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(An) Empirical Study on Strenthening Korean Port Competitivness by Knowledge-Management Model
Full text linkThe purpose of this study is to recommend a solution for strengthening the Korean Port Competitiveness and investigating the related factors by using empirical methodology.
There are two steps involved in this study .
first, this study defines four factors which effect port competitiveness by using Knowledge-Management Model established by Kalplan and Norton. The K-M Model used in the study is useful in identify the successful factors of port competitiveness. The four factors indicated in the above model are the internal organization process factor, financial factor, port-service factor, knowledge management strategy /administrative factor.
second, as a statistical results(T-test, Multivariate ANOVA, Muliple Regression Analysis) are employed to compare the relation between the above four factors and the correspond capability of external and internal environment, contribution to the regional economic as well as the development of the foreign country and North Korean port.
According to the results drawn from the four factors included in the K-M Model analysis and projected actual competitiveness is extremely high. However, actual competitiveness is somewhat low. Therefore, actual projected competitiveness level of the Korean port should be considered low as well.
Also the four factors of K-M Model have a close association to national competitiveness, contribution to the regional economy, corresponding capabilities of the external environment and internal environment, the importance of foreign port development as well as the importance of the North Korea port development and finally the port organization reform. However, there was no relevance to the local government.
It is important to note and consider the following in examining the results of the test and the aforementioned association.
First, the variations, which affect the contribution of national competitiveness is port strategy including capital supply and port operation.
Second, the contribution of the regional economy and its relevance to port operation
Third, how the corresponding capability of the external environment relates to the port services and port capability.
Finally, the corresponding capability of internal environment also effects port strategy.第1章 序論
第1節 問題提起와 硏究必要性 = 1
第2節 硏究內容과 硏究範圍 = 2
第3節 硏究方法 = 4
第2章 知識經營模型에관한 理論的背景과 先行硏究
第1節 知識經營의 意義와 重要性 = 6
第2節 均衡成果模型의 特性과 影響要因 = 27
第3章 國內外港灣의 環境變化와 趨勢
第1節 世界港灣環境變化와 趨勢 = 34
第2節 國內港灣環境變化와 趨 = 50
第3節 우리나라 港灣運營 現況과 政策의 變化 = 54
第5節 民資誘致와 港灣開發의 遲延問題 = 76
第6節 南北關係改善과 港灣産業 與件變化 = 90
第4章 知識經營模型에 의한 우리나라 港灣競爭力强化를 위한 實證分析
第1節 硏究模型과 硏究假說 設定 = 105
1. 硏究模型 = 105
2. 硏究假說 = 107
3. 變數選定과 測定 = 110
第2節 資料의 蒐集과 信賴性 및 妥當性 分析 = 111
第3節 우리나라 港灣競爭力 現況分析과 診斷 = 116
1. 우리나라 港灣競爭力部門의 重要度 分析 = 117
2. 港灣競爭力要因의 重要度와 實際現況간의 差異分析 = 121
第4節 우리나라 港灣競爭力 實證分析과 結果 = 124
1. 多變量回歸分析과 分析結果 = 124
2. 假設檢定結果 = 136
第5章 結論 = 138
第1節 分析結果의 要約 = 138
第2節 硏究結果의 示唆點 = 140
第3節 硏究의 限界와 向後 硏究課題 = 141
參考文獻 = 142
1. 國內文獻 = 142
2. 國外文獻 = 144
附錄 = 14
An Empirical Study on the Determinants of the Successful Strategic Alliances between Container Shipping Companics
Full text linkThe objective of this study is to conduct an empirical analysis to find the determinants of successful alliances between container shipping companies. In order to fulfill this objective this paper is divided into four main parts. Firstly, this paper examined various concepts of strategic alliances through literature review. Secondly, this paper summarized previous empirical research related to determinants of successful strategic alliances. Thirdly, this paper conducted an empirical analysis to test the relation among variables related to the performance of strategic alliances between container shipping companies. Finally, this paper analyzed the determinants of the success of strategic alliances between container shipping companies.
To test the hypotheses, data were collected via questionnaire survey among container shipping companies which have involved in alliances. The questionnaire data were analysed using the Statistical Package for the Social Science (SPSS) 10.0. To test the hypotheses, reliability test, factor analysis, correlation analysis and regression analysis of variance were conducted.
The results of this study are as follows:
Firstly, in case of strategic characteristics, strategic importance and manager's attitude affect the success of strategic alliances.
