본 연구는 문화예술활동(경험, 유형, 빈도)과 참여 동기가 주관적 안녕감에 미치는 영향과 학습동기의 매개효과를 파악하는 데 목적이 있다. 이를 위해 문화예술활동에 대한 주체적인 판단과 주 소비층인 일반 성인들로 한정하고 인구통계를 기준으로 성비와 연령비율에 근거한 비례할당을 적용하였으며, 1,000명의 데이터가 수집·분석에 이용되었다. 수집된 자료는 SPSS v.22.0 통계패키지 프로그램을 통해 탐색적 요인분석과 신뢰도 분석을 시행하였다. 본 연구의 주요결과는 다음과 같다. 첫째, 문화예술활동(경험, 유형, 빈도)과 주관적 안녕감에 대해서는 H1. 문화예술활동 경험자가 비경험자 보다 주관적 안녕감이 높다. H2. 문화예술참여 활동이 문화예술관람 활동보다 주관적 안녕감이 높다. H3. 문화예술활동 헤비참여자가 라이트참여자 보다 주관적 안녕감이 높다. 따라서 문화 예술활동은 주관적 안녕감에 긍정적인 영향을 미치는 중요한 변인과 생활경험인 만큼, 주관적 안녕감을 높이는데 적절한 방법이다. 둘째, H4. 문화예술활동 참여 동기의 하위요인인 내적 동기, 외적 동기는 주관적 안녕감에 정(+)의 영향을 미치며, 무동기는 부(-)의 영향을 미치는 것으로 나타났다. 따라서 주관적 안녕감을 높이기 위해서는 무동기를 낮추고 내·외적 동기를 높이기 위해 노력해야 한다. 셋째, H5. 문화예술활동 참여 동기와 주관적 안녕감의 관계에서 학습동기는 부분매개효과가 있는 것으로 나타났다. 그러므로 문화예술활동과 문화예술교육은 함께 진행될 경우 주관적 안녕감의 향상에 도움이 될 수 있음을 시사한다.
오늘날 우리사회가 맞고 있는 가치관의 변화, 도덕성의 불괴와 더불어 가정폭력은 중대한 사회문제로 대두되고 있는 실정이다. 흔히 문제가 되는 가정 폭력으로는 배우자학대, 아동학대, 노인학대, 근친상간등을 들수있는데 특히 근친상간은 그 문제의 은폐성으로 인하여 정확한 발생빈도조차 파악되지 않고 있다는점이 그 심각성을 더해주고 있다. 그러나 아동에 대한 성적학대의 한 형태인 근친상간이 높은 빈도로 발생하고 있다는 사실은 여러문헌을 통하여 간접적으로 알려진 사실이다. 근친상간은 매우 역기능적인 가족관계에서 유발되며 이러한 환경에서 성장한 자녀가 성인이 된후 그들의 자녀를 성적으로 학대하는 경향이 높다는 악순환성에서 그 심각성을 엿볼수 있다. 따라서 본 연구의 목적은 근친상간 경험청소년의 성격적특성, 근친상간 발생 가정내 가족원의 성격적특성과 정신병력 유무 및 근친상간발생 가정의 가족역동을 알아보기 위함이다. 연구방법은 설문지와 면담을 통한 측정조사연구로써 조사대상자는 중학교 1학년에서 고등학교 3학년까지 재학중인 학생청소년 1,237명과 소년원, 분류심사원에 재원중인 비행분류심사원, 범죄 청소년 601명중 불충분한 응답자 142명을 제외한 1,696명을 대상으로 하였다. 조사결과 전체 연구대상자중 근친상간경험비율은 3.7%였으며 근친상간유형별로는 형제-자매간 근친상간유형이 1.6%로 가장 높았다. 근친상간경험 청소년의 성격특성은 근친상간비경험 청소년에 비해 미숙하고, 융통서이 적으며, 의사표현력의 결여, 충동적, 학업성적의 저조와 긴장, 불안 및 의존적 성향을 보여주었으며 가족원중에도 우울증환자, 알코올중독자, 정신병력자 및 범법행위자등이 많았다. 또한 근친상간발생 가정의 가족역동은 근친상간이 발생하지 않은 가정의 가족역동에 비해 매우 역기능적이었음을 알수 있었다. 즉 근친상간 발생 가정의 가정분위기는 매우 불안정하였으며, 자녀에 대한 부모의 거부적 태도, 가족원간의 불화, 원만하지 않은 부부관계등을 보여주었다.로 나타났으며, 특히 LNNB-C의 지적 과정 척도(C11)와 FSIQ간에 가장 높은 부적 상관을 보여주었다. 이러한 절과들은 모두 뇌손상을 진단하는 신경심리 검사로서 한국판 LNNB-C의 타당도 및 진단 변별력이 우수함을 입증해주는 결과라 할 수 있다.形 父母平定尺度)(CAPRS), 아동행동조사표(兒童行動調査表) 및 연속과제수행(連續課題遂行)에서 호전을 보였고, 투여 2개월후에서도 같은 양상의 호전을 보였으며, 또한 아동행동조사표(兒童行動調査表)에서 외향성(外向性)은 물론 소통불능(疏通不能)
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.