• 농업과학연구
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• 제16권1호
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• pp.84-101
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• 1989

본(本) 연구(硏究)의 공시(供試) 곡물(穀物)로서 벼 6 품종(品種)(Japonica 3 품종(品種), Indica ${\times}$ Japonica 3 품종(品種)), 콩 2 품종(品種), 밀 2 품종(品種), 보리 2 품종(品種)을 택(澤)하였다. 함수율(含水率)은 약(約) 13%~27%(w.b.)까지 4 수준(水準)으로 변화(變化)시키면서 곡립(穀粒)의 크기, 표면적(表面積) 및 체적(體積)을 각(各) 품종(品種) 및 함수율(含水率) 각(各) 수준(水準)에서 10~15반부(反復)으로 측정(測定)하여 함수율(含水率) 변화(變化)가 이들에 미치는 영향(影響)을 분석(分析)하고, 곡립(穀粒)의 주요(主要) 치수와 체적(體積) 및 표면적(表面積)과의 상호관계(相互關係), 체적(體積)을 인자(因子)로 하는 표면적(表面積)의 예측식(豫測式)에 관(關)한 연구(硏究) 결과(結果)를 요약(要約)하면 다음과 같다. 1. 본(本) 연구(硏究)에서 적용(適用)한 표면적(表面積) 및 체적(體積)의 측정(測定) 방법(方法)을 검정(檢定)하기 위(爲)하여 이론적(理論的)으로 계산(計算)이 가능(可能)한 0.0375m인 탁구(卓球)공으로 그 표면적(表面積)과 체적(體積)을 측정(測定)했던 결과, 회전각(回轉角) 증분(增分)을 $15^{\circ}$로 했을때 공식(公式)에 의한 계산치(計算値)와의 오차(誤差)가 각각(各各) 0.65% 및 0.77% 이었다. 2. 벼의 일반계(一般系)와 다수계(多收系) 사이와 콩, 밀의 품종간(品種間)에 본(本) 연구(硏究)에서 대상(對象)으로한 물리량(物理量)들에 대(對)하여 t-test한 결과(結果), 벼의 두 계통(系統)사이와 콩, 밀의 품종간(品種間)에는 5%의 유의수준(有意水準)에서 그 차이(差異)가 인정(認定)되었다. 3. 곡립(穀粒)의 길이, 폭, 두께는 함수율(含水率)의 증가(增加)에 따라 직선적(直線的)으로 증가(增加)하였으며, 길이와 두께의 비(比)(L/T)와 폭과 두께의 비(比)(W/T)는 벼의 모든 품종(品種)에서 함수율(含水率)의 증가(增加)에 따라 감소(減少)하는 반면(反面), 콩에서는 모두 증가(增加)했다. 그러나 밀, 보리에서는 품종(品種)에 따라 일률적(一律的)인 경향(傾向)이 나타나지 않았다. 4. 공시(供試) 곡립(穀粒)의 표면적(表面積)은 일반계(一般系) 벼 약(約) $45{\sim}51{\times}10^{-6}m^2$, 다수계(多收系) 벼 $42{\sim}47{\times}10^{-6}m^2$, 장엽콩 약(約) $188{\sim}200{\times}10^{-6}m^2$, 황금콩 약(約) $180{\sim}201{\times}10^{-6}m^2$, 대맥(大麥) 약(約) $60{\sim}69{\times}10^{-6}m^2$, 나맥(裸麥) 약(約) $47{\sim}60{\times}10^{-6}m^2$, 은파밀 약(約) $51{\sim}20{\times}10^{-6}m^2$, 그루밀은 약(約) $57{\sim}69{\times}10^{-6}m^2$ 이었으며, 체적(體積)은 일반계(一般系) 벼 약(約) $25{\sim}30{\times}10^{-9}m^3$ 다수계(多收系) 벼 약(約) $21{\sim}26{\times}10^{-9}m^3$, 장엽콩 약(約) $277{\sim}300{\times}10^{-9}m^3$, 황금콩 약(約) $190{\sim}253{\times}10^{-9}m^3$, 대맥(大麥) 약(約) $36{\sim}45{\times}10^{-9}m^3$, 나맥(裸麥) 약(約) $22{\sim}28{\times}10^{-9}m^3$, 은파일 약(約) $23{\sim}31{\times}10^{-9}m^3$, 그루밀 약(約) $27{\sim}34{\times}10^{-9}m^3$이었다. 5. 함수율(含水率)에 따른 표면적(表面積) 및 체적(體積)의 증가율(增加率)은 콩이 가장 컸고, 다음은 밀, 보리, 벼 순(順) 이였으며, 벼에서는 일반계(一般系) 벼가 다수계(多收系) 벼 보다 약간(若干) 높게 나타났다. 6. 함수율(含水率) 변화(變化)에 따른 곡립(穀粒)의 크기(결이, 폭, 두께), 표면적(表面積) 및 체적(體積)에 대한 1차(次) 회귀(回歸) 방정식(方程式), 곡립(穀粒)의 길이, 폭, 두께를 인자(因子)로 하는 표면적(表面積) 및 체적(體積)에 대한 지수(指數) 방정식(方程式)과 곡립(穀粒)의 체적(體積)을 인자(因子)로 하는 표면적(表面積)의 회귀(回歸) 방정식(方程式)을 공시(供試) 곡물(穀物) 및 품종별(品種別)로 각각(各各) 유도(誘導)하였다.

