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구역화물운송업과 노선화물운송업의 산업구조 특성 비교 (A Comparative Study about Industrial Structure Feature between TL Carriers and LTL Carriers)

  • 민승기
    • 대한교통학회지
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    • 제19권1호
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    • pp.101-114
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    • 2001
  • 운송업체는 일정한 질적 수준의 운행을 지속해야 하므로 수요변화에 대응하여 단시간내에 공급을 변화시키는 데에 어려움이 있다. 일단 운송업체가 어떤 지역을 운행하기로 했다면, 비록 운송수요가 감소하여 채산성이 맞지 않는다 하더라도 다른 상품처럼 공급을 임의대로 감소시키거나 단절시킬 수 없다. 특히 이와같은 성격은 화물자동차운송업에 있어서 구역화물운송업보다는 노선화물운송업에서 훨씬 더 강하게 나타나고 있다. 그러므로 구역화물운송업은 노선화물운송업에 비해 운송수요의 변동에 즉각적으로 대응하는 측면을 지니고 있다. 이와같은 구역화물운송업과 노선화물운송업에 있어서 노선화물운송업은 도로, 화물터미널 모두 구역화물운송업에 비해 부족한 것으로 나타났는데 도로보다는 화물터미널이 더 부족하다. 도로의 부족상태는 1990년에 가장 컷다가 그후 작아진 반면, 화물터미널의 부족상태는 계속 커지고 있다. 그러므로 화물터미널은 도로와는 달리 확충의 필요성이 더 크며, 투자조건에 있어서도 도로보다 더 유리하다. 이에 따라 화물터미널을 확충할 경우 노선화물 운송업체에서는 도로의 확충을 필요로 하지만. 구역화물운송업에 있어서는 도로확충의 필요성을 줄이게 된다. 이와 같은 화물터미널은 운송수입의 측면에서 구역화물운송업보다는 노선화물운송업에 더 크게 기여하는 것으로 분석되었다. 그러나 화물터미널을 비롯하여 도로를 적정수준으로 조정할 경우 구역화물운송업에서는 규모의 불경제가 더 커지고, 노선화물운송업에서는 규모의 경제가 더 커지므로 구역화물운송업은 소규모 운송업체 및 개별화물을 활성화해야 하며, 노선화물운송업은 비수익노선의 존재, 임대 영업소의 과다, 화물터미널 불충분, 운전기사의 부족, 사고화물 피해보상제도 미비 등과 같은 제반 문제점을 개선하여, 규모의 경제를 최대로 활용할 수 있는 기반을 구축해야 할 것이다.vironment), Scene manager(manage 3D geographic world), Scene editor, Spatial analyzer(Intersect, Buffering, Network analysis), VRML exporter. While, most other 3D GISes or cartographic mapping systems may be categorized into 3D visualization systems handling terrain height-field processing, 2D GIS extension modules, or 3D geometric feature generation system using orthophoto image: actually, these are eventually considered as several parts of "real 3D GIS". As well as these things, other components, especially web-based 3D GIS, are being implemented in this study: Surface/feature integration, Java/VRML linkage, Mesh/Grid problem, LOD(Level of Detail)/Tiling, Public access security problem, 3-tier architecture extension, Surface handling strategy for VRML., -9.00~12.49 and -19.81~19.81%, respectively). Therefore, it is concluded that the two formulations are bioequivalent for both the extent

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기록관의 온라인 서비스 향상을 위한 웹사이트 평가기준설계에 관한 연구 (A Study on the Evaluating Standards On-Line Service for Archives)

