• Journal of Navigation and Port Research
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• v.29 no.10 s.106
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• pp.865-870
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• 2005

Because there are only a limited number of means of action that are available for the master to pursue in the event of flooding, onboard decision support system has been required. The majority of systems activated during a flooding emergency (such as watertight and semi-watertight doors, bulkhead valves, dewatering pumps etc.) almost exclusively aim to restore a sufficiently high level of subdivision to prevent flooding from spreading through the ship. Even though assuming the flooding scenario is not catastrophic, the use of ballast tanks can be an additional and very effective tool to ensure both prevention of flooding spreading and also improve ship stability. This paper describes an optimization algorithm devised to choose the set of ballast tanks that should be filled in order to achieve an optimal response to a flooding accident.

• Journal of the Korean Society of Radiology
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• v.5 no.1
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• pp.5-10
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• 2011

Based on basic concept of detection limit, sample measurement time & background measurement time was considered, and MDA values according to background measurement time and sample measurement time in land samples(river soil, surface soil, drinking water, underground water, surface water, pine leaf, mugwort) analysis among environmental samples were compared. Seeing the water sample analysis result, it was shown that most of the samples were not detected, and most of the samples in land specimen analysis showed to be below the detection limit of "Ministry of Education, Science and Technology Announcement Je-2008-28-ho", but $^{137}Cs$ which is one of artificial radioactive nuclide was detected in some samples. It can be traced back to 1950s and 1960s when nuclear tests were carried out in atmosphere and catastrophic Chernobyl atomic power station accident that caused fallouts in the sky, and this is common level of detection that can be observed worldwide. Seeing the result that the $^{134}Cs$(which is a isotope of $^{137}Cs$, and it has relatively short half life) was not detected in all samples, it can be considered it doesn't affect to the operation of atomic power station.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2005.10a
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• pp.75-80
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• 2005

Because there are only a limited number of means of action that are available for the master to pursue in the event of flooding, onboard decision support system has been required The majority of systems activated during a flooding emergency (such as watertight and semi-watertight doors, bulkhead valves, dewatering pumps etc.) almost exclusively aim to restore a sufficiently high level of subdivision to prevent flooding from spreading through the ship. Even though assuming the flooding scenario is not catastrophic, the use of ballast tanks can be an additional and very effective tool to ensure both prevention of flooding spreading and also improve ship stability. This paper describes an optimization algorithm devised to choose the set of ballast tanks that should be filled in order to achieve an optimal response to a flooding accident.

• Journal of Chest Surgery
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• v.46 no.6
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• pp.426-432
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• 2013

Background: Heart transplantation has become a widely accepted surgical option for end-stage heart failure in Korea since its first success in 1992. We reviewed early postoperative complications and mortality in 239 patients who underwent heart transplantation using bicaval technique in Asan Medical Center. Methods: Between January 1999 and December 2011, a total of 247 patients aged over 17 received heart transplantation using bicaval technique in Asan Medical Center. After excluding four patients with concomitant kidney transplantation and four with heart-lung transplantation, 239 patients were enrolled in this study. We evaluated their early postoperative complications and mortality. Postoperative complications included primary graft failure, cerebrovascular accident, mediastinal bleeding, renal failure, low cardiac output syndrome requiring intra-aortic balloon pump or extracorporeal membrane oxygenation insertion, pericardial effusion, and inguinal lymphocele. Follow-up was 100% complete with a mean follow-up duration of $58.4{\pm}43.6$ months. Results: Early death occurred in three patients (1.3%). The most common complications were pericardial effusion (61.5%) followed by arrhythmia (41.8%) and mediastinal bleeding (8.4%). Among the patients complicated with pericardial effusion, only 13 (5.4%) required window operation. The incidence of other significant complications was less than 5%: stroke (1.3%), low cardiac output syndrome (2.5%), renal failure requiring renal replacement (3.8%), sternal wound infection (2.0%), and inguinal lymphocele (4.6%). Most of complications did not result in the extended length of hospital stay except mediastinal bleeding (p=0.034). Conclusion: Heart transplantation is a widely accepted option of surgical treatment for end-stage heart failure with good early outcomes and relatively low catastrophic complications.

• Journal of Advanced Navigation Technology
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• v.22 no.4
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• pp.264-270
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• 2018

In recent years, It is required to verify software reliability according to DO-178, which announced by radio technical commission for aeronautics (RTCA) and recognized by the Federal Aviation Administration (FAA), for civil aircraft developed or intended to fly in the United States or Europe. This is because the reliance on software in each field is deepening, and the efforts for improvement of software reliability have been made first in civil aviation field where economic and social impacts are catastrophic in the event of an accident. In this paper, we have identified some issues to be considered for requirements-based reliability verification required by DO-178 to improve software reliability and present the major elements of the present weapon system acquisition procedure of DAPA for each stage. In addition, we analyzed the results of applying the identified main check factors to a domestic aircraft development project based on the information accumulated in overseas aircraft development projects. As a result, we have shown that it is possible to verify requirements-based software reliability according to DO-178 by adding key checkpoints to the current weapon system acquisition procedure and providing objective inspection criteria.

• Journal of the Korean Professional Engineers Association
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• v.28 no.4
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• pp.54-75
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• 1995

This synthesis has been prepared from a review of literature on Truck Escape Ramps technology and a survey of current practice by state department of transportation. Their locations have been determined usually from a combination of accident experience and en-gineering judgement, but new tools are emerging that can identify needs and sites without waiting for catastrophic accidents to happen. The Grade Severity Rating Systems holds promise in this regard. Design Procedures for truck excape ramps continue to evolve. Gravel arrester beds are clearly the preferred choice across the country Rounded aggregate, uniformly graded in the approximate size range of 13 to 18mm. Tech-nical publications typically have dassified TER types as paved gravity, sandpile, and ar-rester bed ramps. The design speed for vehicle entry into the ramp in critical to the deter-mination of ramp length. An escape ramp should be designed for a minimum entry speed of 130km/hr, a 145km/hr design being preferred. The ramps should be straight and their angle to the roadway align-ment should be as possible. The grade of truck escape ramps show the adjustment of ramp design to local topography, such as the tradeoff of ramp length against earthwork requirements. A width of 9 to 12m would more safety acommodate two or more outof con-trol vehicles. Reguarding comments on the most effective material, most respondents cited their own specification or referred to single graded, rounded pea gravel. The consensus essentially Is that single graded, well -rounded gravel is the most desirable material for use in arrester beds. The arrester beds should be constructed with a minimum aggregate depth of 30cm. Successful ramps have used depths between 30 and 90cm.