• Journal of Korean Society of Transportation
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• v.20 no.7
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• pp.15-22
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• 2002

Transportation project appraisal should be precise in order to increase the social welfare and efficiency, and it has been evaluated by only a single criterion analysis such as benefit/cost analysis. However, this method cannot assess some qualitative items, and cannot get a proper solution for the clash of interests among various groups. Therefore, the multi-criteria analysis, which can control these problems, is needed, and then Saaty has developed one of these methods, AHP(Analytic Hierarchy Process) method. In AHP, the project is evaluated through weighted score of the criteria and the alternatives, which is surveyed by a questionnaire of specialists. It is based on some strict suppositions such as reciprocal comparison, homogeneity, expectation, independence relationship between multi-criteria, but supposing that each criterion has independence relation with others is too difficult in two reasons. First, in real situation, there cannot be perfect independence relationship between standards. Second, individuals, even though they are specialists of that area, do not feel the degree of independence relation as same as others. This paper develops a modified AHP method for solving this dependence relationship between multi-criteria. First of all. in this method, the degree of dependence relationship between multi-criteria that the specialist feels is surveyed and included to the weighted score of multi-criteria This study supposes three methods to implement this idea. The first model products the degree of dependence relationship in the first step for calculating the weighted score, and the others adjust the result of weighted score from the basic AHP method to the dependence relationship. One of the second methods distributes the cross weighted score to each standard by constant ratio, and the other splits them using Fuzzy measure such as Bel and Pl. Finally, in order to validate these methods, this paper applies them to evaluate the alternatives which can control public resentments against Korean rail path in a city area.

• Korean Journal of Soil Science and Fertilizer
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• v.32 no.4
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• pp.398-404
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• 1999

Factor analysis technique was employed to screen the principal indicators influencing soil and water qualities in the intensively cultivated areas of the Han River Basin. Soil chemical parameters were analyzed for the soil samples collected at intensive farming area in Pyungchang-Gun, and water quality monitoring data were obtained from the agricultural small catchments of Han River Basin during 1996 and 1997. Among the $11{\times}11$ cross correlation matrix, 29 correlations were significant out of 55 soil quality indicator pairs. The overall Kaiser's measure of sampling adequacy(KMS) value was acceptable with 0.60. Most indicators except iron were acceptable. Among soil indicators, the first factors showing high factor loadings were pH, Ca and Mg. The factor loading was the highest for Ca. The second factor could be characterized as phosphate and micronutrient. The third factor was organic matter and EC, and the fourth factor was potassium and Fe. Out of 190 water quality indicators, 86 correlations were significant. Overall KMS value was 0.74, but the KMS values for pH, TSS, Cd, Cu and Fe were lower than 50. The first factor of EC accounts 27.1 percents of the total variance, and showed high factor loadings with Na, Ca, $SO_4$, Mg, K, Cl, $NO_3$, and T-N. The second factor showed high loadings with Zn, Fe, Mn and Cd. The third to seventh factors could be characterized as $PO_4$, TSS, inorganic nitrogen, pH and T-P, and Cu factors, respectively. The factor score for EC was the highest in Kuri, followed by Chunchon, Dunnae and Daegwanryng. The factor score for heavy metals were the highest in the Daegwanryng. The results demonstrated that the factor analysis could be useful to select the most principal factor influencing soil and water qualities in the agricultural watershed.

• Korean Journal of Child Education & Care
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• v.18 no.4
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• pp.247-265
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• 2018

