• Journal of the korean academy of Pediatric Dentistry
• /
• v.27 no.2
• /
• pp.202-207
• /
• 2000

The purpose of study was to compare the caries experience between the mentally retarded(MR) and the normal(N) children and adolescents and to survey the dental visit frequency. preventive dental care, and tooth-brushing behavior of the mentally retarded. Two hundred and fifty MR and two hundred and ten N subjects were selected for the study. 1. The number of teeth which had experienced caries was 3.28 in MR and 4.66 in N. The number of decayed teeth was 2.24 in MR and 1.50 in N. The number of filled teeth was 0.71 in MR and 3.06 in N Filled teeth rate was 19.78% in MR and 58.89% in N The differences between MR and N were all significant(P<0.01). 2. Dental visit frequency of MR was 1.15 per year, and the 51.2% of MR did not visit the dental clinic for the last one year. 38.0% of MR had received the preventive dental care. 3. Toothbrushing frequency per day was 2.16 and the toothbrushing time for 78.3% of MR was less than two minutes. 51.2% of MR brushed their teeth by themselves, 13.3% did with the help of the carers, and 35.5% totally depended on the carers. In conclusion, MR experienced less dental caries than N, had more untreated caries than N, and had need for regular preventive dental care.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.38 no.2
• /
• pp.269-281
• /
• 2018

Unlike its archetype predecessor such as the Highway Capacity Manual of the United States, the Korean Highway Capacity Manual of 2013 provides the analytical models for estimating the saturation flow rates for the lane-occupying work-zones in the proximity of the signalized intersections. Direct application of the revised saturation flow rates into the classic control delay models, however, appears to produce unreasonable delay amount as traffic demand approaches lane-group capacities and surpasses them, which is common phenomena in the work-zones. Complex interaction among vehicles, lane-dropping work-zone geometry and signal operations were never accounted in the traditional control delay models, and considerable differences between the delay model outcomes and field observations are repeatedly experienced. This paper proposes the modified approaches to the delay models in the manual, exerted on all three elements of control delay, and particularly focuses on the temporal and spatial boundary expansion in comparing the simulated results to the estimated ones. Extensive microscopic simulation work and calibration effort supports the modified approaches well enough to use them in the work-zone planning and evaluation.

• Journal of Korean Society of Transportation
• /
• v.23 no.1
• /
• pp.67-80
• /
• 2005

In this paper, the primary objective of the research are to review the methods currently avaliable for estimating the delay incurred by vehicles at signalized intersections. The paper compares the delay estimates from a deterministic queueing model, a model based on shock wave theory , the steady-state Webster model, the queue-based models defined in the 1994 and 2001 version of the High way Capacity Manual, in addition to the delays estimated from the TRANSYT-7F macroscopic simulation and NETSIM microscopic simulation. More especially, this paper is to compare the delay estimates obtained using macroscopic and microscopic simulation tools against state-of-the practice analytical models that are derived from deterministic queueing and shock wave analysis theory. The results of the comparisons indicate that all delay models produce relatively similar results for signalized intersections with low traffic demand, but that increasing differences occur as the traffic demand approaches saturation. In particular, when the TRANSYT-7F and NETSIM are compared, it is highly differences as approach for traffic condition to over-saturation. Also, the NETSIM microscopic simulation is the lowest estimates among the various models.

• Journal of Korean Society of Transportation
• /
• v.26 no.4
• /
• pp.63-76
• /
• 2008

The goals of this study are to develop travel time functions based on intersection delay and to analyze the applicability of the functions to traffic assignment models. The study begins with the premise that the existing assignment models can not effectively account for intersection delay time. In pursuing the goals, this study gives particular attention to dividing the link travel time into link moving time and stopped time at node, making the models based on such variables as the travel speed, volume, geometry, and signal data of signalized intersections in Cheongju, and analyzing the applicability of these models to traffic assignment. There are several major findings. First, the study presents the revised percentage of lanes (considering type of intersection) instead of g/C for calculating intersection delay, which is analyzed to be significant in the paired t-test. Second, the assigned results of applying these models to the Cheongju network in EMME/2 are compared with the data observed from a test car survey in Cheongju. The analyses show that the BPR models do not consider the intersection delay, but the modified uniform delay model and modified Webster model are comparatively well fitted to the observed data. Finally, the assigned results of applying these models are statistically compared with the test car survey data in assigned volume, travel time, and average speed. The results show that the estimates from the divided travel time model are better fitted to observed data than those from the BPR model.

• Journal of Korean Society of Transportation
• /
• v.27 no.5
• /
• pp.179-187
• /
• 2009

This study develops a real-time signal control algorithm based on sectional travel times and includes a field test and evaluation. The objective function of the signal control algorithm is the equalization of delay of traffic movements, and the main process is calculating dissolved time of the queue and delay using the sectional travel time and detection time of individual vehicles. Then this algorithm calculates the delay variation and a targeted red time and calculates the length of the cycle and phase. A progression factor from the US HCM was applied as a method to consider the effect of coordinating the delay calculation, and this algorithm uses the average delay and detection time of probe vehicles, which were collected during the accumulated cycle for a stabile signal control. As a result of the field test and evaluation through the application of the traffic signal control algorithm on four consecutive intersections at 400m intervals, reduction of delay and an equalization effect of delay against TOD control were confirmed using the standard deviation of delay by traffic movements. This study was conducted to develop a real-time traffic signal control algorithm based on sectional travel time, using general-purpose traffic information detectors. With the current practice of disseminating ubiquitous technology, the aim of this study was a fundamental change of the traffic signal control method.

