• Proceedings of the KSR Conference
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• 2009.05a
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• pp.1254-1268
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• 2009

In 1998, because of the economic crisis called IMF Crisis in Korea, Kyungbu high speed railway project could run by modifying the original plan to open it as a 1st phase only by utilizing the existing railway lines from Seoul to Siheung and the other one from Daegu to Pusan. The modified plan includes that the line from Daegu to Pusan will be constructed as a second phase in next time. Starting railway operation with the changed plan, the combined application operation of high speed rail, passenger rail and freight rail was caused partly from Seoul to Siheung to run into capital area. As a result, the opinion for additional railway line construction is insisted continuously because the operation volume of passenger rail was forced to be reduced, the service quality of it was decreased and it became difficult to add new high speed services. Moreover, with regard to Honam high speed rail, the new construction plan of station in Kangnam metro area as a basement station for starting from Suseo was changed to the plan of turning out at Osong because of the economic effectiveness and this kept resident people in Kangnam metro area and southern Kyungki area unable to get the opportunity of high speed rail service benefit. After beginning of Kyungbu high speed railway operation, national transportation system developments are focused on high speed rail, and when the second phase construction of Kyungbu high speed rail, beginning operation of Kyungjeon line, Jeolla line double track construction, Honam high speed rail in 2014, is completed, the demand for high speed rail will be increased and it is unavoidable to make Kwangmyung station as a basement station and to reduce the number of passenger rail operation. At this moment, it is valuable to consider adding the railway line capacity in capital area to improve the transferring service for citizen who live in area without Kyungbu high speed rail station and to expand the service area from Kangbuk to Kangnam and southern Kyungki area. Accordingly, in this paper, the effective rail operation method, facility plan and the other issue to be reviewed for increasing capital high speed railway lines will be mentioned.

• Journal of Chest Surgery
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• v.39 no.1 s.258
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• pp.35-41
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• 2006

Background: The radial arteries are being used more often for coronary artery bypass grafting, We tried to the endoscopic radial artery harvest to reduce the cosmetic problems and neurologic complications of the conventional open harvesting and report the techniques and early results. Material and Method: The 86 patients underwent coronary artery bypass grafting between May 2003 and April 2005 had their nondominant radial artery endoscopically removed through a 2 cm incision at the wrist. The radial pedicle was dissected and was divided at antecubial area through a 5 mm counterincision. Result: The 23 patients complained of neuralgias on territory of superficial raidal none but no one complained of neuralgias on territory of lateral antebrachial cutaneous none. There was no functional impairment of the hand. There was no wound complication except a localized hematoma. All patients were contacted by telephone after postoperative 7.9$\pm$3.6 months. The 4 patients still complained of neuralgia. All the patients were satisfied with the aesthetics of the wounds. The multidetectional tomography was done on the 66 patients for the estimation of early patency of radial artery. There were 2 cases of stenosis and a case of occlusion. Conclusion: Endoscopic radial artery harvest had no functional impairment of the hand, lesser rate of neurologic complications and outstanding aesthetics. The results of early patency of the radial artery was similar to conventional methods. Therefore, we think that endoscopic radial artery harvest is the optimal procedure.

• Journal of Chest Surgery
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• v.39 no.2 s.259
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• pp.91-98
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• 2006

Background: There are many different opinions regarding the proximal anastomotic sites of radial artery in coronary artery bypass surgery. Therefore, we compared the clinical and angiographic findings according to anastomosis of radial artery to develop a guideline. Material and Method: From January 2003 to December 2004, 48 patients who underwent coronary artery bypass surgery using radial artery in Kangdong Sacred Heart Hospital were studied for clinical and coronary angiographic findings and were divided into group I for radial artery that anastomsed to aorta independently and group II that anastomosed to left internal mammary artery. Result: Patients in group I were 33 (men 26, women 7; mean age 61.93$\pm$6.56) and group II were 15 (men 13, women 2; mean age 59.53$\pm$6.02) and there was no difference in preoperative characteristics. Patients in group I had longer cardiopulmonary bypass time (169.36$\pm$40.28 versus 139.40$\pm$20.45, p=0.026) and patients in group II had more sequential grafts with RA per patients (5/33 versus 11/15, p < 0.05). Patients in group I used more vein graft for distal anatstomosis (47/117 ($40\%$) versus 9/48 ($18\%$), p=0.011) and there was no difference in perioperative outcome and overall survival. Mean follow-up time was 15.87$\pm$7.33 (1 to 28) months in patients of the group I and 21.40$\pm$2.85 (17 to 25) months in group II. Postoperative coronary angiography was performed 17/33 ($51.5\%$) in group I and 14/15 ($93.3\%$) in group II. Early perfect patency rate was not statistically different in left anterior descending artery (15/17 ($88.2\%$) versus 2/14 ($85.7\%$), p=1.00) and radial artery (17/20 ($85\%$) versus 30/30 ($100\%$), p=0.058). Late mortality was 1/33 ($3.0\%$) in group I and 1/15 ($6.7\%$) in group II. Conclusion: There was no difference in terms of clinical and postoperative angiographic findings except in cardiopulmonary bypass time, the number of sequential grafts with the RA per patients and the number of the used vein graft.

