PURPOSES : This study prioritizes the potential technology for establishing an efficient traffic control in the ramp junction of urban deep underground tunnels in the future. We considered most of the applicable technologies that ensure traffic safety at the on-off ramp junction. METHODS : This study proposes a methodology to prioritize the applicable technology for establishing efficient traffic control in the ramp junction of an urban deep underground tunnel using an analytical hierarchy process (AHP). First, an AHP structure was developed. Second, an individual survey was conducted to collect the opinions of road and transportation experts. Based on the survey results, weights were estimated depending on the relevant criteria of the developed structure. The estimated weights were verified using the consistency index (CI) and consistency ratio (CR). In addition, a sensitivity analysis was performed to confirm the reliability of the estimated weights. Finally, the potential technology for an efficient traffic control in the ramp junction of an urban deep underground tunnel was prioritized. RESULTS : In the first level of hierarchy, traffic demand control had the highest priority, and ramp metering, section speed control, and shoulder lane control were selected in the second level of hierarchy. CONCLUSIONS : These results implied that prioritizing would be useful in establishing traffic operation strategies for traffic safety when constructing and opening deep underground tunnels in urban areas in the future.

OBJECTIVES : Many roadway departure crashes on the freeway interchange are due to the running speed being greater than the design speed. This study aims to ensure a safe and pleasant driving experience for the driver by increasing the superelevation based on the running speed on the highway interchange ramp. METHODS: The mean running speed for each type of ramp is calculated on site survey more than 10 interchanges. Using the mean running speed, we calculated the superelevation and the side friction using the method given in “A Policy on Geometric Design of Highways and Street”(Pages 145-166, 2001). Then, we applied the modified method to the superelevation range. Finally, we ensured safety using the Degree of Safety that is proven by the centrifugal acceleration ratio as suggested by Joseph Craus (1978). RESULTS : The mean running speeds are 50 km/h and 65 km/h when the design speeds are 40 km/h and 50 km/h, respectively. After the application of the new method used in this study, the superelevation will be increased by 9.0% and 10.0% when the mean running speeds are 50 km/h and 65 km/h, respectively. CONCLUSIONS: A higher superelevation can give the driver a more comfortable and safe driving environment. However, the driver needs to be aware of snow and low-temperature conditions.

PURPOSES: The objective of this paper is to understand the deterioration phenomenon and causes in the pavement of a ramp area. METHODS: Ramp areas need to be sloped because of the centrifugal force, which depends on the vehicle speed and grade of the ramp area. As a result, vertical and horizontal forces are applied on the pavement surface of the ramp area. Furthermore, the horizontal force depends on the vehicle speed and grade of the ramp area. In order to analyze the pavement structure of a ramp area, a multi-layered elastic analysis program was used to evaluate the weakest link of fatigue cracking deterioration, according to the simultaneously applied vertical and horizontal forces. RESULTS : From case studies related to the bonding conditions between the surface and base layer in a ramp area, it was found that the partially bonded cases resulted in a critical potential of fatigue cracking deterioration, in a comparison of 50%, 70%, and fully bonded cases. CONCLUSIONS : According to the results of the case studies, the pavement structure system should be reinforced by upgrading the material or increasing the thickness compared to the general pavement areas, in order to provide a performance life similar to the mainline pavements in the ramp areas.

PURPOSES: This study performs fundamental research on ramp-metering design criteria. METHODS: We carefully review previous studies in terms of ramp-metering design criteria and then consider applicability in Korea. For this, traffic simulation model is employed to analyze actual effect according to specific location of stop-line when implementing rampmetering. RESULTS : When a stop-line moving forward with a 50m interval, travel speed at mainline relative to current stop-line location tends to decrease. However, traveling speed at approach roads increase about 5~18% under the same condition. When a stop-line location moving backward with a 50m interval, mainline travel speed increase approximately 17~32% whereas traveling speed at approach roads decrease. All cases are compared with the current stop-line location. CONCLUSIONS : We believe that both cases are useful with respect to freeway management. For example, moving forward a stop-line case can be used management for queuing area at ramp section and approach roads. Moving backward a stop-line case can be used for traffic control, focusing on mainline of freeways.

