측두부에 발생한 염증성 선상 우췌상 표피모반

송계용(Kye Yong Song),이종육(Jong Yuk Yi),박철종(Chul Jong Park),양종규(Jong Kyu Yang) 대한피부과학회 1999 대한피부과학회지 Vol.37 No.8

N/A

부산·진해 경제자유구역의 성공 요인

송계의(Song Gye-Eui) 한국해양비즈니스학회 2004 해양비즈니스 Vol.- No.4

In this paper I analyzed successful factor of the Free Economic Zone for promotion of Busan-Jinhae Free Economic Zone. First of all, I investigated the development plan and several cases related to the introduction and operation of the Free Economic Zone. Finally, I suggested successful factor of the Free Economic Zone as follows. First, it is important to form global standard environment of enterprise management. Recently, environment of enterprise management has become open and global. Second, it is important to make special development strategy, to entice core enterprise, and to operate mutual connection strategy between separated sectors. Third, it is important to implement software Infra, namely, education, culture, dwelling, leisure, language, traffic, environment, etc. to order to entice foreign enterprise.

글로벌 항만컨테이너터미널 경쟁력 제고 방안

송계의(Gyeeui Song) 한국항만경제학회 2014 韓國港灣經濟學會誌 Vol.30 No.1

GTO의 경쟁력 제고 방안 요인 중 대분류 세 가지 요인에 대한 분석결과는 “주관적인 요인”이 4.21점, “경영환경적인 요인”이 3.94점, 그리고 “정부 정책적인 요인”이 3.90점이었다. 세 가지 요인 중 주관적인 요인의 평균평점이 월등히 높아 결국 GTO의 경쟁력을 제고하기 위해서는 GTO 스스로 물동량을 확보하고, 항만물류서비스를 제고하는 등의 노력을 하는 것이 가장 중요하다는 것을 나타내고 있다. 하지만 경영환경적인 요인과 정부 정책적인 요인의 평균평점은 거의 동일하여, 이 두 가지 요인은 GTO의 경쟁력 제고에 거의 동일하게 영향을 미치고 있다는 결론이다. 즉, 주관적인 요인의 평균평점이 월등히 높다는 것은, GTO의 경쟁력을 제고하기 위해서는 항만 컨테이너터미널을 운영하는 GTO 스스로가 가장 우선적으로 ① 로컬 및 환적 컨테이너 물동량을 확보하고, ② 신속성·정시성·안정성 등 항만물류서비스를 제고하며, ③ 생산성을 높여 저렴한 요율을 적용하여야 하고, ④ 선사 유치 및 전략적 제휴 등을 통해 물동량을 확보하는 것이 가장 중요하다는 것을 의미한다. 한편 경영환경적인 요인(3.94점)이 정부 정책적인 요인(3.90) 보다 약간 높지만 거의 동일한 평균 평점을 기록하고 있는데, 이것은 경영환경적인 요인, 즉 세계경제의 발전 및 컨테이너 물동량의 증가, 컨테이너선사의 발전 및 Alliance, 항만의 인지도, 중추항만으로서의 기능 등도 GTO의 경쟁력을 제고 하는데 상당히 중요하며, 이와 더불어 선진적인 항만개발정책, 선전진적인 요율 정책, 환적물량 확보 등을 위한 인센티브 정책 등 정부 정책적인 요인도 GTO의 경쟁력을 제고 하는데 상당한 영향을 미치고 있는 것으로 보인다. Recently, GTO s rate of return to investment is decreasing. Therefore, the main purpose of this paper is to analyze empirically on enhancement of competitiveness of global port container terminal. This study deals with the terms of three competitiveness enhancement factors which are a GTO s subjective factors, a management environment factors, and a government policy factors. According to analysis results of the three competitiveness enhancement factors, a GTO s subjective factors(4.21 score) are scored at the most ones of competitiveness enhancement factors of GTO, to be compared with a management environment factors(3.94 score). with a government policy factors(3.90 score). Therefore, first of all, it is important to enhance competitiveness of GTO through as follows, a GTO"s subjective factors : (1) to procure local and tranship cargo volume, (2) to promote port logistics service, (3) to retain resonable port rate by promoting terminal productivity, (4) to procure container ship firms and alliance. And, the next, we have to enhance GTO s competitiveness through considering a management environment factors, that is, fluctuation of container cargo volume, port awareness, whether function of hub port, etc., and a government policy factors, that is, smart policy of port development, smart policy of port rate, incentive policy for procuring tranship cargo, etc.

