• Strategy21
• /
• s.30
• /
• pp.263-285
• /
• 2012

History, demonstrating convincingly that pirates have arisen continuously for a lengthy period of time throughout the world, is able to become a cooperative study of international law in terms of pirates matters ; Viking pirates. There are beneficial topics for the study of true nature of viking activities and the settlement of present pirates matters ; How were the pirates activities of Vikings, What sort of relations do they have between Vikings and other pirates which have arisen in world history, What are the differences compared to present concept of pirates. There were active pirates activities in the coast and waters of Scandinavia even before the period of the Migration Age because of geographical condition. With those experiences, Vikings began to ambush Britain Islands sailing across the North Sea since the late 8C, ages of migration in earnest. They ambushed all coasts of the European Continent expending boundary until the late of 11C. Pirate activities in a sort of guerrilla operations were operated when they encountered Islams in the Iberian Peninsula and the coast of North Africa. They showed twofold attitudes ; if the defence of the region and sea was weak, they plundered, or if strong, traded. In plundered europeans' position, Vikings were pirates with cruelty and barbarians. In vikings position, they were normal human beings who did a pirate activity to lead a better life. Viking pirates showed different characteristics in terms of three aspects ; area and aspect of action, activity after piracy. Meanwhile, Viking pirates showed several differences with pirates defined in terms of modern international law. Among the satisfying conditions of pirates, required by the international law of the sea, Vikings fulfilled animus furandi, desire for gain, activities for hatred and revenge, and private ends. Other conditions including attacking authority of the vessels, activities toward private ships, activities in the coast and the land, and illegal terroristic activities toward ships are found in viking pirates. However, Viking pirates do not show the activities in high seas and in the outside of a State's jurisdiction. In addition, it cannot be excluded that they pirated with vessels of regional leaders and the Sovereign, not private ships. Contrary to the definition of concept in terms of modern international law toward pirates, Viking invaded foreign waters, came on shore to foreign land and island, went up-stream the rivers to the back of interior, and attacked churches and abbeys. Strangely, they sometimes settled down in the places where they had pirated. Today, pirates appearing in history and defined in international law exist simultaneously and separately. It means, the historical nature and the nature under the international law are turning up differently. Historical cases of pirates should be reflected to modern international law. If so, it seems that the clue to solve pirate problems can be arranged. History is the immortal living thing, which not just existed as a past but reflects present.

• Asian Pacific Journal of Cancer Prevention
• /
• v.14 no.3
• /
• pp.2053-2058
• /
• 2013

Background: Formation of new blood vessels is necessary for the development and spread of neoplasms more than 1 mm3 in volume, angiogenesis being responsible for formation of new from pre-existing blood vessels. Vascular endothelial growth factor (VEGF) is pivotal and the best studied angiogenic factor in all human cancers. Therefore we designed this study to investigate the role of VEGF-A and VEGF-C in prostate cancer in comparison with BPH controls in a north Indian population. Methods: In this case-control study a total of 100 subjects were included on the basis of confirmed histopathological reports, out of which 50 were prostate cancer patients and the other 50 were BPH patients with PSA levels >2 ng/ml and abnormal digital rectal examination (DRE) findings during September 2009 to August 2011 from the Department of Urology, KGMU, Lucknow, India. Plasma levels of VEGF were determined using quantitative immunoassay (ELISA-enzyme linked immunosorbent assay). Statistical analysis was carried out using SPSS 15.0 version. Results: The mean age of prostate cancer ($67.6{\pm}5.72$) patients was significantly higher (p=0.005) than BPH ($63.6{\pm}7.92$) patients. Expression of VEGF-A was not significantly higher in disease stage C1 than D1 or D2 and A or B (p=0.13) while the level of VEGF-A was significantly higher (p=0.04) in prostate cancer as compared to BPH subjects (PCa=13.0 pg/ml, BPH=6.8 pg/ml). Levels of VEGF-C were similar in both groups (PCa=832.6 pg/ml, BPH=823.7 pg/ml). In ROC curve, the area under curve (AUC) was 0.70 (95%CI: 0.60-0.80) and the cut-off value for which a higher proportion of patients was correctly classified (20%) was 26.0 pg/mL. Conclusion: Although VEGF-A is increased in cancer prostate patients a statistically significant correlation could not be established in this study. VEGF-C was not found to be a useful biomarker.

• Journal of the Korean Institute of Intelligent Systems
• /
• v.26 no.3
• /
• pp.239-245
• /
• 2016

In the midst of continuing international recession, the rate of maritime traffic and marine leisure markets are consistently growing. The Republic of Korea controls the marine traffic volume through vessel traffic centers and various other management facilities. Nevertheless, the continuous growth and complexity of marine traffic is resulting in repeated occurrences of marine accidents. Recovery is very difficult in cases of human injuries or deaths caused by marine accidents due to its nature, and the scale of marine accidents is also becoming greater with advanced ship building technologies. Passenger ships, oil tankers, and other such vessels used for specific purposes requires a more detailed navigational status surveillance and analysis, and numerous research has been conducted with an objective for monitoring such special purpose vessels. However, the data elements transmitted from the ocean to the shore station are limited to AIS and ARPA. We are implementing IoT ship sensor collection and a syncing system capable of transmitting various ship sensing data to the shore station, and also proposing a Safe Navigation Status Analysis System utilizing the collected data.

