PURPOSES : The main purpose of this study is to identify directions for improvement of triangular islands installation warrants through analysis of the characteristics of crashes and severity with and without triangular islands on intersections.
METHODS : The data was collected by referring to the literature and analyzed using statistical analysis tools. First, an independence test analyzed whether statistically significant differences existed between crashes depending on the installation of triangular islands. As a result of the analysis, individual prediction models were developed for cases with significant differences. In addition, each crash factor was derived by comparison with each model.
RESULTS : Significant differences appeared in the "crash frequency of serious or fatal" and "crash severity" owing to the installation of triangular islands. As a result of comparing crash factors through the individual models, it was derived that the differences were dependent on the installation of the triangular islands.
CONCLUSIONS : As a result of reviewing previous studies, it is found that improving the installation warrants of triangular islands is reasonable. Through this study, the need to consider the volume and composition ratio of right-turn vehicles when installing a triangular island was also derived; these results also need to be referred to when improving the triangular island installation warrants.
The interest in greenhouse gases (GHG) emitted from all industries is emerging as a very important issue worldwide. This is affecting not only the global warming, but also the environmentally friendly competitiveness of the industry. The fisheries sector is increasingly interested in greenhouse gas emissions also due to the Paris Climate Agreement in 2015. Korean industry and government are also making a number of effort to reduce greenhouse gas emissions so far, but the effort to reduce GHG in the fishery sector is insufficient compared to other fields. Especially, the investigation on the GHG emissions from Korean fisheries did not carry out extensively. The studies on GHG emissions from Korean fishery are most likely dealt with the GHG emissions by fishery classification so far. However, the forthcoming research related to GHG emissions from fisheries is needed to evaluate the GHG emission level by species to prepare the adoption of Environmental labels and declarations (ISO 14020). The purpose of this research is to investigate which degree of GHG emitted to produce the species (swimming crab and snow crab) from various fisheries. Here, we calculated the GHG emission to produce the species from the fisheries using the life cycle assessment (LCA) method. The system boundary and input parameters for each process level are defined for LCA analysis. The fuel use coefficients of the fisheries for the species are also calculated according to the fuel type. The GHG emissions from sea activities by the fisheries will be dealt with. Furthermore, the GHG emissions for producing the unit weight species and annual production are calculated by fishery classification. The results will be helpful to establish the carbon footprint of seafood in Korea.
본 연구에서는 여러가지 경영, 재무활동들 중 해외 교차상장(cross-listing)이 국내기업의 비효율적 자본지출을 개선할 수 있는지 검증하고, 그 영향을 분석하였다. 특히, 해외 교차상장과 관련한 내생성 문제를 해소하기 위해 교차상장을 한 기업(교차상장기업)과 그렇지 않은 기업(비교차상장 기업)을 선정하고 이중차분법(Difference-in- Differences Analysis)을 활용하여 두 그룹의 비효율적 자본지출과 기타 주요 재무지표들을 분석하였다. 주요 실증분석 결과에 따르면 교차상장기업은 교차상장이 된 후 비교차상장기업에 비해 총자본지출과 비효율적 자본지출이 감소하는 것으로 나타났다. 또한, 교차상장기업의 성장성과 효율적 투자지표인 Tobin’s Q와 R&D 투자지출 모두 비교차상장기업 대비 증가하여 교차상장의 긍정적인 효과를 확인할 수 있었다. 반면, 교차상장기 업의 수익성은 교차상장 이후 비교차상장기업 대비 하락하였는데 이는 교차상장을 위한 실적 부풀리기 등의 영향 으로 해석하였다. 본 연구를 통해 해외 교차상장이 한국기업의 비효율적 자본지출과 여러 재무활동에 유의한 영향을 끼치는 것을 확인할 수 있었다. 즉, 기업의 교차상장은 시장과 투자자들에게 더 많은 정보를 제공하여 대리인문제, 정보불균형 등으로 인한 문제들을 해소시키는 효과가 있으며, 보다 엄격한 해외상장의 요건을 충족시키기 위해 기업지배구조 또한 개선되는 효과가 존재한다고 할 수 있다.
PURPOSES : The turning movement of vehicles is directly affected by such factors as vehicle length, wheelbase, steering angle, articulated angle, and wheel steering. Therefore, it is necessary to analyze the impact of changes in each factor on the turning of the vehicle. Because a vehicle with a long body, such as an articulated bus, makes a wide turn, this study analyzes the swept path of the driving vehicle considering the specifications of the vehicle.
