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'스콜라' 이용 시 소속기관이 구독 중이 아닌 경우, 오후 4시부터 익일 오전 7시까지 원문보기가 가능합니다.
This study tried to examine how interdependence, communication, and the exercise of power in cosmetics distribution channel would affect satisfaction. In this study we investigated the effects of their communication and the exercise of noncoercive power of department store (or mart). We conducted with managers of the shops which were entered to department store (or mart). 131 copies were collected and 119 copies were used for analysis after the exclusion of 12 copies. Brand image and sales policy influenced satisfaction, but customers were not statistically significant. In addition, communication in distribution path had the moderating effect on the relationship between interdependence and satisfaction, and on the relationship between interdependence and noncoercive power. Sales policy and brand image in the relationship between department store(or mart) and the shops opened inside are critical factors for satisfaction, but customers are highly likely to become a factor with different meaning.
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세계경제 및 환경의 변화에 따라 농산물의 불안정적인 수급으로 인한 문제점이 노출되고 있으며, 우리나라의 경우 농산물의 안정적인 확보를 위하여 국가 전략적 차원에서의 해외농업투자의 필요성이 요구되고 있다. 하지만 정부차원의 지원 미진, 해외 농업에 대한 정보 및 기술 미비, 개발자금 확보의 어려움, 장기간의 투자금 회수기간, 사후관리 미흡 등의 이유로 성과를 이루지 못하고 있는 실정이며, 특히 해외 농산물의 국내 반입 시 관세의 장벽, 물류 유통비용 등으로 가격 경쟁력이 떨어지고 있어 국내에 반입되지 못하고 있는 실정이다. 이에 본 연구에서는 우리나라의 해외농업투자의 기본개념 및 실태를 살펴보고 해외농업투자의 필요성과 고려사항, 문제점 등을 도출하여 해외에서 재배된 농산물의 경쟁력을 위한 유통 측면에서의 개선방안을 정부의 간접적인 지원, 유통 현대화 및 유통정보기능 강화, 유통시설, 수송루트, 하역업무개선, 경쟁력 확보를 위한 정부의 정책적 지원, 교육 훈련을 통한 전문인력 양성 등 다섯 가지 측면에서 제시하였다. Recently concerns have been raised due to the unbalanced supply of crops: the price of crops has been unstable and at one point the price went up so high that the word Agflation(agriculture+ inflation) was coined. Korea, in particular, is a small-sized country and needs to secure the stable supply of crops by investing in the produce importation at a national level. Investment in foreign produce importation is becoming more important as a measure for sufficient supply of crops, limited supply of domestic crops, weakened farming conditions worldwide, as well as recent changes in the use of crops due to the development of bio-fuels, influence of carbon emission on crops, the price increase in crops, and influx of foreign hot money. However, there are many problems with investing in foreign produce importation: lack of support from the government; lack of farming information and technology; difficulty in securing the capital; no immediate pay-off from the investment and insufficient management. Although foreign produce is originally more price-competitive than domestic produce, it loses its competiveness in the process of importation (due to high tariffs) and poor distribution system, which makes it difficult to sell in Korea. Therefore, investment in foreign produce importation is being questioned for feasibility; to make it possible, foreign produce must maintain the price-competitiveness. Especially, harvest of agricultural products depends on natural and geographical conditions of each country and those products have indigenous properties, so distribution system according to import and export of agricultural products should be treated more carefully than that of other industries. Distribution costs are differentiated into each item and include cost of sorting and wrapping, cost of wrapping materials, cost of domestic transport, cost of international transport and cost of clearing customs for import and export. So transporting and storing agricultural products generates considerable costs compared with other products. Also, due to upgrade of dietary life, needs for stability, taste and visible quality toward food including agricultural products are being raised and wrong way of storage causes decomposition of food and loss of freshness, making the storage more difficult than that in room temperature, so storage and transport in distribution of agricultural products needs specialty. In addition, because lack of specialty in distribution and circulation such as storage and wrapping does not solve limit factors in distance, the distribution and circulation has been limited to a form of import and export within short-distant region. Therefore, need for distribution out-sourcing which can satisfy specialty in managing distribution and circulation and it is needed to establish more effective distribution system. However, existing distribution system of agricultural products is exposed to various problems including problems in distribution channel, making distribution and strategy for distribution and those problems are as follows. First, in case of investment in overseas agricultural industry, stable supply of the products is difficult because areas of production are dispersed widely and influenced by outer factors due to including overseas distribution channels. Also, at the aspect of quality, standardization of products is difficult, distribution system is quite complicated and unreasonable due to long distribution channels according to international trade and financial and institutional support is not enough. Especially, there are quite a lot of ineffective factors including multi level distribution process, dramatic gap between production cost and customer's cost, lack of physical distribution facilities and difficulties in storage and transport due to lack of wrapping containers. Besides, because import and export of agricultural products has been manages under the company's own distribution according to transaction contract be
