• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.6
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• pp.965-972
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• 2022

This is a basic study to establish marine activity criteria based on the seakeeping performance of less than 10-tons fishing vessels. These vessels account for approximately 95% of Korea's currently registered fishing vessels, and accidents and loss of life are also occurring during marine activities such as navigation, and fishing. Accordingly, the Ministry of Oceans and Fisheries has set a regulation of vessel traf ic control to restrict the operation of fishing vessels when the high seas watch takes effect, but it is applied equally without criteria according to the ship ton level and wave height; therefore, many differences may exist in ship fluctuations. Because the fluctuation of the ship owing to the wave height can be a factor in marine accidents by reducing the sense of boarding and performance of equipment, the seakeeping performance must be reviewed during waves to secure safe marine activities such as navigation and fishing. However, the review for the fishing vessel of established marine activity criteria based on the seakeeping performance is insufficient. Accordingly, the seakeeping performance was evaluated for a 10-ton class (G/T 9.77 tons) fishing vessel in Korea, and the level of marine activity according to the significant wave height and ship speed was interpreted by applying the operation and survival of the established seakeeping performance criteria. The analysis results indicated that the roll of the ship exceeded the operation criteria from 0.4m and the survival criteria from 2.2m. The pitch of the ship exceeded the operation criteria from 1.7m and did not exceed the survival criteria until 3.0m. However, the rolling exceeding the survival criteria from 2.2m may not be safe. Therefore, fishing vessels with less than 10-tons can leave before the high seas watch takes effect. However, they did not satisfy the criteria for evaluating the performance of the sea in relation to marine activities. Although this study was limitedly evaluated for 10-ton fishing vessels, it is expected to be of great help in preparing marine activity criteria.

• Transactions of the Korean Society of Pressure Vessels and Piping
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• v.11 no.1
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• pp.1-11
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• 2015

Feedwater Heaters are important components in a nuclear power plant. As the age of heater increases, the maintenance cost required for continuous operation also increases. Most heaters have the carbon steel shells, tube support plates and flow baffles. The carbon steel is susceptible to flow-accelerated corrosion. This is especially true if the flow has a two-phase mixture of steam and condensate. The wall thinning around the wet steam entrance area of the shell is inevitable during some long term operation. The structural integrity of the feedwater heater shell affects the safe operation of the nuclear power plant. Therefore, it is needed for the thinned shell to be repaired. The maintenance method for preventing failure of the shell should be determined by investigating various factors including the stress distribution of thinned area. The stress analysis of the shell including the steam entrance region is studied in this paper. The results of thinned shell is compared with that of intact shell.

• Journal of the Society of Naval Architects of Korea
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• v.48 no.6
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• pp.575-580
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• 2011

Icing problem of ice-strengthened vessels is an important issue when operating in low temperature environment and it can cause damage to deck machineries and emergency equipments. Many ice-strengthened vessels have since been constructed and operated in accordance with the ice class rules such as Det Norske Veritas (DNV), Russian Maritime Register of Shipping (RS), American Bureau of Shipping (ABS) and so on. Therefore winterization is defined as the preparation of a ship for safe operation. In this research, anti-icing performance tests of weather-tight door have been carried out at various temperature conditions($5^{\circ}C$, $-10^{\circ}C$, $-20^{\circ}C$, $-30^{\circ}C$, $-40^{\circ}C$) in the low temperature cold room facility and then, ambient temperature, specimen temperature, electric current and temperature of heating cable were measured during the test operations. This research describes the construction guidelines of weather-tight door based on anti-icing test results to apply to the full-scale vessels.

