• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.14 no.2
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• pp.69-78
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• 1978

It is well known that the aluminizing steel is excellent in corrosion resistance and heat resistance. Therefore it has been used as boiler parts, heat exchanger parts and guide rails which are used under comparatively simple conditions. Recently, it has been noticed that aluminizing steel has high resistance to various atmosphere, high temperature oxidation and seawater resistance. So its usage has been extended widely to the production of parts such as intake and exhaust valve of internal combustion engine, turbine blade and pipelines On ships which required such properties. It is considered that aluminium coated steel is excellent in wear resistance because of high hardness on main ingredient FezAIs of Fe-AI alloy layer existed in diffusion coating layer. And it will beused as a new material taking wear resitance with seawater resistance in marine field. However it is difficult to findout any report concering the wear behaviors or properties of alum in izing steel. In this study the experiment was carried out under the condition of rolling-sliding contact using an Amsler-type wear testing machine at 0.80, 0.91, 1. 10, 1. 25% of slip ratio and 55.43, 78.38, 110.85 kg/mm^2 of Hertz's contact stress in run-in period for the purpose of service-ability test of aluminizing steel as a wear resisting material and obtaining the available design data. The followings are the obtained results from the experimen tal study; 1) The 2nd diffusion material has most excellent wear resistance. This material has brought out about 18% decrease of wear weight in a lower friction load level and 40~G decrease in a higher level comparing to the raw material. 2) Satisfactory effect of wear resistivity cannot be much expected in 2nd diffusion specimens. This is considered due to the formation of fine void in the alloy layer near the boundary to the aluminium layer. 3) Fracture on friction surface of aluminizing steel by the rolling-sliding contact is spalling, and spalling crack occurres initially beneath the specimen surface near the boundary in diffusion coating layer.

• Journal of Trauma and Injury
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• v.23 no.2
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• pp.57-62
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• 2010

Purpose: This study analyzed the characteristics of stable pelvic bone fractures with intra-abdominal solid organ injury. Methods: Medical records were retrospectively reviewed from January 2000 to December 2009 of patients with stable pelvic bone fractures. A stable pelvic bone fracture according to Young's classification is defined as a lateral compression type I and antero-posterior compression type I. Subjects were divided into two groups, one with (injured group) and one without (non-injured group) intra-abdominal solid organ injury, to evaluate the dependences of the characteristics on the presence of an intra-abdominal solid organ injury. Data including demographics, mechanism of injury, initial hemodynamic status, laboratory results, Revised Trauma Score (RTS), Abbreviated Injury Scale (AIS), Injury Severity Score (ISS), amount of transfusion, admission to intensive care unit (ICU), and mortality were analyzed. Results: The subjects were 128 patients with a mean age of 42 years old, of whom were 67 male patients (52.3%). The injured group had 21 patients(16.4%), and the most frequent injured solid organ was the liver. Traffic accident was the most common mechanism of injury and lateral compression was the most common type of fracture in all groups. Initial systolic blood pressure was lower in the injured group, and the ISS was greater in the injured group. Arterial pH was lower in the injured group, and shock within 24 hours after arrival at the emergency department was more frequent in the injured group. Transfused packed red blood cells within 24 hours were 8 patients(38.1%) in the injured group and 11 patients(10.3%) in the non-injured group. Conservative treatment was the most common therapeutic modality in all groups. Stay in the ICU was longer in the injured group, and three mortalities occurred. Conclusion: There is a need to decide on a diagnostic and therapeutic plan regarding the possibility of intra-abdominal solid organ injury for hemodynamically unstable patients with stable pelvic bone fractures and for patients with stable pelvic bone fractures along with multiple associated injuries.

• Journal of Veterinary Clinics
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• v.27 no.4
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• pp.397-401
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• 2010

