필리핀 2017: 호전적 내치(內治)와 줄타기 외교 (Philippines 2017: Warlike Powers of Security Forces and Hedging Strategies in Foreign Relation)
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- 동남아시아연구
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- 제28권2호
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- pp.181-212
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- 2018
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2017년 두테르테 정부는 집권 2년차를 맞아 보다 강력하게 치안 유지를 위한 정책을 폈으며, 아세안의장국으로서 자주적인 외교를 표방하였다. 마약과의 전쟁을 계속하였고 아울러 부패 공직자에 대한 처벌을 통해 자신의 정치적 입지를 높이려 하였다. 또한 무슬림 테러조직인 마우테 그룹의 소탕을 이유로 민다나오 지역에 계엄령을 선포하고 대외적으로도 대테러 공조를 강화하였다. 또한 집권초기 화해 제스처를 취하고 평화협상도 추진했던 공산반군과는, 일련의 유혈사태로 인하여 평화 기조를 종결하고 진압작전을 시작하였다. 여전히 높은 지지도에 힘입어 강력한 드라이브를 걸고 있지만 사회경제적으로 낮은 계층과 소수집단들이 점점 소외됨으로써 일종의 불안 요인이 되고 있다. 아세안의장국으로서 두테르테 정부는 기존의 확고한 우방인 미국과도 일정한 거리를 두는 반면, 실질적인 경제적 이익을 취할 수 있는 중국이나 러시아와는 친밀도를 높이는 방향으로 선회하였다. 외부 경제적 지원을 다각화하고 안으로는 세수를 증대하는 정책을 통해 인프라 확립을 우선 과제로 선정했다. 높은 경제성장률을 보이고 있는 필리핀이 확고한 인프라 확립에 대한 기대감도 크지만, 전통적으로 외부 자원에 의존하여 외채 부담을 늘렸던 전철을 밞지 않기 위해서는 세제 개혁이 성공적으로 마무리될 수 있어야할 것으로 보인다. 한국의 신남방정책은 두테르테 자주외교 정책과 접점을 찾는 것이 필요해 보이며, 인프라 개발에 한국 정부나 기업의 효율적인 협력 방안을 모색하는 것도 향후 과제가 될 것이다.
식물에서 슈트 정단부에는 분열하는 세포들로 이루어진 슈트 정단분열조직이라는 조그마한 부분이 있다. 슈트 정단분열조직은 그 식물의 일생을 통해서 땅 위의 모든 구조를 만들어 낸다. 이 연구의 목적은 지난 250년 동안 슈트 정단분열조직의 체제와 기능을 설명하기 위해 발전해 온 이론들을 기술하여, 식물의 생장과 발달에 영향을 미치는 슈트 정단분열조직의 중요성을 이해하는 데 있다. 1759년 볼프(C. F. Wolff)가 최초로 슈트 정단분열조직을 기재한 이후, 1858년에 네겔리(C. N
우리나라에서 자생하고 있는 실새삼에는 광합성색소 생합성과정이 존재하는지, 있다면 다른 식물에 비하여 어떠한 특징을 가지고 있는지를 알아보고 광합성색소 대사과정에 작용점을 가지는 제초제에 대하여 반응을 나타내는지를 확인하고자 실험하였다. 1. 야외의 자연광 조건에서 자라고 있는 실새삼 생육지의 엽록소함량은 메꽃 줄기와 비교하여 볼 때 9배가 낮았고, 메꽃 잎과 비교하여 볼 때는 약 50배 낮은 경향이었다. 2. 종자로부터 발아된 실새삼 유묘의 경우 선단부위가 색소함량이 가장 높았다. 생육지의 경우는 신장지(extension stem)에서 색소함량이 가장 높았고, 권지(twining stem), 선단 15cm 아래의 절간 순으로 엽록소와 카로티노이드 함량이 낮은 경향이었다. 그리고 생장이 계속됨에 따라 오래된 줄기에서의 엽록체 퇴화가 신속하게 일어나는 경향이었다. 3. 생육지의 색소함량은 광도에 따라 생체중 1g당 엽록소 함량이 20-170
2000년 12월부터 담수를 시작한 용담호는 총 저수량 8.2억톤으로 국내 5위의 대규모 다목적댐 호수로서, 새만금 담수호에 유입되는 하천수의 최상류에 위치한 인공호이다. 새만금 방조제가 완공되어 수문을 조작하면, 용담호의 계절적인 식물플랑크톤 군집변화는 신생 새만금호의 녹조현상을 좌우하는 한 요인이 될 것이다. 용담호의 초기 담수화 과정 중 2002-2003년 하계에 남세균 녹조현상이 나타났으며, 녹조현상을 일으킨 주요 속은 Anabaena, Microcystis, Aphanizomenon 등이었다. 이 가운데 사상체 남세균인 Anabaena속에는 영양세포 이외에 이질세포나 휴면세포 등의 특수기능 세포를 가진 종들이 포함되어 있다. 용담호 녹조현상이 나타난 현장의 시료에서 분리한 Anabaena spiroides v. crassa의 단종배양체인 KNU-YD0310종주를 확립하였으며, 실내배양 실험을 통하여 이 종주의 영양염 요구를 연구하였다. 