• Journal of Chest Surgery
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• v.43 no.5
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• pp.490-498
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• 2010

Background: A hybrid procedure using an open surgical extra-anatomic bypass of aortic arch vessels and thoracic endovascular aortic repair (TEVAR) is less invasive than open surgery, and provides a suitable proximal landing zone. Here we report our experience with a hybrid TEVAR procedure at a single center. Material and Method: We retrospectively reviewed consecutive patients with thoracic aortic disease who received a hybrid TEVAR procedure between August 2008 and January 2010. Patients' data were prospectively collected and mean follow-up was $10.8{\pm}5.5$ months (range 3~20). Result: Nine patients (7 males and 2 females) with a mean age of $63.8{\pm}15.8$ years (range 38~84) underwent a hybrid procedure. Five patients had an arch or a proximal descending aortic aneurysm, two had a dissecting aneurysm of the descending aorta, and two had an aneurysm of the ascending arch and descending aorta. Mean expected mortality calculated by logistic EuroSCORE was 21%. Six patients underwent debranching and rerouting from ascending aorta to arch vessels, 2 had carotid-carotid bypass grafting, and 1 underwent carotid-axillary bypass grafting. Mean operation time was $221.4{\pm}84.0$ min (range 94~364). Deployment success of endovascular stent grafting was 100% with no endoleak on completion angiography. There was no mortality, and a small embolism in the branch of the right opthalmic artery in one patient. During follow-up, one intervention was required for the endoleak. Actuarial survival at 20 months was 100%. Conclusion: Early and mid-term results are encouraging and suggest that hybrid TEVAR procedures are less invasive and safer and represent an effective technique for treating thoracic aortic disease.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.14 no.2
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• pp.97-112
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• 1978

The rule 15, 16 and 17 of International Regulations for Preventing collisions at Sea direct actions to avoid collision when two power-driven vessels are crossing. But these rules do not present the safety minimum approaching distances outside which a give- way vessel deeps out of the way of a stand-on vessel. In this paper, the author analyzed the ship's collision avoiding actions from a viewpoint of ship kinematics as the method to calculate this distance. The author worked out mathematic formulas for calculating the safety minimum approaching distances outside which the give-way vessel takes the actions to avoid collisions in accordance with the cross angles of the crossing vessels' courses. Figuring out actually the values of maneuvering indices of the M. S. Koan Ack San (GT: 224tons), the training ship of the National Fisheries University of Busan and the M. S. Golden Clover (GT: 101, 235tons) of the Eastern Shipping Co., Ltd. through their Z test, the author applied these values to the calculating formulas and calculated the safety minimum approaching distances. The results of calculations are as follows; 1. The greatest distance is to be kept by the give-way vessel to avoid collision when the cross angle of courses is 90$^{\circ}$ or near it. In such case the safety minimum approaching distance of a small vessel must be more than 5 times of her own length and that of a large vessel more than 11 times of her own length. 2. Collision danger is greater when crossing angle is obtuse than in an acute angle, therefore greater distance is to be kept by the give-way vessel to avoid collision in the case of the obtuse angle. 3. The actions to be taken to avoid collisions by the give-way vessel in Rule 16 and by the stand-on vessel in Rule 17(a)(ii) of International Regulations for Preventing Collisions at Sea, must be done outside the above safety minimum approaching distance. When inevitably such actions are to be taken within the safety minimum approaching distance, they should be accompanied with engine motions.

• Tuberculosis and Respiratory Diseases
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• v.41 no.2
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• pp.97-102
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• 1994

Objectives : Since Mountain proposed the new staging system of non-small cell lung cancer in 1986, the indications for operation of NSCLC have been extended. However, operative mortality is from 3 to 6%. Therefore it is important to reduce unnecessary operation and to evaluate unresectability of tumor correctly, preoperatively. The purpose of this study is to find out the causes of unresectability in patients who were initially thought to be resectable preoperatively. Methods : By retrospective analysis, 64 patients out of 291 NSCLC patients who were undergone operation for curative resection in Seoul National University Hospital from Jan. of 1987 to Dec. of 1991, were found to be unresectable at operating room, were selected for this study. Out of 64 patients, 42 were evaluable. The analysis was focused on the change of pre- & post-operative staging and the causes of unresectability of tumors. Results : Among 42 patients with unresectable tumor who could be evaluated, preoperative CT finding showed resectable tumors in 55%(23 patients) and suspicious for unresectable tumors in 45%(19 patients). The causes of unresectability were technically unresectable T3 lesions in 7%(3 patients), T4 lesions in 62%(26 patients), N2 lesions in 17%(7 patients) and N3 lesions in 14%(6 patients). Conclusion : The major causes of unresectability of NSCLC were pulmonary artery invasions. It is suggested that careful evaluation of mediastinal structure, especially great vessels by additional imaging technique other than CT(like MRI) is indicated in selected NSCLC cases.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.28 no.1
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• pp.39-46
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• 2010

