• Archives of Reconstructive Microsurgery
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• v.7 no.2
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• pp.146-156
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• 1998

Microvascular surgery has been widely used clinically for over 30 years. Although many types of free skin and myocutaneous flap are being used at present, surgeons are still looking for new flaps to suit the specific requirements of different recipient sites, to reduce the deformity at the donor site, to ease the management of the flap and to increase the success rate of those operations. The lateral thigh free flap was designed and reported simultaneously with the medial thigh free flap by Baek in 1983. The flap, based on the third perforator of the profunda femoris artery. is designed on the posterolateral aspect of the distal thigh. Clinically, the vascular variations and the locations of perforators of this system can be determined preoperatively with simple angiograms and Dopper audiometry. The lateral thigh free flap is suitable for reconstruction of defects in an oral floor with tongue and esophageal deficits, scalp defects with dural defects, and large full thickness defects of the lip. The advantages of this flap are safe elevation, a long vascular pedicles with a large lumen, skin that is generally thin, and good pliability. Furthermore, the skin territory is very wide and long. The donor site is hidden and therefore more acceptable to the patient. The disadvantage of this flap is that the anatomy of the pedicle vessels has irregular derivation from the main vessel. We had reconstructed lateral thigh free flap to the nine patients from January, 1997 to July, 1998 and got satisfactory results. In this paper we illustrate the arterial anatomy of the thigh and usefulness of this flap for the reconstruction of the head and neck.

• Proceedings of KOSOMES biannual meeting
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• 2005.05a
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• pp.147-154
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• 2005

The ship plating is generally subjected to combined in-plane load and lateral pressure loads. In-plane loads include axial load and edge shear, which are mainly induced by overall hull girder bending and torsion of the vessel. Lateral pressure is due to water pressure and cargo. These load components are not always applied simultaneously, but more than one can normally exist and interact Hence, for more rational and safe design of ship structures, it is of crucial importance to better understand the interaction relationship of the buckling and ultimate strength for ship plating under combined loads. Actual ship plates are subjected to relatively small water pressure except for the impact load due to slamming and panting etc. The present paper describes an accurate and fast procedure for analyzing the elastic-plastic large deflection behavior up to the ultimate limit state of ship plates under combined loads. In this paper, the ultimate strength characteristics of plates under axial compressive loads and lateral pressure loads are investigated through ANSYS elastic-plastic large deflection finite element analysis with varying lateral pressure load level.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.5
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• pp.552-557
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• 2015

A numerical simulation studies were performed to investigate a manoeuvring characteristics as function of stern hull form with the mathematical model. In order to consider the effect of the stern hull form and obtain the manoeuvring characteristics, a parameter($C_{wa}$) which is aft. water plane area coefficient is modified. Because modifying $C_{wa}$(${\pm}2%$) means that the stern hull form is modified to V-type or U-type, the numerical simulation was performed with this modified $C_{wa}$. A changing trend for the manoeuvring characteristics not only in deep water but also in shallow water such as directional stability, turning and zig-zag was investigated and presented as the results. Present study showed that the manoeuvrability in shallow water largely changed when the draught and water depth ratio(=d/H) become 0.5, and the stern hull form can affect to the manoeuvrability of a vessel navigating in restricted water depth. In addition, it showed that approaching the stern hull to U-type makes the advance and tactical diameter of turning motion large and the overshoot angle of zig-zag motions small. Otherwise, it showed approaching the stern hull form to V-type makes the advance and tactical diameter of turning motion small and the overshoot angle of zig-zag motions large in the present study.

• Journal of the Korean Society of Marine Environment & Safety
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• v.12 no.1 s.24
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• pp.67-74
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• 2006

The ship plating is generally subjected to combined in-plane load and lateral pressure loads. In-plane loads include axial load and edge shear, which are mainly induced by overall hull girder bending and torsion rf the vessel. Lateral pressure is due to water pressure and cargo. These load components are not always applied simultaneously, but more than one can normally exist and interact. Hence, for more rational and safe design rf ship structures, it is of crucial importance to better understand the interaction relationship of the buckling and ultimate strength for ship plating under combined loads. Actual ship plates are subjected to relatively small water pressure except for the impact load due to slamming and panting etc. The present paper describes an accurate and fast procedure for analyzing the elastic-plastic large deflection behavior up to the ultimate limit state of ship plates under combined loads. In this paper, the ultimate strength characteristics of plates under axial compressive loads and lateral pressure loads are investigated secondary buckling behavior through ANSYS elastic-plastic large deflection finite element analysis with varying lateral pressure load level.

