• 시큐리티연구
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• 제1호
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• pp.371-408
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• 1997

This article is the reserch on actual condition of crime of arson which occurs in Korea and its countermeasures. The the presented problem in this article are that (1) we have generally very low rate concern about the crime of arson contrary to realistic problems of rapid increase of crime of arson (2) as such criminal motives became so diverse as to the economic or criminal purpose unlike characteristic and mental deficiency of old days, and to countermeasure these problems effectively it presentation the necessity of systemantic research. Based on analysis of reality of arson, the tendency of this arson in Korea in the ratio of increase is said to be higher than those in violence crime or general fire rate. and further its rate is far more greater than those of the U.S.A. and Japan. Arson is considered to be a method of using fire as crime and in case of presently residence to be the abject, it is a public offense crime which aqccompany fatality in human life. This is the well It now fact to all of us. And further in order to presentation to the crime of arson, strictness of criminal law (criminal law No, 164 and 169, and fire protection law No. 110 and 111) and classification of arsonist as felony are institutionary reinforced to punish with certainty of possibility, Therefore, as tendency of arson has been increased compared to other nations, it is necessary to supplement strategical policy to bring out overall concerns of the seriousness of risk and damage of arson, which have been resulted from the lack of understanding. In characteristics analysis of crime of arson, (1) It is now reveald that, in the past such crime rate appeared far more within the boundary of town or city areas in the past, presently increased rate of arsons in rural areas are far more than in the town or small city areas, thereby showing characteristics of crime of arson extending nation wide. (2) general timetable of arson shows that night more than day time rate, and reveald that is trait behavior in secrecy.(3) arsonists are usually arrested at site or by victim or report of third person(82,9%).Investigation activities or self surrenders rate only 11.2%. The time span of arrest is normally the same day of arson and at times it takes more than one year to arrest. This reveals its necessity to prepare for long period of time for arrest, (4) age rate of arson is in their thirties mostly as compared to homicide, robbery and adultery, and considerable numbers of arsons are in old age of over fifties. It reveals age rate is increased (5) Over half of the arsonists are below the junior high school (6) the rate of convicts by thier records is based on first offenders primarily and secondly more than 4 time convicts. This apparently shows necessity of effective correctional education policy for their social assimilation together with re-investigation of human education at the primary and secondary education system in thier life. The examples of motivation for arosnits, such as personal animosity, fury, monetary swindle, luscious purpose and other aims of destroying of proof, and other social resistance, violence including ways of threatening, beside the motives of individual defects, are diverse and arsonic suicide and specifically suicidal accompany together keenly manifested. When we take this fact with the criminal theory, it really reveals arsons of crime are increasing and its casualities are serious and a point as a way of suicide is the anomie theory of Durkheim and comensurate with the theory of that of Merton, Specifically in the arson of industrial complex, it is revealed that one with revolutionary motive or revolting motive would do the arsonic act. For the policy of prevention of arsons, professional research work in organizational cooperation for preventive activities is conducted in municipal or city wise functions in the name of Parson Taskforces and beside a variety of research institutes in federal government have been operating effectively to countermeasure in many fields of research. Franch and Sweden beside the U.S. set up a overall operation of fire prevention research funtions and have obtained very successful result. Japan also put their research likewise for countermeasure. In this research as a way of preventive fire policy, first, it is necessary to accomodate the legal preventitive activities for fire prevention in judicial side and as an administrative side, (1) precise statistic management of crime of arson (2) establishment of professional research functions or a corporate (3) improvement of system for cooperative structural team for investigation of fires and menpower organization of professional members. Secondly, social mentality in individual prospect, recognition of fires by arson and youth education of such effect, educational program for development and practical promotion. Thirdly, in view of environmental side, the ways of actual performance by programming with the establishment of cooperative advancement in local social function elements with administrative office, habitants, school facilities and newspapers measures (2) establishment of personal protection where weak menpowers are displayed in special fire prevention measures. These measures are presented for prevention of crime of arson. The control of crime and prevention shall be prepared as a means of self defence by the principle of self responsibility Specifically arsonists usually aims at the comparatively weak control of fire prevention is prevalent and it is therefore necessary to prepare individual facilities with their spontaneous management of fire prevention instead of public municipal funtures of local geverment. As Clifford L. Karchmer asserted instead of concerns about who would commit arson, what portion of area would be the target of the arson. It is effective to minister spontaveously the fire prevention measure in his facility with the consideration of characteristics of arson. On the other hand, it is necessary for the concerned personnel of local goverment and groups to distribute to the local society in timely manner for new information about the fire prevention, thus contribute to effective result of fire prevention result. In consideration of these factors, it is inevitable to never let coincide with the phemonemon of arsons in similar or mimic features as recognized that these could prevail just an epedemic as a strong imitational attitude. In processing of policy to encounter these problems, it is necessary to place priority of city policy to enhancement of overall concerns toward the definitive essense of crime of arson.

