This study is aimed at investigating the compensatory education which was already implemented or is being implemented in the U.S.A. and Japan; and at studying the types of programs and their characteristics; and at sounding out the possibilities of the application of such programs in family and social conditions is Korea. In order to achieve the above mentioned objectives, the established items for the study are as follows: (1) Various types of early children's education (2) Programs of compensatory education for the disadvantaged Children (3) Head Start Program, Early Training Project and Montessori School (4) Integrated Preschool Programs (5) Day-Care Center for employed mothers We investigated the various compensatory education programs for the preschool children who are in economically, socially, culturally disadvantaged conditions. Head Start Programs were federally supported programs for preschool children and opened as summer programs in 1965 for the first time. The purpose of Head Start has been to give preschool children the kinds of experiences they need in preparation for school. The Head Start children were found to be significantly better prepared for school than the normal children. However, after six to eight months, their initial advantages had virtually. disappeared and then the simple problem with Head Start and other such programs was that little long-term good could be evidenced unless the high quality educational environment was maintained. Therefore, to solve this problem, three other programs were funded as part of the overall Head Start. These three programs are the Parent-Child Center, Home Start, and the Child and Family Resources Program. The Early Training Project for disadvantaged children was implemented by Klaus and Gray of Peabody College in 1962. The program was a field research study concerned with the development and testing over time of procedures for improving the educability of young children from low income homes. Its major concern was to study whether it was possible to offset the progressive retardation observed in the public schooling careers of children, living in deprived circumstances. Children, who were trained through the Early Training Project were superior to control groups in the test of IQ and vocabulary as well as linguistic abilities, and preparation for reading. This project showed the possibilities which could prevent preschool children from being disadvantaged socially, culturally and mentally. In 1907, Montessori School was established by Maria Montessori in Italy and her school program has been introduced at present to several countries in the world as one compensatory educations. She first began her experimental methods with retarded children, followed by disadvantaged children from the tenements of Rome. The Montessori approach futures a prepared environment and carefully designed, self-correcting materials. The Montessori curriculum presents tastes that feature sequence, order, and regularity, in addition to those that develop motor and sensory skills. She was interested in children's intellectual development and in developing good work habits. One of the latest developed programs for disadvantaged children is "Integrated Preschool Program" which has successfully integrated handicapped and nonhandicapped children. Several studies have showed that handicapped children in integrated school environments are accepted by and interact with their nonhandicapped peers. In fact, this program provides a number of potential, and perhaps opportunities for nonhandicapped children to serve as valuable resources in fostering the development of their handicapped peers. Next we turn to Japanese programs which are divided into two different types. One is Day-Care Center which was established by Child Welfare Law and the other is kindergarten organized by School Education Law. The kindergarten opened in 1876 and it has been part of school systems since 1947 by the implementation of education law, and the Day-Care Center which started in 1890 for the employed mothers. was changed into Day-Nursery by the enactment of child welfare law in 1947. The laws and operational regulations for the Day-Nursery were set up and were put in effect by the establishment standard acts of children welfare facilities, and the Day-Nursery has been operated in various types by the increasing demand, chiefly because of the socio-economical changes of family structures in both urban and suburban areas. Nursery education for physically and mentally disadvantaged children is for those who are blind, deaf and dumb, mentally retarded; physically disadvantaged by accidents or diseases. Montessori education in Japan was started in 1968 and many research groups for studying Montessori were organized. In 1977, Montessori remedial education society was also organized in which they started a number of studies; a study for developing materials; in-service training for the remedial education; and seminars and lectures, etc It is strongly suggested that we study the early educations that are being implemented in Japan and a variety of compensatory educations that were already implemented in the U.S.A. and modify them for the organization of our own model and properly accommodate them to our social needs.
