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A Study on the Policy of the Private Capital Inducement for the Port Construction
Full text linkNowadays Asia has reorganized to the center of trade due to the globalization of the world economy and continuous growth of Asia economy. According to the emergence of Northeast Asia as the logistic center of the world, major ports in Asia including the Port of Hong Kong, the Port of Singapore, the Port of Kobe, the Port of Kaohsiung, etc. are exerting all effort to establish themselves as the hub port by expanding port facilities and establishing large-scale logistics center.
However, Korea's port facilities are capable of handing only 88% of total cargo traffic in 1999. This has resulted in inefficient handling of export-import cargo as well as an increase in logistics costs. Considering the forecast of cargo volume in the year 2011, which is expected to increase by three times compared with the current volume, therefore it is required that the existing ports as well as a new port are developed.
At present, there is much difficulty for the government to secure the entire necessary funds to develop ports. Following this, government want the private capital inducement but there are many problems in raising the financial resources by private capital inducement to raise fund used in the port.
This study suggest the policy of effectively raising through private capital inducement for the port construction.
The first, as the method of effectively raising the capital for the port construction, we can be able to increase the developing fund of the port through the bond. That is to say, we can increase the finance of the port construction to use the bond in the domestic and international bond market.
And we should relax the regulation of issuing bonds, expand the chance of issuing bonds and diversify the bond term.
The second, Project financing is the financial technology whose repayment and loan are entirely depending upon the cash flows from the project. The project financing is considered as the way for financing huge a source of funds to construct port.
Thus, direct investment by the private should be transferred to the indirect investment and the government must guarantee the project yield of revenue to use project financing as the resource of finance in port.
In addition, although port facilities are single and big, project financing is used the port construction as to separate the several projects.
The third, we have to induce the investment by foreigners. But the inducement of investment by foreigners is rare in the part of port construction. Because Korea keep low sovereign rating and yield of revenue in investment is low to compare with the other countries. Thus we effort to improve sovereign rating. And we maintain the consistent policy and make the effective investment environment to induce the investment by foreigners.
As a conclusion, each financial resource is composed as the most suitable portfolio to use the financial resource of port construction, because the financial resource of port should not be supplied by one way. And we are suggested to relax the regulations that are barrier of private capital and participation in the construction of the port. Government simplify the complex permission process of construction for the effective inducement of the private capital.목차
ABSTRACT = V
제1장 서론 = 1
제1절 연구의 목적 = 1
제2절 연구의 방법 = 3
제3절 연구의 구성 = 4
제2장 사회간접자본에 있어 민자유치의 의의 = 5
제1절 사회간접자본건설에 있어 민자유치의 필요성 = 5
1. 민자유치의 의의 및 필요성 = 5
2. 민자유치 유형 = 13
제2절 사회간접자본에 있어서 민자유치 현황 = 21
1. 채권발행에 의한 민자유치 = 22
2. 프로젝트 파이낸싱에 의한 민자유치 = 24
3. 외국인 직접투자에 의한 민자유치 = 35
제3장 우리나라 항만건설에 있어 민자유치의 현황 및 과제 = 38
제1절 우리나라 항만개발 제도 = 38
1. 정부에 의한 항만개발 = 38
2. 민자유치에 의한 항만개발 = 42
제2절 항만분야 민자유치의 현황 = 52
1. 채권발행에 의한 민자유치 = 52
2. 프로젝트 파이낸싱에 의한 민자유치 = 59
3. 외국인 직접투자에 의한 민자유치 = 61
제3절 항만투자에 있어 민자유치의 과제 = 72
1. 채권발행에 의한 민자유치의 장단점 = 72
2. 프로젝트 파이낸싱에 의한 민자유치의 장단점 = 73
3. 외국인 직접투자에 의한 민자유치의 장단점 = 75
4. 항만민자유치 유형별 비교분석 = 76
제4장 항만건설에 있어 민？愍？치의 효율화 방안 = 85
제1절 만자유치의 유형별 효율화 방안 = 85
1. 채권발행의 효율화 방안 = 85
2. 프로젝트 파이낸싱의 효율화 방안 = 87
3. 외국인 직접투자의 효율화 방안 = 90
4. 항만재원의 최적 포트폴리오 구성 = 92
제2절 민자유치의 제도적 개선방안 = 96
1. 규제 완화 및 투자유인 환경 조성 = 96
2. 수익성 보장을 위한 적정사업단위의 책정 = 98
3. 제 3섹터의 활용 및 실수요자 참여 확대 = 99
4. 민자유치 항만의 관리체계 확립 = 100
5. 민자유치 지원단 구성·운영 = 102
