• MISULJARYO - National Museum of Korea Art Journal
• /
• v.99
• /
• pp.50-71
• /
• 2021

The Five-story Stone Pagoda from the Dongsa-ri Temple Site in Buyeo, dated to early Goyeo Dynasty, is valuable in that it is the southernmost example of the capital Kaesong pagoda style. This pagoda exhibits characteristics of the central Goryeo style featured in the pagodas built in and around the capital Kaesong, such as the diagonally curved section of the support for the cover stone above the upper stereobate. It also shares stylistic affinities with eleventh-century stone pagodas. The ansangmun (elephant eye patterns) in the lower stereobate of the Dongsa-ri Five-story Stone Pagoda resemble those in the pedestal of the Stone Seated Buddha (which was likely repaired in 1028 during the reign of King Hyeonjong), at the Jeongrimsa Temple site in Buyeo. It also reflects elements found in the flagpole supports from the Cheonheungsa Temple site in Cheonan. The sculpting techniques used in these patterns are also similar. Such congruencies suggest that the Dongsa-ri Five-story Stone Pagoda was built in the eleventh century. The Dongsa-ri Temple Site in Buyeo, located near the Geumgang River, served as a principal route for transporting grain-tax during the Goryeo Dynasty. It was also situated along the way to the Goryeo royal temple, Gaetaesa Temple. The geographical significance of the site and the extensive repairs undertaken at Jeongrimsa Temple during the reign of King Hyeonjong (r. 1009-1031) of the Goryeo Dynasty appear to have impacted the production of the Dongsa-ri Five-story Stone Pagoda. The Dongsa-ri Five-story Stone Pagoda also bears stylistic resemblances to the stone pagoda and flagpole supports found at neighboring Cheonheungsa Temple, which is presumed to be related to the establishment of Honggyeongsa (or Honggyeongwon) Temple in 1021 in Cheonan. This indicates the route of the transmission of the Kaesong pagoda style. The Five-story Stone Pagoda from the Dongsa-ri Temple Site pays testimony to the cultural accomplishments of eleventh-century stone artworks in Buyeo and adjacent regions. This pagoda embodies the majestic and assertive aesthetics that define of the Goryeo Dynasty, as do early Goryeo colossal Buddhist sculptures, including the Stone Standing Maitreya Bodhisattva at Daejosa Temple in Buyeo, the Stone Standing Buddha Triad at Gaetaesa Temple in Nonsan, and the Stone Standing Maitreya Bodhisattva at Gwanchoksa Temple in Nonsan. All of these bear similarities to the massive stone lantern and pagoda at Hyeonhwasa Temple in the capital Kaesong. The production of the light, sleek, sharp, and sophisticated Dongsa-ri Five-story Stone Pagoda is presumed to reflect the maturity of the cultural competence of the people in Dongsa-ri, Buyeo under the influence of Buddhist culture from the capital Kaesong during the eleventh century, a time marked by active cultural exchanges among regions.

• Toxicological Research
• /
• v.26 no.4
• /
• pp.275-283
• /
• 2010

Placenta transfer study in non-human primate (NHP) is one of the crucial components in the assessment of developmental toxicity because of the similarity between NHP and humans. To establish the method to determine placenta transfer in non-human primate, toxicokinetics of valproic acid (VPA), a drug used to treat epilepsy in pregnant women, were determined in pregnant cynomolgus monkeys. After mating, pregnancy-proven females were daily administered with VPA at dose levels of 0, 20, 60 and 180 mg/kg by oral route during the organogenesis period from gestation day (GD) 20 to 50. Concentrations of VPA and its metabolite, 4-ene-VPA, in maternal plasma on GDs 20 and 50, and concentrations of VPA and 4-ene-VPA in placenta, amniotic fluid and fetus on GD 50 were analyzed using LC/MS/MS. Following single oral administration of VPA to pregnant monkeys, concentrations of VPA and 4-ene-VPA were generally quantifiable in the plasma from all treatment groups up to 4-24 hours post-dose, demonstrating that VPA was absorbed and the monkeys were systemically exposed to VPA and 4-ene-VPA. After repeated administration of VPA to the monkeys, VPA was detected in amniotic fluid, placenta and fetus from all treatment groups, demonstrating that VPA was transferred via placenta and the fetus was exposed to VPA, and the exposures were increased with increasing dose. Concentrations of 4-ene-VPA in amniotic fluid and fetus were below the limit of quantification, but small amount of 4-ene-VPA was detected in placenta. In conclusion, pregnant monkeys were exposed to VPA and 4-ene-VPA after oral administration of VPA at dose levels of 20, 60 and 180 mg/kg during the organogenesis period. VPA was transferred via placenta and the fetus was exposed to VPA with dose-dependent exposure. The metabolite, 4-ene VPA, was not detected in both amniotic fluid and fetus, but small amount of 4-ene-VPA was detected in placenta. These results demonstrated that proper procedures to investigate placenta transfer in NHP, such as mating and diagnosis of pregnancy via examining gestational sac with ultrasonography, collection of amniotic fluid, placenta and fetus after Caesarean section followed by adequate bioanalysis and toxicokinetic analysis, were established in this study using cynomolugus monkeys.

