• 대한소아치과학회지
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• 제48권3호
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• pp.291-301
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• 2021

이 연구의 목적은 발거 된 매복 상악 과잉치에서 얻은 치수유래 줄기세포의 초기 계대와 후기 계대의 상아질모세포 유전자의 특성을 알아보는 것이다. 전신 의과 병력이 없는 6 - 9세 사이의 남녀아이 12명에게서 서면동의를 얻고 모두 상악에 위치한 과잉치를 발거하여 당일 발거된 과잉치의 치수세포를 채취하였다. 12개의 세포를 각각 3계대와 10계대에서 골형성 유도 분화제를 처리한 군과 처리하지 않은 군을 나누어 실시간 중합효소 연쇄반응을 시행하여 상아질모세포의 특성을 알아보았다. 사용된 유전자는 osteonectin (ONT), alkaline phosphatase (ALP), osteocalcin (OCN), dentin matrix protein 1 (DMP-1), 그리고 dentin sialophosphoprotein (DSPP)였다. 유전자 발현양은, 분화제를 처리하지 않은 군 3계대에서는 ONT, ALP, OCN, DMP-1, DSPP순서로 많이 발현하였다. 분화제를 처리하지 않은 군 10계대에서는 ONT, DMP-1, OCN, ALP, DSPP순으로 ONT, OCN, DSPP의 순서에는 변화가 없지만 ALP, DMP-1의 순서는 서로 바뀌었다. 이상의 결과를 종합해 볼 때, ALP와 DMP-1은 3계대와 10계대 세포의 분화를 위한 중요한 표지자로 사용될 수 있다. 과잉치 치수유래 줄기세포는 상아질모세포의 특성을 가지며, 또한 과잉치가 어린 나이에 발거되고 10계대까지 소요되는 시간이 적게 걸린다는 것을 고려하면, 과잉치는 치아 유래 줄기세포의 공여부로서 훌륭한 활용가능성이 있음을 확인하였다.

• Strategy21
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• 통권43호
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• pp.29-55
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• 2018

Arctic sea ice has been retreating as a result of the global warming. Arctic sea ice extent for April 2018 averaged 13.71 million square kilometers. This figure shows far less sea ice compared to the average extent from 1981 to 2010. Meanwhile, 287 times of maritime transits through the Northwest Passage have been made during the 2017 and the first ship traversed the Northern Sea Route without the assistant of ice-breaker in August 2017. Commercialization of the Arctic Passage means significant economic and strategic advantages by shortening the distance. In this article, 'Arctic Passage' means Northern Sea Route along the Arctic coast of Russia and Northwest Passage crossing Canadian Arctic Ocean. As climate changes, the potential feasibility of the Arctic Passage has been drawing international attention. Since navigation in this area remains hazardous in some aspects, IMO adopted Polar Code to promote safe, secure and sustainable shipping through the Arctic Passage. Futhermore, Russia and Canada regulate foreign vessels over the maritime zones with the authority to unilaterally exercise jurisdiction pursuant to the Article 234 of UNCLOS. The dispute over the navigation regime of the arctic passage materialized with Russia proclaimed Dmitrii Laptev and Sannikov Straits as historically belong to U.S.S.R. in the mid 1960s and Canada declared that the waters of the passage are historic internal waters in 1973 for the first time. So as to support their claims, In 1985, Russia and Canada established straight baseline including Northern Sea Route and Northwest Passage. The United States has consistently protested that the Northern Sea Route and Northwest Passage are straits used for international navigation which are subject to the regime of transit passage. Firstly, it seems that Russia and Canada do not meet the basic requirements for acquiring a historic title. Secondly, since the Law of the Sea had adopted before the establishment of straight baseline over the Russian Arctic Archipelago and the Canadian Arctic Archipelago, Ships can exercise at least the right of innocent passage. Lastly, Northern Sea Route and Northwest Passage have fulfilled the both geographical and functional criteria pertaining to the strait used for international navigation under the international law. Especially, should the arctic passage become commercially viable, it can be expected to accumulate the functional criterion. Russia and Canada regulate the ships navigate in their maritime zones by adopting the higher degree of an environmental standard than generally accepted international rules and standard mainly under the Article 234 of UNCLOS. However, the Article 234 must be interpreted restrictively as this contains constraint on the freedom of navigation. Thus, it is reasonable to consider that the Article 234 is limited only to the EEZ of coastal states. Therefore, ships navigating in the Arctic Passage with the legal status of the territorial sea and the international straits under the law of the sea have the right of innocent passage and transit passage as usual.

• 대한설비공학회:학술대회논문집
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• 대한설비공학회 2008년도 동계학술발표대회 논문집
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• pp.67-70
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• 2008

As a part of the project on road tunnel fire safety system development, Quantitative Risk Assessment program was developed. In this study, We carried out Quantitative Risk Assessment with this program by using a factor of cross passage interval, warning announcement time and congestion ratio etc for 1km tunnel with natural ventilation. In the case of 250m below of cross passage interval, Risk value due to warning announcement time was a slightly changed. but if cross passage interval is more than 250m, expected fatalities in the same HRR(heat release rate) was sharp increased. As a result, Quantitative Risk Assessment program which was developed in this research project is possible to risk assessment with ventilation type, cross passage for evacuation and detection system response property etc. hereafter, this program look forward to use as a tool for road tunnel performance based design.

