• Journal of Korean Society of Environmental Engineers
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• v.33 no.7
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• pp.523-529
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• 2011

This study has been performed to examine the influence of the size of particles on the stabilization in the aerobic stabilization equipment connected with MBT system. The biodegradable waste inside the reactor (60% of food waste, 25% of paper waste, 2% of wood waste and 5% of compost) has been charged in same composition. The degree of stabilization was compared and analyzed after charging with adjustment of particle size in 5 mm, 10 mm, 20 mm, 50 mm, 100 mm and state of no separation. The experiment revealed that highest temperature beyond $65^{\circ}C$ was shown in the particle size of less than 50 mm in change of temperature and the highest temperature was about $50^{\circ}C$ in reactor of 100 mm and no separation. The proportionality between generated quantity of $CO_2$ and particle size was not observed, even the highest in generated quantity was shown in over 100 mm. The weight changes based on wet and dry conditions in the reaction process showed the 30% and 46% of reduction in the smallest particle size of 5 mm and it showed the trend of the lower reduction rate at the bigger particle size. The water soluble $COD_{Cr}$ and TOC showed the reduction rate of 60% in reactor of particle size in 100 mm and no separation while the reduction rate comparing to the initial stage of reaction in the reactor of less than 50 mm was 80%. Such result derived the conclusion of acceleration in the decomposing stabilization of biodegradable material due to the decomposing rate of organic substance as the particle size of biodegradable waste gets smaller. It is concluded as necessary to react in adjustment under 50 mm of particle size as much as possible.

• Archives of design research
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• v.16 no.4
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• pp.185-196
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• 2003

The demand for an environment-friendly transportation system, equipped with low energy consumption, and low-or zero-pollution has been on the increase since the beginning of the World Trade Organization era. Simultaneously, the consistent growth of high-speed tram technology, combined with market share, has sparked a fierce competition among technologically-advanced countries like France, Germany, and Japan in an effort to keep the lead in high-speed train technology via extensive Research and development(R＆D) expenses. These countries are leaders in the race to implement the next-generation transportation system, build intercontinental rail way networks and export the high-speed train as a major industry commodity. The need to develop our own(Korean) 'high-speed train' technology and its core system technology layouts including original technology serves a few objectives: They boost the national competitive edge; they develop an environmental friendly rail road system that can cope with globalization and minimize the social and economic losses created by the growing traffic-congested delivery costs, environment pollution, and public discomforts. In turn, the 'G7 Project-Development of High Speed Railway Technology' held between 1996 and 2002 for a six-year period was focused on designing a domestic train capable of traveling at a speed of 350km/h combined and led to the actual implementation of engineering and producing the '2000 high-speed train:' This paper summarizes and introduces one of the G7 Projects-specifically, the design segment achievement within the development of train system engineering technology. It is true that the design aspect of the Korean domestic railway system program as a whole was lacking when compared with the advanced railroad countries whose early phase of train design emphasized the design aspect. However, having allowed the active participation of expert designers in the early phase of train design in the current project has led to a new era of domestic train development and the implementation of a way to meet demand flexibly with newly designed trains. The idea of a high-speed train in Korea and its design concept is well-conceived: a faster, more pleasant, and silent based Korean high-speed train that facilitates a new travel culture. A Korean-type of high-speed train is acknowledged by passengers who travel in such trains. The Korean high-speed prototype train has been born, combining aerodynamic air-cushioned design, which is the embodiment of Korean original design of forehead of power car minimized aerodynamic resistance using a curved car body profile, and the improvement of the interior design with ergonomics and the accommodation of the vestibule area through the study of passenger behavior and social culture that is based on the general passenger car.