Secondly, in case of partnership characteristics, commitment, trust, and interdependence were identified as the most important elements for the success of alliances between container shipping companies..
Thirdly, opportunism was regarded as the least important factor for the success of partnerships.
Fourthly, in case of communication, communication quality and information sharing between partner companies were found to be as the most important elements which affect the successful strategic alliances.
Finally, in case of management characteristics, systematic management was found not to affect the successful strategic alliance.
In conclusion, in terms of strategic importance, manager's attitude, commitment, trust, interdependence, opportunism, communication quality, information sharing and systematic management were found to affect the performance of strategic alliances between container shipping companies. Container shipping companies which are already involved in alliances or are planning to make partnership should consider carefully those factors to improve their alliance performance.목차
Abstract
제1장 서론 = 1
제1절 연구의 배경 = 1
제2절 연구의 목적 = 4
제3절 연구의 방법 및 구성 = 5
제2장 전략적 제휴에 관한 이론적 고찰 = 8
제1절 전략적 제휴의 개념 = 8
1. 전략적 제휴의 정의 = 8
2. 전략적 제휴의 동기 및 목적 = 12
3. 전략적 제휴의 형태 = 17
제2절 제휴유형 선택에 관한 일반적 접근법 = 33
1. 산업조직 이론 (Industrial Organization Theory : I/ O) = 34
2. 거래비용 이론 (Transaction Cost Theory) = 35
3. 자원의존 이론 (Resource- Based Theory) = 37
4. 전략적 보완 이론 = 38
5. 네트워크 이론 (Network Theory) = 39
제3절 전략적 제휴의 성공결정요인에 관한 선행연구 = 41
1. 일반산업에서의 선행연구 = 41
2. 해운산업에서의 선행연구 = 60
제4절 컨테이너 정기선사간 전략적 제휴의 현황 = 66
1. 글로벌얼라이언스(Global Alliance) 현황 = 66
2. 글로벌제휴 그룹과 기타 선사간 전략적 제휴 = 76
3. 한중항로에서의 국적선사 공동운항 = 79
4. 한일항로에서의 국적선사 풀(Pool) 협정 = 82
제3장 연구설계와 가설설정 = 86
제1절 연구설계 = 86
1. 연구설계 = 86
2. 변수의 조작적 정의와 측정 = 89
3. 표본설계 및 설문지의 구성 = 100
제2절 연구가설의 설정 = 103
1. 선사간 제휴의 전략적 성격 = 103
2. 제휴의 자원특성 = 107
3. 파트너쉽의 속성 = 108
4. 기회주의 = 110
5. 의사소통행위 = 110
6. 제휴의 관리적 특성 = 112
제4장 실증분석 = 114
제1절 자료의 분석 = 114
1. 표본의 특성 = 114
2. 측정변수의 신뢰성 검증 = 115
3. 요인분석 = 117
제2절 연구가설의 검정 = 122
1. 전략적 제휴 성공의 측정 = 122
2. 선사간 제휴의 전략적 성격에 대한 가설검정 = 126
3. 선사간 제휴의 자원특성에 대한 가설검정 = 128
4. 선사간 제휴의 파트너쉽 속성에 대한 가설검정 = 129
5. 기회주의에 대한 가설검정 = 130
6. 선사간 제휴의 의사소통 행위에 대한 가설검정 = 131
7. 선사간 제휴의 관리특성에 대한 가설검정 = 132
제5장 결론 = 135
1. 연구의 요약 및 시사점 = 135
2. 연？맛？ 한계점 = 138
참고문헌 = 140
정기선사의 전략적 제휴 성공결정요인에 관한 설문서 = 14
(An) Optimization Model for a Single Cruise Ship Routing and Scheduling
Full text linkThe growth rate of the world-wide cruise industry has surpassed all the other tourism and leisure industries for over 20 years. Many reports keep saying that this growth will continue for many years to come. In spite of this great growth and the following economic importance of the cruise industry, the decision making problems for cruise ship management have been usually dealt simply by the manager's experiences and intuitions. There has been few academic research yet on analytic decision making models for supporting cruise ship routing and scheduling problems.
The routing and scheduling of a cruise ship has its own uniqueness different from that of any merchant ship. The operation of a typical cruise ship is much like a liner in some sense, but it also has something like a bulk cargo ship at the same time. This uniqueness makes the cruise ship scheduling problem need a new decision making model different from the existing ones developed for merchant ships.
