목적 : 본 연구의목적은 전문가들의 의견 조사를 통해 고령운전자 운전제도의개선방안에 대한 기초 자료를 제시하고자 하였다. 연구방법 : 본 연구는 운전 및 고령자에 대한 전문가 10인을 대상으로 설문조사를 실시하고, 조사결과는 SPSS 12.0 Version을 사용하여 통계 분석하였다. 결과 : 본 연구의 주요 결과는 다음과 같다. 첫째, 고령운전자의운전적성 검사를 현행보다 강화해야 한다는 응답이 가장 많았으며, 둘째, 외국에서 실시되는 고령운전자 적성검사제도 중에 국내에 도입이 필요한 제도에 대한 인식을 확인하기 위해 선별하여 제시하여 확인한 결과, 자진반납제도 구축을 제외한 대부분의 제도에 대해 도입이 필요하다고 응답하였다. 마지막으로 고령운전자를 위한 운전기능검사가 필요하다고 응답하였다. 결론 : 고령운전자의운전제도를 강화하고 고령운전자들에게 객관적이고 타당한 운전기능검사를 실시한다면 고령운전자들의안전운전 증진에 도움을 줄 수 있을 것이다.

이 논문은 선박안전법시행규칙 제5조 제9호와 관련된 임시승선자의 연혁과 현황을 살펴보고, 외국의 입법례를 참고하여 개선방안을 제시한 것이다. 이 논문의 주요내용을 간략히 정리하자면 다음과 같다. 첫째, 선박안전법시행규칙 제5조 제9호에 대한 유권해석으로 인해 종래 화물차량과 함께 임시승선자로 승선하였던 운전자가 12명까지만 여객으로 승선하고 나머지 화물차량 운전자는 항공기 등 다른 교통수단으로 이동해야 함으로써 원활한 화물운송이 곤란할 뿐만 아니라 과도한 비용과 불편이 초래되고 있다. 그런데 로로화물선의 경우 선원과 동승하여 생활하는 선원의 가족이나 선박소유자 등은 임시승선자로 인정하더라도 승선인원의 안전과 선박의 안전운항에 문제가 없다고 하면서도, 화물관리인은 임시승선자로 인정하지 않는 것은 형평성에도 어긋날 뿐만 아니라 논리적 모순이 있다. 둘째, SOLAS 협약이나 유럽연합 규정 등에서 여객이나 선원과 구분되는 ‘기타의 자’가 일본의 선박안전법시행규칙 세칙에서 ‘기타 승선자’로 변형되면서 범위가 확대되었으며, 더 나아가 우리나라의 선박안전법시행규칙 제5조에서 ‘임시승선자’로 변형되면서 그 범위가 한층 더 확대되었다. 셋째, 해양수산부장관의 유권해석과 부산지방법원의 판결은 문리해석, 논리적․체계적 해석, 주관적․역사적 해석, 객관적․목적론적 해석 등과 같은 전통적 해석방법론뿐만 아니라 오늘날 일반적으로 통용되는 해석방법론에도 부합하지 않기 때문에 근거가 부족하고 설득력이 없는 것으로 보인다. 전통적 해석방법론이나 오늘날 일반적으로 통용되는 해석방법론에 따르면 선박안전법시행규칙 제5조 제9호는 여객선뿐만 아니라 화물선에도 적용될 수 있다. 넷째, 해석론을 통한 개선방안으로도 업계의 요구나 현실적인 필요에 대부분 대응할 수 있지만, 불필요한 논쟁과 송사를 피하기 위해서는 법률개정을 통한 입법론으로 개선방안을 마련하는 것이 더 바람직하다. 따라서 우리나라에서 운송되는 화물의 특수성이나 선박운항의 특수성 및 물류시스템의 현황을 반영하고, 자의적인 해석이 아니라 일반인의 상식적 판단에 따른 객관적 기준을 제시하기 위해서는 선박안전법시행규칙 제5조 제9호는 “화물의 특성상 특별한 관리가 필요한 농산물·수산물 운송차량, 가축운송차량 및 폭발성·인화성 물질 운송차량의 화물관리인(운전자는 화물관리인을 겸할 수 있다)”으로 개정하여야 한다.