질소영양염 제한 조건에서는 이질세포의 영양세포에 대한 비율이 높았으며, 질소제한 정도에 따라 그 비율은 더욱 증가하였다. 질소고정능이 있는 KNU-YD0310는 질소제한 조건에서도 성장이 지속되나, 인의 경우에는 초기의 공급 농도에 비례하는 성장을 나타내었다. 인영양염 제한 조건에서는 휴면세포의 형성량이 증가하여, 인 제한의 경우에는 실험 종주가 세포대사를 억제하여 부적합한 환경조건에서의 생존기간을 연장시키는 적응전략을 가진 것으로 판단된다. 이와 같은 Anabaena spiroides v. crassa의 생리 생태적 특성은 향후 새만금 담수호의 녹조현상 예방대책 수립을 위한 수서생태학적 기준으로 활용될 수 있을 것이다.
황강리 지역내 앰피볼라이트에 대해 주요 광물군으로 변성분대를 설정해 보면 각섬석-양기석대(H-AZ), 각섬석대(HZ), 투휘석대(DZ)등 세 개의 변성분대가 인지된다. 그 특성을 보면 열적 영향을 가장 많이 받은 투휘석대에서 각섬석대 그리고 각섬석-양기석대가 발달하고 있어 화강암체로부터 거리가 멀어지면서 접촉변성작용의 변성도가 감소하고 있음을 알 수 있다. 본암의 광물군들을 종합 분류해 보면 (1) 양기석+사장석+녹니석, (2) 양기석+각섬석+사장석+녹니석
도시에 관심을 가지는 사람이면 누구나 "도시란 무엇인가?"라는 화두(話頭)가 떠오르게 편다. 그리고 끊임없이 생각을 확장시켜 갈 것이다. 그러나 대부분은 "도시란 무엇인가?"에 대한 대답이 아니라 도시적인 현상, 도시의 특징, 농촌과의 차이점으로 사고(思考)를 진행시켜 갈 것이다. 또한 화두(話頭)가 무엇인지 망각하면서 계속해서 도시를 연구하고 또 분석할 것이다. 이렇게 화두(話頭)와 사고(思考)의 방향이 서로 엇갈리게 되는 경우가 인간의 현상에 있어서는 그리 흔하지 않을 것이다. 도시란 오묘한 존재임에는 틀림이 없다. 도시의 내부구조를 파악하기 위해서, 그리고 그 구조에 영향을 비치는 어떤 공간적인 원리, 나아가서 법칙이 존재한다는 신념을 가지고 있는 것이 도시지리학도들이다. 우리가 관심을 가지는 것은 가시적인 현상이 아니라, 그 현상 뒤에 숨어서 그 현상을 존재하도록 하는 법칙일 것이다. 어떻게 그 법칙을 추구할 수 있을까? 어떻게 하면 진리를 찾을 수 있을까? 과연 찾을 수 있을까? 지리학에 있어서 '무엇이 어디에 있는가?'하는 것은 중요하지 않다. '왜, 어떻게 있느냐'가 중요하다. 그러나 어디에 무엇이 있는지도 모르는 채 '왜', '어떻게'에 대한 정확한 해답을 얻을 수 있을까 하는 의문이 생긴다. 우리는 누적(累積)된 연구 성과의 중요성을 등한시 해서는 안된다. 선배들의 연구 업적을 간과해서도 안될 것이며, 또한 무비판적으로 수용해서도 안될 것이다. 지리학도들은 미시적(微視的)인 공간에 적용되는 원리는 거시적(巨視的)인 공간에도 적용되며, 그 역(逆)도 성립한다는 사실을 인식하고 있다. 본 연구는 미시적인 지역에 대한 접근이다. 부산시 내부에 존재하고 있는 CBD를 비롯한 여러 계층의 중심지(상점가)에 대한 접근의 일환으로 이루어지고 있다. 최종적으로는 부산시 전체의 공간구조를 파악하기 위한 목적을 염두에 두고 지난 10여년간 단계적으로 행하여 온 연구의 한 부분의 성격을 지니고 있다. 부산역 상점가는 부산시 내부에서는 온천장 상점가와 더불어 오히려 특수 기능 상점가의 하나이다. 이곳에 대해서 본 논문에서는 기능별 패턴의 일부, 층별 규모별 패턴, comer의 패턴, 가로별 패턴을 분석하여 부산역 상점가에 대한 접근을 완성하였다.
1. Macrobrachium rosenbergi(de Man)의 효율적인 종묘생산의 방안을 모색하기 위한 연구의 일환으로 염분량이 유생에 미치는 영향을 조사하기 위하여 부화직후의 Zoea유생을 (1) 염분량 별로 9실험구:담수,
The wall shear stress in the vicinity of end-to end anastomoses under steady flow conditions was measured using a flush-mounted hot-film anemometer(FMHFA) probe. The experimental measurements were in good agreement with numerical results except in flow with low Reynolds numbers. The wall shear stress increased proximal to the anastomosis in flow from the Penrose tubing (simulating an artery) to the PTFE: graft. In flow from the PTFE graft to the Penrose tubing, low wall shear stress was observed distal to the anastomosis. Abnormal