This paper presents a decision making model for the cruise ship management, and this is the first model of this kind. A network based optimization model has been developed for a single cruise ship operation. It gives optimal ship scheduling patterns over the planning period for cruise ship managers who want to find out profit maximizing cruise ship routing and scheduling plan. A network solution method to find the optimal scheduling pattern is also developed. This network model can be equivalently transformed into a linear programming model, which makes the implementation of the model quite practical however complicated the given scheduling environment may be. The ship scheduling network developed in this study can also be used as a general framework to describe all the cruise ship routing and scheduling alternatives the cruise ship manager can figure out.Abstract = ⅴ
제1장 서론 = 1
제1절 연구필요성과 연구 목적 = 1
1.1. 연구의 필요성 = 1
1.2. 연구의 목적 = 2
제2절 연구 내용 및 방법 = 2
2.1. 연구 대상 = 3
2.2. 연구 내용 및 방법 = 4
제2장 세계 크루즈 시장의 최근 동향 = 5
제1절 크루즈 여행의 유형과 주요 지역 = 5
1.1. 크루즈 여행의 정의 = 5
1.2. 크루즈 여행의 분류 = 6
1.3. 크루즈산업의 주요 지역 = 6
제2절 국외 크루즈 산업의 현황 = 8
2.1. 북미의 크루즈 산업 = 8
2.2. 유럽의 크루즈 산업 = 9
2.3. 아시아의 크루즈 산업 = 10
제3절 국내 크루즈 산업 현황 = 12
3.1. 국내 크루즈 시장의 현황 = 12
3.2. 국내 크루즈 산업의 발전 방안 = 13
3.3. 국내 조선산업과 크루즈선 건조 = 14
제4절 최근의 크루즈 이용객과 미래의 크루즈선 특징 = 16
4.1. 1996, 1997, 1998년의 크루즈 이용객 비교 = 16
4.2. 권역별 연간 Lower Berths 수 = 17
제5절 세계크루즈 시장현황과 크루즈선의 특징 = 17
5.1. 크루즈 조선산업의 특징 = 17
5.2. 실제 선박자료와 미래의 선박 자료 예상치와의 비교·분석 = 19
제3장 경영과학모형의 이론적 배경 = 23
제1절 PERT=CPM 네트워크 = 23
1.1. PERT=CPM = 23
1.2. PERT 네트워크 = 23
1.3. PERT의 확정적 분석과 확률적 분석 = 25
제2절 선형계획법 = 26
2.1. 선형계획법의 기본 형태 = 26
2.2. 선형계획법의 사후적 분석 = 27
제3절 선박운항일정을 다룬 경영과학 모형 = 28
제4장 크루즈선의 후보운항일정선택 문제 = 30
제1절 문제의 개요 = 30
1.1. 모형의 가정 = 30
1.2. 모형의 기호 = 32
제2절 크루즈선 경로선택을 위한 네트워크 모형 = 34
2.1. 운항일정계획 네트워크 = 34
2.2. 최적운항일정계획의 도출 = 35
2.3. 발견된 네트워크 해의 해석 = 37
제3절 크루즈선 경로선택을 위？？ 선형계획모형 = 38
3.1. 개요 = 38
3.2. 선형계획모형의 목적함수 = 38
3.3. 선형계획모형의 제약식 = 39
3.4. 완성된 선형계획모형 = 40
3.5. 선형계획모형의 최적해 해석 = 41
제5장 사례연구 = 42
제1절 네트워크모형의 사례연구 = 42
1.1. 네트워크의 작성 = 44
1.2. 네트워크의 최적해 = 45
제2절 선형계획모형의 사례연구 = 47
2.1. 크루즈 선사의 선형계획모형 = 47
2.2. Excel을 이용한 크루즈 선사의 선형계획모형 결과 = 48
제6장 결론 = 51
제1절 연구 결과의 요약 및 의의 = 51
제2절 연구의 한계 및 향후 연구방향 = 52
국내저서 및 문헌자료 = 53
외국저서 및 문헌자료 = 53
홈페이지 = 55
별첨 1. 현재 건조중인 크루즈선 = Ⅰ
별첨 2. Excel을 이용한 선형계획모형의 결과 =
A Redundancy of Servers and Networks for Reliability Improvement of a Monitoring and Control System
Full text linkRecently, together with development of communications technology, monitoring and control systems have been used in many fields. When monitoring and control systems are developed, one of important things is considered about a redundancy so that the system can be operated normally whenever hardware faults are occurred partly.
