• 대한공업교육학회지
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• v.41 no.1
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• pp.68-87
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• 2016

This research conducted a survey for total 166 teachers of schools so as to analyze validity and satisfaction for performance objectives of SMB administration subsidy the HRDP and the CEP in Specialized High School. The results of research are as follows. First, teachers recognize that purpose of HRDP is to expand employment of specialized high school and provide human resource of SMB. And, they recognize that HRDP is important to improve school outcomes and makes a positive effect on the improvement of school outcomes. Second, teachers recognize that objectives of HRDP are improvement of student's understanding for SMB, improvement of teacher's understanding for SMB, improvement of SMB's understanding of school, cultivation of student's occupational view, systematization of career guiding program based on employment process, strengthening of industry-academia cooperation education, improvement of the level of student's skill, fulfillment of workplace experience and practice focusing workplace learning, training of customized human resource for SMB, improvement of student's adaptation to the workplace, improvement of employment rate for SMB, expansion of job opportunities for students with SMB, preparation of the base of connection between school and SMB, publicity of school, expansion of opportunities to cooperate between SMB and school, establishment of cooperative system among industrial association and school, introduction and operation of the employment connective model for joint education and employment, strengthening of field professionalism of teachers. However, satisfaction for the achievement of objectives of HRDP except for strengthening of industry-academia cooperation education and improvement of employment rate for SMB is relatively lower than the validity. Third, teachers in charge of human resource training business of middle and small sized company's specialized high school recognize that objectives of CEP are expansion of job opportunities for students with SMB, excavation of good-quality SMB, expansion of opportunities to cooperate between SMB and school, fulfillment of workplace learning, improvement of student's major foundation and in-depth skill, improvement of literacy, math, teamwork and communication abilities for students' job performance, improvement of student's working attitude and student's proper career exploration decision. However, satisfaction for achievement of objectives of CEP is relatively lower than the validity.

• Journal of the Korean Institute of Navigation
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• v.4 no.2
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• pp.45-79
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• 1980

The aim of this paper is to analyze the mechanics of price formation in the tramp shipping. For the purpose of this study, the main characteristics of tramp freight rates and the market is examined, and a brief examination of the nature ofthe costs of operation is given which are essential for the understanding of the functioning of shipping firms as well as for the understanding of developments in the tramp freight market. The demand and supply relationships in the market is also analysed in detail. Tramp shipping is an industry that has a market which functions under conditions that are not dissimilar to the theoretical model of perfect competition. However, it does notmean that tramp shipping market is a perfectly competitive market. It is apparent that this realworld competitive system has its imperfections, which means that the market for tramp shipping is near to being a perfectly competitive market on an internaitonal scale and it is freight are therefore subjext to the laws of supply and demand. In theory, the minimum freight rate in the short term is that at which the lowest cost vessels will lay-up in preference to operating, and is equal to the variable costs minus lay-up costs; and this would imply that in all times except those of full employment for ships there is a tendency for newer low-cost, and, probably, faster vessels to be driving the older high-cost vessels in the breaker's yards. In this case, shipowners may be reluctant to lay-up their ships becasue of obligations to crews, or because they would lose credibility with shippers or financiers, or simply because of lost prestige. Mainly, however, the decision is made on strictly economic grounds. When, for example, the total operating costs minus the likely freight earnings are greater than the cost of taking the ship out of service, maintaining it, and recommissioning it, then a ship may be considered for laying-up; shipowners will, in other words, run the ships at freight earnings below operating costs by as much as the cost of laying them up. As described above, the freight rates fixed on the tramp shipping market are subject to the laws of supply and demand. In other words, the basic properties of supply and demand are of significance so far as price or rate fluctuations in the tramp freight market are concerned. In connection with the same of the demand for tramp shipping services, the following points should be brone in mind: (a) That the magnitude of demand for sea transport of dry cargoes in general and for tramp shipping services in particular is increasing in the long run. (b) That owning to external factors, the demand for tramp shipping services is capable of varying sharphy at a given going of time. (c) The demad for the industry's services tends to be price inelastic in the short run. On the other hand the demand for the services offered by the individual shipping firm tends as a rule to be infinitely price elastic. In the meantime, the properties of the supply of the tramp shipping facilities are that it cannot expand or contract in the short run. Also, that in the long run there is a time-lag between entrepreneurs' decision to expand their fleets and the actual time of delivery of the new vessels. Thus, supply is inelastic and not capable of responding to demand and price changes at a given period of time. In conclusion, it can be safely stated that short-run changes in freight rates are a direct result of variations in the magnitude of demand for tramp shipping facilities, whilest the average level of freight rates is brought down to relatively low levels over prolonged periods of time.

