• Journal of the Korean Institute of Navigation
• /
• v.24 no.1
• /
• pp.1-12
• /
• 2000

The ships over the certain navigation area or her length are required to carry charts under the relevant laws. Charts are indispensible to the ships and fishing vessel, because their crew should know the water depth and location of obstacle in order to avoid danger in the navigation and fishing area. But it was found that many ships do not carry proper charts onboard according to the research marine accidents files of marine accident inquiry agency, and questionnaire survey. Consequently, many ships run aground on the coast and port. This study examined the present status of the coastal ship and the fishing vessels, and explained some problems in the aspect of the covering area, the place, the number of the selling agent and adjoining chart, as well as the geographical and traffic density, the crew on board the ship's characteristics, and so on. In this study we propose the way to solve the problem. firstly, the category of the fishing vessel which should carry the chart on bard under the related laws are required to be lowered to 10 gross tons. Besides a ship inspector should examine if the charts covering the area where to navigate even when the temporary inspection is done are carried on board property. Secondly, the inspection body or the controlling office of ship's entry and departure should check throughly whether the ships concerned carry the chart on board. Thirdly the fishing vessels should used the fishing charts, and the body concerned should train the offices about how to use chart, especiany the difference between Tokyo datum and WGS-84 datum. Fourthly the customized chart such as an atlas like a map, a calenda-type chart, a small chart, as a coated chart needs to be publish for the safety of small ship and fishing vessel. Fifthly, it is advisable to draw a recommended course in the route where the coastal navigate mainly and in the narrow channel, The adjoining area should be improved, as well as the qualify of the chart paper. Sixthly, publication of additional new chart in the southern part of East Sea, the eastern part of South Sea, the western part of South Sea and middle part of Yellow Sea near Incheon port should be thought over. Seventhly, the number of chart selling agent should be increased for the sake of purchaser in proportion to the number of port, and small correction of charts in selling agent must be carried out completely.

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.15 no.2
• /
• pp.13-23
• /
• 2016

Many traffic centers are highly hesitant in employing existing Automatic Incident Detection Algorithms due to high false alarm rate, low detection rate, and enormous effort taken in maintaining algorithm parameters, together with complex algorithm structure and filtering/smoothing process. Concerns grow over the situation particularly in Freeway Incident Management Area This study proposes a new algorithm and introduces a novel concept, the Displaced Flow Index (DiFI) which is similar to a product of relative speed and relative occupancy for every execution period. The algorithm structure is very simple, also easy to understand with minimum parameters, and could use raw data without any additional pre-processing. To evaluate the performance of the DiFI algorithm, validation test on the algorithm has been conducted using detector data taken from Naebu Expressway in Seoul and following transferability tests with Gyeongbu Expressway detector data. Performance test has utilized many indices such as DR, FAR, MTTD (Mean Time To Detect), CR (Classification Rate), CI (Composite Index) and PI (Performance Index). It was found that the DR is up to 100%, the MTTD is a little over 1.0 minutes, and the FAR is as low as 2.99%. This newly designed algorithm seems promising and outperformed SAO and most popular AIDAs such as APID and DELOS, and showed the best performance in every category.

• International Area Studies Review
• /
• v.17 no.4
• /
• pp.109-130
• /
• 2013

This study aims to identify the priority for the Gwangyang and Qingdao hinterlands which are in the same category of benchmarking crowed paths. This study has been mainly done with comparison. There is certain limitation to use competitive factors of existing research so, this study has had proper competitive factors deriving from factors analysis and studied hinterland priority of competing factors by AHP. Major results are as follows. First, the factor analysis resulted in 20 factor that were 0.6 or higher loading level of commonality and then these 20 factors were divided into groups: operating factors, service factors, cost factors, port infrastructure factors, and hinterland conditions factors with the rotated component matrix analysis. Second, according to the result of top competitive factors, the best factor was the hinterland condition(0.256). The other factors such as infrastructure, economy, accessibility, incentive, and port traffic in hinterland were highly ranked in terms of general importance using multiple weights. Third, the result of detailed properties importance about the final alternative, Gwangyang hinterland was considered more highly than Qingdao hinterland in the port information system, the support a variety of administrative services, the efficiency of the customs, and the tax benefits.

