• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.34
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• pp.77-108
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• 2007

The traditional name given to the insurance of third party liabilities and certain contractual liabilities which arise in connection with the operation of ships is protection and indemnity(P & I) insurance. P & I insurance is very different from traditional hull and machinery insurance in that shipowners' hull and machinery insurance is designed primarily to protect the assured against losses to his vessel, whereas P & I insurance seeks to indemnify an shipowner in respect of the discharge of legal liabilities he has incurred in operating his own vessels. This study is to examine the background of establishment of British P & I clubs md, therefore, the identity of P & I insurance. The present British P & I clubs are the remote descendants of the many small and local hull mutual insurance clubs that were formed by British shipowners in the end of 18th century. At that time, British shipowners were dissatified with the state of marine insurance market and, therefore, established clubs together in mutual hull insurance clubs. After the removal of the company monopoly in 1824, greater competition had a good effect on the rates, terms of cover and service offered by the commercial marine insurance market and by Lloyd's underwriters, and the hull clubs became less necessary and went into decline. The burden of British shipowners on liabilities to third parties was steadily increased after the middle of the 19th century, but the amount insured under hull policy was limited in the insured value of the ship. Eventually, the first protection club, that is, the Shipowners' Mutual Protection Society was formed in 1855. It was designed to like past mutual hull clubs, but to cover liabilities for loss of life and personal injury and also the collision risks excluded from the current marine policies, particularly the excess above the limits in hull policies. In 1870, the risks of liability for loss of or damage to cargo carried on board the insured ship was first awarded by the British shipowners. After 1874, many protection clubs formed indemnity club to cover the risk of liability for loss or damage to cargo. As mentioned above, British P & I clubs have been steadily changed according to the response of shipowners under the rapidly changing law of British shipowners' liability, and so on in the future.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.1
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• pp.126-132
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• 2018

This paper discusses about results of advanced buckling strength design for several kinds of perforated plated in the twin-hull car-ferry. For medium / small sized high speed vessels with a length of more than 50 meters and a length / width ratio of more than 12, such as car-ferries, it is highly possible that the buckling strength becomes weak due to the relatively thin thickness and the use of low strength capacity such as mild steel. Especially, it becomes big problem about weak buckling rigidity around the opening to access purpose in the perforated. As regarding safety design point of view for perforated plate, it is necessary to clarify buckling strength and ultimate strength by the distribution of in-plane load distribution around the opening. In this study, nonlinear series analysis using ANSYS was performed to clarify the influence of parameters such as aspect ratio, opening ratio and opening shape affecting the buckling and ultimate strength characteristics of the perforated plate under axial compression and we are derived the optimum design as buckling strength point of view. Based on these results, the governing factor determining the buckling strength of the perforated plate was the opening ratio, and the aspect ratio and the shape of the hole were not influenced.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.1
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• pp.36-42
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• 2018

This paper considers the Marine Traffic Risk Assessment for fixed and moving targets, which threaten officers during a voyage. The Collision Risk Assessment Formula was calculated based on a dynamic ship domain considering the length, speed and maneuvering capability of a vessel. In particular, the Navigation Risk Assessment Model that is used to quantitatively index the effect of a ship's size, speed, etc. has been reviewed and improved using a hybrid combination of a vessel's dynamic area and the Collision Risk Assessment Formula. Accordingly, a new type of Marine Traffic Risk Assessment Model has been suggested giving consideration to the Speed Length Ratio, which was not sufficiently reflected in the existing Risk Assessment Model. The larger the Speed Length Ratio (dimensionless speed), the higher the CJ value. That is, the CJ value is presented well by the Speed Length Ratio. When the Speed Length Ratio is large, states ranging from [Caution], [Warning], [Dangerous] or [Very Dangerous] are presented from a greater distance than when the Speed Length Ratio is small. The results of this study, can be used for route and port development, including dangerous route avoidance, optimum route planning, breakwater width, bridge span, etc. as well as the development of costal navigation safety charts. This research is also applicable for the selection of optimum ship routing and the prevention of collisions for smart ships such as autonomous vessels.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.5
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• pp.532-540
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• 2017

This paper suggests study of basic structure design and structural analysis for the twin car-ferries. The rules and methodology for the strength analysis of medium and small sized high speed vessels with a length of more than 50m and a length/width ratio of more than 12, such as car-ferries, have not been clarified yet. Therefore, in this paper, the members scantling were carried out using the KR Rule, and the car-ferry exclusive vessel standard were further applied to verify the structural strength the design. The scantling of the members is based on the Korea Classification standards, and the car-ferries standards were additionally applied to verify the structural strength of the design. Especially, the ultimate strength of hull girder was additionally carried out by using car-ferry exclusive vessel standard, and proposed to overcome ambiguity of design by existing standard. The results of this study are expected to be useful as basic data related to structural design and structural analysis of high speed twin-hull car-ferries. The present car-ferry design has a sufficient safety margin in strength point of view according to the KR rule.