In this paper, we introduce a monitoring and control system with a redundancy function for servers and networks. The system, therefore, has an active server and standby server. Each server also has 3 communication ports, and 2 ports are connected to all field units and 1 port is connected to another server. In fields, all field units have to be constructed 2 communication ports connected each server through communication lines. Also, each server's communication program is implemented by analyzing and handling fault elements, and is modularized for linking easily with a monitoring and control module. An experiment with 2 servers and 2 field units is constructed to demonstrate its effectiveness.목차
Abstract
제1장 서론 = 1
제2장 감시제어 시스템 = 4
2.1 감시제어 시스템의 개요 = 4
2.2 기존 감시제어 시스템의 구조 = 5
2.3 기존 감시제어 시스템의 구조의 개선점 = 7
제3장 제안하는 감시제어 시스템의 이중화 구조 = 9
3.1 감시제어 시스템의 하드웨어 이중화 = 9
3.2 오류 판단과 처리 = 10
3.3 감시제어 시스템의 모듈화 = 14
제4장 통신 모듈의 구현 = 16
4.1 메모리 관리 = 16
4.2 데이터 관리 모듈 = 19
4.3 장비 접속 모듈 = 21
4.3.1 접속 관리 쓰레드 = 23
4.3.2 ？？이터 수집 쓰레드 = 28
4.4 서버 상태 관리 모듈 = 29
4.4.1 활성서버의 서버 상태 관리 모듈 = 32
4.4.2 대기서버의 서버상태 관리 모듈 = 34
4.5 데이터 저장 모듈 = 36
제5장 실험 및 고찰 = 38
제6장 결론 = 44
참고문헌 = 4
(A) Study on Viscous Damping Effects in Leaf Spring Damper
Full text linkA Study on Viscous Damping Effects
in Leaf Spring Damper
Recently, a new lateral vibration damper using leaf springs and oil, named as a leaf spring damper (LSD), developed by Jei and Kim.[2] The major advantage of this novel damper is that the dynamic characteristics of the leaf spring damper can be easily controlled by the design of side clearance and leaf spring packs. Therefore, the leaf spring dampers can be useful for turbomacinery, high speed spindles, vehicle axles, etc. In additon, since the leaf spring damper can directly cooperate with rolling element bearings, it ultimately extends the usage of rolling element bearings by providing damping property.
The present paper have been investigated experimentally the dynamic characteristics of a lateral leaf spring damper with different side clearance and oil viscosity. Experiments were performed to investigated the effects of side clearance and oil viscosity on the damping of lateral leaf spring damper. The stiffness and damping coefficients are obtained from the displacements and the reaction forces generated by rotating the eccentric shaft. All dynamic coefficients are plotted with the excitation frequency which is adjusted by rotating speed of shaft. The test rig and two different leaf spring damper were manufactured to test the dynamic characteristics of the leaf spring damper
Construction of Delay Predictive Models on Freeway Ramp Junctions
Full text linkConstruction of Delay Predictive Models
on Freeway Ramp Junctions
Today freeway is experiencing a severe congestion with incoming or outgoing traffic through freeway ramps during the peak periods. Thus, the purpose of this study is to identify the traffic characteristics, analyze the relationships between the traffic characteristics and finally construct the delay predictive models on the ramp junctions of freeway with 70 mph speed limit.
From the traffic analyses, and model construction and verification for delay prediction on the ramp junctions of freeway, the following results were obtained :
ⅰ) Traffic flow showed a big difference depending on the time periods. Especially, more traffic flows were concentrated on the freeway junctions in the morning peak period when compared with the afternoon peak period.
ⅱ) The occupancy also showed a big difference depending on the time periods, and the downstream occupancy(Od) was especially shown to have a higher explanatory power for the delay predictive model construction on the ramp junctions of freeway.
ⅲ) The delay-occupancy curve showed a remarkable shift based on the occupancies observed : Od < 9% and Od ≥ 9%. Especially, volume and occupancy were shown to be highly explanatory for delay prediction on the ramp junctions of freeway under Od ≥ 9%, but lowly for delay prediction on the ramp junctions of freeway under Od < 9%. Rather, the driver characteristics or transportation conditions around the freeway were thought to be a little higher explanatory for the delay prediction under Od < 9%.
ⅳ) Integrated delay predictive models showed a higher explanatory power in the morning peak period, but a lower explanatory power in the non-peak periods
A Study on the Robust Digital Audio Watermarking against Down Mixing
Full text linkIn recent year, the use of digital multimedia content has increased explosively because of rapid progress of digital and network technologies. However, this increasing of the use of digital multimedia content were raised a problem that distribute illegal copied digital multimedia content. Therefore, it was necessary to research the copyright protection technique.
