호텔 산업의 서비스 품질 향상을 위한 토픽 마이닝 기반 분석 방법 (An Analytical Approach Using Topic Mining for Improving the Service Quality of Hotels)
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- 지능정보연구
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- 제25권1호
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- pp.21-41
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- 2019
정보 기술의 발전으로 온라인에서 활용 가능한 데이터의 양이 급속히 증대되고 있다. 이러한 빅데이터 시대에 많은 연구들이 통찰력을 발견하고 데이터의 효과를 입증하기 위해 노력하고 있다. 특히 관광 산업의 경우 정보에 민감한 사업으로 소셜 미디어의 영향력이 높고 소셜 미디어의 상품 후기에 소비자들이 영향을 많이 받아 많은 기업과 연구자들이 소셜 미디어를 분석하여 새로운 서비스 및 통찰력을 얻고자 시도하였다. 하지만 소셜 미디어의 후기는 텍스트로 이루어진 대표적인 비정형 데이터로 적절한 처리를 하지 않으면 분석에 활용할 수 없다. 또한 후기 데이터의 양이 방대함에 따라 사람이 직접 분석하기도 어려운 실정이다. 따라서, 본 연구에서는 이러한 소셜미디어 상의 온라인 후기로부터 직접 호텔의 서비스 품질 향상을 위한 통찰력을 추출할 수 있는 분석 방법을 제시하고자 한다. 이를 위해 본 연구에서는 먼저 후기 데이터에 포함되어 있는 주제어를 추출하는 토픽 마이닝 기법을 적용하였다. 토픽 마이닝은 대용량의 문서 집합으로부터 문서를 대표하는 단어 집합을 추출하는 기법을 의미하며 본 연구에서는 다양한 연구에서 활용되고 있는 LDA모형을 사용하여 토픽 마이닝을 수행하였다. 하지만, 토픽 마이닝 자체만으로는 주제어와 평점 사이의 관계를 도출할 수 없어 서비스 품질 향상을 위한 통찰력을 발견하기 어렵다. 그에 따라 본 연구에서는 토픽 마이닝의 결과값을 기반으로 의사결정나무 모형을 사용하여 주제어와 평점 사이의 관계를 도출하였다. 이러한 방법론의 유용성을 평가하기 위해 홍콩에 있는 4개 호텔의 온라인 후기를 수집하고 제안한 방법론의 분석 결과를 해석하는 실험을 진행하였다. 실험 결과 긍정 후기를 통해 각 호텔이 유지해야할 서비스 영역을 발견할 수 있었으며 부정 후기를 통해 개선해야할 서비스 영역을 도출할 수 있었다. 따라서, 본 연구에서 제안한 방법론을 사용하여 방대한 양의 후기 데이터로부터 서비스 개선 및 유지 영역을 발견할 수 있으리라 기대된다.
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.
This project was a service-cum-research effort with a quasi-experimental study design to examine the health benefits of an integrated Family Planning (FP)/Maternal & Child health (MCH) Service approach that provides crucial factors missing in the present on-going programs. The specific objectives were: 1) To test the effectiveness of trained nurse/midwives (MW) assigned as change agents in the Health Sub-Center (HSC) to bring about the changes in the eight FP/MCH indicators, namely; (i)FP/MCH contacts between field workers and their clients (ii) the use of effective FP methods, (iii) the inter-birth interval and/or open interval, (iv) prenatal care by medically qualified personnel, (v) medically supervised deliveries, (vi) the rate of induced abortion, (vii) maternal and infant morbidity, and (viii) preinatal & infant mortality. 2) To measure the integrative linkage (contacts) between MW & HSC workers and between HSC and clients. 3) To examine the organizational or administrative factors influencing integrative linkage between health workers. Study design; The above objectives called for quasi-experimental design setting up a study and control area with and without a midwife. An active intervention program (FP/MCH minimum 'package' program) was conducted for a 2 year period from June 1982-July 1984 in Seosan County and 'before and after' surveys were conducted to measure the change. Service input; This study was undertaken by the Soonchunhyang University in collaboration with WHO. After a baseline survery in 1981, trained nurses/midwives were introduced into two health sub-centers in a rural setting (Seosan county) for a 2 year period from 1982 to 1984. A major service input was the establishment of midwifery services in the existing health delivery system with emphasis on nurse/midwife's role as the link between health workers (nurse aids) and village health workers, and the referral of risk patients to the private physician (OBGY specialist). An evaluation survey was made in August 1984 to assess the effectiveness of this alternative integrated approach in the study areas in comparison with the