• Journal of the Korean Orthopaedic Association
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• v.54 no.2
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• pp.141-149
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• 2019

Purpose: To compare the results of two different instruments made of stainless steel and titanium alloy for correction of single thoracic adolescent idiopathic scoliosis (AIS) using pedicle screw instrumentation. Materials and Methods: A total of 141 patients with single thoracic AIS treated with pedicle screw instrumentation and selective thoracic fusion were retrospectively reviewed after a follow-up of 2 years. The patients had a main thoracic curve of 40° to 75° and were divided into two groups based on instrument materials; S group (stainless steel, n=90) and T group (titanium alloy, n=51). The diameter of the stainless steel rod used was 7.0 mm while that of the titanium alloy rod was 6.35 mm or 6.0 mm. Standing long-cassette radiographic measurements including various coronal and sagittal parameters for the preoperative, early postoperative and 2-year postoperative followup were analyzed. There were no significant differences in the preoperative curve characteristics between the two groups. Results: In the S group, the preoperative main thoracic curve of 51.3°±8.4° was improved to 19.0°±7.6° (63.1% correction) and the lumbar curve of 32.3°±8.4° spontaneously decreased to 12.7°±8.2° (62.9% correction) at 2 years postoperatively. In the T group, the preoperative main thoracic curve of 49.5°±8.4° and the lumbar curve of 30.3°±8.9° was improved to 18.8°±7.4° (62.2% correction) and 11.3°±5.4° (63.3% correction), respectively. The corrections of coronal curves were not statistically different between the two groups (p>0.05). The thoracic kyphosis was changed from 16.8°±8.5° to 24.3°±6.1° in the S group and from 19.6°±11.2° to 26.6°±8.5° in the T group. There were no significant differences in the changes of sagittal curves, coronal and sagittal balances at the 2-year follow-up and the number of fused segments and used screws between the two groups (p>0.05). Conclusion: When conducting surgery for single thoracic AIS using pedicles screw instrumentation, two different instruments made of stainless steel and titanium alloy showed similar corrections for coronal and sagittal curves.

• 대한공업교육학회지
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• v.36 no.1
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• pp.95-114
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• 2011

The purpose of this study was to review and synthesize the papers in cooperation between industries and specialized high schools. We also try to provide explicit directions and suggestions for future researches. A total of 196 studies, including master's and doctoral theses up to 2010, were collected through RISS(Research Information Sharing Service), KISS(Koreanstudies Information Service System), and DBPIA(special database for domestic research information). The results were as follows. The number of papers has been increasing steadily. In the area of research, the field research was the most popular area. The most common type of the research was survey research and library research was followed. Similarly, questionnaire was the most popular method. Technical high schools were the most popular object of studies in specialized high schools. GyeongGi province was the most popular region of studies and Seoul was followed. The most common type of cooperation between industries and specialized high schools were actual training. The students in specialized high school was the most popular object of surveys, and teachers and industry people were followed.

• Journal of Korea Port Economic Association
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• v.34 no.3
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• pp.113-132
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• 2018

Mokpo port marked the $131^{st}$ anniversary of its opening in 2018. while the Mokpo has taken the new port development initiatives, it is limited by inefficient port functioning due to the lack of maritime port policy and government investment. Hence, port logistics has not been activated. Additionally, studies on Mokpo port have not been conducted, and knowledge available on the port is declarative in nature. On the other hand, research on port competitiveness focuses on how to analyze the factors that determine port competitiveness. Therefore, this study was intended to expand the existing research on Mokpo port and conduct an analysis of non-competitiveness factors and suggested improvements by considering the operational aspect of Mokpo port. In this regard the importance of non-competitiveness factors was assessed through an analytic hierarchy process(AHP) analysis and the influence of the non-competitiveness factors was analyzed through an fuzzy structural modeling(FSM) analysis. The result of the AHP analysis show ed the important non-competitiveness factors included the deactivation of industrial complexes around Mokpo port, the number of liner route, the cost of the pilot and tug. Accor ding to the FSM analysis, the top level included the non-competitive factors at Mokpo port; the intermediate level included the number of liner routes, cost of pilot and tug, enrance and clearance fee, costs of inland transportation, fee for port facilities, and loading and unloading costs; and the bottom level comprised the most non-competitive factors including the deactivation of industrial complexes around Mokpo port, hinterland connectivity, access to international port, incentives, and cost of transportation and storage. Based on the results of analysis, improvements were suggested for non-competitive factors of Mokpo.

