PURPOSES : Traffic congestions which occur in the intersections of arterials lead to mobility and environment problem, and then traffic agencies and engineers have been struggling for mitigating congestions with greenhouse gas emissions. As an alternative of solving theses problems, this study is to introduce a low-cost and high-effectiveness countermeasure as unconventional intersections which are successfully in operation in U.S.. The main feature of unconventional intersections is to reroute turning movement on an approach to other approach, which consequently more green time is available for the progression of through traffic. Due to improved progression, this unique geometric design contributes to reduce delays with greenhouse gas emission and provides a viable alternative to interchanges. This study is to evaluate the potential operation and environment benefits of unconventional intersections. METHODS: This study used the VISSIM model with Synchro and EnViVer. Synchro is to optimize signal phases and EnViVer model to estimate the amount of greenhouse gas emissions by each condition. RESULTS : The result shows that unconventional intersections lead to increase the capacity and to reduce greenhouse gas emissions, compared to existing intersections. CONCLUSIONS: Unconventional intersections have the ability to positively impact operations and environments as a low-cost and higheffectiveness countermeasure

PURPOSES: The purpose of this study is to develop the U-turn accident model at 4-legged signalized intersections in urban areas. METHODS : In order to analyze the characteristics of the accidents which are associated with U-turn operation at 4-legged signalized intersections in urban areas and develop an U-turn accident model by regression analysis, the tests of overdispersion and zero-inflation are conducted about the dependent variables of number of accidents and EPDO (Equivalent Property Damage Only). RESULTS: As their results, the Poisson model fits best for number of accident and the ZIP (Zero Inflated Poisson) fits best for EPOD, the variables of conflict traffic, width of opposing road, traffic passing speed are adopted as independent variable for both models. The variables of number of bus berths and rate of U-turn signal time at which the U-turn is permitted are adopted as independent variable only for EPDO. CONCLUSIONS: These study results suggest that U-turn would be permitted at the intersection where the width of opposing road is wider than 11.9 meters, the passing vehicle speed is not high and U-turn operation is not hindered by the buses stopping at bus stops.

PURPOSES: This study is to develop Right-Turning Channelization Design Models of Semitrailer at Intersections by regression of vehicle tracking simulation. METHODS: Based on the literature review, it was indicated that right-turning channelization design guide of semitrailer is too complex and is not reflected turning speed and approach angle. To verify effectiveness of right turning semitrailer trajectories according to the changing turning speed and approach angle, vehicle tracking simulation was executed. And then, simulation results were analyzed for modeling design elements; minimum turning radius, swept path width, arc length, width of triangle island, of right-turning channelization using regression methods. RESULTS : When the turning speed is getting higher, minimum turning radius, arc length, width of triangle island increased and the approach angle lower, swept path width, arc length, width of triangle island reduced. The turning radius completely reflected by turning speed. CONCLUSIONS : In this research, it was investigated how much design elements are changed according to the turning speed and the approach angle of semitrailer. The developed right-turning channelization design models can help engineers to easy and comfortable design at various conditions.

PURPOSES: Recently, there are increasing bicycle accidents along with increasing bicycles users. Bicycle accidents occurred frequently by perpendicular collision form at intersection inner. In order to improve safety of bicycle, drivers need to be aware of bicycles on the road and intersection geometric designs need to be designed to reduce risk associated with collisions between bicycles and car. This study aims to review the location of bicycle crossing in the viewpoint of bicycle safety. METHODS: Four types of bicycle crossing by curve radius and driver's check around the behavior are set to simulate the risk of collisions between bicycles and car turning right. Simulation using fortran programming are conducted on total 60 cases. RESULTS : Bicycle crossing located behind of crosswalk is lower the risk of collisions with car in all cases. In addition to the larger curve radius of pavement edge at intersection and the more pay attention to the rear by the turn head to the right is too low the risk of collisions with car. CONCLUSIONS : It is show that the location of bicycle crossing is safer behind than in front of crosswalk in the viewpoint of bicycle safety.