• 대한공업교육학회지
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• v.33 no.2
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• pp.192-217
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• 2008

This paper investigated the perceived criticalities and patterns of Korean Professional Engineer's competency regarding the working activities of automative product development, manufacturing, etc by using questionnaires responded to the survey which were applied to the automotive professors, experts and professional engineers (vocational parties) by e/mail, etc. This research investigated the following questions: First, what are the characteristic patterns, relevancy and perceived criticalities of Korean Professional Engineer's competencies? Second, What are the ranked priority of the Korean Professional Engineers' competencies? Are there any differency for each item, sub group of job, intelectual criterior of the competencies between relevancy and perceived criticalities according to the types of vocational parties, etc.? Accoring to the results; first, Professor group showed highest points among 3 groups per each item of the competencies by vocational parties Second, Chassis design group ranked top position among the 8 sub groups by vocational parties and, third, Problem Solving Knowledge ranked highest points than any others. Korean Professional Engineers are found to be positioned as key members, leaders and managers on surveying market, product planning, designing product & components, developing component parts, establishing shop with production equipment, managing quality control & material handling, organizing relevant meetings, developing human resources by training and learning, to back up finance with law matters, cooperating with concerned parties to achieve organizational goals, and to coordinate projects. etc, identifying ethical issues and business skills in order to survive and win to be competitive in various kinds of the automotive industry battle fields.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.37 no.1
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• pp.125-132
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• 2017

The development project of Busan New Port aims to be Logistics Hub Port but there are too many things to deal with ; enlargement of harbour, interport competition, modernization of harbour loading equipment and so on. At present, 23 berths of North and South container quay are in operation and 22 berths will be constructed on west and south-side by 2020. Namely, Busan New Port will operate 45 berths in 2020. When it comes to port distripark, a large-scale of Port distripark project is underway, such as Ung-Dong district 1,2 phase, West container 1,2phase, North distripark and so on. This study is to deduce traffic system problem of Busan New Port which is caused by the development project through predicting traffic need considering the development project. According to study, there are three main problems of traffic system : 1. traffic congestion caused on main crossroad, connecting second harbour back road. 2. It has been predicted that South-North road and traffic capacity of New Port road would lack compared to traffic volume-to-be-increased. Moreover, the detour volume of traffic is caused because New Port's 1st avenue and route 2 were not connected directly. Thus, this study suggests three kinds of improvement plan for smoother traffic flow. 1st. Operate roundabout on major intersection, for example, second harbour back road, west container wharf's subway corridors(South to North), and permit only right turn on sub-intersection. 2nd. Extend New Port road(North container's port road) by utilizing side walk and median. 3rd. Install exit ramp which utilizes Route 2 connecting New Port's 1st avenue and local road 1042. The method we used to analyze the effect of improvement is Vissim of Mircro Simulation Package.

• Korean Journal of Heritage: History & Science
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• v.42 no.3
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• pp.106-130
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• 2009

The aim of this paper is analysis of structure and development pattern about wooden coffin and chamber tombs in Gyeongju from the 2nd century B.C. to the 3rd century A.D. for researching to socio-political tendency and growth process of Sarokuk. Tombs buried with iron objects were built in Youngnam(嶺南) from the 2nd century B.C. with spread wooden coffin with stone mound(積石木棺墓). Also medium or small sized wooden coffin tombs buried with bronze mirror of western Han(前漢) and soft stoneware(瓦質土器) were appeared the 2nd century B.C. in Gyeongju, because of establishment of Han's commanderies(漢郡縣) in the Korean Peninsula and refuge from Daedong river(大同江) to Jinhan(辰韓). Separate tombs(獨立墓) with lots of bronze object ware assumed high ranked tombs of parsonage(司祭王) or local chief(地域首長). From the 2nd century A.D. the size of wooden coffin tombs became enlarged and funerary objects ware abundant, for example Sarari 130th tomb(舍羅里 130號). The burying pattern of this tomb is similar to wooden chamber tombs in Lelang(樂浪), which had prestige goods like lacquer ware and bronze mirror in wood box(木匣) beside coffin. Appearance of these wooden chamber tombs that were different from original wooden coffin tombs imply interaction between Lelang and these area with iron. Sarari community that held right of trade and distribution to outside through the geographical advantage grew up centered position in Gyeongju politically, socially, and culturally. Chamber in tomb as a new structural notion that can secure funerary objects became firmly was established from the 2nd century A.D. in Gyeongju and large sized wooden chamber tombs were generally built early of the 3rd century A.D. This tendency was reflected in stratification of community and growth as center of local state. After late of the 3rd century A.D. Gyeongju type wooden chamber tomb(慶州式木槨墓) which had subordinate outer coffin(副槨) was appeared and then subordinate outer coffin was as bigger as main chamber(主槨) the 4th century A.D., because of centralization and stratification in society and unification of various communities among the Gyeongju area.