• Journal of Chest Surgery
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• v.39 no.3 s.260
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• pp.208-213
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• 2006

Background: The prevalence of anastomotic complication is related to anastomotic procedure or site in esophageal cancer operation. We studied the anastomotic leakage and stricture related to the anastomotic procedure & site in patients who received the esophageal resection and reconstruction for esophageal cancer. Material and Method: The anastomotic procedure, site and complication of 321 patients who received the esophageal reconstruction from August 1993 to May 2003 were investigated. Mean age was 64.5$\pm$4.9 (37${\~}$94) years, 300 patients ($93.5\%$) were male and 21 patients were female ($6.5\%$). Result: There were 7 anastomotic leakages ($2.2\%$) and no difference in anastomotic site (cervical anastomosis $4.1\%$, thoracic anastomosis $1.6\%$) and procedure (stapler technique $1.6\%$, semi-staple technique $9.1\%$, hand-sewn technique $0.0\%$). There were 52 anastomotic strictures ($16.2\%$), differences in sites (cervical anastomosis $2.7\%$, thoracic anastomosis $20.2\%$) (p < 0.001) and procedure (stapler technique $20.0\%$, semi-stapler technique $3.0\%$, hand-sewn technique $4.7\%$). And the stapler technique showed higher stricture rate (p < 0.001). Conclusion: Anastomotic technique was less related to anastomotic leakage in esophageal reconstruction for esophageal cancer. However, stapler technique had higher stricture rate than other techniques. Therefore, we suggest that the anastomotic technique be improved to reduce anastomotic stricture.

• Journal of Chest Surgery
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• v.34 no.6
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• pp.477-484
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• 2001

Background: Initial symptoms for esophageal perforation have not been clarified, but when there is no early diagnosis and proper treatment to follow immediately after the diagnosis, it is fatal for the patients. Therefore, this study attempted to discover the factors that influence the prognosis of esophageal perforation to contribute to the improvement of the treatment result. Material and Method: The subjects of this study are 32 patients who came to the hospital with esophageal perforation from October, 1984 to June, 2000. This study examined the items for clinical observation such as patients' sex, age, cause of the perforation, perforation site, the time spent until the beginning of the treatment, symptoms caused by the perforation and its complication, and treatment methods. This study tried to find out the relationship between the survival of patients and each item. Result: There were 24 male and 8 female patients and their mean age was 49.7+16.4. For the causes of perforation, there were 14 cases(43%) of iatrogenic perforation, which ranked first, caused by the medical instrument operation and surgical damage. As for the perforation sites, thoracic esophagus was the most common site(26 cases of 81.2%) and chest pain was the most frequent symptom. The complication caused by esophageal perforation showed the highest cases in the order of mediastinitis, empyema, sepsis and peritonitis. After the treatment, there were 23 cases of survival and 9 cases of mortality. The total mortality rate was 28.1% and the main causes of mortality were sepsis and acute respiratory distress syndrome(ARDS). As for the treatment, 8 cases(25.0%) treated the perforation successfully using conservative treatment only. As for the surgical treatment, there were 5 cases(15.6%) of cervical drainage, 7 cases (21.8%) of primary repair and 12 cases(37.5%) of esophageal reconstruction after performing an exclusion-diversion. There were 18 cases(56.2%) of complete treatment of esophageal perforation at its initial treatment and in 14 cases(43.8%) of treatment failure at its initial treatment, patients were completely cured in the next treatment stage or died during the treatment. The cases of perforation in thoracic esophagus, complication into severe mediastinitis or sepsis and the cases of failure at initial treatment showed a statistically significant mortality rate (p<0.05).

• Journal of Chest Surgery
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• v.40 no.6 s.275
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• pp.414-419
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• 2007

Background: Replacing the ascending aorta is a standard surgical option for treating acute type A aortic dissection. But replacing the aortic arch has recently been reported as an acceptable procedure for this disease. We compared the effects of aortic arch replacement for treating acute type A aortic dissection with the effects of ascending aortic replacement. Material and Method: From 2002 to 2006, 25 patients undewent surgical treatment for acute type A aortic dissection, 12 patients undewent ascending aortic replacement and 13 patients underwent aortic arch replacement. Among the aortic arch group, an additional distal stent-graft was inserted during the operation in 5 patients. 19 patients (11 arch replaced patients and 8 ascending aortic replaced patients) were followed up at the out patient clinic for an average of $756{\pm}373$ days. All the patients undewent CT scanning and we analyzed their distal aortic segments. Result: 4 patients who underwent ascending aortic replacement died, so the overall mortality rate was 16%. Among the 11 long term followed-up arch replacement patients, 2 patients (18.1 %) developed distal aortic dilatation and one of them underwent thoracoabdominal aortic replacement later on. However, among the 8 the ascending aortic replaced patients, 5 patients (62.5%) developed distal aortic dilatation. Conclusion: Aortic arch replacement is one of the safe options for treating acute type A aortic dissection. Aortic arch replacement for treating acute type A aortic dissection could contribute to a reduced distal aortic dilatation rate and fewer secondary aortic procedures.

