• 복식
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• 제1권
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• pp.119-129
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• 1977

It is significant for developing the future for us to know our present age. In order to preserve our Korean costume as a fola clothes retaining our distinguished independent characterisitics and to help design the tomorrow of our Korean costume playing a role as a racial to develop the world clothing culture, a survey was conducted to investigate modern people's conscious-ness and wearing practumes of Korean costume by questionaire and interviewing methods. The results of the survey were analyzed as follows: (1) At present, Korean costumes were purchased as customtailored(64.0%) and as ready-made(17.8%) and most of them were not made at individual homes. The laundry and ironing of them were carried out at laundry shops(68.8%). Considering our present economic, social and cultural aspects, sowing, laundryand ironing will not be carried out at homes again in the future and ready made costumes seen to be produced in a large scale in the future. Garment makers and laundry shop operators should be trained how to make our Korean costumes retain our traditional beauty in the course of their production and laundry and the makers of ready-made costumes must make research how to efficiently produce ideal ready-made costumes by adopting the synchro system in their wrk odisivion. (2) The age group wearing Korean costumes most frequently was the aged people over 60 (their wearing rate; 45%-50%) and the group wearing them most frequently next io the aged people over 60, was housewives(their wearing rate; 15%-20%). Excludign aged people and housewives, other respondentsdid not wear Korean costumes very frequently. Men's wearing rate was lower their wearing rate was the younger their ages were and the less their monthly incomes were. Korean costumes were used for holiday and festival(60%), wedding and funeral ceremonies (52%), visiting and working(22%), casual wear(12.8%) and home wear(9.2%). The use of Korean costumes as casual and home wears, was lower than the use for holday, festival, visiting and working, Under our present circumstances in which our Korean people use both Western style clothes and Korean costumer, our Korean costume has lostits position as a basic and necessary requiement in Korean people's daily life and become a ceremonical and fancy costume. It is natural that the times and life change everything in our daily life. Our costume has to be made as good ceremonial and fancy clothes satisfying modern sensibility according to its new role. In order for us to get close with our clothes, a keen study must be carried out to cleat the color, material, style, function and harmony of the Korean costume matching the of the times. (3) The 47.8% of the respondents answered that they were proud of our Korean costume as our folk clothes, 47.6% replied that thought them just common and 1.1% responded that they were ashamed of it. Most of them were affirmative in feeling pride with our Korean costume. (4) Considering the functional aspect of Korean costumes, their strong points were symetric beauty, rhythmical beauty, unity feeling, harmonical beauty and detailed decorations. Their common shortcomings were lack of individuality and inadequateness for active life. The shortcomings of woman costumes were suppressing breast, making resperation difficult and in adequnteness in summer time. The main reason not to wear our Korean costumes, was due to the fact that they are incomvenient for active life. As a measure to eliminate such shortcomings, 1) the suspension system of skirt to remove the suppression of breast should be generally adopted. 2) they should be simplified in their structure to make them convenient for active life and adepuate in wearing them in hot weather in an extent to which the traditional beauty of the costume may not be lostand 3) a new technique must be explored for showing individuality by wearing method and new arrangment of colors and decorations. (5) The reasons desiring to wear Korean costumes were classifide as follows: A. Korean costumes are our traditional clothes(43.4%). B. Korean costumes are noble and beautiful(26.8%). C. They are accustomed to wear Korean costumes by habit(19.5%). D. Korean costumes are necessary for attending ceremoneis(9.5%). E. Miscellaneous reasons(0.8%). Classifying these reasons into age groups, the high age group over 40 wore them because they were easy to wear by habit and the low age group of 10-30 never thought that they were east to wear by habit. Considering that even those who were accustomed to wear Korean costumes showed a low wearing rate and that the young generation were accustomed to wear Western style clothes rather than Korean costumes, the wearing rate of Korean costumes will be reduced in the future if such trend continues. It is urgent for us to make our best efforts in order to enhance the interest of young generation in Korean costumes and not to make them lose the strong points of Korean costume in the future. (6) Conicering the plan of the respondents on what kind of clothes they were going to wear in the future, among the age group over 50, those who wanted to wear only Korean costumes were 24.8%(men) and 35.1%(women), those who wanted to wear 49.7%(men) and 47.4(women), those who wanted to wear chiefly Western style clothes were 20.7% (men) and 14.4%(women) and those who wanted to wear only Western style clothes, were 2.4% (men) and 2.1%(women). This shows that the general tendency to wear only or chiefly Korean costumes is more prevalent than that to wear only Western style. Among the age group under 50, the tendency to wear Western style clothes was conspicuous and most of the respondent answered that they would wear chiefly Western style clothes and Korean costumes occasionally. Only 5.4% of the respondent answered that they would wear only Western style clothes and this shows that meny respondents still wonted to wear Korean costumes. Those who wanted their descendants to wear what they desire, were 50.1%(men) and 68.8% (women) and those who wanted their descendants to wear Koran costumes occasionally, were 85.8%(men) and 86.3%(women). This shows that most of respondents wanted their descendants to wear Korean costumes. In order to realize, it is necessory for us to make ourdescendants recognize the preciousness of our traditional culture and modify our Korean costumes according to their taste so that they may like wearing them.

