• Radiation Oncology Journal
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• v.29 no.1
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• pp.44-52
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• 2011

Purpose: To evaluate the outcomes and prognostic factors of postoperative radiotherapy (PORT) for patients with pathological stage III non-small-cell lung cancer (NSCLC) at a single institution. Materials and Methods: From 2000 to 2007, 88 patients diagnosed as having pathologic stage III NSCLC after curative resection were treated with PORT. There were 80 patients with pathologic stage IIIA and eight patients with pathologic stage IIIB in the AJCC 6th staging system. The majority of patients (n=83) had pathologic N2 disease, and 56 patients had single station mediastinal LN metastasis. PORT was administered using conventional technique (n=76) or three-dimensional conformal technique (n=12). The median radiation dose was 54 Gy (range, 30.6 to 63 Gy). Thirty-six patients received chemotherapy. Radiation pneumonitis was graded by the Radiation Therapy Oncology Group system, and other treatment-related toxicities were assessed by CTCAE v 3.0. Results: Median survival was 54 months (range, 26 to 77 months). The 5-year overall survival (OS) and disease free survival (DFS) rates were 45% and 38%, respectively. The number of metastatic lymph nodes was associated with overall survival (hazard ratio, 1.037; p-value=0.040). The 5-year locoregional recurrence free survival (LRFS) and distant metastasis free survival (DMFS) rates were 88% and 48%, respectively. Multiple stations of mediastinal lymph node metastasis was associated with decreased DFS and DMFS rates (p-value=0.0014 and 0.0044, respectively). Fifty-one relapses occurred at the following sites: 10 loco-regional, 41 distant metastasis. Grade 2 radiation pneumonitis was seen in three patients, and symptoms were well tolerated with anti-tussive medication. Grade 2 radiation esophagitis was seen in 11 patients. There were no grade 3 or more severe complications associated with PORT. Conclusion: Our retrospective data show that PORT for pathological stage III NSCLC is a safe and feasible treatment and could improve loco-regional control. The number of metastatic lymph nodes and stations of mediastinal lymph node metastasis were analyzed as prognostic factors. Furthermore, efforts are needed to reduce distant metastasis, which is a major failure pattern of advanced stage NSCLC.

• Radiation Oncology Journal
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• v.21 no.4
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• pp.253-260
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• 2003

Purpose: No general consensus has been reached regarding the necessity of postoperative radiation therapy (PORT) and the optimal techniques of its application for patients with chest wall invasion (pT3cw) and node negative (NO) non-small cell lung cancer (NSCLC). We retrospectively analyzed the PT3cwN0 NSCLC patients who received PORT because of presumed inadequate resection margin on surgical findings. Materials and Methods: From Aug. 1994 till June 2000, 21 pT3cwN0 NSCLC patients received PORT at Samsung Medical Center; all of whom underwent curative on-bloc resection of the primary tumor plus the chest wall and regional lymph node dissection. PORT was typically stalled 3 to 4 weeks after operation using 6 or 10 MV X-rays from a linear accelerator. The radiation target volume was confined to the tumor bed plus the immediate adjacent tissue, and no regional lymphatics were included. The planned radiation dose was 54 Gy by conventional fractionation schedule. The survival rates were calculated and the failure patterns analyzed. Results: Overall survival, disease-free survival, loco-regional recurrence-free survival, and distant metastases-free survival rates at 5 years were 38.8$\%$, 45.5$\%$, 90.2$\%$, and 48.1$\%$, respectively. Eleven patients experienced treatment failure: six with distant metastases, three with intra-thoracic failures, and two with combined distant and intra-thoracic failures. Among the five patients with intra-thoracic failures, two had pleural seeding, two had in-field local failures, and only one had regional lymphatic failure in the mediastinum. No patients suffered from acute and late radiation side effects of RTOG grade 3 or higher. Conclusion: The strategy of adding PORT to surgery to improve the probability, not only of local control but also of survival, was 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. The incidence and the severity of the acute and late side effects of PORT were markedly reduced, which contributed to improving the patients' qualify of life both during and after PORT, without increasing the risk of regional failures by eliminating the regional lymphatics from the radiation target volume.

