목 적: 전립선 방사선 치료 시 회피 영역을 지정한 혼합 에너지(Mixed Energy Partial Arc, MEPA) VMAT 치료 계획의 선량평가를 통해 임상 적용 가능성을 평가한다. 대상 및 방법: 전립선암 환자 9명을 대상으로 치료 장비 True Beam Stx(Varian Medical System, USA), 치료 계획시스템(Eclipse, Varian Medical System, USA)을 이용하여 치료 계획용적(PTV)에 2.5Gy, 30회로 총 선량 70Gy를 처방하여, 회피 영역을 지정한 혼합 에너지 치료 계획과 6MV 1 ARC, 6MV, 10MV 그리고 15MV 2 ARC 치료 계획과 비교 분석하였다. 혼합 에너지 치료 계획은 첫 번째 ARC에서 갠트리 각도 180°~230°, 310°~50°은 6MV로 지정하고 230°~310°, 50°~130°는 회피 영역으로 지정하였고 두 번째 ARC에서 갠트리 각도 130°~50°, 310°~230°는 에너지 15MV로 설정 후 50°~310°는 회피 영역으로 지정하였다. 2가지 치료 계획을 각각 최적화 및 선량 계산 후 Sum plan을 생성하였다. 각각의 치료 계획은 선량체적히스토그램(Dose Volume Histogram, DVH)을 이용하여 PTV의 최대선량, 평균선량, D2%, 처방 선량 지수(Conformity Index, CI), 선량 균질 지수(Homogeneity Index, HI) 및 손상위험장기(Organ at Risk, OAR)의 선량을 분석하였다. 또한 monitor unit(MU)와 치료시간(beam on time)을 분석하였다. 결 과: MEPA 치료 계획은 PTV에서 최대선량, 평균선량, D2%값은 75.86±0.47, 71.95±0.51, 73.92±0.45로 6MV 1 ARC 계획보다 낮은 값(전체 p<0.0005)을 보였고 6MV, 10MV, 15MV 2 ARC 치료 계획과의 비교에서 최대선량은 평균 차이 각각 0.24%, 0.39%, 0.60%(p<0.450, 0.321, 0.139), D2% 값 0.42%, 0.49%, 0.59%(p<0.073, 0.087, 0.033)로 높게 분석되었다. 평균선량은 10MV 2 ARC 치료 계획보다 0.09%(p<0.615) 낮았지만 6MV 2 ARC와 15MV 2 ARC와의 비교에서 각각 0.27%, 0.12%(p<0.184, 0.521) 높게 나타났다. HI는 0.064±0.006로 가장 낮은 값으로 분석(p<0.005) 되어 가장 좋은 균질도를 보이며 CI는 MEPA에서 1.12±0.038, 6MV 1 ARC, 6MV, 10MV, 15MV 2 ARC 각각 1.12±0.036, 1.11±0.024, 1.11±0.030, 1.12±0.027로 모든 치료 계획에서 유사한 값으로 분석되었다. 직장 선량은 MEPA가 모든 선량 분석 파라미터에서 낮은 값으로 분석되었다. 특히 V70Gy, V50Gy, V30Gy, V20Gy은 3.40, 16.79, 37.86, 48.09으로 직장에 조사되는 저 선량 영역의 체적을 의미 있는 만큼 줄일 수 있었다. 방광선량은 V30Gy, V20Gy이 다른 치료 계획에 비해 낮은 값을 보였다. 하지만 양측 대퇴골두 비교에서 MEPA는 평균선량 9.69±2.93, 9.88±2.5로 비교된 치료 계획에 비해 2.8Gy~3.28Gy 높은 값을 보였다. 평균 MU값은 MEPA가 6MV 1 ARC보다 19.53%, 10MV 2 ARC에 비해 5.7% 감소하였다. 결 론: 저에너지 X선(6MV)과 고에너지 X선(15MV)을 사용 한 MEPA는 각각 에너지의 장점을 취해 비교한 치료 계획보다 개선된 HI와 동등한 CI값으로 분석되어 만족할 만한 PTV coverage를 보였으며 방광과 직장을 보호하는데 효과적이라고 생각된다.