Sounding data is the essential source for the safety of ships navigation system, and fundamental to the reasonable usage and maintenance of the ocean as well. As IT tech, positioning equipment such as GPS and INS, echo sounder are developed, recently, the precise submarine topography database bas been built by Multi-Beam Echo Sounder. However, MBES data includes some inevitable error caused by several factor, and some data have errors where the terrain is wobble. The error, which causes the $moir\acute{e}$ pattern error is the main factor hindering the accuracy of MBES data results, and therefore it is necessary to figure out the main cause of the error for the improvement of the accuracy by removing error data. On this research, the main cause of the error data is studied by analyzing motion sensor value of data including the $moir\acute{e}$ pattern error. Thus, as the result of examination, it turns out that the $moir\acute{e}$ pattern error is related to the standard deviation of Roll, and error data values are results of the non-correspondence between Swath data and Roll values caused by the drastic change of Roll values. Accordingly, the error data is removed by comparing between the gradient of Swath data and Roll values. Finally, as the result of removing error data, it is expected to be able to estimate the quality of MBES using the standard deviation of Motion sensor's Roll value, and calculate the additive error factor, which minimize non-corresponding data, and also this research must be contributed to improve the accuracy of sounding for small vessels with lots of motion in the bad circumstance for navigation.

• Journal of the Korean Society of Marine Environment & Safety
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• v.19 no.2
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• pp.138-144
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• 2013

Large and small marine accidents which are related to vessel's navigation are happening continuously and these maritime accidents have caused loss of lives and properties, and serious maritime environmental pollution damage. It is also true that maritime pollution damage is increasing due to these accidents, probability of growth of seaborne volume and complicated maritime traffic environment. Korea, recently, is developing an evaluation index which can assess sea risk through the evaluation of maritime traffic environment and provide danger and general information with relation to maritime traffic environment on target sea area to evaluate maritime traffic safety. In this paper, we intend to confirm the validity of maritime traffic safety on the basis of vessel navigator's risk consciousness and various sailing conditions by using the ship handling simulator. To confirm the validity of sailing vessel's maritime traffic safety, we use analysis of variance. By using analysis of variance, we analyze vessel navigator's characteristics, distance, speed and encounter type between vessels. Through multiple comparison of each factor's risk difference, we can confirm the change of numerical value of risk difference in statistical aspect.

• Journal of the Institute of Electronics Engineers of Korea CI
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• v.46 no.6
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• pp.35-43
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• 2009

In the Computer Aided Diagnosis(CAD) System, the efficient way of classifying nodules from chest CT images of a patient is to perform the classification of the remaining part after the pulmonary vessel extraction. During the pulmonary vessel extraction, due to the small difference between the vessel and nodule features in imaging studies such as CT scans after having an injection of contrast, nodule maybe extracted along with the pulmonary vessel. Therefore, the pulmonary vessel extraction method plays an important role in the nodule classification process. In this paper, we propose a nodule reclassification method based on vessel thickness analysis. The proposed method consist of four steps, lung region searching step, vessel extraction and thinning step, vessel topology formation and correction step and the reclassification of nodule in the vessel candidate step. The radiologists helped us to compare the accuracy of the CAD system using the proposed method and the accuracy of general one. Experimental results show that the proposed method can extract pulmonary vessels and reclassify false-positive nodules accurately.

• Journal of Plant Biotechnology
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• v.35 no.3
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• pp.203-208
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• 2008

In order to micropropagate uniform plantlets of Philodendron cannifolium in vitro, the shoot tips were cultured on MS media supplemented with $0.5{\sim}10.0$ mg/L BA or $0.05{\sim}0.1$ mg/L thidiazuron(TDZ). The adventitious multi-bud clusters from basal part of shoots were formed on MS media containing $2.0{\sim}5.0$ mg/L BA or $0.05{\sim}0.1$ mg/L TDZ. But the shoots grown on MS media with TDZ showed necrosis by the lack of chlorophyll. The adventitious multi-bus clusters were cut into $5{\sim}7$ mm sections and cultured on MS media containing BA and TDZ for shoot proliferation. Shoots were proliferated vigorously on MS medium supplemented with $1.0{\sim}3.0$ mg/L BA with up to 30 shoots. But abnormally swollen hard calli were formed from basal parts of shoots on MS media with TDZ and high concentration of BA(10.0 mg/L). The proliferated shoots on same media also showed necrosis by the lack of chlorophyll. The shoot growth and rooting were favorable on MS media containing $0.5{\sim}2.0$ mg/L IBA. The rooted plantlets were acclimatizated effectively in soil mixed with perlite 1:vermiculite 1 or vermiculite alone. Fifteen mL of liquid medium containing 10 g/L activated charcoal and 30 g/L sucrose were added in same vessels after small shoots were proliferated to stimulate shoot growth and rooting. After 8 weeks in culture, the shoots were dipped into high concentration of IBA solution. and planted in soil mexed with perlite 1:vermiculite 1. The shoot growth and rooting were favorable in dipping treatments of $500{\sim}2,000$ ppm IBA solutions for 10 sec.

