착즙부산물을 이용한 발효사료가 육성돈의 영양소 소화율 및 질소균형에 미치는 영향

이제현,정현정,김동운,이성대,김상호,김인철,김인호,오상집,조성백,Lee, Je-Hyun,Jung, Hyun-Jung,Kim, Dong-Woon,Lee, Sung-Dae,Kim, Sang-Ho,Kim, In-Cheul,Kim, In-Ho,Ohh, Sang-Jip,Cho, Sung-Back 한국축산환경학회 2010 축산시설환경학회지 Vol.16 No.1

본 시험은 착즙부산물 발효사료가 육성돈의 영양소 소화율, 분뇨 배설량 그리고 질소 균형에 미치는 영향을 알아보고자 실시하였다. 삼원교잡종 24두(개시체중 46.79 kg)를 공시하여 10일간의 적응기를 거쳐 7 일간 대사 케이지 ($0.5{\times}1.3m$)에서 소화시험을 수행하였다. 처리구는 1) 기초사료 (CON), 2) 발효사료(기초사료를 발효한 사료, F), 3) 케일박 발효사료 (KF), 4) 신선초박 발효사료 (AF), 5) 당근박 발효사료 (CF) 빛 6) 포도박 발효사료(GF)로 하여 총 6개 처리이었으며 처리당 4반복으로 하였다. 시험기간 동안 건물 소화율은 대조구, F, CF 처려구가 다른 처리구들보다 유의적으로 높았다 (p<0.05). 조단백질소화율은 F 처리구가 AF 및 GF 처리구보다 유의적으로 높았고 (p<0.05), 조섬유 소화율은 GF 처리구가 다른 처리구들보다 유의적으로 낮았다 (p<0.05). 조지방 소화율에서는 AF 및 CF 처리구가 KF를 제외한 처리구들보다 유의적으로 높았다 (p<0.05). 조회분 소화율은 CF 처리구가 다른 처리구들보다 유의적으로 높았다 (p<0.05). 반면 칼숨과 인 소화율에서는 CF 및 GF 처리구가 다른 처리구들보다 유의적으로 높았다 (p<0.05). 에너지 소화율에서는 대조구, F 및 CF 처리구가 KF, AF 및 GF 처리구보다 유의적으로 높았다(p<0.05). 총 필수아미노산 소화율에서는 F 처리구가 AF, CF 및 GF 처리구보다 유의적으로 높았고(P<0.05), 비필수아미노산의 평균 소화율에서는 F 처리구가 AF, CF 및 GF 처리구보다 유의적으로 높았다 (p<0.05). 총 아미노산의 평균 소화율에서는 F 처리구가 AF 및 CF 처리구보다 높았으며 (p<0.05), GF 처리구가 가장 낮았다 (p<0.05). 분으로 배설된 질소 비율은 GF 처리구가 다른 처리구들보다 높았고(p<0.05), F 처리구가 낮았다 (p<0.05). 뇨로 배설된 질소 비율에서는 대조구와 GF 처리구가 다른 처리구들보다 유의적으로 낮았다(p<0.05). 질소 축적비율에서는 대조구가 가장 높았으며 (p<0.05), KF 처리구가 가장 낮았다 (p<0.05). 결론적으로 일반배합사료보다 착즙부산물 발효사료의 소화율이 감소하였는데 이것은 사료에 혼합된 착즙부산물 수준 30%가 높은 수준인 것으로 판단되어 추후 섬유소 수준을 낮추어 시험을 수행할 필요가 있다고 생각된다. 특히, 포도박 발효사료 처리구에서 분 배설량이 많은 이유는 포도박 발효사료의 섬유소 함량이 대조구 및 발효사료 보다 높고 다른 착즙부산물에 비하여 소화되지 않는 포도씨가 다량 배설되었기 때문인 것 같다. This study was conducted to evaluate the effects of fermented diets including liquid by-products on nutrient digestibility and nitrogen balance in growing pigs. Treatments were 1) CON (basal diet), 2) F (fermented diet with basal diet), 3) KF (fermented diet with basal diet including 30% kale pomace), 4) AF (fermented diet with basal diet including 30% angelica keiskei pomace), 5) CF (fermented diet with basal diet including 30% carrot pomace) and 6) OF (fermented diet with basal diet including 30% grape pomace). A total of 24 pigs (41.74kg average initial body weight, Landrace $\times$ Yorkshire $\times$ Duroc), were assigned to 6 treatments, 4 replicates and 1 pig per metabolic cage in a randomized complete block (RCB) design. Pigs were housed in $0.5\times1.3m$ metabolic cage in a 17d digestibility trial. During the entire experimental period, Digestibility of dry matter (p<0.05) of treatment CON, F and CF were higher than other treatments. In crude protein digestibility, treatment F was higher than treatment AF and GF (p<0.05). Treatment GF showed the lowest digestibility of crude fiber among all treatments (p<0.05). In ether extract digestibility, treatment AF and CF showed higher than other treatments (p<0.05) except KF treatment. CF treatment showed the best digestibility of ash among all treatments (p<0.05). Whereas, For Ca and P digestibility, CF and OF treatments were improved than other treatments (p<0.05). Energy digestibility (p<0.05) of CON, F and CF treatments were higher than KF, AF and GF treatments. In total essential amino acid digestibility, F treatment was improved than AF, CF and GF treatments (p<0.05). In total non-essential amino acid digestibility, F treatment was higher than CON, AF and GF treatments (p<0.05). In total amino acid digestibility, F treatment was higher than AF and CF treatments (p<0.05) and GF treatment showed the lowest digestibility (p<0.05). In fecal nitrogen excretion ratio, GF treatment was greatest among all treatments (p<0.05) and F treatment was decreased than other treatments (p<0.05). In urinary nitrogen excretion ratio, CON and GF treatments showed the lowest among all treatments (p<0.05). In nitrogen retention ratio, CON treatment showed the high and KF treatment showed the lost among all treatments (p<0.05). Therefore, this experiment suggested that fermented diet could improve nutrient and amino acid digestibilities of growing pigs.