한국기업의 제4자물류 결정요인에 관한 실태분석

송계의(Song Gye Eui) 한국무역상무학회 2005 貿易商務硏究 Vol.25 No.-

The application of 4PL could allow for the efficiency of many logistics operations to be greatly increased, for costs to be reduced, and for operations to become more responsive to consumer demand. It is also possible that higher services level and lower cost products could become available as a consequence. However, in order to implementing 4PL actually it is very important to be met to fundamental determinants of 4PL such as formation of logistics experts group, providing of total logistics service, capacity of IT, implementation of e-Business model, capacity of logistics consulting, higher logistics service level, logistics cost reduction, re-engineering of logistics process, focus of core competence etc.

닭 내장육을 이용한 소시지 제조시험

송계원 ( K . W . Song ) 한국축산학회 1975 한국축산학회지 Vol.17 No.2

To investigate the average productibility and the applicable properties of the poultry gibblet meats as some sausage ingredients, the production of heart, liver and gizzard were measured, and the properties of the gibblet meats and the sample sausages which were made from the gibblet meats as a part of the ingredients were investigated physicochemically. The results obtained were summarized as follows: 1. The average production of gibbiet meats was 68.55 g per bird, and it was 6.03% of the live weight. 2. The average chemical composition of the whole mixed gibblet meats which were from the same one bird were;H₂O 72.1%, protein 22.8%, fat 3.1%, ash 1.5, and it was comparable to the other classes of lean meats. 3. The average W.H.C. of the fresh sausages which were measured just prior to stuffing into casing was ranged from 81.4 to 90.2 percent. 4. The average penetromeasurements of the sample sausages were ranged from 12.85 to 16.85 ㎜ by 50 g weight for five second penetration. 5. The average water to protein ratio(W/P) of the sample sausages mere ranged from 3.59 to 3.95.

부산 북항 O-2 정박지의 운영개선 방안

송계의(Gye-Eui Song) 한국항만경제학회 2009 韓國港灣經濟學會誌 Vol.25 No.1

전문가 및 항만관련기관에서도 57%가 동의하고 있고, 북빈대체부두 물양장 건설로 인해 물양장에 입출항하는 선박의 통항로를 확보하여 주기 위해, 동삼안벽 전면 수역 쪽의 O-2 정박지 220m 정도를 축소 폐지하는 것이 요구된다. 이것은 결국 북빈대체부두 물양장을 통항하는 소형선 때문에 O-2 정박지 주변의 통항 혼잡과 통항안전위험의 증가를 초래할 것이다. 따라서 북항 내 정박지 중 최대의 이용률(70% 이상)을 보이고 있는 O-2 정박지의 원래의 수용규모를 유지하고, 중앙부두 정박지의 폐쇄와 북항내 증가하고 있는 수요를 수용하기 위해 내항 방파제 전면 수역 쪽으로 250m 정도를 확대하여야 한다. 이와 같이 O-2 정박지를 축소 및 확대하여 운영하는데 따르는 자연환경, 수심, 주변 안벽 접안선박 통항지장여부, 북항 주항로 통항선박과의 안전성 문제는 발생하지 않는 것으로 판단된다. 결론적으로, O-2 정박지를 축소 및 확대하여 운영하는 것은 O-2 정박지 주변의 통항혼잡을 줄이고, 통항안전성을 높이는 결과를 초래할 것이고, 더 나아가 O-2 정박지의 운영 효율성을 높일 것이다. According to construction work of No. 2 Lotte world, the alternative pier is under construction in Dongsam-dong Yeongdo-gu to accommodate small boats. As a result of that, in order to procure route of small boats passage, O-2 Anchorage used to bunkering or waiting for berth should be reduced, 220m. It is expected that the risk of passage and congestion around the anchorage could be increased because of the traffic of small boat using the alternative pier. Therefore, it is needed to enlarge the O-2 Anchorage 250m toward to inner breakwater. According to result of analyzing traffic circumstance and weather condition of anchorage near the Busan inner fairway, and to procure of alternative anchorage in order to resolve the problem caused by reduction of O-2 Anchorage, no problems incurred. In conclusion, reduction & enlargement of area of new O-2 Anchorage is expected to resolving of congestion & reducing of risk of traffic at O-2 Anchorage, and to operating O-2 Anchorage, efficiently.