Purpose - The world now recognizes environmental disruptionas a serious issue when regarding growth-oriented strategies;therefore, environmental preservation issues become pertinent. Consequently, green distribution is continuously emphasized. However, studying the prediction and association of distributionand the environment is insufficient. Most existing studies aboutgreen distribution are about its necessity, detailed operationmethods, and political suggestions; it is necessary to study thedistribution service industry and environmental service industrytogether, for green distribution. Research design, data, and methodology - ARIMA (auto-regressivemoving average model) was used to predict the environmentalservice and distribution service industries, and theGranger Causality Test based on VAR (vector auto regressive)was used to analyze the causal relationship. This study used 48quarters of time-series data, from the 4th quarter in 2001 to the3rd quarter in 2013, about each business type's production index,and used an unchangeable index. The production indexabout the business type is classified into the current index andthe unchangeable index. The unchangeable index divides thecurrent index into deflators to remove fluctuation. Therefore, it iseasy to analyze the actual production index. This study usedthe unchangeable index. Results – The production index of the distribution service industryand the production index of the environmental service industryconsider the autocorrelation coefficient and partial autocorrelationcoefficient; therefore, ARIMA(0,0,2)(0,1,1)4 andARIMA(3,1,0)(0,1,1)4 were established as final prediction models,resulting in the gradual improvement in every production indexof both types of business. Regarding the distribution service in-dustry's production index, it is predicted that the 4th quarter in2014 is 114.35, and the 4th quarter in 2015 is 123.48. Moreover, regarding the environmental service industry's productionindex, it is predicted that the 4th quarter in 2014 is110.95, and the 4th quarter in 2015 is 111.67. In a causal relationship analysis, the environmental service industryimpacts the distribution service industry, but the distributionservice industry does not impact the environmentalservice industry. Conclusions - This study predicted the distribution service industryand environmental service industry with the ARIMA model,and examined the causal relationship between them throughthe Granger causality test based on the VAR Model. Predictionreveals the seasonality and gradual increase in the twoindustries. Moreover, the environmental service industry impactsthe distribution service industry, but the distribution service industrydoes not impact the environmental service industry. Thisstudy contributed academically by offering base line data neededin the establishment of a future style of management andpolicy directions for the two industries through the prediction ofthe distribution service industry and the environmental serviceindustry, and tested a causal relationship between them, whichis insufficient in existing studies. The limitations of this study arethat deeper considerations of advanced studies are deficient,and the effect of causality between the two types of industrieson the actual industry was not established.
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항만 하역작업은 작업이 이루어지는 위치적 특성과 화물 및 작업의 특수성으로 인하여 타 산업에 비해 위험요인이 높은 구조적 특성을 가지고 있다. 하지만 타 산업에 비해 안전에 관련된 연구가 부족하였으며, 특히 실증연구는 더욱 미흡한 실정이다. 이에본 연구에서는 안전요인, 안전분위기, 안전행동에 대한 관계성을 파악하기 위하여 회귀분석을 실시하였다. 안전문화, 자기효능감은 안전분위기에 긍정적인(+) 영향을 미치고 있었으나 위험인식은 영향을 미치는 요인이 아니었다. 안전분위기는 안전행동에 긍정적인(+) 영향을 미치고 있었으며, 안전문화, 위험인식, 자기효능감 등의 모든 하역안전요인이 안전행동에 영향을 미치고 있었다. 또한 하역안전요인과 안전행동 간의 관계에서 안전분위기의 매개효과를 검증한 결과 안전문화와 안전행동과의 관계에서 안전분위기가 완전 매개효과가 있었으며, 자기효능감과 안전행동의 관계에서 안전분위기는 부분 매개효과가 있는 것으로 나타났다. 따라서 항만하역 분야에서의 안전요인이 실제적인 안전행동으로 이어지고 있음을 확인할 수 있었으며, 향후 다양한 교육체계를 통해 전체 조직의 안전문화를 확립하고 작업자들의 위험인식과 자기효능감을 기를 수 있는 지속적인 전략적 지원이 필요할 것으로보인다. The port unloading work has structural characteristics with higher risk factors than other industries due to the locational nature of the work and the specificity of cargo and work. However, research related to safety was lacking compared to other industries, and in particular, empirical research is insufficient. In this study, regression analysis was conducted to investigate the relationship between safety attributes, safety climate, and safety behavior. Safety culture and self-efficacy had a positive (+) effect on the safety climate, but risk perception did not. The safety climate had a positive (+) effect on safety behavior, and all unloading safety attributes such as safety culture, risk perception, and self-efficacy were influencing safety behavior. In addition, as a result of verifying the mediating effect of the safety climate in the relationship between unloading safety attributes and safety behavior, the safety atmosphere has a complete mediating effect in the relationship between safety culture and safety behavior. In the relationship between self-efficacy and safety behavior, the safety climate has a partial mediating effect. Therefore, it was confirmed that the safety climate in the port unloading field are leading to practical safety behaviors. In addition, continuous strategic support to establish the safety culture of the entire organization and raise the worker's risk awareness and self-efficacy through various education systems in the future It seems necessary.