  • 이윤주
    • 기록학연구
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    • 제16호
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    • pp.147-200
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    • 2007
  • 인터넷의 확산은 기록관의 서비스환경에 많은 변화를 가지고 왔다. 즉, 기록관의 웹사이트를 통하여 이용자에게 기록관에 대한 정보와 이용, 접근을 보다 편리하고 신속하게 서비스 할 수 있게 되었으며, 앞으로 그 비중이 더욱 증대하게 될 것이다. 이제 기록관 웹사이트는 기록관 안내나 마케팅의 도구 또는 단순히 인터넷 기반 자료에 대한 게이트웨이로서의 기능만 하는 곳이 아니라, 이용자에게 서비스에 대한 안내 및 지식을 제공할 뿐만 아니라 기록관 서비스에 직접 연결 할 수 있는 능력을 제공하는 기록관의 모든 서비스의 가상공간이라 할 수 있다. 현재 우리나라에 존재하고 있는 기록관들은 웹사이트 구축을 진행하고 있거나, 구축된 웹사이트를 발전시키고 있는 실정이다. 또한 이용자들의 웹 서비스의 이용도와 의존도 또한 높아지고 있다. 그러나 현재까지 웹사이트 평가에 관한 다양한 연구가 있었지만, 기록관의 웹사이트 평가에 관한 연구는 이루어지지 않고 있다. 다양한 계층의 이용자를 대상으로 정보서비스를 제공하는 기록관의 웹사이트는 이용자 중심의 편리성과 알권리, 정보제공을 중심으로 한 정보서비스 여부에 보다 많은 연구와 관심을 가질 필요성이 있으며, 기록관 웹사이트 구축의 질적 수준을 높일 수 있도록 웹사이트의 평가기준 또한 연구할 필요가 있다는 것은 두말할 나위가 없을 것이다. 따라서 기록관의 목적과 기능에 적합한 웹사이트 평가기준을 개발 및 제시하고, 국 내외기록관을 직접 평가해 봄으로써 취약점과 보완점을 지적하여, 기록관 웹사이트 구축 및 재개발을 위한 개선방안을 제시하였다.

T맵 검색지와 썸트랜드 데이터를 이용한 관광인기도분석: 강원도 춘천을 중심으로 (Analysis of Tourism Popularity Using T-map Search andSome Trend Data: Focusing on Chuncheon-city, Gangwon-province)

  • 김태우;조재희
    • 서비스연구
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    • 제12권1호
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    • pp.25-35
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    • 2022
  • 2020년 1월 국내 최초 환자가 발생한 코로나19(COVID 19)는 다양한 분야에 영향을 끼쳤다. 그중에서도 가장 타격을 받은 곳은 관광 분야라 하겠다. 특히 강원도 지역은 관광 기반의 산업 구조가 지역의 근간을 이루고 있고 관광산업이 소상공인 및 소기업의 주요 소득원이므로 그 피해가 크다. 이와 같은 피해 상황 및 정도를 확인하고자 강원권 지역 중에서 대중적 접근성이 가장 편리하며 서울 및 수도권 등에서 대중교통을 이용하여 당일 관광이 가능하고, 일반적인 이미지가 적은 비용을 사용한 관광이 가능하다고 인식되고 있는 춘천 지역을 대상으로 데이터 분석을 통하여 실증분석을 하였다. 이를 위하여 관광지식정보시스템에서 제공하는 춘천의 방문객 데이터를 기준으로 일반적인 지역 현황을 확인하였고 코로나 이전인 2019년도와 이후인 2020년도의 관심도 확인을 위하여 키워드 수집 전문 기업인 (주)바이브컴퍼니의 웹서비스 썸트랜드에서 수집한 키워드와 차량용 내비게이션 서비스와 통신 서비스 제공을 병행하는 SK텔레콤의 T맵 검색지 데이터를 함께 비교해 봄으로써 춘천에 대한 일반적인 지역 이미지를 분석하였다. 또한 키워드와 T맵 검색지 데이터를 적용한 관광 인기도 지수를 개발하여 2개 연도의 데이터를 비교해 봄으로써 코로나 상황이 춘천 지역 방문객들의 관심도가 실제 방문으로 이어지는 것에 얼마나 영향을 미쳤는지를 데이터 분석적인 접근 방법으로 고찰하였다. 데이터 마트 설계를 거친 후 관광인기도 지수를 적용한 빅데이터 분석 결과를 확인한 바에 의하면, 코로나19 상황은 강원도 춘천 지역 관광 인기도에 미치는 영향이 크지 않다는 것을 확인하였고, 해당 지역이 가지고 있는 지역별 특수성에 기반한 관광지 이미지 등을 확인하였다. 이와 같은 연구 분석 결과가 관광경제정책 입안에 유용한 참고 자료로 활용될 수 있을 것이다.