• Journal of Korean Neurosurgical Society
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• v.62 no.5
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• pp.545-550
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• 2019

Objective : Penumbra ACE68 reperfusion catheter is a new large bore aspiration catheter used for reperfusion of large vessel occlusion. The objective of this study was to investigate the efficacy of this catheter in comparison to that of previous Penumbra catheters in patients with acute ischemic stroke related to internal carotid artery (ICA) occlusion. Methods : Data of all eligible patients who received endovascular treatment (EVT) for ICA occlusion using Penumbra aspiration catheters between January 2015 and December 2018 were retrospectively reviewed. After dividing into two groups according to use of penumbra ACE68, baseline characteristics of patients, successful recanalization rate, puncture to recanalization time, and switch to stent base technique rate were assessed. Successful recanalization was defined by a thrombolysis in cerebral infarction (TICI) score ${\geq}2b$ and favorable functional outcome was defined according to modified Rankin scale (score, 0-2). Results : ACE68 reperfusion catheter was used in 29 of 75 eligible patients (39%). The puncture to recanalization time was significantly shorter ($26{\pm}18.2$ minutes vs. $40{\pm}24.9$ minutes, p=0.011) and the rate of switch to stent-based retrieval was significantly lower (3% vs. 20%, p=0.046) in ACE68 catheter group. Moreover, although not statistically significant, the successful recanalization rate was higher (83% vs. 76%, p=0.492) in ACE68 catheter group. Favorable functional outcome was observed in 48% of patients treated with ACE68 reperfusion catheter and in 30% of patients treated using other Penumbra systems (p=0.120). Baseline Alberta Stroke Program Early CT Scores ${\geq}8$ (odds ratio [OR], 9.74; 95% confidence interval [CI], 1.72-54.99; p=0.010) and successful recanalization (OR, 10.20; 95% CI, 1.13-92.46; p=0.039) were independent predictors of favorable outcome. Conclusion : EVT using ACE68 reperfusion catheter can be considered a first-line therapy in patients with acute ICA occlusion as it can achieve rapid recanalization and reduce the frequency of conversion to stent-retrieve therapy.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.7
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• pp.930-938
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• 2018

Underwater noise radiated from submarines is directly related to the probability of being detected by the sonar of an enemy vessel. Therefore, minimizing the noise of a submarine is essential for improving survival outcomes. For modern submarines, as the speed and size of a submarine increase and noise reduction technology is developed, interest in flow noise around the hull has been increasing. In this study, a noise analysis technique was developed to predict flow noise generated around a submarine shape considering the free surface effect. When a submarine is operated near a free surface, turbulence-induced noise due to the turbulence of the flow and bubble noise from breaking waves arise. First, to analyze the flow around a submarine, VOF-based incompressible two-phase flow analysis was performed to derive flow field data and the shape of the free surface around the submarine. Turbulence-induced noise was analyzed by applying permeable FW-H, which is an acoustic analogy technique. Bubble noise was derived through a noise model for breaking waves based on the turbulent kinetic energy distribution results obtained from the CFD results. The analysis method developed was verified by comparison with experimental results for a submarine model measured in a Large Cavitation Tunnel (LCT).

