The traffic accidents in large cities such as Pusan metropolitan city have been increased every year due to increasing of vehicles numbers as well as the gravitation of the population. In addition to the carelessness of drivers, many meteorological factors have a great influence on the traffic accidents. Especially, the number of traffic accidents is governed by precipitation, visibility, humidity, cloud amounts and temperature, etc. In this study, we have analyzed various data of meteorological factors from 1992 to 1997 and determined the standardized values for contributing to each traffic accident. Using the relationship between meteorological factors(visibility, precipitation, relative humidity and cloud amounts) and the total automobile mishaps, an experimental prediction formula for their traffic accident rates was seasonally obtained at Pusan city in 1997. Therefore, these prediction formulas at each meteorological factor may be used to predict the seasonal traffic accident numbers and contributed to estimate the variation of its value according to the weather condition in Pusan city.

본 연구에서는 경계요소법을 이용하여 수심이 변하는 지형을 통과할 때 발생하는 파랑의 회절을 수치해석하였다. 먼저, 트렌치지형을 통과하는 파랑의 반사율과 통과율을 계산하였으며 고유함수전개법에 의한 결과와 비교하여 본 모형을 검증하였다. 아울러, 경계요소법을 정현파형 지형에 적용하여 반사율 및 Bragg 반사를 연구하였다. 수치해석에 의한 반사율은 수리모형실험에 의한 관측결과 및 고유함수전개법에 의한 결과와 비교하였다. 전체적으로 본 연구의 결과는 기존의

근동질계통인 화청벼의 찰벼와 메벼를 이용하여 출수기 엽신 제거에 따른 찰벼와 메벼 줄기의 수직 건물 중 변화와 상위절 엽신이 수확기 수량구성요소 중 천립중과 등숙율에 미치는 영향을 평가한 시험의 결과는 아래와 같다. 1 출수기 엽신 제거에 따른 줄기의 수직 건물중 변화는 10cm 까지가 가장 많이 감소하였다. 2 공시 품종별 줄기의 건물중 감소는 찰벼보다 메벼가 크게 감소하는 것으로 나타났다. 3. 수확기 엽초+경의 전분함량은 waxy rice보다 non-waxy rice가 높았고 공시품종 모두 엽초+경의 전분함량은 상위 3엽을 모두 제거한 것이 가장 낮았고 단엽제거 처리에서는 유의적인 차이를 보이지 않았다 4. 천립중과 등숙율은 찰벼보다 메벼에서 높았고 천립중과 등숙율은 공시품종 모두 상위 3업을 모두 제거한 것이 가장 낮게 나타났다.

경북 북부지역에서 큰삽주의 1년생 종근의 3요소 적정 시용량을 구명하고자 1997∼1998년간 수행한 결과를 요약하면 다음과 같다. 1. 3요소 시용량에 따른 지상부의 생육은 N과 K는 수준이 증가할수록 감소하였고 P는 증가하였다. 2. N-P-K=8-9-3kg/10a 시용시 지상부 건물중이 가장 많았고, 지하부는 N-P-K=8-6-3 kg/10a 시용시 10a당 수량이 가장 높았다. 3. 3요소 적정 시용량을 추정한 결과 N은 6, P는 4, K는 6kg/10a로 판단되었다.

