• Journal of the Korea society of information convergence
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• v.6 no.2
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• pp.51-55
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• 2013

The accomodation is made to see near objects. This accomodation have different characteristics from individual to individual. Difference also occurs accommodation of the theory and real. This is accomodative-lag. Depth of focus directly affects the accomodative-lag. Depth of focus is affected by the refractive power and the size of the pupil. Depth of focus becomes deeper as the size of the pupil is small, the refractive power is increased. The accomodative-lag occur more as depth of focus is deep. In this paper, a study was made of the relationship of the accomodative-lag and refractive power. A Monocular Estimation Method(MEM) use for measuring the accomodative-lag. Results were measured by MEM, it tended to increase the refractive power so as to increase the accodative-lag. The accomodative-lag amount was measured at 0.51D. Men were measured at 0.52D, women were measured at 0.49D. The accomodative-lag by gender tended also increases the amount of refractive power increases.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.13 no.1
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• pp.15-25
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• 2014

Bus signal priority is a name for various techniques to speed up bus public transport services at intersections with traffic signals. In this study propose methodology to optimize signal times for Early green, Green extension out of the active bus signal priority using deterministic delay model in isolated intersection on median bus lane. Fluctuation is found in the vehicle delay and person delay in the event that using this methodology redistributed to green time and checking slack green time is correct value by sensitivity analysis. As a result of the study, car delay is increased a little and person delay is decreased. As a result of slack green time sensitivity, delay is not much in it if variation of slack green time under 30%. But this methodology effectiveness is under claimed capacity if variation of slack green time over 30%.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.17 no.4
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• pp.1034-1041
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• 2013

Liquidated Damages is damages that have to be paid when a debtor could usually work off that which they owe, but didn't due to causes imputable. However, currently the Defense Acquisition Program Administration contracts with domestic businesses in case of delay of implementation occurs; they have to pay damages of deferment unlimitedly as a penalty concept, not in compensation about delay. With this in account, conflicts between the two continuesly happen. DAPA wastes administration and counter business costs increasingly burdening their budget. Defense and military procurement need to revise the compensation of deferment system. This paper analyzes the problems about that system, which is applied to domestic business, and also compares it with that of industrialized countries and suggests measures of set price caps in compensation of the deferment system.

• Journal of Korea Water Resources Association
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• v.32 no.6
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• pp.731-740
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• 1999

Autocorrelation function is widely used as a tool measuring linear dependence of hydrologic time series. However, it may not be appropriate for choosing decorrelation time or delay time ${\tau}_d$ which is essential in nonlinear dynamics domain and the mutual information have recommended for measuring nonlinear dependence of time series. Furthermore, some researchers have suggested that one should not choose a fixed delay time ${\tau}_d$ but, rather, one should choose an appropriate value for the delay time window ${\tau}_d={\tau}(m-1)$, which is the total time spanned by the components of each embedded point for the analysis of chaotic dynamics. Unfortunately, the delay time window cannot be estimated using the autocorrelation function or the mutual information. Basically, the delay time window is the optimal time for independence of time series and the delay time is the first locally optimal time. In this study, we estimate general dependence of hydrologic time series using the C-C method which can estimate both the delay time and the delay time window and the results may give us whether hydrologic time series depends on its linear or nonlinear characteristics which are very important for modeling and forecasting of underlying system.

• Journal of Korean Society of Transportation
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• v.15 no.2
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• pp.83-103
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• 1997

교차로 지체를 추정하기 위해서는 대기행렬 모형이 적합한데 모든 대기시스템은 시 간의 함수로 운영되므로 우리는 분석하고자 하는 시스템이 가변상태인지 또는 안정상태인지 를 먼저 결정하여야 한다. 신호화된 교차로에 유입·유출되는 특히 유입교통량은 시간대별 변화가 심하다. 미국 HCM에서는 이를 15분 단위로 분석하도록 제안하였으나 신호교차로 체계의 정밀 분석을 위해서는 만족스럽지 못한 시간단위이다. 이러한 문제점을 극복하기 위 해서는 시스템이 안정상태가 아닌 가정으로 접근하여야 하며, 더 나아가 Dynamic한 분석이 요구된다. 안정상태의 지체는 Webster를 비롯한 여러 학자들에 의해 광범위하게 연구되어 왔다. 그러나 그들이 갖는 가정은 일반적으로 비현실적이어서 정밀한 지체추정은 실제로 가 능하지 않다. 안정상태 가정하에서 해법의 결점은 도착교통량이 용량에 다다를수록 더욱 심 하게 되어 비현실적인 지체예측을 하게 된다. 본 논문은 기존 분석방법론의 제반 한계성과 제약성을 검토하고 현실적인 교차로 지체모형을 개발하기 위해 고려되어져햐 할 변수들을 정립하고자 한다.