본 연구의 목적은 도시고속도로 합류부의 특성 및 실제 교통상황을 고려하여 각 차로별, 구간별로 영향권을 분석하는 것을 목적으로 하였다. 향후에는 본 연구결과를 바탕으로 차로제어시스템(Lane Control System, LCS) 등 운전자 정보제공서비스 및 첨단기술에 적용하여 효율적인 도로이용을 통한 원활한 운행상태유지가 가능할 것이다. 본 연구에서는 속도의 표준편차를 기준으로 고속도로 합류부의 난류현상을 분석한 기존연구를 기반으로, 난류현상 발생정도를 기준으로 한 세분화된 합류부 영향권을 도출하였다. 난류현상을 기준으로 도출한 합류부 영향권은 합류지점을 중심으로 합류지점과 유사한 교통류 특성을 보이는 구간을 합류의 직접영향권으로 도출하였으며, 도출된 결과는 상류부 300m에서 500m구간의 1, 2, 3차로, 합류지점에서 300m지점까지의 전차로 및 하류부 100m지점까지의 전차로, 하류부 100m에서 300m구간의 2, 3차로로 분석되었다.

Dry CVT(Continuously variable transmission) consists of a driving pulley and a driven pulley joined by rubber V-belt. Each pulley consists of a fixed flange and a movable flange. The movable flange of the driving pulley has the centrifugal roller and a ramp plate in the flange. The movable flange moves toward a fixed flange under the actuation of a centrifugal roller, as the driving pulley speed increases. The main advantages of the Dry CVT with V-belt, which has been popular in Asia, are a simple mechanism, less maintenance and low cost. The important claim which has an influence on the performance of the Dry CVT is the wear of the centrifugal roller. In this study proposed an improved design of ramp plate reducing the wear of the centrifugal roller in order to provide some design guidelines.

본 연구는 도로연장측면에서 본선에 비해 상대적으로 연결로에서 발생하는 사고빈도가 높고, 교통사고가 증가하는 추세인 고속도로 연결로의 교통사고 예측모형의 개발에 초점을 두었다. 연결로 유형별(직결, 준직결, 루프)로 통계적으로 유의한 사고인자를 선정하고, 사고율과의 관계가 비선형 임을 분석하여 변수를 변형(Variables Transformation)하여 All possible 방식으로 예측모형을 개발하고, 통계적 진단 및 검증을 거쳐 유의성을 확인하였으며 이에 기존 개발 모형에 비해 예측력이 더욱 우수한 결과를 보였다. 개발된 사고예측모형은 보다 비용면에서 효율적이고, 안전한 트럼펫형 IC 연결로의 설계와 연결로 교통사고 원인분석에 활용될 수 있을 것으로 기대된다.

현재 국도개량사업으로 국도의 이동성이 향상되었으나 유출부에 설치된 도로안전시설인 시선유도시설은 일관성 없이 설치되거나 미설치된 경우가 많다. 유출부의 시선유도시설은 유출부의 안전성을 높이는 시설임에도 불구하고 각 유출부마다 서로 다른 유형으로 설치되어 그 기능적 검토가 필요할 것으로 판단하였다. 이에 본 연구에서는 현장조사를 통하여 조사된 시설유형별로 설치기준의 적합성을 검토한 후 운전자 인지특성을 고려한 효과적인 시설유형을 제시하고자 하였다. 이를 위하여 3D-시뮬레이션을 개발하여 보다 객관적인 비교실험을 수행하였다. 시설유형 간 비교변수는 운전자 인지특성을 대변할 수 있는 현저성, 시인성으로 선정하여 시설유형에 대한 각각의 특성실험을 수행하였으며 인지 특성변수로 채택된 시인성의 실험에 대한 피 실험자의 측정오차를 줄이기 위하여 초점기록계(Eye Marker Recorder)를 이용하여 실험함으로서 보다 정량적이고, 객관적인 주시빈도를 측정할 수 있었다. 각각의 측정 변수들에 대한 시설유형 간 유의성을 검증하기 위하여 분산 분석으로 검토하였다. 그 결과 현저성은 시설유형 간 유의미한 차이를 나타냈으며, 유출부를 인지하는데 안전표지, 장애물표적표지, 시선유도등, 시선유도봉이 설치된 시설유형이 가장 유리한 것으로 평가되었다. 또한 시인성의 효과척도로 주시빈도를 측정한 결과 시설유형 간 유의미한 차이를 알 수 있었으며, 현저성과 동일한 시설유형이 설치되었을 때 유출부를 인지하는데 유리한 것으로 평가되었으며 전체적인 결과를 종합하여 볼 때 안전표지, 장애물표적표지, 시선유도등, 시선유도봉의 시설이 가장 유리한 것임을 알 수 있었다.

