• Journal of Korean Port Research
• /
• v.2 no.1
• /
• pp.75-106
• /
• 1988

As port transport system consists of subsystems such as navigation system, cargo handling system, storage system, inland transport system, and Management and Information system, the productivity of this system is determined by the minimum level of subsystem. From the viewpoint of elaborating the efficiency of integrated system, it is valuable to determine the optimal level of harbour tug boat which is the most important factor of navigation system. This paper treats the optimal amount of harbour tug boat by simulation, and applied to Pusan port. In the course of simulation, an emperical formula is introduced for determining the Horse Power (HP) of tug boat by the ship's gross tonnage (G/T) refering to the cases of various ports of other countries, that is ; $Y=9.96X^{0.6}+569$. X : The gross tonnage of vessel (G/T). Y : The Horse Power (HP) of tug boat. The results of the simulation are summarized as follows ; 1) In 1987, three or four low-powered harbour tug boats, five mid-powered harbour tug boats and four high-powered harbour tug boats are necessary in the mean level. But, five or seven low-powered harbour tug boats, ten mid-powered harbour tug boats and eight high-powered harbour tug boats are necessary lest delay should occur at all. 2) In 1992, 1lee or four low-powered harbour tug boats, six mid-powered harbour tug boats and seven high-powered harbour tug boats are estimated and be necessary in the mean level.

• Journal of Navigation and Port Research
• /
• v.37 no.5
• /
• pp.559-565
• /
• 2013

The purpose of this study is to prioritize improvement factors of the tug services in terms of the structural problem, operating system and the present condition of the tug at each port in Korea. It was identified that the tug operating system needs to be mostly improved among the improvement factors of the tug services in Korea. In addition, free contract and rotating system were found to be important factors which need to be improved comparing to other factors such as service quality, tug rules, operating practices of council for tug operation and customer factor. The service attitude of the tug companies was regarded as an important element. And the tug entry system appeared to be an important item. Finally, laws relating to tug business needs to be revised which allow new tug companies enter into the market. As the result of AHP analysis for tug systems and service improvement factors, some fundamental changes of tug operation systems are urgently needed.

• Restorative Dentistry and Endodontics
• /
• v.42 no.4
• /
• pp.273-281
• /
• 2017

Objectives: The aims of this study were to quantify tug-back by measuring the pulling force and investigate the correlation of clinical tug-back pulling force with in vitro gutta-percha (GP) cone adaptation score using micro-computed tomography (${\mu}CT$). Materials and Methods: Twenty-eight roots from human single-rooted teeth were divided into 2 groups. In the ProTaper Next (PTN) group, root canals were prepared with PTN, and in the ProFile (PF) group, root canals were prepared using PF (n = 14). The degree of tug-back was scored after selecting taper-matched GP cones. A novel method using a spring balance was designed to quantify the tug-back by measuring the pulling force. The correlation between tug-back scores, pulling force, and percentage of the gutta-percha occupied area (pGPOA) within apical 3 mm was investigated using ${\mu}CT$. The data were analyzed using Pearson's correlation analysis, one-way analysis of variance (ANOVA) and Tukey's test. Results: Specimens with a strong tug-back had a mean pulling force of 1.24 N (range, 0.15-1.70 N). This study showed a positive correlation between tug-back score, pulling force, and pGPOA. However, there was no significant difference in these factors between the PTN and PF groups. Regardless of the groups, pGPOA and pulling force were significantly higher in the specimens with a higher tug-back score (p < 0.05). Conclusions: The degree of subjective tug-back was a definitive determinant for master cone adaptation in the root canal. The use of the tug-back scoring system and pulling force allows the interpretation of subjective tug-back in a more objective and quantitative manner.

• Asian Pacific Journal of Cancer Prevention
• /
• v.14 no.4
• /
• pp.2311-2315
• /
• 2013

Objective: To investigate the expression level of TUG1 and one of its transcript variants (n377360) in osteosarcoma cells and assess the role of TUG1 in proliferation and apoptosis in the U2OS cell line. Methods: TUG1 and n377360 expression levels in patients with osteosarcomas and the U2OS human osteosarcoma cell line were evaluated using real-time quantitative PCR. U2OS cells were transected with TUG1 and n377360 siRNA or non-targeting siRNA. MTS was performed to assess the cell proliferation and flow cytometry was applied to analyze apoptosis. Results: We found significantly higher TUG1 and n377360 expression levels in osteosarcoma tissues compared with matched non-tumorous tissues. In line with this, suppression of TUG1 and n377360 expression by siRNA significantly impaired the cell proliferation potential of osteosarcoma cells. Furthermore, inhibition of TUG1 expression significantly promoted osteosarcoma cell apoptosis. Conclusions: The overexpression of TUG1 and n377360 in osteosarcoma specimens and the functional role of TUG1 and n377360 regarding cell proliferation and apoptosis in an osteosarcoma cell line provided evidence that the use of TUG1 or n377360 may be a viable but an as yet unexplored therapeutic strategy in tumors that over express these factors.