청계산(淸溪山)(서울${\sim}$경기도(京畿道))의 본초자원(本草資源) 조사(調査)

이제현,안덕균,Lee, Je-Hyun,Ahn, Duk-Kyun 한국한의학연구원 1995 한국 한의학연구소 논문집 Vol.1 No.1

Mt Chonggye stands among Wonji-dong in Seoul and Makgye-dong in Kwachen city, Kumto-dong and Sangmyo-dong in Songnam city, and Chonggye-dong in Uiwang city. The presence of herbs was investigated from April till July, 1995, in Mt. Chonggye. We evaluated in 3 different groups such as herbs in common use, usable herbs of oriental medicine, and the others. The first herbs in common use, consists of 17 different pharmacological taxa and 102 different kinds of herbs; the second, usable herbs of oriental medicine, contains 104 different kinds of herbs; and the rest of them are 54 different items. 1. 청계산에 분포하는 유관속식물 중 본초자원을 중심으로 1995년 4월부터 1995년 7월까지의 본초조사에서 빈용(頻用)본초가 102종류, 유용(有用)본초가 104종류, 기타(基他)본초 52종류로 조사 되었다. 2. 빈용(頻用)본초는 해표약(解表藥) 9종, 청열약(淸熱藥) 23종, 사하약(瀉下藥) 2종, 거풍습약(祛風濕藥) 12종, 방향화습약(芳香化濕藥) 2종, 이수삼습약(利水渗濕藥) 6종, 온이약(溫裏藥) 1종, 이기약(理氣藥) 2종, 소식약(消食藥) 1종, 지혈약(止血藥) 7종, 활혈거어약(活血祛瘀藥) 9종, 화담지해평천약(化痰止咳喘藥) 11종, 안신약(安神藥) 2종, 보익약(補益藥) 10종, 수삽약(收澁藥) 3종, 용토약(涌吐藥) 1종, 외용약(外用藥) 1종으로 효용 17분류에서 102종류가 관찰되었다. 3. 유용(有用)본초 및 기타(基他)본초에 대하여 약용자원의 개발과 활용 확대의 필요성이 있으며 이에 대한 연구가 필요하다. 4. 조사지역의 개발이 가속화 되면서 자연의 훼손이 증가하고 있으며, 일부 본초는 무분별한 남획으로 훼손되어 이에 대한 보호가 요망된다.

물류공동화의 물류협력 결정요인과 성과에 관한 실증연구

이제현 ( Je Hyun Lee ),이용운 ( Yong Un Lee ) 한국해운물류학회(구 한국해운학회) 2015 해운물류연구 Vol.31 No.2