• 한국작물학회지
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• 제69권1호
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• pp.49-60
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• 2024

우리나라 주요 밭작물의 하나인 콩 재배에서 기상에 맞는 재배 양식 개발이 필요함에 따라 콩 작황시험 생육 및 수량 조사 데이터를 이용해 콩에 영향을 끼치는 기상요소를 추출하고 재배지역을 구분하였다. 1. 밀양과 수원지역의 콩 10년 동안의 작황시험 결과와 기상자료 간의 상관분석을 통해 콩에 영향을 미치는 기상요소를 분석한 결과, 생육 특성과 영양생장기 기상과의 상관관계는 일교차, 강수량과 최저온도에서 높게 나타났으며, 수량특성과 생식생장기 기상과는 일교차, 강수량, 최고온도에서 유의한 상관관계를 보였다. 2. 추출한 기상요소와 위도, 해발고도를 포함해 콩의 재배지역 구분을 위해 k-means clustering을 실시한 결과, 지역은 세 가지로 나누어졌으며, zone 1은 중부내륙지역과 경기도 남부지역, zone 2는 서해안 남부지역, 동해안 남부지역과 남해지역, zone 3은 경기도 동부 일부지역과 강원도 및 해발고도가 높은 지역이 포함되었다. 3. 세 가지 지역 중 위도의 범위가 넓은 zone 1을 세 가지 지역으로 세분한 결과, Zone 1-1은 다른 두 지역에 비해 위도가 낮았으며, 강수량이 적은 특징을 가진다. Zone 1-2는 다른 두 지역에 비해 짧은 일조시간과 높은 기온이 특징적이었다. Zone 1-3은 위도 상으로는 두 지역의 중앙에 위치해 있으며, 일조 시간이 길면서 일교차가 큰 특징이었다. 4. 본 연구에서 콩 재배를 위한 한국의 재배지역은 크게 3가지로 구분되었으며, 작게는 5가지 지역으로 구분되었다. 기상 요소 및 생육 정보를 기반으로 한 재배지역을 구분함으로써 국내 콩 생산에 기여할 수 있는 새로운 정보를 제공하였다.

• 자원환경지질
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• 제42권6호
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• pp.575-589
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• 2009

연구지역인 사천-하동지역은 농업지역으로서 오랫동안 농업용 지하수를 사용하여 왔으며, 또한 남해에 인접해 있다. 본 연구에서는 해수침투와 농업활동에 의한 오염을 고찰하기 위해 연구지역의 지하수 화학성분을 분석하였다. 대부분의 지하수 시료들은 해안으로 갈수록 전기전도도($227{\sim}7,910\;{\mu}S/cm$)가 증가하는 경향을 보이며 해수(0.55)와 비슷한 Na/Cl 농도를 보였다. 또한, Cl과 $HCO_3$ 농도 확률누적곡선의 통계학적 해석에 의하면, 연구지역 지하수의 30.1%가 해수의 영향을 많이 받은 영역에 속하는 것으로 나타났다. 지하수 유형은 Ca-Cl과 Na-Cl 형을 나타냈으며, 이는 해수의 영향과 이에 수반된 양이온교환을 지시한다. 수소 산소동위원소 분석 결과, 사천-하동 지역 지하수의 산소 수소 동위원소비는 $\delta^{18}O$가 -8.53~-6.13‰, ${\delta}D$가 -58.7~-43.7‰로서 우리나라 전체 평균 산소 수소 동위원소비에 비해서 약간 더 무거운 경향을 보인다. 질소동위원소 분석 결과, $\delta^{15}N-NO_3$값이 -0.5~19.1‰의 범위로 나타나 질산염 오염의 기원은 주로 토양의 유기질소와 분뇨 기원 그리고 이들의 혼합기원으로 나타났다. 그러나, 부분적으로는 탈질효과도 있는 것으로 보인다. 요인분석 결과 4개의 요인이 도출되었으며, 전체 분산을 가장 많이 설명하는 요인 1 (고유치 6.21)은 해수침투의 영향을 지시한다. 군집분석 결과, 연구지역의 지하수는 담수, 담수-해수의 혼합지하수로 분류된다.

