• Asian Pacific Journal of Cancer Prevention
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• v.15 no.3
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• pp.1363-1367
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• 2014

This research was conducted to compare differences in colon cancer lymphatic vessel invasion (LVI) with D2-40 antibody labeling and regular HE staining, blood vessel invasion (BVI) with CD34 antibody labeling and HE staining and to assess the possibility of using D2-40-LVI/CD34-BVI in combination for predicting stage II colon cancer prognosis and guiding adjuvant chemotherapy.Anti-D2-40 and anti-CD34 antibodies were applied to tissue samples of 220 cases of stage II colon cancer to label lymphatic vessels and small blood vessels, respectively. LVI and BVI were assessed and multivariate COX regression analysis was performed for associations with colon cancer prognosis. Regular HE staining proved unable to differentiate lymphatic vessels from blood vessels, while D2-40 selectively labeled lymphatic endothelial cell cytosol and CD34 was widely expressed in large and small blood vessels of tumors as well as normal tissues. Compared to regular HE staining, D2-40-labeling for LVI and CD34-labeling for BVI significantly increased positive rate (22.3% vs 10.0% for LVI, and 19.1% vs 9.1% for BVI). Multivariate analysis indicated that TNM stage, pathology tissue type, post-surgery adjuvant chemotherapy, D2-40-LVI, and CD34-BVI were independent factors affecting whole group colon cancer prognosis, while HE staining-BVI, HE staining-LVI were not significantly related. When CD34-BVI/D2-40-LVI were used in combination for detection, the risk of death for patients with two or one positive results was 5.003 times that in the LVI(-)&BVI(-) group (95% CI 2.365 - 9.679). D2-40 antibody LVI labeling and CD34 antibody BVI labeling have higher specificity and accuracy than regular HE staining and can be used as molecular biological indicators for prognosis prediction and guidance of adjuvant chemotherapy for stage II colon cancer.

• Journal of the Korean Society for Marine Environment & Energy
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• v.9 no.2
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• pp.98-108
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• 2006

The vessels, already built and is operating in Korea, have the hull form of catamaran, with LOA(Length Over All) 15 m, LBP(Length Between Perpendiculars) 12 m, GT(Gross Tonnage) 9.77ton, Light Load Displacement 15.1ton. Korean Society of Ship Inspection & Technology, Chungnam National University, Inha University, Seoul National University and Advance Marine Tech co. ltd developed by cooperation it for fishing vessels. And it used FRP(Fiber Reinforced Plastics) for hull material and main engine of diesel $360ps{\times}2800rpm{\times}2sets$ with a water jet system. Based on these results, this paper describe small leisure fishing vessels with multi-hull, in relation to the project of CTYS(Regional Reserch Center for Transportation System of Yellow Sea Inha University) that aimed to development of trimaran hull form(LOA=17m, LBP=14m(Side Hull=6m), GT=9.77ton, Light Weight=11.2 ton).

• Journal of the Korea Organic Resources Recycling Association
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• v.1 no.2
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• pp.227-235
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• 1993

This study was carried out to evaluate the possibility of composting for organic solid waste from restaurants and domestics. Small three vessels were prepared which were conditioned to semianaerobic, convectional and air-blowed type. During the experiment period for 4 months, the values of volatile solid(VS) %, moisture % and carbon/nitrogen (C/N) ratio of the wastes in the vessels were stabilized, 80 % to 40-50 %, 80 % to 48-55 % and 18 to 8-10, respectively. On the basis of VS % and C/N ratio, the reactions were more adaptable to 2nd order formula than to 1st order one, Reaction rate constant of the 3 vessels were estimated, $4.96{\times}10^{-5}(day^{-1})$ in the semianaerobic type, $5.82{\times}10^{-5}(day^{-1})$ in the convectional type and $8.42{\times}10^{-5}(day^{-1})$ in the air-blowed type on VS. Compared reaction rate constants(k), it can be said that composting period shorten if air is supplied artificially and that vessels simular to those of this study are useful for household organic waste at the backyards.