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본 연구에서는 냉장, 냉동 창고의 기초 자료가 부족하여, 불완전하기 때문에 이러한 기초자료를 제공하기 위하여 냉장 냉동 창고의 일반현황을 제시하는 데 목적이 있다. 조사내용은 냉장 냉동 창고의 일반적인 현황으로는 매출액, 자본금(출자금), 창고종류별 보유현황, 보관면적, 냉장냉동 시설용량 등과 설비현황으로는 랙의 유무, 건축물 구조 및 층고, 모유설비현황 등을 조사하였다. 조사결과에 따르면 지역별 분포는 수도권과 부산지역이 전체의 86.7%로 대부분을 차지하였으며 이들 지역이 평균보관면적 또한 큰 것으로 나타났다. 또한 전체 업체의 80%이상이 보세장치장을 보유하고 있는 것으로 조사되었으며, 냉장 냉동 창고의 면적 및 용량은 고른 분포를 보였다. 건축물 구조는 철근 콘크리트 구조가 대부분이었으며 설비의 경우 랙 설치 업체가 전체의 25%로 나타나 설치율이 낮았으며 랙의 설치여부와 자본금 및 매출액 규모와는 통계적 유의성을 보이지 않았다. 또한 보유설비는 화물용 승강기, 정보시스템, 도크 순이었으며 하역장비로는 지게차가 평균 9.1대, 리치스태커는 평균 2.2대 인 것으로 조사되었다. 본 조사가 국내 냉장 냉동 산업의 실태파악과 예측, 발전에 기초가 될 것으로 생각하며 향후 좀 더 세밀한 연구가 추가적으로 진행되어야 할 것이다. This study aims to provide the present general state of basic data about refrigeration and freezing warehouses scold storages because basic data about refrigeration and freezing warehouses are insufficient and imperfect at the moment. Research contents include the present general state of cold storages such as sales amount, capital(money invested), storage possession state by type, keeping area, cold storage facility capacity, and facility state such as existence of rack, building structure and floor height, and possessed facility state. According to research results, it was found that 86.7% of refrigeration and freezing warehouses are located in the capital region and Busan region in terms of regional distribution, and the average keeping area was found to be bigger in these two regions than that of other regions. In addition, the research shows that more than 80% of companies possess bonded warehouses and there was no big difference in the size and capacity of refrigeration and freezing warehouses. Regarding building structure, most of them were found to be reinforced concrete. However, only 25% of companies installed racks, but there was no statistical significance between existence of rack and the amount of capital and sales. Possessed facilities were found in the order of freight elevator, information system and dock. When it comes to cargo gear, companies were found to possess 9.1 units of forklift and 2.2 units of reach stacker in average. This research is expected to lay a basis for investigating, predicting and developing the local cold storage industry, and more detailed studies will be needed in the future.