돈육의 신선도와 가염방법이 보수성 및 연도에 미치는 영향

송계원 ( K W Song ) 한국축산학회 1970 한국축산학회지 Vol.12 No.3

To investigate the effects of freshness and salting methods on water holding capacity(W.H.C.) and tenderness of pork, Longissimus Dorsi muscles from 65-85㎏ hog carcass were examined. The degree of freshness of meat was measured by the number of days from the slaughter. The salting methods used were 3% salting, 1-3 day curing with 3% curing salt which is the mixture of salt and 5% of saltpeter. The results obtained are as follows. 1. The differences between salting methods in the average water holding capacity were statistically significant for the pork stored up to 7 days from slaughter (p$lt;0.05). The pork of 3% salting showed larger water holding capacity than the fresh pork. The pork cured with 3% curing salt shoved larger holding capacity than that of 3% salting. The water holding capacity of the pork cured with the curing salt increased with the increase of the curing period. 2. The water holding capacity of pork was largest after three days from the slaughter in all cases except for the lot cured with curing salt for two days. In the latter case, the largest water holding capacity was attain ed after two days from the slaughter. 3. In the lots cured with the curing salt, the cold curing method showed significantly larger water holding capacity than the hot curing method (p$lt;0.01). The variation in water holding capacity which is due to the difference in curing period was not large. 4. The pork of 3% salting showed higher softness than the fresh pork, and the pork cured with the curing salt showed higher softness than the pork of 3% salting. The softness of pork increased with the increase of the curing period. The differences between salting methods were statistically significant (p$lt;0.01). 5. The softness of the pork was lowest after two days from the slaughter, and was highest after three days from the slaughter. However, this tendency was not statistically significant. 6. The hot curing method showed higher softness than the cold curing method. The difference between the two curing methods was statistically significant (p$lt;0.05). The variation in the softness of pork which is due to the difference in curing period was not large.

실험목장의 현황과 확충방안

송계원 ( K . W . Song ) 한국축산학회 1979 한국축산학회지 Vol.21 No.3

가토 근육의 유화특성에 관한 연구

송계원 ( K W Song ),송인상 ( I S Song ),이종명 ( C M Lee ) 한국축산학회 1973 한국축산학회지 Vol.15 No.1

The emulsifying capacity of salt-soluble protein and water-soluble protein of pre- and post-rigor rabbit muscle were evaluated. Microscopic and electrophoretic patterns were also examined. And the effect of pH and salt-preblending on emulsifying capacity and emulsion stability of pre- and post-rigor rabbit muscle were investigated. The results obtained are summarized as follows. 1. The emulsifying capacity of salt-soluble protein were significantly greater than that of water-soluble protein in pre- and post-rigor conditions (P$lt;.01). Soluble proteins which extracted pre-rigor conditions emulsified more oil than that of post-rigor conditions (P$lt;.01). Emulsifying capacity seemed to depend on the concentration of extracted protein, but the reverse relation seemed to exist between concentrations and emulsifying efficiency. 2. In microscopic examination, the protein layer formed by pre-rigor salt-soluble protein was. most stable and uniform. The protein layer formed by post-rigor salt-soluble protein was in the second place. But the protein layer formed by post-rigor water-soluble protein was almost disrupted. In electrophoretic separation, great difference was existed between the fraction of salt-soluble protein and water-soluble protein. 3. Emulsifying capacity was significantly effected by pH and salt-preblending (P$lt;.01). In pre-rigor condition, emulsifying capacity had no fixed tendency in increasing salt-preblending levels, but in post-rigor conditions, emulsifying capacity were significantly greater in salt-preblending levels of 2 and 3% than that of 0 and 1% (P$lt;.01). Though same concentrations of extracted protein, emulsifying capacity were quadratically increased in increasing pH levels (P$lt;.01). 4. Emulsion stability was significantly effected by pH and salt-preblending(P$lt;.01). Emulsion stability was quadratically increased in increasing pH levels (P$lt;.01). Emulsion stability was significantly increased in increasing salt-preblending levels (P$lt;.05) at pH 5, but salt-preblending had no effect at pH 7. 5. When rabbit muscle were added to porcine muscle at 30%, the emulsfying capacity of porcine muscle was significantly increased (P$lt;.05).

