The purpose of this study is an application of Lee’s Menu Engineering (LME) method for menu analysis on the eight kinds of pizza selected from 17 kinds of pizza served by an Italian restaurant near by the Keimyung College University campus. The eliminated nine items were in the third quadrant or below the trend line. The LME method is more efficient than generally used methods such as the Miller, Kasavana & Smith, Uman, Pavesic and Merricks & Jones method. The LME method comprises reference lines and four quadrants created by x, y axes and its average values. The x and y axes comprise the sales ratio (MM%, percentage of the Menu Mix) and the weighted contribution margin (WCM%, percentage of the Weighted Contribution Margin) respectively. The obtained results are such that total sales increased by 1.59% from 58,747,200 won to 59,684,000 won, despite the decrease in sales volume. Total contribution margin also increased from 35,248,320 won to 35,810,400 won. The trend line also shows from y=0.9147x (R2=0.703) to y=0.9944x (R2=0.9893). These results indicate that the LME method is superior in practical applications.

Carbon nanotubes (CNT) represent one of the most unique materials in the field of nanotechnology. CNT are the allotrope of carbon having sp2 hybridization. CNT are considered to be rolled-up graphene with a nanostructure that can have a length to diameter ratio greater than 1,000,000. CNT can be single-, double-, and multi-walled. CNT have unique mechanical, electrical, and optical properties, all of which have been extensively studied. The novel properties of CNT are their light weight, small size with a high aspect ratio, good tensile strength, and good conducting characteristics, which make them useful for various applications. The present review is focused on the structure, properties, toxicity, synthesis methods, growth mechanism and their applications. Techniques that have been developed to synthesize CNT in sizeable quantities, including arc discharge, laser ablation, chemical vapor deposition, etc., have been explained. The toxic effect of CNT is also presented in a summarized form. Recent CNT applications showing a very promising glimpse into the future of CNT in nanotechnology such as optics, electronics, sensing, mechanical, electrical, storage, and other fields of materials science are presented in the review.

This study presents how two types of integrated science and engineering lessons affect students’ engineering problem solving skills and their perceptions of engineering. In total, 146 middle school students participated in this study. Eighty-six students participated in the Type I lesson (complete engineering design lesson with a science knowledge application) and 60 students participated in the Type II lesson (engineering design without a science knowledge application). Two main datasets, (1) students’ Creative Engineering Problem Solving Propensity (CEPSP) measurement scores and (2) open-ended survey questions about students’ perceptions of engineering, were collected before and after the lessons. The results of this study show that after participating in the Type I lesson, students’ CEPSP scores significantly increased, whereas the CEPSP scores of the students who participated in the Type II lesson did not increase significantly. In addition, students who participated in the Type I lesson perceived engineering and the engineering integrated science lesson differently compared to the students who participated in the Type II lesson. The results of this study show that engineering integrated science, technology, engineering & mathematics (STEM) lessons should include a complete engineering design and a science knowledge application to improve students’ engineering problem solving skills.

This paper compares the marine engineering courses of two maritime institutions: Mokpo National Maritime University of Korea in the East Asia region and Philippine Merchant Marine Academy in the Southeast Asia region. It shows examines educational marine engineering programs, along with the different divisions and courses at each college. It demonstrates a divergence in methodologies and course offerings to cultivate competitive graduates. The comparative assessment completed is intended to offer broader knowledge on how each institution tackles the requirements of the STCW, and to meet the present and future demands of the maritime industry. Different course offerings are compared along with the units and hours allocated to each subject, and the differences in marine engineering academic and training requirements to graduate. Students must satisfactorily earn 150 units to complete their choice of major. Statistical procedures were used in this assessment and analysis from Excel programs.

일상생활에서 접할 수 있는 탄산음료는 전 세계적 상업 음료 시장의 매우 큰 부분을 차지한다. 기존에 이와 같은 탄산음료를 제조하는 방식은 보통 배치형의 기계적 공정 (McCann 탄산기, 제트 믹서 등)을 통해 이루어져 왔다. 하지만 이와 같은 기계적 교반을 동반한 탄산화 공정은 연속식 운전이 어려우며 물질전달 상의 한계점이 존재한다는 단점이 있다. 본 연구에서는 이런 단점을 탈피하여 기존의 배치형 탄산화 장치를 대체할 수 있는 초소형 연속식 탄산화 장치를 할로우 파이버 시스템을 통해 제안하고자 한다. 특히 이산화탄소 기체 버블이 발생하지 않으며 물로 이산화탄소를 직접 전달할 수 있는 이와 같은 시스템은 여러 산업 분야의 응용이 가능할 것으로 예상된다.

