• Asia-Pacific Journal of Business Venturing and Entrepreneurship
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• v.16 no.3
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• pp.121-143
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• 2021

As the social economy emerges as one of the alternatives for solving social problems, interest and experiments on social franchise, a methodology for scaling the social economy, continue to increase. The success or failure of social franchise has a huge impact on franchisors, members of franchisees, as well as beneficiaries, local residents, and stakeholders in the region, but research on ways to increase their chances of success is still insufficient. Based on previous studies, this study tried to derive success factors by analyzing the effects of social franchise characteristics on business performance, and to understand the mediating effect of franchise autonomy, which is the differentiation point of social franchises, between characteristic factors and business performance. Social value orientation, social economy experience, local network utilization, and customer orientation were derived as characteristic factors affecting business performance, and franchise autonomy was set as a mediating variable, and a survey was conducted for franchisee members and their influence was analyzed. Through this study, it was found that social economy experience and local network utilization had a positive (+) effect on economic performance, and social value orientation, local network utilization, and customer orientation had a positive (+) effect on social performance. Also, the results of franchise autonomy playing a mediating role between social economy experience, local network utilization and economic performance, and a mediating role between local network utilization and social performance were presented. This study has significance as the first study to conduct a full-scale empirical study on social franchises. It is hoped that theoretical research on social franchises will be more active in the future and will be used as a useful reference for performance creation for organizations that seek or already operate social franchises.

• Journal of Korea Port Economic Association
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• v.37 no.3
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• pp.35-53
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• 2021

Over the past 20 years, Korea's number of international passengers and freight transportation records has increased by 8.6% per year, respectively. However, despite the development of sea lanes and increased voyages, there have been constant calls for improving the inefficient management of international passenger ports. Hence, this paper presents improvements and further directions for international passenger port management. Focusing on the Incheon International passenger port as a representative case study, the main results show that the most important, urgent, possible measures for improving the port management include (i) the expansion of customs personnel and implementation of a 24-hours customs clearance system in operation, (ii) installation of buffer facilities between the ferry and ferry cargo and establishment of hinterland specialized in car ferry freight in a facility, and (iii) clear standards for cost-bearing subjects and limitation of high cost related to terminal use in institution. These results imply the need for government policy access and investment reflecting stakeholder opinions at various levels, such as operation, facilities, institution, and so forth, for efficient management of international passenger ports.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.40 no.5
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• pp.403-412
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• 2022

As the 4th industrial revolution is in full swing and next-generation ICT(Information & Communications Technology) convergence technology is being developed, various smart construction technologies are being rapidly introduced in the construction field to respond to technological changes. In particular, since the earth-volume calculation process for site design accounts for a large part of the design cost at the construction site, related researches are being actively conducted to improve the efficiency of the process and accurately calculate the earth-volume. The purpose of this study is to present a method for quickly constructing the topography of a construction site in 3D and efficiently calculating earth-volume using the results. For this purpose, the construction site was constructed as a 3D realistic model using large-scale aerial photos obtained from UAV(Unmanned Aerial Vehicle). At this time, since the constructed 3D realistic model has a surface model structure in which volume calculation is impossible, the structure was converted into a 3D solid model to enable volume calculation. And we devised a methodology to calculate earth-volume based on CAD(Computer-Aided Design and Drafting) using the converted solid model. Automatically calculating earth-volume from the solid model by applying the method. As a result, It was possible to confirm a relative deviation of 1.52% from the calculated earth-volume from the existing survey results. In addition, as a result of comparative analysis of the process time required for each method, it was confirmed that the time required is reduced of 60%. The technique presented in this study is expected to be utilized as a technology for smart construction management, such as periodic site monitoring throughout the entire construction process, as well as cost reduction for earth-volume calculation.

