. NO3-N concentration of microcosm water decreased sharply from 1.90 mg/L at first to 0.02 mg/L, whereas NH4-N concentration increased from 0.03 mg/L to 2.85 mg/L continually. PO4-P concentration was 0.03 mg/L at first and increased to 2.39 mg/L by decomposition. Therefore, available phosphorus seems to have leached with higher rate than nitrogen from the petals litter. Increase about 0.02 mg/L in PO4-P concentration could be estimated in artificial pond from the calculation on the total quantity of fallen blossoms. This result suggests that available phosphorus from the decomposed Prunus petals could cause eutrophication in the artificial pond.Key words : Decey rate, Eutrophication, Petal, Phosphate dynamics 서 론연못은 2 m 이하의 수심 또는 8 ha 이내의 면적을 보이 †

This study defines influencing sections as the part of the road section where passing vehicles are traveling with the lower speed compared to speed limit due to speed humps. The influencing section was divided into 3 parts; influencing section before the speed hump, interval section, and influencing section after the speed hump. This analysis focused on the changes of each part depending on installation types, vehicle types, and daytime or nighttime. For the interval section, especially, the ratio of distance traveled with lower speed than speed limit to interval section is defined as effective influencing section ratio to be analyzed. Vehicle speed profiles were collected with a speed gun to extract influencing section lengths. The survival analysis was applied and estimated survival functions are compared with each other by several statistical tests. As a consequence, the average length of influencing section on the 50m sequential speed humps was 75.3% longer during the deceleration than that of isolated speed hump, and 18.9% during the acceleration. The effective influencing section ratio for the 30m and 50m sequential speed humps had a small difference of 81.0% and 76.0% while the absolute values of the section that passing speed were less than the speed limit were longer on 50m sequential speed humps, each being 24.3m and 38.0m. Using the log rank test, it was evident that sequential speed humps were more effective to increase the length of influencing sections compared to the isolated speed hump. Vehicle type was the strong factor for influencing section length on the isolated speed hump, but daytime or nighttime was not the effective one. This research result can be used for improving the efficiency selecting the installation point of speed humps for road safety and estimating the standard of the distance between sequential speed humps.