METHODS : This study was conducted by dividing driving routes into four routes of two-lane four-way roundabouts, and the turning conditions were examined for six types (Type 1–6) that simulated actual articulated bus data. The same vehicle specifications as those of the actual articulated bus were applied to the road design simulation (AutoTURN Pro), and the width of the swept path for the articulated bus was investigated based on the wheel steering control. Using a virtual reference line for dividing the inscribed circle into lanes of the roundabout by 5°, the driving width of the swept path was measured and the angle at which the driving width was largest during driving through the turning intersection was examined. In addition, the changes in the driving width of the swept path according to the wheel steering control under the same wheel turning conditions, as well as the articulated and steering angles, were investigated.
RESULTS : The driving width of the swept path for the vehicle (Type 1) with the front wheel control function being an all-wheel system was less than that of an articulated bus with the largest driving width of 15° after entering the roundabout and 15° before entering the roundabout (Type 2). Furthermore, although the specifications of the vehicles were the same, it was determined that Type 5 was superior to Type 6 after reviewing the driving width in light of changes in the steering and articulated angles.
CONCLUSIONS : The results of this study are expected to contribute to the field of road design considering traffic safety when large vehicles, such as articulated buses, turn on roundabouts or curved road sections.
PURPOSES : In the case of a turning maneuver at an at-grade intersection or changing the driving path, the trajectory of a vehicle with a long body, such as a large bus or an articulated bus, should be analyzed from the perspective of road design. In this study, an articulated bus was selected to analyze the off-tracking, swept path width, and lane encroach hment for vehicle turning.
METHODS : In this study, four scenarios were developed for right- and U-turn situations. For the right-turn situation, cases were divided into radii of 15 m (Scenario 1) and 40 m (Scenario 2). For the U-turn situation, the cases were analyzed based on a U-turn after stopping at the stop line (Scenario 3) and without stopping at the stop line for the U-turn (Scenario 4). Each scenario was examined at 5° (Right-turn) and 10° (U-turn) angles to analyze the off-tracking, swept path width, and lane encroachment. In addition, four Global Positioning System (GPS) antennas were installed on top of the articulated bus to obtain the driving trajectory of the vehicle. GPS locational reference points were marked on the testing ground to improve positioning accuracy.
RESULTS : As a result of the right-turn analysis at an intersection radius of 15 m (Scenario 1), the average off-tracking per angle was 1.04 m, the average swept path width was 3.89 m, and the lane encroachments occurred at an angle of 65° to 70°. For the right-turn analysis at an intersection radius of 40 m (Scenario 2), the average off-tracking per angle was 3.71 m, and the average swept path width was 3.31 m. Unlike the results for the 15-m radius, no lane encroachment was found. Furthermore, the averages of the off-tracking in the at-grade intersection U-turn situation were 2.65 m (Scenario 3) and 2.54 m (Scenario 4), and the average swept path width was 6.15 m.
CONCLUSIONS : The required driving width when an articulated bus performs a turning maneuver at an at-grade intersection was analyzed, revealing the implications that must be considered for busway design.
PURPOSES : This study was conducted to analyze the driving width of the vehicle body and off-track width of front-rear tires when a large vehicle or an articulated bus passes through a roundabout.
METHODS : The driving width was measured using two methods considering the off-tracking tire and the size of the vehicle body. The test conditions of the roundabout were considered as follows: number of entry/exit sections (three-legs roundabout and four-legs roundabout), number of lanes (one lane and two lanes), driving speed (10 km/h, 20 km/h, and 30 km/h), driving trajectory (centerline and maneuver), and driving path (right turn, straight, left turn, and U-turn). The driving trajectories of large buses or articulated buses were analyzed using a road design simulation tool (AutoTURN Pro).
RESULTS : Consequently, it was observed that the driving width calculated using the off-track width of the front and rear tires was lower than that analyzed for the vehicle body. The width was smaller in the case of driving in the one-lane roundabout than that in the two-lane roundabout. In particular, it was analyzed that the situation in which the turning path invades the lane appeared in left-turn (East → South) and U-turn (East → East) situations. The width was narrower in the case of driving in the one-lane roundabout than that in the two-lane roundabout.
CONCLUSIONS : The study results are expected to be applied for designing roads when large buses or articulated buses are selected as design vehicles.
In supply chain, there are a variety of different uncertainties including demand, service time, lead time, and so forth. The uncertainty of demand has been commonly studied by researchers or practitioners in the field of supply chain. However, the uncertainty of upstream supply chain has also increased. A problem of uncertainty in the upstream supply chain is the fluctuation of the lead time. The stochastic lead time sometimes causes to happen so called the order crossover which is not the same sequences of the order placed and the order arrived. When the order crossover happens, ordinary inventory policies have difficult to find the optimal inventory solutions. In this research, we investigate the lead time distribution in case of the order crossover and explore the resolutions of the inventory solution with the order crossover.