• Journal of Korea Multimedia Society
• /
• v.13 no.3
• /
• pp.430-437
• /
• 2010

It is essential for living donor liver transplantation that surgeon must understand the hepatic vessel structure to improve the success rate of operation. In this paper, we extract the liver boundary without other surrounding structures such as heart, stomach, and spleen using the contrast enhanced MDCT liver image sequence. After that, we extract the major hepatic veins (left, middle, right hepatic vein) with morphological filter after review the basic structure of hepatic vessel which reside in segmented liver image region. The purpose of this study is provide the overall status of transplantation operation with size estimation of resection part which is dissected along with the middle hepatic vein. The method of liver extraction is as follows: firstly, we get rid of background and muscle layer with gray level distribution ratio from sampling process. secondly, the coincident images match with unit mesh image are unified with resulted image using the corse coordinate of liver and body. thirdly, we extract the final liver image after expanding and region filling. Using the segmented liver images, we extract the hepatic vessels with morphological filter and reversed the major hepatic vessels only with a results of ascending order of vessel size. The 3D reconstructed views of hepatic vessel are generated after applying the interpolation to provide the smooth view. These 3D view are used to estimate the dissection line after identify the middle hepatic vein. Finally, the volume of resection region is calculated and we can identify the possibility of successful transplantation operation.

• Journal of the Korean Society of Fisheries and Ocean Technology
• /
• v.36 no.1
• /
• pp.33-44
• /
• 2000

Ships in a seaway will encounter dangerous situation, such as slamming, stranding, and capsizing. The number of capsizing is small, but the loss due to them is very large from the viewpoint of human life, property, and the environmental pollution. The number of capsizing of fishing vessels is about 62% of total number of capsizing, and the half of them is originated from the operational mistake in a seaway. So the dynamics and the capsizing phenomena are to be studied, and the guide for the safe operation of a fishing vessel in a seaway are to be specified. The hydrodynamic forces consist of radiation forces (which are due to the motion of a ship), Froude-Krylov forces (which is due to the incoming waves), and diffraction forces (which is due to the wave and ship interaction). These forces are calculated by well-known strip method. Using the calculated forces, the motion of a ship in a regular sea is obtained. In the real seaway, the waves are very irregular, therefore the statistical analysis is very helpful. In this paper, using the results of the motion in a regular seaway and the wave spectrum, the motion in a irregular seaway are obtained and analyzed.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.28 no.7
• /
• pp.1169-1178
• /
• 2022

This study examines an effective operational plan of a maritime safety enforcement task that is distributed in the Ministry of Oceans and Fisheries and the Korea Coast Guard for maritime safety. Considering the sinking of the MV Sewol and Seohae vessels and the MV Hebei Spirit oil spill, normally marine safety accidents tend to not only damage human life, property, and marine environment but can also expand to disasters; therefore, precautionary measures are required. However, the Korean government takes superficial efforts in case of large-scale accidents. In case of the MV Sewol ferry, the government only focused on punishing the officials involved as a follow up and never mentioned any effective plan, such as "unification of maritime safety enforcement," in contrast to an advanced country. As a result, there are endless major and minor backward accidents. The probability of large-scale maritime accidents and backwardness accidents is increasing owing to vessels becoming large sized, high speed, and aged; sailors being unqualified; port traffic increase, development of marine leisure; and inefficiency dual marine safety systems. Therefore, based on the review of previous studies related to maritime safety, major advanced country's cases, and unified case of the vessel traffic service, this study suggests effective methods such as coastal vessel safety management, port state control and aid to navigation management, which are directly connected with maritime safety.

• Journal of Life Science
• /
• v.33 no.9
• /
• pp.703-712
• /
• 2023

Angiogenesis, the formation of blood vessels from pre-existing vessels, is a multistep process regulated by modulators of angiogenesis. It is essential for various physiological processes, such as embryonic development, chronic inflammation, and wound repair. Dysregulation of angiogenesis causes many diseases, such as cancer, autoimmune diseases, rheumatoid arthritis, cardiovascular disease, and delayed wound healing. However, the number of effective anti-angiogenic drugs is limited. Recent research has focused on identifying potential drug candidates from natural sources. For example, marine natural products have been shown to have anti-cancer, anti-oxidant, anti-inflammatory, antiviral, and wound-healing effects. Thus, this study aimed to describe the angiogenesis inhibitory effect of Hizikia fusiforms (brown algae) extract. The hexane extract of H. fusiformis has shown inhibitory effects on in vitro angiogenesis assays, such as cell migration, invasion, and tube formation in human umbilical vein endothelial cells (HUVECs). The hexane extract of H. fusiformis (HFH) inhibited in vivo angiogenesis in a mouse Matrigel gel plug assay. In addition, the protein expression of vascular endothelial growth factor (VEGF), mitogen-activated protein kinase (MAPK)/extracellular signal kinase, and AKT serine/threonine kinase 1 decreased following treatment with H. fusiformis extracts. Our results demonstrated that the hexane extract of H. fusiformis (HFH) inhibits angiogenesis in vitro and in vivo.