정부는 보건진료원으로 하여금 지역주민들에게 보다 더 의욕적으로 양질의 보건의료서비스를 제공하도록 하기 위하여 1992년 4월 1일부터 보건진료원을 별정직 공무원으로 정규직화 하였다. 본 연구는 보건진료원의 정규직화가 보건진료원의 업무활동과 보건진료소의 관리운영체계에 미친 영향을 분석하기 위해 경상남도와 경상북도의 보건진료소 중 집락추출법과 단순확률추출법으로 50개소를 뽑아 보건진료원을 대상으로 직접 면담조사하고 제반기록 및 보고서에서 필요한 자료를 발췌하였다. 조사기간은 1992년 1월 1일에서 3월 31일까지(정규직화 이전)와 1993년 1월 1일에서 3월 31일까지(정규직화 이후)였다. 보건진료원들의 96%가 정규직화를 원했는데 그 이유는 신분보장과 보수가 좋아지리라는 것이었다. 정규직화 후 보건진료원직을 자랑스럽게 생각한다는 사람이 24%에서 46%로 증가하였다. 신분보장에 대해서는 항상 불안하다는 사람이 30%에서 10%로 감소하였다. 정규직화 후 월평균 급여액은 802,600원에서 1,076,000원으로 34% 증가했으며 90%가 만족한다고 했다. 업무 내용별 자율성 인지정도는 업무계획, 업무수행, 진료소관리(재정)운영, 업무평가 영역에 대한 자율성 인지도가 정규직화 후에 증가되었다. 보건진료원의 활동내용 중 지역사회 자원파악, 지도작성상태, 지역사회조직 활용정도, 인구구조 파악정도와 가정건강기록부 작성은 정규직화 후에 특별한 변화는 없었다. 또한 집단보건교육, 개인보건교육, 학교보건교육의 실시도 정규직화 후에 변화가 없었다. 그러나 가정방문 실시현황은 1인당 월평균 13.6%회에서 정규직화 후에는 27.5%회로 늘었다. 모성보건 및 가족계획 사업 그리고 예방접종도 정규직화 후에 타기관에 의뢰하는 것이 더 늘었다. 통상질병관리 가운데 성인병관리는 3개월 동안 1개 진료소당 평균 고혈압환자는 12.7%명에서 11.6명으로, 암환자는 1.5명에서 1.2명으로, 당뇨병환자가 4.3명에서 3.4명으로 줄었다. 각종 기록부 비치상황은 장비대장, 약품관리 대장, 환자진료기록부는 100% 비치되었으나 기타 기록부는 그렇지 않았고 정규직화 후에도 변화는 없었다. 보건진료소가 보건소로부터 지원을 받는 내용은 약품 14.0%에서 30%로, 소모품 22.0%에서 52.0%로, 건물유지 및 보수가 54.0%에서 68% 로, 보건교육 자료가 34.0%에서 44.0%로 증가하였고, 장비는 58.0%에서 54.0%로 감소했다. 보건진료소의 월평균 수입은 진료수입이 약 22,000원 증가했고, 국비 또는 지방비 보조금이 4,800원에서 38,508%원으로 증가했으나 회비 및 기부금은 줄어 총수입은 약 50,000원 증가했다. 지출총액은 큰 변동이 없었다. 보건소로부터 3개월 동안 받은 지도감독 중 지시공문을 받은 진료소가 20%에서 38%로 늘었고, 방문지도는 79%에서 62%, 회의소집은 88%에서 74%로 감소하였다. 전화지도는 보건진료소당 평균 1.8회에서 2.1회로 늘었다(p<0.01). 면보건요원과의 협력관계가 있다고 한 보건진료원은 42%에서 36%로 감소하였다. 보건소장과의 관계가 좋다는 보건진료원이 46%에서 24%로 감소하였고, 보건행정계장과 관계가 좋다는 사림이 56%에서 36%로 감소하였다(p<0.05). 보건진료소 운영협의회 회장과의 관계가 좋다는 사람은 62%에서 38%로 감소되었고 보건진료소 운영협의회가 보건진료소에 별로 도움이 안된다와 전혀 도움이 되지 않는다는 사람이 정규직화 전과 후에 각각 92.0%, 82.0%였다. 운영협의회가 필요 없다는 사람은 정규직화 전에 4%에서 16%로 증가되었다(p<0.05). 보건진료원제도 발전을 위해 제안된 사항은 보건교육중심의 활동, 보건진료소운영의 자율성 보장 보건소에 경험이 풍부한 보건진료원을 두어 지도감독하게 할 것과 사용하는 약품의 종류를 늘려 줄 것 등이었다. 이상의 결과로 보하 정규직화 후 보건진료원의 역할, 기능 등의 업무활동의 변화는 거의 없었으나 신분보장과 봉급에 대한 만족도는 향상이 되었고 또한 자율성도 증가하였다. 보건소의 지원은 약간 늘었으며, 지도감독체제에서 지시 공문의 증가로 사무보고 업무가 많아지고, 근무 확인을 위한 전화감독은 늘었으나 업무치진을 위한 행정직 지도 또한 기술적 지도는 거의 없었다.