This study organized the status quo of transportation industry in order to prospect the industry's manpower demands in the future and predicted the production index of transportation industry and the number of employees in the same industry using the time-series analysis model. As the prediction model, this study utilized the ARIMA(auto-regressive moving average model) frequently, easily used in the short-term prediction, and for predicting the production index of transportation industry, this study chose the ARIMA(1,0,0)(0,1,0)12 model, and for predicting the number of employees in the transportation industry, this study selected the ARIMA(1,1,0) model. As the results from analyzing the data, it was found that the transportation industry and the number of employees in the industry have been continually increased. Specifically speaking, it was predicted that the production index of transportation industry would be grown up to 7.4 point for consecutive 3 years by 2016, and the number of employees in transportation industry would be increased up to 116,110 employees. It is considered that these predicted results will suggest some important implications in understanding the manpower market of transportation industry in the future, and also will be a helpful research from the aspects of transportation industry's development and of the information-provision. 본 연구에서는 향후 운수업 분야의 인력수요를 전망하기 위하여 운수산업의 현황을 정리하였으며, 시계열 모형을 이용하여 운수업 생산지수의 예측과 운수업 취업자수를 예측하였다. 예측 모형은 단기 예측에서 용이하게 사용되는 자기회귀통합이동평균모형(ARIMA)을 활용하였으며, 예측자료는 2010년 1월부터 2013년 12월까지의 시계열자료를 이용하였다. 운수업 생산지수 예측은 ARIMA(1,0,0)(0,1,0)12 모형을 선정하였고 운수업 취업자수의 예측은 ARIMA(1,1,0)모형이 선정되었으며, 이를 이용하여 2016년 12월까지의 생산지수와 취업자수를 예측하였다. 분석결과 산업 및 취업자수는 지속적으로 상승하는 추세를 보였는데 운수업 생산지수는 2016년까지 향후 3년동안 7.4 포인트 상승할 것으로 예측되었으며, 운수업 취업자수는 116,100명 상승할 것으로 예측되었다. 이러한 예측 결과는 향후 운수업의 인력시장을 이해하는데 중요한 시사점을 제공함과 동시에 운수업의 발전 및 정책적 정보제공 측면에서 유익한 연구로 사료된다.
In this study, the type, status and support system of social enterprises in Korea are summarized and compared with developed countries, the present position of Korean social enterprises is grasped. In addition, we classify the logistics business, set the appropriate logistics sector classification as a social enterprise, and analyze the case of the social enterprise in the logistics sector. Through this study, problems of social enterprises in Korea are derived and suggested ways of activation in the future. First, it is necessary to improve the innovative business model and support method for the corporate enterprise. Second, it is necessary to improve the evaluation system that can systematically manage certified social enterprises. Especially, the implications for activating the logistics social enterprise are suggested. In order to carry out the sustainable business operation of the logistics social enterprise, it is necessary to improve the network system of the social enterprise and to prepare the self - sustaining ability through various linkages. 본 연구에서는 우리나라의 사회적기업의 유형, 현황, 지원제도 등을 정리하고 선진국과의 비교를 통해 우리나라 사회적 기업의 현재 위치를 파악하였다. 또한 물류사업 분야를 분류하고 사회적기업으로 적절한 물류분야 기업분류를 설정하고 물류분야 사회적기업의 사례를 분석하였다. 이를 통해 우리나라 사회적기업의 문제점을 도출하고 향후 활성화 방안을 제시하였다. 첫째, 사회적기업에 대한 혁신적인 비즈니스 모델과 지원방식의 개선이 필요하며, 둘째, 인증 사회적기업을 체계적으로 관리할 수 있는 평가시스템의 개선이 필요하다. 특히 물류 사회적기업을 활성화하기 위한 시사점을 제시하였는데, 물류 사회적기업의 지속가능한 사업영위를 위하여 사회적기업의 네트워크 체계를 개선함과 동시에 다양한 연계를 통해 자생력을 키워나갈 수 있는 방안을 마련해야 할 것이다.