Objective: The purpose of this study was to investigate the effect of teacher support program for integration of handicapped children on teaching efficacy of daycare center teachers. Methods: In the study, 12 day care teachers in 4 day care centers in Seoul and Gyeonggi area were selected as experimental groups and 12 teachers in 5 day care centers were selected as control group. Teacher education is carried out through group education, such as understanding of developmental area, curriculum modification, activity-based embedded intervention, cooperative learning, direct teaching, disability understanding education, behavior support, family support. Individual teacher education provided counseling on the reality of child care for children with disabilities that reflects the needs of teachers for integrated child care for handicapped children. Teacher's Efficacy in Inclusive Practices (TEIP) was used as a pre post test to measure teacher's efficacy change. In order to analyze the results of the study, two independent sample t tests were conducted on the difference between pre-post test of teacher efficacy between the two groups. Results: As a result, There was a significant difference in the pre-post change of teacher efficacy between the two groups. Conclusion/Implications: The results of this study are as follows, teacher support program provided immediate feedback in integrated child daycare center for the handicapped children, child care teachers improved their integrated handicapped children care expertise, provided responsive teacher support program to the actual needs of the site, teacher support program reflected various variables related to integration, and emphasized the cooperative relationship between researcher and child daycare center teacher. The results of this study can be used as actual data of field where lack of support for the integration of handicapped children is lacking.

• Asia-pacific Journal of Multimedia Services Convergent with Art, Humanities, and Sociology
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• v.9 no.6
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• pp.757-772
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• 2019

The purpose of this paper is to measure the clustering change and analyze empirical results, and choose the clustering ports for Busan, Incheon, and Gwangyang ports by using Artificial Neural Network, Social Network, and Tabu Search models on 38 Asian container ports over the period 2007-2016. The models consider number of cranes, depth, birth length, and total area as inputs and container throughput as output. Followings are the main empirical results. First, the variables ranking order which affects the clustering according to artificial neural network are TEU, birth length, depth, total area, and number of cranes. Second, social network analysis shows the same clustering in the benevolent and aggressive models. Third, the efficiency of domestic ports are worsened after clustering using social network analysis and tabu search models. Forth, social network and tabu search models can increase the efficiency by 37% compared to that of the general CCR model. Fifth, according to the social network analysis and tabu search models, 3 Korean ports could be clustered with Asian ports like Busan Port(Kobe, Osaka, Port Klang, Tanjung Pelepas, and Manila), Incheon Port(Shahid Rajaee, and Gwangyang), and Gwangyang Port(Aqaba, Port Sulatan Qaboos, Dammam, Khor Fakkan, and Incheon). Korean seaport authority should introduce port improvement plans by using the methods used in this paper.

• Journal of Environmental Impact Assessment
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• v.31 no.3
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• pp.141-160
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• 2022

The harbor construction projects can lead to various marine environmental problems including habitat degradation and loss, marine water pollution, change of flow patterns, erosion, scour, sedimentation, and so on. The EIA is a measure to prevent various environmental problems in advance from examining and minimizing the environmental impacts before the proposed developments are implemented. In addition, institutions reviewing EIA reports have made efforts to conduct scientific and standardized EIA by applying EIA guidelines for each project. This study aims to create a EIA guideline focusing on the harbor construction projects. Based on the review comments of the harbor construction EIA reports for the past 13 years (2009-2021) and the EIA guidelines of different types of projects, we identified the marine environmental problems and provided the appropriate guideline. This guideline summarizes and presents the contents which must be reviewed in the baseline condition survey, impact assessment, mitigation, and post-environmental impact investigation in the fields of marine fauna and flora, marine physics, and marine water and sediment quality. In the case of a baseline condition survey of marine fauna and flora, a method for selecting survey points considering the characteristics of sea area and project was presented. When estimating the impact of marine fauna and flora, we presented methods for predicting the impact on them due to the spread of suspended sediments and the damage to benthic habitats due to dredging and reclamation. In consideration of the characteristics of the sea area, we divided the survey items of the marine physics into essential items and supplementary items. In predicting the impact of marine physics, various methods for major issues such as seawater circulation, suspended sediment and bottom sediment transport, water temperature and salinity diffusion, seawater exchange, wave transformation, harbor tranquility, and shoreline change were presented. The research results will contribute to protect the marine environment by inducing more systematic and scientific surveys, impact assessments, and mitigation in the EIA process.