• Korean Journal of Health Education and Promotion
• /
• v.18 no.3
• /
• pp.133-162
• /
• 2001

Unexpected accidents in school has been gradually increased every year, and student's mistaken was the first reason of the accident. To preventing the students from Unexpected accidents in school, safety education is more important than having strong facilities to have much more strong protecting forces for the accidents. Therefore, systematic education of safety is needed most of all, and especially, strengthening safety education in school is needed. Hereby, this study is aimed at investigating and analysing the actual condition and demand of safety education. It also conducted a survey with the target of 1,255 students in the second grade of high school in Seoul from April 20 to May 19, and the result of this study is as follows. 1. In the general features of the subject of the survey, boy students and girl students occupied 50.8％ and 49.2％ each, and boys' high school (34.3％), girls' high school(32.2％) and co-ed(33.5％) participated in balance. In the location, north from Han river occupied 54.6％, south were 45.2％. 2. According to the status of experiencing an accident, boys were more experienced then girls(p〈0.05). From the section, home accident(56.8％) occupied most followed by school accident, traffic accident, sports accident and poisoning. The accident happening most often in detailed category is sports accident such as basket ball, foot ball and dodge ball. The actual condition of the subject's using a school health facility shows that boys students use it more often than girl students(p〈0.01) 3. In attitude toward safety, the subject showed lower interest in safety issues than other social issues. But attitude in seriality of safety problems were high. Also, they responded ‘individual citizen’(63.1％) as the one who should make efforts for safety. Regarding knowledge of preventing safety accidents in attitude toward individual safety, 42.2％ answered ‘they know a little’ and 32.6％ of respondents say ‘they do not know’. To a question of the degree of the subject's following safety rules, 36.4％ were answered ‘keeping’ and the group using a school health facility shows more ‘keeping’ the others(p〈0.05). 4. To a question of asking if they have experienced safety education, 51.2％ answered ‘yes’. Teachers who mainly take care of safety education are answered as training teacher(48.7％). As for education time, training class(51.3％) is said to have safety education most followed by health-related event and PE(Physical Education). Frequency of education shows once or twice a session (62.8％) most often, but in case of co-ed school, 5-7times a session or more(20.1％) are being practiced. Looking at education time, 1-2 hour(s)(22.1％) or for a short time(22.1％) during class are being practiced. As an education method, instruction(43.8％) and video education(32.5％) are being practiced, and when it comes to education evaluation method, ‘not practiced’(70.0％) answered. To the question if they are satisfied with school safety education, they answered more ‘no(43.1％)’ than ‘yes(6.7％)’, and the reason is that safety education class is just for formality's sake, and the fact they already know is being repeated. The contents of safety education is composed of school safety, home safety, and first aid. 5. It is turned out that 56.5％ of the total boy students and 61.1％ of the total girl students recognize the necessity of safety education. To the question if safety education is needed in an elementary and middle education course, 46.4％ of the subject answer answered' it's necessary'. The most reason for their answers are ‘safety education is directly related to life’. 6. Regarding the requested time of safety education is ‘one hour a week’ by 55.9％. For safety education, safety education teachers(38.7％) are answered to be the most proper. As a request for safety education, video education is answered to be the most appropriate(30.6％), followed by practical skills, lecture and discussion(p〈0.05). Demand of educational evaluation, practical skills, interview and observation are answered to be needed. To the question if they want to participate in the way of demanded safety education, 41.9％ of respondents answer ‘have a mind to participate in’ (41.9％). To benefits followed by completing safety education, 72.0％ of respondents answer ‘agree’, and 24.7％ ‘do not agree’, which means lout 4 disagrees with completing safety education. 7. Looking at demand of safety education according to the features of the subject, ‘our position for the person who has handicapped’ was answer to the most.

