• Archives of Plastic Surgery
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• v.32 no.6
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• pp.699-705
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• 2005

Transgender is the severe type of gender identity disorder. The prevalence rate of transgender is reported to occur to about 1 out of 50,000 men, and about 1 out of 10,000 women. As for Korea, it is estimated to have about 1400 transgender patients. Lately, not only the numbers of them are increasing but also they are influencing our society increasingly. As for female transgender patients, they take female hormone for a long term before and even after the operation to maintain their physical identity of female. We have analyzed insulin like growth factor-1(IGF-1), insulin like growth factor protein binding-3(IGFBP-3), female hormone, male hormone and thyroid hormone in female transgender patients who have undergone the gender reassignment operation. We examined the changes of hormone level due to having female hormone steadily, and also examined how the steady use of the hormone could affect body organs. As for IGF-1, it showed significantly low in the female transgender group compared to control ($319.30{\pm}37.4$ vs $539{\pm}55.0$, p<0.05). As for IGFBP-3, there was no significant difference ($2859{\pm}200.3$ vs $2607{\pm}262.5$, p>0.05). As for female hormone, there was no significant differences in FSH($13.42{\pm}13.8$ vs $8.95{\pm}3.5$, p>0.05), estradiol($104.41{\pm}97.1$ vs $121.68{\pm}60.2$, p>0.05), and LH($7.62{\pm}5.6$ vs $7.4{\pm}3.3$, p>0.05). Even in comparison of testosterone, there was no significant differences($0.23{\pm}0.09$ vs $0.33{\pm}1.33$, p>0.05). As for thyroid hormone, there was no significant differences in TSH and free T4($1.34{\pm}0.94$ vs $1.71{\pm}0.12$, $1.4{\pm}0.37$ vs $1.46{\pm}0.17$, p>0.05). Therefore, this study concludes that apart from the decreased level of IGF-1, the possible endocrine side-effect problem due to female hormone seems to be low because there was no differences of female, male, and thyroid hormone level compared with normal female. Further study will be required in metabolic change including bone metabolism occurred by decrease level of IGF-I.

• International Journal of Highway Engineering
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• v.4 no.3 s.13
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• pp.43-49
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• 2002

Asphalt pavements have to perform under the conditions of heavily-loaded vehicles due to the industrialization and large temperature variance between the summer and the winter. Due to these factors, a characteristics change of early permanent deformation becomes a big issue, and to remedy this problem many research to use modified asphalt are being widely conducted. However, most of the modified asphalt is being paved after milling the surface course and applying tackcoating, and it is being used mostly for the repair and maintenance purpose rather than pavement of new national road. The purpose of this investigation is to obtain some fundamental data for the evaluation of the performance and long-term performance of the construction material mixtures by the laboratory test and field experiments. For the field experiment, 200m of two-lanes national road, that is being paved for the new national road under the direction of Pusan Regional Construction Management Office, was paved with SBS PMA and PSMA asphalt mixtures, which are an modified asphalt mixtures used for the surface course, on top of the base course paved with other modified asphalt mixtures. The remaining section of the new national road was paved with dense grade mixture. The laboratory tests assessed and analyzed the mixture characteristics by Marshall's stability test, strength tests and wheel-tracking test. On the basis of the evaluation result of the temperature control and roughness of the newly constructed road at the field experiment site, it is desired to evaluate and identify the most economic modified asphalt mixtures by long-term performance evaluation and LCC(Life Cycle Cost) analysis in order to apply the test result to the design of new road construction in the future.

• International Journal of Highway Engineering
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• v.12 no.2
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• pp.33-41
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• 2010

It is stated in the highway geometric design guide that expressway interchange types should be selected considering a set of input variables including travel demand, topography, construction cost and interchange spacing. However, this selection method has a problem of providing different interchange types even for the same input variables depending upon different applications of engineers discretion. A procedure that produces consistent results is necessary and this paper presents the development of an efficient and reliable procedure based on the quantification of road user costs and construction costs on interchanges. To develop this procedure, a survey of existing expressway interchange types in South Korea was made and 10 basic interchange types and 52 supplementary interchange types were identified. To relate road user costs and construction costs to these interchange types, this research uses two method. First, interchange types were expressed by a set of ramp configurations. Second, road user benefits and construction costs associated with these different interchange types were formulated based on the current national guide of the expressway economical analysis. As a result, it was proved that an interchange type to provide minimum costs could be selected consistently and this research result should be useful for future expressway geometric designs.