• Journal of the Korean Association of Geographic Information Studies
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• v.25 no.1
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• pp.120-132
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• 2022

Recently, the rapid increase in vacant houses in urban areas has caused various problems such as worsening urban landscape, causing safety accidents, crime accidents, and hygiene problems. According to the Statistics Korea Future Population Estimation results, the growth rate of Korean population and households is expected to continue to decrease, which is likely to lead to an increase in the occurrence of vacant houses. If the problem caused by the occurrence of vacant houses is neglected, it causes not only a physical decline such as a deterioration of the residential environment but also a social and economic decline. In order to solve this problem, it is necessary to grasp the spatial distribution characteristics of vacant houses at the local level considering the existence of regional characteristics and spatial influence. Therefore, in this study, in order to measure global spatial autocorrelation, the analysis was conducted centering on the old downtown area of Busan, where there are many vacant houses through Moran's I and Geographically Weighted Regression(GWR). In addition, the distribution of vacant houses in different spatial units in Eup_Myeon_Dong and Census was analyzed to evaluate the possibility of Modifiable Areal Unit Problem(MAUP), which differ in the results of spatial analysis as the spatial analysis units change. As a result of the analysis, the occurrence of vacant houses by Eup_Myeon_Dong in the old downtown area of Busan had spatial heterogeneity, and the spatial analysis results of vacant houses were different as the spatial analysis units were different. Accordingly, in order to understand the exact distribution characteristics of vacant house occurrence, spatial dimensions using the GWR model should be considered, and it is suggested that consideration of the MAUP is necessary.

• Journal of Korea Water Resources Association
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• v.56 no.4
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• pp.235-243
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• 2023

Due to the revision of the River Act and the enactment of the Act on the Investigation, Planning, and Management of Water Resources, a regular bed change survey has become mandatory and a system is being prepared such that local governments can manage water resources in a planned manner. Since the topography of a bed cannot be measured directly, it is indirectly measured via contact-type depth measurements such as level survey or using an echo sounder, which features a low spatial resolution and does not allow continuous surveying owing to constraints in data acquisition. Therefore, a depth measurement method using remote sensing-LiDAR or hyperspectral imaging-has recently been developed, which allows a wider area survey than the contact-type method as it acquires hyperspectral images from a lightweight hyperspectral sensor mounted on a frequently operating drone and by applying the optimal bandwidth ratio search algorithm to estimate the depth. In the existing hyperspectral remote sensing technique, specific physical quantities are analyzed after matching the hyperspectral image acquired by the drone's path to the image of a surface unit. Previous studies focus primarily on the application of this technology to measure the bathymetry of sandy rivers, whereas bed materials are rarely evaluated. In this study, the existing hyperspectral image-based water depth estimation technique is applied to rivers with vegetation, whereas spatio-temporal hyperspectral imaging and cross-sectional hyperspectral imaging are performed for two cases in the same area before and after vegetation is removed. The result shows that the water depth estimation in the absence of vegetation is more accurate, and in the presence of vegetation, the water depth is estimated by recognizing the height of vegetation as the bottom. In addition, highly accurate water depth estimation is achieved not only in conventional cross-sectional hyperspectral imaging, but also in spatio-temporal hyperspectral imaging. As such, the possibility of monitoring bed fluctuations (water depth fluctuation) using spatio-temporal hyperspectral imaging is confirmed.

• Journal of the Korean Institute of Landscape Architecture
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• v.52 no.1
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• pp.17-33
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• 2024