• Archives of design research
• /
• v.19 no.2 s.64
• /
• pp.53-62
• /
• 2006

E-mail has indeed developed from 'a means of instant communication' to an indispensable part of online marketing. Therefore, companies need to implement consistent customer management. Communication with customers and marketing through e-mail is a powerful way of communication and adapting one-to-one marketing strategies to customer trends, habits and taste preferences. Since setting accurate targets is especially important in the fashion industry, e-mail marketing is the most effective way to communicate with customers and one-to-one marketing constitutes a very important strategy. In this study, I will analyze this powerful one-on-one marketing tool, particularly actual e-mail messages sent by an Internet Shopping Mall from June 12 to July 30, 2005, examine the effect of these messages on sales growth and analyze actual feedback received. Regarding e-mail read rates broken down by age and gender, 1 found that females in their late twenties recorded the highest rate at 21.66% and their contribution to sales growth was recorded at 3.5% From actual sales records, found that 28.10% of total sales were attributable to people in their late twenties, showing that the age group that reads e-mails the most also buys the most. Regarding feedback by e-mail title, e-mails from the 'Casual' category seemed to be the most effective, in that most of these e-mails were read. Also, messages sent on Tuesdays were read the most, according to the feedback analysis by weekday. Section e-mails were read more often than regular e-mails. Regarding the view rate according to the time e-mails were sent, messages sent to females in their late twenties at two o'clock in the afternoon were read by 20.93% of recipients, recording the highest read rate. By offering informative content and practical tips, visitors will be attracted to the site and generate site traffic. Therefore, we can conclude that sending e-mail messages can greatly contribute to sales growth and e-mail marketing is very effective. Also, in order to make e-mail campaigns more effective and improve marketing results, we need to analyze actual results and apply our findings in future e-mail campaigns. With this, we get successful marketing results.

• Journal of Distribution Science
• /
• v.10 no.6
• /
• pp.17-26
• /
• 2012

Suncheon is a city comprising a rural and urban area, where there are four types of large stores. Studies have shown that there are too many large stores serving the local population of just 300,000. However, geographically, Suncheon is located at a transportation hub that borders the cities of Gwangyang and Yeosu as well as the local counties of Boseong and Gurae. Residents of these areas can reach these shopping stores within an hour's drive. Thus, the managers of these four stores regard residents in these areas as their valued customers and endeavor to create a differentiated image among them. In this study, 13 different images were used to determine the public's opinions and feelings towards these stores and the differences were analyzed. The store images measured overall store impression, diversity of the product, the quality of products displayed at the store, accessibility, the atmosphere, service to the customers, and so on. These images are evaluated subjectively by each customer and are major factors in them deciding to revisit the stores. The 13 images are classified into five main categories and further classified into 13 sub-categories. Three kinds of factor images were extracted from the store images in the five main categories by factor analysis using SPSS Ver. 19. The first factor image was extracted from the images of convenience, atmosphere, and service in the main categories and is called a sub-service factor for the store in this study. Accessibility to the store was classified as a convenience image in the main category and was extracted as a common factor along with diversity and the price of goods. These differences are expected according to the store location, that is, the difference between stores located in a large city and those in a small local city, and depending on the nature of survey respondents. The result shows that there is a significant difference between the stores' images with regard to accessibility, the price of products, brand image, and lighting/sound image. This study has the following limitations. First, the survey sample was restricted to residents of a small local city that includes rural and urban populations. The differences between the store images regarding traffic and accessibility are factored by store location, whether they are located within a large or a small city as well as the economic situation of these cities. Second, only the customers of large-scale stores were included in the survey as respondents. Relatively large traditional markets are held every five days in local cities and there is competition between large-scale stores and traditional markets with regard to diversity and the price of goods. It could be expected that customers in large-scale stores and customers in traditional markets would hold different store images. In future studies, images of stores in large cities should be compared with the images of stores located in small local cities. In addition, customer behavior when buying goods in large-scale stores should be compared with their behavior when buying goods in traditional markets.