The digital watermarking is one of protection technique for the digital multimedia content, which is to embed the copyright information and additional information into the digital multimedia content. And the embedded information data is called to the watermark.
The Digital audio watermarking is to embed information into the digital audio content. There are three kinds of way for embedding the digital audio watermark signalthe A/D-D/A converting, cropping, down mixing, low pass filtering, and so on.
In this thesis, we suggest the new robust watermarking technique against the down mixing attack which is satisfied with SDMI(Secured Digital Music Initiative) the Phase II Screening. The proposed watermarking algorithms are the watermark embedding and extracting algorithm in multi-channel audio data and the extracting algorithm even though multi-channel audio data was down-mixed. The proposed embedding and extracting algorithms have high information embedding efficiency as embedding PN code in each channel using interleave sequence. Also, we propose the algorithm that is able to return to original watermark signals perfectly when the multi-channel audio data applied the proposed algorithm is attacked down-mix.spread spectrum coding, echo coding, and phase coding. These embedded watermark signals must be extracted although it comes under various attacks목차
그림차례 = ii
표차례 = iii
Abstract = v
제1장 서론 = 1
제2장 디지털 오디오 워터마킹 = 5
제2-1절 위상 정보 삽입 기법 = 7
제2-2절 대역 확산 기법 = 9
제2-3절 반향 신호 삽입 기법 = 13
제3장 다운믹싱에 강한 디지털 오디오 워터마킹 = 18
제3-1절 워터마크 삽입 과정 = 18
제3-2절 워터마크 추출 과정 = 20
제3-3절 다운 믹싱한 오디오 신호의 워터마크의 검출 = 21
제4장 실험 결과 = 23
제4-1절 SDMI(Secured Digital Music Initiative) Phase II Screening = 23
제4-2절 실험 방법 및 결과 = 27
제5장 결론 = 30
참고문헌 = 3
A Study of Sovereign Right over Dokdo Island
Full text linkDok-do is an island located 47.4 sea miles east of Ulleung-do and 85.2 miles west of Okisyoto of Japan, in 37°14'18"N and in 131°52'33"E
Dok-do has been owned as the territory of Shilla ever since A.D. 512 (the 13th year of the King Chi-jung of the Dynasty of Shilla) and has been ruled and administered virtually by Korea as a part of our territory through Goryeo(高麗) and Chosun (朝鮮) Dynasty without being disregarded or abandoned up the date
Samguksagi(三國史記) that was edited in 1145 is the material which supports this fact and we can confirm it in other many books, in other words, we can find it definitely that Korea had already ensured the sovereign right about Dok-do in many historical respects facts as followings.
First, Samguksagi says that Yi, Sa-bu(異斯夫) conquered Woosanguk(于山國) and subjected it to Shilla in AD 512. Mangiyoram(萬機要覽) which was edited in 1808 says about Woosanguk, "Ulleung-do and Woosan-do are the territory of Woosanguk and it is Woosan-do that Japan is Song-do(松島)". and also we can make sure that Woosan-do is present Dok-do in the books like Cheungbomunheonbigo(增補文獻備考), Se-jong Authentic record of geography(世宗實錄地理志), History of Goryeo(高麗史)
They say the "the distance of Woosan-so and Ulleung-do are not far from, so they can be seen the other side when it is fine"
Second, Tae-jong Authentic record(太宗實錄), Se-jong Authentic record(世宗實錄) goes as followings.
Kim, Lin-woo(金麟雨), got the position of Woosanmureung-choanmusa(于山武陵等處按撫使) form the Chosun Dynasty when they carried the Empty Island policy(空島政策) of making Ulleung-do uninhabited island. In the fact that mentioned above, We can confirm that Woosan-do was included into Ulleung-do, which had been ruled and managed together.
Besides, while Empty Island policy they sent Suto-kwan(搜討官) every 3 years to control the is islands.
All these historical facts show that Woosan-do has never been disregarded.
Third, on the old Korean map, the record involved in Woosan-do was written of the map or on the right of it as well as Woosan-do was marked next to Ulleung-do. It makes sure that Woosan-do is our territory
Fourth, on Oct. 25, 1900, in the document of subject territory, Article 41. it is written that the extent of jurisdiction of Ulleung-do, Juk-do, and Suk-do(=Dok-do) We can find out certainly this fact that Dok-do had been controled by Chosun Dynasty.