• 해양환경안전학회지
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• 제29권3호
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• pp.281-287
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• 2023

Establishing a ship's passage plan is an essential step before it starts to sail. The research related to the automatic generation of ship passage plans is attracting attention because of the development of maritime autonomous surface ships. In coastal water navigation, the land, islands, and navigation rules need to be considered. From the path planning algorithm's perspective, a ship's passage planning is a global path-planning problem. Because conventional global path-planning methods such as Dijkstra and A^* are time-consuming owing to the processes such as environmental modeling, it is difficult to modify a ship's passage plan during a voyage. Therefore, the D^* algorithm was used to address these problems. The starting point was near Busan New Port, and the destination was Ulsan Port. The navigable area was designated based on a combination of the ship trajectory data and grid in the target area. The initial path plan generated using the D^* algorithm was analyzed with 33 waypoints and a total distance of 113.946 km. The final path plan was simplified using the Douglas-Peucker algorithm. It was analyzed with a total distance of 110.156 km and 10 waypoints. This is approximately 3.05% less than the total distance of the initial passage plan of the ship. This study demonstrated the feasibility of automatically generating a path plan in coastal navigation for maritime autonomous surface ships using the D^* algorithm. Using the shortest distance-based path planning algorithm, the ship's fuel consumption and sailing time can be minimized.

• 한국유체기계학회 논문집
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• 제2권4호
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• pp.16-23
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• 1999

The characteristic of unsteady flowfields on gas turbine, particularly on a rotor blade surface has been numerically investigated. The unsteady flow in a rotor blade passage as a result of wake/blade interaction is modeled by the inviscid flow approach, and solved by Euler equations using a time accurate marching scheme. Unsteady flow in the blade passage is induced by periodically moving a wake model across the passage inlet. The wake model used in this study is the Gaussian wate model in which the wake flow is assumed to be parallel with uniform static pressure and uniform relative total enthalpy. Numerical results show that for the case of Ps/Pr=1.5, the velocity and pressure distribution on the blade surfaces have much more complex profiles than for the case of Ps/Pr=1.0.

• Journal of the Korean Data and Information Science Society
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• 제7권1호
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• pp.69-78
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• 1996

Consider a natural model for stochastic flow systems is Brownian motion, which is Brownian motion on the positive real line with constant drift and constant diffusion coefficient, modified by an impenetrable reflecting barrier at $x_{0}$. In this paper, we investigate the joint distribution functions and study on the distribution of the first-passage time. Also we find out the distribution of ${\mu}-RBMPx_{0}$.

• 한국건축시공학회:학술대회논문집
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• 한국건축시공학회 2019년도 춘계 학술논문 발표대회
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• pp.195-196
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• 2019

The temperature and relative humidity in concrete change with the passage of time depending on factors such as compressive strength. They are also different depending upon internal depth of concrete. In this study, we have measured the change of the temperature and relative humidity in the concrete for two years to act as the parameters to evaluate the concrete durability and effective maintenance.

• 물과 미래
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• 제26권3호
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• pp.113-124
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• 1993

본 연구는 금강하구호의 운영정책을 효율적으로 수립할 수 있도록, 2단계 추이모형으로부터 저수지 정상분포와 공수도달시간을 평가하는 데 있다. 이를 위해서 저수량과 유량의 결합분포에 이산 Markov과정을 도입하였으며, 저수지 유입량 분포로는 이항분포를 이용하였다. 계산결과, 대청댐 건설이전인 1952년부터 1980년 유량자료로부터 갈수시 자기 상관계수의 도입에 따른 저수지 정상분포의 공수확률은 0.952에서 0.904로 감소하며, 대청댐 건설이후인 1981-1989년까지는 저수지 정상분포의 공수확률은 0.900에서 0.829로 감소하였다. 한편 평균공수도달시간은 초기 저수량이 1단위에서 댐건설전은 23일에서 37일로 증가하며, 건설후는 29일에서 61일로 증가하는 것으로 나타났다. 이는 비교적 용량이 적은 금강하구호에서 저수율이 낮을 때 정상분포, 공수도달시간 등이 저수지 유입량의 자기상관계수에 따라 변화함을 알 수 있다. 따라서 갈수시 감강하구호의 효율적인 이수관리를 위해서는 유입량의 자기상관성을 고려해야 한다.

• 한국항만학회지
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• 제14권1호
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• pp.27-35
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• 2000

In Pusan Harbour, new port development projects are implemented such as the Extended Terminal adjacent to the Gamman Terminal, Pusan New Port, the Navy $\bigcirc$$\bigcirc$ piers, etc. which will require new marine traffic environments in the Passage I of Pusan Harbour. Specially, the turning basin of the Extended Terminal adjacent to the Gamman Terminal has been designed to overlay the Passage I of Pusan Harbour, which will interrupt the inbound traffic flow and the results will be worried to decrease the efficiency of port operation. Therefore, this paper will be aimed to evaluate the traffic congestion in the Pusan Passage I due to the opening of new ports within Pusan Harbour in 2006 and 2011 by using computer simulation based the queueing theory.

• Journal of applied mathematics & informatics
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• 제19권1_2호
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• pp.475-484
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• 2005

Let W(t) be a Wiener path, let $\xi\;:\;[0,\;{\infty})\;\to\;\mathbb{R}$ be a continuous and increasing function satisfying $\xi$(0) > 0, let $$T_{/xi}=inf\{t{\geq}0\;:\;W(t){\geq}\xi(t)\}$$ be the first-passage time of W over $\xi$, and let F denote the distribution function of $T_{\xi}$. Then the first passage problem has a unique continuous solution as following $$F(t)=u(t)+{\sum_{n=1}^\infty}\int_0^t\;H_n(t,s)u(s)ds$$, where $$u(t)=2\Psi(\xi(t)/\sqrt{t})\;and\;H_1(t,s)=d\Phi\;(\{\xi(t)-\xi(s)\}/\sqrt{t-s})/ds\;for\;0\;{\leq}\;s.