수계 내 세슘(cesium: Cs)을 제거하기 위하여 개발된 대부분의 기존 Cs 흡착제들은 원재료 값이 고가라는 단점과, 해수와 같이 높은 이온 강도와 낮은 Cs 농도를 가지는 대규모의 오염수를 실질적으로 정화하는데 한계를 가지고 있었다. 본 연구에서는 석탄광산배수를 처리하는 과정에서 생성되는 슬러지(CMDS)에 Na와 S를 첨가하여 친환경적이고 높은 Cs 제거 효율을 가지는 Cs 흡착제를 개발하였다. Fe 및 Ca 함량이 풍부한 CMDS를 1차 소재로 사용하였고, 열처리 과정으로 Na와 S를 첨가하여 새로운 Cs 흡착제를 제조하였다(이하 본 연구에서 개발한 흡착제는 Na-S-CMDS라 명명함). Na-S-CMDS의 Cs 흡착능 및 흡착 기작을 평가하기 위해 실험실 규모의 실험과 흡착 동역학 및 등온 모델링 연구를 수행하였으며, XRF, XRD, SEM/EDS, XPS 등의 분석을 통해 Na-S-CMDS의 물리화학적, 광물학적 특성을 조사함으로써 Cs 흡착 기작을 규명하였다. 흡착 배치 실험 결과, Cs은 빠르게 Na-S-CMDS에 흡착되어 1시간 내 평형에 도달하였으며, 낮은 Cs 농도(0.5 mg/L) 조건에서도 높은 Cs 제거 효율(> 90.0%)을 보였다. 흡착 등온 모델링 결과, 단일 흡착을 가정하는 Langmuir 흡착 등온 모델에 대응되는 경향을 보였으며, 흡착 동역학 모델링 결과 흡착 경향이 유사 2차 속도(pseudo second order kinetic) 모델과 일치하는 경향을 보였고, 이러한 결과는 단순한 물리적 흡착보다 이온 교환과 같은 화학적 흡착이 우세함을 의미한다. 고농도의 Cs 용액으로 반응시킨 Na-S-CMDS의 XRF/XRD 분석 결과, Na-S-CMDS 내 Na 함량은 감소하고 흡착 전 존재하던 erdite (NaFeS2·2(H2O))가 관찰되지 않는 것을 통해, Na+과 Cs+ 사이에서 활발한 이온 교환 반응이 진행되었음을 알 수 있었다. XPS 분석 결과, Na-S-CMDS에서 Cs와 S 사이의 강한 결합 작용이 관찰되었으며, 이러한 Cs와 S(또는 S-복합체)내 결합에너지 감소도 Na-S-CMDS의 Cs 흡착능을 증가시키는 요인으로 판단되었다. 본 연구를 통해 기존에 폐기물로 처리되었던 석탄광산배수슬러지를 개량하여 제조한 Na-S-CMDS는 기존의 Cs 흡착제보다 제조 비용이 저렴하고, 해수 및 지하수와 같이 이온 강도는 높지만 Cs 농도가 낮은 대규모 오염 수계에서도 Cs 흡착능이 높게 유지되어, 현장에서 효과적인 Cs 흡착제로 사용할 수 있을 것으로 기대한다.
소셜 네트워크는 사용자들의 공통된 관심사, 경험, 그리고 일상 생활들을 함께 공유하기 위해 소셜 네트워크 상 사람들을 서로 연결시켜주는 거대한 커뮤니케이션 플랫폼이다. 소셜 네트워크상의 사용자들은 포스팅, 댓글, 인스턴스 메시지, 게임, 소셜 이벤트 외에도 다양한 애플리케이션을 통해 다른 사용자들과 소통하고 개인 정보 관리하는데 많은 시간을 소비한다. 소셜 네트워크 상의 풍부한 사용자 정보는 추천시스템이 추천 성능을 향상시키기 위해 필요한 큰 잠재력이 되었다. 대부분의 사용자들은 어떤 상품을 구매하기 전 가까운 관계이거나 같은 성향을 가진 사람들의 의견을 반영하여 의사 결정을 하게 된다. 그러므로 소셜 네트워크에서의 사용자 관계는 추천시스템을 위한 사용자 선호도 예측을 효율적으로 높이는데 중요한 요소라 할 수 있다. 일부 연구자들은 소셜 네트워크에서의 사용자와 다른 사용자들 사이의 상호작용 즉, 소셜 관계(social relationship)와 같은 소셜 데이터가 추천시스템에서 추천의 질에 어떠한 영향을 미치는가를 연구하고 있다. 추천시스템은 아마존, 이베이, Last.fm과 같은 큰 규모의 전자상거래 사이트 또한 채택하여 사용되는 시스템으로, 추천시스템을 위한 방법으로는 협업적 여과 방법과 내용 기반 여과 방법이 있다. 