these, we suggested a plan to improve Wongogae Village. According to the study, we classified the urban regeneration evaluation indicators into 'Physical environment', 'Social environment' and 'Economic environment' according to their characteristics. We selected urban regeneration evaluation factors through the first expert survey and MCB analysis. As a result, we selected six factors for the 'Physical environment' category: 'Traffic and pedestrian environment', 'Residential (housing) environment', 'Safety and security environment', 'Greenspace', 'Landscape improvement' and 'Public space', In the 'Social environment' category, four factors were chosen: 'Resident participation', 'Community activation', 'Role of the local government and support centers' and 'Resident education' while for the 'Economic environment' category three factors were selected: 'Local economic revitalization', 'Creating an economy-based environment', 'Job creation'. Next, we conducted a second expert survey and carried out an AHP analysis using the selected evaluation factors to derive the overall weight for each. Among the evaluation factors for urban regeneration, the 'Residential (housing) environment' has the highest weighted value of 0.108, followed by 'Local economic revitalization' and 'Resident participation'. Lastly, the analysis of the residents' opinions of Wongogae Village using the urban regeneration evaluation factors, Parking environment', 'Maintenance of old houses and living environment', 'Environment for founding town and social enterprises', 'Improve commercial and business environment', 'Maintain and activate existing business' and 'Vitalizing small regional economies such as domestic handicrafts and side-job' had high overall importance, but low satisfaction, which means that it is necessary to improve the focus. Therefore, in order to improve the urban regeneration project in villages, it is necessary to improve the parking environment by expanding public parking lots, eliminate close houses, and idle lands, or open a school playground in the village for the residents. In addition, it is essential to encourage economic activities, such as fostering village enterprises and social enterprises in connection with cooperatives and allow for the selling of the products through resident activities, such as neighboring markets.

• Journal of the Korean Geographical Society
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• v.29 no.3
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• pp.297-317
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• 1994

This study demonstrates the changes in the spatial organization of Korea by the construction of Seoul-Pusan railroad. This Seoul-Pusan line, which is the most important one in Korea was constructed in 1905. The original plan of the line was selected to cross the main traditional roads to control the entire Korean peninsular and to mobilize the Korean commercial potentials. It was the line to exploit the staples and to expand the Japanese market in Korea. In accordance with the contracts between Japan and Korean government, Korean government had to supply the lands for railroad, office, and service facilities. That was one of the important reasons that Korean government had been broken down. The main findings of this study are as follows: 1. The Seoul-Pusan railroad line was constructed Japanese colonial policy which emphasized three main purposes; the first was to reorganize the economic space and to collapse the traditional Korean markets for Japanese ruling, and the second was to find out the military supply routes, and the third was to search for the transcontinental line for China and Siberia. As the results, the old Korean pedestrian routes, which were the Eastern, the mid, the westren, and the Samnam route lost their functions. 2. Japanese requested for Korean government usually ten times of wider space for the site of stations than the needed one. The land was expropriated, and constructed the new centers aparted from the original Korean towns. In this process Japanese got the most developmental and windfall profits. The newly constructed centers were for Japanese immigration and the town service facilities which would be used to control the Korean financial market. At last, they easily converted the Korean spatial economy into Japanese colonial one, which made to reinforce the sphere of Seoul-Pusan line. 3. Japanese planned the stations as the central points in Korea. So the railroad stations were located apart from the centers of towns, to avoid the Korean resistances, and to maximize their profits. The mean distance from staiton to 'the town center is about 1km while the Japanese case is 0.6km. 4. The pattern of present Korean railroads is not the 'X type'. Because the Honam line is not the trunk one. So, we could call the Korean railroad pattern as the 'Ip(Chinese character 入) type' . The operational effects of Seoul-Pusan line brought out the concentration of the national economy to this line as Japanese planned. And the polorization had occurred between this line and the other parts of Korea. For twenty years (1910-1930), the transported freights were increased about 5 times. In 1930, the total freight of Seoul-Pusan line became 2, 010, 444 metric tons. If we examine this process, the underconstructing Seoul-Pusan express electric railroad should avoid adjacent this line to reduce the regional and ecological imbalance. 5. The forms of centers on the Seoul-Pusan line were classified into six types in relation to station, town center, and built-up area; the compact (integrated) type, the elongated one, the splited (independent) one, the absorbed one, the consolidated one, and the declined one. All types of these towns might be developed in accordance with the centrality, railroad function, and the other transportational functions. 6. The Seoul-Pusan line plays the most important role among Korean railroads but the ratio of passenger and freight become lower because the effiects of other inaugurated railoads the different transportation modes such as trucks and cars would be got more merits in competition. 7. The results of cluster analyses on the cities of railroad stations showed the rudimentary urban systems in 1910 and 1930. In 1930, the cities were classified into three groups; the group of small cites, the intermediate (developing) city-group, and the special city-group. In 1930s the spatial organization and urban system of Korea were similar to the present ones. We call appreciate that these were the effects of the Seoul-Pusan line.