This study suggests management planning of Bonguisan Neighborhood Park located on the central of Chuncheon city and highly used for citizen's rest and leisure space utilizing its vegetation structure feature. Bonguisan has been the central of the chuncheon since the period of the Three states in Korean history and consistently damaged, especially in present era, an isolation and sererance of its ecosystem has deepen for indiscreet urban development. The percentage of actual vegetation of Boinguisan Neighborhood Park is as follows: Quercus mongolica is 28.5%, Quercus mongolica - Quercus serrata is 2.1%, Pinus densiflora is 15.6%, Pinus densiflora - Quercus mongolica is 15.9%, Betula schmidtii is 1.6%, Robinia pseudoacacia is 5.9%, Pinus koraiensis is 1.6%. Quercus mongolica is distributed on the southwest, northwest, southeast side of region, Pinus densiflora is distributed on the ridge of east and southeast side of region, Betula schmidtii is distributed on the valley of northeast side region and steep slope region which is on the north side of chungwonsa temple. Pinus densiflora community (Comm. I) and Quercus acutissima - Robinia pseudoacacia community (Comm. V) is expected to undergo succession since it's categorized as Quercus spp. and Quercus mongolica community (Comm. II) and Quercus serrata-Quercus mongolica community (Comm. III), Betula schmidtii community (Comm. IV), Pinus koraiensis community (Comm. VI) is expected to maintain. Also for target vegetation and management planning, Vegetation of Bonguisan Neighborhood Park is classified as 1st Natural landscape conservation and improvement type, 2nd Ecological succession type, 3rd Unusual community conservation type, and 4th Recreation and experience type. And we suggested ecological management measure about each management types. For efficient management of Bonguisan Neighborhood Park, it is need to unify management system of it and after designating Pinus densiflora community and Betula schmidtii community which has high ecological preservation value as an ecological landscape protected area and manage it.

• Journal of Korean Society of Forest Science
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• v.113 no.1
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• pp.31-39
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• 2024

This study was performed to determine the effects of Four seedling age classes ageon the characteristics of growth and nutrient uptake in Chamaecyparis obtusa container seedlings. Seedlings (1-1, 2-0, 2-1, and 2-2 seedlings) of C. obtusa grown in containers were harvested to measure specific leaf area, height (H)/root collar diameter (D) ratio, dry mass of aboveground (T)/root dry mass (R) ratio, and seedling quality index of seedlings. The specific leaf area was highest in 1-0 seedlings (30.48 cm² g^-1), whereas it decreased (from 28.62 cm² g^-1 to 23.59 cm² g^-1) with increasing seedling age. The H/D ratio increased with increasing seedling age (from 4.41 in 1-0 seedlings to 8.35 in 2-2 seedlings). The T/R ratio decreased as the seedling age increased (from 4.29 in the 1-0 seedling to 2.13 in the 2-1 seedling). The seedling quality index increased with increasing seedling age (from 0.10 for the 1-0 seedling to 3.06 for the 2-2 seedling). The carbon concentrations of seedling components (leaf, branches, stem, and roots) did not differ significantly with seedling age, whereas the nitrogen concentration of seedling components was the lowest in 2-1 seedlings, as no fertilizer was applied to discourage excessive growth of the seedlings. Phosphorus, potassium, and magnesium concentrations in 2-1 seedling components were not affected by the lack of fertilizer application. These results can be applied to determine the optimum morphological characteristics and nutrient management by seedling age in container- grown C. obtusa.

• Proceedings of the KOR-KST Conference
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• 1995.02a
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• pp.101-113
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• 1995