• Tuberculosis and Respiratory Diseases
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• 제58권5호
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• pp.498-506
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• 2005

연구배경 : 본 연구는 COPD환자를 대상으로 기관지확장제인 tiotropium 1일 1회, 1회 1캅셀 $18{\mu}g$과 ipratropium 1일 4회, 1회 2퍼프(퍼프당 $20{\mu}g$)의 유효성 및 안전성을 비교 평가하고자 하였다. 방 법 : 초기 선별방문 후, 환자는 2주간의 관찰기간에 들어갔으며, 이 기간을 마친 환자는 이중맹검, 무작위배정 하에 위약과 함께 1일 1회 tiotropium 또는 1일 4회 ipratropium을 투여 받았다. 유효성평가는 폐기능검사, 일중 PEFR측정, 환자평가 설문조사, 보조치료약물(살부타몰) 사용량으로 하였다. 폐기능검사는 치료시작 시(0일), 치료 14일후와 치료종료 시(28일)에 하였는데, 이때 투약 5분 전, 투약 후 30분, 60분, 120분 및 180분에 시행하였다. 결 과 : 16개 기관에서 134명의 환자가 분석되었다. 환자의 평균 (표준편차) 나이는 66 (7)세이었고 $FEV_1$은 예측치의 42 (12)%였다. 4주 치료 후 trough $FEV_1$ 반응은 ipratropium군에 비해 tiotropium군에서 유의하게 높았으며 PEFR경우에도 4주 동안 지속적으로 아침 흡입 전 측정한 PEFR이 tiotropium군에서 높게 나타났다(차이: 12.52-13.88 l/min). 4주 치료 기간동안 tiotropium은 좋은 내약성과 함께, ipratropium과 유사한 안전성을 나타냈다. 결 론 : 1일 1회 흡입용 항콜린제제인 tiotropium이 1일 4회 흡입용제제인 ipratropium에 비해 COPD환자를 치료하는데 더 우수한 기관지확장 반응을 보여주었고 안전성에서는 유사하였다.

• 한국인구학
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• 제11권2호
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• pp.54-66
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• 1988

