• 한국항해항만학회지
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• 제44권6호
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• pp.509-516
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• 2020

우리나라는 항만의 기능 다각화 및 부가가치 창출을 목표로 국내 주요 무역항에 항만배후단지를 단계적으로 개발해왔다. 그러나 이러한 목표를 달성하기 위한 배후단지 입주업체 선정기준에 관한 연구는 아직 부족한 실정이다. 본 연구는 부산항 신항 배후단지를 대상으로 입주업체 특성별 생산성을 비교분석하여 입주업체 선정기준 마련에 기여하고자 하였다. 분석을 위해 67개 업체들의 최근 3년(2017-2019) 간 운영실적 자료를 수집하여 단일요소생산성을 측정하였다. 그 결과, 물류업은 물동량, 제조업은 매출액 측면의 생산성에 강점이 있는 것으로 나타났다. 또한, 상대적으로 개장시기가 빨랐던 북컨테이너 배후단지가 웅동 배후단지에 비해 전반적인 생산성이 높았다. 마지막으로 외국인과 시설·설비 투자규모에 따른 생산성의 경우 전반적으로 투자규모가 평균 미만인 업체들이 평균 이상인 업체들보다 생산성이 높은 것으로 분석되어 부정적인 상관관계를 보였다. 따라서 항만배후단지의 생산성 및 경쟁력을 강화하기 위해서는 입주업체들의 고용 및 화물 창출 능력을 제고할 수 있는 제도적·법률적 보완과 신규 입주업체 선정기준의 재확립이 필요하다고 판단된다.

• 한국항해학회지
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• 제13권1호
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• pp.21-53
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• 1989

In the past twenty years, there has been a rapid increase in the volume of traffic in Korea due to the Korean great growth of the Korean economy. Since transformation provides an infrastructure vital to economic growth, it becomes more and more an integral part of the Korea economy. The importance of coastal shipping stands out in particular, not only because of the expansion limit on the road network, but also because of saturation in the capacity of rail transportation. In spite of this increase and its importance, coastal shipping is falling behind partly because it is givenless emphasis than ocean-going shipping and other inland transportation systems and partly because of overcompetition due to excessive ship tonnage. Therefore, estimating and planning optimum ship tonnage is the first take to develop Korean coastal shipping. This paper aims to estimate the optimum coastal ship tonnage by computer simulation and finally to draw up plans for the ship tonnage balance according to supply and demand. The estimation of the optimum ship tonnage is peformed by the method of Origin -Destimation and time series analysis. The result are as follows : (1) The optimum ship tonnage in 1987 was 358, 680 DWT, which is 54% of the current ship tonnage (481 ships, 662, 664DWT) that is equal to the optimum ship tonnage in 1998. this overcapacity result is in excessive competition and financial difficulties in Korea coastal shipping. (2) The excessive ship tonnage can be broken down into ship types as follows : oil carrier 250, 926 DWT(350%), cement carrier 9, 977 DWT(119%), iron material/machinery carrier 25, 665 DWT(117%), general cargo carrier 17, 416DWT(112%). (3) the current total ship crew of 5, 079 is more than the verified optimally efficient figure of 3, 808 by 1271. (4) From the viewpoint of management strategy, it is necessary that excessive ship tonnage be reduced and uneconomic outdated vessels be broken up. And its found that the diversion into economically efficient fleets is urgently required in order to meet increasing annual rate in the amounts of cargo(23, 877DWT). (5) The plans for the ship tonnage balance according to supply and demand are as follows 1) The establishment of a legislative system for the arrangement of ship tonnage. This would involve; (a) The announcement of an optimum tonnage which guides the licensing of cargo vessels and ship tonnage supply. (b) The establishment of an organization that substantially arrangement tonnage in Korea coastal shipping. 2) The announcement of an optimum ship tonnage both per year and short-term that guides current tonnage supply plans. 3) The settlement of elastic tariffs resulting in the protect6ion of coastal shipping's share from other tonnage supply plans. 4) The settlement of elastic tariffs resulting in the protection of coastal shipping's share from other transportation systems. 4) Restriction of ocean-going vessels from participating in coastal shipping routes. 5) Business rationalization of coastal shipping company which reduces uneconomic outdated vessels and boosts the national economy. If we are to achieve these ends, the followings are prerequisites; I) Because many non-licensed vessels are actually operating and threatening the safe voyage of the others in Korea coastal routes, it is necessary that those ind of vessels be controlled and punished by the authorities. II) The supply of ship tonnage in Korean coastal routes should be predently monitored because most of the coastal vessels are to small to be diverted into ocean-going routes in case of excessive supply. III) Every ship type which is engaged in coastal shipping should be specialized according to the characteristics of its routes as soon possible.