The objective of this research is to test the feasibility of developing a statewide truck traffic forecasting methodology for Wisconsin by using Origin-Destination surveys, traffic counts, classification counts, and other data that are routinely collected by the Wisconsin Department of Transportation (WisDOT). Development of a feasible model will permit estimation of future truck traffic for every major link in the network. This will provide the basis for improved estimation of future pavement deterioration. Pavement damage rises exponentially as axle weight increases, and trucks are responsible for most of the traffic-induced damage to pavement. Consequently, forecasts of truck traffic are critical to pavement management systems. The pavement Management Decision Supporting System (PMDSS) prepared by WisDOT in May 1990 combines pavement inventory and performance data with a knowledge base consisting of rules for evaluation, problem identification and rehabilitation recommendation. Without a r.easonable truck traffic forecasting methodology, PMDSS is not able to project pavement performance trends in order to make assessment and recommendations in the future years. However, none of WisDOT's existing forecasting methodologies has been designed specifically for predicting truck movements on a statewide highway network. For this research, the Origin-Destination survey data avaiiable from WisDOT, including two stateline areas, one county, and five cities, are analyzed and the zone-to'||'&'||'not;zone truck trip tables are developed. The resulting Origin-Destination Trip Length Frequency (00 TLF) distributions by trip type are applied to the Gravity Model (GM) for comparison with comparable TLFs from the GM. The gravity model is calibrated to obtain friction factor curves for the three trip types, Internal-Internal (I-I), Internal-External (I-E), and External-External (E-E). ~oth "macro-scale" calibration and "micro-scale" calibration are performed. The comparison of the statewide GM TLF with the 00 TLF for the macro-scale calibration does not provide suitable results because the available 00 survey data do not represent an unbiased sample of statewide truck trips. For the "micro-scale" calibration, "partial" GM trip tables that correspond to the 00 survey trip tables are extracted from the full statewide GM trip table. These "partial" GM trip tables are then merged and a partial GM TLF is created. The GM friction factor curves are adjusted until the partial GM TLF matches the 00 TLF. Three friction factor curves, one for each trip type, resulting from the micro-scale calibration produce a reasonable GM truck trip model. A key methodological issue for GM. calibration involves the use of multiple friction factor curves versus a single friction factor curve for each trip type in order to estimate truck trips with reasonable accuracy. A single friction factor curve for each of the three trip types was found to reproduce the 00 TLFs from the calibration data base. Given the very limited trip generation data available for this research, additional refinement of the gravity model using multiple mction factor curves for each trip type was not warranted. In the traditional urban transportation planning studies, the zonal trip productions and attractions and region-wide OD TLFs are available. However, for this research, the information available for the development .of the GM model is limited to Ground Counts (GC) and a limited set ofOD TLFs. The GM is calibrated using the limited OD data, but the OD data are not adequate to obtain good estimates of truck trip productions and attractions .. Consequently, zonal productions and attractions are estimated using zonal population as a first approximation. Then, Selected Link based (SELINK) analyses are used to adjust the productions and attractions and possibly recalibrate the GM. The SELINK adjustment process involves identifying the origins and destinations of all truck trips that are assigned to a specified "selected link" as the result of a standard traffic assignment. A link adjustment factor is computed as the ratio of the actual volume for the link (ground count) to the total assigned volume. This link adjustment factor is then applied to all of the origin and destination zones of the trips using that "selected link". Selected link based analyses are conducted by using both 16 selected links and 32 selected links. The result of SELINK analysis by u~ing 32 selected links provides the least %RMSE in the screenline volume analysis. In addition, the stability of the GM truck estimating model is preserved by using 32 selected links with three SELINK adjustments, that is, the GM remains calibrated despite substantial changes in the input productions and attractions. The coverage of zones provided by 32 selected links is satisfactory. Increasing the number of repetitions beyond four is not reasonable because the stability of GM model in reproducing the OD TLF reaches its limits. The total volume of truck traffic captured by 32 selected links is 107% of total trip productions. But more importantly, ~ELINK adjustment factors for all of the zones can be computed. Evaluation of the travel demand model resulting from the SELINK adjustments is conducted by using screenline volume analysis, functional class and route specific volume analysis, area specific volume analysis, production and attraction analysis, and Vehicle Miles of Travel (VMT) analysis. Screenline volume analysis by using four screenlines with 28 check points are used for evaluation of the adequacy of the overall model. The total trucks crossing the screenlines are compared to the ground count totals. L V/GC ratios of 0.958 by using 32 selected links and 1.001 by using 16 selected links are obtained. The %RM:SE for the four screenlines is inversely proportional to the average ground count totals by screenline .. The magnitude of %RM:SE for the four screenlines resulting from