• Journal of Korean Tunnelling and Underground Space Association
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• v.25 no.3
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• pp.201-220
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• 2023

Power cable tunnels is one of the underground structures meant for electricity transmission and are constructed using shield TBM method when transitting across urban and subsea regions. With the increasing shaft depth for tunnels excavation when the shield TBM excavated the rock mass, the review of selecting closed-type shield TBM in rocks becomes necessary. A simplified shield TBM design method is also necessary based on conventional geotechnical survey results. In this respect, design method and related design program are developed based on combined results of full-scale tests, considerable amount of accumulated TBM data, and numerical simulation results. In order to validate the program results, excavation data of a completed power cable tunnel project are utilized. Thrust force, torque, and power of shield TBM specification are validated using Kernel density concept which estimates the population data. The robustness of design expertise is established through this research which will help in stable provision of electricity supply.

• Land and Housing Review
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• v.15 no.1
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• pp.39-55
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• 2024

The aim of this study is to analyse housing satisfaction among residents of different types of public rental housing-permanent, national, and happy housing-following the integration of housing types upon the full-scale supply of integrated public rental housing. By identifying key factors that influence residential satisfaction, our goal is to inform the planning of public rental housing complexes and derive policy implications. The study focuses on analysing discrepancies in residential satisfaction among residents of different types of public rental housing and comparing the factors influencing this satisfaction. Microdata from the Ministry of Land, Infrastructure, and Transport's 'Housing Situation Survey' in 2021 is utilized for analysis, employing one-way ANOVA and binomial logistic regression methods. Empirical analysis reveals variations in residential satisfaction levels between residents of permanent and national rental housing, with national rental housing residents exhibiting higher satisfaction. The influencing factors of overall condition satisfaction are consistent for permanent and national rental residents but differ for happy housing residents. Additionally, the influencing factors of overall residential environmental satisfaction vary across all three housing types. Nonetheless, common factors across all types include housing noise and facility accessibility, highlighting their significance in complex planning. Subsequent studies may involve time series analysis to assess changes in influencing factors over time.

• The Journal of the Convergence on Culture Technology
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• v.10 no.5
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• pp.299-306
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• 2024

This study sought to suggest improvement measures by analyzing how major satisfaction of college students majoring in tourism in the metropolitan area affects career decision self-efficacy and employment preparation behavior. A survey was conducted on college students majoring in tourism-related fields from April 1 to May 31, 2024, and 217 out of a total of 250 were used for analysis. As a result of the study, hypotheses 1 and 3 established in this study were found to have a significant positive influence, and hypothesis 2 was partially accepted. Therefore, the improvement plan of this study is to make continuous efforts to improve the competitiveness of universities, such as developing educational policies and educational programs to improve the satisfaction of majors, satisfaction with curriculum and classes, and customized teaching methods for each subject, and prior to students' full-scale job preparation activities. There is a need to improve individualized employment strategies for major students and employment counseling methods between professors and students. In particular, it is necessary to establish an efficient employment preparation system through educational facilities and environments, curricula, educational programs, and professor consultations where major students can make their own career decisions.

• Korean Journal of Heritage: History & Science
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• v.56 no.3
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• pp.138-156
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• 2023

Some of the metal cultural heritage that make up a considerable proportion of Korea's cultural heritage have been installed and displayed outdoors due to their own functions, roles, and scale. Therefore, more diverse and complex damages can occur outdoors than they are in a stable environment. Therefore, it is necessary to combine accurate diagnosis and systematic survey methods in order to utilize basic data obtained from research results as data for the long-term and continuous conservation management as well as to do the research to diagnose the conservation status of outdoor cultural heritage. The clepsydra(hereinafter referred to as Jagyeongnu) of Changgyeonggung Palace, the National Treasure has been installed and displayed outdoors since it was manufactured. Though regular conservation and maintenance of the Jagyeongnu have been carried out, damage still occurred. Therefore, the scientific research on Jagyeongnu to diagnose the state of conservation was conducted prior to the full-scale conservation treatment. First, the state of conservation was investigated with an examination of basic data, macroscopic inspections and past records of repair history according to the purpose of the research. More detailed examinations were also conducted through the 3D scan, surface pattern investigation, and color difference analysis, and the analysis on materials and contaminants were conducted through P-XRF, FT-IR, and Py-GC/MS. The scientific research reveals that squalane and silicone oil have been applied in the past for conservation treatment and directly exposed to outdoor environmental factors, which caused damage to Jagyeongnu and contaminants such as dust adhered thickly to its surface, accelerating severe damage. A greater incidence of damage was found around the part with relatively high exposure effect, which corresponded with the tendency identified by grouping color difference data. As a result of integrating various research methodologies to diagnose the state of conservation and secure basic data, the causes and types of damage were identified. Furthermore, the process of obtaining digital data to be utilized in various ways, and the color difference analysis presenting visible damage as scientific data and identifying the tendency of damage patterns were confirmed to have been effective.

