In general, the road roughness is managed by the roughness factor(or level, index) which is numerically or quantitatively generated(or converted) from the surface profile. However, it should be mentioned that the various roughness indexes including IRI(i.e. International Roughness Index) consider only vertical displacement and one longitudinal profile. In this research, the new roughness index, which evaluates reasonably the ride quality, was developed through the extensive correlation analysis between various vehicle behavior and ride quality. The bounce and pitch of moving vehicle are caused by the change of longitudinal profile. On the other hand, the roll is caused by the difference of the left and right profiles. Since the pitch is caused by the bounce difference between the front and rear axles of a vehicle, the two values occur in a similar pattern. In this study, the bounce and roll of a vehicle were predicted with a half car model, which is connected with two quarter car models. A half-car model was used to calculate the roll rotation angle of the vehicle body according to the change of the road profile. The roll rotation angle was used to calculate the coordinates of the head position of the passenger in the passenger seat. Finally, the coordinates were used to calculate the horizontal and vertical displacement of the head position. The new roughness index is the cumulative RMS value of the horizontal and vertical displacement occurring at the head position while moving at a speed of 80 km/h per km. The first and second experiment results presented that the coefficient of determination(i.e. R2) for the new roughness index was the highest with 0.80. Moreover, the R2 values of MRI, HRI, and RN were also relatively high such as 0.73 ~ 0.79. The feasibility test was conducted on sections that show the greater IRI variation between left and right wheel-pass among the pilot sites. Because a prediction result came from MRI and IRI, the difference between KERI and MRI was relatively lager with the increment of IRI difference between right and left wheel-pass. In this case, the roll was high, and the satisfaction of the ride quality was relatively low. Based on the other field survey results obtained in Seoul, the portion of IRI difference between left and right wheel-pass was above 0.4m/km that presented approximately seven times higher value than the measured IRI values on the expressway. In addition, the sectors showed IRI difference level higher than 2.0m/km were approximately 70 times higher than those in expressway. Thus, it is possible that the KERI could successfully and reasonably evaluate the ride quality on various road types.

가압식 MF공정의 전처리공정으로 침전지가 없는 혼화/응집공정에서 적정응집제 투입농도선정 및 유기물 제거성능을 평가하였다. 전처리 공정에서 생성된 플럭이 가압펌프의 임펠러에 의해 해체됨을 확인하였으며 원수탁도가 10 NTU 이하로 유입이 될 때, 혼화/응집조와 펌프후단에서 플럭형성을 위한 최적응집제 투입량은 4 mg/L (as PACl 17%)이었다. 이때의 DOC 제거율은 평균 43%이었으며, 응집제투입량을 계속적으로 증가시켜 8 mg/L (as PACl 17%)로 투입을 하였을 때, DOC 제거율은 평균 48%를 나타내어 제거율은 크게 개선되지 않았다. 전처리가 없는 PVDF 가압식 MF공정의 TMP는 0.54bar에서 운영이 되었으며, 혼화/응집 전처리 공정을 적용하여 운영 시 TMP는 0.41 bar로 안정적인 운영이 가능하였다.