제5장 결론 = 103
제1절 요약 및 결론 = 103
제2절 연구의 한계 = 10
Formability of Low Carbon Multi-Phase Cold-Rolled Steel Sheets Utilizing TRIP Effect
Full text linkFormability of Low Carbon Multi-Phase Cold-Rolled Steel Sheets Utilizing TRIP Effect
Abstract The main emphasis of the present study has been placed on investigating and understanding the effects of retained austenite on the formability of TRIP-aided cold-rolled steel sheets. The steel sheets were intercritically annealed and followed by isothermal treatment at bainitic region. Microstructural observation, tensile tests, and limiting dome height(LDH) tests were conducted, and the change of retained austenite volume fractions as a function of tensile strain was measured. The results are summarized as follows:
(1) The tensile property and the formability of the TRIP-aided steel was superior to the conventional low carbon cold-rolled steel sheets, due to maintaining high strain hardening rate in the high strain region by the strain induced transformation of retained austenite to martensite. The formability of the TRIP-aided steel was dependent on the stability of retained austenite. If the stability of retained austenite was high, the strain induced transformation of retained austenite to martensite can be stably progressed, resulting in the delay of necking to high strain region and the improvement of formability.
(2) The effects of retained austenite on the formability of a 0.1C-1.5Si-1.5Mn-0.5Cu TRIP-aided cold rolled steel sheet were investigated after various heat treatments. The results showed plausible relationships between the formability and retained austenite parameters such as stability and initial volume fraction of retained austenite. The formability was improved with the increase of initial volume fraction and stability of retained austenite. Thus, the conditions of intercritical annealing and isothermal treatment in TRIP-aided cold rolled steel sheets should be established in consideration of volume fraction and stability of retained austenite.
(3) Relationships between retained austenite parameters(volume fraction and stability) and amounts of alloying elements on the formability of C-Si-1.5Mn-(0.5Cu) TRIP-aided cold-rolled steel sheets were investigated. When the carbon and silicon contents were increased, the volume fraction of retained austenite was markedly increased. In particular, C increased the stability of retained austenite with increasing the carbon concentration of retained austenite, but the stability of retained austenite seemed to be less sensitive to the silicon contents of 1.0∼1.5%. In the case of the 0.1C TRIP-aided steels containing Cu, formabilities were excellent than the 0.15C-1.5Si-1.5Mn TRIP-aided steel by decreasing strength difference between second phase and ferrite matrix due to Cu solid solution strengthening effect
It is reached a conclusion that the stability of retained austenite must be suitably minimized with maintaining the largest volume fraction of retained austenite for using merits of TRIP-aided cold-rolled steel sheets
(A) Study on the Development and Application of Fuzzy Evaluation Algorithm to Complex System
Full text linkA Study on the Development and Application of Fuzzy Evaluation Algorithm to Complex System
The evaluation structure of complex system is composed of multiple attributes and hierarchies. Many studies have been done based upon the assumption that the evaluation elements were independent. The actual evaluation structure of complex system, however, has complexity, ambiguity and inter-linkage among the elements. In this regard, the fuzzy evaluation process is well known to be effective way with which the complex system can be dealt.
Introducing fuzzy evaluation process into the complex system, the problems which might be encountered can be categorized into two kinds: the one originated from existing fuzzy evaluation process and the other from extensive evaluation procedure by Multiple Decision-Making Group(MDMG). The latter is concerned with adjusting and integrating the measures and evaluation values by MDMG which shows a variety of viewpoints on the evaluation of complex system. The former, on the other hand, is closely related to identifying the evaluation hierarchy, the interaction among system elements, and the evaluation value.