• The Journal of Korean Institute for Practical Engineering Education
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• v.3 no.1
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• pp.1-8
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• 2011

In this paper, as a new educational cooperation model, seeking the problems and the directions of progress on GPOE(Gyeonggi Provincial Office of Education)'s innovational education district project, recognizing the various points of issue of SVHS(specialized vocational high schools) faced now, suggesting the contents and standards of the program as measures of enhancing competitiveness of SVHS, analyzing the strengths and weaknesses of project of innovational education district and finding the plans for progress. According to the result of the advanced study and analysis, it shows that the aid as well as the supporting object of helping the SVHS's students find a job don't reach a certain level. As the aid supports across the general elementary and secondary schools, it tends to show much more emotional software-based support required by elementary school, middle school and general high school as universal education welfare rather than hardware-based support required by SVHS. Despite the competent evaluation on the survey about the supporting method from SVHS's parents teachers and students, the survey includes that teachers who ask the balancing support are increasing, some students suspect its effect of education and some parents as a residential position ask the regional growth rather than education So there are a lot of confusions among the teachers, students and parents yet. To overcome these problems, we ensure the internal stability of local education community and GPOE and local government get out large scale constructions with trust and belief to make a revolution of public education in supporting the administrative task and finance and to accomplish the program that best suits our SVHS's state to be supported without dividing educational software and hardware, should reflect the demand of field by for expert group being built and attended when build the local revolution community. Also plan to make full use of local human and property infrastructure should be added. To this end, as programs to build a pool of guest lecturers are provided to teachers who carry out innovative education programs, we seek the reformations to give students opportunities to widen participation in other school programs.

• Asia pacific journal of information systems
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• v.18 no.1
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• pp.25-51
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• 2008