• Journal of the Korean Society of Radiology
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• v.84 no.6
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• pp.1339-1349
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• 2023

Purpose To determine the efficacy and safety of iliac branch device (IBD) implantation and to evaluate its limitations based on 7 years of experience in a single center. Materials and Methods This single-center study included patients with bilateral common iliac artery aneurysms (CIAAs). We investigated follow-up CT and reviewed the internal iliac artery (IIA) patency and complications related to IBD. A retrospective analysis was performed and the overall survival rate and freedom from reintervention rate were reported according to the Kaplan-Meier method. Results Of the 38 patients with CIAAs, only 10 (12 CIAAs) were suitable for IBD treatment. Five patients underwent unilateral IBD insertion with contralateral IIA embolization, and three (60%) showed claudication; however, symptoms resolved within 6 months. The 7-year freedom from IBD-related reintervention rate was 77.8%. No procedure-related deaths occurred. Conclusion IBD has good technical success and long-term patency rates; however, anatomical factors frequently limit its application, particularly in Asians. Additionally, unilateral IIA embolization showed relatively mild complications and a good prognosis; therefore, it can be performed safely for anatomically complex aortoiliac aneurysms.

• Journal of Chest Surgery
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• v.35 no.12
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• pp.898-901
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• 2002

It is now widely accepted that the complete arterial coronary revascularization has better short and long term results compared to coronary bypass surgery using arterial graft mixed with vein graft mainly due to its superior patency rate. However, sometimes the internal thoracic artery and other conventionally used grafts might be unavailable or it may require caution in using bilateral internal thoracic artery especially in diabetic patient because of the possible risk of the mediastinitis or other associated morbidities. Moreover, there could also be a shortage for arterial graft in case of coronary reoperation. We report our first three cases using thoracodorsal artery(TDA) as an alternative graft in complete arterial coronary revascularization.

• Proceedings of the Korean Environmental Sciences Society Conference
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• 2006.11a
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• pp.34-39
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• 2006

1. 철도, 도로, 항공, 해운 등 교통수단별 현황을 조사한 결과, 현재까지의 교통정책이 도로교통 우선 위주였기 때문에 철도는 뛰어난 환경성 및 경제성을 가지고 있음에도 불구하고 수송분담율이 비교적 저조한 편이었다. 그러나, 향후 정부의 사회기반시설 구축에 있어서 국가 기간 철도망 확대와 대도시 지하철 및 경량전철 건설을 통한 도심철도망과 간선철도망의 연결 등을 통하여 철도의 이용이 훨씬 용이해질 것으로 보이며 이에 따라 철도의 이용률도 크게 상승할 것으로 예상된다. 2. 교통수단별 일반현황은 다음과 같다. 1) 철도교통은 여객수송량이 다소 증가하고 있는 추세였는데, 2004년 KTX의 개통으로 인하여 여객수송량이 급증하였으나, 화물수송은 약간 감소하는 추세이다. 2) 도로교통은 공로의 경우 이용량이 크게 감소하고 있으나, 자가용의 경우에는 승용차의 급증에 의하여 도로의 분담률이 증가하고 있다. 그러나, 도로망의 확충이 자동차의 증가량을 따르지 못하는 것과 자동차가 도시에 밀집됨에 따른 교통체증에 따라 자가용 차량의 1일 평균 주행거리가 짧아지는 등 수송량이 크게 증가하지는 않고 있다. 3. 각 교통수단별 환경경제성을 조사한 결과는 다음과 같았다. 1) 단위수송량당 에너지 소비율은 여객의 경우 철도가 75.97kcal/인 km에 불과한 반면에 버스는 415.43, 택시는 1,192.24kcal/인 km에 달하여 각각 철도의 5.5배 및 15.7배나 많은 에너지를 소비하는 것으로 나타났다. 화물의 경우에도 철도는 105.98kcal/톤 km에 불과한 반면에 도로는 1,674.21kcal/톤 km에 달하여 철도의 무려 15.8배의 에너지를 사용하는 것으로 나타나, 철도가 에너지 효율성 면에서 도로 교통수단보다 월등히 앞서는 친환경적이면서 경제적인 교통수단임을 알 수 있다. 2) 도로와 철도의 단위수송량 당 CO의 배출량은 도로가 1,531.2kg/백만인 km로 철도의 167.4kg/백만인 km에 비하여 9배나 되었다. 그러나, 탄화수소의 경우는 도로가 216.5kg/백만인 km으로 철도의 68.0kg/백만인 km의 3배를 넘는다. 미세먼지의 경우는 도로가 철도보다 약간 더 많은 수준이었으나, NOx와 $SO_2$는 오히려 철도가 오히려 약간 더 높게 나타났다.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.2343-2358
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• 2008

