• Agricultural and Biosystems Engineering
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• v.3 no.2
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• pp.73-78
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• 2002

Cabbage is one of the most important vegetable in Korea. The cabbage production was mainly based on human labor A comprehensive research fur substituting the human labor by machines has been performed until now. In general, cabbage is cultivated on hillside in Korea. Picking up the harvested cabbages in field and carrying to a vehicle fur transportation are very laborious work. Manual transportation of cabbage is likely to damage the quality and is also a cause to increase the cost of cabbage production. This study was to develop and evaluate a prototype cabbage loader fur efficient and safe transportation of cabbage. The developed loader was a semi-tracked vehicle operated by a hydraulic system, allowing the safe transportation and loading of cabbage in a steep field. The maximum loading weight of the loader was 1.0 ton. By using two sets of safety devices attached to the loader to avoid the roll-over in a steep field, the static rollover slopes were increased up to 34.0% and 37.4% fur the left and the rear direction, respectively The maximum field speed was about 6km/hr with two cabbage pallets of 750kg at a 25% inclined field. The loading capacity of the loader was about 35 pallets/hr when picking up, carrying, and unloading two cabbage pallets for one loading operation. The loading capacity was more than 8 times in comparison with the conventional human labor. The developed loader could be used fur loading and carrying the other vegetables. The study suggested a possible approach for designing the field machines operated on hillside.

• Journal of Korean Society of Transportation
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• v.33 no.1
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• pp.61-69
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• 2015

This study compares the forecasting accuracy of five econometric models on domestic total freight volume in South Korea. Applied five models are as follows: Ordinary Least Square model, Partial Adjustment model, Reduced Autoregressive Distributed Lag model, Vector Autoregressive model, Time Varying Parameter model. Estimating models and forecasting are carried out based on annual data of domestic freight volume and an index of industrial production during 1970~2011. 1-year, 3-year, and 5-year ahead forecasting performance of five models was compared using the recursive forecasting method. Additionally, two forecasting periods were set to compare forecasting accuracy according to the size of future volatility. As a result, the Time Varying Parameter model showed the best accuracy for forecasting periods having fluctuations, whereas the Vector Autoregressive model showed better performance for forecasting periods with gradual changes.

• Journal of environmental and Sanitary engineering
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• v.24 no.4
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• pp.1-26
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• 2009

