• Cross-Cultural Studies
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• v.19
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• pp.149-179
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• 2010

This article is concerned about the symbolic meaning of the transvestism Renaissance perspective through analysis of Triumph Over Persecution work and The Merchant of Venice, and Jealous Ioan Tornese. The transvestism is frequently present in the comedies of the golden age. A woman author Maria de Zayas has a special interest in female identity with critical and defying view. Also the subject of the transvestism in Spanish literature originated in Italian tradition. In Italian literature, there were two types of disguised women, who urge for love and warrior-heroine(amazon). Both types are also listed in Spanish literature. The dress-crossing heroine of Triumph Over Persecution displays a type of heroine, who corrects a male prejudice and reset a harmonious order. Shakespeare is also one of the Renaissance writers under the influence of the Italian Renaissance novel. Heroine of Merchant of Venice symbolizes a triumphant challenge against the blocks of the patriarchal system. In spite of the social system blocks, cross-dressing women may receive in the patriarchal scenes without problems. Based on the notion of paradox and irony, the Italian novel reflects popular psychology of the time when the link between the internal identity and social outside puts into question. The cross-dressing Torneses' wife, symbolizes the mockery or renaissance deception. Their deception emphasis on an ironic way in the point view of inhuman man who consider women material belongs to the man without any free-will. The costume of the characters make it possible to change their original identity into the other. From this point of view, we can say that the transvestism in these works could be interpreted in two ways: first, the destruction of the traditional categories of women's identity and second, the burlesque contempt on the patriarchal renaissance society.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.26 no.12A
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• pp.2000-2011
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• 2001

In this Paper, we convert conventional low speed(1x, 6x) DVD systems designed by analog PLL(Phase Locked Loop) into digital PLL to operate at high speed systems flexibly, and present optimal DPLL model in high speed(20x) DVD systems. Especially, we focused on the design of DPLL that can overcome channel effects such as bulk delay, sampling clock frequency offset and asymmetry phenomenon in high speed DVD systems. First, the modified Early-Late timing error detector as digital timing recovery scheme is proposed. And the four-sampled compensation algorithm using zero crossing point as asymmetry compensator is designed to achieve high speed operation and strong reliability. We show that the proposed timing recovery algorithm provides enhanced performances in jitter valiance and SNR margin by 4 times and 3dB respectively. Also, the new four-sampled zero crossing asymmetry compensation algorithm provides 34% improvement of jitter performance, 50% reduction of compensation time and 2.0dB gain of SNR compared with other algorithms. Finally, the proposed systems combined with asymmetry compensator and DPLL are shown to provide improved performance of about 0.4dB, 2dB over the existing schemes by BER evaluation.

• Atmosphere
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• v.30 no.2
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• pp.183-193
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• 2020

In this study, Yeongdong cold air damming (YCAD) cases that occur in winters have been selected using automatic weather station data of the Yeongdong region of Korea. The vertical and horizontal scales of YCAD were analyzed using rawinsonde and numerical weather model. YCAD occurred in two typical synoptic patterns such that low pressure and trough systems crossing and passing over Korea (low crossing type: LC and low passing type: LP). When the Siberian high does not expand enough to the Korean peninsula, low pressure and trough systems are likely to move over Korea. Eventually this could lead to surface temperature (3.1℃) higher during YCAD than the average in the winter season (1.6℃). The surface temperature during YCAD, however, was decrease by 1.3℃. The cold air layer was elevated around 120 m~450 m for LP-type. For LC-type, the cold layer were found at less than approximately 400 m and over 1,000 m, which could be thought of combined phenomena with synoptic and local weather forcing. The cross-sectional analysis results indicate the accumulation of cold air on the east mountain slope. Additionally, the north or northeasterly winds turned to the northwesterly wind near the coast in all cases. The horizontal wind turning point of LC-type was farther from the top of the mountain (52.2 km~71.5 km) than that of LP-type (20.0 km~43.0 km).

• Smart Structures and Systems
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• v.20 no.5
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• pp.549-562
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• 2017

The US railroad network carries 40% of the nation's total freight. Railroad bridges are the most critical part of the network infrastructure and, therefore, must be properly maintained for the operational safety. Railroad managers inspect bridges by measuring displacements under train crossing events to assess their structural condition and prioritize bridge management and safety decisions accordingly. The displacement of a railroad bridge under train crossings is one parameter of interest to railroad bridge owners, as it quantifies a bridge's ability to perform safely and addresses its serviceability. Railroad bridges with poor track conditions will have amplified displacements under heavy loads due to impacts between the wheels and rail joints. Under these circumstances, vehicle-track-bridge interactions could cause excessive bridge displacements, and hence, unsafe train crossings. If displacements during train crossings could be measured objectively, owners could repair or replace less safe bridges first. However, data on bridge displacements is difficult to collect in the field as a fixed point of reference is required for measurement. Accelerations can be used to estimate dynamic displacements, but to date, the pseudo-static displacements cannot be measured using reference-free sensors. This study proposes a method to estimate total transverse displacements of a railroad bridge under live train loads using acceleration and tilt data at the top of the exterior pile bent of a standard timber trestle, where train derailment due to excessive lateral movement is the main concern. Researchers used real bridge transverse displacement data under train traffic from varying bridge serviceability levels. This study explores the design of a new bridge deck-pier experimental model that simulates the vibrations of railroad bridges under traffic using a shake table for the input of train crossing data collected from the field into a laboratory model of a standard timber railroad pile bent. Reference-free sensors measured both the inclination angle and accelerations of the pile cap. Various readings are used to estimate the total displacements of the bridge using data filtering. The estimated displacements are then compared to the true responses of the model measured with displacement sensors. An average peak error of 10% and a root mean square error average of 5% resulted, concluding that this method can cost-effectively measure the total displacement of railroad bridges without a fixed reference.