This study was to evaluate the usefulness of a programmed reproductive management including Presynch-Ovsynch-Resynch protocol in lactating dairy cows. Nine hundred and thirty four cows calved during February to May 2008 were used for this study. Cows received im injections of 25 mg $PGF_{2{\alpha}}$ at $45{\pm}3$ and $59{\pm}3$ days in milk (DIM). Fourteen days later, Ovsynch was initiated with an im injection of $100\;{\mu}g$ GnRH ($73{\pm}3$ DIM), 25 mg $PGF_{2{\alpha}}$ 7 days later ($80{\pm}3$ DIM), $100\;{\mu}g$ GnRH 56 h later and timed artificial insemination (TAI) 16 h after the GnRH injection. Cows showed estrus during the Presynch-Ovsynch, were inseminated artificially according to am-pm rule. Pregnancy was determined on 32 days after AI using ultrasonography. Cows diagnosed pregnant were re-examined for pregnancy by rectal palpation at 60 days after AI. Non-pregnant cows were resynchronized by receiving $100\;{\mu}g$ GnRH, 25 mg $PGF_{2{\alpha}}$ 7 days later, $100\;{\mu}g$ GnRH 56 h later and TAI 16 h after. Cows with estrus since the first AI before the completion of Resynch protocol were also inseminated artificially according to am-pm rule. Pregnancy was determined by the same manner as following the first AI. Fifty five percents of the cows treated showed estrus and received AI before completion of the Presynch-Ovsynch protocol, while 45% received TAI, regardless of estrus exhibition following the completion of the protocol. The pregnancy rate following the first AI was higher in cows that showed estrus and received AI (43.3 and 38.5%) during the Presynch-Ovsynch than cows with TAI (34.6 and 29.6%) on 32 and 60 days after AI (P < 0.01). Sixty six percents of cows diagnosed non-pregnant following the first AI showed estrus before the completion of Resynch protocol and received AI, while 34% received TAI, regardless of estrus exhibition following the completion of the protocol. The pregnancy rate following the second AI was higher in cows that showed estrus before the completion of Resynch protocol and received AI (40.2 and 36.8%) than cows with TAI (21.2 and 18.2%) on 32 and 60 days after AI (P < 0.01). The cumulative pregnancy rates following the first and second AIs were 60.8 and 53.9% on 32 and 60 days after AI, respectively. These data suggest that inclusion of Presynch-Ovsynch-Resynch protocol and estrus detection into the programmed reproductive management might be an alternative option to control dairy cattle breeding.

• Journal of Digital Convergence
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• v.13 no.5
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• pp.213-218
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• 2015

In parallel with evolving information communication technology, M2M(Machine-to-Machine) industry has implemented multi-functional and high-performance systems, and made great strides with IoT(Internet of Things) and IoE(Internet of Everything). Authentication, confidentiality, anonymity, non-repudiation, data reliability, connectionless and traceability are prerequisites for communication security. Yet, the wireless transmission section in M2M communication is exposed to intruders' attacks. Any security issues attributable to M2M wireless communication protocols may lead to serious concerns including system faults, information leakage and privacy challenges. Therefore, mutual authentication and security are key components of protocol design. Recently, secure communication protocols have been regarded as highly important and explored as such. The present paper draws on hash function, random numbers, secret keys and session keys to design a secure communication protocol. Also, this paper tests the proposed protocol with a formal verification tool, Casper/FDR, to demonstrate its security against a range of intruders' attacks. In brief, the proposed protocol meets the security requirements, addressing the challenges without any problems.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.1
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• pp.81-87
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• 2021

Many merchant ships sail in the waters surrounding Jeju Island and many fishing vessels catch fish using gill nets, trolling lines, and so on. Meanwhile, marine waste has collected in the coastal waters of Jeju Island. However, there has been little research on the collection of marine waste in coastal waters. In this study, marine waste deposited in Jeju Island's northwest sea was collected using Jeju National University's training ship, and related vessels were analyzed for each gear type. According to the results, most coastal waters had abandoned fishing grounds, which were from fishing vessels, and a large proportion of them was gill net and trap fishing gear. To analyze how much marine waste is accumulating in a certain area and ship's stay time, we use automatic identification system (AIS) data to extract the time spent in the target sea, and the amount of marine waste per hour was analyzed in a unit distance of 1 ㎢. The average amount of marine waste generated per hour in the unit area was found to be 0.94 kg for gillnet fishing gear, 3.49 kg for trap fishing gear, 0.10 kg for trawl fishing gear, 0.11 kg for longline fishing gear, and 0.02 kg for other fishing gear.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.5
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• pp.462-469
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• 2023

In this study, we propose a method for evaluating the risk of collision between ships to support determination on the risk of collision in a situation in which ships encounter each other and to prevent collision accidents. Because several uncertainties are involved in the navigation of a ship, must be considered when evaluating the risk of collision. We apply the Dempster-Shafer theory to manage this uncertainty and evaluate the collision risk of each target vessel in real time. The distance at the closest point approach (DCPA), time to the closest point approach (TCPA), distance from another vessel, relative bearing, and velocity ratio are used as evaluation factors for ship collision risk. The basic probability assignments (BPAs) calculated by membership functions for each evaluation factor are fused through the combination rule of the Dempster-Shafer theory. As a result of the experiment using automatic identification system (AIS) data collected in situations where ships actually encounter each other, the suitability of evaluation was verified. By evaluating the risk of collision in real time in encounter situations between ships, collision accidents caused by human errora can be prevented. This is expected to be used for vessel traffic service systems and collision avoidance systems for autonomous ships.