I. Introduction Since the 1970's drug abuse among young people has increasingly become a social problem in Korea. In the 1980's, drug abuse, especially glue sniffing, has become the cause of many unfortunated incidents resulting in harm to others as well as the abusers themselves. Taking into consideration of the seriousness of this problem, the Republic of Korea National Red Cross initiated a nation-wide research programme, to understand the present situation and to raise the level of public awareness. The goal of this research was to begin a nation - wide campaign against drug abuse. The research team was composed of the Advisary Committee members and the staff of the Youth Department of the Republic of Korea National Red Cross. The data were collected in February 1988 with the collaboration of the staff and volunteers in the local Chapters. The respondents were allocated nation-wide by the quota sampling method. The questionnaires were distributed to the respondents in three groups :2, 700 to junior and senior high school students, 605 to working youths, and 916 to delinquent youths. A total of 4, 221 questionnaires were collected. II. Characteristics of the Respondents The respondents in each group were selected evenly from rural and urban areas. The general characteristics of the respondents can be described as follow: in case of students, the proportions between male and female respondents, and between senior high school and junior high school students were almost evenly distributed. In case of working youths, the proportion of females (80.5%) was higher than those of the students and the delinquents groups. Delinquent youths were defined as those currently being under custody of the centers for juvenile delinquents. Of this number, 38.8% and 68.2% were junior and senior high school drop-outs respectively. The majority of them (92.6%) were male. As for the family background of the respondents, the proportion of those residing in poverty - stricken areas, and the proportion of those from broken families were higher in case of working youths and delinquent youths than those in case of students. III. Present Patterns of Drug Abuse The following summarizes the presents of drug abuse, as tabulated from the results of the survey. 1. Smoking The percentage of youths who smoke was 36% in the student group, 32% m the working youths group, and 94.4% in the delinquent youths group. 2. Alcohol 50.3% of students, 71.6% of working youths, and 93.3% of delinquent youths has experienced drinking alcohol beverages. 3. Tonic: non - alcoholic, caffeinated beverages popular in Korea and Japan The percentage of those who have used tonic at least once was over 90% in all of the three groups. 4. Sedative About 70% of each group has used sedative with the proportion of working youths use higher than those in other groups. 5. Stimulants Those who have used stimulants comprised around 15% in each group. 6. Tranquilizers Somewhat less than 5% of students and working youths, and 28% of delinquent youths, have used tranquilizers. 7. Hypnotics The users of hypnotics amounted to 0.4% of students, 2.6% of working youths and 7.1% of delinquent youths. 8. Marihuana Those who have used marihuana indicated 0.7% of students, 0.8% of working youths, and 13% of delinquent youths. 9. Glue-sniffing The percentage of glue-sniffing was 3.7%, 5% in the students group and in the youths group respectively, but the proportion was unusually high, at 40.7% in the delinquent youths group. From the results of the survey the present situation of drug abuse in Korea can be summarized as follows: 1. A high percentage of Korean youths have experienced smoking cigarettes and drinking alcoholic beverages. 2. Tonics (non - alcoholic, caffeinated beverages), antipyretic analgesics and stimulants quite regularly used. 3. Tranquilizers, hypnotics, marihuana and glue-sniffing are more widely used among delinquent youths than the other youths. From this fact, there exists a correlation between drug abuse and juvenile delinquency. IV. Time-series Analysis of the First Experience of Drug Abuse and Deviant Behaviour The respoundents were asked when they were first exposed to drugs and when they committed deviant acts. By calculating the average age of each experience, the following pattern was found (See Figure 1). Youths are first exposed to drugs by abuse of tonic(non - alcoholic, caffeinated beverages). At the age of 13, they amoke cigarettes, the use of antipyretic analgesics begins at 14 year old, while at the age of 15, they use tranquilizers, and at 16 hynotics. The period of drug abuse which starts from drinking caffeinated beverages and smoking cigarettes and ends in the use of hypnotics takes about three years. During this period, other delinquent behaviours begin to surface, that is, at the age of 13 when smoking cigarettes begins, the delinquent behaviour pattern starts with truancy. Next, they start taking money from others by using physical force. Prior to the age of 15, they are suspended from school, become hostile to adults, begin running away from home, and start using stimulants and alcohol. Soon they become involved even in glue-sniffing and in the use of marihuana. At the age of 15, they begin to see adult videos and carry weapons. Sexual promiscuity and usage of tranquilizers follows the viewing of adult videos. Consequently, by the time they reach the age of 16, they visit drinking establishments, and are picked up by police for committing delinquent acts. And finally, they come to use hypnotic - type drugs. From the above descriptions, drug abuse can be assumed to have a close correlation with delinquent behaviour. V. Social Factors Related to Drug Abuse As for the Korean youths, glue-sniffing is found to he related to aggressive delinquency, in such cases as run - aways, being picked up by the police, and taking money by force. Smoking cigarettes and drinking alcohol is found to be related to seeing adult videos and visiting drinking establishments. Hypnotics and marihuana were found to be representive of drugs which are related to degenerational delinquency, irrespective of social delinquency. The social factors connected with these drug abuse are as follows: 1. Individual factors Male students were more heavily involved in the usage of drug than females. Youths who do not attend church were more likely to be involved in drugs than those who attend. 2. Family factors The youths who were displeased with their mothers smoking and those who thought their parents did not love each other, or those whose parents had used drugs without prescription, were more likely to he drug users. 3. School factors Those youths who found school life boring, were unsuccessful in their studies, spend most of their time with friends, feel their teachers smoke too much, those who had a positive perception of their teachers smoking were likely to he drug users. To sum up, drug abusers depend on the influence of their parents, teachers and peers. IV. Reasons for Drug Abuse Korean students have mainly used drugs to release stress (42.8%), to stay awake (19.7%), and because of the easy accessibility of drugs( 16.6%). Other reasons are due to their ignorance of the side effects of the drugs (3.6%), natural curiosity (4.2%), and to increase strength(3.O%). From the above facts, the major reasons for drug abuse among Korean youths are to release stress and to stay awake in order to prepare exams. Furthermore, since drugs are readily available, we can conclude that drug abuse is caused by the school system(such as entrance exams) in Korea. VII. Conclusion Drug usage among Korean youths are relatively less common than those of western youths. In some cases, such as, glue-sniffing and use of stimulants, the pattern of drug abuse is found. Moreover, early drug abuse is evident, and it has a close connection with deviant behaviour, resulting in juvenile delinquency. Drug abuse cannot be attributed to any one social factor. Specifically, drug abuse depends on parents, peers, teachers and other members of the community, and also is influenced by social institutions such as the entrance exam system. Every person and organization concerned with youth must participate collectively in restraining drug abuse. Finally, it is suggested that social agencial working for youth welfare should make every effort to tackle this serious problem confronted by the Korean youths today.

