• 한국항만경제학회지
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• 제37권4호
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• pp.13-31
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• 2021

2011년 한-유럽 FTA 체결 이후 두 지역의 거래액은 증가일로에 있으며 전체 시장은 지속적으로 확대되고 있다. 여러 운송수단을 이용하는 복합국제운송에 대한 관심이 늘어나며 기존의 해운운송 위주의 운송 방식에서 철도를 포함한 두 가지 이상의 운송수단을 사용하는 다중운송경로를 통한 운송이 확대되고 있다. COVID-19의 영향으로 2019년 세계 화물 시장이 타격을 받았는데 특히 해상 및 항공 노선의 급격한 제한에 기인하고 한국의 대유럽 수출도 감소하였다. 이러한 영향에도 2020년 CRE(China Railway Express) 화물 열차의 총 수는 2016년 대비 7.3배 증가한 12,406개 노선으로 전년 대비 50% 증가하였다. 철도를 이용한 육상기반의 화물운송에 대한 연구는 꾸준히 있어 왔으나 한국과 유럽의 운송노선에 대한 연구는 TSR(Trans Siberian Railway), 수에즈 해운(Suez Shipping), 기존 TCR(Trans China Railway) 노선에 국한되었다. 본 논문은 중국에서의 일대일로 구상에 따라 최근 변화를 겪고있는 실크로드의 핵심에 초점을 맞추어 중국-유럽 화물열차(CRE)를 대상으로 연구를 진행하였다. Fuzzy-AHP는 한국에서 유럽으로 가는 국제 복합항로 선정 시 요인의 우선순위를 결정하는데 사용하였으며 중국과 한국의 전문가 설문조사를 통해 결과를 도출하였다. 요인 선정 후 TOPSIS 방법을 적용하여 계획된 3개의 경로를 순위화하였다. 그 결과 총비용, 총시간, 서비스 신뢰도가 CRE 기반 복합운송을 선택할 때 의사결정자가 고려하는 요소로 나타났다. 또한, 주요 3개 복합운송노선에서 Route 1(인천-대련-만주-함부르크) 노선이 최적 노선이고 Route 2(인천-리차오-얼롄하오터-함부르크)와 Route 3(인천-롄윈강-시안-함부르크) 순서로 나타났다.

• 무역상무연구
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• 제49권
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• pp.3-41
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• 2011

In this article, the author have studied on main revisions and some recommendations of the Incoterms(R) 2010. Main revisions are as belows. 1. Two new Incoterms rules -DAT and DAP- have replaced the Incoterms 2000 rules DAF, DES, DEQ and DDU. 2. New classification of the Incoterms(R) 2010 are adopted. First class is Rules for any mode or modes of transport(EXW, FCA, CPT, CIP, DAT, DAP and DDP belong to this class.) and second class is rules for sea and inland waterway transport(FAS, FOB, CFR and CIF belong to this class.). 3. Incoterms(R) 2010 rules formally recognizes that they are available for application to both international and domestic sale contracts. 4. The Guidance Notes and Introduction are not part of the actual Incoterms(R) 2010 rules. 5. Under the FOB, CFR and CIF, all mention of the ship's rail as the point of delivery has been omitted in preference for the goods being delivered when they are "on board" the vessel. 6. Incoterms(R) 2010 rules include the obligation to 'procure goods shipped' as an alternative to the obligation to ship goods in the relevant Incoterms rules. 7. Incoterms(R) 2010 rules give electronic means of communication the same effect as paper communication. 8. Incoterms(R) 2010 rules have allocated obligations between the buyer and seller to obtain or to render assistance in obtaining security-related clearances. such as chain-of custody information. Some recommendations are as belows. 1. The parties must incorporate the Incoterms(R) 2010 rules into their contract of sale. 2. The parties must choose the appropriate Incoterms(R) 2010 rules. 3. Specify the place or port as precisely as possible in their contract of sale. 4. Remember that Incoterms(R) 2010 rules do not give the parties a complete contract of sale. 5. Incoterms(R) 2010 rules do not prohibit alteration of Incoterms rule, but there are dangers in so doings. In order to avoid any unwelcome surprises, the parties would need to make the intended effect of such alterations extremely clear in their contract.