PURPOSES : The purpose of this study is to propose delay-minimizing operation methodology of a signalized intersection based upon optimization of lane-uses on approaching lanes for an intersection. METHODS: For the optimization model of lane-uses, a set of constraints are set up to ensure feasibility and safety of the lane-uses, traffic flow, and signal settings. Minimization of demand to saturation flow ratio of a dual-ring signal control system is introduced to the objective function for delay minimization and effective signal operation. Using the optimized lane-uses, signal timings are optimized by delay-based model of TRANSYT-7F. RESULTS : It was found that the proposed objective function is great relation with delay time for an intersection. From the experimental results, the method was approved to be effective in reducing delay time. Especially, cases for two left-turn lanes reduced greater delays than those for a left turn lane. It is noticed that the cases for different traffic volume by approach reduced greater delays than those for the same traffic volume by approach. CONCLUSIONS : It was concluded that the objective function is proper for lane-uses optimizing model and the operation method is effective in reducing delay time for signalized intersections.

PURPOSES : The present paper is to compare vehicles' CO2 emissions in roundabouts and signalized intersections. METHODS : The present paper uses the SIDRA software with variables of traffic and road conditions. RESULTS : The results of the study are as follows : First, when entering traffic volumes are more than 1600pcph, vehicle's CO2 emissions in roundabouts are lower than those of signalized intersections regardless of the left turn ratio. Second, When entering traffic volumes are more than 2800pcph, vehicles's CO2 emissions in 2-lane approaches are lower than those of 1-lane approaches in signalized intersection. Third, when entering traffic volumes are more than 1600pcph, vehicle's CO2 emissions of CASE B are lowest. (CASE B is the condition with one exclusive left-turn lane and one exclusive straight lane and one shared straight lane with right-turn.) Also, CASE A is the condition that vehicle's CO2 emissions in roundabouts are lower than those of signalized intersections between 1600pcph and 3600pcph. (CASE A is the condition with one exclusive left-turn lane and one shared straight lane with right-turn.) But, when entering traffic volumes are more than 4000pcph, vehicle's CO2 emissions in signalized intersections is lower than those of roundabouts. CONCLUSIONS : It may be concluded that vehicle's CO2 emissions on roundabouts are much lower than those of signalized intersections, especially, when entering traffics volumes are between 1600pcph and 3600pcph in 1-lane or 2-lane approaches.

본 연구는 polyvinyl chroride (PVC)와 stainless steel 표면에서 E. coli O157:H7의 부착, 바이오필름형성, 온·습도에 따른 생존율을 조사하고, E. coli O157:H7이 오염된 작업대 표면에서 상추로의 교차오염도 조사를 통하여 E. coli O157:H7에 오염된 작업대가 상추의 미생물학적 안전성에 미치는 영향을 평가하고자 수행하였다. 작업대 표면 재질인 PVC와 stainless steel에 E. coli O157:H7 배양액을 1시간 노출시켰을 때, PVC의 경우, stainless steel 보다 10배 정도 부착력이 높았으나, 6시간째는 두 재질간의 차이가 없었다. 또한, E. coli O157:H7의 바이오필름 형성은 TSB > 10% 상추추출액 > 1% 상추추출액 > phosphate buffer 순이었으며, 재질별로는 PVC에서 바이오필름형성능이 높은 것으로 나타났다. 온도 20oC, 30oC, 습도 43%, 69%, 100% 에서 각각 노출 시켰을 때, E. coli O157:H7은 온도 30oC, 습 도 43%, 69% 조건에서 12시간 내에 약 5.0 log CFU/coupon이 감소한데 반해, 상대습도 100%에서는 농도의 큰 변화 없이 5 일 이상 생존이 지속되었다. 또한, 유기물이 작업대 표면에 존재 시, E. coli O157:H7의 감소 속도가 느렸다. E. coli O157:H7 에 오염된 작업대에 상추를 접촉시키고 상추의 오염도를 조사한 결과, 상추 표면에 수분이 존재할 때 오염된 작업대 표면에서 E. coli O157:H7의 이동수준이 상추에 수분이 없을 때 보다 10 배 이상 증가하는 것으로 나타났다. 따라서 E. coli O157:H7에 오염된 작업대는 상추의 안전성에 직접적인 영향을 미칠 수 있어 작업 후에 세척, 소독을 통하여 위생적으로 관리하는 것이 필요하다.