The main objective of this study is to develop the Fuzzy Evaluation algorithm to Complex System(FECS) which can be universally adapted to the complex system by both enhancing the existing fuzzy evaluation process and solving the problems in evaluation procedures by MDMG. This study also aims to confirm the effectiveness of FECS by applying to the evaluation of national maritime power system. These were fulfilled, first of all, by suggesting the framework of which the multiple hierarchical evaluation structure system can be efficiently composed, and identifying the superiority of fuzzy measure to linear measure.
The detailed results of this study are as follows:
Firstly, the framework which can logically consist of the multiple hierarchical evaluation structure has been suggested in order to find the interactions among attributes, maintain the consistency of structures, and abstract the hierarchies in structural model of complex system. In this framework, instead of using the existing through evaluation method from bottom level to top, in particular, the integrated evaluation of total hierarchy has been accomplished by the Efficient Hierarchy(EH) only.
Secondly, for the purpose of clarifying the characteristics of measures, the property and differences between linear and fuzzy measures were discussed through two level-down evaluation process. Making the integrated evaluation process which keeps reversibility among hierarchical levels, some necessary conditions for reversibility of fuzzy evaluation were obtained.
Thirdly, the development of FECS has mainly focused on:
ⅰ) Identification process of fuzzy measure for considering the interactions.
ⅱ) Adoption of uncertainty process for considering the confidence degree of each evaluator.
ⅲ) Integration process for integrating the measures of each evaluators by DS(Dempster-Shafer) theory.
ⅳ) Level process for adjusting the excessive different of measures per each evaluation group.
The FECS steps are as follows:
[Step 1] Abstract the attributes composing the evaluation system.
[Step 2] Construct the hierarchical structure of evaluation space.
[Step 3] Determine the efficient hierarchy(EH) in the hierarchical evaluation structure.
[Step 4] Calculate the measures(w) and interaction(λ) of attributes in EH by eigen-vector method.
[Step 5] Adjust and integrate the measures by uncertainty process, DS integration process and level process. Calculate the fuzzy measure by w and λ.
[Step 6] In case of the evaluation of Low EH(LEH), calculate the evaluation value by Sub Fuzzy Integral(SFI) process(in case of evaluation by unit decision-making group) and Group Fuzzy Integral(GFI) process(in case of evaluation by multiple decision-making group).
[Step 7] Calculate the integrated evaluation value by fuzzy integral process. And set the order of alternatives by integrated evaluation value.
For obtaining measures, interactions and some evaluation values of qualitative attributes, a questionnaire survey has been made to the 69 experts who have been engaging in maritime-related area. From the questionnaire survey, the average interaction coefficient among evaluation attributes was found -0.199, and the order of fuzzy measures(fuzzy measure value) was as follows: the power of ocean research and development(0.134) the fundamental power of maritime(0.132) shipping and port power(0.122) naval power(0.117) the protection power of ocean environment(0.106), the will and inclination of government(0.106) shipbuilding power(0.089) fishing power(0.061), dependency on seaborne trade(0.061).
As the results of fuzzy integral, the order of national maritime power of 20 nations was as follows: U. S. Japan U. K. France Germany, Russia Canada, Netherlands China, Italy, Spain Taiwan R. O. K., Belgium Australia Brazil India Mexico Argentina Indonesia.
It was known that R. O. K. ranks the 13th position among 20 nations
A Study on the Architectural Characteristics in the course of the Formation and the Change of Japanese Concession in Busan
Full text linkThe period between 1876 and 1910, what is so called "the period of Japanese Concession", is very important in the history of Busan. At that time, not only political, economical and social situations had changed rapidly, but also architectural history had made progress greatly.
This study is to find out the background and the characteristics on the acceptance of the modern urban planning in Busan and to make an analysis on the explanation of land utilization and the location of building in Japanese Concession area. With intent to an expansion of territory and the security of place for trade expansion, the Concession was almost built up of government, public offices and commercial buildings for Japanese.