We conclude the following with air pollution data measured from city measurement net administered and managed in Gwangju for the last 7 years from January in 2001 to December in 2007. In addition, some major statistics governed by Gwangju city and data administered by Gwangju as national official statistics obtained by estimating the amount of national air pollutant emission from National Institute of Environmental Research were used. The results are as follows ; 1. The distribution by main managements of air emission factory is the following ; Gwangju City Hall(67.8%) > Gwangsan District Office(13.6%) > Buk District Office(9.8%) > Seo District Office(5.5%) > Nam District Office(3.0%) > Dong District Office(0.3%) and the distribution by districts of air emission factory ; Buk District(32.8%) > Gwangsan District(22.4%) > Seo District(21.8%) > Nam District(14.9%) > Dong District(8.1%). That by types(Year 2004~2007 average) is also following ; Type 5(45.2%) > Type 4(40.7%) > Type 3(8.6%) > Type 2(3.2%) > Type 1(2.2%) and the most of them are small size of factory, Type 4 and 5. 2. The distribution by districts of the number of car registrations is the following ; Buk District(32.8%) > Gwangsan District(22.4%) > Seo District(21.8%) > Nam District(14.9%) > Dong District(8.1%) and the distribution by use of car fuel in 2001 ; Gasoline(56.3%) > Diesel(30.3%) > LPG(13.4%) > etc.(0.2%). In 2007, there was no ranking change ; Gasoline(47.8%) > Diesel(35.6%) > LPG(16.2%) >etc.(0.4%). The number of gasoline cars increased slightly, but that of diesel and LPG cars increased remarkably. 3. The distribution by items of the amount of air pollutant emission in Gwangju is the following; CO(36.7%) > NOx(32.7%) > VOC(26.7%) > SOx(2.3%) > PM-10(1.5%). The amount of CO and NOx, which are generally generated from cars, is very large percentage among them. 4. The distribution by mean of air pollutant emission(SOx, NOx, CO, VOC, PM-10) of each county for 5 years(2001~2005) is the following ; Buk District(31.0%) > Gwangsan District(28.2%) > Seo District(20.4%) > Nam District(12.5%) > Dong District(7.9%). The amount of air pollutant emission in Buk District, which has the most population, car registrations, and air pollutant emission businesses, was the highest. On the other hand, that of air pollutant emission in Dong District, which has the least population, car registrations, and air pollutant emission businesses, was the least. 5. The average rates of SOx for 5 years(2001~2005) in Gwangju is the following ; Non industrial combustion(59.5%) > Combustion in manufacturing industry(20.4%) > Road transportation(11.4%) > Non-road transportation(3.8%) > Waste disposal(3.7%) > Production process(1.1%). And the distribution of average amount of SOx emission of each county is shown as Gwangsan District(33.3%) > Buk District(28.0%) > Seo District(19.3%) > Nam District(10.2%) > Dong District(9.1%). 6. The distribution of the amount of NOx emission in Gwangju is shown as Road transportation(59.1%) > Non-road transportation(18.9%) > Non industrial combustion(13.3%) > Combustion in manufacturing industry(6.9%) > Waste disposal(1.6%) > Production process(0.1%). And the distribution of the amount of NOx emission from each county is the following ; Buk District(30.7%) > Gwangsan District(28.8%) > Seo District(20.5%) > Nam District(12.2%) > Dong District(7.8%). 7. The distribution of the amount of carbon monoxide emission in Gwangju is shown as Road transportation(82.0%) > Non industrial combustion(10.6%) > Non-road transportation(5.4%) > Combustion in manufacturing industry(1.7%) > Waste disposal(0.3%). And the distribution of the amount of carbon monoxide emission from each county is the following ; Buk District(33.0%) > Seo District(22.3%) > Gwangsan District(21.3%) > Nam District(14.3%) > Dong District(9.1%). 8. The distribution of the amount of Volatile Organic Compound emission in Gwangju is shown as Solvent utilization(69.5%) > Road transportation(19.8%) > Energy storage & transport(4.4%) > Non-road transportation(2.8%) > Waste disposal(2.4%) > Non industrial combustion(0.5%) > Production process(0.4%) > Combustion in manufacturing industry(0.3%). And the distribution of the amount of Volatile Organic Compound emission from each county is the following ; Gwangsan District(36.8%) > Buk District(28.7%) > Seo District(17.8%) > Nam District(10.4%) > Dong District(6.3%). 9. The distribution of the amount of minute dust emission in Gwangju is shown as Road transportation(76.7%) > Non-road transportation(16.3%) > Non industrial combustion(6.1%) > Combustion in manufacturing industry(0.7%) > Waste disposal(0.2%) > Production process(0.1%). And the distribution of the amount of minute dust emission from each county is the following ; Buk District(32.8%) > Gwangsan District(26.0%) > Seo District(19.5%) > Nam District(13.2%) > Dong District(8.5%). 10. According to the major source of emission of each items, that of oxides of sulfur is Non industrial combustion, heating of residence, business and agriculture and stockbreeding. And that of NOx, carbon monoxide, minute dust is Road transportation, emission of cars and two-wheeled vehicles. Also, that of VOC is Solvent utilization emission facilities due to Solvent utilization. 11. The concentration of sulfurous acid gas has been 0.004ppm since 2001 and there has not been no concentration change year by year. It is considered that the use of sulfurous acid gas is now reaching to the stabilization stage. This is found by the facts that the use of fuel is steadily changing from solid or liquid fuel to low sulfur liquid fuel containing very little amount of sulfur element or gas, so that nearly no change in concentration has been shown regularly. 12. Concerning changes of the concentration of throughout time, the concentration of NO has been shown relatively higher than that of $NO_2$ between 6AM~1PM and the concentration of $NO_2$ higher during the other time. The concentration of NOx(NO, $NO_2$) has been relatively high during weekday evenings. This result shows that there is correlation between the concentration of NOx and car traffics as we can see the Road transportation which accounts for 59.1% among the amount of NOx emission. 13. 49.1~61.2% of PM-10 shows PM-2.5 concerning the relationship between PM-10 and PM-2.5 and PM-2.5 among dust accounts for 45.4%~44.5% of PM-10 during March and April which is the lowest rates. This proves that particles of yellow sand that are bigger than the size $2.5\;{\mu}m$ are sent more than those that are smaller from China. This result shows that particles smaller than $2.5\;{\mu}m$ among dust exist much during July~August and December~January and 76.7% of minute dust is proved to be road transportation in Gwangju.

