제 4차 산업혁명으로 기업은 내, 외부적인 변화를 마주하고 있다. 변화에 대응하고 생존을 넘어 지속적 인 성장을 위해 기업은 ICT 기술을 도입하고 업무 효율화를 추구하며 구성원의 역량 강화 등의 디지털 트랜스포메이션을 통해 대응하고 있다. 그러나 물적, 인적 자원을 구입하고 조달하는 데 한계가 있는 중소기업은 이러한 변화에 대응하는 데 어려움을 경험한다. 이를 극복하기 위한 대안으로 중소기업 임직원의 ICT 기술 역량 강화의 필요성이 대두되고 있다. 이에 본 연구는 디지털 트렌스포메이션 시대, 중소기업 임직원의 ICT 기술 역량 강화를 위한 교육의 효과성 증진을 목표로 서울 소재 중소기업의 최고경영진이 인식하는 ICT 기술에 대한 산업별 교육 요구도를 조사 및 분석하는 데 연구의 목적을 둔다. 이를 위해 서울산업진흥원에서 진행한 ‘서울기업 디지털 리더십 과정’ 교육 수료자를 대상으로 데이터를 수집하였 다. 수집된 데이터를 기반으로 t 검정, Borich 계수, the Locus for Focus 모델을 통해 요구도를 분석하였 다. 분석 결과 산업별 최우선 순위군에 속한 ICT 기술은 상이한 것으로 나타났다. 또한, 산업별 결과를 종합하면 대다수의 업종에서 우선적으로 고려되어야 할 요인은 인공지능, 가상증강현실로 나타났으며 빅 데이터는 특정 업종에서 우선적으로 고려되어야 할 요인으로 나타났다. 연구 결과를 바탕으로 산업별 ICT 기술 교육에 대한 실천적 방안을 제시하였다.

This study examines the word-initial stop variation in the speech of speakers who were born in North Kyungsang province and moved to Seoul after the age of 20 and that of speakers who were born in Seoul and moved to North Kyungsang province after the age of 20. Specifically, this study investigates whether Seoul Koreans moving to North Kyungsang have acquired the NKK-like word-initial tensification in any of the two contexts - wordlist and reading passage. Moreover, this study explores whether North Kyungsang Korean moving to Seoul have lost the NKK-like word-initial tensification in the two contexts. Finally, this study examines whether social factors, including gender, length of stay in a new region, attitude toward the first and second dialects, and awareness of the word-initial tensification affect the acquisition or loss of the second dialect feature. A major finding is that both mobile groups do not show the NKK-like word-initial tensification in wordlist and reading passage speech. With respect to the effect of the social factors, male Kyungsang Koreans in Seoul produce tensified stops more than female counterparts. Meanwhile, none of the social factors are significant in the speech of Seoul Koreans in North Kyungsang.

Seoul has installed mechanical air filters in the heating, ventilation, and air conditioning (HVAC) systems of city buses to improve their indoor air quality since late 2019. We evaluated particle removal efficiencies of the filter in a wind tunnel, and clean air delivery rates (CADRs) of the systems and a household air purifier in the buses, following the test standards. The filter showed the efficiencies of 91% and 97.6%, 88% and 97.9%, and 78% and 95.2% for 0.35 μm particles and PM2.5 at 1.0m/s, 1.5m/s, and 2.0m/s, respectively. The efficiencies rose with an increase in the particle size and the filters had a minimum efficiency reporting value (MERV) rating of 15. The CADRs for PM2.5 and flow rate of the systems were 12.7m3/min and 17.9m3/min, 16.6m3/min and 25.4m3/min, 18.7m3/min and 33.6m3/min, and 23.3m3/min and 47.1m3/min on the operation mode of 1, 2, 3, and 4, respectively. The CADRs of the systems were 3.8-7.1 times higher than those of the air purifier, but single-pass removal efficiencies of the former were 0.56-0.81 lower than those of the latter.

PURPOSES : The objective of this study is to investigate the spatiotemporal factors influencing the waiting time of special transportation systems for disabled people in Seoul, Korea. METHODS : A parametric survival analysis was employed to identify the primary factors influencing longer waiting times, primarily because censoring data were included in the analysis. For the analysis, one-year historical data collected from the Seoul Call-taxi for the disabled in 2019 were used. Using normal probability plots and Anderson-Darling statistics, a log-normal model was estimated to fit the data. RESULTS : In terms of time, there was a time zone in which the service level in terms of waiting time, such as late-night and dawn, decreased depending on the time of day called by call taxi users with disabilities in Seoul. Moreover, the waiting time on weekends was shorter than on weekdays. Spatially, when a user requests a service, there are many nearby vehicles when the traffic conditions nearby are good, and the waiting time tends to decrease near the depot. CONCLUSIONS : The existing system needs to reflect the increase in vulnerable times and the improvement of the dispatch method, considering the difference in the primary purpose of travel on weekdays and weekends. Additionally, to resolve the phenomenon in which vehicles are concentrated in a specific area, waiting time can be improved using operational strategies that can uniformly distribute vehicles in space, such as spatial subdivision of depots, real-time monitoring, and relocation.