• Archives of Plastic Surgery
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• v.46 no.2
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• pp.140-146
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• 2019

Background Thoracodorsal vessels (TDVs) and internal mammary vessels (IMVs) have both been widely employed as recipient vessels for use in free muscle-sparing transverse rectus abdominis myocutaneous (MS-TRAM) flaps. However, whether TDVs or IMVs are preferable as recipient vessels for autologous breast reconstruction with a free MS-TRAM flap remains controversial. The purpose of this study was to compare the clinical outcomes when TDVs were used as recipient vessels to those obtained when IMVs were used as recipient vessels for autologous breast reconstruction with a free MS-TRAM flap. Methods A retrospective matched-cohort study was performed. We retrospectively reviewed data collected from patients who underwent a free MS-TRAM flap for autologous breast reconstructions after mastectomy between March 2003 and June 2013. After a one-to-one matching using age, 100 autologous breast reconstructions were selected in this study. Of the 100 breast reconstructions, 50 flaps were anastomosed to TDVs and 50 to IMVs. Patient demographics and clinical outcomes including operation time, length of hospital stay, postoperative complications, and aesthetic score were compared between the two groups. Results No statistically significant differences were found between the two groups in patient demographics and clinical outcomes, including the complication rates and aesthetic scores. There were no major complications such as total or partial flap loss in either group. Conclusions The results of our study demonstrate that both TDVs and IMVs were safe and efficient as recipient vessels in terms of the complication rates and aesthetic outcomes.

• Transactions of the Korean Society of Pressure Vessels and Piping
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• v.16 no.2
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• pp.10-17
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• 2020

Securing the integrity of steam generator tubes is an essential requirement for safe operation of nuclear power plants. Therefore, tubes that do not satisfy integrity requirements are no longer usable and must be repaired according to the related requirements. In general, the repair criterion is that the damage depth is more than 40% of the tube wall thickness. However, the plugging limit can be changed and be applied, provided a technical proof is given that integrity can be secured against specific degradation at a specific plants and that approval can be obtained from a regulatory agency. A typical example is alternative repair criteria for defects within the tube sheet or tube support plates. In this paper, a background of establishing the plugging limit for steam generator tubes and changes in maintenance criteria are reviewed as examples.

• Journal of the Korea Society of Computer and Information
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• v.28 no.9
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• pp.149-158
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• 2023

With the global paradigm shift towards climate change, the shipbuilding industry is also considering propulsion systems that utilize eco-friendly fuels various propulsion systems are gaining attention as a result. In conventional propulsion systems, typically consisting of propellers and rudders, have evolved into a diverse range of systems due to the development of a special propulsion system known as the azimuth thruster. While azimuth thrusters were previously commonly installed on tugboats, they are now extensively used on offshore plant operation ships equipped with dynamic positioning systems. However, these azimuth thrusters require different steering methods compared to conventional propulsion systems, leading to a significant learning curve for the crew members boarding such vessels. Furthermore the availability of education related to these special propulsion systems is limited. This study aims to analyze accidents caused by inadequate control of vessels equipped with azimuth thrusters using the STAMP technique. And it proposes the necessity of standard steering commands for the safe operation of vessels equipped with special propellers.

• Journal of the Korean Society for Nondestructive Testing
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• v.25 no.6
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• pp.439-445
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• 2005

The stud bolt is one of crucial parts for safe operation of reactor vessels in nuclear power plants, Crack initiation and propagation were reported in stud bolts that arc used for closure of reactor vessel and head, Stud bolts are inspected by ultrasonic technique during overhaul periodically for the prevention of stud bolt failure which could induce radioactive leakage from nuclear reactor, In conventional ultrasonic testing for inspection of stud bolts, cracks are detected by using shadow effect It takes too much time to inspect stud bolts by using conventional ultrasonic technique. In addition, there were numerous spurious signals reflected from every oblique surfaces of thread, In this study, the signal processing technique for enhancing conventional ultrasonic technique was introduced for inspecting stud bolts. The signal processing technique provides removing spurious signal reflected from every oblique surfaces of thread and enhances detectability of defects. Detectability for small crack was enhanced by using this signal processing in ultrasonic inspection of stud bolts in Nuclear Power Plants.