PURPOSES: To analyze the specific factors of drivers behaviors that amount of cause the greenhouse gas emissions per vehicle. METHODS: Drivers behaviors at intersections are analyzed on the conditions of acceleration and deceleration. RESULTS : First, it is resulted greenhouse gas emissions per vehicle is produced more at intersections than at the main lines of highway. Second, it is resulted that the average speed, the average acceleration rate and the maximum speed are three major factors to produce greenhouse gas per vehicle in acceleration sections. Third, it is resulted that rapid deceleration 20m before entering intersections is the major factor to produce greenhouse gas per vehicle in deceleration sections. CONCLUSIONS: At intersections, sudden acceleration and deceleration is not good for greenhouse gas emissions. Thus, and the average speed, the average acceleration rate and the maximum speed are the chosen as factors to be controlled for drivers' behavior to reduce vehicles' greenhouse gas at intersections.

PURPOSES: This study aims to suggest a proper left-turn treatment method for the bicycle traffic flow at four-legged intersections. METHODS: Four types of crossing methods are proposed and analyzed : (1) indirect left turn, (2) direct left turn, (3) direct left turn on a Bike Box, and (4) direct left turn on bike left turn lane. The VISSIM simulation tests were conducted based on forty-eight operation scenarios prepared by varying vehicle and bicycle traffic volumes. RESULTS : The results from the four-legged signalized intersections suggest that (1) the indirect left turn is appropriate when vehicle demand is high, (2) the direct left turn is efficient on most traffic situation but the safety is a concern, (3) the direct left turn on a Bike Box is appropriate when bicycle demand is high while vehicle demand is not, and (4) the direct left turn on a bike left turn lane is appropriate when both vehicle and bicycle demand are low. CONCLUSIONS : The direct left turn of bicycle provides more efficiency than the indirect left turn at the four-legged intersections but to apply the methods and to study more, advanced evaluation methods, related law, and insurance programs are needed.

PURPOSES: Though the situation that the roundabouts are actively constructed, researches on the effect of the roundabouts focus mainly on the analysis of the expected effects of using only traffic simulation on the operation. Considering such problems, this study is conducted to analyze the effects of the various aspects based on field observation studies. METHODS: This study evaluated and analyzed the effects from the aspects of traffic operation, traffic safety, and traffic behavior by performing field observation studies with six roundabouts with/without signal controls on the pilot project areas for the roundabouts installed in 2010. RESULTS: Through the study results, it was found that the average travel time decreases by 14.7% and 2.4% on the signalized intersections and unsignalized intersections, respectively. The average travel speed increases by 9.7 and 5.8km/h on the roundabouts with/without signal lights. Regarding traffic safety, the speed deviation among individual vehicles decreases by approximately 18.4 to 32.7km/h, thus confirming the safety effects. As the decrease of the number of conflicts, it might be explained that car crashes and collision with pedestrians decreased by 62.2% and 66.7%. Also the result shows that the lowest point of speed in roundabouts appears near the yield line on the entry area on the roundabouts. When passing through the roundabouts, vehicles enter at a speed of 20-30km/h, which is the design speed of the circulatory lane and drive out the roundabout with a higher speed than the entry speed. CONCLUSIONS: When a roundabout is introduced at the intersections below certain traffic volume there are effects of traffic operation, traffic safety, and traffic behavior.