본 연구는 물류공동화에 참여한 기업들 간에 물류협력을 형성시키는 요인이 무엇인지 규명하고 물류협력 형성이 성과에 어떠한 영향을 미치는지 분석하였다. 가설을 확인적 요인분석으로 검정한 결과 물류협력을 형성하는 요인의 세부요인들은 유의한 것으로 나타났다. 그러나 이러한 형성요인들이 물류협력을 결정하는데 직접적으로 영향을 주지 않는 것으로 나타났다. 기업특성 요인과 의사소통 요인, 물류정보시스템특성 요인은 물류협력 결정요인의 일부 혹은 전부에 영향을 미치는 것으로 나타났으나, 운영특성 요인은 거의 영향을 주지 않는 것으로 나타났다. 물류협력 형성요인, 결정요인 및 성과간의 인과관계에 대한 분석결과, 형성요인은 결정요인에 영향력이 높지 않지만 결정요인은 성과에 모두 긍정적 영향을 미치는 것으로 나타났다. Increasing logistics costs affects profits of firms engaged in manufacturing, distribution, logistics. In this regard, the Governments have carried out, as a method of cost savings, various supporting policies in order to activate logistics public facilities. This, however, comes out not successful due mainly to conflict of participating firms in different business lines, resulting in obstacles of operations. The success of public logistics facilities depends on cooperation among the participating firms. The logistic partnership of physical distribution cooperation is critical to efficient and effective logistical operations. In order to improve logistic performance, it may be necessary for forms participated in logistic partnership of physical distribution cooperation to form closer cooperation Unfortunately, there are few studies examining the nuance and outcomes of the logistic partnership of physical distribution cooperation And therefore this study identifies elements which form logistics cooperation and analyse whether these elements contribute to performance of logistics and lastly suggests alternatives as to the participating firms`` moving toward trust and devotion together with the government support in different respect. This study drew, through precedent studies and relevant theories about logistics cooperation, several elements relating to logistics cooperation and operational characteristics and communicational characteristics, logistics information systems. This study adapted concepts of trust and devotion as a factor for logistics cooperation. And the logistics cooperation was measured by logistics performance and logistics non-performance, This study verified research hypotheses by use of AMOS 4.0 programme as a model for structural equation. Survey was circulated to 851 public logistics participating firms which are located in Daejon 1,2,3,4 Industrial Complex, Cheongju 1,2,3,4 Industrial Complex, Oksan Industrial Complex, Ochang Science Industrial Complex, Daejon Noeun Agri Fishery Market. Among the 851, 238 (which is 27.9%) questionaries were answered and further 211 (24.7%) were selected as meaningful and used for empirical analysis. The analysis tested the hypotheses as follows. First, firms characteristics and communicational characteristics, logistics information systems characteristics affected confidence. Second, only logistics information systems characteristics affected devotion. Third, confidence affected devotion. Lastly confidence and devotion, respectively, affected performance positively. This hypotheses test leaves the following points : First, confidence is a prime element to form a devotion. And therefore a system shall be developed to make the firms trust each other. Second, cooperation for the public logistics affects the performance. And therefore the firms participating in the public logistics shall be recognized as horizontal partners not vertical. Third, the participating firms are required to understand other firms`` corporate cultures along with operational features of public logistics, work standardization, fairness.

무역계약의 이행기일과 신용장 선적기일의 변경 간의 법률관계에 대한 연구

이제현(Je Hyun Lee) 한국무역학회 2023 한국무역학회 학술대회 Vol.2023 No.4

임계 도통 모드 부스트 역률 보상 회로의 전 고조파 왜형률 개선을 위한 새로운 제어 방법

이제현(Je Hyun Yi),김정원(Jung Won Kim),이문현(Moon Hyun Lee),조보형(Bo Hyung Cho),임준혁(Jun Hyuk Im) 전력전자학회 2014 전력전자학술대회 논문집 Vol.2014 No.7

논문 : 적하보험에서 보험자의 적하보험약관 설명의무에 관한 연구

이제현 ( Je Hyun Lee ),최영훈 ( Young Hoon Choi ) 한국해운물류학회(구 한국해운학회) 2016 해운물류연구 Vol.32 No.1