• Korean Journal of Construction Engineering and Management
• /
• v.24 no.1
• /
• pp.12-20
• /
• 2023

To calculate the amount of owner-caused and contractor-caused delays based on a simplified delay analysis, which has been customarily used in Korea, has a limitation in reflecting the impact of the concurrent delay and the acceleration work. It also resulted in the apportionment of liquidated damages by applying the ratio of the number of delays between the owner and the contractor. This study analyzes that the conventional method does not meet the international standards. In order to improve the problem of construction delay analysis and the apportionment of liquidated damages based on it, owner delays, contractor delays, concurrent delays, and the impact of acceleration should be analyzed together. This study suggests that in the apportionment of liquidated damages, the extension of time should be extended by the sum of concurrent delays and the owner-caused delays, and liquidated damages should be imposed on delays incurred after the extension of time. It can be seen that it conforms to the international standards. The results of this study are expected to contribute to improving the problems of delay analysis and liquidated damages calculation, which have been conventionally accepted.

• Journal of The Korean Association For Science Education
• /
• v.29 no.5
• /
• pp.477-491
• /
• 2009

The purpose of this study is to analyze activities of mentally retarded students studying science within inclusive classes from the aspect of activity sharing to investigate ways of improving their involvement in the tasks. For this study, three mentally retarded students and their peer group in inclusive classes were observed and videotaped for 12 science class sessions about forces and waves. There were many cases in which task involvement of mentally retarded students changed according to three degrees of their activity sharing: well-synchronized, delayed and estranged. When degrees of activity sharing were estranged or delayed, task involvement of the mentally retarded students faded from activeness to passiveness. When the degree of activity sharing was well-synchronized, the mentally retarded students showed interest in learning and were able to participate in science class more actively. Different patterns of activity sharing of mentally retarded students between teacher-centered activities and student-centered activities were observed. In most cases of teacher-centered activities, the monotonous pace could deprive the mentally retarded students of their chance to catch up. As a result, their delayed degrees of activity sharing were faded into estranged degrees. In many cases of student-centered activities, various pacing according to the groups or students could provide mentally retarded students with a chance to catch up, so they could be well-synchronized. In one case of teacher-centered activity, the mentally retarded students were well-synchronized with the teacher's repeated explanations and well-matched illustrations on the blackboard and textbooks. In some cases of student-centered activities, students were well-synchronized with positive relations with and appropriate intervention by other students. In conclusion, various approaches to encourage activity sharing of mentally retarded students with normal ones should be pursued to improve task involvement and academic achievement of mentally retarded students.

• Proceedings of the Korea Water Resources Association Conference
• /
• 2005.05b
• /
• pp.199-203
• /
• 2005

One of the most important hydrological response characteristics is the lag time. It is well known as being under the influence of the morphometric properties of the basin, which could be expressed by catchment shape descriptors. In this paper, the geometric characteristics of an equivalent ellipse proposed by Moussa(2003) is applied for the lag time analysis. The lag time is obtained from the rainfall-runoff observed data by the method of moments suggested by Nash(1960) and the relationships between the basin morphometric properties and the lag time are discussed as applied to 3 catchments in Korea. Additionally, the shapes of equivalent ellipse are examined how they are transformed from upstream area to downstream one. As a result, the relationship between descriptors based on a equivalent ellipse a+b and $a+b+{\epsilon}OM$, and the lag time is shown to be close and the shape of ellipse is presented to approach a circle along the river downwards. Also, the notion of compactness which is used to express the shape of an irregular plan-form is tried to apply.

• Journal of Korean Society of Transportation
• /
• v.18 no.3
• /
• pp.101-112
• /
• 2000

The Purpose of this Paper was to revise the method of USHCM and to establish new method for level of service analysis on two-lane rural highways. For this Purpose, total delay rate was selected as new MOE for level of service, replacing the present Percent time delay. This result showed that total delay rate was more effective for considering the effects of traffic flows, auxiliary lane, and vertical tirade. The application of total delay rate could resolve the Problems in the USHCM method, such as too wide ranges for level of service D and E, and the use of different Procedures for level of service analysis of general terrain segment and specific grade Procedures. The research results are as follows First, a new method for level of service analysis on two-lane rural highways was developed using the total delay rate. Second, a new classification for level of service was developed and a consistent method applicable for general terrain segment and specific tirade Procedures was developed. Third, the desired speed on two-lane rural highways was determined as 85km/h.

• Journal of Korean Society of Transportation
• /
• v.31 no.4
• /
• pp.3-17
• /
• 2013

The purpose of this study is to develop a traffic assignment model where the variable of signal intersection delay is taken into account in assigning traffic in large-scale network settings. Indeed, despite the fact that the majority of the increase in travel time or cost involving congested urban network or interrupted flow are accounted for by stop delays or congested delays at signal intersections, the existing traffic assignment models did not reflect this. The traffic assignment model considering intersection delays presented in this study was built based on the existing traffic assignment models, which were added to by the analysis technique for the computation of intersection delay provided in Korea Highway Capacity Manual. We can conclude that a multiple variety of simulation tests prove that this model can be applied to real network settings. Accordingly, this model shows the possibility of utilizing a model considering intersection delay for traffic policy decisions through analysis of effects of changes in traffic facilities on large urban areas.