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.10 no.3
• /
• pp.36-46
• /
• 2011

At present, the number of local governments using the Traffic Information Center are increasing and drivers are utilizing its traffic information from VMS installed on roads in cities. However, the cases of the user's utility of VMS about urban roads with special characteristics different from expressways and urban highways haven't been evaluated so far. Because VMS is a medium installed from a budget to provide traffic information, it is necessary to evaluate and manage the efficiency of users. This study judged that the efficiency of the drivers using VMS of urban roads most influences the duty on alternative route information provision so that it established its evaluation criteria. In addition, it needs to raise its value by many drivers' observation of VMS. Therefore, in case of the same conditions, the installation location of VMS should be a road section with much traffic volume so its the evaluation criteria was established. At present, the study results can be utilized to raise the user's utility of VMS installed in the urban roads.

• Journal of Korean Society for Geospatial Information Science
• /
• v.5 no.2 s.10
• /
• pp.131-144
• /
• 1997

Traffic jam densified day by day is phenomenon to occur lack of the road capacity in comparison with traffic density, but lack of the road cannot be concluded by main cause of traffic ism. Because the central function of a city would be concentrated upon the downtown and traffic demand would not be evenly distributed by the classification of an hour. Therefore, this study based on the fact that each driver will select the route generating traffic delay very low when path choice from origin to destination in travel plan estimating the quality of passage could be maintained the speed he want will approach to a characteristic grasp of a road, traffic, driver changing every moment by traffic-demand of road increased as a geometrical series with analysis a classification of a street, a intersection along the path on traffic density and highway capacity analysis the path using GIS techniques about complex street network, also will get the path of actual optimum for traffic delay trend creating under various condition the classification per a hour, a day of week and an incident through network such as analysis for traffic generation zone adjacent about street, intersection, afterward will expect the result increasing efficiency of the road-use through a good distribution of traffic by optimum-path choice, accordingly will prepare the scientific, objective, appropriate basis to decide the reasonable time of a road-widen and expansion through section analysis along a rate of traffic volume vs. road capacity.

• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.21 no.10
• /
• pp.345-353
• /
• 2020

On conventional railway lines, trains with different speeds are operated. Therefore, trains moving on curved sections with cants must accept various ranges of balanced cants, cant deficiency, and cant excess, which is essential for the comfort and safety of train operation. In this study, the correlation between the curve radius, cant, and train speed on a track was analyzed to check the cant range that satisfies the criteria of train types, operation speed, cant deficiency, and cant excess. Also, the range of setting the cant by the curve radius and balanced cant were calculated by a regression analysis of train speed according to the frequency of operation in the case of mixed trains. The results could make it possible to improve the speed of the operation route, reduce the loss of ride quality, reduce the risk of derailing caused by cant deficiency, and minimize the load deflection by excess cant. This will ensure the safety of trains running on curves and improve the efficiency of track maintenance.

• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.21 no.10
• /
• pp.55-63
• /
• 2020

Road traffic noise is a major complaint. Porous pavement (PP) has been proposed as an effective method for reducing road traffic noise, but it has not been applied much due to the lack of quantitative evaluation. In this study, the noise reduction of single-layer porous pavement (SLPP) and double-layer porous pavement (DLPP) was evaluated. The noise was measured using the CPX method, and the driving speed was measured every 10km/h from 50km/h to 80km/h. The differences in noise level between the two PPs were statistically significant. The driving speed had no significant effect on the difference in noise between the two PPs. The DLPP showed a 6.6dB(A) reduction in average and a 6.3dB(A) reduction at the 95% confidence level compared to the SLPP. Reducing noise by 5dB(A) is equivalent to reducing traffic to 1/3 or lowering the vehicle's speed to 1/2. Sensitively, it is possible to recognize a 3dB(A) and 5dB(A) difference. The DLPP and SLPP were very effective in reducing traffic noise.