적하보험증권에 명시된 준거법 문언은 준거법이 영국의 법과 관습을 의미하는지 또는 한국의 법을 의미하는지에 대한 법리적 충돌이 발생하였다. 이 문제에 관련하여 우리나라 대법원은 초기에는 영국의 법과 관습을 의미한다고 판결했고 그 이후에는 우리나라 약관규제법을 의미한다고 판결하였다. 우리나라 대법원(대법원 2001.7.27. 선고 99다55533)은 동일한 사안에 대해서 상반된 판결을 내렸다. 약관규제법을 준거법으로 판결한 대법원의 판례를 적하보험의 준거법조항, 적하보험증권에 명시된 준거법 문언, 보험자의 적하보험약관 설명의무, 적하보험증권에 명시된 협회선급약관, 상법과 약관규제법의 측면에서 법리적 타당성을 분석하였고 이러한 대법원의 법리적 해석은 타당하다고 본다. 대법원 판결의 시사점은 보험자중심에서 보험계약자 중심으로 법리적 해석이 바뀌고 있고, 보험자의 보험약관 설명의무를 요구하고 있으며 따라서 적하보험자는 이 점을 유의하여야 한다. The institute clauses including "Notwithstanding anything contained here in or attached hereto to the contrary, this insurance is understood and agreed to be subject to English law and practice only as to liability for and settlement of any and all claims" are regularly include in cargo insurance contract throughout the world. A difference of opinion can arise as to the interpretation of the effectiveness of the English law and practice clauses in cargo insurance policy, as the institute clauses containing restrictive wording such as "only as to liability for and settlement of any and all claims". Under English law and practice, an insurer does not have a duty to explain and disclose important cargo insurance clauses to the assured even if the assured must disclose to the insurer, before the contract in concluded, every material circumstance which is known to the assured, and the assured is deemed to know every circumstance which, in the ordinary cours of business, ought to be known by him. Under the Korean Act for the Regulation of General Clauses, the Korean Commercial Code, the insurer has a duty to explain and disclose such important cargo insurance clauses to the assured. The insurer must disclose to the assured the cargo insurance clauses which determine whether the insurer will pay the claim amount. Therefore if the governing law of cargo insurance contract is English law and practice, an insurer may explain and disclose such important cargo insurance clauses to the assured in utmost good faith. These important cargo insurance clauses may be validly incorporated into a cargo insurance contract even if an insurer did not provide such explanation and disclosure and the insurer does not indemnify the assured for losses covered under such clauses. By contrast if the governing law is the aforementioned Korean Act for the Regulation of General Clauses, an insurer must provide such explanation and disclosure. If the insurer fails to make such disclosure, the assured may cancel the cargo insurance contract within one month from the date of entering into contract. If English law and practice were considered to unconditionally apply to every legal matter in cargo insurance, there would be several legal problems its interpretation. The Court does not unconditionally apply English law and practice to every legal matter in cargo insurance, and limits the range of its application to the liability for and settlement of any and all claims. The Court`s interpretation is that the liability for and settlement of any and all claims is not the subject matter insured but is the establishment of a contract of a cargo insurance, that the institute classification clause is a special clause and the insurer must explain and disclose it. A contract of a cargo insurance is a contract whereby the insurer undertakes to indemnify the assured, in manner and to the extent thereby agreed, against marine losses, that is to say, the losses incident to marine adventure. The Korean Supreme Court`s decisions based on the Korean Act for the Regulation of General Clauses are reasonable. The insurer must explain and disclose these special clauses to the assured. These special clauses is material which would influence the judgement of a prudent assured recovering a loss or determining whether the insurer will count the claim amount.

신용장거래의 무역사기유형분석과 예방에 관한 연구

이제현(Je-Hyun Lee) 한국무역학회 2002 貿易學會誌 Vol.27 No.2

포페이팅(Forfeiting)금융비용의 관세과세가격 결정에 관한 연구

이제현(Je-Hyun Lee),구종순(Jong-Soon Ko) 한국무역학회 2006 貿易學會誌 Vol.31 No.5

해상운송인의 선하증권 약관설명의무에 관한 연구

이제현 ( Lee Je-hyun ) 한국해운물류학회(구 한국해운학회) 2018 해운물류연구 Vol.34 No.1

6개선 선사가 사용하고 있는 선하증권의 이면약관을 국제협약에 근거한 이면약관, 선사들이 사용한 동일 이면약관, 개별 선사의 사정에 의해서 작성된 이면약관, 송하인의 이익에 중요한 이면약관, 현대상선의 자유약관으로 구분하였다. 약관규제법 제15조, 제6조, 제3조를 적용하는 이면약관과 적용하지 않은 이면약관을 제시하였다. 따라서 해상운송인은 송하인에게 선하증권을 발행할 때 선하증권의 이면약관에 대해 설명할 의무가 있다. 해상운송인이 송하인에게 선하증권의 이면약관 중에서 개별 선사의 사정에 의해서 작성된 이면약관, 송하인의 이익에 중요한 이면약관, 현대상선의 자유약관을 설명하여야 한다. 선사가 이들 이면약관을 설명하지 않고 발행한 경우에는 약관규제법 제3조를 위반하여 선하증권의 이면약관을 주장할 수 없게 된다. 해상 운송인이 송하인에게 선하증권의 이면약관을 설명하지 않고 선하증권을 발행하는 업무습관을 시정하여 송하인에게 정확하게 설명하는 업무가 정착되어야 한다. Contract of carriage applies only to contracts of carriage covered by a bill of lading relating to the carriage of goods by sea. Bill of lading is a document of title which is singed by the shipowner or the master or some other agent of the shipowner and which states that certain goods have been shipped upon a particular ship. The carriers have made the standard clauses of bill of lading for them. The standard clauses of bill of lading are widely used in marine transport contract. Bill of lading has been beared the standard clauses shall be made under the unequal bargaining power. The carriers have the benefits of the standard clauses. To protect the cargo owner, it is the necessary to apply the General Clauses Regulation Act on part Clauses of standard clauses of the bill of lading. This paper analyses a standard clauses of the bill of lading used by the carriers and discovers a standard clauses of the bill of lading which Article 15, 6 of the General Clauses Regulation act can be applied and suggest the legal interpretation which the carriers have the duty of description and explanation of clauses stipulated in Article 3 of the same code.