the fourth and last GM run by using 32 and 16 selected links is 22% and 31 % respectively. These results are similar to the overall %RMSE achieved for the 32 and 16 selected links themselves of 19% and 33% respectively. This implies that the SELINICanalysis results are reasonable for all sections of the state.Functional class and route specific volume analysis is possible by using the available 154 classification count check points. The truck traffic crossing the Interstate highways (ISH) with 37 check points, the US highways (USH) with 50 check points, and the State highways (STH) with 67 check points is compared to the actual ground count totals. The magnitude of the overall link volume to ground count ratio by route does not provide any specific pattern of over or underestimate. However, the %R11SE for the ISH shows the least value while that for the STH shows the largest value. This pattern is consistent with the screenline analysis and the overall relationship between %RMSE and ground count volume groups. Area specific volume analysis provides another broad statewide measure of the performance of the overall model. The truck traffic in the North area with 26 check points, the West area with 36 check points, the East area with 29 check points, and the South area with 64 check points are compared to the actual ground count totals. The four areas show similar results. No specific patterns in the L V/GC ratio by area are found. In addition, the %RMSE is computed for each of the four areas. The %RMSEs for the North, West, East, and South areas are 92%, 49%, 27%, and 35% respectively, whereas, the average ground counts are 481, 1383, 1532, and 3154 respectively. As for the screenline and volume range analyses, the %RMSE is inversely related to average link volume. 'The SELINK adjustments of productions and attractions resulted in a very substantial reduction in the total in-state zonal productions and attractions. The initial in-state zonal trip generation model can now be revised with a new trip production's trip rate (total adjusted productions/total population) and a new trip attraction's trip rate. Revised zonal production and attraction adjustment factors can then be developed that only reflect the impact of the SELINK adjustments that cause mcreases or , decreases from the revised zonal estimate of productions and attractions. Analysis of the revised production adjustment factors is conducted by plotting the factors on the state map. The east area of the state including the counties of Brown, Outagamie, Shawano, Wmnebago, Fond du Lac, Marathon shows comparatively large values of the revised adjustment factors. Overall, both small and large values of the revised adjustment factors are scattered around Wisconsin. This suggests that more independent variables beyond just 226; population are needed for the development of the heavy truck trip generation model. More independent variables including zonal employment data (office employees and manufacturing employees) by industry type, zonal private trucks 226; owned and zonal income data which are not available currently should be considered. A plot of frequency distribution of the in-state zones as a function of the revised production and attraction adjustment factors shows the overall " adjustment resulting from the SELINK analysis process. Overall, the revised SELINK adjustments show that the productions for many zones are reduced by, a factor of 0.5 to 0.8 while the productions for ~ relatively few zones are increased by factors from 1.1 to 4 with most of the factors in the 3.0 range. No obvious explanation for the frequency distribution could be found. The revised SELINK adjustments overall appear to be reasonable. The heavy truck VMT analysis is conducted by comparing the 1990 heavy truck VMT that is forecasted by the GM truck forecasting model, 2.975 billions, with the WisDOT computed data. This gives an estimate that is 18.3% less than the WisDOT computation of 3.642 billions of VMT. The WisDOT estimates are based on the sampling the link volumes for USH, 8TH, and CTH. This implies potential error in sampling the average link volume. The WisDOT estimate of heavy truck VMT cannot be tabulated by the three trip types, I-I, I-E ('||'&'||'pound;-I), and E-E. In contrast, the GM forecasting model shows that the proportion ofE-E VMT out of total VMT is 21.24%. In addition, tabulation of heavy truck VMT by route functional class shows that the proportion of truck traffic traversing the freeways and expressways is 76.5%. Only 14.1% of total freeway truck traffic is I-I trips, while 80% of total collector truck traffic is I-I trips. This implies that freeways are traversed mainly by I-E and E-E truck traffic while collectors are used mainly by I-I truck traffic. Other tabulations such as average heavy truck speed by trip type, average travel distance by trip type and the VMT distribution by trip type, route functional class and travel speed are useful information for highway planners to understand the characteristics of statewide heavy truck trip patternS. Heavy truck volumes for the target year 2010 are forecasted by using the GM truck forecasting model. Four scenarios are used. Fo~ better forecasting, ground count- based segment adjustment factors are developed and applied. ISH 90 '||'&'||' 94 and USH 41 are used as example routes. The forecasting results by using the ground count-based segment adjustment factors are satisfactory for long range planning purposes, but additional ground counts would be useful for USH 41. Sensitivity analysis provides estimates of the impacts of the alternative growth rates including information about changes in the trip types using key routes. The network'||'&'||'not;based GMcan easily model scenarios with different rates of growth in rural versus . . urban areas, small versus large cities, and in-state zones versus external stations. cities, and in-state zones versus external stations.