• Journal of Korea Port Economic Association
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• v.37 no.4
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• pp.103-126
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• 2021

The purpose of this study is described in detail as follows. First, I would like to define what digital transformation is in the maritime transport sector. Second, it is intended to derive success factors for digital transformation in the maritime transportation field by examining various preceding studies related to digital transformation. Finally, in order to derive priorities for the derived success factors, an AHP analysis model is built and an expert survey is conducted for practical experts in the maritime transportation field. Based on the survey results, we would like to provide guidelines on what factors should be considered first among the success factors of digital transformation in the maritime transportation sector. In this study, in order to derive the priority of success factors for digital transformation in the maritime transportation field, the hierarchical structure was divided into four high-level evaluation items(strategic factors, organizational culture and human factors, technology factors, and environmental factors) and 21 sub-evaluation items. A relative evaluation method of weighting items among AHP(Analytic Hierarchy Process) was applied. AHP analysis of 24 questionnaires with a consistency ratio of 0.1 or less in order to increase the accuracy of information among questionnaires collected through maritime transportation related university professors, research groups, shipping companies, container terminals, and experts engaged in shipping related IT companies was carried out. As a result of the analysis, the priority of the first-tier factors for the success factors of digital transformation in the maritime transport sector was shown in the order of strategic factors, organizational culture and human factors, technology factors, and environmental factors. In addition, when looking at the priorities of 21 detailed items, it was found that the development of new business models, the creation of an active future digital strategy, and the leadership of the chief digital officer were high.

• Journal of the Korea Society of Computer and Information
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• v.28 no.5
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• pp.163-170
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• 2023

As the development of the 4th industrial revolution in the maritime industry has accelerated, the technical development and progress of maritime autonomous surface ship(MASS), and the development of international regulations have been accelerated. In particular, the IMO Maritime Safety Committee(MSC) has established a road-map for the development of the non-mandatory goal-based MASS instrument(MASS Code) and started developing a non-mandatory MASS Code at MSC 105th meeting. Many countries are actively participating in the Correspondence Group on the development of MASS Code, and the development of detailed requirements for MASS functions in the MASS Code is underway. Especially, the concept of "Mode of Operation" for MASS functions was mentioned in the Correspondence Group for the first time, and it is expected that discussions on these modes will be conducted from the IMO MASS JWG meeting to held in April 2023. The concept of "Mode of Operation" will be useful in explaining MASS and MASS functions and will be discussed continually for the development of MASS Code. This paper reviews the contents of the IMCA M 220 document, which provides guidelines on operating modes, to conduct research on the benchmark for setting the operating modes of MASS.

• Journal of the Korean Society of Radiology
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• v.83 no.2
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• pp.284-292
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• 2022

To provide high-quality training to residents in a rapidly changing medical environment, it is very important to improve the annual training curriculum centered on competency and ensure that training hospitals maintain an environment suitable for training. The Korean Society of Radiology (KSR) has been steadily improving the training system and has suggested the improvement of the training system by strengthening the competency-based evaluation and faculty development. Currently, KSR was selected for the second annual training curriculum systematization construction project in July 2021, and developed entrustable professional activities, core competencies, and assessment guidelines required by the construction project. Therefore, the development process and assessment guidelines will be introduced to residents and the faculty.