As the world becomes more globalized, business competition becomes fiercer, while consumers'' needs for less expensive quality products are on the increase. Business operations make an effort to secure a competitive edge in costs and services, and the logistics industry,that is, the industry operating the storing and transporting of goods, once thought to be an expense, begins to be considered as the third cash cow, a source of new income. Logistics centers are central to storage, loading and unloading of deliveries, packaging operations,and dispensing goods'' information. As hubs for various deliveries, they also serve as a core infrastructure to smoothly coordinate manufacturing and selling, using varied information and operation systems. Logistics centers are increasingly on the rise as centers of business supply activities, growing beyond their previous role of primarily storing goods. They are no longer just facilities; they have become logistics strongholds that encompass various features from demand forecast to the regulation of supply, manufacturing, and sales by realizing SCM, taking into account marketability and the operation of service and products. However, despite these changes in logistics operations, some centers have been unable to shed their past roles as warehouses. For the continuous development of logistics centers, various measures would be needed, including a revision of current supporting policies, formulating effective management plans, and establishing systematic standards for founding, managing, and controlling logistics centers. To this end, the research explored previous studies on the use and effectiveness of logistics centers. From a theoretical perspective, an evaluation of the overall introduction, purposes, and transitions in the use of logistics centers found issues to ponder and suggested measures to promote and further advance logistics centers. First, a fact-finding survey to establish demand forecast and standardization is needed. As logistics newspapers predicted that after 2012 supply would exceed demand, causing rents to fall, the business environment for logistics centers has faltered. However, since there is a shortage of fact-finding surveys regarding actual demand for domestic logistic centers, it is hard to predict what the future holds for this industry. Accordingly, the first priority should be to get to the essence of the current market situation by conducting accurate domestic and international fact-finding surveys. Based on those, management and evaluation indicators should be developed to build the foundation for the consistent advancement of logistics centers. Second, many policies for logistics centers should be revised or developed. Above all, a guideline for fair trade between a shipper and a commercial logistics center should be enacted. Since there are no standards for fair trade between them, rampant unfair trades according to market practices have brought chaos to market orders, and now the logistics industry is confronting its own difficulties. Therefore, unfair trade cases that currently plague logistics centers should be gathered by the industry and fair trade guidelines should be established and implemented. In addition, restrictive employment regulations for foreign workers should be eased, and logistics centers should be charged industry rates for the use of electricity. Third, various measures should be taken to improve the management environment. First, we need to find out how to activate value-added logistics. Because the traditional purpose of logistics centers was storage and loading/unloading of goods, their profitability had a limit, and the need arose to find a new angle to create a value added service. Logistic centers have been perceived as support for a company''s storage, manufacturing, and sales needs, not as creators of profits. The center''s role in the company''s economics has been lowering costs. However, as the logistics'' mana... 세계화의 진전으로 기업 간의 경쟁은 날로 치열해지고 있으며그동안 단순 비용으로만 인식되던 물류분야가 비용과 서비스 제고측면에서 제3의 이익원으로 인식되고 있다. 이에 물류경로 상에서공급자와 판매자 및 수송과 보관의 연계를 원활하게 수행하도록하는 핵심 인프라인 물류센터의 관심이 고조되고 있으며 본 연구에서는 물류센터의 활성화 및 발전을 위한 방안을 모색하고자 한다. 먼저 이론적 고찰을 통하여 선행연구 및 물류센터의 개요 및역할, 현황 등에 대하여 알아보았으며 물류센터의 문제점 파악과더불어 물류시설의 수요조사 및 표준화 구축을 위한 가이드 제시,관련 법령 및 제도 정비, 규제 보완, 불공정 거래 척결을 위한 방안 등의 정책 개선, 공동화, 정보화 등을 통한 효율적 운영을 위한시스템 구축, 안전관리, 원가산정을 통한 비용개선, 파트너쉽 구축,재정적 지원, 부처별 협력 등의 발전방안을 제시하였으며, 이러한방안은 물류센터의 활성화 및 선진화에 도움이 될 것으로 기대한다
물류서비스 향상, 물류비 절감, 핵심역량의 집중, 물류운영의 전문화 및 선진화 등의 이유로 3자 물류를 활용하는 사례가 증가하고 있으며, 신선제품의 안전성에 대한 소비자의 요구가 커지면서 콜드체인 3자 물류의 관심이 높아지고 있다. 콜드체인은 상품의 선도유지 및 안전성 확보를 위하여 적정한 온도로 관리하는 체계이기 때문에 일반 상온 물류체계와는 다른 특수성을 갖는다. 따라서 콜드체인 3자 물류는 일반적인 3자 물류와는 다른 시각에서 접근할 필요가 있다. 이에 본 연구에서는 콜드체인 3자 물류에 대한 설문조사를 실시하고 분석결과에 따른 시사점을 도출하였다. 콜드체인 3자 물류업체는 신선물류의 특수성을 반영한 전문성을 확보할 필요가 있었으며, 화주업체의 규모에 따른 맞춤형 전략을 구축할 필요가 있었다. Third-party logistics is increasingly used for reasons such as improvement of logistics service, reduction of logistics cost, concentration of core competence, specialization and advancement of logistics operation. In addition, as consumer demand for the safety of fresh products grows, interest in the third party logistics of cold chain is increasing. Cold chain has different characteristics from general logistics system because it is a system that manages the proper temperature to maintain the leading and safety of the product. Therefore, the cold chain third party logistics should be approached from a different point of view than the general third party logistics. In this study, the implications were derived through questionnaire analysis of cold chain third party logistics. The cold chain third party logistics company needed to secure expertise reflecting the special characteristics of cold chain logistics. In addition, customized strategies should be built according to the size of shippers.