• 한국작물학회지
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• 제47권
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• pp.63-94
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• 2002

On the purpose to suggest an advanced scheme in assessing the domestic wheat quality, this paper reviewed the inspection systems of wheat in major wheat producing countries as well as the quality criteria which are being used in wheat grading and classification. Most wheat producing countries are adopting both classifications of class and grade to provide an objective evaluation and an official certification to their wheat. There are two main purposes in the wheat classification. The first objectives of classification is to match the wheat with market requirements to maximize market opportunities and returns to growers. The second is to ensure that payments to glowers aye made on the basis of the quality and condition of the grain delivered. Wheat classes has been assigned based on the combination of cultivation area, seed-coat color, kernel and varietal characteristics that are distinctive. Most reputable wheat marketers also employ a similar approach, whereby varieties of a particular type are grouped together, designed by seed coat colour, grain hardness, physical dough properties, and sometimes more precise specification such as starch quality, all of which are genetically inherited characteristics. This classification in simplistic terms is the categorization of a wheat variety into a commercial type or style of wheat that is recognizable for its end use capabilities. All varieties registered in a class are required to have a similar end-use performance that the shipment be consistent in processing quality, cargo to cargo and year to year, Grain inspectors have historically determined wheat classes according to visual kernel characteristics associated with traditional wheat varieties. As well, any new wheat variety must not conflict with the visual distinguishability rule that is used to separate wheats of different classes. Some varieties may possess characteristics of two or more classes. Therefore, knowledge of distinct varietal characteristics is necessary in making class determinations. The grading system sets maximum tolerance levels for a range of characteristics that ensure functionality and freedom from deleterious factors. Tests for the grading of wheat include such factors as plumpness, soundness, cleanliness, purity of type and general condition. Plumpness is measured by test weight. Soundness is indicated by the absence or presence of musty, sour or commercially objectionable foreign odors and by the percentage of damaged kernels that ave present in the wheat. Cleanliness is measured by determining the presence of foreign material after dockage has been removed. Purity of class is measured by classification of wheats in the test sample and by limitation for admixtures of different classes of wheat. Moisture does not influence the numerical grade. However, it is determined on all shipments and reported on the official certificate. U.S. wheat is divided into eight classes based on color, kernel Hardness and varietal characteristics. The classes are Durum, Hard Red Spring, Hard Red Winter, Soft Red Winter, Hard White, soft White, Unclassed and Mixed. Among them, Hard Red Spring wheat, Durum wheat, and Soft White wheat are further divided into three subclasses, respectively. Each class or subclass is divided into five U.S. numerical grades and U.S. Sample grade. Special grades are provided to emphasize special qualities or conditions affecting the value of wheat and are added to and made a part of the grade designation. Canadian wheat is also divided into fourteen classes based on cultivation area, color, kernel hardness and varietal characteristics. The classes have 2-5 numerical grades, a feed grade and sample grades depending on class and grading tolerance. The Canadian grading system is based mainly on visual evaluation, and it works based on the kernel visual distinguishability concept. The Australian wheat is classified based on geographical and quality differentiation. The wheat grown in Australia is predominantly white grained. There are commonly up to 20 different segregations of wheat in a given season. Each variety grown is assigned a category and a growing areas. The state governments in Australia, in cooperation with the Australian Wheat Board(AWB), issue receival standards and dockage schedules annually that list grade specifications and tolerances for Australian wheat. AWB is managing "Golden Rewards" which is designed to provide pricing accuracy and market signals for Australia's grain growers. Continuous payment scales for protein content from 6 to 16% and screenings levels from 0 to 10% based on varietal classification are presented by the Golden Rewards, and the active payment scales and prices can change with market movements.movements.