• Journal of the Korean earth science society
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• v.43 no.2
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• pp.283-302
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• 2022

Despite the nationwide COVID-19 lockdown in China since January 23, 2020, haze days with high PM₁₀ levels of 88-98 ㎍ m^-3 occurred on February 1 and 2, 2020. During these haze days, the East Asian region was affected by a warm and stagnant air mass with positive air temperature anomalies and negative zonal wind anomalies at 850 hPa. The Weather Research and Forecasting model coupled with Chemistry (WRF-Chem) was used to analyze the variation of regional PM₁₀ aerosol transport in Korea due to decreased anthropogenic emissions in East Asia. The base experiment (BASE), which applies the basic anthropogenic emissions in the WRF-Chem model, and the control experiment (CTL) applied by reducing the anthropogenic emission to 50%, were used to assess uncertainty with ground-based PM₁₀ measurements in Korea. The index of agreement (IOA) for the CTL simulation was 0.71, which was higher than that of BASE (0.67). A statistical analysis of the results suggests that anthropogenic emissions were reduced during the COVID-19 lockdown period in China. Furthermore, BASE and CTL applied to zero-out anthropogenic emissions outside Korea (BASE_ZEOK and CTL_ZEOK) were used to analyze the variations of regional PM₁₀ aerosol transport in Korea. Regional PM₁₀ transport in CTL was reduced by only 10-20% compared to BASE. Synthetic weather variables may be another reason for the non-linear response to changes in the contribution of regional transport to PM₁₀ in Korea with the reduction of anthropogenic emissions in East Asia. Although the regional transport contribution of other inorganic aerosols was high in CTL (80-90%), sulfate-nitrate-ammonium (SNA) aerosols showed lower contributions of 0-20%, 30-60%, and 30-60%, respectively. The SNA secondary aerosols, particularly nitrates, presumably declined as the Chinese lockdown induced traffic.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.21 no.6
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• pp.21-35
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• 2022

With the support of local and central governments, various incentive policies for "green" cars have been established, and the number of electric vehicle users has been rapidly increasing in recent years. As a result, much attention is being given to establishing a user-centered charging infrastructure. A standard for the number of electric vehicle chargers to be supplied is being prepared based on building characteristics, but there is quite limited research on the appropriate ratio of slow and fast chargers based on the characteristics of each place. Therefore, this study derived an appropriate penetration ratio based on data about the distribution ratio of common slow chargers. These data were collected using a survey of actual electric vehicle users. Next, an analysis was done on how to categorize the needs of charging environments and to determine what criteria or characteristics to use for categorization. Based on the results of the survey analysis, three types of places were derived. Type-1 places require 10% of chargers to be slow chargers, Type-2 places require 40-60% of chargers to be slow chargers (i.e., around equal distribution of slow and fast chargers), and Type-3 places require more than 80% of chargers to be slow chargers. The required levels of slow chargers were classified by place type and by individual using latent class cluster analysis, which made it possible to categorize them into five clusters related to socioeconomic variables, vehicle characteristics, traffic, and charging behaviors. It was found that there was a high correlation between charging behavior, weekend travel behavior, gender, and income. The results and insights from this study could be used to establish charging infrastructure policies in the future and to prepare standards for supplying charging infrastructure according to changes in the electric vehicle market.