The aim of this study was to investigate the kinematics of young adults during descent ramp climbing at different inclinations. Twenty-three subjects descended four steps at four different inclinations (level, -8˚, -16˚, -24˚). The 3-D kinematics were measured by a camera-based Falcon System. The data were analyzed using one-way ANOVA and the Student-Newman-Keuls test. The kinematics of descent ramp walking could be clearly distinguished from the kinematics of level walking. On a sagittal plane, the ankle joint was more plantar flexed at initial contact with -16˚/-24˚ inclination, was decreased in the toe off position with all inclinations (p<.001),and was decreased at maximum plantar flexion during the swing phase (p<.001). The knee joint was more flexed at initial contact with the -24˚ inclination (p<.001), was more flexed in the toe off position with all inclinations (p<.001), and was more flexed at minimum flexion during stance phase and at maximum flexion during swing phase with -16˚, -24˚ inclination (p<.001). The hip joint was more flexed in the toe off position with -16˚, -24˚ inclination and was deceased at maximum extension during stance phase with -16˚, -24˚ inclination (p<.05). In the frontal plane, the ankle joint was more everted at maximum eversion during stance phase with -16˚, -24˚ inclination (p<.01) and was decreased at maximum inversion during swing phase with -16˚, -24˚ inclination (p<.01). The knee joint was more increased at maximum varus during stance phase with -16˚, -24˚ inclination (p<.001). The hip joint was deceased at maximum adduction during stance phase with -24˚ inclination (p<.05). In a horizontal plane, only the knee joint was increased at maximum internal rotation during stance phase with -24˚ inclination (p<.05). In descent ramp walking, the different gait patterns occurred at an inclination of over 16˚ on the descending ramp in the sagittal and frontal planes. These results suggest that there is a certain inclination angle or angular range where subjects do switch between level walking and descent ramp walking gait patterns.

개의 인공수정에 사용할 정자의 보존방법을 확립하기 위하여, 동결속도와 응해 온도를 설정하여 적절한 동결방법을 정립하고자 본 실험을 실시하여 다음과 같은 결과를 얻었다. 동결의 방법에 있어서는 액체질소의 표면으로부터 17 cm 높이에서 동결하는 -3/min의 동결속도로 실시하여 37에서 2분간 응해하는 방법이 가장 좋은 결과를 보였다. 생존성과 운동성에 있어서의 차이는 없지만 첨체의 intact한 비율은 약간 낮은 결과를 보였으며, 이의 보완을 위해, 액

본 연구에서는 금속 칼날 마스크와 펄스형 레이저 증착장치를 이용하여 YBa2Cu3O7-δ/SrTiO3/YBa2Cu3O7-δ 다층박막 형태의 In-situ SIS ramp dege 형태의 접합을 제작하였으며, 이의 특성을 조사하였다. 접합은 RSJ 형태의 전류-전압 특성ㅇ르 나타내고 있으며, 온도 변화에 따른 접합의 normal resistance는 약 18 Ω으로 온도에 무관하게 일정한 값을 나타내었다. 접합형태를 이용하여 감도(transfer function, dV/dφ)가 약 22μV/φ0인 dc-SQUID센서를 제작하였으며, in-situ SIS ramp edge 형태의 접합이 센서로의 응용가능성을 충분히 가지고 있음을 보여 주었다.

형태학적으로 구분이 어려운 황정과 위유의 범위를 구분하기 위해 황정에 속하는 층층갈고리둥굴레, 다화황정, 진황정 등 3종과 위유에 속하는 8종의 둥굴레 동속 식물 등 11종 23 개체 시료로 RAMP분석한 결과를 요약하면 다음과 같다. 1. 황정그룹과 위유그룹은 NTSYS를 통한 유연관계 분석에서 55%의 유연관계를 나타냈으며, 층층갈고리둥굴레와 층층둥굴레는 81.75%로 분석에 사용된 둥글레 동속 식물 중 가장 높은 유연관계를 나타냈다. 2. 둥굴레 동속식물에 해당하는 층층둥글레는 황정의 약재인 층층갈고리둥굴레와 외부형태학적으로, 그리고 다형성패턴결과가 매우 유사하므로 황정의 약재에 속하는 것으로 사료된다. 3. 진황정은 위유와 외부형태적으로 유사하며, 유연관계분석에서도 위유의 그룹에 속하므로 위유의 약재에 대한 구분을 새롭게 할 필요성이 있다.