협업적 여과 방법은 사용자들의 선호도 학습에 의해 사용자가 아직 평가하지 않은 아이템 중 선호할 수 있는 아이템을 정확하게 제안하기 위한 추천시스템 방법 중 하나이다. 협업적 여과는 사용자들의 데이터에 초점을 맞춘 방법으로 유사한 배경과 선호도를 가지는 사용자들로부터 정보를 수집하여 사용자들의 선호도 예측을 자동으로 발생시킨다. 특히 협업적 여과는 근접한 이웃 사용자들에 의해서 목적 사용자가 선호할 수 있는 아이템을 제시하는 것으로 유사한 이웃 사용자를 찾는 것이 중요하다. 좋은 이웃 사용자 발견은 사용자와 아이템을 고려하는 방법이 일반적이다. 각 사용자는 아이템 즉, 영화, 상품, 책 등에 자신의 선호도를 나타내기 위하여 평가 값을 입력하고, 시스템은 이를 바탕으로 사용자-평가 행렬을 구축한다. 이 사용자-평가 행렬은 목적 사용자와 유사하게 아이템을 평가한 사용자 그룹을 찾기 위한 것으로, 목적 사용자가 아직 평가하지 않은 아이템에 대하여 사용자-평가 매트릭스를 통해 그 평가 값을 예측한다. 현재 이 협업적 여과 방법은 전자상거래와 정보 검색에서 적용되어 개인화 시스템에 효율적으로 사용되고 있다. 하지만 초기 사용자 문제, 데이터 희박성 문제와 확장성 그리고 예측 정확도 향상 등 해결해야 할 과제가 여전히 남아 있다. 이러한 문제들을 해소하기 위해 많은 연구자들은 하이브리드, 신뢰기반, 소셜 네트워크 기반 협업적 여과와 같은 다양한 방법을 제안하였다. 본 논문에서는 전통적인 협업적 여과 방식의 예측 정확도와 추천 성능을 향상시키기 위해 소셜 네트워크에 존재하는 소셜 관계를 이용한 협업적 여과 시스템을 제안한다. 소셜 관계는 소셜 네트워크 서비스 중 하나인 페이스북 사용자들이 남긴 포스팅과 사용자의 소셜 네트워크 친구와 의견 교류 중 남긴 코멘트와 같은 사용자 행동을 기반으로 정의된다. 소셜 관계를 구축하기 위해 소셜 네트워크 사용자의 포스팅과 댓글을 추출하고, 추출된 텍스트에 불용어 및 특수 기호 제거와 스테밍 등 전처리를 수행하였다. 특징 벡터는 TF-IDF를 이용하여 전처리된 텍스트에 나타난 각 단어에 대한 특징 점수를 계산함으로써 구축된다. 본 논문에서 이웃 사용자를 결정하기 위해 사용되는 사용자 간 유사도는 특징 벡터를 이용한 사용자 행동 유사도와 사용자의 영화 평가를 기반으로 한 전통적 방법의 유사도를 결합하여 계산된다. 제안하는 시스템은 목표 사용자와 제안한 방법을 통해 결정된 이웃 사용자 집단을 기반으로 목표 사용자가 평가하지 않은 아이템에 대한 선호도를 예측하고 Top-N 아이템을 선별하여 사용자에게 아이템을 추천하게 된다. 본 논문에서 제안하는 방법을 확인하고 평가하기 위하여 IMDB에서 제공하는 영화 정보 기반으로 영화 평가 시스템을 구축하였다. 예측 정확도를 평가하기 위해 MAE 값을 이용하여 제안하는 알고리즘이 얼마나 정확한 추천을 수행하는지에 대한 예측 정확도를 측정하였다. 그리고 정확도, 재현율 및 F1값 등을 활용하여 시스템의 성능을 평가하였으며, 시스템의 추천 품질은 커버리지를 이용하여 평가되었다. 실험 결과로부터 본 논문에서 제안한 시스템이 보다 더 정확하고 좋은 성능으로 사용자에게 아이템을 추천하는 것을 볼 수 있었다. 특히 소셜 네트워크에서 사용자 행동을 기반으로 한 소셜 관계를 이용함으로써 추천 정확도를 6% 향상시킴을 보였다. 또한 벤치마크 알고리즘과의 성능비교 실험을 통해 7% 향상된 추천 성능의 결과를 보여준다. 그러므로 사용자의 행동으로부터 관찰된 소셜 관계를 CF방법과 결합한 제안한 방법이 정확한 추천시스템을 위해 유용하며, 추천시스템의 성능과 품질을 향상시킬 수 있음을 알 수 있다.