• Environmental Engineering Research
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• v.22 no.2
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• pp.193-202
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• 2017

The study estimated the relationship between carbon dioxide, crop and livestock production index in Ghana: Estimating the long-run elasticities and variance decomposition by employing a time series data spanning from 1960-2013 using both fit regression and ARDL models. There was evidence of a long-run equilibrium relationship between carbon dioxide emissions, crop production index and livestock production index. Evidence from the study shows that a 1% increase in crop production index will increase carbon dioxide emissions by 0.52%, while a 1% increase in livestock production index will increase carbon dioxide emissions by 0.81% in the long-run. There was evidence of a bidirectional causality between a crop production index and carbon dioxide emissions and a unidirectional causality exists from livestock production index to carbon dioxide emissions. Evidence from the variance decomposition shows that 37% of future fluctuations in carbon dioxide emissions are due to shocks in the crop production index while 18% of future fluctuations in carbon dioxide emissions are due to shocks in the livestock production index. Efforts towards reducing pre-production, production, transportation, processing and post-harvest losses are essential to reducing food wastage which affects Ghana's carbon footprint.

• Asian-Australasian Journal of Animal Sciences
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• v.21 no.5
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• pp.671-676
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• 2008

Forty-eight Naemi lambs (avg. BW 31.7 kg) were transported by truck for a distance of 1,450 km from Al-Jouf to Riyadh, Saudi Arabia. On arrival day, the lambs were randomly allocated to four groups receiving diets supplemented with 0.0, 0.3, 0.6 and 0.9 ppm organic chromium (Cr). Each group consisted of four separately housed replicates of three lambs each. The animals were fed ad libitum on a grower diet for 84 days. Blood samples were obtained shortly before transportation, upon arrival and at weekly intervals thereafter from all lambs for analysis of plasma and serum. Plasma glucose and serum cortisol, total protein, albumin, urea-N and total cholesterol concentrations were determined. A cursory clinical examination of the lambs, along with rectal temperature, was undertaken at different intervals during the experiment. The lambs were inoculated each with 2 ml i.v. chicken red blood cells (CRBC) on days 0, 21, and 42. Serum total, IgG and IgM antibody titers were determined at weekly intervals post-immunization. An in vivo intradermal hypersensitivity test was carried out on 6 lambs from each group on days 10 and 70. Transportation of the lambs resulted in a significant (p<0.001) elevation of serum cortisol, total protein and albumin levels, as well as increased plasma glucose concentration, with corresponding decrease in total cholesterol, while blood urea-N remained largely unchanged. These constituents returned to normal levels during subsequent weeks, with no significant differences in their concentrations being observed between the Cr-supplemented groups and controls. Rise in rectal temperature after transportation was reduced to a greater extent (p<0.05) in Cr-supplemented versus control lambs. Total, IgG and IgM antibody titers against CRBC rose significantly (p<0.05) during immunizations in all groups, with significantly and linearly higher (p<0.05) total and IgG titers in Cr-supplemented versus control lambs. By contrast, no significant effect due to Cr supplementation was recorded in IgG titers, which increased equally in Cr-fed and control groups. Skin thickness in response to intradermal inoculation of phytohaemagglutinin (PHA) was also significantly (p<0.01) increased as a result of Cr supplementation. These results indicate that dietary Cr supplementation might be useful during stress especially for enhancing immune responses in transport-stressed lambs.