• Journal of Navigation and Port Research
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• v.31 no.3 s.119
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• pp.271-279
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• 2007

Ship structures are basically an assembly of plate elements and estimation load-carrying capacity or the ultimate strength is one of the most important criterion for estimated safety assessment and rational design on the ship structure. Also, Structural elements making up ship plated structures do not work separately against external load. One of the critical collapse events of a ship structure is the occurrence of overall buckling and plastic collapse of deck or bottom structure subjected to longitudinal bending. So, the deck and the bottom plates are reinforced by a number af longitudinal stiffeners to increase their strength and load-carrying capacity. For a rational design avoiding such a sudden collapse, it is very important to know the buckling and plastic behaviour or collapse pattern of the stiffened plate under axial compression. In this present study, to investigate effect af modeling range, the finite element method are used and their results are compared varying the analysis ranges. When making the FEA model, six types of structural modeling are adopted varying the cross section of stiffener. In the present paper, a series of FEM elastoplastic large deflection analyses is performed on a stiffened plate with fiat-bar, angle-bar and tee-bar stiffeners. When the applied axial loading, the influences of cross-sectional geometries on collapse behaviour are discussed. The purpose of the present study is examined to numerically calculate the characteristics of buckling and ultimate strength behavior according to the analysis method of ship's stiffened plate subject to axial loading.

• Journal of Korea Port Economic Association
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• v.27 no.1
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• pp.1-11
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• 2011

The main purpose of this paper is to estimate the impact of exchange rate and economic business activity on the passengers' demand for international transportation. The demand pattern depends upon the transport vehicles that the global passengers take. The global passengers' demand for transportation is modelled as exchange rate, industrial production and seasonal dummy variables. The seasonality is found in both water and air, but the former is far greater than the latter. All series span the period January 1990 to December 2008. The empirical results of this paper reveal that the income elasticity of sea transport is greater than that of air one, all of which are positive. The study also shows that the exchange rate has an significant impact on the demand for air transport, whereas it is insignificant in water transport. The impulse response function indicates that passengers increase steadily before peaking seven to eight months after the shocks to economic business activity and decline very slowly to its pre-shock level. The air passengers also respond negatively to the shocks in exchange rate and the impacts of exchange rate shock seem to decrease relatively slowly, while the water passengers respond positively after six months. The industrial production shocks remain above equilibrium for more than twenty four months, while the exchange rate shocks remain below equilibrium for more than twenty four months. Boosted by improved economic conditions worldwide, international tourism has recovered faster than expected from the impacts of the global financial crisis and economic recession of late 2008 and 2009. These facts suggest that the demand of global water transport has the high possibility of growing steadily and continuously.

• Journal of Korea Port Economic Association
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• v.29 no.4
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• pp.157-174
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• 2013

A shipbroking is maritime service business, which is consist of market of freight, shipbuilding, sales & purchase and demolition for intermediation between customer and supplier. In this way, a shipbroking business has strong relationship with shipping industry and is also knowledge service business for creation additional value based on shipping, shipbuilding, financial and law etc. However, the research on the evaluation items and a method for shipbroking company were not carried out in previous research. In this paper, We defined evaluation items with three high level, six middle level and sixteen low level for evaluation of shipbroking service by expert's brainstorming and AHP(analytic hierarchy process) method. And also carried out survey to employees of shipbroking company as supplier and shipping company as customer. As a result of survey, result of service in high level, convenient of middle level and credibility of low level are evaluated highly, and also business credit rating, profit of customer, achievement of customer's object are considered to more important than others items. In case of comparison between group, a method of contact with client, problem-solving ability, good relationship with clients of international and domestic evaluated importantly in common.

• Journal of Navigation and Port Research
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• v.35 no.8
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• pp.625-629
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• 2011

In this study, we analyzed the signal environment of 17 DGNSS stations operated by DGPS Central Office through TEQC quality checking, visibility analysis and site visits. With TEQC, we produced times series of four indices of TEQC quality checking: observation ratio, L1 pseudorange multipath, L2 pseudorange multipath, and the frequency of cycle slip events. From visibility analysis, the directions where missing observations are happening were identified and the result was verified through onsite investigation. Without considering TEQC indices at the six sites(Palmido, Eochungdo, Geomundo, Pyeongchang, Seongju, and Chungju), the average TEQC indices were: 98% observation ratio, 0.19m of L1 pseudorange multipath, 0.71m of L2 pseudorange multipath, and 1.3 cycle slips per 1000 observations. The observation ratios at Palmido and Eochungdo were low. It was found that receiver settings were incorrect so that they could track the P2 signal of GPS satellites with L2C capability. No signal-blocking obstacles were found around the Geomundo station except the lighthouse. Thus, we guess that the poor TEQC indices at the site are believed to be caused by problems in the GPS hardware or cables. The low observation ratio at Pyeongchang is being caused by the surrounding hills blocking the satellite view from the south to the northwest directions. Even though all of four TEQC indices were bad at Seongju and Chungju stations, we found that the signal reception environment at the two sites is in good condition. We think that the quality indices got poor probably because of malfunctioning equipment. So, further investigation is needed for the Seongju and Chungju sites.

