『내전기의 사색』에서 예이츠는 고귀한 과거를 현재에 되살리기 위해 희 생이 불가피하다고 주장하는 아일랜드 민족주의 담론에 대해 깊은 우려를 표시한다. 문화의 통합을 이룬 과거와 폭력의 순환을 낳는 현재 간의 단절을 제시한 후 시인은 탑을 예술화하여 통합의 상징으로 재건하려한다. 그는 『나의 테이블』에서 예술의 대상 이자 전쟁의 도구인 사토의 검을 통해 역사적 연속성을 찾으려하지만 공허한 메아리 만 되돌아온다. 『대문 앞 도로』로 시작되는 3편의 시에서 예이츠는 내전을 직접적으 로 다루면서 폭력을 영웅시하고 죽음을 고귀한 희생으로 삼는 민족주의 기획의 허구 를 본격적으로 드러낸다. 이 연작시의 마지막 시인 『증오와 가슴의 충만과 다가오는 공허의 환영을 나는 보노라』는 자크 모레이를 위한 복수의 환상을 중심으로 혼돈과 폭력의 이미지로 채워져 있다. 이 환상은 이념적 복수와 순교의 영웅적 역사기술에 사 로잡혀 있는 민족주의 담론의 독단과 폭력성을 상징적으로 보여준다.

PURPOSES : The aim of this study was to compare the performance of the QUEENSOD method and the gravity model in estimating Origin-Destination (O/D) tables for a large-sized microscopic traffic simulation network. METHODS : In this study, an expressway network was simulated using the microscopic traffic simulation model, VISSIM. The gravity model and QUEENSOD method were used to estimate the O/D pairs between internal and between external zones. RESULTS: After obtaining estimations of the O/D table by using both the gravity model and the QUEENSOD method, the value of the root mean square error (RMSE) for O/D pairs between internal zones were compared. For the gravity model and the QUEENSOD method, the RMSE obtained were 386.0 and 241.2, respectively. The O/D tables estimated using both methods were then entered into the VISSIM networks and calibrated with measured travel time. The resulting estimated travel times were then compared. For the gravity model and the QUEENSOD method, the estimated travel times showed 1.16% and 0.45% deviation from the surveyed travel time, respectively. CONCLUSIONS : In building a large-sized microscopic traffic simulation network, an O/D matrix is essential in order to produce reliable analysis results. When link counts from diverse ITS facilities are available, the QUEENSOD method outperforms the gravity model.

PURPOSES: This study was initiated to estimate expressway traffic congestion costs by using Vehicle Detection System (VDS) data. METHODS : The overall methodology for estimating expressway traffic congestion costs is based on the methodology used in a study conducted by a study team from the Korea Transport Institute (KOTI). However, this study uses VDS data, including conzone speeds and volumes, instead of the volume delay function for estimating travel times. RESULTS : The expressway traffic congestion costs estimated in this study are generally lower than those observed in KOTI's method. The expressway lines that ranked highest for traffic congestion costs are the Seoul Ring Expressway, Gyeongbu Expressway, and the Youngdong Expressway. Those lines account for 64.54% of the entire expressway traffic congestion costs. In addition, this study estimates the daily traffic congestion costs. The traffic congestion cost on Saturdays is the highest. CONCLUSIONS : This study can be thought of as a new trial to estimate expressway traffic congestion costs by using actual traffic data collected from an entire expressway system in order to overcome the limitations of associated studies. In the future, the methodology for estimating traffic congestion cost is expected to be improved by utilizing associated big-data gathered from other ITS facilities and car navigation systems.

PURPOSES : Expressways experience chronic and recurring congestion, especially during weekends and holidays, because of the increased demands for leisure-related travel. The alternatives to solve chronic and recurring congestion may be three-fold: (1) physical expansion of expressway capacities, (2) road pricing, and (3) temporal and spatial distribution of traffic demands. Among these, the third alternative may be the most cost-effective method for the Korea Expressway Corporation (KEC) that can be achieved by using the existing ITS infrastructure. METHODS : KEC initiated a pilot study in which the traffic on congested expressways was managed by providing traffic condition information (i.e., travel times) of neighboring national highways for taking detours via variable message signs (VMS). This study aimed to estimate the detour rate, and the two pilot studies on Seohaean and Yeongdong expressways yielded many benefits. RESULTS: It was revealed that the total length of congestion segments decreased by 7.8 km, and the average travel speed increased by 5.3 km/h. CONCLUSIONS: Based on these findings, it was concluded that the propagation of detour information via VMSs during congestion hours can help reduce congestion on expressways and increase the benefits of the entire network.

