• 제목/요약/키워드: commuting

검색결과 395건 처리시간 0.025초

COMMON n-TUPLED FIXED POINT THEOREM UNDER GENERALIZED MIZOGUCHI-TAKAHASHI CONTRACTION FOR HYBRID PAIR OF MAPPINGS

  • Deshpande, Bhavana;Handa, Amrish
    • 한국수학교육학회지시리즈B:순수및응용수학
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    • 제29권1호
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    • pp.1-17
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    • 2022
  • We establish a common n-tupled fixed point theorem for hybrid pair of mappings under generalized Mizoguchi-Takahashi contraction. An example is given to validate our results. We improve, extend and generalize several known results.

LOCAL SPECTRAL THEORY AND QUASINILPOTENT OPERATORS

  • YOO, JONG-KWANG
    • Journal of applied mathematics & informatics
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    • 제40권3_4호
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    • pp.785-794
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    • 2022
  • In this paper we show that if A ∈ L(X) and R ∈ L(X) is a quasinilpotent operator commuting with A then XA(F) = XA+R(F) for all subset F ⊆ ℂ and 𝜎loc(A) = 𝜎loc(A + R). Moreover, we show that A and A + R share many common local spectral properties such as SVEP, property (C), property (𝛿), property (𝛽) and decomposability. Finally, we show that quasisimility preserves local spectrum.

ON COMMUTING CONDITIONS OF SEMIRINGS WITH INVOLUTION

  • LIAQAT ALI;MUHAMMAD ASLAM;MAWAHIB ELAMIN;HUDA UONES MOHAMED AHAMD;NEWMA YAHIA;LAXMI RATHOUR
    • Journal of applied mathematics & informatics
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    • 제42권2호
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    • pp.417-432
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    • 2024
  • In this research article, we study a class of semirings with involution. Differential identities involving two or three derivations of a semiring with second kind involution are investigated. It is analyzed that how these identities, with a special role for second kind involution, bring commutativity to semirings.

수도권 대학정원정책의 수동권 인구분산교과에 관한 연구 (University Enrollment Policy in the Capital Region and Its Impact on Population Dispersal)

  • 임창호;구자훈;안근원
    • 지역연구
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    • 제9권1호
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    • pp.45-63
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    • 1993
  • University enrollment has long been regarded as one of the major factors inducing population concentration in Seoul and the Capital Region of Korea. Consequently, since early 1980's increases in enrollment and new establishments of extention universities beyond the boundary of Seoul, has been promoted, while university enrollment quota in Seoul has been strictly controlled. The degree of actual population dispersal, however, resulting from such a university enrollment policy has not been empirically tested. This paper aims at: First, identifying the trend of population growth and evolution process of the university enrollment policy in the Capital Region; Second, comparing the degree of influence of university enrollment on population concetration factors; Third, measuring actual effect of the enrollment control on population dispersal out of Seoul and the Capital Region. Major findings are as follows: First, only a week correlation between population and university enrollment growth trends was found; Second, the relative degree of influence on population concentration in the Capital Region, were order, in the order of magnitude, the physical amenity factor, the socio-cultural amenity factor, the employment climate factor and the educational factor. Third, and most improtant, based on the comparison of spatial distribution of graduated high schools and current residence of the selected university students, the gap between the two distributions was revealed and the inter-regional student population movement was estimated. The result shows that in Seoul's case about one-half of and in Kyunggi Province's case about one-fifth of university enrollment size, contributes to population concentration into Seoul. Fourth, as to the universities outside of the Capital Region, little effect in the case of universities located within the commuting distance, and a little effect on population dispersal in the case of universities located beyond commuting distance, were found. In sum, it seems clear that university enrollment policy in the Capital Region, especially in Inchon/Kyunggi Province has not been effective on student population dispersal out of Seoul and the Capital Region. Therefore, it is strongly recommended that university enrollment policy be throughly re-examined from its goal to the implementation means.

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사천공항의 지위 변화와 여객 배후지 (Air Passenger Hinterland and Position Changes in Sachon, Korea)

  • 한재성;장재구
    • 대한지리학회지
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    • 제34권1호
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    • pp.47-61
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    • 1999
  • 본 연구는 지방공항인 사천공항의 지위를 파악하고, 승강객의 속성과 여행목적별.요일별 승강객의 배후지 분포와 그 공간구조를 파악하는 것을 목적으로 그 내용을 분석한 결과 다음과 같은 점이 밝혀졌다. 여행목적별 배후지의 분포는 친지방문이 업무의 배후지보다 넓고, 배후지의 중간적 규모가 관광이며, 통근.통학의 배후지는 진주시만으로 구성되어 있어 여객의 사회활동 범위가 경제활동 범위보다 넓다. 요일별 배후지의 분포는 평일이 휴일보다 넓으나 진주시로의 승강객의 집중은 휴일이 더 많다. 이상에서 사천공항을 중심으로 한 배후지의 공간구조는 제1차권에 진주시, 제2차권에 통영.사천.거제시, 제3차권에는 광양시와 남해.산청.고성.하동.의령군이 속한다. 이러한 배후지는 진주시에 거주하는 초.중등학교 교원의 역통근권과는 부분적으로 다르게 나타나는데, 이것은 항공여객이 공업.관광도시에서 많이 발생하기 때문이다.

