• Journal of the Korean Institute of Gas
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• v.22 no.6
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• pp.59-64
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• 2018

As part of measures to reduce fine dust, the government is promoting a project to convert the fuel of Yard Tractors(YT, tractors operated at ports), from diesel to LNG (Liquefied Natural Gas). While a port having a small number of yard tractors, it is not proper to construct a stationary LNG fueling station and supply LNG to YT due to a problem of BOG (Boil off gas) generation. Therefore, it is necessary to make a regulation and a standard on mobile LNG YT refueling station installation and inspection as an alternative. In this study, we have investigated domestic and foreign mobile LNG refueling cases and refueling standards, including the USA and Europe. In addition, we have suggested the risk reduction method according to the cause after investigation of the cause of LNG accidents. And last, based on the proposed risk reduction measures, we have proposed an amendment to the Regulation of the Urban Gas Business Law in Korea. The proposed mobile LNG YT refueling amendment of the Regulation includes ; maintenance of the safety distance from the protection facility, installation of an interlock device to prevent refueling in places other than the authorized place, installation of the identification system through biometrics, separation of the tank lorry and tow vehicle before refueling, checking the wheel fixed status of tank lorry before refueling, construction of the impounding area, safety measures before, during and after refueling, etc. The safety standards proposed in this study could be used as a reference in establishing standards for mobile LNG vehicle refueling in the near future.

• Journal of the Architectural Institute of Korea Planning & Design
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• v.35 no.7
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• pp.109-117
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• 2019

Recently, child safety map making education has attracted attention as a way to reduce crimes against children. In Korea, the Ministry of Gender Equality and Family organized a child safety map making education program in 2011. The program's manual was revised in 2013 and the Ministry implemented it as a project to promote the rights of women and children. Child safety map making education aims to raise a child's understanding of their neighborhood, to have voluntary control and normal consciousness as a local inhabitant, to be aware of wrong behavior and crime, and to be part of creating a safe urban environment. However, when compared to educational programs in other major developed countries, the child safety map making education program in Korea currently does not improve a child's awareness of their surroundings. In this workshop study, we proposed and ran a new program to improve children's awareness of their environment based on the active participation of children in the existing safety map educational program. The workshop was held for 4 weeks for 48 students from 5th and 6th grade at Osan Daeho Elementary School. We analyzed this new program's effects with the following results. First, an analysis of the effects of the program on children's recognition of safe and dangerous spaces revealed that their understanding of these spaces increased by 30.4% after the workshop. The safety-related factor in the mind map key concept increased from 0.94 to 4.94, indicating that the children's perception of neighborhood risk and safety factors improved. Second, the analysis of the effects of the program on the children's coping ability in dangerous situations showed that their understanding of how to deal with dangerous situations increased by 11.3%. The children's understanding of facilities they could ask for help, such as police boxes and child safety guard houses, improved by 17.9%. Third, analysis of the effects of child safety map making education on children's understanding of their neighborhood, their perception of responsibility in the neighborhood, and their neighborhood attachment showed that these levels of children's understanding of the neighborhood improved by 6.0% after the workshop.

• Geomechanics and Engineering
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• v.35 no.1
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• pp.29-39
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• 2023

