• Journal of Korean Society of Transportation
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• v.16 no.3
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• pp.73-79
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• 1998

2차로 도로에서 양보 차로를 설치하면 고속차량이 저속차량을 추월할 수 있는 공 간을 제공하여 도로를 효율적으로 이용할 수 있을 뿐 아니라 안전사고를 감소시키는 데도 큰 효과가 있다. 우리 나라에서는 양보 차로가 설치된 예가 없기 때문에 TWOPAS simulation model을 우리 나라 조건에 맞도록 수정한 TWOPASK1을 이용하여 양보 차로의 운영효과를 평가하였다. 효과 척도로는 현재 도로용량편람 2차로 도로의 서비스수준 평가에 사용되는 차량군 백분율을 이용하였다. 다양한 유효길이, 양보 차로 길이, 교통량 수준의 총 84 조합의 simulation을 분석한 결과 양보 차로가 있는 경우가 양보 차로가 업는 경우보다 차량군 백분율이 감소하였으며 양보 차로 길이가 길수록 차량군 백분율이 많이 감소하였다. 추천되는 양보차로 길이는 양방향 교통량이 400~1,000대/시일 때 800~1,200m, 1,000~2,000대/시일 대 1,200~2,000m가 적정하며, 2,000대/시 이상일 때는 양보 차로의 효과가 적으며, 이 때는 4차로으로의 확장이 요구된다.

• Korean Journal of Culture and Social Issue
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• v.9 no.1
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• pp.43-66
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• 2003

This study was to investigate two main purposes; The first was to explore the factors which have an effect on conceding seats to the old or the weak in subway(concessive action). The second was to examine the influence that the psychological burden and the responsibility had on concessive action and it's gender differences. The results of study 1 showed that affective empathy, morality, and negative-state relief were important inductive factors, while 3 factors were revealed as important inhibitory factors for the concessive action; psychological burden, repulsion for coercive demand for conceding seats and vagueness of concession situation. In study 2, We could find the fact that the psychological burden and the responsibility had a main effect on the concessive action. The more participants felt the psychological burden, they were likely to evaluate that the tendency to concessive action would be decreased. And the more participants felt the responsibility, they were inclined to evaluate that concessive action would be increased. Secondly, the interaction effect was also revealed: On the situation that the psychological burden was high and responsibility was low, participants judged that people tended not to concede seats. Finally, We were able to identify gender differences. Specifically, Judging the tendency to concessive action, women were more responsive to the psychological burden than men.

• Journal of the Korean Society of Industry Convergence
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• v.7 no.1
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• pp.47-53
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• 2004

양방향 2차로 도로에서는 보다 효율적으로 운영하고 도로의 안전성을 도모하기 위하여 오르막 차로 및 양보차로 추월차로 등의 부가차로를 설치하고 있다. 이러한 부가차로 효율성의 비교 분석을 통한 연구에 의하여 기존의 도로를 효율적으로 운영하는 방안이 제시되어야 된다. 본 연구에서는 이러한 부가차로 중 추월차로 및 양보차로가 포함된 구간을 조사하여 기하구조에 따른 교통류 특성을 분석하고 각 구간별로 서비스 수준분석을 실시하였다. 그 결과는 다음과 같다. (1) 각 기하구조별로 지점속도와 통행속도를 분석한 결과 지점속도는 통행속도보다 조사지점의 기하구조에 의한 영향을 많이 받아 변동이 심한 것을 알 수 있었으며, 통행속도는 그 기하구조에 따른 교통류의 특성을 잘 반영하고 있음을 알 수 있었다. (2) 차량별 지점속도의 비교 분석에서는 현재 차량성능의 진보로 인하여 조사구간의 설계속도에 반해 중차량 및 버스-트럭, 승용에 대한 차량별 속도차이가 거의 없는 것으로 분석되었다. 기존의 중차량에 대한 보정은 현장제한속도에 대하여 감안되어야 된다고 판단된다. (3) 모의실험모형과 현장조사에 의한 교통류특성을 비교해 보았을 때, 시뮬레이션은 도로의 전구간에 대한 결과는 잘 반영하고 있으나 짧은 구간에 대하여 교통류의 연속성을 파악하기에는 부족하다고 판단된다. (4) 추월가능 구간과 양보차로구간의 효율성을 비교해 보면, 추월율에서 양보차로구간이 추월가능구간보다 22.5%나 높게 나왔으며 총지체비교에서는 추월가능구간보다 5.56sec/h의 지체감소를 보이고 있다. 서비스 수준분석에서는 같은 C의 수준을 보이고 있으나 양보차로의 영향으로 양보차로 후구간의 서비스 수준이 A까지 상향되었다. 따라서 대향교통류의 영향을 받는 추월차로의 확보보다는 효율성이 좋은 양보차로구간의 보급이 많아야 되겠다.