In addition, it is the purpose of this study to analyze social and historical background and the characteristics on the establishment of the varied facilities in the period of Japanese Concession in Busan. During the years from 1876 to 1910, many kinds of architecture were built up to establish the social facilities on the new settlement land for Japanese emigrant in Busan area. From the change and the utilization of the education facilities and the religious facilities, we can trace the urban development in Busan.목차
1. 서론 = 1
1-1. 연구의 배경과 목적 = 1
1-2. 연구의 범위와 방법 = 3
2. 부산일본전관거류지의 형성과 특성 = 4
2-1. 부산일본전관거류지 형성시기와 배경 = 4
2-2. 부산일본전관거류지 변천과정과 특징 = 8
2-3. 거류지의 시가지 형성과 계획 = 10
2-4. 토지와 가옥 및 시가지 관련 근거와 법령 = 15
2-5. 거류지 거주민 = 19
3. 여러 시설의 성립과 변천 = 26
3-1. 관청 및 공공시설 = 29
3-1-1. 관리청·영사관·이사청 = 29
3-1-2. 전신국·경찰서·거류민단역소 = 33
3-1-3. 헌병대·상업회의소 및 상품진열관 = 40
3-2. 농·공·상업시설 = 44
3-2-1. 부산거류지로 이주한 일본인의 활동 = 44
3-2-2. 부산거류지에 설립된 여러 회사와 공장 = 46
3-2-3. 부산일본거류지에서의 경제활동과 건축 = 51
3-3. 교육시설 = 68
3-3-1. 초기 교육시설의 형성 = 68
3-3-2. 거류민단 사업과 교육시설 = 69
3-4. 종교시설 = 77
3-4-1. 부산 종교시설의 형성 = 77
3-4-2. 종교시설의 발전과 변천 = 81
3-5. 기타시설 = 87
3-5-1. 거류지에서의 다양한 직업분화 = 87
3-5-2. 거류지 시설에서의 취체와 규칙 = 88
3-5-3. 부산일본거류지에서의 연극장 = 90
3-5-4. 부산일본거류지의 요리점과 음식점 = 99
3-6. 부산일본거류지 건축물의 내부구조 표현 = 103
3-6-1. 이사청 회계사무장정 = 103
3-6-2. 지도조제표준 = 104
3-6-3. 건물도제조표준 = 106
4. 부산일본거류지의 해안매립 = 110
4-1. 해안매립 배경과 의의 = 110
4-2. 해안 매립지의 건축물 성립 = 118
4-2-1. 부산역 = 118
4-2-2. 부산우편국 = 120
4-2-3. 부산세관 = 121
5. 결론 = 125
5-1. 연구의 요약 = 125
5-2. 연구의 의미와 한계 = 12
A Study on Implementation of a Real-Time Fault Diagnosis System for Marine Diesel Engines
Full text linkThis paper presents an implementation of real-time fault diagnosis system for marine diesel engines using a multi-thread technique on Windows 98. Knowledge-base for the system is implemented using EE (Element Environment) shell. To reduce waiting time of resources, multi-buffers and an interprocess communication method are used.
Whenever an alarm occurs in monitoring system, alarm data are sent from the monitoring system to the real-time fault diagnosis system. And then, the data acquisition thread in the fault diagnosis system decodes and stores the received alarm data. The preprocessing thread calculates the diagnosis data using the alarm data. The inference thread drive OLE automation server of EE shell for inferring the causes of faults from diagnosis data.Abstract = ⅱ
제 1 장 서론 = 1
제 2 장 고장진단시스템 = 3
2.1 전문가시스템 = 3
2.2 고장진단시스템 = 5
2.2.1 EE 전문가시스템 개발도구 = 6
2.2.2 선박엔진의 지식표현 = 7
2.2.3 정방향 추론 = 9
2.2.4 확신도 기법의 적용 = 11
2.3 고장진단시스템의 문제점 = 14
제 3 장 실시간 고장진단시스템의 설계 = 15
3.1 실시간 고장진단시스템 = 15
3.2 인터페이스 프로그램 = 16
3.2.1 OLE 자동화 서버 = 16
3.2.2 실시간 처리를 위한 멀티스레드 설계 = 18
3.2.3 상호배제 = 19
제 4 장 실시간 고장진단시스템의 구현 = 22
4.1 데이터 획득 스레드 = 24
4.2 전처리 스레드 = 27
4.3 추론 스레드 = 31
4.4 실행 및 분석 = 35
제 5 장 결론 = 37
참고 문헌 = 3
A Study on efficiency of maritime education and training by Ship handling simulater
Full text linkMost of marine casualties are caused by not only wrong operation of equipments but also lack of knowledge about navigational equipments or systems. But we can say these casualties result from their mental problem or lack of situational awareness. BRM(Bridge Resource Management) is required to manage bridge resource properly and efficiently and cut off the error chain, SHS (Ship Handling Simulation) to practice ship handling to prevent accidents caused by lack of ship handling skill.