• 마케팅과학연구
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• 제20권3호
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• pp.269-277
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• 2010

现有文献表明, 影响服务业顾客忠诚的最重要因素是服务质量. 然而, 在服务质量是直接还是间接影响顾客忠诚方面, 学者们的观点有着明显的分歧. 目前, 中国国内专门针对移动通信行业服务质量与顾客忠诚之间关系的文章较少. 此外, 以往相关文献多是将顾客忠诚作为一个整体变量进行研究, 没有进一步将其细分为多个维度. 基于此, 本文拟通过实证研究来探析移动通信业服务质量各维度与顾客忠诚各维度之间的直接和间接影响机理, 其中选择顾客满意作为二者关系的中介变量, 希望研究结论能给国内移动通信企业的服务管理提供有效的理论指导. 为了使搜集到的数据有效, 本次调研范围仅限于黑龙江哈尔滨市, 调查对象为移动通信公司的用户. 本次调研采取随机抽样的方式, 共发放问卷350份, 收回问卷325份, 回收率为 92.9%. 剔除无效问卷, 有效问卷为289份, 即有效回收率为82.6%. 本文借鉴国内外现有文献所使用的量表, 这些量表已经在实证研究中得到验证. 本文提出六个假设, 总体而言, 只有四个假设没有得到支持. 为了验证服务质量构成要素量表的合理性, 本文对289份有效样本进行探索性因子分析. 同样, 对顾客忠诚的维度进行检验. 本研究采用Cronbach's ${\alpha}$系数来评价量表的信度. 本研究从内容效度, 结构效度和聚合效度三方面对问卷进行效度检验. 本研究对数据和模型的拟合优度进行检验, 以提高假设检验的准确程度. 通过文献资料的收集, 整理及数据处理, 本文提出了服务质量五维度模型以及服务质量与顾客忠诚度之间相互关系模型, 通过实证分析验证了有形性, 可靠性, 反应性, 保证性和关怀性是服务质量的五个构成要素, 验证了PZB对于服务质量的SERVQUAL的测量方法, 研究了移动通信服务质量各维度对顾客忠诚各维度的直接影响机理, 以及服务质量各维度如何通过顾客满意这一中介变量对顾客忠诚各维度的间接影响机理, 建立了相应的关系模型,并运用结构方程分析方法,对模型进行实证检验, 得出如下研究结论: 第一, 移动通信服务质量由有形性, 可靠性, 响应性, 保证性和移情性五个要素构成, 顾客忠诚由态度忠诚和行为忠诚两个维度构成. 在PZB设计的SERVQUAL量表基础上, 本文针对移动通信行业设计了服务质量测量量表, 通过探索性因子分析得出五个因子. 这五个因子与五构成要素基本一致, 说明服务质量五要素概念适用于移动通信行业. 同样, 对顾客忠诚量表进行因子分析, 得出两个因子, 与本文中的态度忠诚和行为忠诚相一致. 第二, 移动通信服务质量对顾客忠诚存在直接和间接的正向影响作用. 其中, 服务质量对态度忠诚有直接和间接的正向作用, 间接作用是通过顾客满意这一中介变量影响的; 服务质量对行为忠诚有直接和间接的正向作用, 间接作用是通过顾客满意和态度忠诚这两个中介变量影响的. 这说明移动通信服务质量越好, 顾客的满意度越高, 其对服务提供商的态度就越积极, 在行为上就越容易表现出对服务提供商的忠诚. 而且, 服务质量各维度对顾客忠诚各维度的影响机理是不同的, 比如: 有形性对顾客满意有直接的正向作用, 但对顾客忠诚却没有显著的直接作用; 保证性对顾客满意没有显著的直接作用, 但对顾客忠诚有直接和间接的正向作用. 第三, 顾客满意在移动通信服务质量与态度忠诚, 行为忠诚之间的具有显著的中介作用, 这说明服务质量的提高可以增加顾客的满意度, 而满意的顾客更容易成为忠诚的顾客; 而态度忠诚在移动通信服务质量与行为忠诚之间的具有显著的中介作用, 这说明顾客行为上表现出忠诚可能是虚假忠诚, 只有态度和行为都忠诚的顾客才是真正的忠诚顾客. 本文的研究结论对中国及其它国家的电信运营商如何提升服务质量有一定的借鉴意义. 本文存在两方面的局限性: 首先, 本研究仅在黑龙江哈尔滨地区进行问卷调研, 针对移动公司用户, 统计数据会存在一定的抽样误差, 影响最终的统计分析结果. 第二, 本研究主要探讨了服务质量对顾客忠诚的影响关系, 并引入了顾客满意作为中介变量, 但没有考虑其他可能影响顾客忠诚的因素, 例如顾客价值, 消费者特征等.