Researchers have been continuously interested in the adoption of information technology (IT) since it is of great importance to the information systems success and it is also an important stage to the success. Adoption alone, however, does not ensure information systems success because it does not necessarily lead to achieving organizational or individual objectives. When an organization or an individual decide to adopt certain information technologies, they have objectives to accomplish by using those technologies. Adoption itself is not the ultimate goal. The period after adoption is when users continue to use IT and intended objectives can be accomplished. Therefore, continued IT use in the post-adoption period accounts more for the accomplishment of the objectives and thus information systems success. Previous studies also suggest that continued IT use in the post-adoption period is one of the important factors to improve long-term productivity. Despite the importance there are few empirical studies focusing on the user behavior of continued IT use in the post-adoption period. User behavior in the post-adoption period is different from that in the pre-adoption period. According to the technology acceptance model, which explains well about the IT adoption, users decide to adopt IT assessing the usefulness and the ease of use. After adoption, users are exposed to new experiences and they shape new beliefs different from the thoughts they had before. Users come to make decisions based on their experiences of IT use whether they will continue to use it or not. Most theories about the user behaviors in the pre-adoption period are limited in describing them after adoption since they do not consider user's experiences of using the adopted IT and the beliefs formed by those experiences. Therefore, in this study, we explore user's experiences and beliefs in the post-adoption period and examine how they affect user's intention to continue to use IT. Through deep literature reviews on the construction of subjective beliefs by experiences, we draw three meaningful constructs which theoretically have great impacts on the continued use of IT: perceived habit, confirmation, and computer self-efficacy. Then, we examine the role of the subjective beliefs on the cognitive/affective attitudes and intention to continue to use that IT. We set up a research model and conducted survey research. Since IT use implies interactions among a user, IT, and a task, we carefully selected the sample of users using same/similar IT to perform same/similar tasks, to exclude unwanted influences of other factors than subjective beliefs on the IT use. We also considered that the sample of users were able to make decisions to continue to use IT volitionally or at least quasi-volitionally. For each construct, we used measurement items recognized for reliability and widely used in the previous research. We slightly modified some items proper to the research context and a pilot test was carried out for forty users of a portal service in a university. We performed a full-scale survey after verifying the reliability of the measurement. The results show that the intention to continue to use IT is strongly influenced by cognitive/affective attitudes, perceived habits, and computer self-efficacy. Confirmation affects the intention to continue indirectly through cognitive/affective attitudes. All the constructs representing the subjective beliefs built by the experiences of IT use have direct and/or indirect impacts on the intention of users. The results also show that the attitudes in the post-adoption period are formed, at least partly, by the experiences of IT use and newly shaped beliefs after adoption. The findings suggest that subjective beliefs built by the experiences have deep impacts on the continued use. The results of the study signify that while experiencing IT in the post-adoption period users form new beliefs, attitudes, and intentions which may be different from those of the pre-adoption period. The results of this study partly demonstrate that the beliefs shaped by the behaviors, those are the experiences of IT use, influence users' attitudes and intention. The results also suggest that behaviors (experiences) also change attitudes while attitudes shape behaviors. If we combine the findings of this study with the results of the previous research on IT adoption, we can propose a cycle of IT adoption and use where behavior shapes attitude, the attitude forms new behavior, and that behavior shapes new attitude. Different from the previous research, the study focused on the user experience after IT adoption and empirically demonstrated the strong influence of the subjective beliefs formed in the post-adoption period on the continued use. This partly confirms the differences between attitudes in the pre-adoption and in the post-adoption period. Users continuously change their attitudes and intentions while experiencing (using) IT. Therefore, to make users adopt IT and to make them use IT after adoption is a different problem. To encourage users to use IT after adoption, experiential variables such as perceived habit, confirmation, and computer self-efficacy should be managed properly.

• Proceedings of the KOR-KST Conference
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• 1995.02a
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• pp.101-113
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• 1995