PURPOSES : This study evaluates the long-term performance of the asphalt overlay designed by the Seoul pavement design method which determines overlay thickness by considering existing pavement conditions, traffic volume, and bearing capacity of the pavement. METHODS : A total of 76 sections including 17 control sections and 59 design sections were constructed under various traffic conditions, overlay thicknesses and asphalt mixtures. The performance of the pavements has been monitored up to 60 months in terms of surface distresses, rutting, and longitudinal roughness. The service life of the pavements was estimated to be the period when the Seoul pavement condition index (SPI) becomes 6.0, i.e., a rehabilitation level. RESULTS : Overall, the service life of the pavements was 72 months in the control and 120 months for the design sections. For relatively thinner overlay sections than designed, the service life reduced significantly; 36 months for 15cm thick overlay and 120 months for 25cm thick overlay. The service life of the pavement in the bus-only lane was 78 months, which is 30 months shorter than that in mixed-traffic lanes. Out of the bus-only lanes, 56% of the pavement along bus stop was deteriorated early to be a poor condition while only 2% of the pavement in a driving lane was degraded to be poor. The overlay with Stone Mastic Asphalt (SMA) in the wearing surface had 38% longer life than that with conventional dense graded mixtures. CONCLUSIONS : Most of the overlays sections designed by the Seoul pavement design method were expected to survive 10 years, except for bus-only lanes. The control sections having 5 to 10 cm thick overlays showed significant lower performance than the design sections. Thus proper thickness and materials considering the characteristics of existing pavement and traffic volumes should be applied to secure the service life of overlays.

This study examines the design intent and the construction background of the UNESCO House in Korea planned in the 1950s, with a focus on the initial plans of the House by Kuzosa Architects & Engineers in 1959. To this day, the House has been evaluated as a representative example of an office building in the 1960s, and an early case of introducing curtain walls in Korea. However, only its technical characteristics have been explored with less emphasis on further research data. This study attempts to demonstrate the social and cultural expectations and the demands of the construction of the House by examining the documents produced at the time and the initial plan. This study also highlights the fact that the House was the first project of the architect Pai Ki Hyung to realize high-rise reinforced concrete construction in Seoul’s dense center. In the 1950s, the House was planned as a modern building with a complex of various cultural facilities and offices due to the character of activities of the Commission, and the lack of public cultural facilities in Korea. The plan of the Kuzosa Architects & Engineers was selected through a design competition held in 1959. The House was completed in 1967, which took about eight years from planning to completion with design modification in the 1960s. The initial plan submitted before the design modification shows that Pai used the vocabulary and logic of modern architecture and planned the House not as a simple office building but as a complex cultural facility.

이 연구는 전염병의 잠재적 확산 가능성이 높은 지역의 탐색을 목적으로, 코로나19 전후의 버스 네트워크 클러스터의 시공간적 변화를 분석한다. 분석방법으로는 Getis와 Ord의  통계를 공간 네트워크로 확장 및 적용한  통계 값을 사용하였다. 이 과정은 서울시 전체 버스 네트워크의 개별 흐름에 대해 각각 적용되기 때문에 대규모 연산을 위해 병렬컴퓨팅 방식을 적용한 슈퍼컴퓨터를 사용하였다. 연구 결과, 첫째, 코로나19 이후 버스 네트워크가 일부 흐름으로 집중된 경향을 보였다. 둘째, 코로나19이 후의 버스 흐름은 주거지, 농업지로의 이동은 증가하고 상업지역, 교통지역으로의 이동은 감소했음을 확인하였다. 셋째, 중심업무 지구 중 여의도 방면의 클러스터, 구로디지털단지역 방면의 클러스터와 달리, 강남일대는 코로나19 전후의 유의미한 변화가 나타나 지 않았다. 이 연구는 국내에서 처음으로 코로나19전후의 버스 네트워크 클러스터를 확인하고 변화 특징을 제시한다는 의미가 있다.