부산항의 기피화물 취급 개선에 관한 연구

송계의(Gye-Eui Song) 한국항만경제학회 2010 韓國港灣經濟學會誌 Vol.26 No.3

부산항은 세계 주요 항만에 비해 컨테이너화물 취급 중심의 기능을 수행하는 항만이며, 기피화물과 같은 일반화물의 취급 비중이 매우 낮은 항만이다. 즉, 2008년도에 1,329만 TEU의 컨테이너화물 처리실적을 기록한 부산항은 전체 컨테이너화물 중량은 1억 1,305만톤에 달하지만, 일반화물의 중량은 1,531만톤으로 컨테이너화물 비율이 88.1%를 차지하였다. 그러나 기피화물의 유치 및 취급 증대를 통해 부가가치를 창출할 시점에 와있다. 본래 기피화물은 처음부터 기피화물은 아니었다. 어떻게 보면 국가 기간산업에 반드시 필요한 전략물자로서 매우 중요한 고부가가치 화물이었다. 그런데 취급하다 보니 컨테이너화물에 비해 환경문제, 취급상의 특수성, 수급불안으로 인한 수지타당성의 불확실성 등으로 인해 기업(선사 포함)은 취급을 꺼려하여 기피화물이 된 것이다. 그러나 현재 기피화물로 분류된 품목 등은 국가 기간산업에, 또는 국민생활에 반드시 필요한 전략적인 물자이다. 또한 현시점에서 어떻게 보면 고부가가치화물이다. 따라서 기피화물 유치 마케팅을 통한 기피화물 취급 증대와 이를 효율적으로 취급하여 줄 수 있는 체제, 즉 전용항만부두의 건설과 시설 및 장비의 현대화, 품목별 물류단지의 조성을 통한 보관 취급 장소의 안정적 확보, 효율적 정보처리, 유관기관간의 SCM구축을 통한 긴밀한 협조가 필요한 시점이다. Busan port's main function is handling container cargo compared to world major ports and the percentage of handling general cargo such as dirty bulk cargo is very low. In other words, although total cargo weight of Busan port that recorded the handling result of 13.29million TEU in 2008 reached 113.05million ton, total cargo weight of general cargo was 15.31million ton, so container cargo accounted for 88.1% of whole cargo weight. However, it is the time to create high added value by the increase of handling and marketing dirty bulk cargo. Originally, the dirty bulk cargo was not the avoided object from the first. Somehow, it is a very high added value cargo, and is surely essential strategic material to basic industries of nation. However, it becomes dirty bulk cargo as the companies are reluctant to handle it because of environmental problem, distinct characteristic in handling, uncertain break even point due to imbalance between supply and demand compared to container cargo. However, items that are classified as dirty bulk cargo now are certainly necessary strategic materials to national basic industries or national life. Besides it seems to be a high added value cargo here and now. Therefore, it is time that increasing of handling dirty bulk cargo by marketing it and the system for efficient handling such as constructing the exclusive use wharf in Busan port, modernizing of facilities and equipments, stable secure of place for holding and handling through development of distribution complex by item, efficient data processing and closer cooperation by setting up a SCM of related authorities are needful.