The objective of this experiment was to investigate the effect of drip irrigation volume on tomatoes (Solanum lycopersicum L.) grown in a greenhouse using perlite medium. Plants were treated by three different irrigation treatment I0, I25, and I50 (where irrigation volume of I25 and I50 was 25% and 50% higher than I0, having limited or no leaching). Growth characteristics of plants, yield and water use efficiency were measured. The result showed that plant height, leaf length and leaf width were lowest in the I0 treated plants. However, these parameters were not statistically significant differences between the plants that were grown in the I25 and I50 treatment. Soluble solids content, acidity and dry matter of 111th, 132nd, and 143rd days harvested tomato were higher in the plants irrigated with lowest volume (I0) than the higher volume (I25 or I50). In addition, water content was lower in the 111th and 132nd days of harvested tomatoes from the I0 treatment. The number of big-size tomatoes (>180 g) was significantly higher in the I25 irrigated plants. There was no significant difference in the total number of harvested fruits among the treatments. The average fruit weight and total yield of harvested tomatoes were lowest in the I0 treated plants. The water consumption of tomato was not significantly different amongst the treatments but water use efficiency was lowest in the I0 treatment. Principal component analysis revealed that total soluble solid and acidity of tomato showed a positive correlation between each other. These results suggest that I25 was the optimum irrigation treatment for tomato based on its measured growth characteristics, yield and water use efficiency.

This study deals with replacement analysis of deteriorated equipment for improving productivity of production system. Frequent breakdown of the deteriorated equipment causes a situation that reduces productivity such as low product quality, process delay, and repair cost. However, the replacement of new equipment will be required a high initial investment cost, so it is important to analysis the economic feasibility. Therefore, we analyze the effect of the production system due to the aging effect of the equipment and the feasibility of equipment replacement based on the economic analysis. The process flow, working time, logistics movement, etc. are analyzed in order to build the simulation modeling for a ship and land switchboard production system. Using numerical examples, the economic feasibility analysis of equipment replacement through replacement of existing deteriorated equipment and additional arrangement of new facilities is performed.

Composite pavements are constructed by placing a high functional asphalt surface layer on a high performance concrete rigid base layer and provide a more durable, high functional surface to road users. Service life of composite pavements is dependent on the bonding performance of the lower rigid base and the flexible surface layer. Accordingly, it is necessary to place an impermeability layer between the functional surface layer and the rigid base to enhance bonding performance and to prevent moisture penetration into the rigid base and deterioration of pavement. In order to use optimal composite pavement sections, two types were applied to impermeability layer: highly impermeable water-tight SMA and mastic asphalt currently in use. APT (Accelerated Pavement Testing) and experimental construction were carried out to evaluate bond strengths between the rigid base and the impermeability layer depending on the type of impermeability layers. Composite pavement sections for the APT had a 22 cm concrete rigid base layer and a 5cm functional surface, as well as either 5cm of SMA impermeability layer and 5cm of mastic layer. After applying around 8,574,000 ESALs, pull-off test was conducted, which showed that the mastic section outperformed the SMA section. In the experimental construction, three types of rigid base layers, JCP (Jointed Concrete Pavement), CRCP (Continuously Reinforced Concrete Pavement), and RCCP (Roller Compacted Concrete Pavement), were used for composite pavement sections, and as in the APT, two types of impermeability layers, SMA and mastic, were used per rigid base layer of new and deteriorated concrete pavement. Therefore, seven composite pavement sections in total were constructed. We measured the bond strength over one year or so following the construction of these composite pavement sections and found that regardless of the type of rigid base layer and whether it was new or not, those sections with a mastic impermeability layer had high bond strengths.