control area which had normal government services. Method of evaluation; a. In this study, the primary objective was first to examine to what extent the FP/MCH package program brought about changes in the pre-determined eight indicators (outcome and impact measures) and the following relationship was first analyzed; b. Nevertheless, this project did not automatically accept the assumption that if two or more activities were integrated, the results would automatically be better than a non-integrated or categorical program. There is a need to assess the 'integration process' itself within the package program. The process of integration was measured in terms of interactive linkages, or the quantity & quality of contacts between workers & clients and among workers. Intergrative linkages were hypothesized to be influenced by organizational factors at the HSC clinic level including HSC goals, sltrurture, authority, leadership style, resources, and personal characteristics of HSC staff. The extent or degree of integration, as measured by the intensity of integrative linkages, was in turn presumed to influence programme performance. Thus as indicated diagrammatically below, organizational factors constituted the independent variables, integration as the intervening variable and programme performance with respect to family planning and health services as the dependent variable: Concerning organizational factors, however, due to the limited number of HSCs (2 in the study area and 3 in the control area), they were studied by participatory observation of an anthropologist who was independent of the project. In this observation, we examined whether the assumed integration process actually occurred or not. If not, what were the constraints in producing an effective integration process. Summary of Findings; A) Program effects and impact 1. Effects on FP use: During this 2 year action period, FP acceptance increased from 58% in 1981 to 78% in 1984 in both the study and control areas. This increase in both areas was mainly due to the new family planning campaign driven by the Government for the same study period. Therefore, there was no increment of FP acceptance rate due to additional input of MW to the on-going FP program. But in the study area, quality aspects of FP were somewhat improved, having a better continuation rate of IUDs & pills and more use of effective Contraceptive methods in comparison with the control area. 2. Effects of use of MCH services: Between the study and control areas, however, there was a significant difference in maternal and child health care. For example, the coverage of prenatal care was increased from 53% for 1981 birth cohort to 75% for 1984 birth cohort in the study area. In the control area, the same increased from 41% (1981) to 65% (1984). It is noteworthy that almost two thirds of the recent birth cohort received prenatal care even in the control area, indicating that there is a growing demand of MCH care as the size of family norm becomes smaller 3. There has been a substantive increase in delivery care by medical professions in the study area, with an annual increase rate of 10% due to midwives input in the study areas. The project had about two times greater effect on postnatal care (68% vs. 33%) at delivery care(45.2% vs. 26.1%). 