PURPOSES: The purpose of this study is to develop a method for distribution between superelevation and side friction factor by increasing design speed. METHODS: First of all, a method for distribution between superelevation and side friction factor and a theory for the functional formula of side friction factor in compliance with horizontal radius applied in South Korea and the United States are considered. Especially, design speed of 140km/h and numerical value of design elements are applied to the theory for the functional formula of side friction factor in AASHTO's methods. Also, the anxiety EEG upon running speed is measured to reflect ergonomic characteristics through field experiments at seven curve sections of the West Coast Freeway, and this data is applied to graph for the functional formula of side friction factor. RESULTS : Matching side friction factor against the anxiety EEG, the results that a critical points of driver's anxiety EEG sharply increase locate under existing parabola are figured out. CONCLUSIONS : Therefore, we could get a new type of the functional formula that driver's driving comfortability is guaranteed if the existing the functional formula of side friction factor goes down under boundary of the critical points of the anxiety EEG.

The purpose of this paper is to present a design method for friction damper (FD) for inelastic response control of short-period structure. A critical design parameter of FD is maximum friction force (MFF) and previous study evaluated MFF using equivalent damping ratio which is based on the maximum displacement. This procedure, however, gives the overestimated MFF for short-period structure. In this study, MFF of FD is evaluated based on RMS displacement response which is obtained by using given maximum response and peak factor. Numerical analysis shows that proposed method provide a reasonable MFF of FD for short-period structure.

In unfrictionless markets, one measure of asset pricing is its height of friction. This study develops a three-factor model by loosening the assumptions about stocks without friction, without risk, and perfectly liquid. Friction is used as an indicator of transaction costs to be included in the model as a variable that will reduce individual profits. This approach is used to estimate return, beta and other variable for firms listed on the Indonesian Stock Exchange (IDX). To test the efficacy of friction-adjusted three-factor model, we use intraday data from July 2016 to October 2018. The sample includes all listed firms; intraday data chosen purposively from regular market are sorted by capitalization, which represents each tick size from the biggest to smallest. We run 3,065,835 intraday data of asking price, bid price, and trading price to get proportional quoted half-spread and proportional effective half-spread. We find evidence of adjusted friction on the three-factor model. High/low trading friction will cause a significant/insignificant return difference before and after adjustment. The difference in average beta that reflects market risk is able to explain the existence of trading friction, while the difference between SMB and HML in all observation periods cannot explain returns and the existence of trading friction.

It analyzed the construction cost of reinforcement in the railway bridge abutment, changing friction angle which is important factor in the railway bridge abutment design. In this study, As the friction angle was increasing, the member force that acts on bridge abutment footing decreases. The standard of main reinforcement size used in railway bridge decreased by depending on friction angle. 1. 서