PURPOSES : In link matching using vehicular trajectory in a car navigation system, it is technically difficult to match the location of the subject vehicle with a link on an electronic map in the vehicle on a grade separation highway segment consisting of an elevated highway and atgrade highway, because of the overlap of geometric lines of the two highways. This study was initiated to propose a link matching algorithm using the characteristics of vehicular movement of the subject vehicle. METHODS : The selected test site is the highway segment between Jeong-reung IC and Gil-eum IC where the Inner Circulation Road and Jeong-reung-ro run together. To evaluate the proposed algorithm, this study collected the raw packet data of vehicles that drove on the test site. In a simulation environment, link matching was performed using an existing algorithm as well as the proposed algorithm. RESULTS: It was clearly found that the characteristics of vehicular movements are different on the two highways. CONCLUSIONS: The proposed algorithm outperformed the existing algorithm.

This article examines the problem of historical construction during the period of armed resistance in 1920s by analyzing Yeats’s “Nineteen Hundred and Nineteen.” After briefly dealing with the characteristics of Irish Nationalists’ discourses in the early 1920s, particularly in the light of Republican and Free State appeals to Ireland’s noble past, it discusses how Yeats rejected the nationalists’ heroic sacrificial history that had served to support the normalization of violence and the reactionary and oppressive politics and how he refused another tale of heroic martyrdom readily inscribed into a Republican narrative.

PURPOSES : This study aims to investigate the direct and indirect influence areas from incidents on urban interrupted roadways and to develop traffic management strategies for each influence area. METHODS : Based on a literature review, various traffic management strategies for certain incidents were collected. In addition, the relationship between the measure of effectiveness and the characteristics of incidents was explored using an extensive simulation study. RESULTS : From the simulation studies, traffic delays increased as the number of lane closures increased, and the impact of lane closures was reduced to the direction upstream from the incident site. However, the magnitude of the delay change depended on the degree of saturation. Using these characteristics, the direct and indirect influence areas resulting from incidents were defined, and traffic management strategies were established for each direct and indirect influence area and for each level of incident. CONCLUSIONS: The results of this study will contribute to the improvement of national traffic safety by preventing secondary incidents and by effective adaptation to incident events.

PURPOSES : This study evaluated the feasibility of implementing protected-permissive left-turn (PPLT) signals at three-leg signalized intersections. METHODS: A three-leg signalized intersection with permissive left-turn was first selected. A VISSIM simulation model was constructed using data collected from the test site. The VISSIM network was calibrated by adjusting related parameter values in order to minimize the difference between the simulated and surveyed critical gap. The calibrated network was validated by the number of waiting left-turning vehicles per cycle. Finally, the mobility and safety measures were extracted from simulation runs in which permissive, protected left turns as well as PPLTs were realized based on diverse traffic volume scenarios. RESULTS : The mobility-related measures of effectiveness (MOEs) of the case with PPLT outperformed the other two left-turn treatment scenarios. In particular, the average waiting time per cycle for the left-turn vehicles in the case with PPLT was reduced by 30 s. The safetyrelated MOEs of the case with PPLT were somewhat higher than those in the case with protected left-turns and much higher than those in the case with permissive left-turns. CONCLUSIONS : Based on the mobility- and safety-related MOEs generated from the VISSIM simulation runs, the use of PPLT seems to be feasible at three-leg signalized intersections where the left-turn is permissive and a pedestrian signal exists at the conflicting approach. However, in order to use the PPLT in earnest, it is necessary to revise the road traffic act, traffic signs, and related manuals.

PURPOSES : The Toll Collection System (TCS) operated by the Korea Expressway Corporation provides accurate traffic counts between tollgates within the expressway network under the closed-type toll collection system. However, although origin-destination (OD) matrices for a travel demand model can be constructed using these traffic counts, these matrices cannot be directly applied because it is technically difficult to determine appropriate passenger car equivalent (PCE) values for the vehicle types used in TCS. Therefore, this study was initiated to systematically determine the appropriate PCE values of TCS vehicle types for the travel demand model. METHODS: To search for the appropriate PCE values of TCS vehicle types, a traffic demand model based on TCS-based OD matrices and the expressway network was developed. Using the traffic demand model and a genetic algorithm, the appropriate PCE values were optimized through an approach that minimizes errors between actual link counts and estimated link volumes. RESULTS : As a result of the optimization, the optimal PCE values of TCS vehicle types 1 and 5 were determined to be 1 and 3.7, respectively. Those of TCS vehicle types 2 through 4 are found in the manual for the preliminary feasibility study. CONCLUSIONS: Based on the given vehicle delay functions and network properties (i.e., speeds and capacities), the travel demand model with the optimized PCE values produced a MAPE value of 37.7%, RMSE value of 17124.14, and correlation coefficient of 0.9506. Conclusively, the optimized PCE values were revealed to produce estimates of expressway link volumes sufficiently close to actual link counts.