Chitosan, natural organic polymer, has been applied in water treatment as adsorbent due to non-toxic for human being. The amino group as functional group, can interacts with cation and anion at the same time. The prepared chitosan bead (HCB) was crosslinked to increase chemical stability (HCB-G) and both HCB and HCB-G were prepared to increase physical strength by drying referred to DCB and DCB-G, respectively. The adsorption effect for crosslinking and drying for four types of chitosan bead was tested using pseudo fist order (PFO), pseudo second order (PSO), and intraparticle diffusion model (ID). Regardless of PFO and PSO, the order of K, rate constant, is as followed: HCB > HCB-G > DCB > DCB-G for Cu(II) and phosphate. Drying leading to contraction of bead significantly reduced adsorption rate due to reduce the porosity of chitosan. In addition, crosslingking also negatively effect on adsorption rate. When compared with Cu(II) using hydrogel bead, phosphate showed higher value than Cu(II) for PFO and PSO. The application of ID showed that both hydrogel beads (HCB and HCB-G) obtained a very low R2 ranging to 0.37 to 0.81, while R2 can be obtained to over 0.9 for DCB and DCB-G, indicting ID is appropriate for low adsorption rate.
알루미늄합금 6061-T6 판재에 대하여 마찰교반용접과 텅스텐 이너트 가스 용접의 교차 용접부의 미세조직과 기계적 특성에 있어서 용접 순서의 영향을 분석하기 위한 시험편을 성공적으로 제작하였다. FSW-ED 시험편이 다른 조합들보다 가장 좋은 기계적 특성을 나타내었다. 흥미롭게도, TIG-FSW ED 시험편이 FSW-TIG ED 시험편보다 높은 인장강도를 나타내었다. 용접부 경도의 경우, FSW 시편이 TIG-FSW 및 FSW-TIG 시험편보다 높은 값을 나타내었고, TIG-FSW 시험편이 FSW-TIG 시험편보다 높은 값을 나타내었다. FE-SEM을 이용한 인장 파면에 대한 관찰을 통하여, 모든 시험편에서 연성파괴를 나타내는 다양한 크기의 딤플들이 관찰되었다. FSW-TIG 시험편의 파면에서는 용융지(熔融池) 표면 영역에서 기공들이 관찰되는 반면, TIG-FSW 시험편에서는 기공의 형성은 관찰되지 않았다. 경도와 미세조직의 결과를 통해 TIG-FSW 공정이 FSW-TIG 공정보다 높은 인장강도를 확보할 수 있는 공정임을 확인하였다.
PURPOSES : In this study, the installation standards for micro-roundabouts at the intersection of local streets with two entering lanes of a 3.0 m lane width were developed.
METHODS : The inscribed circle diameter where a design standard vehicle could turn around safely based on the lane width and speed was analyzed using AutoTURN software. A total of 864 analysis scenarios for different entering volume and left-turning ratio (10%, 20%, 30%, and 40%), intersection type (three-way and four-way), heavy vehicle ratio (0%, 5%, and 10%), and circle lane turning speed (10, 15, and 20 km/h) conditions were established and evaluated. VISSIM Micro-Simulation was used to estimate the entering volume for microroundabouts with LOS C. RESULTS : The results showed that the estimated entering volumes of the three-way and four-way micro-roundabouts with LOS C were 300~400 and 200~400 vehicle/hour/lane, respectively. CONCLUSIONS : It is demonstrated that the standard volume of entering vehicles for micro-roundabouts is approximately 200 vehicle/ hour/lane, considering the number of approach lanes, designed speed of circulating lanes, left turn ratio, and heavy vehicle ratio.
PURPOSES : The purpose of this study is to establish design criteria for right-turning lanes by analyzing the relationship between the speed and geometry of right-turning lanes in urban areas. METHODS : A right-turn vehicle with a traffic island was surveyed for 32 geometries and 4,012 vehicles. Using multiple regression, we developed a running speed prediction model based on the running speed characteristics and geometry scale.
RESULTS : According to the analysis of the running speed of the right-turning channel, the 85th speed was 34.5-38.3 km/h, depending on the right-turning lane radius, and 32.4-39.0 km/h, depending on the channel width group. Based on the multi-regression, the right-turning radius and the channel width variables were statistically significant because of the influencing factors of the road speed. Two independent variables were positive (+) coefficients.
CONCLUSIONS : In this study, we investigated the running speed state on the right-turning channel and the factors that influenced the running speed. In addition, the relationship between the running speed and other factors was modeled through statistical analysis, and a running speed prediction model was established. It was observed that the driving speed increased as the geometry scale increased. Based on the derived running speed model, the maximum design criteria for limiting the speed of the conductive channelized right-turning lane in urban areas were established.