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  • *遠藤 正之, 山崎 宗人
    経営情報学会 全国研究発表大会要旨集
    2022年 202111 巻 2C2-4
    発行日: 2022/01/31
    公開日: 2022/01/27
    会議録・要旨集 フリー

    わが国のロボアドバイザーサービスは、2016年に開始され、3社が代表的なサービスであるが、その中でもWealthNaviの成長が他を圧倒している。3サービスに関して、データ比較、ヒアリング、学生へのアンケート等を通して分析した。その結果、WealthNaviの成長の要因は、認知度、サービス開発力、他企業との提携戦略、金融リテラシー向上のための取組みそして成長戦略の適切さだと考える。

  • 京都貯蔵銀行・京都銀行を事例として
    小川 功
    経済史研究
    2004年 8 巻 54-71
    発行日: 2004/03/31
    公開日: 2018/12/01
    ジャーナル フリー
  • ―名古屋市南大津通を対象として―
    伊藤 孝紀, 佐藤 拓海, 伊藤 誉, 西田 智裕
    デザイン学研究
    2020年 66 巻 3 号 3_21-3_30
    発行日: 2020/01/31
    公開日: 2020/02/25
    ジャーナル フリー

    本研究は, 街路空間の利活用と再整備において歩行者天国および可動式防護柵の移動に着目し, 歩行者の数, 方向, 位置,経路, 意識の変化を把握することを目的とする。
    歩行者天国における, 歩行者の数, 方向, 位置を明らかにするため, 観測調査をおこなった。調査結果から歩道における歩行者の数が, 平常に比べ, 撮影箇所毎に増減し, 方向は, 南北の構成比の差が平常に比べて小さくなることが明らかになった。また, 位置は, 撮影箇所ごとの特徴を把握した。
    可動式防護柵の移動における, 歩行者の数, 方向, 位置, 経路, 意識を明らかにするため, 観測調査に加え, 歩行者の経路をみる経路調査, 可動式防護柵の移動への評価および街路空間の評価をみる意識調査をおこなった。調査結果から, 歩行者の経路は,1 つに集約し, 短い経路をとることが明らかになった。意識は, 可動式防護柵の移動と街路空間の評価における相関関係を把握した。また, 位置は, 防護柵の移動により歩行者が街路空間に広く分布することが明らかになった。