예이츠의 성숙한 시에서 풍경은 이중적인 의미를 구현한다. 풍경은 한편으로 구체적이고 실제적인 자연의 유비적인 이미지 역할을 한다. 또 한편 풍경은 초월을 지향하는 상징의 열쇠로서 기능한다. 그의 시에 제시된 풍경은 눈앞에 펼쳐진 것처럼 생생하고 강렬하지만 본질상 지상의 상관물이 없는 초월적 상징에서 비롯된다. 그의 많은 시에서 풍경은 자연풍경과 감각적인 이미지에 의해 유혹되지만 심층적인 구조의 통일성과 의미는 비자연적이고 초월의 상징에서 나온다. 자연의 이미지는 초월의 상징을 외적으로 현시한 것이다. 하지만 초월의 상징은 현시되기 위해서 자연의 이미지가 필요하며 자연의 이미지에 의존하고 그것에 의해 동반된다.

Biofouling in brackish water reverse osmosis (RO) membranes still needs extensive research to understand cause and mechanism and to obtain methods for reduction of its impact on RO applications. Natural compounds with biofilm formation inhibitory properties are being investigated. Two compounds, vanillin and Epigallocatechin gallate (EGCG), were selected due to their great potential on biofilm formation inhibition. Vanillin shows inhibition on quorum sensing mechanisms of biofilm formation. EGCG has potential to inactivate microbial activity. The two compounds were incorporated in typical polyamide reverse osmosis membranes and evaluated on flux behaviours and biofilm formation potential. The surface properties of membrane coated with vanillin were changed tremendously compared to those with EGCG. As a result, the flux was reduced substantially. The biofilm formation seems hindered with EGCG coated membranes compared to the virgin membranes. More research is needed to optimize coating methods applicable to RO membranes and to enhance biofouling reduction.

PURPOSES : The control delay in seconds per vehicle is the most important traffic operational index to evaluate the level of service of signalized intersections. Thus, it is very critical to calculate accurate control delay because it is used as a basic quantitative evidence for decision makings regarding to investments on traffic facilities. The control delay consists of time-in-queue delay, acceleration delay, and deceleration delay so that it is technically difficult to directly measure it from fields. Thus, diverse analysis tools, including CORSIM, SYNCHRO, T7F, VISTRO, etc. have been utilized so far. However, each analysis tool may use a unique methodology in calculating control delays. Therefore, the estimated values of control delays may be different by the selection of an analysis tool, which has provided difficulties to traffic engineers in making solid judgments. METHODS: This study was initiated to verify the feasibility of diverse analysis tools, including HCM methodology, CORSIM, SYNCHRO, T7F, VISTRO, in calculating control delays by comparing estimated control delays with that measured from a field. RESULTS : As a result, the selected tools produced quite different values of control delay. In addition, the control delay value estimated using a calibrated CORSIM model was closest to that measured from the field. CONCLUSIONS: First, through the in-depth experiment, it was explicitly verified that the estimated values of control delay may depend on the selection of an analysis tool. Second, among the diverse tools, the value of control delay estimated using the calibrated microscopic traffic simulation model was most close to that measured from the field. Conclusively, analysts should take into account the variability of control delay values according to the selection of a tool in the case of signalized intersection analysis.

PURPOSES : The travel times of expressway buses have been estimated using the travel time data between entrance tollgates and exit tollgates, which are produced by the Toll Collections System (TCS). However, the travel time data from TCS has a few critical problems. For example, the travel time data include the travel times of trucks as well as those of buses. Therefore, the travel time estimation of expressway buses using TCS data may be implicitly and explicitly incorrect. The goal of this study is to improve the accuracy of the expressway bus travel time estimation using DSRC-based travel time by identifying the appropriate analysis period of input data. METHODS : All expressway buses are equipped with the Hi-Pass transponders so that the travel times of only expressway buses can be extracted now using DSRC. Thus, this study analyzed the operational characteristics as well as travel time patterns of the expressway buses operating between Seoul and Dajeon. And then, this study determined the most appropriate analysis period of input data for the expressway bus travel time estimation model in order to improve the accuracy of the model. RESULTS: As a result of feasibility analysis according to the analysis period, overall MAPE values were found to be similar. However, the MAPE values of the cases using similar volume patterns outperformed other cases. CONCLUSIONS: The best input period was that of the case which uses the travel time pattern of the days whose total expressway traffic volumes are similar to that of one day before the day during which the travel times of expressway buses must be estimated.