무멀칭처리보다 0.5℃ 낮았고, 기름먹인 멀칭종이의 지온은 20.6℃ 로 무멀칭처리보다 1.2℃ 높았다. 한편, 밝은 날 최고기온은 무멀칭에 비하여 기름먹인 멀칭종이의 경우는 6.6℃ 높아졌으며 일반 멀칭종이는 무멀칭에 비하여 4.6℃ 낮아졌다. 2. 멀칭 후 80일까지 일반 멀칭종이는 약 20% 정도만 분해되었고, 비료를 피복한 멀칭종이의 분해는 이보다 빨랐지만 멀칭 후 80일까지 약 50%정도가 분해되었다. 기름백인 멀종이는 일반 멀칭종이에 비하여 분해가 다소 지연되었다. 모든 멀칭종이 처리에서 감자 전 생육기간에 걸쳐서 잡초의 발생이 효과적으로 억제되었다. 3. 감자의 출아율은 처리간 유의한 차이는 없었으나 기름먹인 종이에서 다른 처리에 비해 다소 낮았으며, 감자의 지상부 및 뿌리건물중도 기름먹인 종이에서 다른 처리에 비해 낮았다. 감자의 수량은 기름먹인 멀칭종이가 다른 처리에 비해 유의하게 낮았으며. 일반 멀칭종이, 요소피복 멀칭종이 및 무멀칭 처리간에는 감자 수량에 유의한 차이가 없었다. 4. 기름먹인 멀칭종이는 출아기 및 생육초기 고온으로 씨감자의 부패가 많았으며 초기생육도 억제되어 수량이 낮았다. 그러나 본 실험(4월15일 파종)에서보다 조기에 파종하는 경우는 본 연구결과와 다를 것으로 생각되며 이에 대해서는 추가적인 검토가 필요하다. 9월 30일 파종이 각각 240-290, 200-260, 150-220 및 70-120 kg/ha 나타내어 8월 하순 파종이 9월 파종에 비해 증가하였다.EX>±3.2~90.9± 3.4 106m , 78.0± 3.3~105.0± 4.2 106m , 76.2± 2.8 ~84.4± 3.5 106m , 75.4± 3.3~80.2± 3.3 106m 이었다. 4. Dioxin 30 ug/kg을 5일간 연속투여 후 녹차, 홍삼, 구기자, 오메 추출물을 격일로 3주간 투여했을 때 정자활력은 대조군의 119.3± 3.4~120.2± 4.7 106m 와 93.0± 3.5~96.1± 3.5%에 비해 홍삼추출물 투여군에서는 회복이 현저하였고(p<0.05), 녹차는 다음이었으며, 구기자, 오메는 회복이 미미하였다. 5. Dioxin 30 ug/kg을 5일간 연속투여 후 녹차, 홍삼, 구기자, 오메 추출물을 각각 격일로 3주간 투석했을 때 정소중량은 대조군의 0

The human error or error involved with human is still the major portion of the causes of marine casualties and attracting a great concern in ship operation. However, there are not so many researches conducted to investigate or develop methodologies for analyzing such causes of human error in maritime industry, which may be caused by the variety of factors affecting the performance of ship operation and the characteristics of human being. This paper aims to study the methodologies used in investigating human factors or errors in maritime field through the investigation of researches performed so far. The methodology for human factors can be usually classified into one of three types; descriptive studies, experimental research and evaluation research. Also there are many different kinds of applied researches for some specific subjects. Prior to the investigation of the root cause of marine accident related with human error, clear concept of the human factors and systematic taxonomy shall be established. Moreover, it is very important considerations in case of casualty inspection on human factors that the inspector on the accident shall have adequate knowledges, understandings on the concept of human factors including the way of research more than those of methodologies and techniques.

This paper presents an automatic mesh generation considering water depth, which is based on the depth interpolation. The key feature of this method is that the position of a mesh on any depth in the shallow water area can be generated. The Examples are carried out, and the results are shown to be good. This method is shown to be a useful and powerful tool for the flow calculation for the seabed topography.

In the recent past, maritime safety research has been applied primarily to technological requirements and progression of regulations on standards of safety from which the ISM Code has resulted. Despite the engineering and technological innovations, significant marine casualties continue to occur, which indicates that human factors are an area requiring more focused attention. This paper aims to study the clear concept and its details of human factors in ship operating system through the investigation of researches presented so far. The purpose of studying human factors is to identify how the crew, the owners, the classification societies, and the regulatory bodies can work together to sever the chain of errors which are associated with every marine casualty. The human factors in ship operating system may be defined as the study and analysis of the interaction between the operator and system variables composing the system, most importantly the procedures and the crew and management follow.

A series of meteorological observation using automation weather station(AWS) carried out to investigate characteristics of nocturnal meteorological parameters for 16∼17 June 1998 at Buljeongdong mountain slope, Kyungbuk. Dry temperature at valley was lower than mountain because of high lapse rate at valley, so the strong inversion layer occurrenced at mountain slope for nighttime. Contrary of dry temperature, relative humidity of valley was higher than mountain for nighttime. Wind speed at valley from sunset to next day morning was lower than mountain, but that of valley after sunrise was higher than mountain. Wind direction at valley for all observation time were southeasterlies(SE), that of mountain for nighttime were northeasterlies(NE) or northnorthwesterlies(NNW), and that of mountain after sunrise were irregular. Vapor pressure at valley for all observation time was higher mountain, particularly the difference was high for nighttime.

In the rainfall-runoff relation, consideration of the spatial movement of storms is very important in designing a hydraulic structure or evaluating an environmental influence for land usage. Because of this reason, this study has suggested the finite element model which consider the spatial movement of a stome and it was applied on a small river basin(Wi stream basin). In the application of the model the basin was treated as a pivot point and the storms are simulated with movement in each directions. As a result, it shows that the storms moving from north to south have bigger peak discharge and faster peak time than the storms moving in other directions. So these characteristics have to be considered in the designation of a hydraulic structure or evaluation of an environmental influence.