The Theory of Value Drivers, or Value Driver Theory (Wendee, 2011), is useful in understanding the value creation process in any enterprise. Innovation and strategy are important components in the value creation process. This research, which is based on Value Driver Theory, explored the role that innovation and strategy have in the value creation process and how they are employed in creating enterprise value. Value Driver Theory was discovered using two different, but compatible, research methodologies. The qualitative study used to discover Value Driver Theory explored the effect of business value drivers on the valuation of businesses in the United States and proposed a theory of value drivers. The Value Driver Theory study used two research methods – grounded theory and the Delphi method - to explore the effect of business value drivers on the valuation of businesses in the U.S. and to propose a theory of value drivers. In addition to a list of 72 individual value drivers, which includes innovation and strategy, the theory of value drivers presents a comprehensive value driver possibilities frontier and value driver chain, both of which are part of and are used to explain the theory of value drivers. The theory of value drivers is comprised of 28 propositions that work in concert with the possibilities frontier, the value driver chain, and other elements that are described in the paper. The Value Driver Theory paper differs from other studies as follows: First, the paper significantly extends the notions, ideas, and concepts from previous studies on value drivers. Second, the paper creates a comprehensive classification scheme for value drivers and has identified many more characteristics and properties of value drivers than previous studies. Third, the study identified 72 specific value drivers through the literature review and the Delphi study. Fourth, the paper consolidates the material from the literature review and the result of the research conducted through the Delphi and grounded theory studies and codifies it into the theory of value drivers. Subsequent to the publication of the paper on Value Driver Theory, new conceptual frameworks and tools have been developed to enhance the usefulness of Value Driver Theory in evaluating the enterprise value creation process. These conceptual frameworks and research tools were explored in the current study in general terms; and particularly as to how they relate to and enhance the use of innovation and strategy in the value creation process.

Speeding is one of the principal causes of traffic accidents that harm not only the safety of pedestrians but also the driver himself and others. However, empirical studies on speeding behavior are mostly survey research and identification of cause-and-effect relationship is unclear. Also the reliability of the study results cannot be verified using retrospective methods. To complement this point, it is important to conduct an experimental study, but realworld field research using real vehicles is almost impossible to apply equally to all subjects by controlling surrounding vehicles and signal systems. Therefore, in this study, we compared the overspeed characteristics of high risk driver types using driving simulator. The high risk driver types were divided in to four types: elderly driver, commercial driver, driver with more than 10 years of driving experience, and driver within 2 years of license acquisition. The overspeed characteristics were identified by using an index called Accumulated Speeding (AS). Based on overspeed characteristics differences between driver types, it is expected that additional education by driver type will be possible in the safety education using Driving Simulator.

In this study, eye movements of drivers on expressway ramps were comprehensively investigated using raw data from driving simulator and eye tracker(MyGaze) deducted though the previous study. Based on the literature review, several parameters including number of fixations, fixation time, horizontal & vertical eye movements, and gaze position were selected. With them, eye movements of older drivers and young drivers were compared and investigated. Average fixation time of older drivers is shorter and tend to focus more on the inside road edge for both left and right turning ramps comparing young drivers. Also, they tend to look wider at right turning ramp. All driver’s fixation points were spread along the inside road edge for both left and right turning ramps. Currently, road delineating facilities are installed on the side where centrifugal force is applied. However, considering the result, it should be installed where centripetal force is applied. In addition, road line marking management should be more taken care of. For future study, vehicle’s speed is also in need of consideration with eye movement.