본 연구는 개선된 한국형 도로용량편람 작성 작업의 일환으로 고속도로 연결로 접속부에 대한 분석방법에 관해 검토한 것으로 1992년에 작성된 우리나라의 도로용량편람(92KHCM)과 최근에 발표된 미국의 도로용량편람(USHCM2000)의 분석방법론을 비교 검토하여 국내에서의 적용가능성을 타진하고 최적의 분석방법을 정립하고자 하였다 이를 위해 본 연구의 대상구간을 설정하고 기존 방법론을 이용하여 현장 관측치와 비교 평가한 후 수집된 자료들을 분석토록 하였다. 자료의 수집 및 분석 결과 접속차로 1개만을 고려한 92KHCM의 경우 평가에 사용된 모형식에 의한 추정치와 실제 관측치가 다소 차이를 보였으나 접속차로 2개를 고려한 2000USHCM 의 경우 계산치와 관측치가 거의 일치함을 알 수 있었다. 이를 통해 2000USHCM에서의 분석방법론이 보다 합리적인 면이 많이 내포되어 있음을 확인 할 수 있었다. 또한 서비스 수준의 판정기준으로 영향권의 밀도가 사용되어 졌으며 이전의 속도에 비해 교통량의 증가에 따른 민감도가 우수함을 알 수 있었다. 본 연구에서의 분석대상 구간은 독립적인 합류부에 국한하였으나 추후 본 연구는 보다 광범위한 자료의 수집을 통해 연속적인 분류 합류 연결로 접속부에 대한 연구로 확대가 되어야 할 것으로 판단된다

Today travel demand continues to increase with spread of economic zones. Also, urban freeway plays an important role in intra-zone transportations as a major corridor in a big city. However, most of urban freeways experience a severe congestion with the excess of inflowing or outflowing traffic through freeway ramps. The purpose of this study is to identify the traffic characteristics, analyze the relationships between the traffic characteristics and finally construct the speed predictive models on the ramp junctions of urban freeway under the intelligent transportation system(ITS) settings. From the analyses of traffic characteristics following results were obtained: ⅰ) 24 hours average traffic characteristics flow, occupancy, speed under the ITS settings showed about 40%, 38%, 8.8% increase each on urban freeway junctions period when compared with that under the non-ITS settings each other. Free flow speed and traffic flow on the mainline sections of urban freeway under the ITS settings also showed about 20% and 17% increase when compared with that under the non-ITS, respectively. ⅱ) The upstream when compared speed( Su)and downstream occupancy( Od) were especially shown to have higher explanatory powers on the stable flow ramp junctions, but the upstream speed( Su) and downstream flow( Vd) were especially shown on the unstable flow ramp junctions of urban freeway under the ITS settings.ngs.ngs.

Today freeway is experiencing a severe congestion with incoming or outgoing traffic through freeway ramps during the peak periods. Thus, the purpose of this study is to identify the traffic characteristics, analyze the relationships between the traffic characteristics and finally construct the delay predictive models on the rap junctions of freeway with 70mph speed limit. From the traffic analyses, and model construction and verification for delay prediction on the ramp junctions of freeway, the following results were obtained : ⅰ) Traffic flow showed a big difference depending on the time periods. Especially, more traffic flows were concentrated on the freeway junctions in the morning peak period. ⅱ) The occupancy also showed a big difference depending on the time periods, and the downstream occupancy(Od) was especially shown to have a higher explanatory power for the delay predictive model construction on the ramp junctions of freeway. ⅲ) The delay-occupancy curve showed a remarkable shift based on the occupancies observed : Od/〈9% and Od/≥9%. Especially, volume and occupancy were shown to be highly explanatory for delay prediction on the ramp junctions of freeway under Od/≥9%, but lowly for delay prediction on the ramp junctions of freeway under Od/〈9%. Rather, the driver characteristics or transportation conditions around the freeway were thought to be a little higher explanatory for the delay prediction under Od/〈9%. ⅳ) Integrated delay predictive models showed a higher explanatory power in the morning peak period, but a lower explanatory power in the non-peak periods.