이 연구의 목적은 관측주기가 짧은 천리안 위성의 수증기 영상자료를 활용하여 태풍의 전향위치와 시간까지 예측이 가능하도록 하는데 있다. 즉 수증기의 위성영상의 건조슬롯과 제트류의 남북진동의 관계를 이용하여 태풍진로의 전향위치를 보다 정확히 예측하는 것이다. 제트류는 제트스트리크의 위치와 지균풍 Υ성분의 크기에 따라 움직이는데, 지균풍 Υ 성분이 남쪽방향으로 강화되면 제트류는 원형 제트로 발달하게 된다. 이때 수증기 영상에서는 건조슬롯이 남쪽으로 확대되고, 굴곡수분밴드(CMB) 거리가 좁혀지기 때문에 태풍이 전향하게 된다. 굴곡수분밴드가 위도 15˚ 이하이면 24시간 내에 태풍이 북 또는 북동으로 전향하게 된다. 결과적으로 태풍진로는 건조슬롯의 위치가 32˚N 이하이면 20-23˚N이하에서 전향(2007년 1호 태풍 콩레이와 2012년 17호 태풍 즐라왓)하고, 건조슬롯이 35˚N 이상 일 땐 27˚N에서 전향(2007년 4호 태풍 마니)하는 것으로 분석되었다.

PURPOSES: Climbing lanes on expressways managed by the Korea Expressway Corporation (KEC) have been hot potatoes due to conflicts between slow-moving vehicles such as trucks and other vehicles at the merging section as well as the less popularity with the slow-moving vehicles. In order to resolve such problems, KEC has altered existing climbing lanes to passing-type climbing lanes in 1999. The new type of climbing lanes showed an apparent improvement in mobility. For example, the speeds of vehicles using both climbing lane and other lanes improved a lot. However, there has been no clear evidence about improved safety. METHODS: This research effort was initiated to evaluate the safety of the new passing-type climbing lanes using the comparison-group(CG) method based on three-year-long traffic accident data sets before and after the change, respectively. RESULTS: The passing-type climbing lanes showed twice increased traffic accidents even though the traffic accidents on old type climbing lanes increased 1.1% during the same periods. In addition, in-depth study, the merging area of the passing-type climbing lanes was found out to be the weakest section where 43.8% traffic accidents out of total traffic accidents happened. It is noted that the merging area of the old type climbing showed only 25.0% traffic accidents. CONCLUSIONS : The new passing-type climbing lanes were found to be weak in terms of safety when compared with the old type climbing lanes. Especially, the merging area should be improved to reduce the risk of traffic conflicts between slow-moving vehicles and other vehicles.

배나무 방제용 무인살포시스템 개발을 위하여 생력화를 위한 작업기기를 설계하였다. 또한, 노즐의 분무유형을 실험적으로 분석하여 적정 살포를 위한 노즐 각도, 노즐과의 거리, 수평방향 살포시 거리를 선정하였다. 본 연구를 수행하기 위하여 배의 과수 형태와 재배 환경을 사전 조사하였다. 살포시스템의 살포진행방향에 적합한 분사 노즐각도를 선정하였다. 배나무와 살포시스템 간의 수직거리에 따라 달라지는 살포 정도를 비교하기 위하여 노즐과의 높이에 따른 분포도를 측정하였다. 배나무와 살포 시스템과의 적정 측면 거리를 선정하기 위하여 측면 살포시 거리에 따라 달라지는 분무량을 측정하였다. 무인살포시스템의 약대는 배의 식재 간격에 적합하도록 좌우가 동일한 형태로 2.5m까지 펼쳐지도록 설계 및 제작 하였다. 또한 일정하지 않은 배나무의 높이에 따라 약대의 높이가 1.7m까지 조절되도록 하였다. 본 시스템에 적합한 노즐 각도는 15o로 나타났다. 배나무와 살포 시스템과의 수직거리는 0.7m에서 0.9m의 간격을 유지하여 약제를 살포해야 된다는 것을 알 수 있었다. 수평방향으로 살포하는 경우 좌우 −0.9m에서 0.9m까지의 분무량이 가장 많았다. 약대와의 거리가 0.9m에서 2.1m 일 때 가장 많은 분무량을 나타냈다. 실험을 통하여 배과수원에서의 무인살포시스템에 맞는 분무 환경을 확인 할 수 있었다. 배 과수와의 거리에 따라 적정 거리를 유지하는 시스템을 개발함으로써 효율적인 약액 살포가 가능하게 하였다. 하지만 본 연구에서 진행된 실험은 제한된 실내 환경에서 진행된 것이기 때문에 제작된 시스템의 실제 과수원 환경에서의 실험이 필요하다.