As the intensity of urban underground space development increases, more and more tunnels are planned and constructed, and sometimes it is inevitable to encounter situations where tunnels have to underpass the river embankments. Most previous studies involved tunnels passing river embankments perpendicularly or with large intersection angle. In this study, a project case where two EPB shield tunnels with 8.82 m diameter run parallelly underneath a river embankment was reported. The parallel length is 380 m and tunnel were mainly buried in the moderate / slightly weathered clastic rock layer. The field monitoring result was presented and discussed. Three-dimensional back-analysis were then carried out to gain a better understanding the interaction mechanisms between shield tunnel and embankment and further to predict the ultimate settlement of embankment due to twin-tunnel excavation. Parametrical studies considering effect of tunnel face pressure, tail grouting pressure and volume loss were also conducted. The measured embankment settlement after the single tunnel excavation was 4.53 mm ~ 7.43 mm. Neither new crack on the pavement or cavity under the roadbed was observed. It is found that the more degree of weathering of the rock around the tunnel, the greater the embankment settlement and wider the settlement trough. Besides, the latter tunnel excavation might cause larger deformation than the former tunnel excavation if the mobilized plastic zone overlapped. With given geometry and stratigraphic condition in this study, the safety or serviceability of the river embankment would hardly be affected since the ultimate settlement of the embankment after the twin-tunnel excavation is within the allowable limit. Reasonable tunnel face pressure and tail grouting pressure can to some extent suppress the settlement of the embankment. The recommended tunnel face pressure and tail grouting pressure are 300 kPa and 550 kPa in this study, respectively. However, the volume loss plays the crucial role in the tunnel-embankment interaction. Controlling and compensating the tunneling induced volume loss is the most effective measure for river embankment protection. Additionally, reinforcing the embankment with cement mixing pile in advance is an alternative option in case the predicted settlement exceeds allowable limit.

• Journal of the Korean Geosynthetics Society
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• v.22 no.2
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• pp.35-45
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• 2023

In accordance with the urban development project, cases of constructing temporary wall structures for ground excavation in the vicinity of railway structures are increasing. In addition, the complaints about train vibration are also increasing from people living in large buildings newly built after installing the temporary wall structures. In order to solve this problem, a method for reducing train vibration is considered from the design stage of the building, and a vibration reduction system is installed on the structure when the building is newly constructed. However, the vibration reduction method established at the structure design stage can be determined through the results of field measurements or dynamic numerical analysis for a specific area, and there is a limit to evaluating whether the established vibration reduction method is appropriate due to the lack of objective research data. Therefore, in order to provide objective basic data when establishing a vibration reduction method, this study performed the dynamic numerical analysis for a operating train with a speed 80km/h by applying differently the depths of railway structures, the distances between railways and temporary wall structures, and ground conditions. It was found that the range of influence of a train operating at 80 km/h was within 4.5D of the lateral distance from the railway structure in the case of the condition where the temporary wall was installed.

• International conference on construction engineering and project management
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• 2024.07a
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• pp.1307-1307
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• 2024

Recent research on heavy equipment has been conducted for the purposes of enhanced safety, productivity improvement, and carbon neutrality at construction sites. A sensor-based approach is being explored to monitor the location and movements of heavy equipment in real time. However, it poses significant challenges in terms of time and cost as multiple sensors should be installed on numerous heavy equipment at construction sites. In addition, there is a limitation in identifying the collaboration or interference between two or more heavy equipment. In light of this, a vision-based deep learning approach is being actively conducted to effectively respond to various working conditions and dynamic environments. To enhance the performance of a vision-based activity recognition model, it is essential to secure a sufficient amount of training datasets (i.e., video datasets collected from actual construction sites). However, due to safety and security issues at construction sites, there are limitations in adequately collecting training dataset under various situations and environmental conditions. In addition, the videos feature a sequence of multiple activities of heavy equipment, making it challenging to clearly distinguish the boundaries between preceding and subsequent activities. To address these challenges, this study proposed a domain adaptation in vision-based transfer learning for automated excavator activity recognition utilizing 3D ResNet (residual deep neural network). Particularly, this study aimed to identify the optimal depth of 3D ResNet (i.e., the number of layers of the feature extractor) suitable for domain adaptation via fine-tuning process. To achieve this, this study sought to evaluate the activity recognition performance of five 3D ResNet models with 18, 34, 50, 101, and 152 layers, which used two consecutive videos with multiple activities (5 mins, 33 secs and 10 mins, 6 secs) collected from actual construction sites. First, pretrained weights from large-scale datasets (i.e., Kinetic-700 and Moment in Time (MiT)) in other domains (e.g., humans, animals, natural phenomena) were utilized. Second, five 3D ResNet models were fine-tuned using a customized dataset (14,185 clips, 60,606 secs). As an evaluation index for activity recognition model, the F1 score showed 0.881, 0.689, 0.74, 0.684, and 0.569 for the five 3D ResNet models, with the 18-layer model performing the best. This result indicated that the activity recognition models with fewer layers could be advantageous in deriving the optimal weights for the target domain (i.e., excavator activities) when fine-tuning with a limited dataset. Consequently, this study identified the optimal depth of 3D ResNet that can maintain a reliable performance in dynamic and complex construction sites, even with a limited dataset. The proposed approach is expected to contribute to the development of decision-support systems capable of systematically managing enhanced safety, productivity improvement, and carbon neutrality in the construction industry.