PURPOSES: A methodology using a 3D-engineering technique was developed for implementation in paving Quality Control (QC) practice in bridge overlay paving. METHODS: The as-built surface of a concrete-box-girder bridge tends to exhibit a certain level of undulation or roughness. This is usually caused by the inevitable limitation that camber prediction and construction cannot be perfectly matched. The undulation itself would not be a severe defect in a bridge structure, but it results in a challenge for achieving overlay pavement qualities such as pavement thickness and smoothness. One advantage of the 3D-engineering technique is that it allowed identification in advance, of conditions that will interfere with construction, thus preventing non-conformance qualities from being re-worked. RESULTS : Utilizing this technique, overlay paving was virtually simulated in advance, and insufficient thickness areas and rough sections were visually identified. Paving quantities were automatically computed. Paving level alternatives were correspondingly established based on analysis of the quantitative and 3D visual outputs. CONCLUSIONS: This study showed that this methodology could be successfully utilized for optimizing paving quantity and quality

본 연구는 과학공학 융합 수업을 통해 학생들의 공학과 공학자에 대한 인식이 어떻게 변화되었는지 알아보기 위 한 연구이다. 본 연구에서 사용한 과학공학 융합 수업은 제한된 예산과 시간동안 공학적 문제를 해결하는 24차시 수업으로 설계되었으며 20명의 초등 과학 영재 학생들에게 적용하였다. 본 연구의 주요데이터는 공학자 그림 그리기와 설명문 항, 그리고 이에 대한 개별 인터뷰와 초점 집단 면접을 통해 수집되었으며, 공학자 그리기에 대한 설명과 인터뷰는 전사 내용을 토대로 양적(빈도분석과 대응표본 t-검증), 질적 분석 방법을 모두 사용하여 분석하였다. 과학공학 융합 수업은 과학 영재 학생들의 공학 설계에 대한 이해에 긍정적인 영향을 미치는 것으로 나타났다. 또한 공학과 공학자, 그리고 공학 과 사회의 관계에 대한 인식도 바람직한 방향으로 변화하였다. 공학은 여러명이 협력하는 사회적인 활동이라는 인식, 그리고 공학자의 윤리의식, 공학의 사회적 가치 등 공학과 사회의 관계에 대한 인식도 바람직하게 변화하였다.

One of the most important national tasks of the current administration is to realize social value and boost the economy. In the road sector, it is particularly important to ensure the road sectors public good and create jobs based on the Framework Act on the Realization of Public Institutions’ Social Value (Proposal). In regard to job creation in the road sector, however, there has so far been a lack of career management for construction engineers. In this regard, this study used Monte Carlo simulation and analyzed how to estimate the amount of manpower required to efficiently manage engineering human resources in the road sector. Monte Carlo simulation uses random numbers for prediction and estimation, extracts values repeatedly from a probability distribution predefined by the user, and performs tasks on various scenarios. This study made the following assumptions for the analysis: (a) researchers’ abilities were identical; (b) the research project was analyzed on a 1 year basis while technical advice was analyzed on a 9-week basis to reflect the characteristics of the road sector; (c) technical advice had the same probability from Week 1 to Week 52; (d) the amount of manpower required for a project carried over to the next year was input at the beginning of the year; and (e) the largest amount of manpower required at any particular time in a year was calculated and estimated as required manpower. The input variables were an estimated number of project and technical advice in each research field while the output variables were the amount of manpower and technical advice required for each research project. Simulation was performed 10,000 times. An analysis found that required number of manpower for case analysis was 75 as opposed to the current number of 66, assuming that 57 research projects were undertaken and technical advice was provided 223 times. Every sector is making efforts to create social value through various means. The field of construction social overhead capital is no exception. It has undertaken a very important task to ensure the role of roads in public good and create jobs. However, there is still a lack of objective approach to estimate the required amount of manpower. Thus, as done in this study, calculating required manpower through the simulation method would be useful as an objective evidence for job creation.

The government focuses the innovation paradigm of public institutions on the realization of social value through national tasks. Efforts are now being made to legislate the Framework Act on the Realization of Public Institutions’ Social Value, which allows public institutions to serve as the foundation and check the progress of social value realization plans every year. According to this Act, the government performance review must also reflect efforts and outcomes made to create social value. Traditional public institutions in the road sector are trying to convert social responsibility, job creation and related activities into indicators of social value realization. Social value refers to a “value that can contribute to public interests and community development in all areas including social, economic, environmental, and cultural ones.” This definition commonly used in government policy includes the concept of public institutions’ social responsibility and shared value creation. Here, social responsibility refers to the returning of corporate profits to society for the continued development of a community while shared value creation refers to the solving of a social problem by a company pursuing both economic and social value creation. The performance sharing scheme in particular is regarded as an important tool for companies to create social value. In this regard, this study examines how public institutions in the road sector used the performance sharing scheme. The purpose of this study is also to discover more cases based on this analysis. The analysis so far found the following 5 types of performance sharing schemes in the road sector: (a) service improvement, (b) technology development, (c) conditional purchasing, (d) technology transfer, and (e) performance sharing between multiple parties. Notably, technology transfer or performance sharing between multiple parties means that public institutions provide support to the private sector so that it can take the lead and develop required technology. These instances can be good examples of public institutions serving as the foundation and creating social value by removing new technology entry barriers for small and medium-sized enterprises and supporting the development of the latest prioritized technology or product. Accordingly, there needs to be established a cooperative ecosystem between small, medium, and large companies in a win-win approach to increase the adoption rate of SME support projects and provide more technical advice in the road sector and thereby, to expand the cases of shared growth where outcomes are shared in the road sector.