This project was a service-cum-research effort with a quasi-experimental study design to examine the health benefits of an integrated Family Planning (FP)/Maternal & Child health (MCH) Service approach that provides crucial factors missing in the present on-going programs. The specific objectives were: 1) To test the effectiveness of trained nurse/midwives (MW) assigned as change agents in the Health Sub-Center (HSC) to bring about the changes in the eight FP/MCH indicators, namely; (i)FP/MCH contacts between field workers and their clients (ii) the use of effective FP methods, (iii) the inter-birth interval and/or open interval, (iv) prenatal care by medically qualified personnel, (v) medically supervised deliveries, (vi) the rate of induced abortion, (vii) maternal and infant morbidity, and (viii) preinatal & infant mortality. 2) To measure the integrative linkage (contacts) between MW & HSC workers and between HSC and clients. 3) To examine the organizational or administrative factors influencing integrative linkage between health workers. Study design; The above objectives called for quasi-experimental design setting up a study and control area with and without a midwife. An active intervention program (FP/MCH minimum 'package' program) was conducted for a 2 year period from June 1982-July 1984 in Seosan County and 'before and after' surveys were conducted to measure the change. Service input; This study was undertaken by the Soonchunhyang University in collaboration with WHO. After a baseline survery in 1981, trained nurses/midwives were introduced into two health sub-centers in a rural setting (Seosan county) for a 2 year period from 1982 to 1984. A major service input was the establishment of midwifery services in the existing health delivery system with emphasis on nurse/midwife's role as the link between health workers (nurse aids) and village health workers, and the referral of risk patients to the private physician (OBGY specialist). An evaluation survey was made in August 1984 to assess the effectiveness of this alternative integrated approach in the study areas in comparison with the control area which had normal government services. Method of evaluation; a. In this study, the primary objective was first to examine to what extent the FP/MCH package program brought about changes in the pre-determined eight indicators (outcome and impact measures) and the following relationship was first analyzed; b. Nevertheless, this project did not automatically accept the assumption that if two or more activities were integrated, the results would automatically be better than a non-integrated or categorical program. There is a need to assess the 'integration process' itself within the package program. The process of integration was measured in terms of interactive linkages, or the quantity & quality of contacts between workers & clients and among workers. Intergrative linkages were hypothesized to be influenced by organizational factors at the HSC clinic level including HSC goals, sltrurture, authority, leadership style, resources, and personal characteristics of HSC staff. The extent or degree of integration, as measured by the intensity of integrative linkages, was in turn presumed to influence programme performance. Thus as indicated diagrammatically below, organizational factors constituted the independent variables, integration as the intervening variable and programme performance with respect to family planning and health services as the dependent variable: Concerning organizational factors, however, due to the limited number of HSCs (2 in the study area and 3 in the control area), they were studied by participatory observation of an anthropologist who was independent of the project. In this observation, we examined whether the assumed integration process actually occurred or not. If not, what were the constraints in producing an effective integration process. Summary of Findings; A) Program effects and impact 1. Effects on FP use: During this 2 year action period, FP acceptance increased from 58% in 1981 to 78% in 1984 in both the study and control areas. This increase in both areas was mainly due to the new family planning campaign driven by the Government for the same study period. Therefore, there was no increment of FP acceptance rate due to additional input of MW to the on-going FP program. But in the study area, quality aspects of FP were somewhat improved, having a better continuation rate of IUDs & pills and more use of effective Contraceptive methods in comparison with the control area. 2. Effects of use of MCH services: Between the study and control areas, however, there was a significant difference in maternal and child health care. For example, the coverage of prenatal care was increased from 53% for 1981 birth cohort to 75% for 1984 birth cohort in the study area. In the control area, the same increased from 41% (1981) to 65% (1984). It is noteworthy that almost two thirds of the recent birth cohort received prenatal care even in the control area, indicating that there is a growing demand of MCH care as the size of family norm becomes smaller 3. There has been a substantive increase in delivery care by medical professions in the study area, with an annual increase rate of 10% due to midwives input in the study areas. The project had about two times greater effect on postnatal care (68% vs. 33%) at delivery care(45.2% vs. 26.1%). 4. The study area had better reproductive efficiency (wanted pregancies with FP practice & healthy live births survived by one year old) than the control area, especially among women under 30 (14.1% vs. 9.6%). The proportion of women who preferred the 1st trimester for their first prenatal care rose significantly in the study area as compared to the control area (24% vs 13%). B) Effects on Interactive Linkage 1. This project made a contribution in making several useful steps in the direction of service integration, namely; i) The health workers have become familiar with procedures on how to work together with each other (especially with a midwife) in carrying out their work in FP/MCH and, ii) The health workers have gotten a feeling of the usefulness of family health records (statistical integration) in identifying targets in their own work and their usefulness in caring for family health. 2. On the other hand, because of a lack of required organizational factors, complete linkage was not obtained as the project intended. i) In regards to the government health worker's activities in terms of home visiting there was not much difference between the study & control areas though the MW did more home visiting than Government health workers. ii) In assessing the service performance of MW & health workers, the midwives balanced their workload between 40% FP, 40% MCH & 20% other activities (mainly immunization). However,
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.