• Cement
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• s.33
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• pp.47-49
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• 1969

• The tire
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• s.53
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• pp.33-35
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• 1974

• NEWSLETTER 전기공업
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• no.96-9 s.154
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• pp.6-7
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• 1996

• Economic and Environmental Geology
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• v.13 no.1
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• pp.1-19
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• 1980

The local earthquake data, observed by Wiechert seismograph in Korea during Feb. 1926-May 1943, was provided and investigated. Using S-P monogram of JMA, mainly Tsuboi's formula and additional intensity data, the earthquake parameters are obtained as much as possible within a reasonable discrepancy. The seismic characteristics as to the epicenter distribution was discussed under the viewpoint of its relation to the adjacent geologic structure. Some statistical results are analyzed comparing with Kyushu region which provide a reasonable interpretation on the seismicity of Korea. By superposing the available information of the individual events, the general trend of stress field was found to be east-west compression, which mostly agree with that of the southwestern Japan.

• Proceedings of the Korean Society of Fisheries Technology Conference
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• 2000.10a
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• pp.283-284
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• 2000

개조개(Saxidomus purpuratus)는 백합목 백합과에 속하는 종으로 우리 나라와 일본 북해도 남부부터 구주까지 넓게 분포하고, 서식대는 조간대부터 수심 40 m의 모래나 자갈이 섞인 진흙에 분포하며, 우리 나라에서는 식용 패류로서 고가이지만, 일본의 경우 대부분의 지역에서는 식용으로 이용하지 않는 것으로 알려지고 있다. (중략)

• 한국HCI학회:학술대회논문집
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• 2007.02b
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• pp.361-366
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• 2007

InterfaceDesign 에 있어 Layout, Icon 및 배색 등의 대한 지침은 충분하게 연구되어왔지만, Design 시 고려 해야하는 색의 근본적인 문제에 대한 연구가 미비하다. 이러한 인식에 대한 부족은 Design 이 최종 Output Device 환경에서 원하지 않는 색으로 변질되어 display 되거나, 디자이너가 여러 지역 환경에서 적합하지 않는 색을 사용하는 결과 들를 초래하게 된다. 본 논문에서는 디자이너가 색을 선택할 시의 고려사항들을 지역적, device 별로 나누어 제안하고 분석한다. 그 외에도 인간의 시각구조를 관찰하여 피해야 하는 색의 선택과 지향하는 색들을 제시한다. 지역별로는 크게 구주, 미주, 아주(중국, 일본) 지역으로 나누어 분석한다. 각 지역 TV 환경의 Color Temperature 을 통해 display 색의 특성들을 분석하였고, Screen Palette 를 통해 색의 인지도 등을 파악하여 지역별로 특성화된 Color range 를 제안한다. Device 별로는 display 기기와 set 기기의 색에 대한 특성들을 분석하여 각 환경에 최적의 색을 선택할 수 있는 지표를 제시한다. 그리고 인간 시각 시스템을 통해 각 색에 대한 눈의 민감도, Design 하려는 Contents 에 색의 특성 그리고 마지막으로 색맹들을 고려한 색의 특성들을 살펴보면서 전체적으로 고려해야 할 사항들을 제시한다. 위의 고려사항들은 디자이너가 좀더 객관적으로 환경에 최적화된 색을 선택하게 해주며 최종 Output 기기의 색의 특성을 알게 함으로써 최종 이미지에 대해 예상을 하고 문제점을 파악할 수 있는 계기를 제공한다. 이는 디자이너에게 최종 결과물이 만족스러운 결과가 나올 수 있게 도와주게 되며 더불어 사용자에게 감성적인 부분을 호소할 수 있는 효과적인 Design을 가능케 한다.

• The Korean Journal of Air & Space Law and Policy
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• v.25 no.1
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• pp.3-26
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• 2010