PURPOSES: The effects on traffic accidents change with the changing environment. Accordingly, this study analyzes the characteristics of traffic accidents based on the personal characteristics (gender and age) of drivers, and those of 25 autonomous districts in Seoul, and suggests improvements. METHODS: Based on data pertaining to traffic accidents in Seoul, the analysis of accident characteristics was conducted by categorizing the types of traffic accidents according to the drivers' gender and age, and characteristics of 25 autonomous districts in Seoul. Further, for statistical verification, the SPSS software was used to derive influence variables through a multinomial logistic regression analysis, and a method for reducing traffic accidents was proposed. RESULTS : Analysis results show that males tend to be more involved in speed-related accidents and females in low-experience drivingrelated accidents such as those during parking and alleyway driving. In addition, variables such as age, automobile type, district, and day of the week are found to influence accident types. CONCLUSIONS : This study analyzed the accident characteristics based on personal and city characteristics to reflect the sociological characteristics that influence traffic accidents. The number of traffic accidents in Korea could be decreased drastically by implementing the results of this study in customized safety education and traffic maps.

이 연구의 목적은 골프드라이버 샤프트의 가변성이 타구속도, 헤드스피드 및 비거리에 미치는 영향을 분석하고자 하였다. 이 연구에 참여한 피검자는 핸디캡이 0인 남자 프로골퍼 10명과 핸디캡이 18인 남자 아마추어 골퍼 10명으로 하였다. 클럽의 종류는 1번 드라이버로 한정하였고, 각기 다른 스팩의 24개 드라이버를 가지고 실시하였다. 종속변인으로는 타구속도, 비거리 및 헤드스피드로 하였다. 연구 결과 다음과 같은 결과를 얻었다. 첫째, CPM에 따라 유의한 차이가 나는 것으로 밝혀졌고, 사후검증 후 230< 이상일 때 타구속도, 비거리 및 헤드스피드에서 최적의 수행력을 보였다. 둘째, 샤프트길이에 따른 타구속도 및 비거리는 유의한 차이가 나는 것으로 나타났고, 사후검증 후 타구속도 및 헤드스피드는 46inch에서 비거리는 45inch에서 최적의 수행력을 보였다. 셋째, 샤프트 무게에 따른 변인 간 차이는 나지 않았고, 사후검증 후 샤프트 무게가 65g일 때 타구속도와 비거리에서 최적의 수행력을 보였고, 50g일 때 헤드스피드에서 최적을 보였다. 또한 프로와 아마추어 간에는 변인에서 유의한 차이가 나는 것으로 나타났다. 결론적으로 최적의 드라이버는 CPM이 230<, 샤프트길이 46inch, 샤프트 무게가 65g 샤프트 일 때 최고의 수행력을 발휘하는 것으로 판명되었다.

PURPOSES : This study analyzed the difference in a driver’s workload between using a driving simulator and field driving in tunnel, highway.METHODS: Based on the literature review, it was found that a driver’s workload could be quantified using biosignals. This study analyzed the biosignal data of 30 participants using data collected while they were using a driving simulator and during a field test involving tunnel driving. Relative energy parameter was used for biosignal analysis.RESULTS : The driver’s workload was different between the driving simulator and field driving in tunnels, highway. Compared with the driving simulator test, the driver’s workload exhibited high value in field driving. This result was significant at the 0.05 level. The same result was observed before the tunnel entrance section and 200 m after the entrance section.CONCLUSIONS: This study demonstrates the driving simulator effect that drivers feel safer and more comfortable using a driving simulator than during a field test. Future studies should be designed considering the result of this study, age, type of simulator, study site and so on.

This study highlights the theme of safety leadership in railway organization, conducting empirical analysis on the relationship between safety climates, safety leadership, safety behavior, and accident. The empirical test results based on questionnaires received from 223 train drivers working at A subway firm indicated that relationship between CEO's safety philosophy, and safety communication showed a significant positive effect on boss's safety leadership. And boss's safety leadership showed a positive influence on observation belonging to safety behavior, which in turn showed a significant negative relationship with mistake. However, mistake, observation and violation were shown that there are no relationship with accidents.

The approach will be to study the fast evolving use of technology in fashion, especially related to creating innovative materials in the clothing business. From discussing nano technology as well as embedded sensors, we shall try to take a look at the evolution of technology in fashion garment construction. Special mention will be given to companies like Intel who are working with designers to create innovative fabrics and material prototypes. We shall also touch upon the use of technology to create unique and rare products that cannot be recreated and hence have a lot of value associated with them.

