Kim, Sook Young. 1996. Interface between root compounds and synthetic compounds. Studies in Modern Grammatical Theories 9: 205-228. The aim of this study is to reach the interface between root compounds and synthetic compounds using the theories of Roeper/Siegel(1978),Selkirk(1982) and Fabb(1984). A compound is a lexical unit consisting of more than one base word and functioning both grammatically and semantically as a single word. It can be divided into two classes: root compounds(or primary compounds)and synthetic compounds(or verbal compounds). Root compounds are those compounds whose second elements are not derivatives from verbs. On the other hand, synthetic compounds refer to those words which contain deverbal second constituents. Roeper/Siegel generally assume that both sentences and synthetic compounds are formed from subcategorization frames associated with verbs. They propose the First Sister Principle, which applies to the formation of synthetic compounds. Selkirk`s theory consists of two claims: (i) synthetic compoundings and root compoundings are generated by the same rewriting roles, (ii) the interpretation of a synthetic compounds is due to the optional rule for assigning grammatical functions to the nonhead element. Fabb regards -ing and -er case-markers, and specifies that they may be attached in syntax. The differences of the theories were found in the different explanations of phrases and non-heads with complements, etc. They show the interface between root compounds and synthetic compounds. In conclusion a distinctive syntactic explanation on the deverbal words, the second constituents of the compounds, may thus be the key to the understanding of the interface between root compounds and synthetic compounds.

In genneral, Businger expression is used for determining a turbulance diffusion coefficient. In this study, it is applied to the surface elements of cities such as Asphalt, Ground, Grass, Pond. We set up 5 m-height bar and measured the dry temperature and wet temperature at the height of 0.13, 0.27, 0.5, 1.0, 3.0, 5.0 m. In addition we measured the wind gradient and wind velocity at the height 3 m, solar radiation continuously for 48 hours on the surface. Compared the measured data to Businger expression, the result showed that Businger expression can be well applied to the complex surface of the city.

Transport rate of windblown dusts such as soil, sand, snow is proportionate to U_*^3 and U_*, friction velocity, approximately to flow velocity of wind. Therefore, through measurement and the flow velocity of wind, it turned out that,considering different velocity distributions caused by downstream distance and porosity percent,windbreaks with appropriate porosity rate to the protection area should be chosen for the optimal fence effect. In the economic respect, better are fences with gap of 20%∼30%. Among the windbreaks to have the optimal fence effect.

For traffic proceeding in random directions on a plane surface the frequency of collision, if no avoiding action in taken ,is approximately proportional to the square of the traffic density and directly proportional to the size and speed of the ship, Avoiding is normally taken and the rte of collisions is therefore also governed by additional factors such as the visibility, the effectiveness of the collisionavoidance rules, the competence of personnel or watchkeeping attitude, the maneuverability of the ship and the efficiency of radar and other equipments. From the viewpoint of watchkeeper who is responsible for maneuvering, watchkeeping attitude such as lookout and action to avoid collision is the most controllable factor among those mentioned above. In practice, according to the investigation of the institution of marine courts, about 50% co collisions occurred is caused by disorbedience to steering and sailing rules of international regulations for preventing collision at sea including lookout. So we classify the process of collisions with first sight of another ship , assessment of risk of collisions and action to avoid collisions and make a factural survey about lookout and action to avoid collisions from the point on "time" and " distance", namely relationship among ship's size, speed, first sight time of another ship, action to avoid collisions ,and distance from sight of another ship to collision occurred. According to the results of the actual survey , we come to conclude that most of collisions occurred are due to improper lookout and ineffective action to avoid collision which means time lag from first sight of another ship to time of action taken to avoid collision is relatively long. is relatively long.