• Journal of Korean Neurosurgical Society
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• v.30 no.9
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• pp.1094-1102
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• 2001

Objective : During the trans-condylar or trans-jugular approach for the lesion of cranio-cervical junction(CCJ), its necessary to identify the accurate locations of vertebral artery(VA), internal jugular vein(IJV) and its related lower cranial nerves. These neurovascular structures can also be damaged during the operation for vascular tumor or traumatic aneurysm around extra-jugular foramen, because of their changed locations. To reduce the neurovascular injury at the operation for CCJ, morphometric relationship of its surrounding neurovascular structures based on the tip of the transverse process of atlas(C1 TP), were studied. Materials & Methods : Using 10 adult formalin fixed cadavers, tip of mastoid process(MT) and TPs of atlas and axis were exposed bilaterally after removal of occipital and posterior neck muscles. Using standard caliper, the distances were measured from the C1 TP to the following structures : 1) exit point of VA from C1 transverse foramen, 2) branching point of muscular artery from VA, 3) entry point of VA into posterior atlanto-occipital membrane(AOM), 4) branching point of C-1 nerve. In addition, the distances were measured from the mid-portion of the posterior arch of atlas to the entry point of the VA into AOM and to the exit point of the VA from C1 transverse foramen. After removal of the ventrolateral neck muscles, neurovascular structures were exposed in the extra-jugular foraminal region. Distances were then measured from the C1 TP to the following structures : 1) just extra-jugular foraminal IJV and lower cranial nerves, 2) MT and branching point of facial nerve in parotid gland. In addition, distance between MT and branching point of facial nerve was measured. Results : The VA was located at the mean distance of 12mm(range, 10.5-14mm) from the C1 transverse foramen and entered into the AOM at the mean distance of 24mm(range, 22.8-24.4mm) from the C1 TP. The mean distance from the mid portion of the C1 posterior arch was 20.6mm(range, 19.1-22.3mm) to the entry point of the VA into AOM and 38.4mm(range, 34-42.4mm) to the exit point of the VA from C1 transverse foramen. Muscular artery branched away from the posterior aspect of the transverse portion of VA below the occipital condyle at the mean distance of 22.3mm(range, 15.3-27.5mm) from the C1 TP. The C-1 nerve was identified in all specimens and ran downward through the ventroinferior surface of the transverse segment of VA and branched at the mean distance of 20mm(range, 17.7-20.3mm) from the C1 TP. The IJV was located at the mean distance of 6.7mm(range, 1-13.4mm) ventromedially from the lateral surface of the C1 TP. The XI cranial nerve ran downward on the lateral surface of the IJV at the mean distance of 5mm(range, 3-7.5mm) from the C1 TP. Both IX and X cranial nerves were located in the soft tissue between the medial aspect of the internal carotid artery(ICA) and the medial aspect of the IJV at the mean distance of 15.3mm(range, 13-24mm) and 13.7mm(range, 11-15.4mm) from the C1 TP, respectively. The IX cranial nerve ran downward ventroinferiorly crossing the lateral aspect of the ICA. The X cranial nerve ran downward posteroinferior to the IX cranial nerve and descended posterior to the ICA. The XII cranial nerve was located between the posteroinferior aspect of the IX cranial nerve and the posterior aspect of the ICA at the mean distance of 13.3mm(range, 9-15mm) ventromedially from the C1 TP. The distance between MT and C1 TP was 17.4mm(range, 12.5-23.9mm). The VII cranial nerve branched at the mean distance of 10.2mm(range, 6.8-15.3mm) ventromedially from the MT and at the mean distance of 17.3mm(range, 13-21mm) anterosuperiorly from the C1 TP. Conclusion : This study facilitates an understanding of the microsurgical anatomy of CCJ and may help to reduce the neurovascular injury at the surgery around CCJ.