There are many pollutants emitted into the air. Some of these pollutants have a malodor. Unlike other pollutants, people are able to detect and feel discomfort when this type of pollutant becomes high peak concentration instantaneously. In this sense, the peak concentration has an important meaning in the odor management and modeling. In previous odor modeling, the peak concentration was calculated by correcting the one-hour average concentration using the correlation equation. This study was carried out to find appropriate method to predict the peak concentration using meteorological input data of high time resolution in the odor modeling. It show that the peak concentration could be directly calculated from the dispersion modeling without using the correction equation when fine time scales such as 1 min or less time intervals are used as the meteorological input.

PURPOSES: Using the collected data for crash, traffic volume, and design elements on ramps between 2007 and 2009, this research effort was initiated to develop traffic crash prediction models for expressway ramps. METHODS: Three negative binomial regression models and three zero-inflated negative binomial regression models were developed for individual ramp types, including direct, semi-direct and loop, respectively. For validating the developed models, authors compared the estimated crash frequencies with actual crash frequencies of twelve randomly selected interchanges, the ramps of which have not been used for model developing. RESULTS: The results show that the negative binomial regression models for direct, semi-direct and loop ramps showed 60.3%, 63.8% and 48.7% error rates on average whereas the zero-inflated negative binomial regression models showed 82.1%, 120.4% and 57.3%, respectively. CONCLUSIONS: Conclusively, the negative binomial regression models worked better in traffic crash prediction than the zero-inflated negative binomial regression models for estimating the frequency of traffic accidents on expressway ramps.

PURPOSES: Because expressway ramps are very complex segments where diverse roadway design elements dynamically change within relatively short length, drivers on ramps are required to drive their cars carefully for safety. Especially, ramps on expressways are designed to guarantee driving at high speed so that the risk and severity of traffic accidents on expressway ramps may be higher and more deadly than other facilities on expressways. Safe deceleration maneuvers are required on off-ramps, whereas safe acceleration maneuvers are necessary on onramps. This difference in required maneuvers may contribute to dissimilar patterns and severity of traffic accidents by ramp types. Therefore, this study was aimed at developing prediction models of the severity of traffic accidents on expressway on- and off-ramps separately in order to consider dissimilar patterns and severity of traffic accidents according to types of ramps. METHODS: Four-year-long traffic accident data between 2007 and 2010 were utilized to distinguish contributing design elements in conjunction with AADT and ramp length. The prediction models were built using the negative binomial regression model consisting of the severity of traffic accident as a dependent variable and contributing design elements as in independent variables. RESULTS: The developed regression models were evaluated using the traffic accident data of the ramps which was not used in building the models by comparing actual and estimated severity of traffic accidents. Conclusively, the average prediction error rates of on-ramps and offramps were 30.5% and 30.8% respectively. CONCLUSIONS: The prediction models for the severity of traffic accidents on expressway on- and off-ramps will be useful in enhancing the safety on expressway ramps as well as developing design guidelines for expressway ramps.

터널, 교량, 커브구간 등 교통사고위험이 연속적으로 존재하는 도로구간에서의 대형교통사고를 예방하기 위하여 경찰청은 2007년 1월 위험도로구간에서 교통관리 대책의 일환으로서 무인구간속도위반단속시스템 시범설치 운영을 결정하였다. 2007년 12월 영동고속도로 둔내터널 강릉방면을 시작으로 2011년 7월 현재까지 고속도로 8개 구간 및 국도 3개 구간, 총 11개 구간 85km에서 무인구간속도위반단속시스템이 운영 중에 있다. 하지만 이러한 무인구간단속시스템의 설치가 교통사고 감소에 얼마나 기여하는지에 대한 실질적인 연구가 부족하였다. 따라서 본 연구에서는 고속도로를 중심으로 무인구간속도위반단속시 스템 설치 전 후 교통사고건수를 체계적으로 비교할 수 있는 비교그룹방법을 이용하여 무인구간속도위반단속시스템의 설치효과를 분석하고자 한다. 이를 위하여 2008년 고속도로에 설치된 무인구간속도위반단속시스템을 대상으로 설치 전 후 각 1년의 사고이력자료를 수집하여 분석하였다. 그 결과, 무인구간속도위반단속시스템을 설치하지 않았을 경우에 비해 사업을 시행함으로서 49.97% 사고감소효과가 있는 것으로 나타났다.