• 한국지하수토양환경학회지:지하수토양환경
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• 제13권6호
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• pp.72-84
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• 2008

본 연구는 논산지역 마을상수도를 대상으로 수질 모니터링, 수리지화학적 고찰 및 다변량 통계분석을 통하여 수질에 관한 문제점과 원인을 규명하고 타당한 관리 방안을 마련하고자 수행되었다. 논산지역은 마을상수도 이용이 많은 전형적인 농촌지역으로 지질은 화강암이 가장 넓은 면적을 차지하며 옥천대 변성퇴적암, 편마암과 화산암이 분포한다. 마을상수도의 수질 모니터링 결과 전국 평균인 2.5%보다 5-8배 높은 13-21% 정도가 수질기준을 초과하였으며 주요 오염성분은 질산성질소, 탁도, 총대장균, 일반세균, 불소 및 비소로 조사되었다. 연구지역 남쪽과 북쪽에서 높게 나타나는 질산성질소 오염의 주요 원인으로서 비닐하우스 같은 시설영농의 영향이 가장 큰 것으로 나타났다. 마을상수도 수질은 Ca와 $HCO_3$가 지배적이나 화강암 지역에서는 농경지와 주거지 등의 인위적인 오염의 영향으로 Na, Cl 및 $NO_3$가 증가되었다. 주성분분석 결과 주로 농경과 인위적 오염의 영향을 나타내는 주성분 2에 의하여 크게 두 개의 그룹인 화강암과 편마암 및 옥천대 지하수로 구분된다. 판별분석은 초기 지질분류와 판별분석 예측결과의 오차가 5.56%로서 주성분분석보다 더 명확하게 각 지질별 지하수 특징을 보여준다. 다변량 통계분석은 수리지화학적 특성의 종합적 분석을 가능하게 하여 지질특성에 의한 지하수 수질의 변화를 명확하게 구분할 수 있는 방법으로 사료되었다. 논산시 마을상수도 수질에 대한 연구결과는 지질에 의해 영향받는 토지이용, 토양 특성 및 지형 등이 복합적으로 작용하여 지하수 수리지화학적 특성을 결정하는 것임을 확인하였다. 따라서 향후 정부 및 지자체의 마을상수도관리는 지질, 토지이용, 지형 및 토양 특성 등에 대한 종합적 자료 구축 및 해석이 필요하다.

• 한국식생활문화학회지
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• 제1권2호
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• pp.116-126
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• 1986

