전자코를 이용하여 향미품종에 대한 방향성 성분함량비율을 조사한 결과를 요약하면 다음과 같다. 1. 작용기별로는 polar compound계열과 aldehydes compounds계열이 apolar compounds 계열과 sulphur compounds, aminated com-pounds계열에 비해 약 3배정도 높은 함량 비율을 보였다. 2. 백미와 취반상태에 있어서 방향성 성분 함량변화는 대부분 0.02에서 0.1수준으로 증가하는 경향을 보였으나, 찰성을 가진 밀양 14006의 경우는 취반 상태에서 방향성 성분의 함량이 오히려 감소하는 경향을 보였다. 3. 향기와 amylose함량 관계에서는 Japonica와 Indica계열 모두 아밀로스함량이 높을수록 방향성 성분의 함량이 증가하는 경향을 보였다. 4. Headspace 진행 후 센서에 감지되는 시간대는 대부분의 품종에서 30～35초에서 가장 많은 향기성분의 양을 검출할 수 있었으나, 이리 41003의 경우는 방향성성분의 검출이 30초대 이후에 급격히 감소하였다.

Rapid change in the technological environment of marine transportation and the development of the ocean shipping industry have fostered a revolution in the port system. This in turn has caused major changes in the function and use of port in Korea. Aside from this, Mokpo Port, however continues to decline, because the existing port facilities and related subsystem are already obsolete with no chance of regaining operational effectiveness and treatment for proper implementation. Although a few studies have been done on the Mokpo Port, has not been found, any reseach for the analytical approach to the transportation system of it. This paper aims to make an extensive analysis of the physical distribution system in Mokpo Port focusing on the coordination of subsystems such as navigational aids system. The base of introduced simulation tool here is the queueing theory. The overall findings are as follows: 1. Among those vessels called at Mokpo Port in 1994, 556 ships(2,736,669 G/T) are oceangoing while 8155 ships(2,587,217 G/T) are domestic. The average size of oceangoing vessels is 4,922,1 G/T, and the domestic is 317,8 G/T. The average arrival interval and service time of the domestic vessels are 6.0 hours and 24.1 hours respectively marking the berth occupation rate over 100%. Those for oceangoing vessels are 34.5 hours, 120.0 hours and 37.2%. In order to maintainin the berth occupation rate to 70% the capacity considering the 1994 of domestic piers must be extended to 145% and oceangoing vessels must be increased to 165%. 2. The capacity of approaching channel is enough to handle the total traffic volume of 3. Tugs are sufficiently being provided to handle all ships requiring their services 4. The capacity of storage and inland transportation systems are sufficient to handle the throughput and the yard stroage utilization rate of No.1 - No.5 is 4.5% and No.6 is 30% of 1993's. 5. The utilization rate of LLC(Level Looping Crane) and PNT(PNeumaTic) are 2.7% and 18.8%, respectively.

