서울地域 택시運輸業體의 企業構造 및 運轉技士의 勤勞條件에 關한 實證的 硏究 = A Field Study on the Financial Structures and the Inner Textures of Taxi-cab Business in Seoul

다국어 초록 (Multilingual Abstract)

1-1 The rate of occurrence of traffic accidents in Korea, which is almost 9 times of that of Japan, and the death rate of nearly 35 times of that of the United States is very serious and urgent problem that must be solved.
1-2 Judging that the cause of the traffic accidents is evolved from the structural and financial inconsistency of the Taxi-cab buisness firms, this study is to find some ways of solution through financial and structural analysis of the business firms.
2-1 The status of the Taxi-cab business firms in Seoul. At present there are 12,460 cars managed by "private-car ownership system", "one-car ownership system" and "one-firm ownership system". They are from 212 Taxi-cab firms and 554 "one-car owners", which shows the increase of 3 times of the firms and 4 times of the cars in 1964―3,141 Taxi-cabs out of 59 firms.
2-2 "Private-car-ownership" is given to the drivers who has his own car, safe-driving record of over 5 years, and who never hire any driver for his car.
2-3 "One-car-ownership system" is a kind of business contract done by the one-car owner and the firm president. A one-car owner pays monthly fixed amount of fee in order to have his car operated under the name of the firm. In this case the one-car owner does the job of being an actual president of the least scaled "one car firm", for he is free and responsible in all of running his car except paying the fee to the firm every month. If this "one-car owner" rents a car to a driver there happens undesirable condition for the driver―the "rent-a-car-to-a driver system".
2-4 In "one-firm ownership system" the firm has to have cars and controls the drivers directly. In Seoul there are 92 such firms with 1,516 cars.
3-1 The rate of share holding of the president and his family in such a "one-firm ownership" business is 82%, and that of a "semi-one-firm ownership" is 62%.
3-2 A "one-firm ownership" business has 60 Taxi-cabs, and a "semi-one-firm ownership" business has 13 cars in average.
4-1 The average capital stocks of "one-firm ownership system" is ￦22,330,000, while that of "semi-one-firm ownership system" is ￦15,700,000. There is 1 firm that has capital stocks of less than ￦5,000,000, and there are 10 firms with that of less than ￦10,000,000 in Seoul.
4-2 The financial status of the total assets of "one-firm ownership" business shows ￦96,910,000, and that of "semi-one-firm ownership" business reads ￦36,440,000.
4-3 The average total proceeds of the "one-firm ownership" business is ￦52,980,000, and that of "semi-one-firm ownership" business is ￦15,710,000.
5-1 The average age of the management is about 43yrs, and the educational status is as 42% of college graduates, 45% of high school finishers, and average business carrier is 10 yrs.
5-2 The average monthly earning of the management is ￦123,600, and 72% of them owns their houses with 3 rooms.
5-3 The magagement have views on the Taxi-cab business that it is dangerous, hard-working, and also is not recognized. The 64% of the management prefer to "one-firm ownership system", and again 49% give credit to a "salary-paid-driver system".
6-1 The average age of the car-owners is 39yrs, the educational status is 18% of college graduates, 40% of high school graduates, and the average working experience is 7 yrs.
6-2 The average monthly income of the car-owners is ￦94,500, and 43% of them have their own houses with 2 rooms.
6-3 The car owners also think that the Taxi-cab business is a dangerous, hard-working, and not recognized one. The 95% of them want "private-car ownership", and again 63% like "rent-a-car-to-a driver system". The 33% prefer to "salary-paid-driver system".
7-1 The average age of the drivers is 33yrs, with the educational status of 1% of college educated, 33% of high school educated. And their average working experience is about 7yrs.
7-2 The average monthly earning of the drivers is ￦47,200. The 18% only have houses, 62% live in rented rooms, and 5% have TV sets. The 50% of the drivers are unhappy with their living conditions.
7-3 The average of daily working hour of the drivers is 17.5 hrs, with 78 of every other day duty. 92% of the drivers believe that the Labour Standard Law is not working for them, and it causes their short period of working, 1 year, in a firm. The 54% of the reasons of their transfer are personal situations.
7-4 The 57% of the drivers became drivers just for earning, thinking that their job is dangerous, heavy-working, and not recognized. 37% want to have another job, and 15% are not certain whether to stay or leave the job. 58% think "one-firm ownership system" is desirable. 86% of them prefer to salary system, and 65% think that the employer seems to seek his advantage only. 53% see the relation between employer and employee as that of the powerful and the weak. 71% insist that the Labour Union should be active for the benefit of the drivers, protecting their rights, 33% want the Union to contribute for their salary-raising as well as for the legal defense when they come across car accidents.
8-1 The problems in Taxi-cab business are found as the following:
1) Managerial structural inconsistency.
2) Family management with worn-out or out-of date facilities.
3) Poor scale of capital stocks.
4) Distrust tendency among firm, car-owner, and driver.
5) Bad and inferior labor conditions for drivers like those of "rent-a-car-to-a driver system".
8-2 Proposals for the solution:
1) Doing away with the nunecessary elements in the management, and abolition of "rent-a-car-to-a driver system".
2) Enlarging the scale of capital stocks.
3) Betterment of working conditions of drivers.
4) The well-planned, strong and consistent government plicy and efforts to improve the situation.

목차 (Table of Contents)

• 第1章 序論
• 1. 問題의 所在와 硏究의 目的
• 2. 硏究의 對象과 範圍
• 3. 硏究方法
• 第2章 企業構造
• 1. 서울地域 택시運輸業 槪觀
• 2. 管理構造
• 第3章 經營構造와 管理狀況
• 1. 資本과 經營
• 2. 管理狀態
• 3. 施設狀況
• 第4章 財務構造
• 1. 企業의 財務構造
• 2. 車主의 財務狀態
• 第5章 經營管理層
• 1. 人的狀況
• 2. 收入 및 生活狀態
• 3. 意識構造
• 第6章 車主
• 1. 人的狀況
• 2. 收入 및 生活狀態
• 3. 意識構造
• 第7章 運轉技士
• 1. 人的狀況
• 2. 收入 및 生活狀態
• 3. 勤勞條件
• 4. 意識構造
• 第8章 結論
• 1. 問題點
• 2. 몇가지 建議