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Common Fixed Point Theorems of Commuting Mappinggs

  • Park, Wee-Tae
    • 한국수학교육학회지시리즈A:수학교육
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    • 제26권1호
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    • pp.41-45
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    • 1987
  • In this paper, we give several fixed point theorems in a complete metric space for two multi-valued mappings commuting with two single-valued mappings. In fact, our main theorems show the existence of solutions of functional equations f($\chi$)=g($\chi$)$\in$S$\chi$∩T$\chi$ and $\chi$=f($\chi$)=g($\chi$)$\in$S$\chi$∩T$\chi$ under certain conditions. We also answer an open question proposed by Rhoades-Singh-Kulsherestha. Throughout this paper, let (X, d) be a complete metric space. We shall follow the following notations : CL(X) = {A; A is a nonempty closed subset of X}, CB(X)={A; A is a nonempty closed and founded subset of X}, C(X)={A; A is a nonempty compact subset of X}, For each A, B$\in$CL(X) and $\varepsilon$>0, N($\varepsilon$, A) = {$\chi$$\in$X; d($\chi$, ${\alpha}$) < $\varepsilon$ for some ${\alpha}$$\in$A}, E$\sub$A, B/={$\varepsilon$ > 0; A⊂N($\varepsilon$ B) and B⊂N($\varepsilon$, A)}, and (equation omitted). Then H is called the generalized Hausdorff distance function fot CL(X) induced by a metric d and H defined CB(X) is said to be the Hausdorff metric induced by d. D($\chi$, A) will denote the ordinary distance between $\chi$$\in$X and a nonempty subset A of X. Let R$\^$+/ and II$\^$+/ denote the sets of nonnegative real numbers and positive integers, respectively, and G the family of functions ${\Phi}$ from (R$\^$+/)$\^$s/ into R$\^$+/ satisfying the following conditions: (1) ${\Phi}$ is nondecreasing and upper semicontinuous in each coordinate variable, and (2) for each t>0, $\psi$(t)=max{$\psi$(t, 0, 0, t, t), ${\Phi}$(t, t, t, 2t, 0), ${\Phi}$(0, t, 0, 0, t)} $\psi$: R$\^$+/ \longrightarrow R$\^$+/ is a nondecreasing upper semicontinuous function from the right. Before sating and proving our main theorems, we give the following lemmas:

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In-Vehicle Levels of Naphthalene and Monocyclic Aromatic Compounds According to Vehicle Type

  • Jo, Wan-Kuen;Lee, Jong-Hyo
    • Environmental Engineering Research
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    • 제14권3호
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    • pp.180-185
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    • 2009
  • Only limited information is available as regards to the exposure levels of naphthalene (polycyclic aromatic hydrocarbons, PAHs) and monocyclic aromatic hydrocarbons(MAHs) in the interiors of diesel-fueled passenger cars, while many studies investigated the exposure levels of various volatile organic compounds(VOCs) in the interiors of gasoline-fueled passenger cars or public buses. Present study was performed to supplement this deficiency by measuring naphthalene (as a representative of PAHs) and MAHs levels inside five diesel-fueled and five gasoline-fueled passenger cars while morning and evening commuting on real roadways. Each car was surveyed five times on different sampling days. The in-vehicle naphthalene levels were higher for the diesel-fueled cars as compared to gasoline-fueled cars, whereas the results were reversed for the in-vehicle MAH levels. The median cabin levels of diesel-fueled cars were 1.3, 7, 13, 4, and 6 ${\mu}g/m^3$ for naphthalene, benzene, toluene, ethyl benzene, and m,pxylene, respectively. With respect to gasoline-fueled cars, their respective levels were 0.7, 11, 21, 7, and 9 ${\mu}g/m^3$ . The median MAHs concentration ratios of gasoline-fueled cars to diesel-fueled cars ranged from 1.50 to 1.75, while the median naphthalene concentration ratio was estimated to be 0.54. In addition, there was no significant difference of both naphthalene and MAHs between the diesel-fueled cars, but the in-vehicle levels were significantly different between gasoline-fueled cars. The concentration levels of both naphthalene and MAHs were higher in the passenger cars than other non-industrial microenvironments. Consequently, it was confirmed that the cabins of both diesel-fueled and gasoline-fueled passenger cars are an important microenvironment associated with the exposure to naphthalene and MAHs.