• The Journal of Fisheries Business Administration
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• v.19 no.2
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• pp.1-58
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• 1988

The purpose of this study is to investigate the relation between social education and secondary education of seaside and sea village schools for supporting the successors to fishery. Objects of the study were five groups; 321 fishermen, 107 staff members of a Fishery Guidance Center, 1, 001 students, 306 teachers of sea villages, 193 staff members of a Fishery Cooperative Association. The total number of people being object of this study was 1, 876 persons. The questionaire used for this study was made after preliminary counseling with fishermen in sea villages and teachers in seaside schools. The results of this study are as follow ; 1) About the value of Fishery and successors to Fishery There have been more positive responses than negative ones to the question on the value of fishery. The main reason for positive responses lies in the potentiality for development of fishery but the negative responses are because of the heavy work. 56.8% of the respondents expected an increasing number of successor to fishery, but 43.2% of the respondents had a negative foresight on that problem. The negative respondents stated that the fisherman that moved from the sea villages to the urban areas are responsible for the none increasing numbers of successors to fishery. Most of the respondents answered that government support is needed in order to increase the number of successors to fishery. 2) Social education for Fishermen Only 40% of fishermen know the Fishing Village Guidance Center as the main institute for social education. 94.17% of the respondents prefer plural institutes to single ones. 5.9% of the respondents answered with opposit opinions. 40.4% of the respondents answered that technical teachings has not often been practised. The reason why technical teaching does not often come into effect are as follows; lack of technical expertise, insufficient concern of staff members of the Guidance Center or the Cooperation Association. Also fishermen answered that the Fisherman Guidance Center does not often practise technical education. The Fishery Cooperation Association with its social education for fisherman takes the role of education for the economical way and carries out financial assistance. The relationship between the Fishery Cooperative Association and fishermen is presented satisfactory. However, the frequency of education is not satisfactory. Indifferences between staff members of the Fishery Cooperative Association does not carry out fishery education very often. Also loaned money matters were not satisfactory. 3) Secondary education for Fishery This study showed that it is desirable that the practical course of middle schools in islets and seaside villages take education on fishery ; however, a few schools only take the practical course fishery. Most of the fishery high schools want computer education as a new recommendable course. The students of fishery high schools want computer education as a new recommendable course. The students of fishery high schools have problems with scientific terms in the text books for the practical of fishery high schools have problems with scientific terms in the text books for the practical courses. Over 80% of the respondents agreed that the principals of schools in islets and sea side villages should be men having majored in fishery. 4) The connection between social education and secondary education for fishery a. It is desirable that the principal and vice principal of secondary schools in islets and sea side villages are men majored in fishery. b. It is recommendable that fishery courses are taken as practical courses in fishery village schools for it is helpful to relate between the vocation and the district's special character, as well as to built up relation between the middle school education and the fishery high school education. c. The teachers of fishery high schools and the officials of government offices which are related to fishery should work together to realize a program on teaching various kinds of techniques and give other useful informations to fishermen. d. During the vacations the fishery high school could be used for the social education of fishermen. Seminars on fishery technique and cultural aspects could be held. Especially a spiritual education which is needed for the improvement of the society of fishermen could be achieved by a cultural education. e. On the state level a financial support to raise the number of successors to fishery, a national policy for the betterment of the life of fishermen, as well as active publicity activities are necessary. f. A financial support of the government for raising the number of the successors to fishery is needed. For this purpose a fishery education performed on a state level would be desirable.