The best place to practice ship handling seems to be on board the vessel that one will join soon or later. But if one who is not familiar to the ship practices ship handling training on the vessel, the vessels may be broken because of mistake due to his lack of skill, which means that it is impossible to make a practice ship handling training on a real ship. That is the reason why they need to choose marine simulator instead of training ship. They can make practice repeatedly until they accomplish their intended goal, even if trainees brake piers or vessels during simulation.
These simulators are used not only for mariners but also for many kinds of industrial divisions like constructions of break water, wharves, atomic plants and ship buildings etc. This study aims to investigate the recent status of BRM & SHS, and to suggest several recommendations such as teaching skills, proper number of trainees, evaluation skill, etc. to make more efficient crew training with ship handling simulator.목차
Abstract = III
I. 서론 = 1
II. BRM/SHS 주요내용과 교육훈련 현황 = 3
1. BRM/SHS 주요내용 = 3
2. BRM/SHS 교육훈련 현황 = 17
III. BRM/SHS 운영기술 = 32
1. 강사진 구성 = 32
2. 교육훈련 진행방법 = 32
3. 선박조종 simulator 운용기법 = 37
4. BRM/SHS 평가방법 = 39
IV. 결론 = 42
참고문헌 = 4
The Problems and Promotion of Compensation Regime for Seaman's Accident
Full text linkSeaman take the vessels which navigate on the perilous sea for the place of labor and the place of life, therefore, they meet with frequent accidents and the vessels which have a small and narrow place restrain seamen from leading a fundamental human life. Consequently, it is important and valuable to protect and repair the injured seamen in the eyes of both the law and the society.
Government legislated the Seamen Act form Article 85 to 98, as special law of the Standard Labor Act, to compensate the seaman's accident and this act stipulated the liability of the shipowner for the occupational accidents of the seaman. It is said that this regime is the Compensation Regime for Seamen's Accidents.
In addition to it is to compensate effectively the seaman's accidents that the Seamen Act, Article 98 provides the shipowner to be insured a liability insurance for the seamen whom they employ.
I have studied the problems and promotion of Compensation Regime for Seaman's Accident comparing with the Seafarers Act, Labor Standards Act and Industrial Accident Compensation Insurance Act. So I want to suggest its improvement measures as the solving way of its problems, and thus if it is summarized, it is as shown in the followings.
It is the general principles to compensate the occupational accident in the accident compensation of employers under the jurisprudence of Seamen's Accident Compensation System, and on the other hand, even if the crew is damaged by the reason of out-of-duty as well as of the on-the-duty which is related to the occupational accident due to the speciality of marine labor, the crew must be given the compensation by the shipowner under the general conditions.
Also, there is the legal system for the shipowner to compensate the crew under the missing of crew or the losing of personal articles. Also, the shipowner must be the insured of seamen in order to perform the seamen's accident compensation entirely, and the mutual aid by the National Federation of Fisheries Cooperative Act and Korea Shipping Association Act must be included to this insurance, and thus there is the social securing scope as well as living securing scope in this insurance. Accordingly, the legal character of seamen's accident compensation is mixed with the living securing scope and social securing scope, and thus it is thought which it is suitable to be negotiated together with the above-stated opinions.
However, in case of seamen's accident compensation, the accident compensation by the out-of-duty of crew and the accident compensation is divided as the speciality of marine labor and the crew employment contract and then its legal character can be discussed. Accordingly, the legal character of accident compensation by the out-of-duty during the boarding of crew will be considered as the speciality of marine labor and of the crew employment contract.
With regard to the security of the seamen's accident compensation, the shipowner has secured its effectiveness by all kinds of mutual aid and insurance, making the crew as the insured. So the seamen's accident compensation standard is below the accident compensation standard of ground worker, and thus the necessity for improvement of the seamen's accident compensation system is required.