Occupational Injury Statistics in Korea

  • Kang, Seong-Kyu;Kwon, Oh-Jun
    • Safety and Health at Work
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    • 제2권1호
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    • pp.52-56
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    • 2011
  • Objectives: The occupational accident rate was officially reported to be 0.77 per 100 workers in 2001 and 0.70 in 2009. The stagnant decrease in accident rate raises a question about the effectiveness of prevention activity because there have been active prevention efforts in the past 10 years. It is also necessary to know the exact status of occupational injuries to direct a prevention strategy. Methods: The author re-analyzed occupational injury statistics to find the reason for stagnant decreases in occupational injuries. Compensated occupational injuries cases were used to calculate fatal and non-fatal injury rates. Injuries from commuting accidents and sports activities were excluded as well as occupational diseases. The number of workers was adjusted to that of full time equivalent employees. Results: The fatal injury rate excluding injuries associated with commuting accidents, sports activities, and occupational diseases decreased from 12.59 in 2001 to 8.20 in 2009. In 2007, 67.5% of accidents that involved being caught in objects, which are mostly caused by machines and equipment, occurred in the manufacturing industry; this type of incident has decreased since 2001. The fatal and non-fatal injury rates in the manufacturing industry have continuously decreased while the rates in the service industry have not changed from 2001 to 2009. Non-fatal injuries might not be reported in many cases. The number of insured workers was underestimated as long working hours were not adjusted for in the reporting system. Conclusion: The occupational fatal injury rate has decreased and the non-fatal injury rate might have decreased during the last 10 years, although the statistics show stagnancy. The decrease of the injury rate was countervailed by various factors. Hence, the current accident rate does not reflect the actual situation of accidents in Korea. Korea needs to develop an improved system to more accurately calculate occupational fatal and non-fatal injury rates.

대중교통카드를 이용한 환승요인분석 (Factor Analysis for Transit Transfer using Public Traffic Card Data)

  • 이다은;오주택
    • 한국ITS학회 논문지
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    • 제16권1호
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    • pp.50-63
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    • 2017
  • 환승은 타고 있던 교통수단에서 다른 교통수단으로 갈아타는 것을 의미한다. 환승은 통행의 불편을 겪지만, 효율적인 대중교통을 이용하기 위해서는 어쩔 수 없이 발생할 수밖에 없다. 따라서 환승횟수를 최대한 줄이는 것이 대중교통의 활성화를 제공하고, 대중교통의 편의를 제공함에 있어서 아주 중요한 요소라고 할 수 있다. 본 연구에서 수집한 대중교통카드 자료는 평택시 평일 61,986건, 주말 69,100건이며, 수집된 교통자료카드를 이용하여 패턴분석 및 환승영향요인을 분석하였다. Trip Chain 분석 결과, 주말에 주 통행이 통근 및 통행이 아닌 쇼핑, 여가 등의 목적으로 환승 횟수가 많아지며, 통행거리는 10km이상 증가하며 통행시간도 약 9.9분 늘어나는 것으로 나타났다. 또한 Structural Equation Model의 결과, Factor 1릉 총 통행시간, 총 통행거리, Factor 2는 승 하차 인원수, Factor 3는 환승시간, 대기시간, Factor 4는 버스연계노선 수, 운행대수로 환승통행량에 영향을 주는 것으로 나타났다.

지형적 특성을 고려한 자전거 경로 선정에 관한 연구 (A Study on Bicycle Route Selection Considering Topographical Characteristics)

  • 양정란;전철민
    • 대한공간정보학회지
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    • 제21권3호
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    • pp.3-9
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    • 2013
  • 녹색성장에 대한 관심이 높아지면서 친환경 교통수단인 자전거의 중요성이 증대되고 있다. 그러나 이에 기반이 되는 자전거도로는 지형적 요소를 고려하지 않고 설계되고 있어 실제 많은 이용자가 자전거를 이용하는데 불편함을 겪고 있는 실정이다. 본 연구는 자전거 활용에 있어서 통학에서 경로선택을 할 때 지형적 요소를 고려한 최적 노선을 선택하는 경로기법을 제시한다. 이를 위해 최적경로의 연산에 있어서 경사도와 교차로를 고려한 식을 도출하였으며, 변형된 다익스트라 알고리즘(Dijkstra Algorithm)을 적용해 최적 노선을 선정하는 방법에 대하여 연구하였다. 분석결과, 통학용 자전거도로는 목적지까지 신속하게 이동하기 위해, 목적지까지의 이동거리보다는 최단시간에 의해 선정되어야한다. 따라서 노선을 선정할 때 횡단보도나 교차로에 의한 대기시간과 경사에 의한 속도증감을 고려한 최단시간 노선을 기준으로 해야 한다.