최근 사과원에서 복숭아순나방붙이(Grapholita dimorpha)의 발생이 보고되었다. 복숭아순나방붙이는 이와 유사한 복숭아순나방(G.molesta)이 발생하는 또 다른 기주에서도 동시에 발생이 가능하다고 제기되었다. 본 연구는 국내 여러 지역의 배과원에서 복숭아순나방붙이의 발생이 있음을 보고한다. 복숭아순나방붙이의 종 동정은 형태적 특징과 분자마커를 이용하여 실시되었다. 이들 두 종의 공통된 성페로몬 주성분으로 상호 교차 포획이 이뤄질 수 있다. 복숭아순나방붙이 페로몬트랩에 복숭아순나방붙이와 복숭아순나방이 포획되고, 복숭아순나방 페로몬트랩에 복숭아순나방과 복숭아순나방붙이가 포획되었다. 복숭아순나방붙이 트랩에 이뤄진 교차 포획비율은 지역적으로 다른 배과원에서 상호 뚜렷한 차이가 나타났다. 더욱이 이 두 종의 발생 피크도 조사한 모든 야외 지역에서 시기적으로 뚜렷한 차이를 보였다. 이러한 결과는 배 과수원에서 두 종의 성페로몬 트랩으로 얻은 모니터링 자료는 각각 서로 다른 종의 포획이 혼재하며, 이는 해당종의 발생빈도와 발생밀도가 확대 해석될 수 있음을 본 연구 자료는 제시하고 있다.

본 논문은 외국거래소에 주식예탁증서(DR)을 교차상장한 국내기업들을 대상으로 해외교차상장이 증권사 애널리스트의 리서치 커버리지와 이익 예측력, 그리고 기업가치에 미치는 영향을 분석하였다. 주요 분석결과는 다음과 같다. 첫째, 국내기업의 경우 교차상장에 따라 해당기업에 대한 애널리스트 커버리지는 교차상장 이전에 비해 감소하는 것으로 나타났다. 둘째, 교차상장 이후 기업공시 등 정보환경이 나아짐에 따라 교차상장기업에 대한 애널리스트의 이익예측 정확성이 높아질 것이라는 가설과는 반대로 교차상장 이후에 이익예측 오차는 더 증가하는 것으로 나타났다. 셋째, 교차상장으로 인해 교차상장기업의 기업가치가 높아질 것이라는 가설은 지지되어, 교차상장 이전보다 교차상장 이후에 기업가치는 더 상승하였다. 넷째, 교차상장 전후를 비교하여 애널리스트들이 목표주가를 상향 내지 하향 조정할 경우의 누적초과수익률을 비교한 결과, 목표주가를 상향한 경우 교차상장 이전과 이후 주가 영향력은 차이가 없는 것으로 나타났다. 이에 대해 애널리스트들이 목표주가를 하향한 경우에는 교차상장 이후에 주가에 더욱 부정적인 영향을 미치는 것으로 나타났다. 그러므로 교차상장 기업의 경우 목표주가의 하향 등 애널리스트의 부정적인 의견 제시는 주가에 미치는 부정적인 영향이 더욱 큰 만큼, 기업실적의 관리 외에 애널리스트와의 관계를 중시할 필요가 있음을 시사한다.

PURPOSES : Traffic accidents at intersections have been increased annually so that it is required to examine the causations to reduce the accidents. However, the current existing accident models were developed mainly with non-linear regression models such as Poisson methods. These non-linear regression methods lack to reveal complicated causations for traffic accidents, though they are right choices to study randomness and non-linearity of accidents. Therefore, to reveal the complicated causations of traffic accidents, this study used structural equation methods(SEM). METHODS : SEM used in this study is a statistical technique for estimating causal relations using a combination of statistical data and qualitative causal assumptions. SEM allow exploratory modeling, meaning they are suited to theory development. The method is tested against the obtained measurement data to determine how well the model fits the data. Among the strengths of SEM is the ability to construct latent variables: variables which are not measured directly, but are estimated in the model from several measured variables. This allows the modeler to explicitly capture the unreliability of measurement in the model, which allows the structural relations between latent variables to be accurately estimated. RESULTS : The study results showed that causal factors could be grouped into 3. Factor 1 includes traffic variables, and Factor 2 contains turning traffic variables. Factor 3 consists of other road element variables such as speed limits or signal cycles. CONCLUSIONS : Non-linear regression models can be used to develop accident predictions models. However, they lack to estimate causal factors, because they select only few significant variables to raise the accuracy of the model performance. Compared to the regressions, SEM has merits to estimate causal factors affecting accidents, because it allows the structural relations between latent variables. Therefore, this study used SEM to estimate causal factors affecting accident at urban signalized intersections.