• Journal of Korean Neurosurgical Society
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• v.30 no.4
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• pp.501-508
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• 2001

Objectives : Hemifacial spasm is painless uncommon disorder characterized by involuntary paroxysmal movement on one side of face. It is known that hemifacial spasm is mainly due to pulsatile compression by vessels at the root exit zone(REZ) of the facial nerve. Microvascular decompression at REZ of the facial nerve has become the standard treatment modality for hemifacial spasm. The authors have analized patients with hemifacial spasm treated with microvascular decompression to evaluate operation result and clinical course after operation. Patients and Methods : From 1992 to 1999, 41 patients with hemifacial spasm underwent this operation. Retrospective analysis of operation results and clinical recovery patterns was done. The length of observation had been more than 6 months in all cases. Results : The ratio of male to female was 1:1.4, and age at operation ranged from 24 to 66 years. Their mean age was 47.6 years and the mean preoperative duration of symptoms was 7.2 years. Most common offending vessels were AICA in 18 cases(48%) and second most common were PICA in 13 cases(31.7%). The rest of them were 3 case in vertebral artery, and 7 cases(13%) in multiple offending vessels. Patterns of improvement after surgery could be divided into 4 clinical types. There was complete recovery in 3 days after operation in 24 cases(58.6%, Immediate complete recovery). There was complete recovery in 3 days after operation, and symptom was recurred partially, which was gradually subsided in 2 weeks after operation in 4 cases(9.8%, Delayed complete recovery type I). There was partial recovery after operation and symptom was compretely disappeared gradually in 6 months after operation in 7 cases(17.1%, Delayed complete recovery type II). Finally, there was partial recovery after operation, and symptom was somewhat remained after 6 months later(14.5%, Delayed partial recovery). Conclusion : In conclusion, microvascular decompression for hemifacial spasm is a safe and reliable treatment modality with good results of improvement and there are 4 recovery patterns in clinical course after operation in our series. Therefore, follow-up observation after microvascular decompression is necessary to evaluate the operative results and complication, especially in the delayed resolved cases.

• Journal of Advanced Navigation Technology
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• v.24 no.6
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• pp.485-490
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• 2020

Recently, amid active research on domestic shipbuilding industry and IT convergence technology, with the development of satellite detection technology for ship safety operation, ships monitored the movement of ships with the mandatory long-range identification & tracking of vessels and automatic identification system. It is possible to help safe navigation, but it is necessary to develop safety device that alert the marine officer who rely on radar to correct conditions in case of weightlessness. Therefore, an ocean fog alarm system was developed to detect and inform using photo sensors. The fabricated ocean fog detect and alarm system consists of a small, low-power optical sensor transceiver and data sensing processing module. Through experiment, it is confirmed that the fabricated ocean fog detect and alarm system measure the corresponding concentration of ocean fog for fogless circumstance and fogbound circumstance, respectively. Furthermore, the fabricated system can control RPM of ship engine according to the concentration of ocean fog, and consequently, the fabricated system can be applied to assistant device for ship safety operation.

• Journal of Chest Surgery
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• v.31 no.4
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• pp.409-412
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• 1998

This is a case report of an operation for the pulmonary arteriovenous fistula supplied from the systemic arteries instead of the pulmonary artery. The operation of systemic arteriovenous pulmonary fistula has formidable technical challenges due to its extensive collateral circulations. A 16 year-old female patient, diagnosed as systemic arteriovenous fistula with multiple tortuous feeding vessels and with hereditary hemorrhagic telangiectasia, was initially managed with arterial embolization before the operation. A 15${\times}$8cm sized huge vascular malformation was removed by RML and RLL bilobectomy. During the operation, we encountered annoying massive bleeding and pulmonary congestion originated in its extensive collateral circulation. The patient was discharged after conservative management without specific problem on the 15th postoperative day. For the safe operation as well as good operative result, it seemed that meticulous ligation of the multiple collateral vessels should be performed prior to that of pulmonary veins.