• Archives of Plastic Surgery
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• v.37 no.2
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• pp.122-128
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• 2010

Purpose: Many descriptions of the digital arterial anatomy including skin territory of the finger have been published. Relatively few studies on venous architecture of the finger have been performed in this area, in part, attributable to the technical difficulties encountered in dissecting small vessels. The purpose of this study is to present the precise microsurgical anatomy of the vein related to the digital artery and venae comitantes of the components. Methods: Arterial and venous anatomy of their relation to the fingers were examined in 38 specimens of two fresh cadavers and 36 clinical cases. All specimens were evaluated grossly, surgical microscopically, or / and light microscopically to observe the three & two-dimensional structure of the artery and joining vein, evidence of the venae comitantes, and venous valve. Results: No longitudinal venae comitantes along the digital artery were found in any specimens. The size of the venae comitantes of each digital artery was much smaller than other vein, but always existed any level of digital artery. One or two venae comitantes in the digital artery ran spiral, oblique, helical, fibrillar, or irregular branched shape. The authors also found the vein of the finger, that had bicuspid valves, but not in venae comitantes. Conclusion: Recently, venous outflow problem rather than arterial circulation is the most common cause tissue failure after microvascular surgery in the hand. Sometimes, if it is not recognized early, there is an increased risk of tissue damage and loss. The authors concluded that this study presents a useful knowledge for the characterization of the venous structure and evidence for venae comitantes like a venule in the digital artery at varying levels of the finger.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.34
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• pp.77-108
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• 2007

The traditional name given to the insurance of third party liabilities and certain contractual liabilities which arise in connection with the operation of ships is protection and indemnity(P & I) insurance. P & I insurance is very different from traditional hull and machinery insurance in that shipowners' hull and machinery insurance is designed primarily to protect the assured against losses to his vessel, whereas P & I insurance seeks to indemnify an shipowner in respect of the discharge of legal liabilities he has incurred in operating his own vessels. This study is to examine the background of establishment of British P & I clubs md, therefore, the identity of P & I insurance. The present British P & I clubs are the remote descendants of the many small and local hull mutual insurance clubs that were formed by British shipowners in the end of 18th century. At that time, British shipowners were dissatified with the state of marine insurance market and, therefore, established clubs together in mutual hull insurance clubs. After the removal of the company monopoly in 1824, greater competition had a good effect on the rates, terms of cover and service offered by the commercial marine insurance market and by Lloyd's underwriters, and the hull clubs became less necessary and went into decline. The burden of British shipowners on liabilities to third parties was steadily increased after the middle of the 19th century, but the amount insured under hull policy was limited in the insured value of the ship. Eventually, the first protection club, that is, the Shipowners' Mutual Protection Society was formed in 1855. It was designed to like past mutual hull clubs, but to cover liabilities for loss of life and personal injury and also the collision risks excluded from the current marine policies, particularly the excess above the limits in hull policies. In 1870, the risks of liability for loss of or damage to cargo carried on board the insured ship was first awarded by the British shipowners. After 1874, many protection clubs formed indemnity club to cover the risk of liability for loss or damage to cargo. As mentioned above, British P & I clubs have been steadily changed according to the response of shipowners under the rapidly changing law of British shipowners' liability, and so on in the future.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.1
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• pp.126-132
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• 2018

This paper discusses about results of advanced buckling strength design for several kinds of perforated plated in the twin-hull car-ferry. For medium / small sized high speed vessels with a length of more than 50 meters and a length / width ratio of more than 12, such as car-ferries, it is highly possible that the buckling strength becomes weak due to the relatively thin thickness and the use of low strength capacity such as mild steel. Especially, it becomes big problem about weak buckling rigidity around the opening to access purpose in the perforated. As regarding safety design point of view for perforated plate, it is necessary to clarify buckling strength and ultimate strength by the distribution of in-plane load distribution around the opening. In this study, nonlinear series analysis using ANSYS was performed to clarify the influence of parameters such as aspect ratio, opening ratio and opening shape affecting the buckling and ultimate strength characteristics of the perforated plate under axial compression and we are derived the optimum design as buckling strength point of view. Based on these results, the governing factor determining the buckling strength of the perforated plate was the opening ratio, and the aspect ratio and the shape of the hole were not influenced.