With the advancement of digital technologies, the importance of inbound marketing in the B2B is increasing rapidly. Previous studies on B2B marketing suggested that compelling content is a key component in B2B suppliers' inbound marketing. The most representative marketing content of B2B supplier firms is BRC (business reference content). BRC refers to a content, such as a ‘case study’ and/or a ‘success story’ that describes, in detail, deliveries of existing satisfied customers. Prior researchers argued that using existing customers as referrers enhances the confidence of potential customers, lowers perception of purchase risk. For these reasons, many B2B marketing experts consider BRC as the core of B2B digital marketing. Nonetheless, little is known regarding with researches on BRC in the academic domain. Therefore, there is urgent need for empirical research and an integrated model that can clarify the underlying mechanism of BRC. The focus of this study is to identify how BRC influences prospective customers' purchase decisions. To examine the underlying mechanism of BRC, our research focused on two unique aspects of BRC: 1) BRC format (narrative formant vs non-narrative format), and 2) ‘transportation’ to explain BRC effect process. Using a scenario-based online experiment, our results provide several interesting insights on the BRC. Results showed that stronger transportation takes place in narrative BRC (vs non-narrative BRC). In addition, narrative BRC has a positive impact on a favorable attitude toward referrer through transportation, which in turn lowers purchase risks (e.g. product performance risk, psychosocial risk, potential financial risk, and potential time risk). The results provide a clear basis for why it is important to use BRC in B2B supplier firms' marketing communication.

Due to the explosive growth of peer-to-peer transportation sharing services offered by micro-entrepreneurial travelers, investigating how their quality cues affect demand is of paramount importance. The goal of this study was to identify what types of intrinsic and extrinsic quality cues affect the demand of peer-to-peer transportation sharing services. Based on the rich data set of 414,292 transactions from a leading peer-to-peer ridesharing platform, it was identified that intrinsic quality cues – car status and driver status – and extrinsic quality cues – price and offering duration – significantly affect the peer-to-peer transportation demand independently and interactively. Although the lower price and longer offering duration of a transportation sharing service positively affect its demand, the higher price or shorter offering duration can increase its sales when combined with better intrinsic cues. Implications for vulnerable segments such as female and minority drivers are provided

During the seven years from 2009 to 2016, PWR SNF (spent nuclear fuel) transportation and storage systems suitable for domestic conditions were developed by the government to cope with the saturation of wet storage capacity in NPPs. One of the developed systems is a multipurpose metal cask applicable for transportation/storage; the other is a concrete cask dedicated to storage. Efficient cask technologies were secured utilizing the characteristics and experience of relevant industrial, academic and research institutes. Technological independence was also achieved through several patent registrations of research outcomes. To prepare for a rapid increase of demand in the near future, technology transfer of secured patents and technologies to the domestic industry was carried out twice in the years of 2016 and 2017. This

With special condition in the geography, maritime industry is improvement rapidly in the planet, which is covered by approximately 360,000,000 km2 of Saline water. Together with the development of this field, freight transportation industry becomes one of the most important service in the world as well as in Hai Phong. Meanwhile the number of company and quality of service increased due to the demanding of citizen, the price for this activities also raised.

PURPOSES : This study is aimed at development of a stochastic pavement deterioration forecasting model using National Highway Pavement Condition Index (NHPCI) to support infrastructure asset management. Using this model, the deterioration process regarding life expectancy, deterioration speed change, and reliability were estimated. METHODS: Eight years of Long-Term Pavement Performance (LTPP) data fused with traffic loads (Equivalent Single Axle Loads; ESAL) and structural capacity (Structural Number of Pavement; SNP) were used for the deterioration modeling. As an ideal stochastic model for asset management, Bayesian Markov multi-state exponential hazard model was introduced. RESULTS: The interval of NHPCI was empirically distributed from 8 to 2, and the estimation functions of individual condition indices (crack, rutting, and IRI) in conjunction with the NHPCI index were suggested. The derived deterioration curve shows that life expectancies for the preventive maintenance level was 8.34 years. The general life expectancy was 12.77 years and located in the statistical interval of 11.10-15.58 years at a 95.5% reliability level. CONCLUSIONS : This study originates and contributes to suggesting a simple way to develop a pavement deterioration model using the total condition index that considers road user satisfaction. A definition for level of service system and the corresponding life expectancies are useful for building long-term maintenance plan, especially in Life Cycle Cost Analysis (LCCA) work.