• International Journal of Highway Engineering
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• v.10 no.3
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• pp.97-107
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• 2008

I study for design criteria and research about Interchange diverging area of express highway and freeway, the most recent, at interchange diversion of express highway and freeway, design criteria and researches are focus on safety guarantee a point of view movement dynamics of vehicle and road geometric as to transition section, deceleration section, curve radius, nose section, outflow angle etc, that is, design criteria and research of Interchange diverging area have not consider a point of view movement dynamics of vehicle and road geometric and driver, so that I will be focus characteristic of runing speed on trasion curve. and I will consider vehicle running speed characteristics and study problem of Interchange diverging area design criteria. For this study, First, analysis meaning about theory of now design criteria, Second, look at vehicle running speed and traffic accident characteristics of Interchange diverging area, Third, propose new deceleration transition curve design method get along vehicle running speed characteristics of Interchange diverging area. new deceleration transition curve design method put out new outcoums, that is, I definite cause to safety new deceleration transition curve design method better than pressently, used design criteria of Interchange diverging area, especially, deceleration transition curve design criteria produced good result in the running speed 50km/h, 40km/h, that is inertia better than inertia of present used design criteria. and deceleration transition curve is extended better than present transition curve criteria, so that new deceleration transition curve design method safety is good better than the past method safety.

• Journal of radiological science and technology
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• v.34 no.4
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• pp.297-303
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• 2011

The existing studies of VDT syndrome have been researched only about for nurse groups without radiological technologists. The target of this study was workers who perform VDT task in general hospital placed in Daejun City such as insurance judgement, patient affairs, medical record management, medical computing service, hospital administration, and radiological sections. This study was conducted at October 15, 2009 to November 2, 2009 using structured questionnaire. Results of group A (age 20-29, less than 5 years experience at clinical site, normal staff, and unmarried group) showed significant skin and psychological conditions among recognition symptoms of VDT syndrome. Group B (age 30-39, 6-10 years experience at clinical site, managing staff, and married group) tends to be similar at orbital, whole body and muscles' frame response among recognition symptoms of VDT syndrome. Results of "Multiple Linear Regression" with dependent variable that is scores of recognition symptoms of VDT syndrome are as follows. The factors which influences for orbital-related problem is gender, health cares and obstacles during daily life. The factors which influences for whole body-related is exercise, stress and recognition for health condition and the factors which influences muscles' frame-related is 6-10 years experience at clinical site, human relationship, health cares and obstacles during daily life. These are proved to be similar by statistic analysis. There is small difference at recognition symptom of VDT syndrome between the radiological technologist and other groups in general hospital. Yet, as the working circumstance of radiological technologist gradually changes to VDT environment, the recognition symptom of VDT syndrome became conscious. This can be prevented by regular job rotation, which will escape the continuous repetition of working pattern.

• Korean Journal of Remote Sensing
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• v.34 no.2_2
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• pp.339-349
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• 2018

The massive green tide occurred every summer in the Yellow Sea since 2008, and many studies are being actively conducted to estimate the coverage of green tide through analysis of satellite imagery. However, there is no satellite images selection criterion for accurate coverage calculation of green tide. Therefore, this study aimed to find a suitable satellite image from for the comparison of the green tide coverage according to the spatial resolution of satellite image. In this study, Landsat ETM+, MODIS and GOCI images were used to coverage estimation and its spatial resolution is 30, 250 and 500 m, respectively. Green tide pixels were classified based on the NDVI algorithm, the difference of the green tide coverage was compared with threshold value. In addition, we estimate the proportion of the green tide in one pixel through the Linear Spectral Unmixing (LSU) method, and the effect of the difference of green tide ratio on the coverage calculation were evaluated. The result of green tide coverage from the calculation of the NDVI value, coverage of green tide usually overestimate with decreasing spatial resolution, maximum difference shows 1.5 times. In addition, most of the pixels were included in the group with less than 0.1 (10%) LSU value, and above 0.5 (50%) LSU value accounted for about 2% in all of three images. Even though classified as green tide from the NDVI result, it is considered to be overestimated because it is regarded as the same coverage even if green tide is not 100% filled in one pixel. Mixed-pixel problem seems to be more severe with spatial resolution decreases.