• 동아시아식생활학회지
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• 제2권1호
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• pp.57-68
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• 1992

In order to obtain the information on the status of using university cafeteria and students' preferences, the survey was conducted through questionaires to 434 students(male:195, female : 239) of 8 universities - 2 universities employed dietitian and 6 universities which didn't employ dietitian -through all the area of Incheon from 19th November 1990 to 14th December, 1990. The results obtained were as follows. 1) For keeping temperature of meals until service to students Refrigerator or warming cabinet or putting meals on low flames were used, and the amount for one person was almost decided by rough estimation by experience. All the foods remained were discarded. Also most of the cooking manager's age were from 50 to 59 and almost cooking managers graduated middle school. The fuel to cook was gas or kerosene. Method to disinfect tableware was boiling. 2) In case of the frequency of using university cafeteria, male students used cafeteria more often than female students, and regardless of sex students made use of cafeteria for lunch more than for breakfast and supper. Students also used university cafeteria not employing dietitian more than cafeteria employing dietitian. Disregarding of male, female, cafeteria employing cafeteria not employing dietitian, all students pointed out that main reason for using cafeteria were 'low price' and 'no other place to eat' And minor reasons were ' good taste' and 'meal quality'. On the contrary, the case of not using cafeteria were 'waiting in line' to male students, 'poor taste' to female students, 'waiting in line' and 'no varieties' on the cafeteria which employed dietitian, 'poor taste' and 'poor hygienes' on the cafeteria which didn't employ dietitian. 3) Considering of the preferences of menu, both male and female students liked "Bibim Bab" And male students prefered meals which contained broth both but female students prefered a light meals. 4) the difference of preferences showed that female student's preferences were high at all foods, and the preferences of fruits were high for both students. In detail, male students liked port, liver and small intestine of cattle, oyster and beans boiled in soysauce. But female students likde milk, yogurt and cucumber.

• 한국근적외분광분석학회:학술대회논문집
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• 한국근적외분광분석학회 2001년도 NIR-2001
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• pp.1253-1253
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• 2001

The ability to accurately assess wine quality is important during the wine making process, particularly when allocating batches of wines to styles determined by consumer requirements. Grape payments are often determined by the quality category of the wine that is produced from them. Wine quality, in terms of sensory characteristics, is normally a subjective measure, performed by experienced winemakers, wine competition judges or winetasting panellists. By nature, such assessments can be biased by individual preferences and may be subject to day-to-day variation. Taste and aroma compounds are often present in concentrations below the detection limit of near infrared (NIR) spectroscopy but the more abundant organic compounds offer potential for objective quality grading by this technique. Samples were drawn from one of Australia's major wine shows and from BRL Hardy's post-vintage wine quality allocation tastings. The samples were scanned in transmission mode with a FOSS NIR Systems 6500, over the wavelength range 400-2500 ㎚. Data analysis was performed with the Vision chemometrics package. With samples from the allocation tastings, the best correlations between NIR spectra and tasting data were obtained with dry red wines. These calibrations used loadings in the wavelengths related to anthocyanins, ethanol and possibly tannins. Anthocyanins are a group of compounds responsible for colour in red wines - restricting the wavelengths to those relating to anthocyanins produced calibrations of similar accuracy to those using the full wavelength range. This was particularly marked with Merlot, a variety that tends to have relatively lower anthocyanin levels than Cabernet Sauvignon and Shiraz. For dry white wines, calibrations appeared to be more dependent on ethanol characteristics of the spectrum, implying that quality correlated with fruit maturity. The correlations between NIR spectra and sensory data obtained using the wine show samples were less significant in general. This may be related to the fact that within most classes in the show, the samples may span vintages, glowing areas and winemaking styles, even though they may be made from only one grape variety. For dry red wines, the best calibrations were obtained with a class of Pinot Noir - a variety that tends to be produced in limited areas in Australia and would represent the least matrix variation. Good correlations were obtained with a tawny port class - these wines are sweet, fortified wines, that are aged for long periods in wooden barrels. During the ageing process Maillard browning compounds are formed and the water is lost through the barrels in preference to ethanol, producing “concentrated” darkly coloured wines with high alcohol content. These calibrations indicated heaviest loadings in the water regions of the spectrum, suggesting that “concentration” of the wines was important, whilst the visible and alcohol regions of the spectrum also featured as important factors. NIR calibrations based on sensory scores will always be difficult to obtain due to variation between individual winetasters. Nevertheless, these results warrant further investigation and may provide valuable Insight into the main parameters affecting wine quality.

