• Restorative Dentistry and Endodontics
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• v.26 no.1
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• pp.77-85
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• 2001

The purpose of this in vitro study was to compare the apical leakage in extracted teeth filled with gutta-percha subsequent to dressing with one of three different calcium hydroxide preparations. Thirty six extracted teeth with single canal were used in this study. After working length determination, canals were prepared with K flexo files to a #40 at the working length. Step-back flaring was produced by using #45, #50 K flexo files and #2, #3, #4 Gates Glidden burs. The teeth were randomly divided into 3 groups of 10 each : the remaining six teeth were used for negative and positive leakage control: Group 1, dressed with pure calcium hydroxide powder (Sigma, USA) mixed with distilled water; Group 2, dressed with Metapaste (Metadent, Korea) ; Group 3, dressed with Vitapex (Neo Dental, Japan). Teeth were sealed with Caviton (GC, Japan) and incubated in 100% humidity, at 37$^{\circ}C$ for 1 wk. All kinds of calcium hydroxide were removed from the canal with a MAF and 5% NaOCl. The canals were filled with AH-26$^{\circledR}$ sealer and gutta-percha using lateral condensation technique, incubated in 100% humidity, at 37$^{\circ}C$ for 2 days for the sealer to be set. The teeth were coated twice with nail varnish except for an area of approximately 2mm surrounding the apical foramen. All specimens were placed in 2% methylene blue solution for 2 days. The root were sectioned longitudinally, the amount of apical leakage was measured to the most coronal part of the root canal to which the dye had penetrated. The independent measurements were made for each root using a stereomicroscope ($\times$40 magnification) and the average was recorded for statistical analysis. The results were as follows ; 1. The mean of apical leakage in group of pure calcium hydroxide ranged 0.102$\pm$0.156mm, in Metapaste$^{\circledR}$ ranged 0.062$\pm$0.069mm, and in Vitapex$^{\circledR}$ ranged 0.067$\pm$0.072mm. 2. Group of pure calcium hydroxide exhibited more leakage than those of 2 manufactured calcium hydroxide preparations, but it was not statistically significant. 3. Group of water-based Metapaste$^{\circledR}$ showed lesser leakage than that of oil-based Vitapex$^{\circledR}$, but it was not statistically significant.

• Journal of Veterinary Clinics
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• v.29 no.2
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• pp.141-147
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• 2012

This work describes the characteristics of $Malassezia$ $pachydermatis$ isolated from dog ear canals and the effect of essential oils on the growth of this organism. Sterile cotton swabs were used to collect specimens from the external ear canal and culture tests were performed to detect the population size of $Malassezia$ yeast. Using three different isolation media, included Sabouraud dextrose agar (SDA) to isolate common $M.$ $pachydermatis$, and SDA supplemented with olive oil (SDAO) and Leeming's medium (LM) to detect lipophilic yeast, $Malassezia$ spp were isolated from 14 of 18 dogs (77.8%); isolation rates were 33.3% in SDA, 72.2% in SDAO and 66.7% in LM media. All $Malassezia$ spp isolates were identified as $M.$ $pachydermatis$ according to results of PCR amplification, but gross colony morphology and SDA growth rates suggested four different subtypes. Large (LC) and medium colony (MC) types respectively describe large colony (diameter > 3 mm) and medium colony (around 2 mm) after 72 hour incubation, and small (SC) type refers to smaller colony (< 1 mm) even after 5 days incubation; lipid dependent colonies did not grow onto SDA. Large Colony type strains were isolated from 4, 11, and 11 samples, MC type strains from 2, 3 and 1 and SC type strains from 1, 2 and 1 in SDA, SDAO and LM, respectively. Lipid-dependent $M.$ $pachydermatis$ (Lipo) were isolated from 3 samples each in SDAO and LM. Anti-$M.$ $pachydermatis$ activity testing was done using disc-diffusion assays and well diffusion tests. Most essential oils inhibited the growth of $M.$ $pachydermatis$ in a range from 0.5% to 1.0% of essential oils. MIC90 and MIC50 were variable depending upon the nature of essential oils. Thyme oil was found to be highly effective in inhibiting the growth of $M.$ $pachydermatis$ in a range from 0.125% to 0.0625% while marjoram and then tea tree oil exhibited lower inhibitory capacity.