PURPOSES : The desire of drivers to increase their driving speeds is increasing in response to the technological advancements in vehicles and roads. Therefore, studies are being conducted to increase the maximum design speed in Korea to 140 km/h. The stopping sight distance (SSD) is an important criterion for acquiring sustained road safety in road design. Moreover, although the perception-reaction time (PRT) is a critical variable in the calculation of the SSD, there are not many current studies on PRT. Prior to increasing the design speed, it is necessary to confirm whether the domestic PRT standard (2.5 s) is applicable to high-speed driving. Thus, in this study, we have investigated the influence of high-speed driving on PRT. METHODS : A driving simulator was used to record the PRT of drivers. A virtual driving map was composed using UC-Win/Road software. Experiments were carried out at speeds of 100, 120, and 140 km/h while assuming the following three driving scenarios according to driver expectation: Expected, Unexpected, and Surprised. Lastly, we analyzed the gaze position of the driver as they drove in the simulated environment using Smarteye. RESULTS: Driving simulator experimental results showed that the PRT of drivers decreased as driving speed increased from 100 km/h to 140 km/h. Furthermore, the gaze position analysis results demonstrated that the decrease in PRT of drivers as the driving speed increased was directly related to their level of concentration. CONCLUSIONS : In the experimental results, 85% of drivers responded within 2.0 s at a driving speed of 140 km/h. Thus, the results obtained here verify that the current domestic standard of 2.5 s can be applied in the highways designated to have 140 km/h maximum speed

본 연구는 고령 운전자의 운전능력에 대한 주관적 평가와 객관적 수행, 이동성 및 주관적 안녕감 사이의 관련성을 살펴보기 위해 수행되었다. 고령 운전자들의 이동성과 주관적 안녕감은 설문조사 방법을 통해 측정하였다. 운전능력 에 대한 주관적 평가는 다양한 운전 상황을 도식적으로 제시한 후 각 상황에서의 운전능력을 주관적으로 평정하게 하였고. 객관적 수행은 운전 시뮬레이션을 이용하여 측정하였다. 본 연구의 주요 결과를 요약하면 다음과 같다. 첫째, 고령 운전자의 운전능력에 대한 객관적 수행과 이동성 사이의 상관은 유의하지 않았던 반면, 주관적 평가와 이동성 사이의 상관은 정적으로 유의하였다. 그리고 이동성과 주관적 안녕감의 하위요인 중 삶의 만족, 긍정 정서와는 정적 인 반면, 부정 정서와는 부적인 상관이 관찰되었다. 둘째, 고령 운전자의 운전능력에 주관적 평가가 높을수록 이동성 수준이 높았고, 이러한 높은 이동성은 다시 주관적 안녕감의 하위요인 중 삶의 만족과 긍정 정서를 정적으로 반면,부정 정서는 부적으로 예측하였다. 본 연구의 결과들은 고령 운전자의 주관적 안녕감에는 객관적 운전수행보다는 운전 능력에 대한 스스로의 평가가 더 중요한 기여를 할 수 있다는 것을 시사한다.

This study highlights empirically the relationship among major constructs such as accident, fear and anxiety emotion, self-efficacy, and negative spillover of work, focused on the railway drivers. The differentiated factor of this study is in that the experience of accident was posed as exogenous variable. Hypothesis tests based on 201 samples verified that the experience of accidents showed a significant effect on negative spillover of work mediated by fear and anxiety, with moderating effect of self-efficacy between fear and anxiety and negative spillover of work. However, the moderating effect was shown as increasing the degree of negative spillover of work, since the drivers recognized their fear and anxiety accrued by accident experience as uncontrollable. This finding suggests the need for mitigating driver's negative emotion - fear and anxiety - through an introduction of practice such as exemption of settlement obligation in accident site and lowering of the penalty for accident responsibility.