Accordingly, as its improvement ways, first the tentatively named seamen's accident compensation insurance law to be presented as the law-making under the existing industrial accident insurance law in consideration with the speciality of crew. Secondly, the other improvement way is to amend Seafarers Insurance Act. Thirdly, the industrial accident compensation is extensively applied together with the compensation system of the existing seafarers act and then the crew must be made as the object applicable to the industrial accident compensation. I think the best way is the extensive appliance of the industrial accident compensation.목차
第1章 序論 = 1
制1節 硏究의 目的 = 1
第2節 硏究의 範圍 및 方法 = 3
I. 硏究範圍 = 3
II. 硏究方法 = 4
第2章 船員災害補償制度의 槪念과 沿革 = 5
第1節 船員災害補償制度의 槪念과 法的性質 = 5
I. 船員災害補償의 槪念 = 5
II. 船員災害補償制度의 法的性質 = 6
1. 司法的 損害賠償說 = 7
2. 災害補償說 = 8
3. 生活保障說 = 10
4. 私見 = 13
第2節 船員勞動의 特殊性 = 14
I. 船員勞動의 本源的인 特殊性 = 14
II. 船員勞動의 個別的인 特殊性 = 15
III. 船員에 있어서의 特殊性 = 16
第3節 船員災害補償制度의 沿革 = 17
I. 英國法上의 船員災害補償制度 = 18
1. 商船法 = 20
2. 勤勞者補償法 = 21
3. 國民保險(産業災害)法 = 22
II. 우리나라의 船員災害補償制度 = 22
1. 團體？釣냄？ 의한 災害補償 = 23
2. 勤勞基準法 및 船員法 = 24
3. 産業災害補償保險法 및 船員保險法 = 24
第3章 船員災害補償制度와 産業災補償制度의 比較 = 27
第1節 災害補償의 人的適用範圍 = 27
I. 災害補償의 適用範圍 = 27
II. 人的適用範圍 = 28
1. 船員法 = 28
2. 産業災害補償保險法 = 30
第2節 災害補償의 要件 = 31
I. 一般的 要件 = 31
1. 業務上 災害의 認定基準 = 32
2. 業務上 疾病의 認定基準 = 36
3. 勤勞者의 故意·重大한 過失 = 38
II. 個別的 要件 = 40
1. 療養補償 = 40
2. 傷病補償 = 42
3. 障害補償 = 43
4. 一時補償 = 43
5. 遺族補償 = 44
6. 葬祭費 = 45
7. 行方不明補償과 所持品遺失補償 = 46
第3節 災害補償의 範圍 = 46
I. 療養補償 = 46
II. 傷病補償 = 48
III. 障害補償 = 48
IV. 一時補償 = 49
V. 遺族補償 = 50
VI. 葬祭費 = 52
VII. 行方不明補償과 所持品遺失補償 = 53
第4節 災害補償의 審査·調整 및 仲裁 = 54
I. 다른 給與와의 關係 = 54
II. 海洋水産官廳의 審査·調整 = 54
III. 船員勞動委員會의 審査와 仲？？ = 55
第4章 災害補償責任保障制度 = 56
第1節 船員勤災保險 = 57
I. 意義 = 57
II. 內容 = 59
第2節 船員共濟制度 = 61
I. 水産業協同組合法에 의한 船員共濟 = 61
II. 韓國海運組合法에 의한 船員共濟 = 64
第3節 船主責任相互保險 (Shipowners' Mutual Protection and Indemnity Insurance) = 66
I. 意義 = 66
II. 內容 = 67
第5章 船員災害補償制度의 問題點과 改善方案 = 71
制1節 船員災害補償制度의 問題點 = 71
I. 船員法上의 問題點 = 71
II. 災害補償責任保障制度上의 問題點 = 74
1. 公的機關의 不在 = 74
2. 船主責任相互保險의 問題點 = 79
III. 災害補償法理上의 問題點 = 80
制2節 船員災害補償制度의 改善方案 = 81
I. 解釋論的 改善方案 = 82
II. 立法論的 改善方案 = 83
1. 船員災害補償保險法의 制定 = 83
2. 船員保險法의 施行 = 84
3. 産業災害補償保險法으로의 吸收 = 85
4. 私見 = 89
第6章 結論 = 90
參考文獻 = 93
ABSTRACT = 9
Two Steps Electrolytic Treatment of Car Washing Wastewater
Full text linkCar washing wastewater which contains nonbiodegradable pollutants such as surfactants, waxes, lubricants and antifreeze which results pollution on water environment. The number of Car washing shop in Korea reach almost 14,000 places and the most part of them have small scale. Therefore there have been some problems in treating Car washing wastewater by biological methods.