소셜 미디어에서 정보공유를 위한 애착의 매개역할: 사회적 자본이론 관점 (Mediating Roles of Attachment for Information Sharing in Social Media: Social Capital Theory Perspective)

  • 정남호;한희정;구철모
    • Asia pacific journal of information systems
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    • 제22권4호
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    • pp.101-123
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    • 2012
  • Currently, Social Media, it has widely a renown keyword and its related social trends and businesses have been fastly applied into various contexts. Social media has become an important research area for scholars interested in online technologies and cyber space and their social impacts. Social media is not only including web-based services but also mobile-based application services that allow people to share various style information and knowledge through online connection. Social media users have tendency to common identity- and bond-attachment through interactions such as 'thumbs up', 'reply note', 'forwarding', which may have driven from various factors and may result in delivering information, sharing knowledge, and specific experiences et al. Even further, almost of all social media sites provide and connect unknown strangers depending on shared interests, political views, or enjoyable activities, and other stuffs incorporating the creation of contents, which provides benefits to users. As fast developing digital devices including smartphone, tablet PC, internet based blogging, and photo and video clips, scholars desperately have began to study regarding diverse issues connecting human beings' motivations and the behavioral results which may be articulated by the format of antecedents as well as consequences related to contents that people create via social media. Social media such as Facebook, Twitter, or Cyworld users are more and more getting close each other and build up their relationships by a different style. In this sense, people use social media as tools for maintain pre-existing network, creating new people socially, and at the same time, explicitly find some business opportunities using personal and unlimited public networks. In terms of theory in explaining this phenomenon, social capital is a concept that describes the benefits one receives from one's relationship with others. Thereby, social media use is closely related to the form and connected of people, which is a bridge that can be able to achieve informational benefits of a heterogeneous network of people and common identity- and bonding-attachment which emphasizes emotional benefits from community members or friend group. Social capital would be resources accumulated through the relationships among people, which can be considered as an investment in social relations with expected returns and may achieve benefits from the greater access to and use of resources embedded in social networks. Social media using for their social capital has vastly been adopted in a cyber world, however, there has been little explaining the phenomenon theoretically how people may take advantages or opportunities through interaction among people, why people may interactively give willingness to help or their answers. The individual consciously express themselves in an online space, so called, common identity- or bonding-attachments. Common-identity attachment is the focus of the weak ties, which are loose connections between individuals who may provide useful information or new perspectives for one another but typically not emotional support, whereas common-bonding attachment is explained that between individuals in tightly-knit, emotionally close relationship such as family and close friends. The common identify- and bonding-attachment are mainly studying on-offline setting, which individual convey an impression to others that are expressed to own interest to others. Thus, individuals expect to meet other people and are trying to behave self-presentation engaging in opposite partners accordingly. As developing social media, individuals are motivated to disclose self-disclosures of open and honest using diverse cues such as verbal and nonverbal and pictorial and video files to their friends as well as passing strangers. Social media context, common identity- and bond-attachment for self-presentation seems different compared with face-to-face context. In the realm of social media, social users look for self-impression by posting text messages, pictures, video files. Under the digital environments, people interact to work, shop, learn, entertain, and be played. Social media provides increasingly the kinds of intention and behavior in online. Typically, identity and bond social capital through self-presentation is the intentional and tangible component of identity. At social media, people try to engage in others via a desired impression, which can maintain through performing coherent and complementary communications including displaying signs, symbols, brands made of digital stuffs(information, interest, pictures, etc,). In marketing area, consumers traditionally show common-identity as they select clothes, hairstyles, automobiles, logos, and so on, to impress others in any given context in a shopping mall or opera. To examine these social capital and attachment, we combined a social capital theory with an attachment theory into our research model. Our research model focuses on the common identity- and bond-attachment how they are formulated through social capitals: cognitive capital, structural capital, relational capital, and individual characteristics. Thus, we examined that individual online kindness, self-rated expertise, and social relation influence to build common identity- and bond-attachment, and the attachment effects make an impact on both the willingness to help, however, common bond seems not to show directly impact on information sharing. As a result, we discover that the social capital and attachment theories are mainly applicable to the context of social media and usage in the individual networks. We collected sample data of 256 who are using social media such as Facebook, Twitter, and Cyworld and analyzed the suggested hypotheses through the Structural Equation Model by AMOS. This study analyzes the direct and indirect relationship between the social network service usage and outcomes. Antecedents of kindness, confidence of knowledge, social relations are significantly affected to the mediators common identity-and bond attachments, however, interestingly, network externality does not impact, which we assumed that a size of network was a negative because group members would not significantly contribute if the members do not intend to actively interact with each other. The mediating variables had a positive effect on toward willingness to help. Further, common identity attachment has stronger significant on shared information.

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항공기(航空機) 사고조사제도(事故調査制度)에 관한 연구(硏究) (A Study on the System of Aircraft Investigation)

  • 김두환
    • 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.

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