• Journal of Venture Innovation
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• v.6 no.4
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• pp.23-40
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• 2023

This study examines the customer value factors affecting the intention to continue using the mobile app of department stores, which are traditional offline retailers, in the retail industry that is rapidly digitalizing and becoming mobile. This study clarifies multidimensional customer value in three dimensions; functional, convenience, and social. Functional value refers to the integrated channel, and consistent customer experience provided between channels in the omnichannel retail environment, while convenience value is the convenience of saving time and effort save while customers use a mobile app. Social value refers to the improvement of social approval or social self-concept occurring due to the use of products or services related to green marketing within the mobile app of the department store. The influence of each on the dependent variable, the mobile app's continuous use intention, was analyzed by using the three dimensions of customer value as independent variables. Data was collected from customers who have a history of using the mobile app of Shinsegae Department Store in Korea, and a confirmatory analysis was conducted using Smart PLS 4.0. The analysis results showed that all three dimensions of customer value; functional value, convenience value, and social value, had a positive (+) influence on customers' intention to continue using the mobile app, and the influence of functional value had the greatest impact. As functional value appears to be the most important influencing factor due to the omnichannel retail trend by advancement of technology, it suggests that it is important for department stores, and offline retailers, to provide integrated channels. This provides insights into the direction of customer-centered strategy formulation for activating department store mobile apps and suggests basic analytical data for customized services and marketing activities that department stores can effectively meet the changing expectations and demands of customers through new mobile channels rather than existing offline channels.

• Journal of Distribution Science
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• v.8 no.3
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• pp.17-26
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• 2010