• Journal of Korean Neurosurgical Society
• /
• v.67 no.2
• /
• pp.146-157
• /
• 2024

Objective : Chronic subdural hematomas (cSDHs) are generally known to result from traumatic tears of bridging veins. However, the causes of repeat spontaneous cSDHs are still unclear. We investigated the changes in vasculature in the human dura mater and outer membrane (OM) of cSDHs to elucidate the cause of their spontaneous repetition. Methods : The dura mater was obtained from a normal control participant and a patient with repeat spontaneous cSDHs. The pathological samples from the patient included the dura mater and OM tightly adhered to the inner dura. The samples were analyzed with a particular focus on blood and lymphatic vessels by immunohistochemistry, 3-dimensional imaging using a transparent tissue clearing technique, and electron microscopy. Results : The dural border cell (DBC) layer of the dura mater and OM were histologically indistinguishable. There were 5.9 times more blood vessels per unit volume of tissue in the DBC layer and OM in the patient than in the normal control. The DBC layer and OM contained pathological sinusoidal capillaries not observed in the normal tissue; these capillaries were connected to the middle meningeal arteries via penetrating arteries. In addition, marked lymphangiogenesis in the periosteal and meningeal layers was observed in the patient with cSDHs. Conclusion : Neovascularization in the OM seemed to originate from the DBC layer; this is a potential cause of repeat spontaneous cSDHs. Embolization of the meningeal arteries to interrupt the blood supply to pathological capillaries via penetrating arteries may be an effective treatment option.

• Applied Chemistry for Engineering
• /
• v.35 no.3
• /
• pp.239-247
• /
• 2024

When a fire occurs on a naval vessel, rapid suppression and control are essential to mitigate potential human and material losses. Due to the nature of naval vessels, the risk of fuel fires is significant, making the use of aqueous film-forming foam (AFFF) crucial for effective fire suppression. Additionally, the possibility of fires occurring within compartments on the vessel must also be considered. Understanding the trajectory and application range of AFFF in such environments is vital, necessitating the design of firefighting systems tailored to compartmental conditions. In this study, an analysis was conducted to investigate the feasibility of applying spray height and angle for AFFF using computational fluid dynamics (CFD) methodology as a validation tool. Based on these findings, CFD analysis results applicable to compartment environments on naval vessels were obtained. These results will serve as the foundation for the development of firefighting systems capable of promptly responding to fuel fires within naval vessel compartments.

• Journal of Environmental Policy
• /
• v.7 no.3
• /
• pp.89-120
• /
• 2008

With petroleum being a major source of energy in Korea, the quantity of petroleum transported via ocean routes is on its way up due to increased consumption. Due to the increase, more than 300 cases of pollution caused by petroleum occur annually. Moreover, the number of oil-spill accidents is also on the rise. Causes of such accidents, not including the disposal of waste oil on purpose, turn out to be human error during navigation or defects in the vessels, showing that most accidents are caused by humans. Therefore, to prevent future oil spills, it is imperative that navigation efficiency be enhanced by improving the quality of navigators and replacing old vessels with newer ones. Nevertheless, such improvements cannot occur overnight, so long- and mid-term efforts should be made to achieve it institutionally. As large-scale oil-spill accidents can happen at anytime along the coastal waters of Korea, it is necessary to set-up institutional devices which go beyond the compensation limit of 92FC. The current special law regarding this issue has its limits in that it prescribes compensation be supplemented solely by national taxes. Therefore, the setting-up of a new 'national fund' is recommended for consideration rather than to subscribe to the '2003 Convention for the Supplementary Fund'. It is strongly suggested that a National fund be created from fees collected from oil companies based on the risks involved in oil transportation and according to the profiteers pay principle. In addition, a public fund should be created to handle general environmental damage, such as the large-scale destruction of the ecosystem, which is distinct from the economic damage that harms the local people. The posterior responses to the large-scale oil spill have always been unsatisfactory because of the symbolic nature of the disasters included in such accidents. Oil-spills can be prevented in advance, because they are caused by human beings. But once they occur, they inflict long-term damage to both human life and the natural ecosystem. Therefore, the best response to future oil-spills is to work to prevent them.