• Journal of Fisheries and Marine Sciences Education
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• v.29 no.3
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• pp.857-868
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• 2017

The basic safety training for fisheries is being conducted to cope with an emergency situation and prevent the maritime accidents. A new joined person must be educated the safety training and a refresher must be completed the refresher training course every 5 year in according to the STCW-F and seafarers' Act. In order to achieve the objectives of marine safety training, it is necessary to distinguish the trainees by ship's type and the courses should be implemented in consideration of safety equipment of fishing vessels. However, since the classification criteria of seafarers' Act are unclear, the officer of fishing vessels which is over G/T 25 tons has been trained through the same course and curriculum for merchant ship's seafarers. About 80 % of domestically registered fishing vessels are small size ships(less than 100 tons) and there is not many safety equipment required by law. In case of marine accidents such as collision, the small vessel losses its buoyancy and stability caused by damage of hull. despite fisheries fall into the sea during fishing work in bad weather on the deck, there was no safety equipment by law. So fisheries must be trained by a safety training course suitable for fishing vessel. The purpose of this study is to develope the suitable course for fisheries by analysis current curriculum and rules. so suggested the basic safety training course for fisheries and institutional improvement.

• Archives of Reconstructive Microsurgery
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• v.8 no.1
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• pp.44-49
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• 1999

From January 1990 to December 1998, 449 consecutive single-digital replantations were reviewed retrospectively in order to determine the essential number of vascular anastomoses for successful finger replantation. The correlations between the number of anastomosed vessels and survival rate were examined according to the amputated digital levels and all of the correlated results were compared with each other statistically. In zone I, The survival rate of the digits with a repaired vein was higher than that of digits treated with external bleeding method. In zone II, the equal number(s) between the arterial and venous repair was an important factor in successful replantation. And the repaired arteries more than repaired veins in number led to venous congestion and resulted in a failure of replantation, which was maybe due to the large amount of arterial input relative to small volume of amputated stump with small sized vein. In zone III, the equal number(s) between the arterial and venous repair was also an important factor in successful replantation. But unlike in zone II, venous congestion was scarcely happened if the venous drainage was sufficient with a repaired large vein alone. In zone IV, two or more arteries and veins were required for successful replantation. In conclusion, it is desirable that the repair of vessels as many as possible to increase the possibility of a good result. But digital amputations and their condition for replantation were variable, therefore, the numbers in vascular repair should to be modified and straightforward as the case may be.

• Proceedings of KOSOMES biannual meeting
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• 2005.11a
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• pp.111-124
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• 2005

Small vessels of less then 20 tonnage and leisure boots such as motor boots, sailing yachts, water motorcycle, etc have been excluded from the rules and regulations such as Marine Leisure Safety Act, Ship Act and Ship Safety Act for a long time in Korea As a result, these small vessels and leisure boots have remained within the blind area of maritime safety and environment protection Among these vessels and boots, some leisure boots such as motor boots of 20 horse power or more(excluding motor boots equipped with engine inside the vehicles), water motorcycles and robber boots of 30 horse power or more are incorporated into the Marine Leisure Safety Act through the registry, safety inspection, insurance early 2005 in Korea In relation to the scope of application of the national Acts concerned, I consider the conflicts between Acts and suggest the subordinate enforcement ordinance and regulations.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.20 no.8
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• pp.1615-1622
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• 2016

This research aims to develop a voyage performance monitoring system based on international standards. The developed system is equipped with an electronic navigational chart(ENC) that provides onshore and offshore information, as well as supports standardized interfaces with navigational equipment, such as a gyro compass, a differential global positioning system(DGPS), and an automatic identification system(AIS), to monitor the navigation route in real time. In addition, the proposed system adopts a car navigation system to provide a graphical user interface, an intuitive menu-driven configuration, and an easy guide for safer sea navigation. The system, interfaced with the gyro compass and DGPS, was verified without any data loss, and passed a test conducted under extreme conditions by the Korea Laboratory Accreditation Scheme(KOLAS). Finally, the system contributes to preventing collision of vessels and minimizing casualties by maximizing the convenience of mariners which a conventional system does not provide.