• Journal of Korean Society of Transportation
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• v.22 no.6
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• pp.133-144
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• 2004

A model and a measure which can evaluate the risk of rear end collision are developed. Most traffic accidents involve multiple causes such as the human factor, the vehicle factor, and the highway element at any given time. Thus, these factors should be considered in analyzing the risk of an accident and in developing safety models. Although most risky situations and accidents on the roads result from the poor response of a driver to various stimuli, many researchers have modeled the risk or accident by analyzing only the stimuli without considering the response of a driver. Hence, the reliabilities of those models turned out to be low. Thus in developing the model behaviors of a driver, such as reaction time and deceleration rate, are considered. In the past, most studies tried to analyze the relationships between a risk and an accident directly but they, due to the difficulty of finding out the directional relationships between these factors, developed a model by considering these factors, developed a model by considering indirect factors such as volume, speed, etc. However, if the relationships between risk and accidents are looked into in detail, it can be seen that they are linked by the behaviors of a driver, and depending on drivers the risk as it is on the road-vehicle system may be ignored or call drivers' attention. Therefore, an accident depends on how a driver handles risk, so that the more related risk to and accident occurrence is not the risk itself but the risk responded by a driver. Thus, in this study, the behaviors of a driver are considered in the model and to reflect these behaviors three concepts related to accidents are introduced. And safe stopping distance and accident occurrence probability were used for better understanding and for more reliable modeling of the risk. The index which can represent the risk is also developed based on measures used in evaluating noise level, and for the risk comparison between various situations, the equivalent risk level, considering the intensity and duration time, is developed by means of the weighted average. Validation is performed with field surveys on the expressway of Seoul, and the test vehicle was made to collect the traffic flow data, such as deceleration rate, speed and spacing. Based on this data, the risk by section, lane and traffic flow conditions are evaluated and compared with the accident data and traffic conditions. The evaluated risk level corresponds closely to the patterns of actual traffic conditions and counts of accident. The model and the method developed in this study can be applied to various fields, such as safety test of traffic flow, establishment of operation & management strategy for reliable traffic flow, and the safety test for the control algorithm in the advanced safety vehicles and many others.

• Radiation Oncology Journal
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• v.23 no.2
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• pp.92-97
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• 2005

Purpose : Reports on the outcome of curative radiotherapy for the primary hepatocellular carcinoma (HCC) are rarely encountered in the literature. in this study, we report our experience of a clinical trial where fractionated stereotactic radiotherapy (SRT) was used in treating a primary HCC. Materials and Methods : A retrospective analysis was peformed on 20 patients who had been histologically diagnosed as HCC and treated by fractionated SRT. The long diameter of tumor measured by CT was $2\~6.5$ cm (average: 3.8 cm). A single dose of radiation used in fractionated SRT was S or 10 Gy: each dose was prescribed based on the planning target volume and normalized to $85\~99\%$ isocenter dose. Patients were treated $3\~5$ times per week for 2 weeks, with each receiving a total dose of 50 Gy (the median dose: 50 Gy). The follow up period was $\~55$ months (the median follow up period: 23 months). Results : The response rate was $50\%$ (12 patients), with 4 patients showing complete response ($20%$), 8 patients showing partial response ($40\%$), and 8 patients showing stable disease ($40\%$). The 1-year and 2-year survival rates were $70.0\%$ and $43.1\%$, respectively, and the median survival time was 20 months. The 1-year and 2-year disease free survival rates were $65\%$ and $32.5\%$, respectively, and the median disease-free survival rate was 19 months. Some acute complications of the treatment were noted as follows: dyspepsia in 12 patients ($60\%$), nausea/emesis in 8 patients ($40\%$), and transient liver function impairment in 6 patients ($30\%$). However, there was no treatment related death. Conclusion : The study indicates that fractionated SRT is a relatively safe and effective method for treating primary HCC. Thus, fractionated SRT may be suggested as a local treatment for HCC of small lesion and containing a single lesion, when the patients are inoperable or operation is refused by the patients. We thought that fractionated SRT is a challenging treatment modality for the HCC.