• 지능정보연구
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• 제19권4호
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• pp.55-79
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• 2013

본 연구에서는 집중형 센터를 가진 역물류네트워크(Reverse logistics network with centralized centers : RLNCC)를 효율적을 해결하기 위한 혼합형 유전알고리즘(Hybrid genetic algorithm : HGA) 접근법을 제안한다. 제안된 HGA에서는 유전알고리즘(Genetic algorithm : GA)이 주요한 알고리즘으로 사용되며, GA 실행을 위해 0 혹은 1의 값을 가질 수 있는 새로운 비트스트링 표현구조(Bit-string representation scheme), Gen and Chang(1997)이 제안한 확장샘플링공간에서의 우수해 선택전략(Elitist strategy in enlarged sampling space) 2점 교차변이 연산자(Two-point crossover operator), 랜덤 돌연변이 연산자(Random mutation operator)가 사용된다. 또한 HGA에서는 혼합형 개념 적용을 위해 Michalewicz(1994)가 제안한 반복적언덕오르기법(Iterative hill climbing method : IHCM)이 사용된다. IHCM은 지역적 탐색기법(Local search technique) 중의 하나로서 GA탐색과정에 의해 수렴된 탐색공간에 대해 정밀하게 탐색을 실시한다. RLNCC는 역물류 네트워크에서 수집센터(Collection center), 재제조센터(Remanufacturing center), 재분배센터(Redistribution center), 2차 시장(Secondary market)으로 구성되며, 이들 각 센터 및 2차 시장들 중에서 하나의 센터 및 2차 시장만 개설되는 형태를 가지고 있다. 이러한 형태의 RLNCC는 혼합정수계획법(Mixed integer programming : MIP)모델로 표현되며, MIP 모델은 수송비용, 고정비용, 제품처리비용의 총합을 최소화하는 목적함수를 가지고 있다. 수송비용은 각 센터와 2차 시장 간에 제품수송에서 발생하는 비용을 의미하며, 고정비용은 각 센터 및 2차 시장의 개설여부에 따라 결정된다. 예를 들어 만일 세 개의 수집센터(수집센터 1, 2, 3의 개설비용이 각각 10.5, 12.1, 8.9)가 고려되고, 이 중에서 수집센터 1이 개설되고, 나머지 수집센터 2, 3은 개설되지 않을 경우, 전체고정비용은 10.5가 된다. 제품처리비용은 고객으로부터 회수된 제품을 각 센터 및 2차 시장에서 처리할 경우에 발생되는 비용을 의미한다. 수치실험에서는 본 연구에서 제안된 HGA접근법과 Yun(2013)의 연구에서 제안한 GA접근법이 다양한 수행도 평가 척도에 의해 서로 비교, 분석된다. Yun(2013)이 제안한 GA는 HGA에서 사용되는 IHCM과 같은 지역적탐색기법을 가지지 않는 접근법이다. 이들 두 접근법에서 동일한 조건의 실험을 위해 총세대수 : 10,000, 집단의 크기 : 20, 교차변이 확률 : 0.5, 돌연변이 확률 : 0.1, IHCM을 위한 탐색범위 : 2.0이 사용되며, 탐색의 랜덤성을 제거하기 위해 총 20번의 반복실행이 이루어 졌다. 사례로 제시된 두 가지 형태의 RLNCC에 대해 GA와 HGA가 각각 실행되었으며, 그 실험결과는 본 연구에서 제안된 HGA가 기존의 접근법인 GA보다 더 우수하다는 것이 증명되었다. 다만 본 연구에서는 비교적 규모가 작은 RLNCC만을 고려하였기에 추후 연구에서는 보다 규모가 큰 RLNCC에 대해 비교분석이 이루어 져야 할 것이다.