• Journal of Korea Port Economic Association
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• v.33 no.2
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• pp.1-18
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• 2017

By using social network analysis, this study examined 102 countries, 281 ports, and 6,318 maritime routes associated with the global network of the Maersk Line. With the 'Belt and Road' in place, China is developing ports, expanding the cooperation with major ports, and increasing its influence on maritime transport. China's ports' reform and development implies establishing stable and independent logistic networks for supply of raw materials as well as exports and imports. This is closely related not only to individual ports' competitiveness, but also to relational structures between maritime powerhouses such as the US-which has the largest share and influence in the global market-and the surrounding countries. In this regard, an analysis of the maritime transport needs to consider the characteristics of individual ports together with those of each country. This study identified the characteristics of each port in light of the relationships in the global network of Maersk and applied them to each country. Moreover, the individual networks of China, the US, and Korea are compared. The findings showed that China, the US, Panama, Malaysia, and Spain accounted for large shares of the global network, while the shares of China, Korea, Taiwan, and Vietnam were high in China's network. In addition, by comparing individual networks of China, the US, and Korea, it emerged that Korean ports such as Busan and Gwangyang had secured a high level of competitiveness in the Chinese network.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.3D
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• pp.491-497
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• 2006

The goal of this research is to explore the opinions of the resident's neighboring within sewage disposal plants, to investigate the differences in accordance with each location of sewage disposal plants, and to examine the determinants to impact on the sewage disposal plants. The multivariate analysis of variance model and regression model are employed as the empirical analysis for this research. The major findings are as follows; as a rule, most of residents represented the sewage disposal plants are essential public facilities. The sewage disposal plants could be positively considered under proper compensation and negotiation, It is found that the satisfaction level against accomplishing process of the sewage disposal plants facilities are very low. In addition, it was revealed that the determinants to impact on the sewage disposal plants showed differently according to each current location of sewage disposal plants. It means that there are no absolutely concrete reasons to oppose the sewage disposal plants and they can be somewhat different by the each local characteristics. Therefore, these findings provide for the policy makers related with the NIMBY facilities including the sewage disposal plants with valuable information.

• Journal of Korean Society of Transportation
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• v.20 no.3
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• pp.41-52
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• 2002

Most investment evaluations and economic assessments of road transport proposals in Korea omit a valuation of the time spent in transit for loads of freight. These days there were few attempts to estimate value of freight travel-time savings in Korea, but most of them included rail or marine with statewide area so that couldn't obtain unique travel-time savings for road freight transport. This study applied revealed Preference method and associated binominal logit models to estimate the value of travel-time savings in transit from an statewide survey of road freight transport in 1997. Data sets were segmented according to transport areas and business types. The results of this study showed that the value of freight travel-time savings varied wide ranges from 53,449 won per hour in urban transport to 29,397 won per hour in regional transport, that the use of statewide value of freight travel-time savings can drives wrong results into economic assessment, and that the use of adequate value of freight travel-time savings according to assessment area is very important.

• Journal of Korea Port Economic Association
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• v.23 no.3
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• pp.29-51
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• 2007

The purpose of this study aims to explore shipowner's lost profit and its claim resulted from delay in redelivery under time charter with the Achilleas case. In this case, the charterers submitted that there was an established prima facie measure of damages in cases of late delivery, namely the difference between the market rate and the charter-party rate for the period from the time when the vessel should have been delivered until the time of her actual redelivery. An award for lost profit in respect of a subsequent charter could only be made under the second limb because the charterers had not been told, at or before the making of the addendum, that the owners were going to enter into a subsequent fixture and that it was critical that redelivery take place on time. However, the owners said their losses that was a not unlikely consequence of the charterers' breach. There was no special rule that the first limb could only lead to damages calculated by taking the difference between the market and the charter-party rate for the overrun. To award damages in the Achilleas case on the basis of the difference between the market and the charter rate for the overrun would compensate the owners for only a fraction of the true loss caused by the breach.