• Journal of Mushroom
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• v.19 no.3
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• pp.210-215
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• 2021

For sterilization of microorganisms of the Listeria genus contaminating enoki mushroom, pilot mushroom grower equipped with air sterilization devices were developed. Sterilization experiments were performed using physical and chemical treatments. Internal temperature and humidity were controlled, maintaining 6.62℃±0.30 in the upper shelves, 6.46℃±0.24 in the middle shelves, and 6.48℃±0.25 in the lower shelves. Humidities were 79.97%±4.42, 79.43%±4.06, and 79.94±4.30%, respectively, with a temperature setting of 6.5℃, and a relative humidity of 75%. A suitable enoki mushroom cultivation stage for air sterilizer application was during the growth stage, with temperature in the 6.5~8.5℃ range, and humidity of 70~80%. At these same internal conditions, the ozone concentration in the mushroom cultivator was found to be 160 ppb during ion-cluster generator operation. After physical sterilization, the Listeria innocua survival rate was 0.1 to 0.9% using ion cluster sterilization, and 9.3 to 10.6% using UV air sterilization. The Listeria innocua survival rates on different materials were 9.3~10.6% on the metal specimen, and 9.9~16.2% on the plastic wrapper. The survival rate was particularly high on the rough side of the plastic wrapper. Ion cluster air sterilization is a labor-saving and effective method for suppressing the occurrence of Listeria bacteria on mushroom growers walls and shelves. For the plastic wrapper, chemical sterilization is more effective than physical sterilization.

• Economic and Environmental Geology
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• v.54 no.2
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• pp.233-245
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• 2021

Many studies on the microstructures in rocks have been conducted using experimental methods with various equipment as well as natural rock studies to see the development of microstructures and understand their mechanisms. Grain boundary migration of mineral aggregates in rocks could cause grain growth or grain size changes during metamorphism or deformation as one of the main recrystallization mechanisms. This study suggests improved ways regarding the analog material experiments with reformed equipment to see sequential observations of these grain boundary migration. It can be more efficient than the existing techniques and carry out an appropriate microstructure analysis. This reformed equipment was implemented to enable optical manipulation by mounting polarizing plates capable of rotating operation on a stereoscopic microscope and a deformation rig capable of experimenting with analog materials. The equipment can automatically control the temperature and strain rate of the deformation rig by microcontrollers and programming and can take digital photomicrographs with constant time intervals during the experiment to observe any microstructure changes. The composite images synthesized using images by rotated polarizing plates enable us to see more accurate grain boundaries. As a rock analog material, norcamphor(C7H10O) was used, which has similar birefringence to quartz. Static grain growth and simple shear deformation experiments were performed using the norcamphor to verify the effectiveness of the equipment. The static grain growth experiments showed the characteristics of typical grain growth behavior. The number of grains decreases and the average grain size increases over time. These case experiments also showed a clear difference between the growth curves with three temperature conditions. The result of the simple shear deformation experiment under the medium temperature-low strain rate showed no significant change in the average grain size but presented the increased elongation of grain shapes in the direction of about 53° regarding the direction perpendicular to the shearing direction as the shear strain increases over time. These microstructures are interpreted as both the plastic deformation and the internal recovery process in grains are balanced by the deformation under the given experimental conditions. These experiments using the reformed equipment represent the ability to sequentially observe changing the microstructure during experiments as desired in the tests with the analog material during the entire process.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.29 no.1D
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• pp.25-32
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• 2009

Currently, various types of TDM (Transportation Demand Management) policies are being studied and implemented in an attempt to overcome the limitations of supply oriented policies. In this context, this paper addressed issues of effectiveness and possible domestic implementation of the HOT lane. The possible site of implementation selected for this simulation study is part of the Kyung-bu freeway, where a dedicated bus lane is currently being operated. Minimum length of distance required in between interchanges and access points of the HOT lane for vehicles to safely enter and exit the lane, and traffic management policies for effectively managing the weaving traffic trying to enter and exit the HOT lane were presented. A 5.2km section of freeway from Ki-heuing IC to Suwon IC and a 8.3km section from Hak-uei JC to Pan-gyo JC have been selected as possible sites of implementation for the HOT lane, in which congestion occurs regularly due to the high level of travel demand. VISSIM simulation program has been used to analyze the effects of the HOT lane under the assumption that one-lane HOT lane has been put into operation in these sections and that the lane change rate were in between 5% to 30%. The results of each possible scenario have proven that overall travel speed on the general lanes have increased as well by 1.57~2.62km/h after the implementation of the HOT lane. It is meaningful that this study could serve as a basic reference data for possible follow-up studies on the HOT lane as one effective method of TDM policies. Considering that the bus travel rate would continue increase and assuming the improvement in travel speed on general lanes, similar case study can be implemented where gaps between buses on bus lane are available, as a possible alternative of efficient bus lane management policies.