Companies are reluctant to disclose information because of trade secret and corporate identity For the same reasons, logistics companies do not want to operate in the form of a community In urban areas, the loading of vehicles is 100% as the quantity of goods transported is too much. In mountain areas, however, the load condition of the vehicle is not 100% because of the low quantity of goods transported Therefore, the transportation costs will increase as the cost of transport increase, the competitiveness of firms will also decline In this paper, we studied a simulation to measure driving time and volume of cargo according to the change of the quantity of goods transported in the mountain area According to the research results, we got a conclusion that the proposed method makes the operation time be less and the volume of cargo increase compared with the existing operation method

본 연구는 ‘청도반시’ 감을 열대지역으로 수출하는 상황을 모의하여 실시하였다. 수송 중이나 수송 후 유통과정에서 홍시를 만들기 위한 적절한 수송 온도(0℃, 5℃, 10℃)와 에틸렌 발생제 투입시기(수송 전, 수송 후)를 구명하고자 하였다. 15일간 모의 수송 후와 이후 30℃에서 5일간 모의 유통 후에 과실의 숙성과율과 품질을 조사하였다. 에틸렌 발생제를 처리하여 15일간 모의 수송한 후의 숙성과율은 10℃에서는 모두 홍시가 되었으나 0℃와 5℃에서는 홍시가 되지 않았고, 수송 전에 에틸렌 발생제를 처리하지 않은 과실은 모든 온도에서 홍시가 되지 않았다. 이후 30℃에서 5일간 모의 유통한 과실은 수송 전 에틸렌 발생제를 투입한 처리는 5℃와 10℃에서 모두 홍시가 되었으나 0℃에서는 38.5%만 홍시가 되었다. 수송 후 에틸렌 발생제를 투입한 처리는 모두 홍시가 된 처리구가 없었으며, 0℃와 5℃에서는 각각 63.5%와 59.6%로 비슷했으나 10℃에서는 19.2%로 오히려 낮았다. 결론적으로 수송 직후 바로 출하하기 위해서는 수송 전에 에틸렌 발생제를 투입하고 10℃에서 수송하는 것이, 그리고 5일간의 현지 유통 중에 숙성을 유도하기 위해서는 수송 전에 에틸렌 발생제를 투입하여 5℃에서 수송하는 것이 효과적인 것으로 판단되었다. 수송 후 에틸렌 발생제를 투입해서 유통 중 숙성을 유도하여 홍시를 제조하는 방식은 수송 온도에 따른 차이는 있으나 10℃ 이하에서 15일간 수송한 감에서는 홍시가 잘 되지 않으므로 앞으로 그 원인과 적절한 수송온도에 대한 연구가 더 필요하다.

본 연구는 전북권내 냉장·냉동식품 유통차량을 대상으로 온도관리에 대한 현황을 파악하고자 중소기업 2곳과 대기업 5곳의 운송차량 총 8대를 대상으로 온도현황을 조사하였다. 냉장·냉동식품 유통차량의 실제공간상의 온도분 포 조사결과, 참여 중소기업의 냉장차량과 냉동차량 평균 온도는 각각 8.35 ± 5.72oC, −3.45 ± 16.88oC이었고, 대기 업의 냉장차량과 냉동차량 평균온도는 각각 3.92 ± 1.44oC, −15.38 ± 2.98oC로 중소기업 보다는 낮은 온도로 운영되는 것으로 나타났다. 냉장식품 적재함의 공간위치별 온도 차이는 평균적으로 2.40oC ± 1.45oC, 냉동식품 적재함은 2.37oC ± 2.52oC의 차이가 나타났지만 공간위치별 냉장, 냉동온도 모두 통계적으로 유의하지 않았다(p > 0.05). 냉장·냉동식품 하역에 따른 유통차량 문 개·폐 전·후의 식품 표면온 도는 냉장식품의 경우 열린 직후 평균 2.17 ± 1.90oC에서 닫힌 직후 2.72 ± 2.36oC로 약 0.55oC 상승하였으며, 냉동 식품은 열린 직후 −18.58 ± 3.66oC에서 닫힌 직후 −17.76 ± 4.15oC로 약 1.18oC의 온도 상승이 나타났다. 본 연구결과 냉장·냉동식품 유통차량의 공간위치별, 이동 시간별, 그리 고 유통차량 문의 개·폐에 따라 다양한 온도변화가 나타 날 수 있음이 확인되었다. 따라서 유통 및 이동과정 중 온도변화를 실시간으로 확인할 수 있는 온도이력(Time- Temperature History) 추적시스템 도입에 대한 현장 적용 연구가 수행되어야 할 것으로 생각된다.