Based on this historical facts, we can surely know that Dok-do has had a firm sovereign right historically as an Korean territory
However, Japan insists that Dok-do is their own land, or Dok-do has been incorporated into Japan through Dokeun-hyun(島根縣) Notification No. 40 in 1905, 04 sometimes they take the incompleteness of the postwar documents after the 2nd World War.
The followings are the integrated opinions which criticize the fabrication of Japanese insistence like that.
Ist. Japan still insists that Dok-do is the land of Japan. But this is full of inconsistencies.
① Japanese myth describes that the territory of Japan consists of Honshu(本州), Kyushy(九州), Shikoku(四國) and Dangrodou(淡路島), so Dok-do and even some other parts of the present territory of Japan are not of Japan
② Japan called Dok-do the land which was belonged to nobody through Dokenu-hyun Notification and incorporated it into Japan. But this seems to acknowledge that Dok-do had not been the land of Japan.
③ The lst Japanese book Unjushichonghapki(隱州視聽合記) manifests that Dok-do belongs to the ancient Goryeo(高麗).
④ According to Japanese official documents which was written in 1869, Japanese Foreign Minister and Taejongkwan(太政官)said that Ulleung-do and Dok-do belonged to Goryeo. And in 1877 Taejongkwan ordered that Dok-do should be eliminated from Dokeun-hyun. And the officials of the ministry of Foreign Affairs didn't grand the right to develop Song-do in 1878 owing to the fact that Dok-do belongs to Ulleung-do.
⑤ According to the Japanese maps, Samkukjopyand Map(三國接壤地圖) drawn by Hayashi in 1785, and Chonghoi Map(總繪圖) which was drawn in 18C, Japan painted Dok-do the same color with Chosun.
More to the point, the map of Chosun Eastern Sea which was drawn by Japan ministry of Navy and Chosun Map drawn in 1852 and a number of Japan's ancient maps show that Dok-do is the territory of Chosun.
2nd, knowing that the theory Dok-do is the land of Japan is not in Japan's favor, Japan insists that Dok-do be the land of Japan through prior occupation theory using Dokeun-hyun Notification No.40. But the falsehood of Japan's prior occupation theory is as follows.
① Although the object of prior occupation had to be the land owned by nobody, Dok-do had its owner. In other words, Empty Island Policy was carried out from the 17th year of Tae-jong by Chosun Dynasty. What is more, Chosun dispatched officials every 3 year and ruled Dok-do. And Dok-do incorporated Dok-do into the administrative district through Royal Decree in 1900, it was 5 years earlier than that of Japan. All these historical facts manifest that Dok-do has had its owner.
② There are some points at issue in the process of her proclamation. The national decision on territory incorporation on must be published in the official Gazette, but it was reported in a newspaper of a local government, Dokeun-hyun, So according to the international law, this behavior can't be the expression of a nation and has no effect. Besides it's not reasonable that Japan called Dok-do the land of no owner and Japan incorporated it into the territory of Japan although shogunate of the Dokchogawa(德川幕府) and Maijie government(明治政府) acknowledged that Dok-do belonged to Chosun. As Japanese scholars acknowledge, it's very clear that her behaviors are expressions of imperialism. So according of the international law, her doctrine has no validity
3rd, Japan insists that the postwar documents, SCAPIN NO. 677, has an article Ulleung-do, Dok-do, Cheju-do should be excepted from Japan, and this article is political and administrative. Using the article of The Peace Treaty with Japan that acknowledges the independence of Korea including Ulleung-do, Dok-do, Cheju-do, Japan insists that Dok-do be the land of Japan. But as we discussed before, Japan's opinion is not accord with the international law.
Concluding this study,
① The Cairo Declaration, the Potsdam Declaration have binding force because Japan surrendered unconditionally. So the article "Japan will also be expelled from all other territories which she has taken by violence and greed" must be translated like this, all the other territories are the territories that Japan has taken since China-Japan War in 1895. And Dok-do was taken in 1905 and it gained its independence from the day Aug 15, 1945.
② SCAPIN No. 677 which was written by the General Headquarter of the Allied Forces insisted that Dok-do be the land of Korea, and then it was sent to the Japan government. And the document has a legal power.
③ These islands like Cheju-do, Keomun-do, and Ulleung-do which was mentioned in the Peace Treaty with Japan are only representatives of all the Korean islands. If Japan would restore Dok-do which was separated from Japan to the Peace Treaty with Japan, there should be an article that Dok-do belongs to Japan or a new article from the Allied Forces. It's clearly considered that Dok-do can never be separated from Korea without these active articles.