• Journal of Microbiology and Biotechnology
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• v.23 no.9
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• pp.1308-1321
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• 2013

The emergence of microcarrier technology has brought a renewed interest in anchorage-dependent cell culture for high-yield processes. Well-known in vaccine production, microcarrier culture also has potential for application in other fields. In this work, two types of microcarriers were evaluated for small-scale monoclonal antibody (mAb) production by CHO-K1 cells. Cultures (5 ml) of microporous Cytodex 3 and macroporous CultiSpher-S carriers were performed in vented conical tubes and subsequently scaled-up (20 ml) to shake-flasks, testing combinations of different culture conditions (cell concentration, microcarrier concentration, rocking methodology, rocking speed, and initial culture volume). Culture performance was evaluated by considering the mAb production and cell growth at the phases of initial adhesion and proliferation. The best culture performances were obtained with Cytodex 3, regarding cell proliferation (average $1.85{\pm}0.11{\times}10^6$ cells/ml against $0.60{\pm}0.08{\times}10^6$ cells/ml for CultiSpher-S), mAb production ($2.04{\pm}0.41{\mu}g/ml$ against $0.99{\pm}0.35{\mu}g/ml$ for CultiSpher-S), and culture longevity (30 days against 10-15 days for CultiSpher-S), probably due to the collagen-coated dextran matrix that potentiates adhesion and prevents detachment. The culture conditions of greater influence were rocking mechanism (Cytodex 3, pulse followed by continuous) and initial cell concentration (CultiSpher-S, $4{\times}10^5$ cells/ml). Microcarriers proved to be a viable and favorable alternative to standard adherent and suspended cultures for mAb production by CHO-K1 cells, with simple operation, easy scale-up, and significantly higher levels of mAb production. However, variations of microcarrier culture performance in different vessels reiterate the need for optimization at each step of the scale-up process.

• Journal of Veterinary Clinics
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• v.33 no.4
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• pp.214-217
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• 2016

A 10-year-old, 24.1 kg, intact female Siberian husky dog (case 1) and 11-year-old, 5.0 kg, intact male Shihtzu dog (case 2) presented with chief complaints of polydipsia, anorexia, vomiting and exercise intolerance (case 1) and stranguria (case 2). Splenic nodule (case 1) and mass (case 2) were identified in these patients through ultrasonographic examination. Laparoscopic splenectomy was conducted for the histopathologic evaluation. In addition, laparoscopic ovariohysterectomy, liver biopsy (case 1) and castration (case 2) were performed for treatment or diagnosis of primary symptoms. Under general anesthesia, 5 mm three-portal access laparoscopic splenectomy was performed using the Sonicision$^{TM}$ equipment. The dogs were rotated onto right lateral recumbency. The spleen was elevated using a fan or goldfinger retractor, which revealed the ventral aspect of the spleen. Resection of vessels was started at the caudal aspect of the spleen using the Sonicision$^{TM}$. The excised spleen was removed from the abdominal cavity using a 12 mm endo-bag via the enlarged instrument portal. There were no post-operative complications in either patient. Histopathologic diagnoses were splenic lymphoid hyperplasia (case 1) and splenic nodular hyperplasia (case 2). Based on our experience, laparoscopic splenectomy is sufficient to replace traditional splenectomy in small animal surgery. The use of the Sonicision$^{TM}$ could be a novel surgical technique for three-portal laparoscopic splenectomy, regardless of patient size.

• Maxillofacial Plastic and Reconstructive Surgery
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• v.23 no.1
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• pp.1-6
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• 2001