• Journal of the Economic Geographical Society of Korea
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• v.18 no.3
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• pp.267-280
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• 2015

The European civil aviation industry, which had lower technical skills, capital strength and market scale than the U.S., adopted the production system of joint development and division labor between the nations of Europe. Each plant locations strengthened their specialization of the production branch in the past 40 years with a geographical accumulation of the specialized manufacturing facilities, suppliers, universities and laboratories by the logic of geographical proximity and learning effect. The cargo plane transportation system in the production of short- and medium-haul aircraft facilitated the geographical dispersion of manufacturing process and the logistical linkage among the various plant locations. But the production of long-haul large aircraft(A380) chosen the transportation system by the cargo ship because of the size and weight. Considering the transportation system by the cargo ship, the choice of Toulouse as a final assembly plant location was the irrational locational decision from a locational point of view. This locational choice is explained by the merging process of the European civil aviation industry, the logic of learning effect and geographical proximity, and the active attraction support policy.

• Journal of the Korea Concrete Institute
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• v.22 no.6
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• pp.787-796
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• 2010

The main reason of the earth global warming is $CO_2$ and the regulation about it in the whole world has been reinforced to reduce $CO_2$ emission. It is needed that we should reduce it in the process at the production of concrete generated much of $CO_2$ emission as the primary material of construction industry recognized unfriendly environment industry. Based on a concrete, this study was constructed the system to evaluate $CO_2$ emission generated in the stage of material production, transportation, manufacture and developed the program to reduce and evaluate it efficiently. As a result, most of $CO_2$ emission is generated in the stage of material and it is quantitatively evaluated $CO_2$ emission generated in the stage of materials, transportation and manufacture. Moreover, the evaluation system of the volume of $CO_2$ emission which has the friendly environment technology about reduction of $CO_2$ emission at each stage is suggested for quantitatively evaluation $CO_2$ emission generated in the process at the production of concrete and remicon production company could use it to evaluation $CO_2$ emission.

• Journal of Korean Society of Transportation
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• v.30 no.1
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• pp.45-58
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• 2012

The traditional four-step demand model has limits in that it cannot reasonably reflect the logistic characteristics of freight transportation system. This is likely to cause problems when estimating the effects of logistics facilities. In order to enhance the reliability and availability of the freight demand estimation procedure it is needed to develop freight demand model which takes into account the logistic characteristics of firms. In the late 1990s, a number of researches on freight demand model considering logistics behaviors began in Europe while a few studies in the area have been conducted recently in Korea. This paper reviews recent advances of the freight model developments in the context of logistic behavior consideration. The main topics include 1) commodity classification, 2) P/C(Production- Consumption) estimation, 3) logistics network representation, 4) logistics chain model, and 5) commodity flow survey. In addition, this paper proposes future direction of the freight demand models with respect to the consideration of logistics characteristics.

• Journal of Korean Society of Transportation
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• v.25 no.5
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• pp.209-231
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• 2007

This paper suggested an approach to characterize travel choice behaviors using the implicit price instead of the indirect utility. The choice criterion to compare the implicit prices of available trip options was developed from the utility maximization problem of a trip maker which is supposed to choose the best option from the available ones differentiated by only by the quantitative attributes such as travel cost and time but also by qualitative attributes such as comfort and safety. The utility maximization problem is constructed under household production theory, and is incorporated with a special kind of joint homogeneous production functions. The implicit price of a certain trip option is the sum of the monetary price and the multiple of travel time and the value-of-travel-time, and the value-of-travel-time refers to the portion of wage, which can be assignable to the trip-making activity. This choice criterion is statistically identifiable, and behaviorally plausible. Moreover, this criterion has the expression simpler than the indirect utility, and therefore could be an effective target of the statistical estimation for travel choice behaviors.

• Proceedings of the Korean Institute of Intelligent Systems Conference
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• 2003.09a
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• pp.195-204
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• 2003

Network optimization is being increasingly important and fundamental issue in the fields such as engineering, computer science, operations research, transportation, telecommunication, decision support systems, manufacturing, and airline scheduling. Networks provide a useful way to modeling real world problems and are extensively used in practice. Many real world applications impose on more complex issues, such as, complex structure, complex constraints, and multiple objects to be handled simultaneously and make the problem intractable to the traditional approaches. Recent advances in evolutionary computation have made it possible to solve such practical network optimization problems. The invited talk introduces a thorough treatment of evolutionary approaches, i.e., hybrid genetic algorithms approach to network optimization problems, such as, fixed charge transportation problem, minimum cost and maximum flow problem, minimum spanning tree problem, multiple project scheduling problems, scheduling problem in FMS.