The objective of this research is to test the feasibility of developing a statewide truck traffic forecasting methodology for Wisconsin by using Origin-Destination surveys, traffic counts, classification counts, and other data that are routinely collected by the Wisconsin Department of Transportation (WisDOT). Development of a feasible model will permit estimation of future truck traffic for every major link in the network. This will provide the basis for improved estimation of future pavement deterioration. Pavement damage rises exponentially as axle weight increases, and trucks are responsible for most of the traffic-induced damage to pavement. Consequently, forecasts of truck traffic are critical to pavement management systems. The pavement Management Decision Supporting System (PMDSS) prepared by WisDOT in May 1990 combines pavement inventory and performance data with a knowledge base consisting of rules for evaluation, problem identification and rehabilitation recommendation. Without a r.easonable truck traffic forecasting methodology, PMDSS is not able to project pavement performance trends in order to make assessment and recommendations in the future years. However, none of WisDOT's existing forecasting methodologies has been designed specifically for predicting truck movements on a statewide highway network. For this research, the Origin-Destination survey data avaiiable from WisDOT, including two stateline areas, one county, and five cities, are analyzed and the zone-to'||'&'||'not;zone truck trip tables are developed. The resulting Origin-Destination Trip Length Frequency (00 TLF) distributions by trip type are applied to the Gravity Model (GM) for comparison with comparable TLFs from the GM. The gravity model is calibrated to obtain friction factor curves for the three trip types, Internal-Internal (I-I), Internal-External (I-E), and External-External (E-E). ~oth "macro-scale" calibration and "micro-scale" calibration are performed. The comparison of the statewide GM TLF with the 00 TLF for the macro-scale calibration does not provide suitable results because the available 00 survey data do not represent an unbiased sample of statewide truck trips. For the "micro-scale" calibration, "partial" GM trip tables that correspond to the 00 survey trip tables are extracted from the full statewide GM trip table. These "partial" GM trip tables are then merged and a partial GM TLF is created. The GM friction factor curves are adjusted until the partial GM TLF matches the 00 TLF. Three friction factor curves, one for each trip type, resulting from the micro-scale calibration produce a reasonable GM truck trip model. A key methodological issue for GM. calibration involves the use of multiple friction factor curves versus a single friction factor curve for each trip type in order to estimate truck trips with reasonable accuracy. A single friction factor curve for each of the three trip types was found to reproduce the 00 TLFs from the calibration data base. Given the very limited trip generation data available for this research, additional refinement of the gravity model using multiple mction factor curves for each trip type was not warranted. In the traditional urban transportation planning studies, the zonal trip productions and attractions and region-wide OD TLFs are available. However, for this research, the information available for the development .of the GM model is limited to Ground Counts (GC) and a limited set ofOD TLFs. The GM is calibrated using the limited OD data, but the OD data are not adequate to obtain good estimates of truck trip productions and attractions .. Consequently, zonal productions and attractions are estimated using zonal population as a first approximation. Then, Selected Link based (SELINK) analyses are used to adjust the productions and attractions and possibly recalibrate the GM. The SELINK adjustment process involves identifying the origins and destinations of all truck trips that are assigned to a specified "selected link" as the result of a standard traffic assignment. A link adjustment factor is computed as the ratio of the actual volume for the link (ground count) to the total assigned volume. This link adjustment factor is then applied to all of the origin and destination zones of the trips using that "selected link". Selected link based analyses are conducted by using both 16 selected links and 32 selected links. The result of SELINK analysis by u~ing 32 selected links provides the least %RMSE in the screenline volume analysis. In addition, the stability of the GM truck estimating model is preserved by using 32 selected links with three SELINK adjustments, that is, the GM remains calibrated despite substantial changes in the input productions and attractions. The coverage of zones provided by 32 selected links is satisfactory. Increasing the number of repetitions beyond four is not reasonable because the stability of GM model in reproducing the OD TLF reaches its limits. The total volume of truck traffic captured by 32 selected links is 107% of total trip productions. But more importantly, ~ELINK adjustment factors for all of the zones can be computed. Evaluation of the travel demand model resulting from the SELINK adjustments is conducted by using screenline volume analysis, functional class and route specific volume analysis, area specific volume analysis, production and attraction analysis, and Vehicle Miles of Travel (VMT) analysis. Screenline volume analysis by using four screenlines with 28 check points are used for evaluation of the adequacy of the overall model. The total trucks crossing the screenlines are compared to the ground count totals. L V/GC ratios of 0.958 by using 32 selected links and 1.001 by using 16 selected links are obtained. The %RM:SE for the four screenlines is inversely proportional to the average ground count totals by screenline .. The magnitude of %RM:SE for the four screenlines resulting from