Purpose : This study was undertaken to observe the occurrence of the vessel aneurysms according to several different methods of microvascular anastomosis. Mterials & methods : Forty Sprague-Dawley rats, weighing $180{\sim}200$ grams, were used for this experiment. The rats were divided into 4 groups. Group 1 (10 rats): The adventitia was trimmed off 5mm from the cut edge each and 20 arterial anastomoses were performed using 8 to 10 interrupted 9-0 polypropylene ($Prolene^{TM}$, Ethicon, U.K.) suture. Group 2 (10 rats): The adventitia was trimmed off as in group 1. Twenty arterial anastomoses were performed using continuous 9-0 polypropylene($Prolene^{TM}$, Ethicon, U.K.) suture. Group 3 (10 rats): The adventitia was stripped only 1mm from the cut edge each but not removed,. Twenty arterial anastomoses were performed using 8 to 10 interrupted 9-0 polypropylene($Prolene^{TM}$, Ethicon, U.K.) suture. Group 4 (10 rats): The adventitia was handled as in group 3. Twenty arterial anastomoses were performed using 9-0 polypropylene($Prolene^{TM}$, Ethicon, U.K.) suture. The arteries of the animals in all groups were explored at 28th days. We examined patency, presence of an aneurysm, other vascular abnormalities and microscopically observed the aneurysms with H&E and Van-Gieson stains. Result : 1. Patency rate was 80% in group 1, 95% in group 2, 85% in group 3 and 90% in group 4, respectively. 2. Aneurysm occurred 20% in group 1, 5% in group 2, 5% in group 3 and 5% in group 4, respectively. 3. There was no other vascular abnormalities in each group. 4. Infection rate was 5% in group 1, 0% in group 2, 20% in group 3 and 15% in group 4, respectively. 5. In the histopathological findings, we observed partially necrotic changes, loss and fragmentation of outer elastic lamella of smooth muscle in media and the proliferation of hyperplastic subintima. A lot of inflammatory cells were infiltrated in hyperplastic intima. Conclusions : On the basis of these observation, we could state that there were little differences in the occurrence of aneurysms according to different anastomotic suture methods.

• Journal of Periodontal and Implant Science
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• v.37 no.1
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• pp.125-136
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• 2007

Periodontal regenerative therapy and tissue engineering on defects destructed by severe periodontitis need maintaining of space, which provides the environment for cell migration, proliferation and differentiation. Application of bone grafts may offer this environment in periodontal defects. This study evaluated bone graft materials, $MBCP^{(R)}$ and $Algipore^{(R)}$ , in surgically created i-wall periodontal intrabony defects of minipigs by histological analysis. Critical sized($4mm{\times}4mm$), one wall periodontal intrabony defects were surgically produced at the proximal aspect of mandibular premolars in either right and left jaw quadrants in four minipigs. The control group was treated with debridement alone, and experimental group was treated with debridement and $MBCP^{(R)}$ and $Algipore^{(R)}$ application. The healing processes were histologically observed after 8 weeks and the results were as follows. 1. In the control group, limited new bone formation was observed. 2. In MBCP group, more new bone formation was observed compared to other groups. 3. Histologically, dispersed mixture of new bone, biomaterial particles and connective tissue were shown and osteoblasts, osteoclasts and new vessels were present in this area. 4. Defects with Algipore showed limited new bone formation and biomaterial particles capsulated by connective tissue. 5. Histologically, lots of osteoclasts were observed around the biomaterial but relatively small numbers of osteblasts were shown. Within the limitation to this study protocol, $MBCP^{(R)}$ application in 1-wall intrabony defect enhanced new bone formation rather than $Algipore^{(R)}$ application.

• Tuberculosis and Respiratory Diseases
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• v.47 no.5
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• pp.691-696
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• 1999

Epithelioid hemangioendothelioma(EH) is a rare pulmonary vascular malignancy. Clinically, EH has been considered as an indolent, generally non-aggressive tumor. We report a case of EH which was confirmed by open lung biopsy. A 34-year-old woman was admitted for further evaluation of multiple small(less than 2cm in size) nodules, incidentally detected on screening chest radiograph. The chest CT showed multiple, relatively well-marginated, variable sized nodules at both whole lung. Transbronchial lung biopsy and transthoracic needle aspiration were nondiagnostic and open lung biopsy was performed from right middle lobe of lung. On light-microscopic examination, the nodules were composed of a poorly cellular hyaline core and a more cellular peripheral zone which extended into air space in a micropolypoid fashion and obliterated blood vessels. The tumor cells at the peripheral zone had intracytoplasmic vacuoles which suggested primitive, vascular differentiation. Immuno-histochemical study revealed the cellular area which gave positive reaction to factor VIII-related antigen. She received no specific therapy after open lung biopsy and chest X-ray films had showed no change for about two years.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.6
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• pp.810-817
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• 2018

In Korea, tuna purse seine fishery is the industry with the highest production volume in domestic deep-sea fishery. Research has been continuously carried out since the late 1980s, and research on modernization of technology has been actively conducted. However, while auxiliary works boats on the fishing vessels play an important role in the purse seine fishing, related research is not sufficient. In this study, we tried to rebuild the propulsion system of the Net-boat from the propeller to the waterjet type and to perform the hull form conversion to improve the resistance performance of the hull part and improve the motion performance. For this, we calculated the change of the fluid performance of the ship through computational numerical analysis. In addition, towing tank tests were carried out to verify the performance of the existing ship and the ship which changed the propulsion system. As a result, resistance performance of the waterjet type compared to the propeller type was improved by approximately 45 %. It was confirmed that this was due to reduction of the wetted surface area by removing net and improvements in hull form.