• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.7
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• pp.827-833
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• 2019

There are several factors to consider for a ship to enter or depart a port safely. It is particularly important to identify the tides in the port to reduce the risk of stranding the ship. Most previous studies have focused on finding and analyzing harmonic constants. However, the research on the analysis and accuracy of harmonic constants in other hydrographic agencies is lacking. In this study, six Korean ports (Incheon, Gunsan, Yeosu, Busan, Ulsan, and Sokcho) were compared to the British and Korean tide tables based on actual information. To find the cause of tidal difference, the tide height, tide time, and form factor were calculated using harmonic constants. The information was then compared with British and Korean data. As a result of the difference in analysis of actual information and tide tables, there was a difference between the actual tide height and time at each port. The cause was found to be the difference in the harmonic constant, tide, and form factor between the UK and Korea. Therefore, this study, the Korean standard port should be added to the British tide table, and harmonic constants, which are the criteria for creating tides, must be constantly updated with the latest information. Additionally, the tide tables produced in each country are more accurate than the tide tables produced in UK.

• Journal of Chest Surgery
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• v.53 no.3
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• pp.104-113
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• 2020

Background: Accurate intraoperative assessment of mediastinal lymph nodes is a critical aspect of lung cancer surgery. The efficacy and potential for upstaging implicit in these dissections must therefore be revisited in the current era of uniportal video-assisted thoracoscopic surgery (VATS). Methods: A retrospective study was conducted in which 544 patients with stage I (T1abc-T2a, N0, M0) primary lung cancer were analyzed. To assess risk factors for nodal upstaging and to limit any imbalance imposed by surgical choices, we constructed an inverse probability of treatment-weighted (IPTW) logistic regression model (in addition to non-weighted logistic models). We also evaluated risk factors for early locoregional recurrence using IPTW logistic regression analysis. Results: In the comparison of uniportal and multiportal VATS, the resected lymph node count (14.03±8.02 vs. 14.41±7.41, respectively; p=0.48) and rate of nodal upstaging (6.5% vs. 8.7%, respectively; p=0.51) appeared similar. Predictors of nodal upstaging included tumor size (odds ratio [OR], 1.74; 95% confidence interval [CI], 1.12-2.70), carcinoembryonic antigen level (OR, 1.11; 95% CI, 1.04-1.18), and histologically confirmed pleural invasion (OR, 3.97; 95% CI, 1.89-8.34). The risk factors for locoregional recurrence within 1 year were found to be number of resected N2 nodes, age, and nodal upstaging. Conclusion: Uniportal and multiportal VATS appear similar with regard to accuracy and thoroughness, showing no significant difference in the extent of nodal dissection.

• Journal of Chest Surgery
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• v.37 no.10
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• pp.845-855
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• 2004

Background: No general consensus has been available regarding the necessity of postoperative radiation therapy (PORT) and its optimal techniques in the patients with chest wall invasion (pT3cw) and node negative (N0) non-small cell lung cancer (NSCLC). We did retrospective analyses on the pT3cwN0 NSCLC patients who received PORT because of presumed inadequate resection margin on surgical findings. And we compared them with the pT3cwN0 NSCLC patients who did not received PORT during the same period. Material and Method: From Aug. of 1994 till June of 2002, 22 pT3cwN0 NSCLC patients received PORT-PORT (＋) group- and 16 pT3cwN0 NSCLC patients had no PORT-PORT (-) group. The radiation target volume for PORT (＋) group was confined to the tumor bed plus the immediate adjacent tissue only, and no regional lymphatics were included. The prognostic factors for all patients were analyzed and survival rates, failure patterns were compared with two groups. Result: Age, tumor size, depth of chest wall invasion, postoperative mobidities were greater in PORT (-) group than PORT (＋) group. In PORT (-) group, four patients who were consulted for PORT did not receive the PORT because of self refusal (3 patients) and delay in the wound repair (1 patient). For all patients, overall survival (OS), disease-free survival (DFS), loco-regional recurrence-free survival (LRFS), and distant metastases-free survival (DMFS) rates at 5 years were 35.3%, 30.3%, 80.9%, 36.3%. In univariate and multivariate analysis, only PORT significantly affect the survival. The 5 year as rates were 43.3% in the PORT (＋) group and 25.0% in PORT (-) group (p=0.03). DFS, LRFS, DMFS rates were 36.9%, 84.9%, 43.1 % in PORT (＋) group and 18.8%, 79.4%, 21.9% in PORT(-) group respectively. Three patients in PORT (-) group died of intercurrent disease without the evidence of recurrence. Few suffered from acute and late radiation side effects, all of which were RTOG grade 2 or lower. Conclusion: The strategy of adding PORT to surgery to improve the probability not only of local control but also of survival could be justified, considering that local control was the most important component in the successful treatment of pT3cw NSCLC patients, especially when the resection margin was not adequate. Authors were successful in the marked reduction of the incidence as well as the severity of the acute and late side effects of PORT, without taking too high risk of the regional failures by eliminating the regional lymphatics from the radiation target volume.