• 지능정보연구
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• 제23권3호
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• pp.45-67
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• 2017

"2016 인터넷이용실태조사"에 따르면 인터넷 이용자수 및 이용률은 점점 증가하고 있으며 접속방법에 있어서는 컴퓨터보다 스마트폰을 통한 접속이 많아지고 있다. 스마트기기의 증가에 따라 초고속인터넷의 수요가 감소할 것이라는 전망도 있다. 하지만, 스마트기기의 증가에도 불구하고 기가인터넷을 통한 속도 향상과 IoT 시장의 성장으로 인해 초고속인터넷 시장은 당분간 유지될 것으로 전망된다. 시장의 포화로 인해 통신사업자들이 신규고객 확보를 위해 과도한 경쟁을 하고 있지만, 고객이탈의 원인을 알 수 있다면 보다 효과적인 마케팅을 통해 과도한 마케팅비용을 절감할 수 있을 것으로 기대된다. 본 연구에서는 통신사업자 A사가 보유하고 있는 안양시, 군포시, 의왕시 3개 도시의 결합유형별 해지 데이터와, 통계청으로부터 구한 지역별 데이터를 결합하여, 지역별 해지율과 이에 영향을 미치는 지역특성간의 관계를 분석하고자 하였다. 특히 인접지역에 따라 결합유형별 해지율의 분포에 차이가 있을 것으로 보고, 클러스터링을 이용하여 해지유형이 유사한 지역을 도출 및 분석하고자 하였다. 공간검색통계도구인 SatScan은 기존의 클러스터링 방법에 공간정보를 추가하여 인접지역을 중심으로 군집이 형성되도록 한다. 따라서 본 연구에서는 SatScan을 이용해 지역의 공간정보를 기반으로 유사지역을 군집화하고, 군집별 해지율과 지역별 데이터와의 연관성을 분석하였다. 분석 단계에서는 먼저 공간정보와 해지데이터를 결합하여 도출된 군집들의 특성을 정리하였으며, 다음으로 군집분석 결과를 바탕으로 하여 각 동의 초고속 인터넷 해지율과 지역별 데이터와의 연관성을 분산분석, 상관분석, 회귀분석을 이용하여 분석하였다. 그리고, 분석결과를 기반으로 하여 지역에 따른 적절한 마케팅 방안을 제안하였다.

• 지능정보연구
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• 제20권1호
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• pp.149-161
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• 2014