• Asia Marketing Journal
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• 제14권1호
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• pp.83-98
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• 2012

신차와 중고차가 함께 경쟁하는 시장에서 신차의 경쟁만을 모형화한다면 가격이나 기타 프로모션 탄력성의 추정이 왜곡될 수 있다. 그러나 자동차 시장을 연구대상으로 한 선행연구의 대부분이 신차 시장의 경쟁에만 관심을 기울였던 바, 합리적인 가격결정이나 프로모션 기획에 도움을 주기에 미흡한 점이 있었다. 본 연구는 신차의 가격결정 및 프로모션 기획이 향후 중고차 시장을 통해 리바운드되어 신차 매출에 다시 영향을 미친다는 점을 반영하여 모형을 설정하였다. 즉, 서로 다른 신차간의 (혹은 서로 다른 중고차간의) 교차탄력성보다, 동일 모델의 신차와 중고차간의 교차탄력성이 높다는 가정하에 모형을 설정하였다. 방법론적으로는 네스티드 로짓(Nested Logit) 모형을 설정하여 소비자의 자동차 선택은 단계적으로 이루어진다고 가정하였다. 즉, 1단계에서 자동차 모델을 선택하고, 모델이 정해지면 2단계에서 신차와 중고차 중 선택하는 구조를 가정하였다 실증분석은 미국 전역에서 2009년 1월부터 2009년 6월까지 판매된 모든 컴팩트 카 모델 중에서 시장점유율 상위 9개 모델의 신차와 중고차를 대상으로 하였다. 실증분석을 통하여 비교 대상 모형보다 제안된 모형이 모형 적합도 측면에서 우월하고 예측타당성도 높다는 것을 보여주었다. 제안된 모형으로 부터 추정된 모수를 사용하여 몇 가지 시나리오를 상정하여 시뮬레이션을 실시한 결과, 신차(중고차)가 점유율을 높이고자 리베이트를 실시할 경우 중고차(신차)는 현재의 시장점유율을 유지하기 위해 대응 가격할인을 실시하게 되는데 할인 폭은 반대의 경우에 비해 높다는(낮다는)점을 확인하였다. 또한 시뮬레이션 결과가 시사하는 바는 신차와 중고차가 함께 경쟁하는 시장에서 IIA(Independence of Irrelevant Alternatives)모형을 적용할 경우 동일모델의 신차와 중고차간의 교차 탄력성을 과소평가하게 되어 현상유지를 위한 가격할인을 실시할 경우 적정한 수준이하로 하게 된다는 것이다.

• 심성연구
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• 제37권2호
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• pp.184-254
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• 2022

