PURPOSES: The lane width of the domestic highway is 3.5 ~ 3.6m and it has been designed nationwide. However, the distribution of the average vehicle widths, rearview mirror widths and lateral wheel paths by region appear different. Then, lane spare widths may differ by region followingly. Thus, the flexible design of freeway lane widths is required. METHODS: The methodologies of this paper are as follows. First, vehicle widths·rearview mirror widths·lateral wheel paths of vehicles driven four national expressways were measured. Second, lane spare widths by vehicle widths were calculated. Third, lane spare widths reflecting rearview mirror widths were calculated by using interval estimation. Additionally, lane spare widths reflecting vehicles lateral wheel paths were calculated. RESULTS : The results of this paper are as follows. First, lane spare widths by vehicle widths ranges 0.83 to 0.95m. Second, lane spare widths reflecting rearview mirror widths ranges 0.518 to 0.747m at the confidence interval 95%. Third, lane spare widths reflecting vehicles' lateral wheel paths ranges -0.022 to 0.322m at the curved sections and the confidence interval 95%. CONCLUSIONS: It may be concluded that the present lane spare widths are relatively narrow at the curved section. Thus, there is a need to consider expanded lane widths at the curved sections. Additionally, there is a need to consider flexible design of lane widths by various conditions.

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.

시상하부에서 생성되는 nesfatin-1/NUCB2가 음식물 섭취와 에너지 대사를 조절한다는 것이 보고된 이후로, 최근 생쥐의 난소와 자궁에서도 다량의 nesfatin-1/NUCB2가 발현된다는 사실이 새롭게 밝혀졌다. 그러나 생식기관에서 nesfatin-1/NUCB2 발현이 어떻게 조절되는지는 알려져 있지 않다. 따라서 본 연구에서는 생쥐의 생식기관 중 자궁에서 nesfatin-1/NUCB2 발현이 어떠한 경로를 통하여 조절되는지를 알아보고자 난소를