Recently concerns have been raised due to the unbalanced supply of crops: the price of crops has been unstable and at one point the price went up so high that the word Agflation(agriculture+ inflation) was coined. Korea, in particular, is a small-sized country and needs to secure the stable supply of crops by investing in the produce importation at a national level. Investment in foreign produce importation is becoming more important as a measure for sufficient supply of crops, limited supply of domestic crops, weakened farming conditions worldwide, as well as recent changes in the use of crops due to the development of bio-fuels, influence of carbon emission on crops, the price increase in crops, and influx of foreign hot money. However, there are many problems with investing in foreign produce importation: lack of support from the government; lack of farming information and technology; difficulty in securing the capital; no immediate pay-off from the investment and insufficient management. Although foreign produce is originally more price-competitive than domestic produce, it loses its competiveness in the process of importation (due to high tariffs) and poor distribution system, which makes it difficult to sell in Korea. Therefore, investment in foreign produce importation is being questioned for feasibility; to make it possible, foreign produce must maintain the price-competitiveness. Especially, harvest of agricultural products depends on natural and geographical conditions of each country and those products have indigenous properties, so distribution system according to import and export of agricultural products should be treated more carefully than that of other industries. Distribution costs are differentiated into each item and include cost of sorting and wrapping, cost of wrapping materials, cost of domestic transport, cost of international transport and cost of clearing customs for import and export. So transporting and storing agricultural products generates considerable costs compared with other products. Also, due to upgrade of dietary life, needs for stability, taste and visible quality toward food including agricultural products are being raised and wrong way of storage causes decomposition of food and loss of freshness, making the storage more difficult than that in room temperature, so storage and transport in distribution of agricultural products needs specialty. In addition, because lack of specialty in distribution and circulation such as storage and wrapping does not solve limit factors in distance, the distribution and circulation has been limited to a form of import and export within short-distant region. Therefore, need for distribution out-sourcing which can satisfy specialty in managing distribution and circulation and it is needed to establish more effective distribution system. However, existing distribution system of agricultural products is exposed to various problems including problems in distribution channel, making distribution and strategy for distribution and those problems are as follows. First, in case of investment in overseas agricultural industry, stable supply of the products is difficult because areas of production are dispersed widely and influenced by outer factors due to including overseas distribution channels. Also, at the aspect of quality, standardization of products is difficult, distribution system is quite complicated and unreasonable due to long distribution channels according to international trade and financial and institutional support is not enough. Especially, there are quite a lot of ineffective factors including multi level distribution process, dramatic gap between production cost and customer's cost, lack of physical distribution facilities and difficulties in storage and transport due to lack of wrapping containers. Besides, because import and export of agricultural products has been manages under the company's own distribution according to transaction contract between manufacturers and exporting company, efficiency is low due to excessive investment in fixed costs and lack of specialty in dealing with agricultural products causes fall of value of products, showing the limit to lose price-competitiveness. Especially, because lack of specialty in distribution and circulation such as storage and wrapping does not solve limit factors in distance, the distribution and circulation has been limited to a form of import and export within short-distant region. Therefore, need for distribution out-sourcing which can satisfy specialty in managing distribution and circulation and it is needed to establish more effective distribution system. Second, among tangible and intangible services which promote the efficiency of the whole distribution, a function building distribution environment which includes distribution information, system for standard and inspection, distribution finance, system for diversification of risks, education and training, distribution administration and tax system is wanted. In general, such a function building distribution environment is difficult to be changed and supplement innovatively because its effect compared with investment does not appear immediately despite of its necessity. Especially, in case of distribution of agricultural products, as a function of collecting and distributing is performed individually through various channels, the importance of distribution information and standardization is getting more focus due to the problem of repetition of work and lack of specialty. Also, efficient management of distribution is quite difficult due to lack of professionals in distribution, so support to professional education is needed. Third, though effort to keep self-sufficiency ratio of staple food, rice is regarded as important at the government level, level of dependency on overseas of others crops is high. Therefore, plan for stable securing food resources aside from staple food is also necessary. Especially, governmental organizations of agricultural products distribution in Korea are production-centered and have unreasonable structure whose function at the aspect of distribution and consumption is quite insufficient. And development of new distribution channels which can deal with changes in distribution environment and they do not achieve actual results of strategy for distribution due to non-positive strategy for price distribution. That is, it implies the possibility that base for supply will become vulnerable because it does not mediate appropriate interests on total distribution channels such as manufacturers, wholesale dealers and vendors by emphasizing consumer protection excessively in the distribution of agricultural products. Therefore, this study examined fundamental concept and actual situation for our investment to overseas agriculture, drew necessities, considerations, problems, etc. of overseas agricultural investment and suggested improvements at the level of distribution for price competitiveness of agricultural products cultivated in overseas under five aspects; government's indirect support, distribution's modernization and distribution information function's strengthening, government's political support for distribution facility, transportation route, load and unloading works' improvement, price competitiveness' securing, professional manpower's cultivation by education and training, etc. Here are some suggestions for foreign produce importation. First, the government should conduct a survey on the current distribution channels and analyze the situation to establish a measure for long-term development plans. By providing each agricultural area with a guideline for planning appropriate production of crops, the government can help farmers be ready for importation, and prevent them from producing same crops all at the same time. Government can sign an MOU with the foreign government and promote the importation so that the development of agricultural resources can be stable and steady. Second, the government can establish a strategy for an effective distribution system by providing farmers and agriculture-related workers with the distribution information such as price, production, demand, market structure and location, feature of each crop, and etc. In order for such distribution system to become feasible, the government needs to reconstruct the current distribution system, designate a public organization for providing distribution information and set the criteria for level of produce quality, trade units, and package units. Third, the government should provide financial support and a policy to seek an efficient distribution channel for foreign produce to be delivered fresh: the government should expand distribution facilities (for selecting, packaging, storing, and processing) and transportation vehicles while modernizing old facilities. There should be another policy to improve the efficiency of unloading, and to lower the cost of distribution. Fourth, it is necessary to enact a new law covering exceptional cases for importing produce in order to maintain the price competitiveness; currently the high tariffs is keeping the imported produce from being distributed domestically. However, the new adjustment should be made carefully within the WTO regulations since it can create a problem from giving preferential tariffs. The government can also simplify the distribution channels in order to reduce the cost in the distribution process. Fifth, the government should educate distributors to raise the efficiency and to modernize the distribution system. It is necessary to develop human resources by educating people regarding the foreign agricultural environment, the produce quality, management skills, and by introducing some successful cases in advanced countries.