플랫 랙 컨테이너화물의 포장과 선적, 적부, 운송에 대한 매도인, 매수인, 계약운송인, 실제운송인 간의 법률관계에 대한 연구

이제현 ( Lee Je-hyun ) 한국해운물류학회 2023 해운물류연구 Vol.39 No.1

플랫 랙 컨테이너화물이 해상운송과정에서 멸실 또는 손상이 발생하면 그 원인이 포장불량인지 또는 적부불량인지에 따라 매도인, 매수인, 계약운송인, 실제운송인 중에서 누가 책임을 져야 되는지 책임의 당사자가 결정된다. 따라서 본 연구는 법원의 법리적 해석이 타당한지 규명 하였다. 본 연구 결과는 다음과 같다. 첫째, 플랫 랙 컨테이너화물의 포장은 갑판안에 또는 갑판위에 배치되는 것과 관계없이 해상운송에 견될 수 있도록 포장되어야 한다. 둘째, 해상운송인은 운송화물을 적절하고도 주의깊게 선적, 처리, 적부, 운송, 보관, 관리, 양륙할 의무가 있는데 플랫 랙 컨테이너화물을 갑판위에 배치하는 것은 해상운송인의 의무에 해당하는 적부로 간주하지 않는다. 셋째, 플랫 랙 컨테이너화물이 갑판위에 배치되어 해상운송되는 과정에서 발생한 멸실 또는 손상의 원인은 적부불량이 아니라 포장불량으로 보아 계약운송인은 책임을 지지 않는다. 넷째, 플랫 랙 컨테이너화물이 갑판위에 배치되어 해상운송되는 과정에서 발생한 멸실 또는 손상의 원인은 포장불량이기 때문에 매수인은 매도인에게 이에 대한 손해배상을 청구하여야 한다. Purpose : This study examines the judicial precedents of the Seoul Central District Court and the Seoul High Court based on the legal relationship between the seller and the buyer, the contract carrier, and the actual carrier in relation to the packaging, loading, stowage, and transportation of flat-rack container cargo. By analyzing the judicial precedents of the Seoul Central District Court and the Seoul High Court between the contract carrier and the actual carrier in relation to the packaging and shipping of flat rack container cargo, the study identifies the responsible party and presents the problem of legal interpretation. Results : The results of this study are as follows. First, the packaging of flat-rack container cargo must be packed to withstand sea transportation regardless of whether it is placed inside the deck or above the deck. Second, ocean carriers are obliged to properly and carefully load, handle, stow, transport, store, manage, and land cargo, but placing flat-rack container cargo on deck is not regarded as conformity to the obligations of the ocean carrier. Third, the contract carrier is not responsible for the loss or damage caused by the flat rack container cargo being placed on deck and transported by sea as it is due to poor packaging, not poor loading. Fourth, since the cause of loss or damage occurring in the process of shipping flat rack container cargo on deck is due to poor packaging, the buyer must claim damages from the seller. Conclusions : The seller must, at its own cost, package the goods, unless it is usual for particular trade to transport the type of goods sold unpackaged. The seller must package and mark the goods in the manner appropriate for their transport, unless the parties have agreed on specific packaging or making requirements. In free on board, the seller must deliver the goods either by placing them on board the vessel nominated by the buyer at the loading point, if any, indicated by the buyer at the named port of shipment. Based on the results of this study, flat-rack container cargo should be packed so that it withstands the shipping process regardless of whether it is placed below deck or above deck, and the seller is responsible for damages caused by poor packaging. The stowage for which the ocean carrier is responsible means securing the flat-rack container so that it does not move and placing the container on the ship does not fall under the stowage for which the ocean carrier is responsible. Therefore, the ocean carrier is only liable for damage caused by improperly securing the container and is not liable for damages incurred in arranging the flat-rack container on the ship and transporting it by sea since it is a packaging defect, not a loading defect.