• 대한교통학회지
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• 제21권6호
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• pp.27-42
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• 2003

공항개발 사업을 계획하는 데 있어서 가장 기본이 되는 요소는 항공수요 중에서도 첨두시의 수요이다. 통상 첨두시 수요를 근거로 공항시설의 소요규모를 정하는 것이 일반적이며 시설용량의 포화 정도를 가늠할 때도 첨두시 수요를 기준으로 한다. 첨두운항의 형태는 해당 공항을 이용하는 항공 노선의 특성, 공항의 지리적 위치, 공항을 이용하는 여객 및 화물의 특성 등에 따라서 다르게 나타나며, 첨두수요는 첨두시간계수에 의해 산출된다. 지금까지 국내의 공항건설계획에서 채택해온 첨두특성과 첨두시간계수는 외국의 연구결과에 따른 것이었다. 그러나 이들 기존의 연구결과가 제시하는 다양한 첨ㄷ특성이나 첨두시간계수가 국내 실정에 적합한 지의 여부는 아직 공식적으로 확인된 적이 없다. 본 논문에서는 최근 10년간의 국내 공항별 항공운송 실적통계와 5년간의 공항별 운항스케줄을 이용하여 시간대별 운항패턴과 첨두특성을 분석하였다. 그리고 공항별 첨두시간계수를 산출하고 기존의 연구결과와 비교분석하였으며, 국내공항의 사업계획을 위한 연간운항회수별 첨두시간계수를 제시하였다. 또한 공항별로 시간대별 주기장 소요를 분석함으로써 운항특성에 따라 주기장 소요가 어떤 양상을 보이는지 연구하였다.

• 패션비즈니스
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• 제10권2호
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• pp.1-17
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• 2006

The purpose of this study is to analyze the street style of women in Dalian, China. 1.185 females of Dalian central street have participated for the survey of this study. This study analyzes characterization of the street style and, classifies it's characteristics by age groups, clothing styles, and clothing items. There are three outcomes due to the aim of this study, 1. In age group classification, every age groups preferred casual style. Especially, young/young adults preferred mix-match styles with various designs. Distinctly, some of missy group preferred fashion trend and others preferred mature style. Also, the preference of missies/madame's group is obviously divided into two groups which pursues fashion trend and not. 2. In clothing style classification, casual styles such as mini-skirts, hot pants, tight t-shirts are mostly in tight silhouette. Also, the main colors are indigo-blue, white, black and point color, which are vivid tone and fluorescent colors. The characteristics of sport casual style contribute the upper garment and the lower garment, which forms a set. Classic styles are divided into two groups of typical formal dress and traditional Qipao dress. The colors of feminine style and textile printing are more sumptuous than other styles. 3. In clothing items classification, the points of the upper garments is the construction of designs, textile printing, ornament with beads, embroidery, and ribbon etc., exposed back. The lower garments like hot pants and mini-skirts are made of jeans. The cargo pants that is made of jean, cotton, luster textile. Also, one-piece dress has the characteristics of tiered and irregular hem line.

• 한국해양공학회지
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• 제32권5호
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• pp.310-323
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• 2018

In order to protect lives and prevent large-scale injuries in the event of a fire on a ship or an offshore plant, most classification societies are strengthening their fire resistance designs of relevant cargo holds and accommodation compartments to keep flames from being transferred from a fire point to other compartments. Particularly in critical compartments, where flames should not propagate for a certain period of time, such as the A60 class division, both the airtightness and fire-resistant design of a piece passing through a bulkhead are subject to the Safety of Life at Sea Convention (SOLAS) issued by the International Maritime Organization (IMO). In order to verify the suitability of a fire-resistant design for such a penetrating piece, the fire test procedure prescribed by the Maritime Safety Committee (MSC) must be carried out. However, a numerical simulation should first be conducted to minimize the time and cost of the fire resistance test. In this study, transient thermal analyses based on the finite element method were applied to investigate the heat transfer characteristics of a bulkhead penetration piece for the A60 class compartment. In order to determine a rational bulkhead penetration piece design, the transient heat transfer characteristics according to the variation of design parameters such as the diameter, length, and material were reviewed. The verification of the design specification based on a numerical analysis of the transient heat transfer performed in this study will be discussed in the following research paper for the actual fire protection test of the A60 class bulkhead penetration piece.