• Journal of the Society of Disaster Information
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• v.15 no.2
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• pp.175-185
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• 2019

Purpose: The purpose of this study is to propose a direction planning integrated waterfront cultural city in terms of urban economic revitalization through regeneration of former industrial harborfront and the creation of cultural living spaces based on regional history in order to pursue urban activities. Method: Analyzing planning waterfront and historical cultural space based on MM21's development policy and strategy under the growth process and development of Yokohama. Results: MM21 is the core public project out of the six major projects promoted by Yokohama, which is on the brink of satellite cities for the expansion of Tokyo with a goal of qualitative transformation of former harbor. It is planned to be developed as a creative cultural waterfront city for an integrated urban development. Conclusion: Planning waterfront cultural city, which takes advantage of the former harbor city derived through MM21 analysis, provides the cityscape towards the sea and the port via the viewing point and opens the waterfront open to the port and the sea Space and Esplanade landscape development, preservation of historic buildings and cultural assets, recycling as cultural art space, waterfront space planning that cooperates with public culture art and pedestrian network.

• Journal of Navigation and Port Research
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• v.43 no.1
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• pp.72-78
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• 2019

The second-hand ship market provides immediate access to the freight market for shipping investors. When introducing second-hand vessels, the precise estimate of the price is crucial to the decision-making process because it directly affects the burden of capital cost to investors in the future. Previous studies on the second-hand market have mainly focused on the market efficiency. The number of papers on the estimation of second-hand vessel values is very limited. This study proposes an artificial neural network model that has not been attempted in previous studies. Six factors, freight, new-building price, orderbook, scrap price, age and vessel size, that affect the second-hand ship price were identified through literature review. The employed data is 366 real trading records of Panamax second-hand vessels reported to Clarkson between January 2016 and December 2018. Statistical filtering was carried out through correlation analysis and stepwise regression analysis, and three parameters, which are freight, age and size, were selected. Ten-fold cross validation was used to estimate the hyper-parameters of the artificial neural network model. The result of this study confirmed that the performance of the artificial neural network model is better than that of simple stepwise regression analysis. The application of the statistical verification process and artificial neural network model differentiates this paper from others. In addition, it is expected that a scientific model that satisfies both statistical rationality and accuracy of the results will make a contribution to real-life practices.

• Journal of Navigation and Port Research
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• v.45 no.1
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• pp.9-15
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• 2021

According to IMO, MASS is defined as a vessel operated at various levels independent of human interference. The safety navigation support service for MASS is designed to improve the safety and efficiency of MASS by developing public services on shore for ship arrivals/departures and for cargo handling. The safety navigation support service consists of a total of six types of services: autonomous operation, berthing/unberthing/mooring, cargo handling and ship arrival/departure service, PSC inspection, condition monitoring, and accident response support services. In order to support accident response service, the relative importance of a bridge navigational equipment was assessed by stratifying the navigation system to provide safe and efficient support services by objective judgment through specific and quantitative methods using AHP, one of decision-making methods used by an expert group. The survey was conducted by dividing the bridge navigational equipment into depth, location, and speed information. As a result of applying the AHP method, the importance of depth, location, and speed information was assessed. The relative importance of each equipment for providing location information was also assessed in order of Radar, DGPS, ECDIS, Gyro compass, Autopilot, and AIS. This was similar to survey results on the utilization of each operator's preference and its impact on marine accidents.

• Journal of Navigation and Port Research
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• v.46 no.4
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• pp.331-337
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• 2022

In 2021, the Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (GESAMP), a U.N. advisory research institute, cited container loss as one of six sources of marine litters in shipping. The sinking of the X-P ress Pearl in May 2021 caused a catastrophic environmental pollution accident in which the loaded containers were moved to the shore, and the plastic pellets were loaded inside covered the coast of Sri Lanka. With this history, the International Maritime Organization (IMO) will discuss prevention and follow-up measures for container loss during ship voyages, as an agenda at the 8th Sub Committee on Carriage of Cargoes and Containers meeting in September 2022. To establish Korea's response direction at the IMO meeting, this study identified major causes of container loss accidents, and considered the response through analysis based on the accident investigation report and related professional data. As a result, it was found that the major cause of container loss during voyages was the enlargement of container ships, bad weather, and poor loading of containers. In particular, the need to prepare countermeasures for the deterioration of the operational safety of large container ships due to bad weather was identified. Additionally, integrated monitoring of the implementation of international conventions is required, for the safe sea transportation of container cargo. In particular, in terms of preservation of the marine environment, it is necessary to supplement the system for the recovery of lost containers. Finally, it was found that it is necessary to establish systems that can complement each other in the shipbuilding and shipping industries, in terms of shipbuilding as well as ship operation, to fundamentally prevent container loss accidents at sea. It is judged that it is difficult to resolve the various factors of container loss at sea during voyages, by responding from an individual perspective.