• Journal of Korea Water Resources Association
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• v.47 no.9
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• pp.743-752
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• 2014

Delay time for groundwater recharge means the travel time from the bottom of soil layer to groundwater through vadose zone after infiltration from rainfall. As it is difficult to measure delay time, we suggested an empirical formula which is derived by using linear regression between altitude and delay time. For the regression analysis, 4 major gauging watersheds were chosen (Hancheon, Kangjeongcheon, Oedocheon, Cheonmicheon) with 18 measured groundwater level stations. To verify this empirical formula, derived equation from linear reservoir theory was applied to compute delay time and to compare estimated amounts of groundwater recharge using both methods. The result showed good agreement. Furthermore, if derived empirical formula would be linked with SWAT model, the spatial time delay effect in the watershed could be reflected properly.

• International Journal of Highway Engineering
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• v.9 no.4
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• pp.21-32
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• 2007

The linear traffic model(Vertical queueing model) that is adopted widely in traffic flow estimation assumes that all vehicles have the identical motion before joining a queue at the stop-line. Thus, a queue is supposed to form vertically not horizontally. Due to the simplicity of this model, the departure time of the leading vehicle is assumed to coincide with the start of effective green time. Thus, the delay estimates given by the Vertical queueing model is not always realistic. This paper explores a microscopic traffic model(a Kinematic Car-following model at Signalised intersections: a KCS traffic model) based on the one dimensional Kinematic equations in physics. A comparative evaluation in delay and sensitivity of delay difference between the KCS traffic model and the previously known Vertical queueing model is presented. The results show that the delay estimate in the Vertical queueing model is always greater than or equal to the KCS traffic model; however, the sensitivity of delay in the KCS traffic model is greater than the Vertical queueing model.

• Journal of Korean Society of Transportation
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• v.15 no.2
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• pp.105-122
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• 1997

본 연구는 대각선 횡단보도의 정량적 설치기준을 정립하기 위하여 이상적인 조건에서의 교차로 각현시별 임계차선 교통량의 합($\sum_i$ CVi)을 600~1,800대로 변화를 주어 실험적 시뮬레이션 방법을 적용하였다. TRANSTY-7F 모형을 이용한 교차로 평균차량 지체도와 본 연구에서 정립한 보행지체모형을 이용한 교차로 평균 보행지체도와의 관계를 변수로 하여 대각선 횡단보도의 정량적 설치기준을 각 조건별로 산정한 결과 다음과 같은 결론이 도출되었다. 첫째, 동시신호시 교통량과 보행량의 비율이 1:1일 경우 대각횡단비율 20~40%에서는 $\sum_i$ CVi=1,050~1,150대 이하에서 대각선 횡단보도를 설치시 지체도 감소에 대한 편익을 얻을 수 있다. 둘째, 동시신호시 교통량과 보행량의 비율이 1:2일 경우 대각횡단비율 20~40%에서는 $\sum_i$ CVi=1,150~1,200대 이하에서 대각선 횡단보도를 설치시 지체도 감소에 대한 편익을 얻을 수 있다. 셋째, 선행 좌회전신호시 교통량과 보행량의 비율이 1:1일 경우 대각횡단비율 20~40%에서는 $\sum_i$ CVi=600~750대 이하에서 대각선 횡단보도를 설치시 지체도 감소에 대한 편익을 얻을 수 있다. 넷째, 선행 좌회전신호시 교통량과 보행량의 비율이 1:2일 겨우 대각횡단비율 20~40%에서는 $\sum_i$ CVi=750~900대 이하에서 대각선 횡단보도를 설치시 지체도 감소에 대한 편익을 얻을 수 있다.

• International Journal of Highway Engineering
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• v.12 no.2
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• pp.1-7
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• 2010

This study deals with the unsignalized intersection delay in the urban transportation demand forecasting. The objectives are to develop the unsignalized intersection delay models and to comparatively analyze the applicability of the above models. In pursuing the above, this study gives particular attentions to simulating by KHCS program and implementing the case study of Cheongju using EMME/2. The major findings are the followings. First, the 8 unsignalized intersection delay models were developed through 480 simulating results, which are all statistically significant. Second, the estimates by the unsignalized delay models were analyzed to be most fitted to the observed traffic volume data.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.38 no.2
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• pp.283-294
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• 2018

An accurate pedestrian-delay model is essential for the pedestrian-oriented evaluation of signalized intersection (SI). The crossing behaviors of pedestrians at signalized pedestrian crosswalks (SPCs) are various, and their arrival behaviors consist of two types, random and platoon. It is natural, hence, that the behaviors of pedestrian crossing and arrival should be considered in order to estimate accurate pedestrian delay. Despite this necessity, a simple pedestrian-delay model that cannot explain these behaviors of pedestrian movements is still recommended in Highway Capacity Manual (HCM). For these reasons, a pedestrian-delay model, suitable for various SPCs and SIs, is required to make pedestrian-oriented decisions on the design and operation of various SPCs and SIs. This paper proposes a novel pedestrian-delay model that is based on the behaviors of pedestrian crossing and arrival. The proposed model consists of two sub models: the one for SPC and the other for SI. The SPC delay model was developed based on the behaviors of pedestrian crossing during pedestrian green time. The SI delay model was designed based on the behaviors of pedestrian crossing and platoon arrival. The results of a numerical simulation showed that the proposed delay model can successfully overcome the under- and overestimation problems of the HCM model with explaining various behaviors of pedestrian crossing and arrival.