• Journal of Navigation and Port Research
• /
• v.36 no.1
• /
• pp.15-20
• /
• 2012

In order to investigate the maneuverability of tug-barge, sea trial tests such as speed, acceleration/deceleration, $10^{\circ}$ turning, $20^{\circ}$ turning, $10^{\circ}/10^{\circ}$ zigzag and $20^{\circ}/20^{\circ}$ zigzag were conducted with both tug and tug-barge. From the result of turning test, longer tactical diameter and lower rate of turn of tug-barge than those of tug are obtained. From the result of the zigzag test, bigger overshoot angle of tug-barge than that of tug is obtained. When they turned or changed a course, it showed that the barge turned inner side of the trajectory of tug. For the safe navigation, the helmsman of tug-barge should be aware of these maneuvering characteristics.

• Journal of Navigation and Port Research
• /
• v.28 no.7
• /
• pp.609-617
• /
• 2004

The total tug capacity needed for berthing/unberthing operations of a ship may vary depending on the ship's type, size, loading conditions, and environmental circumstances. Traditionally, total tug capacity is determined based on the local guidelines of port authorities or on the rule of thumb. However, the social demands for the enhancement of ship safety at harbor and the economical demands for the cost-effectiveness of tug usage makes it necessary for port authorities to develop more reasonable and detailed guidelines on tug usage which takes various conditions into account. In this paper, the method to estimate the optimum tug capacity of VLCC is suggested by considering various ship conditions such as its size, loading conditions, and environmental circumstances including wind, wave, tidal currents, and geographical characteristics of a terminal. This method is applied to the VLCC terminal located in Gwang-Yang harbor of Korea and the results are compared with the local guidelines of the harbor, which shows that there may be a room for the amendment of local guidelines on tug usage.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2004.08a
• /
• pp.3-13
• /
• 2004

The total tug capacity needed for berthing/de-berthing operations of a ship may vary depending on the ship type, size, loading conditions, and environmental circumstances. Traditionally, total tug capacity is determined based on the local guidelines of port authorities or on the rule of thumb. However, the social demands for the enhancement of ship safety at harbor and the economical demands for the cost-effectiveness of tug usage makes it necessary for port authorities to develop more reasonable and detailed guidelines on tug usage which takes various conditions into account. In this paper, the method to estimate the optimum tug capacity of VLCC is suggested by considering various ship conditions such as its size, loading conditions, and environmental circumstances such as wind, wave, tidal currents, and geographical characteristics of a terminal. This method is applied to a VLCC terminal located in Gwang-Yang Harbor of Korea and the results are compared with the local guidelines of the harbor, which shows that there may be a room for the amendment of local guidelines on tug usage.

• Physical Therapy Rehabilitation Science
• /
• v.6 no.4
• /
• pp.176-181
• /
• 2017

Objective: The timed up and go (TUG) test is method used to determine the functional mobility of persons with stroke. Its reliability, validity, reaction rate, fall prediction, and psychological characteristics concerning ambulation ability have been validated. However, the relationship between TUG performance and community ambulation ability is unclear. The purpose of this study was to investigate whether the TUG performance time could indicate community ambulation levels (CAL) differentially in persons with chronic stroke. Design: Cross-sectional study. Methods: Eighty-seven stroke patients had participated in this study. Based on the self-reporting survey results on the difficulties experienced when walking outdoors, the subjects were divided into the independent community ambulation (ICA) group (n=35) and the dependent community ambulation group (n=52). Based on the area under the curve (AUC), the discrimination validity of the TUG performance time was calculated for classifying CAL. The Binomial Logistic Regression Model was utilized to produce the likelihood ratio of selected TUG cut-off values for the distinguishing of community ambulation ability. Results: The selected TUG cut-off values and the area under the curve were <14.87 seconds (AUC=0.871, 95% confidence interval=0.797-0.945), representing a mid-level accuracy. Concerning the likelihood ratio of the selected TUG cut-off value, it was found that the group with TUG performance times shorter than 14.87 seconds showed a 2.889 times higher probability of ICA than those with a TUG score of 14.87 seconds or longer (p<0.05). Conclusions: The TUG can be viewed as an assessment tool that is capable of classifying CAL.

• Special Issue of the Society of Naval Architects of Korea
• /
• 2009.09a
• /
• pp.65-70
• /
• 2009

In case that tug boat pushes side structures of other large vessels to maneuver, it is required that contacted side structures of the maneuvered vessels have enough structural safety against tug push loads. The objective of this study is to evaluate the structural effect of carling which is installed between side longitudinal stiffeners. A comparative study of side structures with carling and without carling is performed to evaluate the effect of carling member by both FE analysis. According to the result, it is found that the carlings play effective role in the strength of side plates and side longitudinal stiffeners against tug push loads.

• Journal of Navigation and Port Research
• /
• v.32 no.9
• /
• pp.711-716
• /
• 2008

Marine accidents related to the tug-barges are frequent recently, such as oil spill caused by collision between oil tankers and tug-barges. There are many causes of these accidents, but poor working condition of operators takes up a considerable part of most causes. That is, the danger of accidents caused by fatigue accumulation exists in tug-barges of less than 200 gross tonnage engaged on near-coastal voyages or short shipping, because of the long-distance navigational watch by only one master. This paper aims to deduce problems of human element part out of the plan of sqfe navigation, and to propose legal amendments for preventing marine accidents by tug-barges.