The modal spilt for road has been increased, but, for railroad it has been decreased from 17.2%(1990) to 6.3%(2006). It is important to study on improving competition for railroad transportation so that freight transport industry for railroad which is getting to decrease in Korea will be increased. The objective of this study is to analyze the competitiveness of railroad transport compared with road by providing a high-speed railway. The indicators representing the competitiveness of railroad transport are determined. The main influenced factors for mode choice include transport cost, transport time, level of service. Precisely, three commodities type, container, cement, steel, are analyzed.

• Reproductive and Developmental Biology
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• v.29 no.3
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• pp.163-168
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• 2005

The aim of this study was to investigate the changes in insulin-like growth factor-I (IGF-I) and growth hormone (GH) in serum, the quantitation of spermato-genesis and the comparable relationships among these measurements during pubertal period in New Zealand White male rabbits. To investigate the age-related testicular changes in DNA contents of spermatogenic cells, the fine-needle testicular biopsies from males aged 10 to 28 wks were evaluated by flow cytometry(FCM). Body weight increased significantly between the ages of 12 and 20 wks (P<0.05) and reached 3.4 kg at 28 wks of age. The highest serum IGF-I level (451.3ng/mL) was observed at 20wks of age (P<0.05) and thereafter remained stable at low levels. Serum GH level at 18 wks of age was 183.3 pg/mL which was significantly higher compared to the other ages (P<0.05), and the rising time in serum GH tend to be somewhat earlier than that of IGF-I. The relative percentage of It-cells in testicular cell compartments was $48.2\%$ at the age of 18 wks which significantly increased than those of 16-wk-old (P<0.05) and thereafter increased with the advance of age to $68\%$. The percentage of 2C-cells in testis was $26.8\%$ at 18 wks of age which was significantly lower than $54.3\%$ at 16 wks old (P<0.05). The percentage of 4C-cells was constantly maintained $2\~6\%$ except the $9.9\%$ at 18 wks of age. In conclusion, the results suggest that the puberty onset occurred at about the 18 wks of age and that the IGF-I and GH in serum during the pubertal period showed the age/growth-specific changes and these changes might be related to the spermatogenesis. The DNA FCM combined with fine-needle testicular biopsy could offer a very sensitive method to monitor the quantitative spermatogenic events related to the puberty onset.

• Journal of Chest Surgery
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• v.39 no.6 s.263
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• pp.456-461
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• 2006

Background: Distal anastomosis using artificial vascular graft is difficult when luminal size mismatch occurred owing to severe occlusion of popliteal artery and its branches. So we reconstructed blood flow to ischemic lower limb by using autologous greater saphenous vein in situ graft (GSVISG) as vascular graft material. Material and Method: From July 2000 to July 2005, 26 patients treated using GSVISG. We analyzed clinical results retrospectively by chart review. Result: There was no in hospital or early postoperative death and 6 late deaths occurred during follow up period. Postoperative complications were 5 cases of early graft obstruction, 2 cases of wound dehiscence, 1 case of graft aneurysmal change, 1 case of seroma formation at inguinal wound and 1 case of graft injury during valvulotomy. Overall patency rate during follow up period was 69.3%. Conclusion: Greater saphenous vein in situ graft is acceptable vascular graft for arterial occlusive disease of lower extremity.