우리나라 장수자(長壽者)의 생활(生活) 및 의식조사연구(意識調査硏究)의 일환(一環)으로, 우리나라 장수지역(長壽地域)의 특성(特性)을 조사(調査).비교(比較)한 결과(結果)는 다음과 같다. 1. 80세 이상 장수자수(長壽者數)는 171,449명(名)으로 전인구대비(全人口對比) 0.46%였으며 이 중 남자가 42,842名(0.23%)이고 여자는 128,607名(0.69%)이었다. 2. 시(市)(도(道))별(別) 장수율(長壽率)을 보면 제주가 1.03%로서 가장 높았고, 그 다음이 전남(0.79%), 전북(0.66%), 경북(0.65%), 경남(0.61%)의 순으로 감소하였고, 인천(0.22%), 서울과 부산(0.23%), 대구(0.28%)등 대도시는 농어촌보다 장수율(長壽率)이 현저히 낮았다. 3. 장수율(長壽率)이 1.0% 이상인 장수지역(長壽地域)은 전국(全國)에서 17개군(個郡)으로, 전남이 10개(個) 지역(地域)으로 가장 많았으며, 그 밖에는 경북과 경남이 2개(個) 지역(地域), 전북, 경기 및 제주가 1개(個) 지역(地域)씩이었다. 4. 전국(全國) 장수지역(長壽地域)중에서 장수율(長壽率) 북제주가 1.65%로서 가장 높았으며, 그 다음이 남해(1.56%), 승주(1.24%), 보성(1.22%), 곡성(1.20%)의 순으로 감소하였다. 최장수지역(最長壽地域)인 북제주의 남(男).여별(女別) 장수율(長壽率) 각각 0.71%, 2.51%였다. 5. 우리나라 장수자(長壽者)의 성별(性別) 구성비(構成比)를 보면 여(女)/남비(男比)가 3.0이었다. 따라서 여자가 남자보다 3배(倍) 정도 장수율(長壽率)이 높음을 알 수 있었다. 6. 장수지역(長壽地域)을 분류(分類)하여 보면 해안(海岸).농어촌지방(農漁村地方)이 7개 지역, 도서지방(島嶼地方)이 3개 지역, 산간벽지농촌지방(山間僻地農村地方)이 7개 지역으로 나눌 수 있었다. 따라서 장수지역(長壽地域)은 탈도시화(脫都市化) 현상(現象)이 두드러진 곳이다. 7. 우리나라 장수지역(長壽地域)의 기상현황(氣象現況)은 연평균(年平均) 기온(氣溫)이 $11.2{\sim}14.8^{\circ}C$, 연평균(年平均) 강우량(降雨量)이 $878.5{\sim}1585.9mm$의 범위내에 있었으며 대부분 북위(北緯) 38도(度) 이남(以南)에 위치하고 있었다. 8. 우리나라 장수자(長壽者)의 교육정도(敎育程度)는 무학(無學)이 전체의 71.5%로 가장 많았고, 그 다음이 서당(書堂)(15.8%)이었으며, 보통학교 졸업 이상이 4.8%에 불과했다. 그러나 남자의 경우는 50.4%가 어떤 형태(形態)든 교육(敎育)을 받았다는 사실은 흥미있는 일이다. 9. 장수자(長壽者)의 일상생활기능(日常生活機能)에 의한 건강상태(健康常態)를 비교하여 본 결과(結果), 지금도 상당히 활발히 활동(活動)하거나 노동(勞動)을 하고 있는 사람이 53.0%로 가장 많고, 그 다음이 집안에서 가벼운 일을 할 수 있는 사람이 23.5%로서, 비교적 활동적인 장수자가 전제의 76.5%나 되고 있으므로 장수자의 현재의 건강상태는 매우 만족스러움을 알수있었다.

• 대한교통학회:학술대회논문집
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• 대한교통학회 1995년도 제27회 학술발표회
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• pp.101-113
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• 1995