• Journal of Trauma and Injury
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• v.23 no.2
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• pp.68-74
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• 2010

Purpose: The purpose of this study is, first, to analyze the risk factors that influence the severity of injury in pediatric multiple trauma patients and, second, to present solutions for the problems related to the treatment of such patients. Our living situations are so complicated that the danger of accidents is truly open to children who are not prepared. We need to draw attention to the increased numbers of various accidents involving children. Methods: We studied patients who visited the Emergency Medical Center at Chosun University Hospital from January 1, 2006, to December 31, 2008. Using medical records, we evaluated the general characteristics: the mechanism of injury, the vital signs, the revised trauma score (RTS), the injury severity score (ISS), and the hemoglibin value, which was checked at the time of visit, and the presence or the absence of emergent on regular surgery. We divided the level of injury as follows: light level (1-8 points), mid level (9-15 points), and serious level (above 16 points). We analyzed the medical data by using SPSS 17.0 for windows. Results: The average age of the patients examined was 8.6 years. The number of 6- to 11-year-old patients was 96, which was the largest, but the degree of injury severity was the highest among infant (0-2 years), according to ISS 7.95(${\pm}6.85$). The frequency of accidents was highest on sunny days, and most accidents occurred from 16:00 to 20:00. The cause of multiple trauma for children was the greatest in the traffic accident, (95 patients, 49.0%). In addition, the trauma caused by traffic accidents showed the highest ISS value ($9.02{\pm}6.42$) and the most serious degree (P=0.004). The ISS level of injury ($8.40{\pm}6.64$) for patients moved from a secondary hospital was higher than that ($6.49{\pm}5.57$) for patients who visited the medical center directly. The severity of injury was highest for patients who used a 119 ambulance ($8.84{\pm}5.80$). According to the injured parts of body, Injuries to the arms and the feet most frequent (79 patients, 40.7%), but the level of injury was the highest for internal organs and chest, $16.42{\pm}8.56$ and $11.23{\pm}6.97$, respectively. Conclusion: We used Abbreviated Injury Scale (AIS) in order to examine the characteristics by injured body part for pediatric multiple trauma patients. Because the degree of injury was the highest for internal organs or the chest, we need to more seriously examine and provide for patients who are suspected of having injuries to the internal organs or the chest. We need to quickly determine the need for surgery in patients with serious injuries to the arms and the feet, which is the greatest in frequency. In particular, we need to consider the surgical care of patients who are not very high in the severity of injury to their brains.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.2
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• pp.61-114
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• 2018

Recently airspace became a hot issue considering today's international relations. However, there was no data that could be fully explained about a legal system of korean airspace, so I looked at law and practice about korean airspace together. The nation's aviation law sector is comletely separate from those related to civil and military aircraft, at least in legal terms. The Minister of Land, Infrastructure and Transport shall carry out his/her duties with various authority granted by the "Aviation Safety Act". The nation's aviation-related content is being regulated too much by the Ministry of Land, Infrastructure and Transport's notice or regulation, and there are many things that are not well known about which clauses of the upper law are associated with. The notice should be clearly described only in detail on delegated matters. As for the airspace system, the airspace system is too complex for the public to understand, and there seems to be a gap between law and practice. Therefore, I think it would be good to reestablish a simple and practical airspace system. Airspace and aviation related tasks in the military need to be clearly understood by distinguishing between those entrusted by the Minister of Land, Infrastructure and Transport and those inherent in the military. Regarding matters entrusted by the Minister of Land, Infrastructure and Transpor, it is necessary to work closely with the Minister of Land, Infrastructure and Transport when preparing related work guidelines, and to clarify who should prepare the guidelines. Regarding airspace control as a military operation, policies or guidelines that are faithful to military doctrine on airspace control are needed.