• Journal of agricultural medicine and community health
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• v.17 no.1
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• pp.34-45
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• 1992

In this county, the gap between the urban 'haves' and the rural 'have-nots' continues to be an increasing problem. WHO and UNICEF see primary health care(PHC) as the key to achieving an acceptable level of health throughout the world as a community development. PHC is essential health care made accessible to individuals and families in the community by means acceptable to them. It is the first level of contact of individual, the family, and community with the national health system. It includes at least education on health system. It includes at least education on health problems, promotion of food supply, MCH including family planning, immunization against infectious diseases, control of endemic diseases, treatment of common diseases and injuries, promotion of mental health, and provision of essential drugs. However, of the aboves, education concerning of mental health problems and the methods to identify, prevent, and control them is the principal step of establishment. In Korea, the category of PHC worker includes the physician as public doctor and nurse as primary health care practitioner and community health leader as village health worker. PHC workers of the aboves will thus function best if they are appropriately trained to respond to the health needs of the community. However in this country, since the national PHC service project launched in 1980, the government has not developed and performed appropriate and enough education and training activities. In light of above reasons, several categories of health education activities had been planned and performed being aimed at above specific target groups and the main focus was on the village health workers for about one year from July 1991 to July 1992 in Yeoju Kun of Kyonki Province. At the end of the period, evaluation of education input was carried out to measure the improvement of healthful life of people in terms of awareness, attitude, and practice. At the end of the period, evaluation of education input was carried out to measure the improvement of healthful life of people in terms of awareness, attitude, and practice. The totals of 80 village health workers, 13 public health practitioners and 9 public docters took in the course of health education for a few hours at every month and the evaluation works of educational effect were taken. The results the study were as follows. 1) Number of persons who realized the maxim "health care of the people is a duty of the government" increased after the education course, On the other hand, the rate of satisfaction on the effort of government for health promotion of the people decreased. 2) Public doctors and primary health care practitioners(nurses) liked and enjoyed the education schedule as a meeting of peer group. It provided chances of communication with staffs of Korea University Hospital. It was said that lectures covered great deal of knowledge and technic they urgently needed in the field. 3) After finishing the education course, more of village health workers(VHW) thought they adapted themselves to their roles and functions showing increased number of home visit and contact with primary health care practitioners by month. 4) In case of patient refer, VHW preferred primary health care practitioners to public doctors. 5) Capability of VHWs in most of their functions increased dramatically after when the education course finished except tuberculosis control.

• Journal of the Korean Institute of Landscape Architecture
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• v.45 no.6
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• pp.76-89
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• 2017

Tourism is being used as a tool to regenerate declining spaces. Therefore, the government is carrying out various projects to create tourist attractions to revitalize the traditional marketplace, which is declining nationwide. Because of these government-led projects, traditional marketplaces have been transformed into tourist attractions, and some markets have received enough positive feedback that they have been successfully revitalized economically. However, as marketplaces have become tourist destinations, negative views about government support projects are also increasing. This also leads to conflicts due to differences in perception and interests of stakeholders. This paper examines the process of the marketplace becoming a tourist destination focused on the Tongin Market, in Seoul which has been regenerated as a tourist attraction through a government support project. The purpose of this study is, first, to examine the background of tourist markets becoming tourist attractions and the issues surrounding them. The second was to explore in depth the types of conflict perceptions of visitors, residents and tourists, and the perception of their responses. As a research method, the process of the revitalization of traditional markets through news and existing literature, issues and the difference of perceptions about tourist-centric traditional marketplaces were examined. In addition, the Q methodology was used, which is a qualitative research methodology that can measure the difference of viewpoints and perceptions of specific events in order to analyze the difference of perception among visitors in traditional marketplaces. The results of the study show that there are three main perspectives of difference among visitors' perceptions about government support projects in traditional marketplaces and the marketplace becoming a tourist attraction. The 'policy dependent perspective' emphasizes the necessity of government regulations, a 'critical perspective' criticizes the government's traditional marketplace support policy, and the 'neutral perspective' acknowledges the need for government-led projects and accentuating the internal competitiveness of the marketplace. The study provided the environment for academic discussion about traditional marketplaces, which are becoming tourist attractions nationwide. In addition, this paper can contribute to providing implications for future government projects by analyzing the perception of marketplace visitors.