PURPOSES: Nighttime driving is very different from daytime driving because drivers must obtain nighttime sight-distances based on road lights and headlights. Unfortunately, nighttime driving conditions in Korea are far from ideal due to poor lighting and an insufficient number of road lights and inadequate operation and maintenance of delineators. This study is conducted to develop new standards for nighttime road visibility based on experiments of driver perception for nighttime visibility conditions. METHODS : In the study, perception level and satisfaction of nighttime visibility were investigated. A total of 60 drivers participated, including 34 older drivers and 31 young drivers. To evaluate driver perceptions of nighttime road visibility, fuzzy set theory was used because the conventional analysis methods for driver perception are limited in effectiveness for considering the characteristics of perception which are subjective and vague, and are generally expressed in terms of linguistic terminologies rather than numerical parameters. RESULTS : This study found that levels of nighttime visibility, as perceived by drivers, are remarkably similar to their satisfactions in different nighttime driving conditions with a log-function relationship. Older drivers evaluated unambiguously degree of nighttime visibility but evaluations by young drivers regarding it were unclear. CONCLUSIONS : A minimum value of brightness on roads was established as YUX 30, based on final analyzed results. In other words, road lights should be installed and operated to obtain more than YUX 30 brightness for the safety and comfort of nighttime driving.

This study highlights empirically the relationship among major constructs such as accident, fear and anxiety emotion, self-efficacy, and negative spillover of work, focused on the railway drivers. The differentiated factor of this study is in that the experience of accident was posed as exogenous variable. The main statistical tool was Regression. Hypothesis tests based on 201 samples verified that the experience of accidents showed a significant effect on negative spillover of work mediated by fear and anxiety, with moderating effect of self-efficacy between fear and anxiety and negative spillover of work. However, the moderating effect was shown as increasing the degree of negative spillover of work, since the drivers recognized their fear and anxiety accrued by accident experience as uncontrollable. This findings suggest the need for mitigating driver's negative emotion - fear and anxiety - through an introduction of practice such as exemption of settlement obligation in accident site and lowering of the penalty for accident responsibility.

PURPOSES: The purpose of this study is to verify traffic accident injury severity factors for elderly drivers and the relative relationship of these factors. METHODS: To verify the complicated relationship among traffic accident injury severity factors, this study employed a structural equation model (SEM). To develop the SEM structure, only the severity of human injuries was considered; moreover, the observed variables were selected through confirmatory factor analysis (CFA). The number of fatalities, serious injuries, moderate injuries, and minor injuries were selected for observed variables of severity. For latent variables, the accident situation, environment, and vehicle and driver factors were respectively defined. Seven observed variables were selected among the latent variables. RESULTS: This study showed that the vehicle and driver factor was the most influential factor for accident severity among the latent factors. For the observed variable, the type of vehicle, type of accident, and status of day or night for each latent variable were the most relative observed variables for the accident severity factor. To verify the validity of the SEM, several model fitting methods, including , GFI, AGFI, CFI, and others, were applied, and the model produced meaningful results. CONCLUSIONS: Based on an analysis of results of traffic accident injury severity for elderly drivers, the vehicle and driver factor was the most influential one for injury severity. Therefore, education tailored to elderly drivers is needed to improve driving behavior of elderly driver.