• Journal of the Society of Naval Architects of Korea
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• v.49 no.2
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• pp.132-145
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• 2012

Mooring fittings mean various devices and fittings to safely fasten vessels to quays, jetties and sea-floating buoys, etc. They include mooing winches, capstans, chocks, fairleads, guide rollers, bollards, and bitts. Not only the seats and reinforced parts for the installation of fittings but also ropes and chains for mooring and chain stoppers can be also considered. Because of damages to mooring fittings during mooring directly related to large-scale accidents such as the drifting of vessels, mooring fittings with strength appropriate for the physical features of the vessels must be installed. The reinforcement of the vessels on which the mooring fittings are installed must be designed to withstand the loads transferred from the fittings as well. Also mooring fittings with efficient strength should be required because damaged ships lead to sea pollution such as oil or fuel oil spillage. This study has been performed by the Finite Element Method for two aspects of closed chocks which are divided into structure-supporting shapes and working load. In the case of structure-supporting shapes, they have been performed in the field of sheet and bulwark. As for working load, it has been analyzed according to working load direction such as chock's side and below. At first, strength analysis for unique closed chocks has been carried out by using the Finite Element Method, they are applied for the situation when vessels pass by the panama canal. And then the experiment has been done to verify the analyzed date obtained by FEM. The experimental results were found to be similar to the numerical results with up to 16% difference. On the basis of the results obtained, standardization has been carried out by the Finite Element Method for various sizes of closed chocks.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.10
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• pp.1044-1048
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• 2015

Recently, the viability of the Northern Sea Route has been receiving a remarkable amount of attention. Owing to global warming, glaciers in the Arctic Ocean have been melting rapidly, which has opened up navigation routes for ships with commercial as well as research purposes. At present, vessels can be economically operated along the Northern Sea Route four months of the year. However, studies have shown that the economical operating time may increase to six months by 2020 and year-round by 2030. Even though the conditions of the Northern Sea Route are extreme, the main reason for its use is that the route is shorter than the existing route using the Suez Canal, which provides an economic benefit. In addition, 25% of the world's oil reserves and 30% of its natural gas are stored in the coastal areas of the East Siberian Arctic region. Many factors are leading to the expectation of commercial navigation using the Northern Sea Route in the near future. To satisfy future demand, the International Maritime Organization established the Polar Code in order to ensure navigation safety in polar waters; this is expected to enter into force on January 1, 2017. According to the code, a ship needs to reduce its speed and analyze the ice for safe operation before entering into it. It is necessary to enter an ice field at a right angle to break the ice safely and efficiently. This study examined the operation along the course for safe navigation of the passage under several conditions. The results will provide guidelines for traffic officers who will operate ships in the Arctic Ocean.

• Applied Microscopy
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• v.32 no.1
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• pp.39-44
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• 2002

The ultrastructure of the fertilized egg envelope from dark sleeper, Odontobutis obscurus interrupta belong to Eleotrididae was studied using scanning and transmission electron microscopes. The fertilized egg of dark sleeper was of transparent, ellipsoidal, adhesive and demersal type, and there were numerous oil droplets in the yolk sac and adhesive filaments in the area of the animal pole. The outer surface of egg envelope was smooth with pore canal. The fertilized egg envelope consisted of two layers, an outer nonadhesive layer and an inner layer, consisting of seven horizontal low electron-dense lamellae alternating with the middle electron dense interlamellae. These ultrastructural characters of fertilized egg envelope from dark sleeper can be utilized in taxonomy of teleost.

• Korean Journal of Ichthyology
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• v.27 no.2
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• pp.71-77
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• 2015

Morphological changes in eggs and larvae of spotted knifejaw, Oplegnathus punctatus were observed by cultivation of fertilized eggs to juvenile stage. Fertilized egg was demersal and transparent. The egg has one oil glouble and its size ranged 1.01~1.15 mm ($1.08{\pm}0.10mm$; $mean{\pm}SD$, n=20). Culture chambers were maintained $22.5{\sim}24.5^{\circ}C$ in water temperature and 33.5~34.5ppt in salinity. It took 25 mins from fertilization to the blastoderm stage, 55 mins to 2 cell stage and 20 hrs 50 mins to hatching. Newly hatched yolksac larvae ranged 2.59~3.02 mm ($2.81{\pm}0.25mm$, n=5) in total length, and mouth and anus were not still open. Yolk and oil globule were absorbed 2 days after hatching (DAH). Flexion larvae in 12 DAH ranged 3.02~3.07 mm TL ($3.04{\pm}0.04mm$), and the caudal fin grew to fan-shaped, melanophores appeared on top of digestive canal.

