The purpose of this study were to examine the effect of consumer-brand relationship of fashion luxury product on brand loyalty and the mediating effect of consumer satisfaction. The questionnaire developed through the literature search and a survey was conducted both in on-line and off-line questionnaire simultaneously. Finally 227 data from women who had a buying experience of fashion luxury products were analyzed using frequency, factor analysis, ANOVA, t-test, regression analysis by SPSS for WIN program. The results were as follows. First, the consumers' brand identification was composed of three factors; self-connection, interdependence, attachment. Second, the consumer- brand relationship significantly influenced on the brand loyalty. Third, the consumer-brand relationship significantly influenced on the consumer satisfaction. Fourth, the consumer satisfaction significantly influenced on the brand loyalty. Fifth, the consumer-brand relationship had both direct and indirect effects on brand loyalty mediated by consumer satisfaction. The results indicated that causal relationship was existed among these three variables.

이 연구에서는 낙도보조항로의 운영실태와 발달과정에 대하여 정리하였다. 낙도보조항로는 14개 사업자가 U개 항로에서 총 30척 선박으로 낙도주민을 위한 안정적인 생활교통편의를 제공하고 있다. 항로별 수송실적을 분석한 결과, 낙도보조 항로를 이용하는 여객 수가 매년 증가하고 있다. 선박 이용자의 서비스 만족도를 향상시키기 위해서 운영사업체별로 경영평가제를 도입하는 등 보다 구조적인 변화가 요구된다. 이 연구의 결과들은 낙도보조항로 중장기 발전방향 수립에 기초 자료로 활용하는 데 그 의미가 있다.

Gardeniae Fructus (Gardenia jasmmoides Ellis) is widely used as a natural food colorant and as a traditional medicine for the treatment of hepatic and inflammatory diseases. The quality evaluation of Gardeniae Fructus was carried out by HPLC using geniposide as a marker. The geniposide was isolated from commercial Gardeniae Fructus on ODS column using a mixed solvent of acetonitrile-water (v/v 9:91) as mobile phase and a detection wavelength 240 mm. The content of geniposides in twenty different samples was in a range of 1.20% to 7.17% of total tissues and the average was 4.97%.

A study on the changes of the oceanographical environment caused by Mokpo coastal zone development was carried out. Special emphasis was placed on the clarification of the water level changes and coastal current structure and influence of the environmental factors on the coastal area. In order to understand the structure oceangraphical environemnt, such as water temperature, salinity, suspended solids, pH, dissolved oxygen, chemical oxygen demand, biochemical oxygen demand, distribution of bottom sediment, tide and current were measured. To investigated the structure of tide and current for the future development, a numerical analysis was carried out. In certain zones, it was found to be flooding problems near the lowlying commercial area.

The change of water level at Mokpo Harbour and its adjacent coastal area due to the construction of the Youngsan Estuary Barrage and the Third Land Reclamation Work of estuary barren had been roughly expected. Periodical floods, which occur 2 times per month, are also being observed at the low lying commercial areas near the Mokpo Old Harbor. Although it is said that the highest tidal current component among the tidal current records at the approaching channel to Mokpo Harbor is reduced to 6 kts, because of the esturary barrage, they do not give any precise statement or a deep analysis for the flooding and periodical water level change under certain environmental conditions. Moreover, they never tried the analysis of development plan considering the natural disaster such as typhoon or other extreme conditions. Thus, it is necessary to collect and analyze the data related to floodings, harbor oscillations, currents, and water quality , etc. because of the development considering the extreme condition. Thus, it is necessary to collect and analyze the data related to floodings, harbor oscillations, currents, and water quality, etc. because of the development considering the extreme condition and to evaluate the field observation and measurement, including the numerical model simulation based on the scientific approaches. This study deals the problem of the water level change among the integrated analyses of the coastal area changes. The result can be used for the integrated planning to give a strong foundation and it will contribute to the development of local area.

A two dimensional numerical model as well as theoretical formula are used to investigate the seich characteristics of Mok-po harbour. The natural periods of the first two modes computed from the numerical mode are about 34 minutes and 12 minutes which are well consistent with those by the theoretical formula.

In the North Pacific Ocean a lot of large waves set up in winter, affected by continued winds and swells owing to severe extratropical cyclones. Under this sea condition, if the ship is about 100,000L/T (in deadweight capacity tonnage), we can't find the danger involved in the ship at sea apparently. But when we compare the seaworthiness of ship's building strength with the stress given to the hull by waves, we can't insist that the former be more stronger than the latter. As a result, VLCC is in danger of destroying and cutting for lack of longitudinal strength in heavy weather. Up to this time, Naval Architects have actively studied the relation between ship's longitudinal strength and waves as a ship's projector; however, actually, they have never made more profound study on the problem of longitudinal strength in relation to navigation. The main puprpose of this thesis is to clarify these vivid actual states of ship's trouble unknown to ship's masters. In this thesis we picked up VLCC Pan Yard, a vessel of Pan Ocean Bulk Carrier company's, as a model ship. And in the North Pacific Ocean, we have chosen for this research the basins where the wind speed and the wave height are greater than average. The data used this thesis are quotes from the "winds and waves of the North Pacific Ocean('64-'73)", and wind speed more than 30 knots was made use of as an ocject of this study. By usinh the ITTC wave spectrum, we found out the significant waves for every 5 knots within the range of 20 knots to 45 knots of wind speed. According to this H1/1000 was calculated. The stress of ship's hull is determined by ship's speed and wave height. We compared the ship's longitudinal strength with a planned wave height by rules of several famous classification societies in the world. In the last analysis, we found out that ship's present planned strength in heavy weather is not enough. Finally we made a graph for avoiding heavy weather, with which we studied safe ship's handling in the North pacafic Ocean in winter.