This study was conducted to treat Car washing wastewater by two steps electrolytic process using dimensionally stable anode(titanium coated with IrO₂) and stainless cathode(H-C metal). First step is electro-coagulation process packed bi-polar media between main electrode. Second step is electro-oxidation process to degrade remain soluble organic matters.
The optimum electrolytic conditions such as current density, electrode clearance, conductivity, pH and reaction time etc. were studied in this paper. And the capacity of each step and economic comparativeness with traditional methods were determined. Through this study, it is confirmed that two steps electrolytic process is an effective method to treat Car washing wastewater in Korea.목차 = ⅰ
List of Tables = ⅲ
List of Figures = ⅳ
Abstract = ⅵ
Ⅰ. 서론 = 1
Ⅱ. 이론적 고찰 = 3
2.1 전기분해 = 3
2.1.1 전기화학반응 = 3
2.1.2 전기분해반응 = 5
2.1.3 전해처리의 영향인자 = 12
2.2 세차장 폐수 처리 = 18
2.2.1 세차장 폐수 성상 = 18
2.2.2 세차장 폐수 처리방법 = 19
2.2.3 세차장 폐수 배출허용 기준 = 20
Ⅲ. 실험장치 및 방법 = 21
3.1 실험장치 = 21
3.2 실험방법 = 23
3.3 시료 = 24
3.4 분석방법 = 25
Ⅳ. 결과 및 고찰 = 26
4.1 전압과 전류곡선 = 26
4.2 회분식 실험 = 32
4.2.1 전류밀도의 영향 = 32
4.2.2. 전기전도도의 영향 = 35
4.2.3 전극간극의 영향 = 38
4.3.4 pH의 영향 = 40
4.3 연속식 실험 = 42
4.3.1 체류시간의 영향 = 42
4.4. 처리효율비교 = 45
Ⅴ. 결론 = 46
Ⅵ. 참고문헌 = 4
(An) Implementation of the Controller for Intelligent Process System using Neural Network
Full text linkAn artificial neural network is an information-processing system that has certain performance characteristics in common with biological neural networks. Artificial neural networks have been developed as generalizations of mathematical models of human cognition or neural biology, based on the assumptions.
In this study, this system makes use of the analog infrared rays sensor and converts the feature of fish outline when sensor is operating with CPU(80C196KC). Then, after signal processing, this feature is classified a special feature and a outline of fish by using the neural network, one of the artificial intelligence scheme. This neural network classifies fish pattern of very simple and short calculation. This has linear activation function and the errror back propagation is used as a learning algorithm. And the neural network is learned in off-line process. Because an adaptation period of neural network is too long when random initial weights are used, off-line learning is induced to decrease the progress time
An "iron butcher" is a head-tail cutting machine that is commonly used in the fish processing industry.
Millions of dollars worth of "pollack" are wasted annually due to inaccurate head-tail cutting using these somewhat outdated machines. The main cause of wastage is the "over-feed problem". This occurs when a pollack is inaccurately positioned with point to the cutter blade so that the cutting location is into the gill and tail of a pollack. An effort has been made to correct this situation by sensing the position of the gill using sensors accordingly.