the fourth and last GM run by using 32 and 16 selected links is 22% and 31 % respectively. These results are similar to the overall %RMSE achieved for the 32 and 16 selected links themselves of 19% and 33% respectively. This implies that the SELINICanalysis results are reasonable for all sections of the state.Functional class and route specific volume analysis is possible by using the available 154 classification count check points. The truck traffic crossing the Interstate highways (ISH) with 37 check points, the US highways (USH) with 50 check points, and the State highways (STH) with 67 check points is compared to the actual ground count totals. The magnitude of the overall link volume to ground count ratio by route does not provide any specific pattern of over or underestimate. However, the %R11SE for the ISH shows the least value while that for the STH shows the largest value. This pattern is consistent with the screenline analysis and the overall relationship between %RMSE and ground count volume groups. Area specific volume analysis provides another broad statewide measure of the performance of the overall model. The truck traffic in the North area with 26 check points, the West area with 36 check points, the East area with 29 check points, and the South area with 64 check points are compared to the actual ground count totals. The four areas show similar results. No specific patterns in the L V/GC ratio by area are found. In addition, the %RMSE is computed for each of the four areas. The %RMSEs for the North, West, East, and South areas are 92%, 49%, 27%, and 35% respectively, whereas, the average ground counts are 481, 1383, 1532, and 3154 respectively. As for the screenline and volume range analyses, the %RMSE is inversely related to average link volume. 'The SELINK adjustments of productions and attractions resulted in a very substantial reduction in the total in-state zonal productions and attractions. The initial in-state zonal trip generation model can now be revised with a new trip production's trip rate (total adjusted productions/total population) and a new trip attraction's trip rate. Revised zonal production and attraction adjustment factors can then be developed that only reflect the impact of the SELINK adjustments that cause mcreases or , decreases from the revised zonal estimate of productions and attractions. Analysis of the revised production adjustment factors is conducted by plotting the factors on the state map. The east area of the state including the counties of Brown, Outagamie, Shawano, Wmnebago, Fond du Lac, Marathon shows comparatively large values of the revised adjustment factors. Overall, both small and large values of the revised adjustment factors are scattered around Wisconsin. This suggests that more independent variables beyond just 226; population are needed for the development of the heavy truck trip generation model. More independent variables including zonal employment data (office employees and manufacturing employees) by industry type, zonal private trucks 226; owned and zonal income data which are not available currently should be considered. A plot of frequency distribution of the in-state zones as a function of the revised production and attraction adjustment factors shows the overall " adjustment resulting from the SELINK analysis process. Overall, the revised SELINK adjustments show that the productions for many zones are reduced by, a factor of 0.5 to 0.8 while the productions for ~ relatively few zones are increased by factors from 1.1 to 4 with most of the factors in the 3.0 range. No obvious explanation for the frequency distribution could be found. The revised SELINK adjustments overall appear to be reasonable. The heavy truck VMT analysis is conducted by comparing the 1990 heavy truck VMT that is forecasted by the GM truck forecasting model, 2.975 billions, with the WisDOT computed data. This gives an estimate that is 18.3% less than the WisDOT computation of 3.642 billions of VMT. The WisDOT estimates are based on the sampling the link volumes for USH, 8TH, and CTH. This implies potential error in sampling the average link volume. The WisDOT estimate of heavy truck VMT cannot be tabulated by the three trip types, I-I, I-E ('||'&'||'pound;-I), and E-E. In contrast, the GM forecasting model shows that the proportion ofE-E VMT out of total VMT is 21.24%. In addition, tabulation of heavy truck VMT by route functional class shows that the proportion of truck traffic traversing the freeways and expressways is 76.5%. Only 14.1% of total freeway truck traffic is I-I trips, while 80% of total collector truck traffic is I-I trips. This implies that freeways are traversed mainly by I-E and E-E truck traffic while collectors are used mainly by I-I truck traffic. Other tabulations such as average heavy truck speed by trip type, average travel distance by trip type and the VMT distribution by trip type, route functional class and travel speed are useful information for highway planners to understand the characteristics of statewide heavy truck trip patternS. Heavy truck volumes for the target year 2010 are forecasted by using the GM truck forecasting model. Four scenarios are used. Fo~ better forecasting, ground count- based segment adjustment factors are developed and applied. ISH 90 '||'&'||' 94 and USH 41 are used as example routes. The forecasting results by using the ground count-based segment adjustment factors are satisfactory for long range planning purposes, but additional ground counts would be useful for USH 41. Sensitivity analysis provides estimates of the impacts of the alternative growth rates including information about changes in the trip types using key routes. The network'||'&'||'not;based GMcan easily model scenarios with different rates of growth in rural versus . . urban areas, small versus large cities, and in-state zones versus external stations. cities, and in-state zones versus external stations.