• Korean Journal of Pharmacognosy
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• v.1 no.3
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• pp.81-92
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• 1970

So far, the cultivated peony is known to be originated from an indigenous species, Paeonia albiflora $P_{ALLAS}$ var. trichocarpa $B_{UNGE}$ (PAT). In this study, these two species were morphologically examined in the external and internal feature and in the pattern of callus formation by tissue culture. Also, they were compared with another indigenous species, P. japonica $M_{IYABE}$ et $T_{AKEDA}$ var. pilosa $N_{AKAI}$ (PJ), which were regarded as being scarcely related to them. The root of the cultivated peony is massive consisting with several storage roots, each of them is a hypotrophic and fusiform. The root of PAT consists of several storage roots, each of them is branching and slender. And the storage root of PJ is short, bended buried horizontally, protruding a number of corpulent lateral root. The secondary xylem of the cultivated peony is small clusters of vessels and xylem fibres are arranged in scalariform and among these cluster, single vessel is joined, but that of PAT is small clusters of vessels are arranged in separate scalariform but are not connected with each other and that of PJ is vessels and xylem fibers are grouped together in elongated clusters that radiate outward from the center. Protoxylem of the cultivated peony is surrounded by four large metaxylem, but that of PAT and PJ by seven. On the other hand, the callus formation patterns of these peonies were different; the cultivated peony callus is formed in an orderly fashion by the mammalate meristematic cell groups, PAT callus is in disorder by the meristematic cells arranged in linear, and PJ callus is in order by the meristematic cells arranged in linear. By the comparison of three different plants in the anatomical appearance and the callus formation pattern, it is evident that the cultivated peony is not derived from PAT.

• Corrosion Science and Technology
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• v.9 no.1
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• pp.48-55
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• 2010

The many vessels are built with FRP(Fiber-Reinforced Plastic) material for small boats and medium vessels. However, FRP is impossible to be used for recyclable material owing to environmental problems and causes large proportion of collision accidents because radar reflection wave is so weak that large vessels could not detect FRP ships during the sailing. Hence, Al alloy comes into the spotlight to solve these kinds of problems as a new-material for next generation instead of FRP. Al alloy ships are getting widely introduced for fish and leisure boats to save fuel consumption due to lightweight. In this study, it was selected 6061-T6 Al alloy which are mainly used for Al-ships and carried out various electrochemical experiment such as potential, anodic/cathodic polarization, Tafel analysis, potentiostatic experiment and surface morphologies observation after potentiostatic experiment for 1200 sec by using the SEM equipment to evaluate optimum corrosion protection potential in sea water. It is concluded that the optimum corrosion protection potential range is -1.4 V ~ -0.7 V(Ag/AgCl) for 6061-T6 Al alloy, in the case of application of ICCP(Impressed current cathodic protection), which was shown the lowest current density at the electrochemical experiment and good specimen surface morphologies after potentiostatic experiment for Al-Mg-Si(6061-T6) Al alloy in seawater environment.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.2
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• pp.151-158
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• 2019

Wireless communication technology (WAVE) for vehicles, which is the core technology behind the next-generation intelligent transport system (C-ITS), is used to deliver information about vehicles to prevent traffic accidents and traffic situations that may arise between vehicles and infrastructure. Similar traffic issues often arise in marine scenarios. Currently, AIS is being used as a means of transmitting information such as the status of relative vessels, but research is being carried out to solve problems with AIS such as overloading by applying wireless communication technology for vehicles to the sea. In this study, a collision warning system suitable for small-sized vessels was developed based on the marine application of WAVE for vehicles verified through prior research, and the adequacy of this collision warning system was reviewed through a practical test. It is expected that this system will contribute greatly to future e-Navigation applications or self-driving ships as well as to preventing marine accidents.