• Journal of Korean Society of Transportation
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• v.12 no.1
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• pp.137-149
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• 1994

The objective of study is to evaluate the effect of speed control hump on traffic operation and accidents. Three sites were investigated for the change of traffic accidents before and after the hump installation. Vehicle speeds approaching the hump were also analyzed. The study revealed that not only the number of traffic accidents but also the accident severity were significantly reduced by the installation of hump. Further, different types of traffic accidents with lower severity were observed after the hump installation. For the effect of speed reduction by hump, it was found that the speeds observed at 15m upstream of hump were in the range of 36~50 percent of approaching speeds which were not affected by (ie, without) the hump. Economic analysis of hump installation showed the benefit-cost ratio of 4.3 and 11.2 at two sites. Further analysis revealed that the benefit by the accident reduction exceeds the cost by speed reduction and installation capital if AADT is below 43,150 vehicles on two lane highways. It is recommended from the study that humps should be considered on two lane highways of high accident locations for excessive speeds to reduce traffic accidents and severity.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.36 no.6
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• pp.1075-1082
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• 2016

In order to calculate the optimum installation interval between a speed hump and hump type crosswalk that are installed continuously in succession, this study examined the speed of a vehicle that passes different intervals between speed humps and hump type crosswalks from the approach section of a roundabout having a maximum speed limit of 30km/h; analyzed the effects of speed humps and hump type crosswalks installed continuously in succession on vehicle driving speed; and simulated the optimum installation height of hump type crosswalk. As a result, the following conclusion was drawn. First, it was found that the optimum interval between a speed hump and hump type crosswalk, which are the representative traffic calming techniques for reducing vehicle speed, to control vehicle speed under 30km/h is 30m. Second, as a result of comparing the deceleration of a vehicle that pass hump type crosswalks, it was found that if the installation interval is 65 m and above, a speed hump and hump type crosswalk had no effect. Therefore, it is desirable that the maximum installation interval between a speed hump and hump type crosswalk for controlling vehicle speed within a fixed road section should not exceed 65m. Third, the analysis showed that the optimum installation height of hump type crosswalk is 6-8cm in case vehicle speed at the approach section is 20km/h or lower, 8-10cm in case of 30km/h, and 10cm in case of 30km/h or higher, respectively. Fourth, even at a road section on which a speed hump and hump type crosswalk are installed, speed reduction effects may sometimes be insignificant due to a driver's studying effect, traffic conditions and so on. Thus, it is judged that speed reduction effects will be greater if several traffic calming techniques such as speed hump, chicane, and choker are applied at the same time. Therefore, in case of applying traffic calming techniques for the purpose of reducing vehicle speed in order to promote pedestrian safety, the composite application of several techniques should be considered.

• International Journal of Highway Engineering
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• v.13 no.3
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• pp.15-20
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• 2011

This study was conducted to evaluate the characteristics of installation dimensions of speed control humps based on the theoretical dynamic analyses. The field surveys of speed control humps were performed first to compare their sizes with those suggested in the installation standard. Then, the displacement response spectra under impact loads were obtained using the single degree of freedom models where the vehicle and human were assumed to combine completely. The analysis results showed that the human perception became larger as the width and height of the humps increased, but the extremely higher uncomfortableness should be avoided. In addition, the ratio between the width and height should be considered when the humps are designed and installed because the ratio governs the vertical acceleration magnitude.

• International Journal of Naval Architecture and Ocean Engineering
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• v.13 no.1
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• pp.817-832
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• 2021

In this paper, a simple practical method to estimate the drag of Super-Cavitating Underwater Vehicles (SCUV) is proposed that can obtain the drag with only principal dimensions in an initial design stage. SCUV is divided into cavitator, forebody, afterbody, base, and control fin and the drag of each part is estimated. The formulas for the drag coefficient are proposed for the disk and cone type cavitators and wedges used as control fins. The formulas are a function of cavitation number, cone or wedge angle, and Reynolds number. This method can confirm the drag characteristics of SCUV that the drag hump appears according to the coverage of the body by the cavity and the cavitator drag remains only when the entire body is covered by cavity. Applying this method to SCUV of various shapes, it is confirmed that the effects of cavitating and non-cavitating conditions, cavitator and body shape, and speed could be found.

