본 연구의 목적은 경쟁결과와 성별이 원인지각에 미치는 영향을 검증하는 것이다. 연구를 위한 검사도구는 McAuley등이 1989년에 개발한 원인차원척도 질문지를 우리 설정에 맞게 번안한 후 타당성과 신뢰도를 검증하여 사용하였다. 연구 대상은 중학교 3학년에 재학중인 남자 28명과, 여자 20명으로 총 48명이다. 피험자들은 체육수업의 마지막 단계에서 체육교사에 의하여 배드민턴 기능 평가를 받았으며 성적편차 4점을 기준으로 능력별 대진표를 작성하였다. 작성된 대진표에 따라 피험자들은 서울대학교 체육관에서 배드민턴 경기를 하였고, 경기가 끝나는 즉시 승자와 패자로 분류하여 질문지에 반응하도록 하였다. 자료분석은 이원변량 분석의 통게기법으로 하였다. 연구결과는 다음과 같다. 첫째, 경쟁결과에 따라 내재성, 안정성, 외적 통제가능성, 내적 통제가능성의 원인지각 차원에 유의한 차이가 있었다. 즉, 승자는 패자에 비하여 자신의 결과를 내적이고 안정적인 것으로 원인지각 하였다. 그리고 외적 통제가능하고 내적 통제가능한 것으로 원인지각 하였다. 둘째, 성별에 따라 외적 통제가능성, 내적 통제가능성의 원인지각 차원에 유의한 차이가 있었다. 즉, 남자는 여자에 비하여 자신의 결과를 외적 통제불가능하고, 내적 통제가능한 것으로 원인지각 하였다. 셋째, 경쟁결과와 성별에 따라 외적 통제가능성의 원인지각 차원에서 상호작용 효과가 유의한 것으로 나타났다.

The characteristcs of children`s motor performance are slow response, low accuracy, greater var iability, inappropriate response, and ignoring KR when they perform at will. Not only physical growth, development, and maturation but also information processing capacity results in children`s motor performance deficits. In the late 1970s, motor development theorists accepted information processing model to explain the motor performance differences between adults and children. they try to clarify that whether the performance differences are due to structure(capacity) or function (control process) . To date, many researches show that the performance differnces result from children`s lack of control process rather than children`s small capacity. Children do not know how to lable the incoming information, how to rehearse to memorize the information in the long-term store, and how to organize the information already existed in their memory effectively, However, if children have enough information about specific task, they spontaneously develop adult-like memory strategy. This facts are due to their great knowledge base. Therefore, even though their sophisticated memory strategy can not compensate all their motor deficits, the role of teachers and coaches is to give children various movement experiences making their knowledge base bigger.Attribution theorists conceptualize causal ascription, the perceived causes of previous performance, as a major sources of achievement motivation. Therefore, they focus their interest on searching for the causes of events. For any given situation, however, their may be an infinite number of potential reasons why a particular event ocurrs. Many attribution theorists nowadays generally clasify these causes along three causal dimensions (internality, stability, and controllability) . They believe that individuals understand the causes and give meaning them on the basis of these dimensions. Attribution theory deals with two main areas : antecedents of attribution and the consequences of attribution. In sport-related areas, win or lose-attribution link has been the most studied of the two. In order to be a firmly established theory and to be utilized in achievement situation, further research in attribution framework is required in attribution. consequence link and in antecedent-attribution link also in addition to win or lose-antecedent link.

Marine casualities in the high sea are mainly classified into the breakage of hull and capsize , of which the latter occurs frequently to a small craft and container vessels by extreme rolling. The aim of this study is to develop shiphandling techniques for the prevention of ship's large rolling by way of evaluating dangerous degree of rolling in heavy weather. In this study, rolling motion is analized by using statistical method as follow : (1) 8 sample ships is presented for calculation. (2) Analized sea state are Beaufort scale 7 and 10 (wind velocity 30kts and 50kts respectively) and significant wave height is put as 5.2m and 11.2m. (3) The formula recommended by International Towing Tank Conference (ITTC) is used to calculated the wave spectrum. The results of this study are as follow : The results of this study are as follow : (1) Most of the vessels with beam of 20 meters or less was found to be capized in the waves abeam under the sea condition of Bearfort scale7(30kts). (2) For the vessels range 20m to 30m was found safe under the sea conditions of Bearfort scale 7(30kts) and imminent danger under the sea condition of Beaufort scale 11(50kts). (3) It is proved that any vessel could be capsized by heavy rolling regardless of vessel's size whenever the motion is synchronized with waves abeam. This study concludes that the navigator, especially at night , must anticipate the exact wave direction, referring to the wether report and coastaline, not to lay the vessel in the serial wave abeam.

The transportations of most of cargoes in world trade have been fulfilled through sea lanes and it seems this trend will not change in near future. Nowadays, inview of the technical aspects of merchant vessels, they are continuously enlarged in hull size and greatly specialized in structure for the cargo spaces and dramatically automatized in navigating, piloting, cargo operating and various other operations, which unavoidably require high technicals in operating the modern merchant vessels. On the contrary to the trend of requiring of operating high technicals, the capabilities of crew on board have been gradually declining in technical competence and their morale for accomplishing their duties on board vessels has greatly falled won compared with that of old days. The above result inevitably brings many problems in operating modern vessels and causes accidents which are avoidable through good competence and high morale of the crew. We intend to analyze the causes of several great sea accident with which it seems some human errors are connected more or less directly or indirectly. We hope that this study could suggest some measures which help to prevent the recurrence of similar accidents by Korean ship's crews.

For traffic proceeding in random directions on a plane surface the frequency of collision, if no avoiding action in taken ,is approximately proportional to the square of the traffic density and directly proportional to the size and speed of the ship, Avoiding is normally taken and the rte of collisions is therefore also governed by additional factors such as the visibility, the effectiveness of the collisionavoidance rules, the competence of personnel or watchkeeping attitude, the maneuverability of the ship and the efficiency of radar and other equipments. From the viewpoint of watchkeeper who is responsible for maneuvering, watchkeeping attitude such as lookout and action to avoid collision is the most controllable factor among those mentioned above. In practice, according to the investigation of the institution of marine courts, about 50% co collisions occurred is caused by disorbedience to steering and sailing rules of international regulations for preventing collision at sea including lookout. So we classify the process of collisions with first sight of another ship , assessment of risk of collisions and action to avoid collisions and make a factural survey about lookout and action to avoid collisions from the point on "time" and " distance", namely relationship among ship's size, speed, first sight time of another ship, action to avoid collisions ,and distance from sight of another ship to collision occurred. According to the results of the actual survey , we come to conclude that most of collisions occurred are due to improper lookout and ineffective action to avoid collision which means time lag from first sight of another ship to time of action taken to avoid collision is relatively long. is relatively long.

The disasters of wet bound vessels have been more frequent than those of east bound ones on the sea routes of the North Pacific Ocean in winter season. M/V Hanjin-Inchon was also west bound in her missing voyage. The container vessel of 17, 676 gross tons, M/V Hanjin-Inchon owned by Hanjin Shipping Co.Ltd in Seoul Korea left seattle in west coast of U.S.A for Pusan , Korea on the 5th Feb., 1987 and sailed along the exact courses recommended by Ocean Routes until she reported her position and speed as 49-30N, 158-00E and 8 knots to her head office in Seoul by this ship's time 2200 hours on the 13th Feb., 1987. The above message turned out to be last message from her because she had been missing since then leaving no message but only two life boats of her name, three containers cases, large scale of oil slicks and the corpse of her 3rd mate drifting on the sea near the position reported by her last message.