4. The study area had better reproductive efficiency (wanted pregancies with FP practice & healthy live births survived by one year old) than the control area, especially among women under 30 (14.1% vs. 9.6%). The proportion of women who preferred the 1st trimester for their first prenatal care rose significantly in the study area as compared to the control area (24% vs 13%). B) Effects on Interactive Linkage 1. This project made a contribution in making several useful steps in the direction of service integration, namely; i) The health workers have become familiar with procedures on how to work together with each other (especially with a midwife) in carrying out their work in FP/MCH and, ii) The health workers have gotten a feeling of the usefulness of family health records (statistical integration) in identifying targets in their own work and their usefulness in caring for family health. 2. On the other hand, because of a lack of required organizational factors, complete linkage was not obtained as the project intended. i) In regards to the government health worker's activities in terms of home visiting there was not much difference between the study & control areas though the MW did more home visiting than Government health workers. ii) In assessing the service performance of MW & health workers, the midwives balanced their workload between 40% FP, 40% MCH & 20% other activities (mainly immunization). However,
Convolutional Neural Network (ConvNet)은 시각적 특징의 계층 구조를 분석하고 학습할 수 있는 대표적인 심층 신경망이다. 첫 번째 신경망 모델인 Neocognitron은 80 년대에 처음 소개되었다. 당시 신경망은 대규모 데이터 집합과 계산 능력이 부족하여 학계와 산업계에서 널리 사용되지 않았다. 그러나 2012년 Krizhevsky는 ImageNet ILSVRC (Large Scale Visual Recognition Challenge) 에서 심층 신경망을 사용하여 시각적 인식 문제를 획기적으로 해결하였고 그로 인해 신경망에 대한 사람들의 관심을 다시 불러 일으켰다. 이미지넷 첼린지에서 제공하는 다양한 이미지 데이터와 병렬 컴퓨팅 하드웨어 (GPU)의 발전이 Krizhevsky의 승리의 주요 요인이었다. 그러므로 최근의 딥 컨볼루션 신경망의 성공을 병렬계산을 위한 GPU의 출현과 더불어 ImageNet과 같은 대규모 이미지 데이터의 가용성으로 정의 할 수 있다. 그러나 이러한 요소는 많은 도메인에서 병목 현상이 될 수 있다. 대부분의 도메인에서 ConvNet을 교육하기 위해 대규모 데이터를 수집하려면 많은 노력이 필요하다. 대규모 데이터를 보유하고 있어도 처음부터 ConvNet을 교육하려면 많은 자원과 시간이 소요된다. 이와 같은 문제점은 전이 학습을 사용하면 해결할 수 있다. 전이 학습은 지식을 원본 도메인에서 새 도메인으로 전이하는 방법이다. 전이학습에는 주요한 두 가지 케이스가 있다. 첫 번째는 고정된 특징점 추출기로서의 ConvNet이고, 두번째는 새 데이터에서 ConvNet을 fine-tuning 하는 것이다. 첫 번째 경우, 사전 훈련 된 ConvNet (예: ImageNet)을 사용하여 ConvNet을 통해 이미지의 피드포워드 활성화를 계산하고 특정 레이어에서 활성화 특징점을 추출한다. 두 번째 경우에는 새 데이터에서 ConvNet 분류기를 교체하고 재교육을 한 후에 사전 훈련된 네트워크의 가중치를 백프로퍼게이션으로 fine-tuning 한다. 이 논문에서는 고정된 특징점 추출기를 여러 개의 ConvNet 레이어를 사용하는 것에 중점을 두었다. 그러나 여러 ConvNet 레이어에서 직접 추출된 차원적 복잡성을 가진 특징점을 적용하는 것은 여전히 어려운 문제이다. 우리는 여러 ConvNet 레이어에서 추출한 특징점이 이미지의 다른 특성을 처리한다는 것을 발견했다. 즉, 여러 ConvNet 레이어의 최적의 조합을 찾으면 더 나은 특징점을 얻을 수 있다. 위의 발견을 토대로 이 논문에서는 단일 ConvNet 계층의 특징점 대신에 전이 학습을 위해 여러 ConvNet 계층의 특징점을 사용하도록 제안한다. 본 논문에서 제안하는 방법은 크게 세단계로 이루어져 있다. 먼저 이미지 데이터셋의 이미지를 ConvNet의 입력으로 넣으면 해당 이미지가 사전 훈련된 AlexNet으로 피드포워드 되고 3개의 fully-connected 레이어의 활성화 틀징점이 추출된다. 둘째, 3개의 ConvNet 레이어의 활성화 특징점을 연결하여 여러 개의 ConvNet 레이어의 특징점을 얻는다. 레이어의 활성화 특징점을 연결을 하는 이유는 더 많은 이미지 정보를 얻기 위해서이다. 동일한 이미지를 사용한 3개의 fully-connected 레이어의 특징점이 연결되면 결과 이미지의 특징점의 차원은 4096 + 4096 + 1000이 된다. 그러나 여러 ConvNet 레이어에서 추출 된 특징점은 동일한 ConvNet에서 추출되므로 특징점이 중복되거나 노이즈를 갖는다. 따라서 세 번째 단계로 PCA (Principal Component Analysis)를 사용하여 교육 단계 전에 주요 특징점을 선택한다. 뚜렷한 특징이 얻어지면, 분류기는 이미지를 보다 정확하게 분류 할 수 있고, 전이 학습의 성능을 향상시킬 수 있다. 제안된 방법을 평가하기 위해 특징점 선택 및 차원축소를 위해 PCA를 사용하여 여러 ConvNet 레이어의 특징점과 단일 ConvNet 레이어의 특징점을 비교하고 3개의 표준 데이터 (Caltech-256, VOC07 및 SUN397)로 실험을 수행했다. 실험결과 제안된 방법은 Caltech-256 데이터의 FC7 레이어로 73.9 %의 정확도를 얻었을 때와 비교하여 75.6 %의 정확도를 보였고 VOC07 데이터의 FC8 레이어로 얻은 69.2 %의 정확도와 비교하여 73.1 %의 정확도를 보였으며 SUN397 데이터의 FC7 레이어로 48.7%의 정확도를 얻었을 때와 비교하여 52.2%의 정확도를 보였다. 본 논문에 제안된 방법은 Caltech-256, VOC07 및 SUN397 데이터에서 각각 기존에 제안된 방법과 비교하여 2.8 %, 2.1 % 및 3.1 %의 성능 향상을 보였다.