The objective of this research is to test the feasibility of developing a statewide truck traffic forecasting methodology for Wisconsin by using Origin-Destination surveys, traffic counts, classification counts, and other data that are routinely collected by the Wisconsin Department of Transportation (WisDOT). Development of a feasible model will permit estimation of future truck traffic for every major link in the network. This will provide the basis for improved estimation of future pavement deterioration. Pavement damage rises exponentially as axle weight increases, and trucks are responsible for most of the traffic-induced damage to pavement. Consequently, forecasts of truck traffic are critical to pavement management systems. The pavement Management Decision Supporting System (PMDSS) prepared by WisDOT in May 1990 combines pavement inventory and performance data with a knowledge base consisting of rules for evaluation, problem identification and rehabilitation recommendation. Without a r.easonable truck traffic forecasting methodology, PMDSS is not able to project pavement performance trends in order to make assessment and recommendations in the future years. However, none of WisDOT's existing forecasting methodologies has been designed specifically for predicting truck movements on a statewide highway network. For this research, the Origin-Destination survey data avaiiable from WisDOT, including two stateline areas, one county, and five cities, are analyzed and the zone-to'||'&'||'not;zone truck trip tables are developed. The resulting Origin-Destination Trip Length Frequency (00 TLF) distributions by trip type are applied to the Gravity Model (GM) for comparison with comparable TLFs from the GM. The gravity model is calibrated to obtain friction factor curves for the three trip types, Internal-Internal (I-I), Internal-External (I-E), and External-External (E-E). ~oth "macro-scale" calibration and "micro-scale" calibration are performed. The comparison of the statewide GM TLF with the 00 TLF for the macro-scale calibration does not provide suitable results because the available 00 survey data do not represent an unbiased sample of statewide truck trips. For the "micro-scale" calibration, "partial" GM trip tables that correspond to the 00 survey trip tables are extracted from the full statewide GM trip table. These "partial" GM trip tables are then merged and a partial GM TLF is created. The GM friction factor curves are adjusted until the partial GM TLF matches the 00 TLF. Three friction factor curves, one for each trip type, resulting from the micro-scale calibration produce a reasonable GM truck trip model. A key methodological issue for GM. calibration involves the use of multiple friction factor curves versus a single friction factor curve for each trip type in order to estimate truck trips with reasonable accuracy. A single friction factor curve for each of the three trip types was found to reproduce the 00 TLFs from the calibration data base. Given the very limited trip generation data available for this research, additional refinement of the gravity model using multiple mction factor curves for each trip type was not warranted. In the traditional urban transportation planning studies, the zonal trip productions and attractions and region-wide OD TLFs are available. However, for this research, the information available for the development .of the GM model is limited to Ground Counts (GC) and a limited set ofOD TLFs. The GM is calibrated using the limited OD data, but the OD data are not adequate to obtain good estimates of truck trip productions and attractions .. Consequently, zonal productions and attractions are estimated using zonal population as a first approximation. Then, Selected Link based (SELINK) analyses are used to adjust the productions and attractions and possibly recalibrate the GM. The SELINK adjustment process involves identifying the origins and destinations of all truck trips that are assigned to a specified "selected link" as the result of a standard traffic assignment. A link adjustment factor is computed as the ratio of the actual volume for the link (ground count) to the total assigned volume. This link adjustment factor is then applied to all of the origin and destination zones of the trips using that "selected link". Selected link based analyses are conducted by using both 16 selected links and 32 selected links. The result of SELINK analysis by u~ing 32 selected links provides the least %RMSE in the screenline volume analysis. In addition, the stability of the GM truck estimating model is preserved by using 32 selected links with three SELINK adjustments, that is, the GM remains calibrated despite substantial changes in the input productions and attractions. The coverage of zones provided by 32 selected links is satisfactory. Increasing the number of repetitions beyond four is not reasonable because the stability of GM model in reproducing the OD TLF reaches its limits. The total volume of truck traffic captured by 32 selected links is 107% of total trip productions. But more importantly, ~ELINK adjustment factors for all of the zones can be computed. Evaluation of the travel demand model resulting from the SELINK adjustments is conducted by using screenline volume analysis, functional class and route specific volume analysis, area specific volume analysis, production and attraction analysis, and Vehicle Miles of Travel (VMT) analysis. Screenline volume analysis by using four screenlines with 28 check points are used for evaluation of the adequacy of the overall model. The total trucks crossing the screenlines are compared to the ground count totals. L V/GC ratios of 0.958 by using 32 selected links and 1.001 by using 16 selected links are obtained. The %RM:SE for the four screenlines is inversely proportional to the average ground count totals by screenline .. The magnitude of %RM:SE for the four screenlines resulting from