• Journal of Korean Society for Geospatial Information Science
• /
• v.1 no.2 s.2
• /
• pp.195-206
• /
• 1993

As the first step in developing the urban information system it is very important to identify the location of the street, and the feature of objects on it Also it is necessary to understand the relationship between objects concerned. In order to manage these information efficiently, the road information should be well organized and standardized for digital data. Because the road is the base place under which most urban utilities are buried. However, the present real situation is that even if we have unique numbers authorized by law for some parts of the road it is too ambiguous to figure out the spatial location of the specific area because the assigned area is so large and incoherent. Therefore, the purpose of this study is to propose a road location identication scheme, to apply this scheme at Kangnam-ku Seoul, and finally to propose the guideline in developing the road management information system in Korea. The road identification scheme developed in this study are as follows: (1) The road is defined as a fixed factor, and was given the identification number which repressents the funtion, relationship, and direction of the road without the road section and absolute coordinates. (2) The parcel identification nutter was given to each route to understand it possible to understand the location of the road itself and surroundings. (3) To update the md information using the scheme developed in this study relative coordinate method(Dynamic Segmentation) based on the road centerline was applied.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.23 no.1
• /
• pp.9-16
• /
• 2017

As a preliminary study of enter or leaving traffic patterns of the Korea main port, port Management Information System (Port-MIS) data was used to check the volume of vessels entering and leaving the port of Busan, and three consecutive days from each seasons were selected for study. Selected 12-day General Information Center on Maritime Safety & Security (GICOMS) data was also used to analyze the traffic pattern in the main traffic lane of Busan port for dangerous goods carrier. Also, the distance between dangerous goods carriers and Oryukdo breakwater of east breakwater in the main traffic lane was analyzed. Collision probability was estimated using the cumulative probability distribution function of the normal distribution for the maritime traffic safety audit scheme based on the assumption that a ship's trajectory has a normal distribution for a section of the route. However, in case of entry or leaving thorough the Oryukdo breakwater and entry thorough the east breakwater, ship's sailing trajectories were revealed not to follow a normal distribution via regularity testing using a KS-test and SW-test. Especially in the north port, the tendency of the right side of the ship to pass was remarkable. It is desirable to develop a traffic model suitable for the characteristics of the port rather than to apply general traffic theories, and to apply this model to a maritime traffic safety diagnosis, so further research is needed.

• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.20 no.10
• /
• pp.26-32
• /
• 2019

The purpose of this study is to improve the running speed on a small-radius curved section on an existing train line. When the transition curve was extended, and the amount of movement in the horizontal direction tended to increase as the curve radius increased. The amount of increase in the transition curve extension was lowest when extending the curve radius, and the amount of horizontal movement was the lowest when changing the curve radius to a cosinusoidal curve. As a result of applying the pass rate after improvement to the Kyeongbu line, there was a time-shortening effect of 9.4 to 11.6% and a facial expression speed increasing effect when the curve radius was fixed and the transition curve was changed to a sinusoidal curve. In conclusion, the most effective way to improve the running speed on an existing train route is to change the image to concrete and to change the relaxation curve to a cosinusoidal curve. The amount of horizontal movement of the track is small, and the speed improvement effect is excellent.

• Journal of Korean Tunnelling and Underground Space Association
• /
• v.24 no.6
• /
• pp.483-494
• /
• 2022

Owing to the saturation of ground spaces in downtown areas, underground spaces are being developed increasingly. Underground spaces are utilized for transportation, water supply and sewerage, communication zones, electric power zones, and various cultural complexes. In Korea, for excavating underground spaces, blasting methods using gunpowder such as the New Austrian Tunneling Method (NATM) are mainly used. However, the blasting method causes vibration and noise during tunnel excavation, generating many complaints from residents in the vicinity of the excavation site. To address this problem, various methods have been developed, and recently, vibration and noise have been reduced using deep excavation. This study predicts blast vibration changes according to the depth, under the same blasting and tunnel conditions, using numerical analysis based on the blast vibration measurement data of the GTX-A route, the tunnel cross-section drawings, and ground investigation reports. Furthermore, the necessary separation distance from densely populated areas such as residential areas is suggested by analyzing the trend of decreasing blast vibration according to the distance from ground surface directly above the blasting location.