남한내 72개 기상관서에서 관측, 보관중인 일기상자료는 농업적 활용가치가 높은 신뢰성 있는 기후자료이지만 농업분야의 연구 및 기술지도 종사자들이 쉽게 접근하기 어려워 지금까지 그 활용도가 낮았다. 이러한 문제점을 해결하기 위해 현재 그 사용인 보편화된 개인용 컴퓨터를 이용하여 이들 기후자료의 검색과 분석작업을 용이하게 수행할 수 있는 기후자료 관리체계를 개발하고자 본 연구를 수행하였다. 기후자료 베이스로는 1960년부터 1991년까지 축적된 기상청 소속 72개 기상대 및 기상관측소의 매일 평균, 최고, 최저기온, 상대 습도, 평균풍속, 최대풍속, 증발량, 강수량, 일조 시수, 운량 및 풍향자료를 기본으로 하였으며 이들로부터 주간 및 월간 기후자료베이스를 생성하였다. 자료관리체계는 한글대화식으로 운영되며 사용자가 진정한 기간동안의 일간, 주간 및 월간 자료를 조건없이 표출하는 표준검색기능과, 사용자가 지정한 기간내 자료 가운데 사용자가 지정한 기상조건에 부합되는 자료만을 검색할 수 있는 선택 검색기능을 갖고 있다. 또한 일간자료로부터 주요 농업기후지수인 생장도일과 증발산위를 계산하는 기능도 갖고 있다. 모든 검색자료는 모니터 화면, 프린터, 혹은 아스키 데이터 화일로 출력시킬 수 있어 검색자료의 심층분석에 직접 사용할 수 있다. 관리체계의 사용환경은 브이지에이 그래픽 카드가 장착된 아이비엠 개인용 컴퓨터 호환기 종으로서 모든 지점의 자료를 검색하기 위해서는 50메가바이트 이상의 하드디스크 사용영역이 확보되어야 한다. 프린터 출력은 엡슨계열의 도트매트릭스형이면 가능하다. 본 기후자료 관리 체계는 기능별 프로그램 모듈이 독립적으로 작성되어 있으므로 향후 기능의 수정, 보완, 추가작업이 지속적으로 이루어 질 수 있으며 자료베이스 구조 역시 범용 자료관리언어를 사용하여 생성하였으므로 새로운 자료도 용이하게 추가시킬 수 있다.확지수는 부토심 7cm에서 1cm, 3cm, 5cm에서 보다 다소 높았다.e 및 free fatty acid) 는 13.3～17.4%로 나타났다.로 빠른 시일에 집중적인 연구가 필요하다고 본다.다. 4. 저온저장(4℃ , RH 50%)한 벼는 2년반 저장한 벼도 밥맛의 변화가 거의 없었다. 5. 1988년산 및 1989년산 일반계를 10분도와 12분도로 도정하였을 때 도정도에 따른 밥맛의 차이는 없었다.X>CoOx는 Co3O4 로 존재하고, 반응 전의 경우에는 이와는 다른 chemical state를 보여주었다. XRD 및 XPS 결과를 바탕으로, 촉매표면에 존재하는 Co3O4 의 외부표면이 Co2TiO4 와 CoTiO3 같은 CoTiOx 로 encapsulation되어 있는 모델구조를 제안할 수 있고, 이는 반응시간의 함수로 나타나는 촉매활성에 있어서 전이영역의 존재를 잘 설명할 수 있을 뿐만 아니라, XRD와 XPS에서 얻어진 촉매의 물리화학적인 특성을 잘 반영할 수 있다. 나타냈고, 골격근과 눈 조직에서 피루브산에 대한 LDH의 친화력이 상당히 크므로 LDH가 혐기적 조건에서 효율적으로 기능을 하는 것으로 사료된다.5) and "Cleanliness of clothes ＆ features" (p ＜0.05) of VIP ward were significantly higher than those of a general ward.tive to apply.아울러 고려(考慮)해야 한다. 이것은 고무기술자(技術者)가 당면(當面)해야할 과제(課題)에 속(屬)하며 바람직 한것은 본장(本章)의 내용(內容)이 여러 상황하(狀況下)에서 당면(當面)한 문제(問題)에 대(對

This work aims to : establish a model of the container physical distribution system of Pusan port comprising 4 sub-systems of a navigational system, on-dock cargo handling/transfer/storage system, off-dock CY system and an in-land transport system : examine the system regarding the cargo handling capability of the port and analyse the cost of the physical distribution system. The overall findings are as follows : Firstly in the navigational system, average tonnage of the ships visiting the Busan container terminal was 33,055 GRT in 1990. The distribution of the arrival intervals of the ships' arriving at BCTOC was exponential distribution of Y=e-x/5.52 with 95% confidence, whereas that of the ships service time was Erlangian distribution(K=4) with 95% confidence, Ships' arrival and service pattern at the terminal, therefore, was Poisson Input Erlangian Service, and ships' average waiting times was 28.55 hours In this case 8berths were required for the arriving ships to wait less than one hour. Secondly an annual container through put that can be handled by the 9cranes at the terminal was found to be 683,000 TEU in case ships waiting time is one hour and 806,000 TEU in case ships waiting is 2 hours in-port transfer capability was 913,000 TEU when berth occupancy rate(9) was 0.5. This means that there was heavy congestion in the port when considering the fact that a total amount of 1,300,000 TEU was handled in the terminal in 1990. Thirdly when the cost of port congestion was not considered optimum cargo volume to be handled by a ship at a time was 235.7 VAN. When the ships' waiting time was set at 1 hour, optimum annual cargo handling capacity at the terminal was calculated to be 386,070 VAN(609,990 TEU), whereas when the ships' waiting time was set at 2 hours, it was calculated to be 467,738 VAN(739,027 TEU). Fourthly, when the cost of port congestion was considered optimum cargo volume to be handled by a ship at a time was 314.5 VAN. When the ships' waiting time was set at I hour optimum annual cargo handling capacity at the terminal was calculated to be 388.416(613.697 TEU), whereas when the ships' waiting time was set 2 hours, it was calculated to be 462,381 VAN(730,562 TEU).

This paper aims to determining the optimal capacity of Pusan port in view point of Container Physical Distribution cost. It has been established a coast model of the container physical distribution system in Pusan port is composed of 4 sub-systems and in-land transport system. Cargo handling system, transfer & storage system and in-land transport system, and analyzed the cost model of the system. From this analysis, we found that the system had 7 routes including in-land transport by rail or road and coastal transport by feeder ship between Pusan port and cargo owner's door. Though railway transport cost was relatively cheap, but, it was limited to choose railway transport routes due to the introducing of transport cargo allocation practice caused by shortage of railway transport capacity. The physical distribution ost for total import & export container through Pusan port was composed of 4.47% in port entring cost, 12.98% in cargo handling cost, 7.44% in transfer & storage cost and 75.11% in in-land transport cost. Investigation in case of BCTOC verified the results as follows. 1) The optimal level of one time cargo handling was verified 236VAN (377TEU) and annual optimal handling capacity was calculated in 516, 840VAN(826, 944TEU) where berth occupancy is σ=0.6 when regardless of port congestion cost, 2) The optimal level of one time cargo handling was verified 252VAN (403TEU) and annual optimal handling capacity was calculated in 502, 110VAN (803, 376TEU) where berth occupancy is σ=0.58 when considering of port congestion cost.

