• Journal of Trauma and Injury
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• v.28 no.2
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• pp.60-66
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• 2015

Purpose: Cultivator accidents are frequent and often lead to abdomino-perineal organ injury and, if severe, to death. This study presents the clinical characteristics, outcomes, and factors associated with mortality in patients who sustained an abdomino-perineal organ injury in cultivator accidents. Methods: We retrospectively analyzed the records of 53 patients who visited the emergency department of a tertiary hospital with abdomino-perineal organ injuries caused in cultivator accidents from April 2005 to March 2010. Results: All 53 patients had visited other medical institutions before visiting our hospital. Their mean age was $64.0{\pm}11.1$ (range, 20-80) years and 32 (60.4%) patients were 65 or older. The male-to-female ratio was 46:7. The chief complaint was abdominal pain (38 cases, 71.7%). The 53 patients included 41 cultivator operators (77.4%), 11 passengers (20.8%), and 1 passerby (1.9%). The causes of the injuries included a direct impact of the handlebar in 20 cases (37.7%), a rollover in 21 cases (39.6%), a fall in 10 cases (18.9%), and a wheel in two cases (3.8%). Several of the 53 patients had injuries to multiple abdomino-perineal organs, and the injured organs included the liver (23 cases, 26.4%), spleen (16 cases, 18.4%), pancreas (7 cases, 8.0%), small bowel (7 cases, 8.0%), mesentery (6 cases, 6.9%), adrenal gland (5 cases, 5.8%), and other organs. According to the abbreviated injury scale (AIS) dictionary, a thoracic injury was the most frequent co-injury (33 of 53 cases, 62.3%). Abdomino-perineal surgery was performed in 31 cases (58.8%) and angio-embolization was performed for six liver and two kidney injuries. Thirteen patients died (24.5%); all were males. The Injury Severity Scale (ISS) was lower in the survivors ($17.8{\pm}8.5$ vs. $27.0{\pm}16.0$; p=0.010). Conclusion: With the aging of agricultural workers, safety education programs should be implemented. Furthermore, the patient transfer system in agricultural areas must be improved.

• Composites Research
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• v.20 no.3
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• pp.8-16
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• 2007

Bending collapse of light-weight square tubes used for vehicle structure components is a dominant failure mode in oblique collision and rollover of vehicles. In this paper bending performances of aluminum-GFRP hybrid tube beams were evaluated in relation with bending deformation behavior and energy absorption characteristics. Aluminum/GFRP hybrid tube beams fabricated by inserting adhesive film between prepreg and metal layer were used in the bending test. Failure mechanisms of hybrid tubes under a bending load were experimentally investigated to analyze the bending performance as a function of ply orientation and composite layer thickness. Ultimate bending moments and energy absorption capacity of hybrid tube beams were obtained from the measured load-displacement corves. It was found that aluminum/GFRP hybrid tubes could be converted to rather stable collapse mode showing excellent energy absorption capacity in comparison to the pure aluminum tube beams. In particular, the hybrid tube beam with $[0^{\circ}/90^{\circ}]s$ composite layer showed a large improvement by about 78% in energy absorption capacity and by 29% in specific energy absorption.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.5D
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• pp.831-838
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• 2006

An experimental/analytic study has been conducted to understand the adverse effects of low vehicle speed, high axle load and high tire pressure on the performance of asphalt pavements. Of 33 asphalt sections at KHC test road, two sections having different base layer thickness (180 mm versus 280 mm) are adopted for rollover tests. During the test, a standard three-axle dump truck maintains a steady state condition as moving along the wheel path of a passing lane, and lateral offsets and real travel speed are measured with a laser-based wandering system. Test results suggest that vehicle speed affects both longitudinal and transverse strains at the bottom of asphalt layer (290 mm and 390 mm below the surface), and even slightly influences the measured vertical stresses at the top of subbase and subgrade due to the dynamic effect of rolling vehicle. Since the anisotropic nature of asphalt-aggregate mixtures, the difference between longitudinal and transverse strains appears prominent throughout the measurements. As the thickness of asphalt pavement increases, the measured lateral strains become larger than its corresponding longitudinal strains. Over the limited testing conditions, it is concluded that higher axle weight and higher tire pressures induce more strains and vertical stresses, leading to a premature deterioration of pavements. Finally, a layered elastic analysis overestimates the maximum strains measured under the 1st axle load, while underestimating the maximum vertical stress in both pavement sections.

