• Science of Emotion and Sensibility
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• v.3 no.2
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• pp.29-40
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• 2000

Autonomic and EEG responses were analyzed in 32 college students exposed to visual stimulation with Korean Affective Picture System (KAPS) and 36 students exposed to the International Affective Picture System (IAPS). Cardiac, electrodermal, and electrocortical measures were recorded during 30 sec of viewing affective pictures. The slides intended to elicit basic emotions (fear, anger, surprise, disgust, and sadness) were presented to subjects via Kodak slide-projector. The aim of the study was to differentiate autonomic and EEG responses associated with the same negative valence emotions elicited by KAPS and IAPS stimulation and to identify the influence of cultural relevance on physiological reactivity. The analysis of obtained results revealed significant differences in physiological responsiveness to emotionally negative valence slides from KAPS and IAPS. The typical response profile for all emotions elicited by the KAPS included HR acceleration (except surprise), and increase of electrodermal activity, slow and fast alpha blocking and fast beta power increase in EEG, which was not associated with significant asymmetry (except fast alpha in sadness). Stimulation with the IAPS evoked HR deceleration, specific electrodermal responses with relatively high tonic electrodermal activation, alpha-blocking and fast beta increase, and was accompanied also by theta power increase and marked frontal asymmetry (e.g., fast beta, theta asymmetries in sadness, fast alpha in fear). Physiological responses to fear and anger-eliciting slides from the IAPS were significantly less profound and were accompanied by autonomic and EEG changes more typical for attention rather than negative affect. Higher cardiovascular and electrodermal reactivity to fear emotion observed in the KAPS, e.g., as compared to data with the IAPS as stimuli, can be explained by cultural relevance and higher effectiveness of the KAPS in producing certain emotions such as fear in Koreans.

• Journal of The Korean Astronomical Society
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• v.48 no.2
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• pp.155-164
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• 2015

In Kang (2015) we calculated the acceleration of cosmic-ray electrons at weak spherical shocks that are expected to form in the cluster outskirts, and estimated the diffuse synchrotron radiation emitted by those electrons. There we demonstrated that, at decelerating spherical shocks, the volume integrated spectra of both electrons and radiation deviate significantly from the test-particle power-laws predicted for constant planar shocks, because the shock compression ratio and the flux of inject electrons decrease in time. In this study, we consider spherical blast waves propagating through a constant density core surrounded by an isothermal halo with ρ ∝ r⁻ⁿ in order to explore how the deceleration of the shock affects the radio emission from accelerated electrons. The surface brightness profile and the volumeintegrated radio spectrum of the model shocks are calculated by assuming a ribbon-like shock surface on a spherical shell and the associated downstream region of relativistic electrons. If the postshock magnetic field strength is about 0.7 or 7 µG, at the shock age of ∼ 50 Myr, the volume-integrated radio spectrum steepens gradually with the spectral index from α_inj to α_inj + 0.5 over 0.1–10 GHz, where α_inj is the injection index at the shock position expected from the diffusive shock acceleration theory. Such gradual steepening could explain the curved radio spectrum of the radio relic in cluster A2266, which was interpreted as a broken power-law by Trasatti et al. (2015), if the relic shock is young enough so that the break frequency is around 1 GHz.

• Journal of Korean Society of Transportation
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• v.28 no.5
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• pp.141-153
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• 2010

The study is about the development of operating speed prediction models aimed for an evaluation of design consistency of four lane rural roads. The main differences of this study relative to previous research are the method of data collection and classification of road alignments. The previous studies collected speed data at several points in the horizontal curve and approaching tangent. This method of collection is based on the assumption that acceleration and deceleration only occurs at horizontal tangents and the speed is kept constant at horizontal curves. However, this assumption leads to an unreliable speed estimation, so drivers' behavior is not well represented. Contrary to the previous approach, speed data were collected with one and data analysis using a speed profile is made for data selection before building final models. A total of six speed prediction models were made according to the combination of horizontal and vertical alignments. The study predicts that the speed data analysis and selection for model building employed in this study can improve the prediction accuracy of models and be useful to analyze drivers' speed behavior in a more detailed way. Furthermore, it is expected that the operating speed prediction models can help complement the current design-speed-based guidelines, so more benefits to drivers as real road users, rather than engineers or decision makers, can be achieved.

• Journal of Korean Society of Transportation
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• v.35 no.4
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• pp.261-277
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• 2017

This study defines influencing sections as the part of the road section where passing vehicles are traveling with the lower speed compared to speed limit due to speed humps. The influencing section was divided into 3 parts; influencing section before the speed hump, interval section, and influencing section after the speed hump. This analysis focused on the changes of each part depending on installation types, vehicle types, and daytime or nighttime. For the interval section, especially, the ratio of distance traveled with lower speed than speed limit to interval section is defined as effective influencing section ratio to be analyzed. Vehicle speed profiles were collected with a speed gun to extract influencing section lengths. The survival analysis was applied and estimated survival functions are compared with each other by several statistical tests. As a consequence, the average length of influencing section on the 50m sequential speed humps was 75.3% longer during the deceleration than that of isolated speed hump, and 18.9% during the acceleration. The effective influencing section ratio for the 30m and 50m sequential speed humps had a small difference of 81.0% and 76.0% while the absolute values of the section that passing speed were less than the speed limit were longer on 50m sequential speed humps, each being 24.3m and 38.0m. Using the log rank test, it was evident that sequential speed humps were more effective to increase the length of influencing sections compared to the isolated speed hump. Vehicle type was the strong factor for influencing section length on the isolated speed hump, but daytime or nighttime was not the effective one. This research result can be used for improving the efficiency selecting the installation point of speed humps for road safety and estimating the standard of the distance between sequential speed humps.