the fourth and last GM run by using 32 and 16 selected links is 22% and 31 % respectively. These results are similar to the overall %RMSE achieved for the 32 and 16 selected links themselves of 19% and 33% respectively. This implies that the SELINICanalysis results are reasonable for all sections of the state.Functional class and route specific volume analysis is possible by using the available 154 classification count check points. The truck traffic crossing the Interstate highways (ISH) with 37 check points, the US highways (USH) with 50 check points, and the State highways (STH) with 67 check points is compared to the actual ground count totals. The magnitude of the overall link volume to ground count ratio by route does not provide any specific pattern of over or underestimate. However, the %R11SE for the ISH shows the least value while that for the STH shows the largest value. This pattern is consistent with the screenline analysis and the overall relationship between %RMSE and ground count volume groups. Area specific volume analysis provides another broad statewide measure of the performance of the overall model. The truck traffic in the North area with 26 check points, the West area with 36 check points, the East area with 29 check points, and the South area with 64 check points are compared to the actual ground count totals. The four areas show similar results. No specific patterns in the L V/GC ratio by area are found. In addition, the %RMSE is computed for each of the four areas. The %RMSEs for the North, West, East, and South areas are 92%, 49%, 27%, and 35% respectively, whereas, the average ground counts are 481, 1383, 1532, and 3154 respectively. As for the screenline and volume range analyses, the %RMSE is inversely related to average link volume. 'The SELINK adjustments of productions and attractions resulted in a very substantial reduction in the total in-state zonal productions and attractions. The initial in-state zonal trip generation model can now be revised with a new trip production's trip rate (total adjusted productions/total population) and a new trip attraction's trip rate. Revised zonal production and attraction adjustment factors can then be developed that only reflect the impact of the SELINK adjustments that cause mcreases or , decreases from the revised zonal estimate of productions and attractions. Analysis of the revised production adjustment factors is conducted by plotting the factors on the state map. The east area of the state including the counties of Brown, Outagamie, Shawano, Wmnebago, Fond du Lac, Marathon shows comparatively large values of the revised adjustment factors. Overall, both small and large values of the revised adjustment factors are scattered around Wisconsin. This suggests that more independent variables beyond just 226; population are needed for the development of the heavy truck trip generation model. More independent variables including zonal employment data (office employees and manufacturing employees) by industry type, zonal private trucks 226; owned and zonal income data which are not available currently should be considered. A plot of frequency distribution of the in-state zones as a function of the revised production and attraction adjustment factors shows the overall " adjustment resulting from the SELINK analysis process. Overall, the revised SELINK adjustments show that the productions for many zones are reduced by, a factor of 0.5 to 0.8 while the productions for ~ relatively few zones are increased by factors from 1.1 to 4 with most of the factors in the 3.0 range. No obvious explanation for the frequency distribution could be found. The revised SELINK adjustments overall appear to be reasonable. The heavy truck VMT analysis is conducted by comparing the 1990 heavy truck VMT that is forecasted by the GM truck forecasting model, 2.975 billions, with the WisDOT computed data. This gives an estimate that is 18.3% less than the WisDOT computation of 3.642 billions of VMT. The WisDOT estimates are based on the sampling the link volumes for USH, 8TH, and CTH. This implies potential error in sampling the average link volume. The WisDOT estimate of heavy truck VMT cannot be tabulated by the three trip types, I-I, I-E ('||'&'||'pound;-I), and E-E. In contrast, the GM forecasting model shows that the proportion ofE-E VMT out of total VMT is 21.24%. In addition, tabulation of heavy truck VMT by route functional class shows that the proportion of truck traffic traversing the freeways and expressways is 76.5%. Only 14.1% of total freeway truck traffic is I-I trips, while 80% of total collector truck traffic is I-I trips. This implies that freeways are traversed mainly by I-E and E-E truck traffic while collectors are used mainly by I-I truck traffic. Other tabulations such as average heavy truck speed by trip type, average travel distance by trip type and the VMT distribution by trip type, route functional class and travel speed are useful information for highway planners to understand the characteristics of statewide heavy truck trip patternS. Heavy truck volumes for the target year 2010 are forecasted by using the GM truck forecasting model. Four scenarios are used. Fo~ better forecasting, ground count- based segment adjustment factors are developed and applied. ISH 90 '||'&'||' 94 and USH 41 are used as example routes. The forecasting results by using the ground count-based segment adjustment factors are satisfactory for long range planning purposes, but additional ground counts would be useful for USH 41. Sensitivity analysis provides estimates of the impacts of the alternative growth rates including information about changes in the trip types using key routes. The network'||'&'||'not;based GMcan easily model scenarios with different rates of growth in rural versus . . urban areas, small versus large cities, and in-state zones versus external stations. cities, and in-state zones versus external stations.