• Journal of Korean Society of Transportation
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• v.25 no.3
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• pp.145-154
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• 2007

Determining stop spacing is a very important process in transit system planning. This study is involved in an analytical approach to decide the transit stop spacing. Transit stop spacing should be longer as 1) user access speed, 2) user travel time, and 3) dwell time increase, and shorter as 1) passengers (boardings and alightings) and 2) headway increase. In this study, a methodology is proposed to determine transit stop spacing to minimize total cost (user cost plus operator cost) with irregular passenger distribution (boardings and alightings) Without considering in-vehicle passengers, the transit stop spacing should be shorter in the concentrated sections of the passenger distribution than in others to minimize total cost. Through the conceptual analysis, it is verified that the transit stop spacing could be longer as the in-vehicle passengers increase in certain sections. This study proposes a simple practical method to determine transit stop spacing and locations instead of a dynamic programming method which generally includes a complex and difficult calculation. If the space axis is changed to a time axis. the methodology of this study could be expanded to analyze a solution for the transit service (or headway) schedule problem.

• Journal of the Korean Society of Laryngology, Phoniatrics and Logopedics
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• v.17 no.2
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• pp.89-97
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• 2006

The stop consonants in Korean are classified into three types according to the manner of articulation as unaspirated (UA), slightly aspirated (SA) and heavily aspirated (HA) stops. Both the UA and the HA types are always voiceless in any environment. Generally, the voice onset time (VOT) could be measured spectrographically from release of consonant burst to onset of following vowel. The VOT of the UA type is within 20 msec of the burst, and about 40-50 msec in the SA and 50-70 msec in the HA. There have been many efforts to clarify properties that differentiate these manner categories. Umeda, et $al^{1)}$ studied that the fundamental frequency at voice onset after both the UA and HA consonants was higher than that for the SA consonants, and the voice onset times were longest in the HA followed by the SA and UA. Han, et $al^{2)}$ reported in their speech synthesis and perception studies that the SA and UA stops differed primarily in terms of a gradual versus a relatively rapid intensity build-up of the following vowel after the stop release. Lee, et $al^{3)}$ measured both the intraoral and subglottal air pressure that the subglottal pressure was higher for the HA stop than for the other two stops. They also compared the dynamic pattern of the subglottal pressure slope for the three categories and found that the HA stop showed the most rapid increase in subglottal pressure in the time period immediately before the stop release. $Kagaya^{4)}$ reported fiberscopic and acoustic studies of the Korean stops. He mentioned that the UA type may be characterized by a completely adducted state of the vocal folds, stiffened vocal folds and the abrupt decreasing of the stiffness near the voice onset, while the HA type may be characterized by an extensively abducted state of the vocal folds and a heightened subglottal pressure. On the other hand, none of these positive gestures are observed for the SA type. Hong, et $al^{5)}$ studied electromyographic activity of the thyroarytenoid and posterior cricoarytenoid (PCA) muscles during stop production. He reported a marked and early activation of the PCA muscle associated with a steep reactivation of the thyroarytenoid muscle before voice onset in the production of the HA consonants. For the production of the UA consonants, little or no activation of the PCA muscle and earliest and most marked reactivation of the thyroarytenoid muscle were characteristic. For the SA consonants, he reported a more moderate activation of the PCA muscle than for the UA consonant, and the least and the latest reactivation of the thyroarytenoid muscle. Hong, et $al^{6)}$ studied the observation of the vibratory movements of vocal fold edges in terms of laryngeal gestures according to the different types of stop consonants. The movements of vocal fold edges were evaluated using high speed digital images. EGG signals and acoustic waveforms were also evaluated and related to the vibratory movements of vocal fold edges during stop production.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.13 no.3
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• pp.967-976
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• 2012

This study presents a model to minimize vibration and noise of powertrain mount on a compact car which has the application of Stop & Go performance, in order to reduce CO2 and achieve better fuel-efficiency in accordance with the environmental regulations in automotive industries. In the first step, we analyze the powertrain mount system of the automobile "A" and present variables about rubber stiffness applied on powertrain mount using the Taguchi method. In the next step, we verify the optimization of vibration and noise which meet Stop & Go performance using the AHP(Analytic Hierarchy Process) method on the proto products for each variable. Using this validation system on the initial stage of the powertrain mount design, it is expected that we can grasp vibration and noise problems caused by engine movements and control them effectively without engineering know-how about powertrain mount rubber stiffness.