본 논문을 통해 한국 민담 '주인집을 망하게 한 하인'의 심리학적 의미를 고찰하였다. 민담 속 주인과 하인의 대립은 보편적인 인간 정신의 문제로, 경화된 기존의 집단적 의식과 이를 보상하고 갱신하려는 새로운 의식의 대립으로 볼 수 있다. 다른 각도에서 설명해보자면 인간의 정신적인 측면과 본능적인 측면 사이의 혹은 의식과 무의식 사이의 대립이며, 자아와 그림자 사이의 대립이라고도 할 수 있다. 민담 속 주인은 애먹이는 막내 하인을 없애버리려 여러 차례 시도하지만, 하인은 꾀와 속임수를 써서 주인으로부터 음식과 말(馬), 막내 누이, 전 재산, 마침내 목숨까지 빼앗아 버리고, 이야기는 막내 하인과 막내 누이의 혼인 생활로 끝을 맺는다. 주인이 죽고 하인이 새로운 주인이 되는 대극반전(enantiodromia)은 낡은 집단적 의식이 파괴되고 집단적 무의식으로부터 올라온 새로운 의식이 지배적 위치에 서게 되는 것으로, 개인의 심리적 상황에서는 기존의 자아의 태도가 해소되고 새로운 태도로 변환되는 것으로 이해해볼 수 있다. 이야기의 중간 과정에서 하인은 그를 죽이려고 주인이 써준 등편지를 순박한 사람들을 이용해 새롭게 바꿔 써서 막내 누이와 혼인한다. 이 모습은 집단적 의식의 도덕관념에서는 부정적으로 이해될 수 있으나, 아낙네, 꿀장수, 배고픈 중으로 상징되는 조선 시대 집단적 의식에서 무시되어오던 정신요소를 통합하는 과정으로 볼 수 있다. 하인으로 대변되는 새로운 의식성은 기존의 틀에 구속받지 않는 트릭스터적 특성을 갖기에 집단적 의식에서 무시되어온 정신적 내용을 통합하여 조선 후기 집단적 의식에 대한 보상과 대안으로서 제시하는 요소라고 할 수 있다. 주인은 다시 하인을 죽이려고 하인을 가죽 부대에 넣어 나무에 매다는데, 가죽 부대 속에 들어가 매달렸더니 눈을 떴다는 하인의 속임수에 넘어간 소경이 대신 매달려 죽고 하인은 달아나게 된다. 주인과 하인의 대극 문제가 마침내 나무로 상징되는 전체 정신(Self)에 맡겨지자 소경이 제거되는 것은 트릭스터에 포함되어있는 맹목성, 어리석음, 탐욕적 요소를 구분하고 정화하려는 자기(Self)의 의도로 이해해볼 수 있다. 이런 과정들을 거쳐 집단적 의식의 새로운 변화 혹은 새로운 자아의 태도를 상징하는 하인은 기존의 문제들을 해결하고 주인의 자리에 서게 된다. 그러나 꾀 많은 하인의 활약상을 들으며 청중들은 유쾌함과 해방감을 느끼는 한편, 소경이 대신 죽고 주인집 식구가 몰살되고 하인이 주인이 되는 부분에서는 하인의 위험성과 통제 불가능에 대한 우려와 두려움의 감정을 경험하기도 한다. 해외 유화들에 등장하는 트릭스터들 역시 철저히 이기적이고 오직 욕구를 채우고 위험에서 빠져나가기 위해 무고한 존재들을 속이거나 죽게 만드는데, 이들 트릭스터를 처단하거나 교화하려는 노력은 허사로 돌아가고 그들은 달아나버린다. 그러므로 본 민담 역시 이런 원형적 그림자가 매우 위험하다는 것, 그리고 의식이 통제하거나 의식에 동화될 수 없다는 것을 알게 해주고, 그것을 외경하고 관조하도록 하는 목적 의미도 있다고 볼 수 있다. 트릭스터는 기존의 구조와 질서가 경화되었을 때 보상작용으로서 무의식으로부터 올라오는 재생시키는(revivifying) 자연 에너지의 비합리적 발현 양상이다. 그 현상은 기존의 집단적 정신의 입장에서는 파괴적이고 비도덕적일 수 있으나, 도덕적으로 규정할 수 없는 보다 근원적 정신인 집단적 무의식의 기능이라고 보아야 한다. 트릭스터 원형상으로 볼 수 있는 하인은 변환을 가져오는 존재로 파괴성과 창조성이라는 양면성과 모순성을 지니고 있다. 본 민담의 유화들의 결말은 여러 갈래인데 이는 트릭스터의 양면성으로 인해 청중의 마음 반응이 그만큼 다양하다는 것을 반영하며, 트릭스터 문제에 대한 무의식의 다양한 반응을 제시하는 것이기도 하다. 또한 트릭스터란 그만큼 결론이 안 나고 논란을 일으키는 모순덩어리 존재로 의식적 합리적 태도로 통제할 수 없다는 것, 우리 안의 트릭스터 원형에 대해 진지하게 관조할 수 있을 뿐이라는 것을 보여준다.

• 대한교통학회:학술대회논문집
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• 대한교통학회 1995년도 제27회 학술발표회
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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.