• 한국전산구조공학회:학술대회논문집
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• 한국전산구조공학회 2005년도 춘계 학술발표회 논문집
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• pp.583-591
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• 2005

The ship plating is generally subjected to combined in-plane load and lateral pressure loads. In-plane loads include axial load and edge shear, which are mainly induced by overall hull girder bending and torsion of the vessel. Lateral pressure is due to water pressure and cargo. These load components are not always applied simultaneously, but more than one can normally exist and interact. Hence, for more rational and safe design of ship structures, it is of crucial importance to bitter understand the interaction relationship of the buckling and ultimate strength for ship plating under combined loads. Actual ship plates are subjected to relatively small water pressure except for the impact load due to slamming and panting etc. The present paper describes an accurate and fast procedure for analyzing the elastic-plastic large deflection behavior up to the ultimate limit state of ship plates under combined loads. In this paper, the ultimate strength characteristics of plates under axial compressive loads and lateral pressure loads are investigated through ANSYS elastic-plastic large deflection finite element analysis with varying lateral pressure load level.

• 한국항해항만학회지
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• 제40권5호
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• pp.345-351
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• 2016

This study presents a system dynamics methodology to evaluate quantitatively the effect of the Korean government's development policy, such as tax reductions, on the industrial economy. System dynamics is often perceived as an optimized means to identify the dynamic inter-relationships among various factors of development policies, and in particular the industrial characteristics and uncertainties of the coastal shipping industry. The results of simulations used in this study shows that the impact of development policies such as tax reductions would increase shipping demand for about 4 years, and that tax incentives could raise the demand volume for cabotage cargo from 5.26 to 11.11%, through the available freight-down by 90~95% points. The system dynamics approach used in this paper represents an initial attempt to use this methodology in studies of the coastal shipping industry. On the basis of our simulations, the industrial effects of other development policies, such as ship financing support, investment of social overhead, or crew supply, could also be analyzed effectively. Additionally, it should be possible to extend these results by developing a comprehensive model encompassing these various analyses.

• 한국안전학회지
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• 제30권4호
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• pp.79-85
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• 2015

Onboard fire extinguishing system is important to protect cargo and human lives and every oil tanker has foam type fire extinguishing system. Because of environmental problem, agent which contains materials such as Perfluorinated compounds are regulated and the development of the environmental friendly agent is required. The protein foam has less environmental pollution problem and has an excellent fire extinguish performance to oil fire. In the research, bivalency metal salts were added as stabilizer to increase fire resistance and stability of the foam. Ferrous sulfate, Iron chloride and Nickel chloride were used and to adjust to vessel, sea water was applied. As a stabilizer increased, the expansion ratio was raised. However 25% drainage time was decreased over 2.0 wt.% which is knowable that the foam brokes easily. The amount of generated foam was measured to check fluidity of foam and it appeared that when $FeSO_4$ 1.2 wt.% was added, the amount of generated foam reached large and also the 25% drainage time was high. To evaluate the fire extinguishing performance for oil fire, the small scale oil fire test was executed. When $FeSO_4$ 1.2 wt.% was added, fire extinguishing time was in its shortest which informs fluidity of foam and stability are important factors on fire extinguishing efficiency.

• 한국항해항만학회지
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• 제29권3호
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• pp.291-298
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• 2005

본 기술논문에서 18,000 TEU급 초대형 선박에 대응하는 차세대 컨테이너크레인의 규격 및 성능을 검토하였다. 컨테이너선의 발달 과정을 연대순으로 살핀 후에 기존에 설치되어 운영중인 컨테이너크레인의 특성을 파악하였고 세계각처에서 수행되고 있는 컨테이너크레인에 관한 연구동향을 분석하였다. 분석한 결과를 토대로 2014년 이후에 등장할 차세대 컨테이너크레인의 규모 및 성능을 예측하였다. 검토된 사항은 컨테이너크레인의 구조, 트롤리와 호이스트의 메커니즘, 제어방식, 아웃리치, 백리치, 레일게이지, 하역능력, 안정성 및 내구성 등이다.