• Korean Journal of Construction Engineering and Management
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• v.13 no.2
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• pp.110-119
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• 2012

The Plan and equipment of vertical lifting are very important in high-rise building construction site, and unmanned lifts usage is increasing for financial and efficient reason. However if lift stop position error occur, It can be accumulated. And the lift can not be available during an engineer fix the problem. So loss of time and cost will occur when lifts have problems. This paper reports an improved lift stop position sensing device for preventing loss of time and cost from lift stop position error. The result of tests showed that the system has a correction function of lift stop position error, and the accuracy of device which was developed in this paper was about 9.75mm better than existing equipment.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2017.05a
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• pp.207-209
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• 2017

3D printing, will make it integrated into one of the important branches of animation art, such as stop-motion Animation, to improve stop-motion Animation and put the modern science and technology and the manual craft into perfect combination. Throughout the development of stop-motion Animation, innovation in traditional concept is needed, to put the 3D printing integrated into traditional making and apply it to stop-motion Animation creation, and make sure to reconsider the animation production technology and production material, exploit its unique and distinctive features in multi-level and multi-angle, reshape art form of stop-motion Animation so as to highlight the advantages of 3D printing in making stop-motion animation.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.39 no.1
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• pp.55-61
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• 2019

To improve bus service quality and passengers' safety at bus stops, it is necessary to analyze the relationship between bus stopping behaviors and bus stop conditions. Thus, this study investigated the proper stopping rate at 31 bus stops on Central Boulevard in Busan metropolitan city and analyzed the relationship between the proper stopping rate and bus stop operating conditions such as the length of berth, the distance from the front line of berth to bus shelter and so on. The analysis results show that the proper stopping rate is 45.82 % and the rates are closely related to each bus stop operating condition. Therefore, it is highly recommended that the front line of berth should be located parallel to bus shelter for improving the safety of bus passengers. In addition, it is suggested that the length of berth should be longer than 15m and the pavement marking of berth be redesigned with dash lines to take account of buses' entering and leaving the berth.

• Journal of Korea Trade
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• v.24 no.7
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• pp.38-53
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• 2020

Purpose - A financial crash triggers asset fire sales by foreign investors and, as a consequence, the price of domestic assets severely decreases. Domestic investors take advantage of these low prices by replacing foreign assets with domestic assets, which helps to alleviate the liquidity shock caused by foreigners. However, is the amount of capital retrenchment by domestic investors sufficient to protect the Korean economy from capital stop by foreign investors during financial crisis? This paper answers this question and suggests the implications of this phenomenon for the Korean economy. Design/methodology - We estimate the associations between capital stop and retrenchment and various financial crises such as banking, currency, debt, and inflation crises using the complementary log-log model. Specifically, we use data of gross capital flows to differentiate between the role of foreign and domestic investors in financial markets. Capital stop and retrenchment designate a sharp decrease in gross capital inflows and outflows, respectively. Findings - Capital stop is significantly associated with financial crises, especially currency and debt crises. This implies that increased risk aversion during times of financial turmoil encourages foreign investors to retrench their investments, worsening liquidity shocks. Conversely, capital retrenchment is not significantly associated with such crises. The results show that, although financial crises reduce gross capital outflows, the reduction is not as large as that with capital inflows. Originality/value - The contribution of this paper is threefold. First, this study investigates how domestic investors behave during times of financial distress by studying gross capital flows-not net capital flows. Second, we concentrate on sharp changes in capital flows during crises. Third, we examine the associations between capital stop and retrenchment and financial crises in general, not specific events.

• Proceedings of the KOR-KST Conference
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• 1999.10a
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• pp.255-260
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• 1999

• Phonetics and Speech Sciences
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• v.15 no.1
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• pp.35-45
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• 2023

Tohoku Japanese is known to have voiced stops without pre-voicing in word-initial position, whereas traditional or conservative Japanese has voiced stops with pre-voicing in the same position. One problem with this devoicing of voiced stops is that it affects the distinction between voiced and voiceless stops because their voice onset time (VOT) values overlap. Previous studies have confirmed that Tohoku speakers use post-stop fundamental frequency (F0) as an acoustic cue along with VOT to avoid overlap. However, the role of post-stop F0 as a perceptual cue in this region has barely been investigated. Therefore, this study explored the role of post-stop F0 in stop voicing perception along with VOT. Several perception tests were conducted using resynthesized stimuli, which were manipulated along a VOT continuum orthogonal to an F0 continuum. The results showed no significant regional difference (Tohoku vs. Chubu) for nonsense words (/ta-da/). However, for meaningful words (/pari/ 'Paris' vs. /bari/ 'Bali,' /piza/ 'pizza' vs. /biza/ 'visa'), a significant word effect was found, and it was confirmed that some listeners utilized the post-stop F0 more consistently and steadily than others. Based on these results, we discuss innovative listeners who may lead the change in the perception of stop voicing.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.2D
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• pp.217-225
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• 2008

Bus stop is necessary to improve user-focused environment to offer convenient service because of the large number of passengers. This study is to analyze user's evaluation and establishment model of the service levels at bus stop using GAP analysis, IPA and Structural equation model and suggests improvement direction of bus stop. In the GAP analysis, on thirty-one service items of bus stop, the difference appeared highly from the items such as obstacle's facility and the information related to the using bus. In the current IPA service bus operation information, cadence facility and obstacle support facility need to be improved. And in service expectation bus operation information and th exchange facility, the obstacle support facility need to be improved continuously. The evaluation model of bus stop service due to a structure equation's was fitted well by structure equation. In overall satisfaction on bus stop, the waiting satisfaction is more affect the satisfaction of bus use facility. Satisfaction in bus use facility, the related information of bus operation, cadence facility, bus operation information and trans facility, obstacle support facility is more affect compare to other items. The lower overall satisfaction in bus stop is the higher the expectation of overall satisfaction is. Therefore, the information of bus operation and the support facility for the handicapped needs an active improvement plan than ever.