• 해양환경안전학회지
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• 제23권1호
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• pp.47-55
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• 2017

본 연구는 수신호 통일지침 개발을 위한 사전연구로 선박작업시 의사소통 수단으로서 수신호 체계의 활용가능성과 표준화 타당성을 검토하였다. 실증연구에 앞서 선박안전관리자의 의견을 수렴하여 수신호 활용가능성이 있는 선박작업활동을 분류하고, 이러한 작업활동 하에 작업자의 수신호 활용의사와 제도적 표준화 선호도를 측정하였다. 통계분석(t-검정, 상관관계분석) 결과 응답자들은 근무형태(선원/육상선박 안전관리감독)와 근무환경(갑판부/기관부)에 관계없이 수신호 소통이 가능한 작업활동에서는 표준화된 수신호 체계를 의사소통 수단으로 적극 수용할 의사가 있었다. 또한, 주어진 선박작업활동 종류에 따라 응답자의 수신호 활용빈도는 유의미한 차이가 있으나 표준화 선호도와는 강한 양(+)의 상관관계에 있었다. 따라서 후속연구로 응답자의 수신호 활용빈도가 높은 크레인 운용, 윈드라스 윈치 운용, 삭류 이동/전달, 화물창 운용 등 항만내 작업활동들을 우선순위로 수신호 통일지침을 설계한다면 선박작업자간 의사소통 개선에 효과적일 수 있다는 결론을 얻었다.

• 한국항해학회지
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• 제4권2호
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• pp.45-79
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• 1980

The aim of this paper is to analyze the mechanics of price formation in the tramp shipping. For the purpose of this study, the main characteristics of tramp freight rates and the market is examined, and a brief examination of the nature ofthe costs of operation is given which are essential for the understanding of the functioning of shipping firms as well as for the understanding of developments in the tramp freight market. The demand and supply relationships in the market is also analysed in detail. Tramp shipping is an industry that has a market which functions under conditions that are not dissimilar to the theoretical model of perfect competition. However, it does notmean that tramp shipping market is a perfectly competitive market. It is apparent that this realworld competitive system has its imperfections, which means that the market for tramp shipping is near to being a perfectly competitive market on an internaitonal scale and it is freight are therefore subjext to the laws of supply and demand. In theory, the minimum freight rate in the short term is that at which the lowest cost vessels will lay-up in preference to operating, and is equal to the variable costs minus lay-up costs; and this would imply that in all times except those of full employment for ships there is a tendency for newer low-cost, and, probably, faster vessels to be driving the older high-cost vessels in the breaker's yards. In this case, shipowners may be reluctant to lay-up their ships becasue of obligations to crews, or because they would lose credibility with shippers or financiers, or simply because of lost prestige. Mainly, however, the decision is made on strictly economic grounds. When, for example, the total operating costs minus the likely freight earnings are greater than the cost of taking the ship out of service, maintaining it, and recommissioning it, then a ship may be considered for laying-up; shipowners will, in other words, run the ships at freight earnings below operating costs by as much as the cost of laying them up. As described above, the freight rates fixed on the tramp shipping market are subject to the laws of supply and demand. In other words, the basic properties of supply and demand are of significance so far as price or rate fluctuations in the tramp freight market are concerned. In connection with the same of the demand for tramp shipping services, the following points should be brone in mind: (a) That the magnitude of demand for sea transport of dry cargoes in general and for tramp shipping services in particular is increasing in the long run. (b) That owning to external factors, the demand for tramp shipping services is capable of varying sharphy at a given going of time. (c) The demad for the industry's services tends to be price inelastic in the short run. On the other hand the demand for the services offered by the individual shipping firm tends as a rule to be infinitely price elastic. In the meantime, the properties of the supply of the tramp shipping facilities are that it cannot expand or contract in the short run. Also, that in the long run there is a time-lag between entrepreneurs' decision to expand their fleets and the actual time of delivery of the new vessels. Thus, supply is inelastic and not capable of responding to demand and price changes at a given period of time. In conclusion, it can be safely stated that short-run changes in freight rates are a direct result of variations in the magnitude of demand for tramp shipping facilities, whilest the average level of freight rates is brought down to relatively low levels over prolonged periods of time.