공공 서비스의 수출의 경우 수출 절차와 대상 선정에 따른 다양한 문제가 발생하며, 공공 서비스 수출 플랫폼은 이러한 문제점들을 해결하기 위하여 사용자 중심의 유연하고, 개방형 구조의 디지털 생태계를 조성할 수 있도록 구현되어야 한다. 또한 공공서비스의 수출은 다수의 이해당사자가 참여하고 여러 단계의 과정을 거쳐야 하므로 사용자의 이해 종류와 탐색 컨설팅 협상 계약 등 수출 프로세스 단계별로 맞춤형 플랫폼 서비스 제공이 필수적이다. 이를 위해서 플랫폼 구조는 도메인과 정보의 정의 및 공유는 물론 지식화를 지원할 수 있어야 한다. 본 논문에서는 공공서비스 수출을 지원하는 플랫폼을 위한 온톨로지 모형을 제안한다. 서비스 플랫폼의 핵심 엔진은 시뮬레이터 모듈이며 시뮬레이터 모듈에서는 온톨로지를 사용하여 수출 비즈니스의 여러 컨텍스트들을 파악하고 정의하여 다른 모듈들과 공유하게 된다. 온톨로지는 공유 어휘를 통하여 개념들과 그들 간의 관계를 표현할 수 있으므로 특정 영역에서 구조적인 틀을 개발하기 위한 메타 정보를 구성하는 효과적인 도구로 잘 알려져 있다. 공공서비스 수출 플랫폼을 위한 온톨로지는 서비스, 요구사항, 환경, 기업, 국가 등 5가지 카테고리로 구성되며 각각의 온톨로지는 요구분석과 사례 분석을 통하여 용어를 추출하고 온톨로지의 식별과 개념적 특성을 반영하는 구조로 설계한다. 서비스 온톨로지는 목적효과, 요구조건, 활동, 서비스 분류 등으로 구성되며, 요구사항 온톨로지는 비즈니스, 기술, 제약으로 구성 된다. 환경 온톨로지는 사용자, 요구조건, 활동으로, 기업 온톨로지는 활동, 조직, 전략, 마케팅, 시간으로 구성되며, 국가 온톨로지는 경제, 사회기반시설, 법, 제도, 관습, 인프라, 인구, 위치, 국가전략 등으로 구성된다. 수출 대상 서비스와 국가의 우선순위 리스트가 생성되면 갭(gap) 분석과 매칭 알고리즘 등의 시뮬레이터를 통하여 수출기업과 수출지원 프로그램과의 시스템적 연계가 이루어진다. 제안하는 온톨로지 모형 기반의 공공서비스 수출지원 플랫폼이 구현되면 이해당사자 모두에게 도움이 되며 특히 정보 인프라와 수출경험이 부족한 중소기업에게 상대적으로 더 큰 도움이 될 것이다. 또한 개방형 디지털 생태계를 통하여 이해당사자들이 정보교환, 협업, 신사업 기획 등의 기회를 만들 수 있을 것으로 기대한다.

• 항공우주정책ㆍ법학회지
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• 제9권
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• pp.85-143
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• 1997