• Journal of Ginseng Culture
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• v.3
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• pp.54-73
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• 2021

The Natural Products Research Institute (NPRI, 生藥硏究所), an institution affiliated with Keijo Imperial University (京城帝國大學), was the predecessor of the NPRI at Seoul National University and a comprehensive research institute that focused on ginseng research during the Japanese colonial era. It was established under the leadership of Noriyuki Sugihara (杉原德行), a professor of the second lecture in pharmacology at the College of Medicine in Keijo Imperial University. Prof. Sugihara concentrated on studying Korean ginseng and herbal medicine beginning in 1926 when the second lecture of pharmacology was established. In addition to Prof. Sugihara, who majored in medicine and pharmacology, Kaku Tenmin (加來天民), an assistant professor who majored in pharmacy; Tsutomu Ishidoya (石戶谷勉), a lecturer who majored in agriculture and forestry; and about 36 researchers actively worked in the laboratory before the establishment of the NPRI in 1939. Among these personnel, approximately 14 Korean researchers had basic medical knowledge, derived mostly from specialized schools, such as medical, dental, and pharmaceutical institutions. As part of the initiative to explore the medicinal herbs of Joseon, the number of Korean researchers increased beginning in 1930. This increase started with Min Byung-Ki (閔丙祺) and Kim Ha-sik (金夏植). The second lecture of pharmacology presented various research results in areas covering medicinal plants in Joseon as well as pharmacological actions and component analyses of herbal medicines. It also conducted joint research with variousinstitutions. Meanwhile, in Gaesong (開城), the largest ginseng-producing area in Korea, the plan for the Pharmaceutical Industry Complex was established in 1935. This was a large-scale project aimed at generating profits through research on and the mass production of drugs and the reformation of the ginseng industry under collaboration among the Gaesong Ministry, Kwandong (關東) military forces, Keijo Imperial University, and private organizations. In 1936 and 1938, the Gyeonggi Provincial Medicinal Plant Research Institute (京畿道立 藥用植物硏究所) and the Herb Garden of Keijo Imperial University (京城帝國大學 藥草園) and Pharmaceutical Factory were established, respectively. These institutions merged to become Keijo Imperial University's NPRI, which wasthen overseen by Prof. Sugihara as director. Aside from conducting pharmacological research on ginseng, the NPRI devoted efforts to the development and sale of ginseng-based drugs, such as Sunryosam (鮮麗蔘), and the cultivation of ginseng. In 1941, the Jeju Urban Test Center (濟州島試驗場) was established, and an insecticide called Pancy (パンシ) was produced using Jeju-do medicinal herbs. However, even before research results were published in earnest, Japanese researchers, including Prof. Sugihara, hurriedly returned to Japan in 1945 because of the surrender of Japanese forces and the liberation of Korea. The NPRI was handed over to Seoul National University and led by Prof. Oh Jin-Sup (吳鎭燮), a former medical student at Keijo Imperial University. Scholars such as Woo Lin-Keun (禹麟根) and Seok Joo-Myung (石宙明) worked diligently to deal with the Korean pharmaceutical industry.

• 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.