• 한국방재학회:학술대회논문집
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• 2011.02a
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• pp.181-181
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• 2011

도로는 국내 물류를 담당하는 중요한 기반시설로 국내 경제성장의 중추적인 역할을 담당하고 있다. 특히, 1970년대 개통된 경부고속도로는 우리나라의 대동맥으로 산업 성장의 파급효과를 가져오는 기반이 되었고, 공학적인 차원에서도 도로 포장재료를 경험 및 과학적으로 분석하여 적용하는 계기로 도로공학발전의 초석이 되었다. 과거에 적용된 도로 포장재료는 기술자의 경험에 의존하여 배합설계가 진행되었으며, 중차량의 비중이 많은 지역은 강성포장을 적용하고, 상대적으로 중차량이 적은 구간은 연성포장을 적용하는 설계를 따랐다. 하지만, 강성포장을 대표하는 시멘트 콘크리트 포장은 시공상의 복잡함과 시멘트 콘크리트 특성상 강도발현을 위해서 일정기간 이상의 양생일수가 필요하므로, 도로건설의 인프라 구축이 시급한 지역에서는 사용의 제약이 따른다. 연성포장을 대표적하는 재료로는 아스팔트 콘크리트 포장을 들 수 있다. 강성포장보다는 상대적으로 시공상의 편리함과 일정기간의 양생이 필요하지 않아 도로 포장재료로서 그 적용성이 우수하다. 과거에는 아스팔트 콘크리트 포장의 종류가 단순화되어 표층, 기층에 대표되는 몇몇 혼합물이 도로 포장재료로 사용되었다. 도로공학의 학문적 발달과 함께 도로포장의 전반적인 기술이 향상되고 있다. 과거의 도로 기능은 국가 경제발전을 위한 산업용 원자재의 운반이 주요 기능을 담당하고 있는 반면, 국민의 경제적 수준이 증대되고 자가용의 보급이 보편화되면서 도로 이용의 주체가 국민 개개인으로 변화되고 있고, 그 요구조건도 다양화되고 있다. 이에 발맞추어 도로공학의 기술적 향상으로 다양한 기능을 발휘할 수 있는 도로포장재료가 개발되고 있으며, 대표적인 제품으로는 배수성 포장, 반강성 포장, 보수성 포장, 탄성 포장, 저소음 포장 등이 있다. 본 연구에서는 기능성 포장의 하나인 저소음 포장의 특성 중 생산성능을 평가하였다. 생산성능이란 저소음포장을 현장 플랜트에서 생산하였을 경우의 특성을 분석하는 과정으로, 실내 실험으로 최적화된 재료의 배합은 이상적인 조건을 적용하여 결정된 것으로 입고된 현장 골재 및 생산 플랜트 조건에 따른 그 배합 및 물성이 변동을 가져올 수 있다. 특히, 저소음 포장은 기존의 아스팔트 포장과 달리 적용되는 골재, 아스팔트의 재료가 고성능을 발휘하기 위하여 특수한 재료를 적용해야 한다. 배합설계에서도 개립도 아스팔트 혼합물에 적용되는 내구성분석 절차를 따라야 하므로, 실내 배합설계 혼합물과 현장 생산 혼합물간의 물리적 특성에 차이를 나타낼 수 있다. 따라서, 본 연구에서는 실내 및 현장 혼합물의 전반적인 물리적 특성의 차이를 분석하여 저소음 포장의 현장 생산성능을 확인하였다. 분석요소로는 혼합물의 기초물성면에서는 밀도, 공극률을 분석하였으며, 실내 내구성면에서는 마샬안정도, 잔류안정도를 분석하여 실내 및 현장 혼합물의 물성차이를 분석하였다. 기초물성을 평가할 수 있는 밀도와 공극률에서는 생산 현장 혼합물이 실내 혼합물 보다 높은 밀도와 낮은 공극률을 나타내고 있으며, 이에 상관하여 강도특성을 분석할 수 있는 마샬안정도도 생산 현장 혼합물이 다소 높은 강도를 발휘하였다. 또한, 수분에 대한 안정성을 평가하는 인자인 잔류 안정도에서는 실내 및 현장 혼합물 모두 우수한 성능을 발휘하였다.