The main purpose of the investigation of an accident caused by aircraft is to be prevented the sudden and casual accidents caused by wilful misconduct and fault from pilots, air traffic controllers, hijack, trouble of engine and machinery of aircraft, turbulence during the bad weather, collision between birds and aircraft, near miss flight by aircrafts etc. It is not the purpose of this activity to apportion blame or liability for offender of aircraft accidents. Accidents to aircraft, especially those involving the general public and their property, are a matter of great concern to the aviation community. The system of international regulation exists to improve safety and minimize, as far as possible, the risk of accidents but when they do occur there is a web of systems and procedures to investigate and respond to them. I would like to trace the general line of regulation from an international source in the Chicago Convention of 1944. Article 26 of the Convention lays down the basic principle for the investigation of the aircraft accident. Where there has been an accident to an aircraft of a contracting state which occurs in the territory of another contracting state and which involves death or serious injury or indicates serious technical defect in the aircraft or air navigation facilities, the state in which the accident occurs must institute an inquiry into the circumstances of the accident. That inquiry will be in accordance, in so far as its law permits, with the procedure which may be recommended from time to time by the International Civil Aviation Organization ICAO). There are very general provisions but they state two essential principles: first, in certain circumstances there must be an investigation, and second, who is to be responsible for undertaking that investigation. The latter is an important point to establish otherwise there could be at least two states claiming jurisdiction on the inquiry. The Chicago Convention also provides that the state where the aircraft is registered is to be given the opportunity to appoint observers to be present at the inquiry and the state holding the inquiry must communicate the report and findings in the matter to that other state. It is worth noting that the Chicago Convention (Article 25) also makes provision for assisting aircraft in distress. Each contracting state undertakes to provide such measures of assistance to aircraft in distress in its territory as it may find practicable and to permit (subject to control by its own authorities) the owner of the aircraft or authorities of the state in which the aircraft is registered, to provide such measures of assistance as may be necessitated by circumstances. Significantly, the undertaking can only be given by contracting state but the duty to provide assistance is not limited to aircraft registered in another contracting state, but presumably any aircraft in distress in the territory of the contracting state. Finally, the Convention envisages further regulations (normally to be produced under the auspices of ICAO). In this case the Convention provides that each contracting state, when undertaking a search for missing aircraft, will collaborate in co-ordinated measures which may be recommended from time to time pursuant to the Convention. Since 1944 further international regulations relating to safety and investigation of accidents have been made, both pursuant to Chicago Convention and, in particular, through the vehicle of the ICAO which has, for example, set up an accident and reporting system. By requiring the reporting of certain accidents and incidents it is building up an information service for the benefit of member states. However, Chicago Convention provides that each contracting state undertakes collaborate in securing the highest practicable degree of uniformity in regulations, standards, procedures and organization in relation to aircraft, personnel, airways and auxiliary services in all matters in which such uniformity will facilitate and improve air navigation. To this end, ICAO is to adopt and amend from time to time, as may be necessary, international standards and recommended practices and procedures dealing with, among other things, aircraft in distress and investigation of accidents. Standards and Recommended Practices for Aircraft Accident Injuries were first adopted by the ICAO Council on 11 April 1951 pursuant to Article 37 of the Chicago Convention on International Civil Aviation and were designated as Annex 13 to the Convention. The Standards Recommended Practices were based on Recommendations of the Accident Investigation Division at its first Session in February 1946 which were further developed at the Second Session of the Division in February 1947. The 2nd Edition (1966), 3rd Edition, (1973), 4th Edition (1976), 5th Edition (1979), 6th Edition (1981), 7th Edition (1988), 8th Edition (1992) of the Annex 13 (Aircraft Accident and Incident Investigation) of the Chicago Convention was amended eight times by the ICAO Council since 1966. Annex 13 sets out in detail the international standards and recommended practices to be adopted by contracting states in dealing with a serious accident to an aircraft of a contracting state occurring in the territory of another contracting state, known as the state of occurrence. It provides, principally, that the state in which the aircraft is registered is to be given the opportunity to appoint an accredited representative to be present at the inquiry conducted by the state in which the serious aircraft accident occurs. Article 26 of the Chicago Convention does not indicate what the accredited representative is to do but Annex 13 amplifies his rights and duties. In particular, the accredited representative participates in the inquiry by visiting the scene of the accident, examining the wreckage, questioning witnesses, having full access to all relevant evidence, receiving copies of all pertinent documents and making submissions in respect of the various elements of the inquiry. The main shortcomings of the present system for aircraft accident investigation are that some contracting sates are not applying Annex 13 within its express terms, although they are contracting states. Further, and much more important in practice, there are many countries which apply the letter of Annex 13 in such a way as to sterilise its spirit. This appears to be due to a number of causes often found in combination. Firstly, the requirements of the local law and of the local procedures are interpreted and applied so as preclude a more efficient investigation under Annex 13 in favour of a legalistic and sterile interpretation of its terms. Sometimes this results from a distrust of the motives of persons and bodies wishing to participate or from commercial or related to matters of liability and bodies. These may be political, commercial or related to matters of liability and insurance. Secondly, there is said to be a conscious desire to conduct the investigation in some contracting states in such a way as to absolve from any possibility of blame the authorities or nationals, whether manufacturers, operators or air traffic controllers, of the country in which the inquiry is held. The EEC has also had an input into accidents and investigations. In particular, a directive was issued in December 1980 encouraging the uniformity of standards within the EEC by means of joint co-operation of accident investigation. The sharing of and assisting with technical facilities and information was considered an important means of achieving these goals. It has since been proposed that a European accident investigation committee should be set up by the EEC (Council Directive 80/1266 of 1 December 1980). After I would like to introduce the summary of the legislation examples and system for aircraft accidents investigation of the United States, the United Kingdom, Canada, Germany, The Netherlands, Sweden, Swiss, New Zealand and Japan, and I am going to mention the present system, regulations and aviation act for the aircraft accident investigation in Korea. Furthermore I would like to point out the shortcomings of the present system and regulations and aviation act for the aircraft accident investigation and then I will suggest my personal opinion on the new and dramatic innovation on the system for aircraft accident investigation in Korea. I propose that it is necessary and desirable for us to make a new legislation or to revise the existing aviation act in order to establish the standing and independent Committee of Aircraft Accident Investigation under the Korean Government.