The main purpose of the investigation of an accident caused by aircraft is to be prevented the sudden and casual accidents caused by wilful misconduct and fault from pilots, air traffic controllers, hijack, trouble of engine and machinery of aircraft, turbulence during the bad weather, collision between birds and aircraft, near miss flight by aircrafts etc. It is not the purpose of this activity to apportion blame or liability for offender of aircraft accidents. Accidents to aircraft, especially those involving the general public and their property, are a matter of great concern to the aviation community. The system of international regulation exists to improve safety and minimize, as far as possible, the risk of accidents but when they do occur there is a web of systems and procedures to investigate and respond to them. I would like to trace the general line of regulation from an international source in the Chicago Convention of 1944. Article 26 of the Convention lays down the basic principle for the investigation of the aircraft accident. Where there has been an accident to an aircraft of a contracting state which occurs in the territory of another contracting state and which involves death or serious injury or indicates serious technical defect in the aircraft or air navigation facilities, the state in which the accident occurs must institute an inquiry into the circumstances of the accident. That inquiry will be in accordance, in so far as its law permits, with the procedure which may be recommended from time to time by the International Civil Aviation Organization ICAO). There are very general provisions but they state two essential principles: first, in certain circumstances there must be an investigation, and second, who is to be responsible for undertaking that investigation. The latter is an important point to establish otherwise there could be at least two states claiming jurisdiction on the inquiry. The Chicago Convention also provides that the state where the aircraft is registered is to be given the opportunity to appoint observers to be present at the inquiry and the state holding the inquiry must communicate the report and findings in the matter to that other state. It is worth noting that the Chicago Convention (Article 25) also makes provision for assisting aircraft in distress. Each contracting state undertakes to provide such measures of assistance to aircraft in distress in its territory as it may find practicable and to permit (subject to control by its own authorities) the owner of the aircraft or authorities of the state in which the aircraft is registered, to provide such measures of assistance as may be necessitated by circumstances. Significantly, the undertaking can only be given by contracting state but the duty to provide assistance is not limited to aircraft registered in another contracting state, but presumably any aircraft in distress in the territory of the contracting state. Finally, the Convention envisages further regulations (normally to be produced under the auspices of ICAO). In this case the Convention provides that each contracting state, when undertaking a search for missing aircraft, will collaborate in co-ordinated measures which may be recommended from time to time pursuant to the Convention. Since 1944 further international regulations relating to safety and investigation of accidents have been made, both pursuant to Chicago Convention and, in particular, through the vehicle of the ICAO which has, for example, set up an accident and reporting system. By requiring the reporting of certain accidents and incidents it is building up an information service for the benefit of member states. However, Chicago Convention provides that each contracting state undertakes collaborate in securing the highest practicable degree of uniformity in regulations, standards, procedures and organization in relation to aircraft, personnel, airways and auxiliary services in all matters in which such uniformity will facilitate and improve air navigation. To this end, ICAO is to adopt and amend from time to time, as may be necessary, international standards and recommended practices and procedures dealing with, among other things, aircraft in distress and investigation of accidents. Standards and Recommended Practices for Aircraft Accident Injuries were first adopted by the ICAO Council on 11 April 1951 pursuant to Article 37 of the Chicago Convention on International Civil Aviation and were designated as Annex 13 to the Convention. The Standards Recommended Practices were based on Recommendations of the Accident Investigation Division at its first Session in February 1946 which were further developed at the Second Session of the Division in February 1947. The 2nd Edition (1966), 3rd Edition, (1973), 4th Edition (1976), 5th Edition (1979), 6th Edition (1981), 7th Edition (1988), 8th Edition (1992) of the Annex 13 (Aircraft Accident and Incident Investigation) of the Chicago Convention was amended eight times by the ICAO Council since 1966. Annex 13 sets out in detail the international standards and recommended practices to be adopted by contracting states in dealing with a serious accident to an aircraft of a contracting state occurring in the territory of another contracting state, known as the state of occurrence. It provides, principally, that the state in which the aircraft is registered is to be given the opportunity to appoint an accredited representative to be present at the inquiry conducted by the state in which the serious aircraft accident occurs. Article 26 of the Chicago Convention does not indicate what the accredited representative is to do but Annex 13 amplifies his rights and duties. In particular, the accredited representative participates in the inquiry by visiting the scene of the accident, examining the wreckage, questioning witnesses, having full access to all relevant evidence, receiving copies of all pertinent documents and making submissions in respect of the various elements of the inquiry. The main shortcomings of the present system for aircraft accident investigation are that some contracting sates are not applying Annex 13 within its express terms, although they are contracting states. Further, and much more important in practice, there are many countries which apply the letter of Annex 13 in such a way as to sterilise its spirit. This appears to be due to a number of causes often found in combination. Firstly, the requirements of the local law and of the local procedures are interpreted and applied so as preclude a more efficient investigation under Annex 13 in favour of a legalistic and sterile interpretation of its terms. Sometimes this results from a distrust of the motives of persons and bodies wishing to participate or from commercial or related to matters of liability and bodies. These may be political, commercial or related to matters of liability and insurance. Secondly, there is said to be a conscious desire to conduct the investigation in some contracting states in such a way as to absolve from any possibility of blame the authorities or nationals, whether manufacturers, operators or air traffic controllers, of the country in which the inquiry is held. The EEC has also had an input into accidents and investigations. In particular, a directive was issued in December 1980 encouraging the uniformity of standards within the EEC by means of joint co-operation of accident investigation. The sharing of and assisting with technical facilities and information was considered an important means of achieving these goals. It has since been proposed that a European accident investigation committee should be set up by the EEC (Council Directive 80/1266 of 1 December 1980). After I would like to introduce the summary of the legislation examples and system for aircraft accidents investigation of the United States, the United Kingdom, Canada, Germany, The Netherlands, Sweden, Swiss, New Zealand and Japan, and I am going to mention the present system, regulations and aviation act for the aircraft accident investigation in Korea. Furthermore I would like to point out the shortcomings of the present system and regulations and aviation act for the aircraft accident investigation and then I will suggest my personal opinion on the new and dramatic innovation on the system for aircraft accident investigation in Korea. I propose that it is necessary and desirable for us to make a new legislation or to revise the existing aviation act in order to establish the standing and independent Committee of Aircraft Accident Investigation under the Korean Government.