• Journal of Navigation and Port Research
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• v.40 no.6
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• pp.451-458
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• 2016

Since Modigliani and Miller developed their theory of capital structure in 1958, it has become one of the most debated issues in corporate management. This is because the capital structure decision necessarily affects financial risk and the firm's value. Throughout the research, one of the most concerning problems is determining what factors influence the firm's capital structure. Since Korean shipping firms have been suffering from a long term economic recession, an optimal capital structure has become increasingly critical to survive in the shipping industry. This paper studies panel data on 46 Korean shipping companies since 2000 to find the factors that affect capital structure. The results suggest that a negative relationship arises between firm size, tangible assets, profitability and non-debt tax shields against leverage. Otherwise, it proved that growth opportunity has a positive relationship with the firm's leverage. In the research model during a booming shipping economy, growth opportunity and non-debt tax shield are not associated with firm's capital structure.

• Journal of Navigation and Port Research
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• v.31 no.10
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• pp.905-910
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• 2007

As the ship is getting bigger and faster lately, ship's structure or cargoes might be often damaged and the ship might be cut in two in extreme conditions by a wave impact on its bow. In this paper, the vertical acceleration, which is one of factors for evaluating seakeeping performance, was measured under the various sea states by the hull stress monitoring system(HMS) on the bridge, and the result was compared with those of model test and theoretical studies. Then, we confirmed the seakeeping performance of T.S. HANBADA by comparing it with ITTC seakeeping criteria This result will be a great help for the safe navigation by making it possible to estimate the possibility of work and the amount of risk under the various sea conditions with which may be confronted, and the shipbuilding yard can be possible to construct the vessel with superior performance through these data measured on the actual ship.

• Journal of Navigation and Port Research
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• v.42 no.1
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• pp.57-66
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• 2018

Maritime industry is affected by outside factors significantly due to its derivative demand characteristics. However, the supply side can not react to these changes immediately and due to this uniqueness, maritime industry repeats the boom-bust cycle. Therefore the government itself needs to operate early warning system in order to monitor the market and notice the upcoming risks by setting up a system to prepare for the situations. In this research, signal approach is used to establish early warning system. Overall leading index is composed of crisis index that is based on BDI(Baltic Dry Index) and various leading indexes such as finance, economy, shipping and the others. As a result of computing overall leading index which is early warning system in maritime through signal approach, the index showed a high correlation coefficient with actual maritime risk index by difference of 4 months. Also, the result was highly accurate with overall leading index's QPS(Quadratic Probability Score) at 0.37.

• Journal of Fisheries and Marine Sciences Education
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• v.28 no.2
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• pp.539-549
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• 2016

This study analyzed ship's passing characteristics in relation with incoming and outgoing routes in Yeosu Gwangyang Port, and examined the risk factors and measures for safety management of marine traffic. The number of passing ships in Yeosu Gwangyang Port was about 60,000 ships annually based on 2014, and the tonnage rose 73% from 447,000 thousand tons in 2005 to 770,000 thousand tons in 2014. Actually, the number of large passing ships was revealed to enormously increase. As a result of marine traffic survey in Yeosu Gwangyang Port for three days in August 2015, daily average passing ships were 408 ships, and 77% of the total passing ships passed between 04:00 and 20:00. The chemical ships and general cargo ships took up the most at 58% of the total incoming and outgoing ships, followed by other work ships at 21%, tankers at 8%, fishing vessels at 7.5% and container ships at 5.5%. Concerning the size of passing ships, ships less than 1,000 tons accounted for 58.6% of the total passing ships. Ships of 1,000-5,000 tons were 20.1%, and those of 5,000-10,000 tons were 6.8%, and more than 10,000 tons were 14.4%. Especially, ships of 500 tons and less using mainly coastal passing routes took up 49% of the total passing ships. As for ship's passage ratio by route, Nakpo sea area where many routes meet accounted for 27.2%, specified area 49%, costal route 8%, specified area's incoming and outgoing sea area around Daedo 4.5%, and Dolsan coastal ara and Kumhodo sea area 8.5%. The number of ships standing by for anchoring in the six designated anchorages was 230 for three days. The standby rate for anchoring was 25% based on the specified area passing ships. In Nakpo sea area, where many routes meet, parallel passing and cross passing between ships occurred the most frequently. In the specified area, many cases, in which incoming and outgoing cargo ships at the starting and ending parts and incoming and outgoing work ships and fishing vessels at the coastal routes cross, took place. Consequently, the following measures are urgently needed: active passing management in the Nakpo sea area, where passing routes are complex, specified areas and costal traffic routes, the elimination of rocks in the route close to Myodo, an effort to improve routes including shallow depth area dredging, and rational safety management for small work ships frequently incoming and outgoing the passing routes of large ships, and fishing vessels operated in the sea areas around those passing routes.