In this study, to identify the ineffectiveness of inter-connected system of cargo volume between the Pusan Port and inland areas and also to make more rational suggestions, the following conclusions were drawn by analyzing Container Cargo Traffic from BCTOC to Off-Dock CY: 1. There existed about 30% to 50% reduction in the container transport times when the container transport vehicles were operated during the off-peak period to alleviate the traffic congestion due to mixed traffic. 2. There appeared to be more economic when Off-Dock DY's scattered around the City of Pusan were unified in one ODCY Unit at YangSan, and the Exclusive Overpass Freeway System for the container transport vehicles were constructed and operated on the existing Urban Freeway from BCTOC ti this ODCY Unit (Expected to make about 230 billions Won in net present value by NPV method).

From the viewpoint of physical distribution, the port transport process can be regarded as a system which consists of various subsystems such as navigational aids, quay handling, transfer, storage, information If management, and co-ordination with inland transport. The handling productivity of this system is determined by the production level of the least productive subsystem. So, a productivity analysis on the flow of cargoes through each subsystem should be made in order to achieve efficient port operation. The purpose of this paper is to analyze the productivity of each subsystem in Pusan port, and to bring forward problems and finally to draw up plans for their betterment. Analyzed results on the productivity of each subsystem are as follows, i) It is known that the number of tugs with low HP should be increased by a few, the number of tugs with medium HP is appropriate, and the number of tugs with high HP is in excess of that necessary. ii ) In the case of container cargoes, it is found that the transfer and storage systems in BCTOC have the lowest handling capability, with a rate of 115%, leading to bottle-necks in the port transport system, while the handling rate of the storage and quay handling systems in general piers is in excess of the inherent capability. iii) In the case of the principal seaborne cargoes passing through general piers, there is found to be a remarkable bottle-neck in the storage system. In the light of these findings, both the extension of storage capability and the extension of handling productivity are urgently required to meet the needs of port users. Therefore, iv) As a short-term plan, it is proposed that many measures such as the reduction of free time, the efficient application of ODCY, etc must be brought in and v) In the long-trun, even though the handling capability will accommodate an additional 960,000 TEU in 1991, the scheduled completion date of the third development plan of Pusan port, insufficiency of handling facilities in the container terminal is still expected and concrete countermeasures will ultimately have to be taken for the port's harmonious operation. In particular, the problem of co-ordination with inland transport and urban traffic should be seriously examined together in the establishment of the Pusan port development. As a method of solving this, vi) It is suggested that Pusan port (North port) should be converted into an exclusive container ternimal and overall distribution systems to the other ports for treating general cargoes must be established. vii) And finally, it is also proposed that the arrival time (cut-off time) of influx cargoes for exports such as general merchandise and steel product should be limited, with a view to securing cargoes suitable for the operational capability of BCTOC.

The increase in seaborne cargoes has made our coastal traffic congested, and future coastal traffic is also expected to increase considerably as result of our economic development and high dependence on foreign trade. This increased traffic may be a cause of serious sea pollution as well as greater number of sea accidents. In view of this problem the introduction of VTMS along on our coast is required, following careful study of a large number of foreign systems. This paper analyzes the actual condition of 132 VTMSs in the world from the view point of management method authority of VTMS, coverage and characteristics of system. And this results provide helpful information for the development of VTMS in the future and for the implementation of VTMS in our coastal waterway.

The delay due to congestion has recently attracted widespread attention with the analysis of over-all operation at the port. But, the complexity of the situation is evident in view of the large number of factors which impinge on the considerable end. Queueing theory is applicable to a large scale transportation system which is associated with arrivals of vessels in a large port. The attempt of this paper is to make an extensive analysis of the port transport system and its economic implications from the viewpoint that port is one of the physical distribution facilities and a kind of queueing system which includes ships and cargoes as port customer. By analyzing the real data on the Port of Pusan, it is known that this port can be represented as a set of multi-channel with identical setof Poisson arrival and Erlang service time, and also it is confirmed that the following formula is suitable to calculate the mean delay in this port, namely, W4=σλ(1-σ) eN(σ·N)DN-1(σ·N) where, λ: mean arrival rate μ: mean servicing rate; N: number of servicing channel; σ: utillization rate (λ/Nμ) eN: the Poisson function Coming to grips with the essentials of the cost of delay due to congestion, a simple ship journey cost model is adopted and the operating profit sensitivity to variation in port time is examined, and for purpose of a future development for port princing service the marginal cost is approximately calculated on the basis of queueing theory.