• Journal of Korea Port Economic Association
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• v.25 no.3
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• pp.67-92
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• 2009

A tugboat (tug) is a boat that maneuvers vessels by pushing or towing them. Tugs move vessels that should not move themselves alone, such as ships in a crowded harbor or a narrow canal, or those that cannot move themselves, such as barges, disabled ships, or oil platforms. Tugboats are powerful for their size and strongly built, some are ocean-going. Historically tugboats were the first seagoing vessels to receive steam propulsion, freedom from the restraint of the wind, and capability of going in any direction. As such, they were employed in harbors to assist ships in docking and departure. Towage is in essence a service by one vessel to another vessel for a fixed remuneration. The most common reason for requiring this service is the lack of its own motive power. Conventionally, towage is defined as "the employment of one vessel to expedite the voyage of another, when nothing more is required than the accelerating of her progress". Apart from accelerating vessels, acquiring towage service is a common practice for towing barges, platform of drilling oil, floating ship yards, etc.

• Journal of the Society of Naval Architects of Korea
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• v.51 no.4
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• pp.283-290
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• 2014

Environmental changes, especially global climate change, are creating new routes to reduce a shipping service distance in Arctic area. The Arctic routes are shorter than 60% of existing ways Panama or Suez canal). For this reason, ship owners prefer to navigate in Arctic area and a transportation of goods though the Arctic area is increasing. But the low temperature in Arctic condition changes the material properties. Especially, the material will be brittle and strength will increase. And an ultimate strength analysis of ship stiffened panels is changed depending on temperatures. In present study, the ultimate strength analysis of stiffened panels in double hull oil tankers is performed under various low temperatures with the material properties obtained by tensile coupon test. The analytical method as named ALPS/ULSAP was used for analysis method and 6 kinds of temperature (20, 0, -20, -40, -60 and $-80^{\circ}C$) were considered to investigate the effect of Arctic conditions.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2013.10a
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• pp.69-70
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• 2013

IPCC (International Panel on Climate Change) reported that the arctic sea-ice extent has been decreased by 2.7% per decades since satellite observations in 1978. The decreased sea-ice extent has gained an international attention due to its economical benefits from the NSR (Northen Sea Route). The NRS - not a clearly defined single route, but a number of alternative routes across the top of Russiahas a 37 % reduction in sailing distance, comparing to the SSR (Southen Sea Route) passing thourgh the Suez Canal. Sailing days are consequently reduced from 30 days to 20 days. Also, it is estimated that the Northen Sea has 20 to 25% of world's oil resources and occupies 40% of the world's fishery production. As Republic of Korea was admitted as an observer to the Arctic Council on May 15, 2013, there has been increasing needs to explore new route in the Northen Sea. In this situation, Korea Institute of Ocean Science & Technology (KIOST) is preparing a plan for the development of Arctic-circle Ocean Environmental Information System to support the ice navigation and resource exploration in the Arctic. We will introduce a conceptual design of a satellite-based ice navigation supporting system for the northern sea route.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.15 no.4
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• pp.323-328
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• 1982

Kareius bicoloratus (Basilewsky) is one of the commonly found right-eye flounders and widely distributed in the coastal waters of Korea and Japan. On December 11,1980, the ailthors carried out an experiment to obtain a large number of fertilized eggs from wild adult fish caught by a trawler. The fish were obtained from Maisaka fish market, Shizuoka Prefecture, Japan. The egg is pelagic, spherical in shape and measuring 1.014-1.04 mm in diameter. The yolk as well as the egg capsule is colorless and transparent, and contain no oil globules. The hatching took place in 73 hr 45 min after fertilization at the water temperature $8.0-9.5^{\circ}C$. Newly hatched larvae are 3.09-3.146 mm in total length, with the anus situated in the middle of the body. The marginal fin does not have Pigment cells and myotome number is 17+20=37. Within one day after hatching, the larvae attained 3.77 mm in total length, and there appeared three or four melanophore on yolk sac. When the larvae attained 3.96 mm in total length, melanophores began to appear on the eye ball. Two days after hatching, the larvae attained 4.05 mm in total length, most of yolk material was absorbed, and the caudal fin began to grow at the terminal part of the notochord. When the larvae attained 4.21 mm in total length, mouth and eyes began to move. After 3 days, the larvae attained 4.342-4.394 mm in total length, alimentary canal differentiated, melanophores appeared on the lower jaw and posterior part of the fin membrane. When the larvae attaind 4.576 mm in total length, marginal line of dorsal fin membrane became concave.