• The Korean Journal of Petroleum Geology
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• v.5 no.1_2 s.6
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• pp.9-15
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• 1997

The study area is located in the Central Bransfield Basin, Antarctica. To analyze the morphology of seafloor, structure of basement, and seismic stratigraphy of the sedimentary layers, we have acquired, processed, and interpreted the multi-channel seismic data. The northwest-southeastern back-arc extension dramatically changes seafloor morphology, volcanic and fault distribution, and basin structure along the spreading ridges. The northern continental shelf shows a narrow, steep topography. In contrast, the continental shelf or slope in the south, which is connected to the Antarctic Peninsula, has a gentle gradient. Volcanic activities resulted in the formation of large volcanos and basement highs near the spreading center, and small-scale volcanic diapirs on the shelf. A very long, continuous normal fault characterizes the northern shelf, whereas several basinward synthetic faults probably detach into the master fault in the south. Four transfer faults, the northwest-southeastern deep-parallel structures, controlled the complex distributions of the volcanos, normal faults, depocenters, and possibly hydrocarbon provinces in the study area. They have also deformed the basement structure and depositional pattern. Even though the Bransfield Basin was believed to be formed in the Late Cenozoic (about 4 Ma), the hydrocarbon potential may be very high due to thick sediment accumulation, high organic contents, high heat flow resulted from the active tectonics, and adequate traps.

• The Korean Journal of Petroleum Geology
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• v.5 no.1_2 s.6
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• pp.1-8
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• 1997

Seismic stratigraphic analysis of the high resolution profiles obtained from the southeastern shelf of Korea divided the deposits into 4 sequences; 1) sequence D, 2) sequence C, 3) sequence B and 4) sequence A (Holocene sediments). Sequence D was deposited in shallow-water environment at west of the Yangsan Fault as the basin subsided. On the other hand, the eastern part was formed at the slope front. Landward part of the slope-front fill sediments were eroded and redeposited nearby slope due to the syndepositional tilting of the basin. This tilting probably resulted from the continuous closing of the Ulleung Basin. Sequence C is made of stacked successions of the lowstand fluvial sediments, transgressive sediments and marine highstand sediments derived from the paleo-river in the western part of the Yangsan Fault. Sequence C in the eastern part of the Yanshan Fault was formed at the shelf break. Progradation of the lowstand sediments resulted in broadening of the shelf. Sequence C in the eastern part was also tilted but the tilting was weaker than in Sequence D. During the formation of sequence B the tilting stopped and the point source instead of the line source started in both sides of the Yangsan Fault. Sequence B was composed of the highstand systems tract partially preserved around the Yokji island, lowstand systems tract mainly preserved in the Korea Trough and transgressive systems tract. After the stop of the tilting, the force of compression due to the closing of the Ulleung Basin may be released by the strike-slip faults instead of tilting.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.5
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• pp.1-13
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• 2018

Divers types of Personal Mobility(PM) are appeared on the market after the Segway is introduced. PMs have propagated very rapidly with their ease of use, and accidents related with PM show a sudden increase. Many studies on the PM are performed as its trend, but dring safety of passengers are excluded. In this study, criteria which can be adopted for PM's driving safety evaluation are reviewed. Also result of driving safety evaluation on 3 types of PM(wheel chair, kickboard, scooter(seating/standing) and walking using deducted criteria is given. COG(Center of the gravity) and SM(Stability Metric) are finally selected two criteria among many of them used in other fields. COG indicates how the center of mass deviates from the direction of the gravity. SM is a normalized value of generated force when PM moves as internal force, angular momentum, and ground reaction force. 0 means stop, and negative value means rollover, so it can be used for safety evaluation of PM. Average and standard deviation of measurement are standard of safety on the COG analysis. Wheel chair is the most safe and kickboard is the most unstable on the COG analysis. Wheel chair is also ranked as top safe on the SM analysis. Among two riding types(seating and standing) on the scooter, seating type is evaluated more safer than standing type. It is proposed that more various type of PMs are need to get safety evaluation for drivers and devices themselves together.