• Journal of Navigation and Port Research
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• v.46 no.4
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• pp.331-337
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• 2022

In 2021, the Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (GESAMP), a U.N. advisory research institute, cited container loss as one of six sources of marine litters in shipping. The sinking of the X-P ress Pearl in May 2021 caused a catastrophic environmental pollution accident in which the loaded containers were moved to the shore, and the plastic pellets were loaded inside covered the coast of Sri Lanka. With this history, the International Maritime Organization (IMO) will discuss prevention and follow-up measures for container loss during ship voyages, as an agenda at the 8th Sub Committee on Carriage of Cargoes and Containers meeting in September 2022. To establish Korea's response direction at the IMO meeting, this study identified major causes of container loss accidents, and considered the response through analysis based on the accident investigation report and related professional data. As a result, it was found that the major cause of container loss during voyages was the enlargement of container ships, bad weather, and poor loading of containers. In particular, the need to prepare countermeasures for the deterioration of the operational safety of large container ships due to bad weather was identified. Additionally, integrated monitoring of the implementation of international conventions is required, for the safe sea transportation of container cargo. In particular, in terms of preservation of the marine environment, it is necessary to supplement the system for the recovery of lost containers. Finally, it was found that it is necessary to establish systems that can complement each other in the shipbuilding and shipping industries, in terms of shipbuilding as well as ship operation, to fundamentally prevent container loss accidents at sea. It is judged that it is difficult to resolve the various factors of container loss at sea during voyages, by responding from an individual perspective.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2023.05a
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• pp.121-122
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• 2023

As containerized maritime transport began in earnest, the size of container ships has steadily increased, and recently, the operation of 24,000 TEU-class vessels has become regular. However, concerns about the efficiency and productivity of such mega container ships from a port operational perspective have continued to be raised. The 10^th Busan International Port Conference requested an in-depth study on the trends of container ship enlargement by analyzing the order status of ultra-large container ships from major global liners. Generally, the factor that drives the upsizing of ships is the realization of economies of scale that lowers transportation costs per TEU, which leads to a higher level of cost reduction per unit transportation compared to the increase in fuel consumption due to transporting large amounts of cargo with a single ship. However, it is necessary to examine whether this trend of container vessel enlargement is feasible for port operations. To this end, this study compares and analyzes the productivity and efficeiency of different ship sizes to evaluate the effect of ship size on port operations.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2023.11a
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• pp.72-73
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• 2023

As containerized maritime transport began in earnest, the size of container ships has steadily increased, and recently, the operation of 24,000 TEU-class vessels has become regular. However, concerns about the efficiency and productivity of such mega container ships from a port operational perspective have continued to be raised. The 10th Busan International Port Conference requested an in-depth study on the trends of container ship enlargement by analyzing the order status of ultra-large container ships from major global liners. Generally, the factor that drives the upsizing of ships is the realization of economies of scale that lowers transportation costs per TEU, which leads to a higher level of cost reduction per unit transportation compared to the increase in fuel consumption due to transporting large amounts of cargo with a single ship. However, it is necessary to examine whether this trend of container vessel enlargement is feasible for port operations. To this end, this study compares and analyzes the productivity and efficeiency of different ship sizes to evaluate the effect of ship size on port operations.

• Journal of the Korean Society of Radiology
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• v.84 no.4
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• pp.809-823
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• 2023

Trauma is an injury to the body that involves multiple anatomical and pathophysiological changes caused by forces acting from outside the body. The number of patients with trauma is increasing as our society becomes more sophisticated. The importance and demand of traumatology are growing due to the development and spread of treatment and diagnostic technologies. In particular, damage to the large blood vessels of the chest can be life-threatening, and the sequelae are often severe; therefore, diagnostic and therapeutic methods are becoming increasingly important. Trauma to nonaortic vessels of the thorax and aorta results in varying degrees of physical damage depending on the mechanism of the accident and anatomical damage involved. The main damage is hemorrhage from non-aortic vessels of the thorax and aorta, accompanied by hemodynamic instability and coagulation disorders, which can be life-threatening. Immediate diagnosis and rapid therapeutic access can often improve the prognosis. The treatment of trauma can be surgical or interventional, depending on the patient's condition. Among them, interventional procedures are increasingly gaining popularity owing to their convenience, rapidity, and high therapeutic effectiveness, with increasing use in more trauma centers worldwide. Typical interventional procedures for patients with thoracic trauma include embolization for non-aortic injuries and thoracic endovascular aortic repair for aortic injuries. These procedures have many advantages over surgical treatments, such as fewer internal or surgical side effects, and can be performed more quickly than surgical procedures, contributing to improved outcomes for patients with trauma.