• Journal of Distribution Research
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• v.6 no.2
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• pp.65-89
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• 2002

Compromise is a conflict-resolution mechanism whereby both parties mutually make concessions and reach an agreement somewhere between their initial positions. In the process of a compromise, both parties may engage in three kinds of behaviors with respect to concessions. First, a party makes a concession in response to another's concession (a positive matching behavior). Second, a party makes a demand in response to another's demand (a negative matching behavior). Third, a party makes a concession/demand in response to another's demand/concession (a mismatching behavior). A situation is considered where a manufacturer intends to resolve a conflict with a distributor using a compromise. In this situation, a conceptual framework is addressed. This framework presents a set of variables affecting the likelihood that given a manufacturer's concession, the distributor engages in a positive matching behavior, Then, the framework explains how this positive matching behavior affects the distributor's commitment to the relationship with the manufacturer. Seventeen propositions are derived from the conceptual framework. Discussions on conflict-resolution strategies are developed on the basis of this framework.

• Cross-Cultural Studies
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• v.46
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• pp.143-171
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• 2017

In this paper, we present a morphosyntactic and semantic study of the concessive conjunctive phrase [todavía que] in the Andean and River Plate areas of Latin America. Real Academia $Espa{\tilde{n}}ola$(2009) describes that the adverb todavía occurs in a variety of focus-sensitive environments and specially, in the Andean and River Plate areas, the phrase [todavía que] participates in the concessive constructions and triggers an additive interpretation. It is well known that the Quechuan suffix '-raq' and the Aymaran suffix '-raki' have the meaning of todavía which is characterized as a additive particle. Due to the absence of the paratactic relationship between the mentioned Spanish adverb and those indigenous suffixes, the adverb todavía in [todavía que] is used as a additive focalizer. We assume that these morphosyntactic and semantic properties are derived from the language contact of Quechua-Spanish and Aymara Spanish. Based on this assumption, we will further assume that the etymological peculiarity of todavía as a universal quantifier is closely related to the reading of [todavía que] as a Scalar Additive Concessive Conjunctive Phrase.

• Science of Emotion and Sensibility
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• v.19 no.4
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• pp.33-40
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• 2016

The purpose of this study is to improve social protection and benefits for pregnant women with the usage of LED care emblem. The study was conducted in the Seoul Metro by two research assistants on January 20th to 30th, 2015. One of subjects wore the LED care emblem and the other was present to record the data. An experiment was carried out total 60 times by wearing LED care emblem in 2 positions ((a) necklace and (b) bag), and 3 usages of Light ((1) Constant light, (2) No light which is like existing care emblem, and (3) blinking light at one-second intervals). Experimental results show there was a significant difference depending on the type of light. Mostly seat offering was the type of light (1) Constant light and it has 8 times (13.4%). The type of light (3) blinking light at one-second intervals has only 2 times (3.4%) seat offering. However, there were no seat offerings at the type of light (2) No light. Meanwhile, there were no significant differences in wearing position, time, the number of people in the train and gender. This study suggests that it is necessary to make LED care emblem with constant light in order to induce spontaneous seat offering.

• Monthly Korean Chicken
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• v.18 no.8
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• pp.20-21
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• 2012

• Product Safety
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• s.117
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• pp.48-49
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• 2003

• Proceedings of the KGS Conference
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• 2002.05a
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• pp.1-6
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• 2002

• Journal of the Korean hospital association
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• v.34 no.4 s.296
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• pp.7-10
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• 2005