• Journal of the Society of Disaster Information
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• v.11 no.4
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• pp.570-580
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• 2015

In the study, planning indicator that should be considered in applying traffic calming technique was derived, and it was intended to analyze the importance of indicator that should most considered in planning traffic calming technique through AHP analysis on the basis of it. The result of planning indicator may be summarized by dividing into road section and crossing section. In road section, hump (0.35) for equipment stimulating reduction of speed, hump image/fort (0.31) for visual control equipment, and slalom type road (0.52) for chicane, and bollard (0.47) for blocking passing route are shown to be the most important and come before anything. In crossing section, signal indicator (0.33) for visual control equipment, rumble strip (0.44) for equipment stimulating reduction of speed, zigzag type road (0.65) for chicane, and blocking going straight at crossing (0.45) for blocking passing route are shown to be the most important and come before anything. The result of the study is judged to be used for basic material in applying traffic calming technique and establishing policy hereafter.

• Journal of the korean academy of Pediatric Dentistry
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• v.25 no.2
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• pp.400-420
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• 1998

We already know that it is very difficult to obtain an "isolated field" for direct bonding during the surgical exposure of unerupted teeth. The aim of this in-vitro study is to simulate the clinical situation of forced eruption and to evaluate the tensile strengths of preligatured button with several types of contamination which can happen during the surgical exposure of unerupted teeth. Four orthodontic direct bonding systems were used. ($Ortho-One^{TM}$, $Rely-a-Bond^{(R)}$, $Ortho-Two^{TM}$, Phase $II^{(R)}$) Each material was divided into four groups(n=20) : Group 1. (Control, no contamination), Group 2. (Rinse etching agent with saline instead of water), Group 3. (Blood contamination of etched surface for 30 seconds), Group 4. (Blood contamination of primed surface for 30 seconds) 320 bovine anterior permanent teeth were divided into the above mentioned 16 groups. Enamel surface was flattened and ground under water coolant. Pre-ligatured buttons were prepared to the same form. (Cut 0.25 ligature wire 10 cm in length. Twist the ligature wire 30 times clockwise. Mark the wire 15mm and 35mm points from button. Make a loop sticking two points together and twist the loop 6 times counterclockwise.) The bonded specimens were stored at $37^{\circ}C$ saline solution for 3 days. Then the tensile strength of each sample was measured with Instron universal testing machine, crosshead speed of 0.5mm/min. The following results were obtained: 1. As compared to control groups (Group 1) of each material, Rely-a-Bond had a significantly lower mean tensile strengths than other material. (p<0.01) 2. In Group 2. of Ortho-One and Rely-a-Bond, the mean tensile strengths decreased about 7.7% and 11.1%, respectively with statistical significances. (p<0.05) 3. In Group 2. of Ortho-Two and Phase II, the mean tensile strengths did not decrease. 4. In Group 3. of Ortho-One, Rely-a-Bond, Ortho-Two, and Phase II, the mean tensile strengths decreased about 60.8%, 56.1%, 60.2%, and 46.0%, respectively with statistical significances. (p<0.01) 5. In Group 4. of Ortho-One and Rely-a-Bond, the mean tensile strengths did not decrease. 6. In Group 4. of Ortho-Two and Phase II, the mean tensile strengths were decreased about 20.95% and 22.28%, respectively with statistical significances. (p<0.01) There were formations of a hump shaped mass from bonding resin under blood contamination which disturbed direct bonding procedure. According to Reynolds, the proper bond strength for clinical manipulation should be at least 45N or about 4.5Kg.F. According to these results, it can be concluded that Ortho-One could be used during surgical exposure of unerupted teeth. In any case, blood contamination of the etched surface should be avoided, but the blood contamination of primed surface of Ortho-One may not decrease bond strength. Just 'blowing-out' is enough to remove blood from primed surface of Ortho-One. You can verify the clean surface of the primer of Ortho-One after blowing out the blood contamination.