As mentioned above Japan has insisted on the theory of Japan, Japan's prior occupation theory and postwar documents of the Allied Forces as Japan's opinion that Dok-do is the land of Japan.
Therefore we can manifest that the assertion of Japan is unreasonable.목차
第1章 序論 = 1
第1節 硏究의 目的 = 1
第2節 硏究의 範圍 및 方法 = 2
第2章 海洋法上의 島嶼의 法的地位와 獨島 = 4
第1節 海洋法上 島嶼의 地位 = 4
1. 島嶼의 定義 = 4
2. 島嶼의 法的地位 = 5
第2節 海洋法上의 獨島의 地位 = 5
1. 獨島의 槪觀 = 5
2. 獨島의 法的地位 = 6
3. 獨島의 重要性 = 7
第3章 獨島 領有權問題의 歷史的分析 = 9
第1節 問題의 發端 = 9
第2節 獨島의 名稱 = 10
1. 韓國側의 名稱 = 10
2. 日本側의 名稱 = 12
3. 外國에서의 名稱 = 13
第3節 韓日兩國의 獨島 領有權關聯 記錄 및 諸措置 = 14
1. 朝鮮時代以前 兩國의 獨島關聯 記錄 및 諸措置 = 14
2. 朝鮮時代 兩國의 獨島關聯 記錄 및 措置 = 17
3. 日帝强占時期의 獨島·關聯記錄 및 措置 = 24
4. 光復以後의 獨島關聯 記錄 및 措置 = 32
第4章 獨島 領有權問題의 法的分析 = 36
第1節 獨島의 島根縣編入에 관한 問題 = 36
1. 中井養三郞의 '獨島編入 및 貸下請願' = 36
2. 日本側의 國際法上 先？우둬？ 惡用 = 38
3. 先占理論에서의 通告義務 = 38
4. 島根縣告示의 國際法的 性格 = 40
第2節 日本의 韓半島 强占과 獨島 = 42
1. 카이로(Cairo)宣言과 日本의 領土處理 = 42
2. 포츠담(Potsdam)宣言과 獨島處理 = 43
第3節 韓國光復과 獨島問題 = 45
1. 聯合國 最高司令官總司令部의 日本占領下 領土處理 = 45
2. 對日講和條約과 獨島 = 52
第4節 獨島問題의 國際司法裁判所 管轄權 = 55
1. 槪觀 = 55
2. 獨島問題에 대한 對人的 管轄權 = 56
3. 獨島問題에 대한 對物的 管轄權 = 57
4. 結語 = 58
第5章 島嶼 領有權紛爭 事例硏究와 適用 = 60
第1節 島嶼 領有權紛爭 事例 = 60
1. 팔마스(Palmas)島 事件 = 60
2. 東部 그린랜드(Greenland)島 事件 = 62
3. 망끼에·에크레오(Minquiers·Ecrehos)島 事件 = 64
第2節 事例의 適用意義와 爭點 = 66
1. 適用意義 = 66
2. 事例의 爭點 = 66
第3節 事例의 獨島問題에의 適用 = 67
第6章 結論 = 70
第1節 獨島 領有權의 歸屬問題 = 70
第2節 獨島 領有權問題의 平和的 解決方案 = 72
1. 平和的 解決을 위한 接近方法 = 73
2. 平和的 解決을 위한 우리의 對應姿勢 = 76
參考文獻 = 78
ABSTRACT = 8
A Study on the Torsional Vibration for Diesel Generator Shaftings
Full text linkThe abundant research on the torsional vibration of propulsion shafting system have been reported, but a research on shafting system of a generator driven diesel engine has hardly been reported. The reason is that a generator driven diesel engine is driving at a constant speed differently from that of the propulsion engine, therefore it seems to be unnecessary to consider deeply the torsional vibration condition of the generator shaftings as of the main engine at the design stage. However, due to increase of the power of engine, being compact of generator and improving ofperformance, the torsional vibration of a generator driven diesel engine is increasing. It causes the excessive additional torsional stress on the shafting system, which lead to the break-down of the shaft. Consequently it become necessary to exactly analyze the torsional vibration of the generator shafting and estimate the safety of the relevant shafting system.
In general, the natural frequency of the generator shafting is analyzed using a equivalent mass-elastic model. As a generator shafting has the long keyed armature shaft, the natural frequency varies significantly according to the modeling methods for transferring the stiffness of generator shafting to equivalent mass-elastic system.