• Journal of Navigation and Port Research
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• v.27 no.2
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• pp.137-143
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• 2003

The prevention of marine accidents has been a important topic in marine society for long time, and various safety policies and countermeasures have been developed and applied to prevent those accidents. In spite of these efforts, however, significant marine accidents have taken place intermittently. Ship is being operated under a highly dynamic environments, and many factors are related with ship's collision, whose factors are interacting. So, the analysis on ship's collision causes are very important to prepare countermeasures which will ensure the safe navigation. This study analysed the ship's collision data over the past 10 years(1991-2000), which is compiled by Korea Marine Accidents Inquiry Agency. The analysis confirmed that‘ship's collision’is occurred most frequently and the cause is closely related with human factor. The main purpose of this study is to analyse human factor. For this, the structure of human factor is analysed by the questionnaire methodology. Marine experts were surveyed based on major elements that were extracted from the human factor affecting to ship's collision. FSM has been widely adopted in modeling a dynamic system which is composed of human factors. Then, the structure analysis on the causes of ship's collision using FSM are performed. This structure model could be used in understanding and verifying the procedure of real ship's collision. Furthermore it could be used as the model to prevent ship's collision and reduce marine accidents.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.6
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• pp.785-795
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• 2018

The International Maritime Organization (IMO) has recognized the risk of hull fouling and announced '2011 Guidelines for the control and management of ship's biofouling to minimize the transfer of invasive aquatic species'and is planning international regulations to enforce them in the future. In this study, to effectively respond to future international regulation, we introduce the case of leading countries related to management of hull fouling and also investigate environmental risk assessment techniques for in-water cleaning. Australia and New Zealand, the leading countries in hull fouling management, have established hull fouling regulations through biological and chemical risk assessment based on in-water cleaning scenarios. Most European countries without their government regulation have been found to perform in-water cleaning in accordance with the IMO's hull fouling regulations. In the Republic of Korea, there is no domestic law for hull fouling organisms, and only approximately 17 species of marine ecological disturbance organisms, are designated and managed under the Marine Ecosystem Law. Since in-water cleaning is accompanied by diffusion of alien species and release of chemical substances into aquatic environments, results from biological as well as chemical risk assessment are performed separately, and then evaluation of in-water cleaning permission is judged by combining these two results. Biological risk assessment created 40 codes of in-water cleaning scenarios, and calculated Risk Priority Number (RPN) scores based on key factors that affect intrusion of alien species during in-water cleaning. Chemical risk assessment was performed using the MAMPEC (Marine Antifoulant Model to Predict Environmental Concentrations), to determine PEC and PNEC values based on copper concentration released during in-water cleaning. Finally, if the PEC/PNEC ratio is >1, it means that chemical risk is high. Based on the assumption that the R/V EARDO ship performs in-water cleaning at Busan's Gamcheon Port, biological risk was estimated to be low due to the RPN value was <10,000, but the PEC/PNEC ratio was higher than 1, it was evaluated as impossible for in-water cleaning. Therefore, it will be necessary for the Republic of Korea to develop the in-water cleaning technology by referring to the case of leading countries and to establish domestic law of ship's hull fouling management, suitable for domestic harbors.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.2
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• pp.133-139
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• 2018

Keeping a proper straight route length under the marine bridge is one of the important factors for the safe passage of ships. However, according to port and harbor design standards, there is only a constant guideline of 8 times the length of the marine bridge underpass. On this study, we used the ES model to determine the ratio of risk to the route width, traffic volume, the degree of curvature of the route, and the length of the straight route in order to derive the optimal straight route distance. As a result, the risk ratio decreased by 2.27% as the route distance increased from 3L to 10L when the degree of curvature of the route was $45^{\circ}$. The risk associated with curvature was found to be 4.83% when the bending degree was changed from $0^{\circ}$ to $45^{\circ}$ in the case of 3L length. In addition, it was confirmed that the risk ratio according to the degree of curvature of the route and the straight route was reduced by 1.45% at maximum under the condition that the width of the line was 400m and the number of the vessels generated per hour was 20. It was verified that a straight route distance more than a certain length is needed depending on the congestion degree and the degree of curvature of the route when constructing the marine bridge.