  • 神吉 正三
    私法
    2003年 2003 巻 65 号 238-244
    発行日: 2003/04/30
    公開日: 2012/02/07
    ジャーナル フリー
  • 松本 章邦, 原 尚幸, 野村 和史, 縄田 和満
    応用統計学
    2010年 39 巻 2_3 号 41-58
    発行日: 2010年
    公開日: 2012/03/10
    ジャーナル オープンアクセス
    天候デリバティブとは気象条件を支払い額決定に用いるデリバティブであり, 自然現象の変動による収益の変動を避けるために用いられる. 本論文では, 降水量を支払い額決定の条件に用いる天候デリバティブ商品の評価と, 降水リスク計測を目的として, 日降水量を Tobit 型モデルで予測する手法を提案し, その有効性について検証する. 日降水量は観測値が非負で, かつゼロの観測値を多く持つという著しい特徴を持つ. Tobit モデルはそうしたデータに適したモデルである. さらに提案手法を用いて, 実際に契約された降水デリバティブ商品の価格の評価, ペイオフ関数の構築法についての考察も行う.
  • 高野 一彦
    日本経営倫理学会誌
    2009年 16 巻 93-105
    発行日: 2009/03/31
    公開日: 2017/08/04
    ジャーナル フリー
    Business manager is given broad latitude in business judgment. In the event that the company incurs a great financial loss as a result of making deviant judgment from discretionary powers, it shall have liability for damage as violating obligation of due care. Recently, in business law field, a large number of letter of the law using much ambiguous ideas have been enacted. They called "Gray Area" in above law requires companies to establish and operate business ethics, company regulation and rule which is added morality and integrity on "Legal Lines" voluntarily. It is needed for them to manage PDCA cycle based on business ethics and rules established. In this paper, it generalizes business ethics, corporate social responsibility and changes in business law. On that basis, considering Duskin Shareholder Derivative Lawsuits Case and Nova Case, It is intended that this paper shows the criterion for judgment how much ethics and integrity is added to ensure rationality of decisionmaking on business judgment rule.
  • 最近の経済分析からの知見を踏まえて
    大橋 弘
    日本経済法学会年報
    2012年 33 巻 80-95
    発行日: 2012/09/25
    公開日: 2025/03/28
    ジャーナル フリー
  • 粕谷 誠
    三菱史料館論集
    2021年 2021 巻 22 号 31-44
    発行日: 2021/03/20
    公開日: 2023/07/27
    ジャーナル フリー
  • 高野 一彦
    日本経営倫理学会誌
    2010年 17 巻 209-222
    発行日: 2010/03/31
    公開日: 2017/08/08
    ジャーナル フリー
    Recently, many legislation which require the companies to monitor the employees has been passed. Consequently, a number of trials will be held focusing on the extent to which the privacy of employees has been invaded to keep company order. This article recommends new standards on monitoring employees in terms of company law and CSR.
  • 森川 洋
    人文地理
    1994年 46 巻 2 号 166-186
    発行日: 1994/04/28
    公開日: 2009/04/28
    ジャーナル フリー
    Although in previous studies it is well known that the Japanese urban system is characterized by a hierarchical structure such as Christaller's model, we have not so deeply examined the features of non-hierarchical structures as seen in urban linkages. In an advanced country it is naturally important for studies in urban systems to analyze economic linkages in large multilocational organizations which have played an important role in growing urban systems. While administrative organizations generally consist of a hierarchical structure, branch networks of large companies do not perfectly correspond to a hierarchical urban structure but can also include partially horizontal linkages between neighboring cities of the same order, as shown in Pred's model. Can Pred's model sufficiently explain Japanese urban systems? The aim of this paper is to clarify economic linkages between Japanese cities by analyzing bank branch networks of each of 145 commercial banks in Japan and the location of new branches established in the last 20 years. The main results analyzed are summarized as follows:
    1. By analyzing the metropolitan share of employees engaged in branches and head officies in three metropolitan areas for each of 145 banks (Fig. 1) and additionally by observing the regional distribution of branches, the commercial banks can be classified into five types: national type, metropolitan area type, metropolis-surrounding type, regional type and prefectural type. Although most of the so-called city bank belong to the national type in such a classification, bank branches of this type are not located in all the main cities of the whole country such as regional metropolises, most prefectural capitals, etc. Similarly, branches of regional banks except city banks are not distributed extensively in small and medium-sized cities outside their own prefecture where the headquarters are located, but only in the main centers of the neighboring prefectures and regional metropolises which means linkages are with neighboring cities of almost the same order and non-iherarchical linkages to higher order centers. Bank branches of the regional type are distributed in wider areas than those of the prefectural type located only in it, but not in the whole area of a province, across their own prefecture. Thus, there is no great difference between banks of both types. Moreover, regional and prefectural types can be subdivided into two types respectively due to the different distribution of branches.
    2. The fact that the distribution areas of branches tend to be limited within their own prefecture is explained by two reasons: less knowledge of the situation of branches outside their own prefecture, and the control of the Ministry of Finance as a legal authority that permits a preferential setting for banks within their own prefecture. But in areas with close economic relations across the boundary between neighboring prefectures such as between Okayama and Hiroshima Prefectures we can recognize a partial intermixture of branch networks.
    3. Most banks of the metropolis-surrounding type have many branches in their neighboring metropolitan area while they lack linkages with regional metropolises. This stems from the fact that their close economic linkages are mostly specialized in the metropolitan area. By contrast, as the headquarters of banks are located far from a metropolitan area, the linkages with it becomes relatively loose. Such banks set branches not only in metropolises, especially in Tokyo, but also in regional metropolises and the neighboring main cities outside their own prefecture. Accordingly, in areas remote from a metropolitan area regional metropolises lead to play an important role as a regional center; as shown in Figure 4, banks prefer to establish their branches in regional metropolises.
  • 老川 慶喜
    社会経済史学
    1978年 43 巻 6 号 588-618,648-64
    発行日: 1978/03/31
    公開日: 2017/07/22
    ジャーナル フリー
    The plan of constructing the nationwide networks of railways took its concrete shape in the late 1880's. At that time Ukichi Taguchi, who was well known as a liberalistic economist in Japan, attached much imporance to the railway that would link the coast of the Japan Sea to that of the Pacific Ocean (from his treatise, "First of all the projects of all-Japan railway networks should be formed"published in 1889). His suggestion was furthered in the reports publiehed by Tokyo Economic Associationin in 1891, which carried the article "The future railway networks in Japan"written by Kazutsugu Saburi. On the other hand, Meiji Government also had already thought out the same projects as this from a militaristic point of view. Kyoto Railway Company whose line linked Kyoto to Maizuru and to Miyazu,; which were among the most important ports in the coast of Japan Sea, came to occupay an important position upon the whole railway systems in Japan. This article aims at bringing out a feature of the process of constructing nationwide railway networks through analyzing the tendency of that Company and the Government which they showed when the Kyoto Railway was constructed. Firstly, we try to analyze the economic bases of Kyoto Railway Company. According to the document entitled "The report of the investigation of Kyoto-Maizuru Railway" published by Kyoto Chamber of Commerce, this railway had mainly been used for conveying silk fabrics, raw silk and so forth. From this fact we can see that the economic bases for constructing Kyoto Railway was made up through the developmens of the textile industries in Tango province. Secondly, We attempt to analyze the composition of shareholders of Kyoto Railway Company. When this company was established, its shareholders were mostly composed of businessmen in Kyoto and the nobility in Tokyo. But they gradually disappeared from the list of its shareholders, which tells weak financial position of the shareholders in Kyoto. Thirdly, we refer to "the movement for early construction of the Kyoto railway" Kyototesudo sokusei Undo. This projects was encouraged by businessmen in Kyoto. This Company got down to business in 1889 with the 21.68 miles line from Kyoto to Sonobe. But thereafter the Company could not extend its railways at all because of the Meiji Government's railway policy which had been conditioned by a militaristic point of view. So we might conclude that in those days the construction of these rail-ways \+ad under the control of the Meiji Government's railway policy which was fixed for militaristic purposes.
  • 東村 篤
    四日市大学論集
    2016年 28 巻 2 号 1-55
    発行日: 2016年
    公開日: 2021/09/22
    ジャーナル フリー
  • 東村 篤
    四日市大学論集
    2012年 25 巻 1 号 53-102
    発行日: 2012年
    公開日: 2020/09/10
    ジャーナル フリー
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