PURPOSES : The purpose of this study is to suggest a basis for setting appropriate safety goals specifically related to the threshold zone luminance in a vehicular traffic tunnel. . METHODS: In the test, drivers were divided into two groups. One group consisted of all drivers (average drivers) group with an age ratio of drivers holding domestic driver's license and driver group by age to produce threshold zone luminance in the tunnel. The threshold zone luminance produced as a result was used to analyze how it affects the safety level of each driver group and provide a basis for setting an appropriate safety criterion that can be used to determine threshold zone luminance. We used test equipment, test conditions, and ananalysis of threshold zone luminance identical to that reported by ChoandJung(2014) but the values of adaptation luminance in our analys is were expanded to range from100 to10,000 cd/m2. RESULTS : Adaptation luminance and threshold zone luminance are found to be related by a quadratic function. The threshold zone luminance needed by older drivers to ensure a certain safety level is significantly higher than that for drivers of other age brackets when adaptation luminance increases. 56% of older drivers are at an increased risk of an accident at the same luminance for which the safety level of average drivers is 75%. The safety level that can be achieved for older drivers increases to above 60% when threshold zone luminance level is set with the goal of attaining a safety level of more than 85% for average drivers. The safety level that can be attained for average drivers is above 90% when the threshold zone luminance is high enough to ensure over 75% in the safety level of older drivers. Results of this study are applicable to highways and others whose designed speed is 100 km/h. CONCLUSIONS : Threshold zone luminance determined on the basis of drivers having average visual ability is of limited value as a performance standard for ensuring the safety of older drivers. Hence, safety level for older drivers should be considered separately from safety levels for drivers with an average ability to avoid risk. Upward adjustment of older drivers' safety level in the process of determining appropriate threshold zone luminance in a vehicular traffic tunnel may bring both tangible and intangible benefit as a result of reducing accidents. However, there is an associated dollar cost arising from installing and operating lights. As a result, the economic impact of these trade-offs should also be considered.

본 연구에서는 2D 화면과 3D화면으로 각각 제시된 운전 시뮬레이션 환경에서 운전자의 종적 차량통제, 주관 적 피로감 및 지각된 현실감에서의 차이를 비교하였다. 본 연구의 결과들을 요약하면 다음과 같다. 첫째, 실험참 가자들은 미리 정해진 네 가지 수준의 목표속도(60, 80, 100 및 120km/h)를 유지할 때 3D 조건보다는 2D 조건에 서, 그리고 목표속도가 낮을수록 목표속도에 비해 더 빠르게 운전하였고, 이러한 경향은 목표속도 조건과 상관없 이 일정하였다. 둘째, 선행차량과의 차간거리 유지수행에 대한 분석 결과, 2D 조건에 비해 3D 조건에서 실험참가 자들은 선행차량과 더 근접한 차간거리를 유지하며 주행하였는데, 특히 선행차량의 주행속도가 비교적 느렸던 조건(즉, 60km/h)에 비해 비교적 빨랐던 조건(즉, 80 및 100km/h)에서 이러한 경향이 두드러졌다. 셋째, 속도 유지 과제와 선행차량과의 차간거리 유지수행 모두에서 2D 조건에 비해 3D 조건에서 실험참가자들이 경험하는 피로 감의 수준이 더 높았으나 주관적 현실감에 대한 평가에서는 두 가지 과제 모두에서 2D와 3D 조건에 따라 유의 한 차이가 관찰되지 않았다.

Purpose – The purpose of this paper is to examine retail brand equity driver and equity components, and discuss the differentiation of retail branding strategy of three types of supermarket (national chain, local chain and specialty chain) especially in Japan. Design/methodology/approach –The empirical study is based on a sample of 3,062 customers usually using supermarket chain stores (total 58 chain stores) via Internet research household panel to develop this model, and using multiple-group structural equation modeling. Findings – First, store equity driver influence the retail brand equity than policy of corporate driver, and the most affect factor of store equity driver is a service and support. Second, Retail brand equity components were distinctiveness, emotional loyalty, experience value, and trustworthiness. Emotional loyalty and experience value influences the behavioral loyalty. Third, three types of supermarket have different equity drivers, and they influence the purchase behavior. Specialty chain has a strong store driver, which increases of price per unit. National chain and local chain has a strong covariance policy of corporate driver and store equity driver, which influences the retail brand equity. Originality/value – Understanding the retail brand equity in Japanese supermarkets. Retail brand equity is made from a holistic aggregation of some components, and equity driver is made from store attributes and corporate attributes, which are attribution level of operational activities. Consumer recognizes the store as a holistic brand but company wants to know how to increase the behavioral loyalty (purchase behavior), this retail brand equity model integrates the retail brand as holistic and attribution level approach follows retail-marketing activities.