We confirmed this method has better performance than somewhat outdated machines.Abstract = 2
제 1 장 서론 = 4
제 2 장 신경회로망 = 6
2.1 신경회로망 모델 = 7
2.2 다층 신경회로망의 학습과 구조 = 10
2.3 모멘텀 항 연산 = 15
제 3 장 자동화 가공 시스템 = 17
3.1 광량 센서에 의한 물체 검출과 신경망을 이용한 패턴 분류 = 17
3.2 마이크로 컨트롤러 시스템 = 19
3.3 DC 서보 모터 제어 = 20
제 4 장 실험 결과 및 분석 = 24
4.1 전체적인 시스템 = 24
4.2 센서 회로 = 27
4.3 마이크로 컨트롤러를 사용한 모터 위치 제어 = 35
4.4 컨베이어 제어와 시퀀스 동작 = 37
제 5 장 결론 = 40
참고문헌 = 41
부록 = 4
A study on the Marine Traffic Management in Coastal Waters
No full textThis study recognized that wide area vessel traffic management system is necessary at the traffic congested area and/or environmentally sensitive water through the survey on the international trends on VTS. Also IMO and IALA have recommended to implement a VTS at the waters having a high traffic density, conflicting & complex navigation pattern, difficult hydro-graphical & hydrological elements, many records of marine casualties and/or narrow channels. Furthermore the Canadian and other researches revealed that the estimated effect of VTS on accident prevention is much higher in Open waters than Confined waters.
This study comprehensively assessed the marine traffic features in Mokpo water through the traffic survey at four(4) locations. The results shows that there are high traffic density, number of narrow channels, many ships carrying hazardous cargoes, and many encounters and conflicting navigation patterns.
The analysis of ship casualties in Mokpo water indicated that most of the accidents were occurred along the main route of traffic, thus some kind of traffic management measure should be implemented in this water. The causal analysis revealed that many casualties by the human error which could be eliminated by the assistance of VTS.
The conclusions include 1) six proposed sites of Radar to cover the whole area, and 2) a proposed VTS center to manage the traffic considering the feasibility, availability and etc. It is surely expected that the proposed coastal VTS should improve the safety & efficiency of traffic and protection of marine environment in the water.목차
표목차 = iv
그림목차 = v
Abstract = vi
제1장 서론 = 1
1.1 연구의 배경 = 1
1.2 연구의 방법 및 범위 = 2
제2장 VTS의 이론적 고찰 = 5
2.1 VTS의 개요 = 5
2.1.1 VTS의 정의 = 5
2.1.2 VTS의 목적 = 7
2.1.3 VTS의 역할과 서비스 = 8
2.1.4 VTS 서비스 범위 설정시 고려사항 = 11
2.2 VTS의 세계적 추세 = 16
2.2.1 외국의 사례 = 16
2.2.2 미래의 VTS = 20
2.3 VTS의 사고예방효과 = 23
2.3.1 VTS 수준별·해역별 효과 = 23
2.3.2 사고종류별·원인요소별 효과 = 25
2.4 연안VTS = 26
2.4.1 연안VTS의 설치 필요성 = 26
2.4.2 연안VTS의 설치가 필요한 해역 = 27
2.4.3 연안VTS 서비스의 중요도 = 28
2.4.4 연안VTS 설치에 따른 기대효과 = 29
2.5 ？냐？ 대상해역 선정 = 30
제3장 해상교통조사 = 33
3.1 해상교통조사의 개요 = 33
3.1.1 해상교통조사의 목적 = 33
3.1.2 해상교통조사의 의의 = 34
3.1.3 해상교통조사의 방법 = 35
3.2 교통량 조사 및 분석 = 38
3.2.1 교통 항적도 = 40
3.2.2 관측결과 = 44
3.3 요약 = 46
제4장 해양사고 분석 = 48
4.1 해양사고의 개요 = 48
4.1.1 해양사고의 정의 = 48
4.1.2 해양사고의 종류 = 50
4.2 해양사고 분석 = 53
4.2.1 인적 요인 = 56
4.2.2 자연적 요인 = 61
4.3 요약 = 65
제5장 연안VTS의 제안 = 66
5.1 IMO 및 IALA의 권고 및 지침 = 67
5.2 현장 조사 = 69
5.2.1 도초도 = 71
5.2.2 가사도 등대 = 72
5.2.3 서거차도 정상 = 73
5.2.4 하조도 등대 = 74
5.2.5 어룡도 등대 = 75
5.2.6 당사도 등대 = 76
5.2.7 진도 서망 = 77
5.3 후보지 선정 = 78
제6장 결론 = 81
참고문