• Journal of Korean Society of Transportation
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• v.21 no.1
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• pp.7-19
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• 2003

The airspace has to be designed considering the flight safety and economic efficiency of aircraft operators. The International Civil Aviation Organization(ICAO) published standards and recommended practices for safe design of the airspace. Each contracting country must follow the ICAO standards in designing the airspace for the utilization of civil aviation. Normally each member establishes its own standards and national aviation law for the safe and efficient design of the airspace, regarding the ICAO standards. However, our government has not developed yet clear and detailed standards and regulation system for airspace design. This might lead to aviation accidents and disputes between operators of aviation system This study is to review the characteristics of ICAO standards and a legal problem related to application of international standards for airspace design. Specifically this research analyzed the case of airspace design and operation of a domestic airport. The results of analysis are as follow: (1) per the safety of civil aviation, it is very required to establish national regulation system to follow ICAO standards in designing airspace, (2) It is also necessary to establish separate procedure for civil aircraft in military air base, when the aerodrome is co-used by military and civil aircraft. If the same procedure for military aircraft is applied to civil aircraft, it is necessary to make clear what the design concept is, (3) and the differences from ICAO standards have to be publicly known.

• Journal of Korean Society of Transportation
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• v.21 no.2
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• pp.119-130
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• 2003

SP data have been widely used in assessing new transport policies and transport related plans. However, one of criticisms of using SP is that respondents may show different reaction between hypothetical experiments and real life. In order to overcome the problem, combination of SP and RP data has been suggested and the combined methods have been being developed. The purpose of this paper is to suggest a new SP and RP combined method using error component method and to verify the method. The error component method decomposes IID extreme value error into non-IID error component(s) and an IID error component. The method estimates both of component parameters and utility parameters in order to obtain relative variance of SP data and RP data. The artificial SP and RP data was created by using simulation and used for the analysis, and the estimation results of the error component method were compared with those of existing SP and RP combined methods. The results show that regardless of data size, the parameters of the error component method models are similar to those assumed parameters much more than those of the existing SP and RP combined models, indicating usefulness of the error component method. Also the values of time for error component method are more similar to those assumed values than those of the existing combined models. Therefore, we can conclude that the error component method is useful in combining SP and RP data and more efficient than the existing methods.

• The Korean Society of Law and Medicine
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• v.17 no.1
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• pp.281-297
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• 2016

In order to make a treatment plan and outcome prediction, it is important to evaluate accurately and objectively osseous tissues of the implant area. The evaluation of osseous tissues is the most objective method for the decision of production time of upper structure of alveolar bone. However, the evaluation of osseous tissues contains contradiction because it is made by subjective opinions of dental surgeons. Many dentists also point out the problem of subjective evaluation of osseous tissues. Therefore, it is necessary to create accurate and objective standards. Previously, the evaluation of bone density depends on dentist's subjective sensation during drilling procedure of implant. However, the HU(Hounsfield unit) figure of CT(computed tomography) scan allows of objective and precise categorization of bone density now. Misch and Kircos divided the bone density levels from D1 to D5 with subjective separation of bone density. Their method also depended on not objective and quantification data but subjective separation by sensation. Thus, we need the evaluation of implant area through comparative analysis of more objective and quantification data. Implant treatment comprises the highest frequency of medical disputes of dental clinic. If we bring objective checkup and reasonable treatment method in the implant treatment, we can deduce more reasonable results, and the failure late of implant treatment also can decrease. The ultimate objective of this study is the minimization of dental disputes between dental patients and dentists by creating new legal standards on the basis of objective and quantification data.

• The Korean Journal of Nuclear Medicine
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• v.29 no.1
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• pp.22-30
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• 1995

To predict preoperatively the safety of permanent occlusion of an internal carotid artery with $^{99m}Tc$-HMPAO brain single photon emission computed tomography(SPECT) from an objective point of view, Twenty-four patients underwent balloon test occlusion (BTO) of the internal carotid arteries because of neck and skull base tumors. The authors assessed the uptake of both middle cerebral artery territories before and during BTO with $^{99m}Tc$-HMPAO brain SPECT using semiquantitative analysis method and compared the results with other factors(neurologic examination, arterial stump pressure and electroenceph-alogram). Nineteen patients had not experienced neurological deteriorating or any problem during BTO. Their comparative uptakes of the middle cerebral artery territories were 95 to 101% of the pre-BTO state. The remaining five patients showed severe neurologic symptoms such as transient hemiplegia and unconsciousness. Their comparative uptake of the middle cerebral artery territories were 77 to 85% of the pre-BTO state, and were well matched with other factors. $^{99m}Tc$-HMPAO brain SPECT before and during BTO seems to be a simple and objective method for prediction of permanent neurologic deficits when the comparative uptake of middle cerebral artery territories during BTO is lower than 85% of that before BTO.