Therefore, in this study the adequate modeling methods for assessing the determination of stiffness of the long keyed armature shafts is firstly investigated. Also these methods are applied to shafting system of a generator driven diesel engine for analyzing of natural and forced torsional vibration in whole operating range using the transfer matrix method. As the measurement of forced torsional vibration of diesel engine coupled to generator was conducted at no load conditions, torsional vibratory amplitude was analyzed in view of the ratios of excitation force for diesel engine. It was confirmed from the analysis that the exciting force when the measurement of forced torsional vibration of diesel engine coupled to generator was conducted at no load condition is 15%.
And the method for transforming the vibratory amplitude measured at the fore-end of crankshaft to the additional stress of the shaft with nodal point was presented. The reliability of the computer program used in this study was confirmed by comparing the measured with the calculated results for the torsional vibration of the generator shafting.Abstract
1. 서론 = 1
2. 발전기축의 모델링 = 3
2.1 발전기축의 모델링 = 3
2.2 발전기축의 강성계수 = 5
2.2.1 커플링의 강성계수 = 6
2.2.2 단이 있는 축의 강성계수 = 8
2.2.3 긴 키이？㉯？ 갖는 회전자축의 강성계수 = 9
3. 전달매트릭스법에 의한 축계의 비틀림진동 해석 = 11
3.1 자유진동 해석 = 11
3.2 고유진동수 및 진동모드 해석 = 15
3.3 비틀림진동 기진력 = 19
3.4 강제진동 해석 = 24
4. 발전기 축계의 비틀림진동 해석 및 고찰 = 28
4.1 발전기 축계의 구성 = 29
4.1.1 축계의 모델링 = 31
4.1.2 축계의 강성계수 = 32
4.2 발전기 축계의 비틀림진동 측정 = 33
4.3 측정결과와 해석결과의 비교 및 고찰 = 36
4.3.1 비틀림 고유진동수 비교 = 37
4.3.2 비틀림 진동진폭의 비교 = 39
4.3.3 발전기축의 부가응력 계산 = 42
5. 결론 = 48
참고문헌 = 4
(A) Fundamental Study on the Prediction of Exhaust Gas Waste Heat for Diesel Engines
Full text linkOur country which has little natural resources has been faced with serious problem of gradually increasing energy cost with additional environmental pollution, and of balancing the supply of gas/electric power during winter/summer season, due to the cost rise and increasing consumption of fossil fuel. And according to increase of population and development of industries in addition to the decrease of water supply due to the pollution, the solution of water demand also became serious problem.
Therfore, Korea and Japan which don't have a lot of natural resources are studing the method raising engine thermal efficiency and total efficiency using waste heat of plants at the same time. Waste heat, is mentioned above, can be defined as heat which is generated in a process but then dumped to the environment even though it could still be reused for some useful and economic purpose. There are several methods using waste heat and representative methods are as followThe cogeneration system can be defined as system which produces secondary energy of heat and electric power by being based on one energy(that is heat). It can be generated the electric power by driving, and generate heat by way of recovering the waste heat of exhaust gas and engine cooling water for diesel engines or gas turbines. In case of best condition for heat and electric power load , overall thermal efficiency can be raised to 75∼85 percents.
In the ship, economizer is equipped to the stack, the heat of exhaust gas passing to the environment is recovered and the steam generated in the process of recovering is used as fuel oil heating and general use for on board, or for driving turbo generator.
Especially, the islands separated from land are suffered from water supply because the underground water resources is lack. These facts seem to increase gradually. These islands have a self-generator, diesel engine is used a the prime mover. In the energy use aspect, fresh water generator plants that can supply water by using self-generator is useful.
In this paper, the exhaust gas temperature of diesel engine and quantity of waste heat recovery were investigated and the predictions of performance of waste heat recovery systems were studied. Comparisons were commanced between predicted results and measured results of data from a couple of 2-stroke cycle main diesel engines and another couple of 4-stroke cycle dynamo engines which are equipped on board the two training ships (M/V Hanbada & Hannara).
Three methods were adapted to predict exhaust gas temperature at T/C outlet ie. utilizing heat quantity ratio of exhaust gas, sabathe cycle analysis and SNAME's equation. As a result the authors found that the calculated values from the first method and second method were approximated fairly well between one another, but not between that from the third method. And further the authors assured that the waste heat quantity of exhaust gas was mostly affected by the temperature and the mass flow rate of exhaust gas