• Explosives and Blasting
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• v.33 no.3
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• pp.29-50
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• 2015

Safe blast criteria based on the concept of scaled distances can be obtained from the statistical analysis on measured peak particle velocity data of blast vibrations. Two types of scaled distance widely used in Korea are the square root scaled distance (SRSD) and cube root scaled distance (CRSD). In contrast to SRSD scheme, however, the function of maximum charge per delay for CRSD increases without bound after the intersection point of these two functions despite of the similar goodness of fits. To prevent structural damage that may be caused by the excessive charge in the case of CRSD, it is suggested that CRSD be used within a specified distance slightly beyond the intersection point. On the other hand, there are several attempts that predict vibration level(VL) from the peak particle velocity(PPV) or estimate VL based on the scaled distances without considering their frequency spectra. It appears that these attempts are conducted in blasting contracts only for the purpose of satisfying the environment-related law, which mainly deals with the annoyance aspects of noises and vibrations in human life. But, in principle there could no correlation between peaks of velocity and acceleration over entire frequency spectrum. Therefore, such correlations or estimations should be conducted only between the waves with the same or very similar frequency spectra. Finally, it is a known fact that structural damage due to ground vibration is related to PPV level, the safety level criteria for structures should be defined by allowable PPV levels together with their zero crossing frequencies (ZCF).

• Journal of the Korea Concrete Institute
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• v.21 no.3
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• pp.337-345
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• 2009

The purpose of this study is to investigate the shear strengthening effectiveness of the beams strengthened with near surface mounted (NSM) and external bonded (EB) CFRP strips. A total of nine concrete beams were made and tested. From this study, it was found that the shear stiffness and strength of the beams strengthened with NSM and EB strips were significantly improved compared to the control beam. Failure of the beam strengthened with NSM and EB strips was initiated by shear cracks, propagated diagonally to the adjacent epoxy grooves without crossing the epoxy and finally sudden diagonal crack connecting the point of application of load and flexural crack was occurred. For the beam strengthened combined with NSM and EB CFRP strips, the tensile strains in the NSM CFRP strips were observed in the range of 0.35% to 0.45% and strains with EB strips were measured about 0.3%.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.4 no.2
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• pp.72-82
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• 1992

To accurately estimate nearshore current in shallow water regions. it is necessary to investigate the irregular wave transformation characteristics and radiation stress produced by random sea waves. This research is to investigate the application or the individual wave Analysis Method. the Component Wave Analysis Method and Representative Wave Analysis Method in the shallow water region. These methods were estimated by wave shallowing transformation when the waves propagate from deep water to shallow water region b)r generating regular waves, two component waves and irregular waves (Bretschneider-Mitsuyasu type). That is, the Indivisual Wave Analysis Method is to investigate from the viewpoint of shallow water transformation of wave statistical characteristics and their zero-down-crossing waves (wave height period and wave celerity). And the component Wave Analysis Method is to investigate from the view point of shallow water transformation of basic frequency component wave and their interference frequency component wave. In addition, this research is to compare the measured mean water level elevation with the calculated one from radiation stress of irreguar waves that is assumed in the three methods above.

• Journal of the Korean Society for Railway
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• v.15 no.4
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• pp.334-342
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• 2012

It is connected with various gauges existing in Euro-Asian continents. Such differences impedes the operation seriously as on the contact of railway tracks of different gauge the cargo must be either transshipped or the running assemblies of rail vehicles must be exchanged. Those operations are costly, time-consuming and require extended infrastructure together with very expensive storage and transshipment facilities at border-crossing point. Moreover, those operations extend transportation time considerably. Therefore, effectiveness of railway transportation systems significantly depends on track gauge change 1435/1520mm, which connects with complicated handling-shifting operations. The paper concerns assessment of effectiveness in strategical rail systems with gauge changing. The paper presents short description of transport system with gauge changing and initial assessment of shifting technologies. Method of system assessment comparison based on Life Cycle Cost model is described here as well.

• Journal of Nutrition and Health
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• v.4 no.4
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• pp.29-38
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• 1971

A survey on 4,117 (Boys:2,004, Girls:2,113) High School students in an urban area was conducted for assessing their physical growth, development and nutritional status from may throuth june 1971, and the following results were obtained. 1. Physical Growth and Development. a) Maximum growth was seen during the period from 12 to 16 years of age. b) The Maximum annual growth rates were as follows; Height: Boys-8.1cm from 14 to 15 years of age Girls-4.7cm from 13 to 14 Weight: Boys-8.0kg from 14 to 15 Girls-4.5kg from 13 to 14 Chest Girth: Boys-6.1cm from 14 to 15 Girls-4.2cm from 13 to 14 Sitting Height: Boys-4.6cm from 14 to 15 Girls-2.5cm from 13 to 14 c) The greatest individual differences in growth and development were observed during 12-15 years of age. d) Korean students were shorter than Japanese in 12-16 years of age group but after 17, Korean students become taller than Japanese. e) The standards of growth of rescent urban korean students show much improved than that of 1955. 2. Various Indices about Physical Growth and Development. a) Relative body weight was increased steadily annually and the crossing point of boys and girls appeared at age 11 at which girls surpassed boys and at 14, boys surpassed girls. b) Relative chestgirth showed narrow chest style in boys from 11 to 15 and from 11 to 14 in girls. c) The average relative sitting height was 54.0 in both sexes. d) The $R\ddot{o}hrer$ index was 1.1 in boys and 1.2-1.3 in girls. e) The Kaup index was lower than 2.0 in boys from 11 to 16 and in girls from 11 to 14. It becomes higher than 2.0 after 17 in boys but in girls after 15.