The European Union(EU) has recently introduced its Directive 2008/101/EC to include aviation in the EU ETS(emissions trading system). As an amendment to Directive 2003/87/EC that regulates reduction of the green house gas(GHG) emissions in Europe in preparation for the Kyoto Protocol, 1997, it obliges both EU and non-EU airline operators to reduce the emission of the carbon dioxide(CO2) significantly in the year 2012 and thereafter from the level they made in 2004 to 2006. Emission allowances allowed free of charge for each airline operator is 97% in the first year 2012 and 95% from 2013 and thereafter from the average annual emissions during historical years 2004 to 2006. Taking into account the rapid growth of air traffic, i.e. 5% in recent years, airlines operating to EU have to reduce their emissions by about 30% in order to meet the requirements of the EU Directive, if not buy the emissions right in the emissions trading market. However, buying quantity is limited to 15% in the year 2012 subject to possible increase from the year 2013. Apart from the hard burden of the airline operators, in particular of those from non-European countries, which is not concern of this paper, the EU Directive has certain legal problems. First, while the Kyoto Protocol of universal application is binding on the Annex I countries of the Climate Change Convention, i.e. developed countries including all Member States of the European Union to reduce GHG at least by 5% in the implementation period from 2008 to 2012 over the 1990 level, non-Annex I countries which are not bound by the Kyoto Protocol see their airlines subjected to aircraft emissions reductions scheme of EU when operating to EU. This is against the provisions of the Kyoto Protocol dealing with the emissions of GHG including CO2, target of the EU Directive. While the Kyoto Protocol mandates ICAO to set up a worldwide scheme for aircraft emissions to contribute to stabilizing GHG concentrations in the atmosphere at a level that would prevent dangerous anthropogenic interference with the climate system, the EU ETS was drawn up outside the framework of the international Civil Aviation Organization(ICAO). Second, EU Directive 2008/101 defines 'aviation activities' as covering 'flights which depart from or arrive in the territory of a Member State to which the [EU] Treaty applies'. While the EU airlines are certainly subject to the EU regulations, obliging non-EU airlines to reduce their emissions even if the emissions are produced during the flight over the high seas and the airspace of the third countries is problematic. The point is whether the EU Directive can be legally applied to extra-territorial behavior of non-EU entities. Third, the EU Directive prescribes 2012 as the first year for implementation. However, the year 2012 is the last year of implementation of the Kyoto Protocol for Annex I countries including members of EU to reduce GHG including the emissions of CO2 coming out from domestic airlines operation. Consequently, EU airlines were already on the reduction scheme of CO2 emissions as long as their domestic operations are concerned from 2008 until the year 2012. But with the implementation of Directive 2008/101 from 2012 for all the airlines, regardless of the status of the country Annex I or not where they are registered, the EU airlines are no longer at the disadvantage compared with the airlines of non-Annex I countries. This unexpected premium for the EU airlines may result in a derogation of the Kyoto Protocol at least for the year 2012. Lastly, as a conclusion, the author shed light briefly on how the Korean aviation authorities are dealing with the EU restrictive measures.

• The Korean Journal of Air & Space Law and Policy
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• v.17
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• pp.55-89
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• 2003

What are the international aviation regimes? It is said that they are sets of principles, norms, rules, and decision-making procedures of international aviation around which aviation actors' (states-actors, intergovernmental aviation organization, international aviation conventions, airlines and their organizations etc.) expectations converge in a given aviation issue-area for the purposes of the human welfare and the operations of the stable civil aviation. In this regards, the purposes of this study are focused on the aviation actors' shifts. Chronologically, international aviation regimes have been developed by some stages as followings; The 1st stage is the period from 1944 Chicago Convention to 1978 US Deregulation Act, when the aviation regulations and rules within the international aviation relations were implemented by Chicago-Bermuda regimes as Christer Jonsson pointed out. In this first stage, the sovereignty for the airspace over their countries is absolute. The second stage is the period from 1978 to '1992 Open Skies Agreement' between US and Netherlands. In this regime, airlines' activities as well as state-actors' have been actuated. The third stage is the period from 1992 to the contemporary. In this stage, airlines' activities for the consumers such as 'Open Skies Agreements', 'e-commerce business', 'airspace open policy within EU area', 'service open policy of WTO', and 'airlines' strategic alliance' are the central focal points in the world aviation relationship. In the conclusion, this phenomenon of the core actors in the international aviation rules has been shifted from the states-actors to the non-states actors especially, operating airlines, or consuming customers. Finally, I' d like to suggest that international aviation regimes should be developed to promote and facilitate the globalized level for the people's movements among the global aviation society. That is the way to proceed to the welfare and peace for all human beings of the World.

• The Proceeding of the Korean Institute of Electromagnetic Engineering and Science
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• v.7 no.1
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• pp.22-31
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• 1996

1989년 5월 3일 발표된 EC(현 EU) Directive 89 / 336 / EEC(전자파 양립성 지령)에 의해, 1996년 1월 1일부터 EU 지역에서 생산 또는 EU 역내에 수입되는 모든 전기전자제품에 대해 CE Mark 가없이는 유통, 판매, 사용이 금지되기 시작했다. 이 지령은 EMC에 관한 각종 제품의 보호요건을 정의하고 있으며, 타제품 및 부문에 대해서도 EU 위 원회에서 제정한 각종 안전규정(Directives; 지령)에 적합할 경우, CE Mark를 부착하고, 이는 구주 역 내 국가간에 규제를 통일하고 안전성이 확보된 제품의 자유로운 유통(Free Movement of Goods)과 판매를 목적으로 한다. 이에 따라, EU위원회에서는 EMC를 비롯한 안전, 기계, 완구 등 여러 분야에 대해 각국의 규제를 조 정하고 일체화하여 현재까지 약 20종류의 EC지령을 발표하였다.

• Proceedings of the KIEE Conference
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• 2009.07a
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• pp.387_388
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• 2009

대부분의 기상관련 자료가 기상청에 의존할 수밖에 없었던 과거와 달리 한국전력에서 자체적으로 구축한 가공송전선로 풍속시스템은 전국의 송전철탑 정부에 풍속계를 설치하여 철탑에 가해지는 풍압을 산출 할 수 있게 되었다. 2003년 많은 설비피해를 입혔던 태풍매미의 래습을 계기로 기상청에서 제공하는 풍속과 해발고도가 높은 산야를 경유하는 철탑 풍속의 비교를 통해 국지적으로 발생하는 돌풍에 관해서도 충분한 검토가 되어야 한다. 태풍이 많은 일본의 구주전력에서도 자체적으로 풍관측 시스템을 구축하여 운영하고 있으며, 연간,월간 지역별 최대풍속과 순간최대풍속을 측정, 분석 활용할 수 있다.