distributions of wall shear stress in the vicinity of the anastomosis, resulting from the compliance mismatch between the graft and the host artery, might be an important factor of ANFH formation and the graft failure. The present study suggests a correlation between regions of the low wall shear stress and the development of anastomotic neointimal fibrous hyperplasia(ANPH) in end-to-end anastomoses. 30523 T00401030523 ^x Air pressure decay(APD) rate and ultrafiltration rate(UFR) tests were performed on new and saline rinsed dialyzers as well as those roused in patients several times. C-DAK 4000 (Cordis Dow) and CF IS-11 (Baxter Travenol) reused dialyzers obtained from the dialysis clinic were used in the present study. The new dialyzers exhibited a relatively flat APD, whereas saline rinsed and reused dialyzers showed considerable amount of decay. C-DAH dialyzers had a larger APD(11.70
The wall shear stress in the vicinity of end-to end anastomoses under steady flow conditions was measured using a flush-mounted hot-film anemometer(FMHFA) probe. The experimental measurements were in good agreement with numerical results except in flow with low Reynolds numbers. The wall shear stress increased proximal to the anastomosis in flow from the Penrose tubing (simulating an artery) to the PTFE: graft. In flow from the PTFE graft to the Penrose tubing, low wall shear stress was observed distal to the anastomosis. Abnormal distributions of wall shear stress in the vicinity of the anastomosis, resulting from the compliance mismatch between the graft and the host artery, might be an important factor of ANFH formation and the graft failure. The present study suggests a correlation between regions of the low wall shear stress and the development of anastomotic neointimal fibrous hyperplasia(ANPH) in end-to-end anastomoses. 30523 T00401030523 ^x Air pressure decay(APD) rate and ultrafiltration rate(UFR) tests were performed on new and saline rinsed dialyzers as well as those roused in patients several times. C-DAK 4000 (Cordis Dow) and CF IS-11 (Baxter Travenol) reused dialyzers obtained from the dialysis clinic were used in the present study. The new dialyzers exhibited a relatively flat APD, whereas saline rinsed and reused dialyzers showed considerable amount of decay. C-DAH dialyzers had a larger APD(11.70
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.