• Korean Security Journal
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• no.14
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• pp.485-516
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• 2007

Jeju Special Self-Government Province adopted an autonomous police system for the first time since 60 years in Korean police. The purpose of autonomous police system is to offer a police service to be suitable in regional conditions. But Jeju autonomous police system for nearly one year after adoption is criticized to be established on the ground of political reason but not local decentralization. Actually Jeju autonomous police has not a clear cut jurisdiction and operation scope because of the jurisdiction duplication between national and autonomous police. The original task is confined on environment and sightseeing so on given to administration police for local self-government. So criminal investigation authority on general crimes is not to Jeuju autonomous police on account of special judicial police. First, it is the structural rationalization of Jeju autonomous police system. It speaks that Jeju provincial police bureau and police station have to be as national police institution, on the other hand, patrol district station and police box have to be as autonomous police institution. Of course, functional division has to be followed. National police performs managing all the assembly and demonstration by the management law on assembly and demonstration including the suppression against any large scale demonstration and disturbance, also the investigation on serious crimes just as international crimes and broaden area crimes including all the felony. Together national police performs the duty concerned to all the foreign affairs and national securities in along with the investigation on traffic accidents. On the other hand, autonomous police performs the function for citizen's life safety as crime prevention and the enforcement on the violation against police operation law, together the traffic management and the regulation on traffic violations. and the investigation on minor crime as simple violence or petty larceny including the management on local big events. Second, the budgetary of autonomous police is rationalized by the share of budgeting between Korean government and Jeju special self-government province. Third, urgent arrest authority on general crime and the rights of claims for the summary trial on minor crimes are given to autonomous police. Of course, this problem is resolved naturally in case of giving the investigation rights to autonomous police on minor crimes.

• International Journal of Highway Engineering
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• v.20 no.1
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• pp.107-115
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• 2018

PURPOSES : As the population of the mobility handicapped, who are classified as the disabled, the elderly, pregnant women, children, etc., has increased, the voices for guaranteeing their rights have been increasing as well. Thus, the design manuals for roads and sidewalks for the mobility handicapped were developed by the local government, such as the Ministry of Land, Transport, and Tourism, in Seoul City. However, according to the 2013 survey results of the Seoul Metropolitan City, the mobility handicapped still feel uncomfortable with the sidewalks, and particularly request for the improvement of the step and slope of the sidewalk curb. Therefore, in this study, we conducted an empirical experimental study to determine the slope of the sidewalk curb and height of the steps considering the mobility handicapped and analyzed whether there is a statistically significant difference. METHODS : The methodology of this study is an empirical experimental one. In the study, five non-disabled people, 10 wheelchair users, and 10 eye patch and stick users walked about 2-3 min on the sidewalk plates of the sloped type (0%, 5%, 6.3%, 8.3%) and stepped type (0 cm, 1 cm, 3 cm, 6 cm), and their human physiological responses, such as the skin temperature, volume of perspiration on forehead and chest, and heart rate, were measured and recorded. After combining the data, we conducted a nonparametric test, ANOVA, or t-test to determine whether there was a statistically significant difference according to each slope and step type. RESULTS : It was found that for the non-disabled, there was no significant difference in human physiological responses according to the slope and steps of the sidewalk. It can be said that the non-disabled do not feel much physiological discomfort while walking. In the case of the sloped sidewalk plate, the heart rate of the wheel chair users increased when the slope was 6.3%. In the case of the eye patch and stick users, the volume of perspiration on the chest increased at a slope of 5.0%. In general, it is judged that a sidewalk with a slope that is less than 5% does not cause a change in the physiological response. In the case of a stepped sidewalk plate, when 0 cm, 1 cm, and 3 cm were compared for wheelchair users, the amount of forehead perspiration increased from 1 cm. Meanwhile, in the case of the eye patch and stick users, when 0 cm and 6 cm were compared, the amount of perspiration on the forehead and chest as well as the heart rate all increased at 6 cm. Taken together, in the case of wheelchair users, a difference was shown when the height of the step of the sidewalk plate was 1 cm, suggesting that installing it at 0 cm does not cause any physiological discomfort. Moreover, in the case of the eye patch and stick users, when comparing only 0 cm and 6 cm, 0 cm was considered to be suitable, as there was a difference in physiological response at 6 cm. CONCLUSIONS : In this study, we set the human physiological responses such as chest skin temperature, amount of perspiration, and heart rate as evaluation items, and our study was considered to be a meaningful experiment that targeted wheelchair users as well as eye patch and stick users. The validity of the evaluation items was confirmed, as the results of human physiological responses were significant. As for the sidewalk design, according to the experiment result, it is considered that differential application should be implemented according to the type of mobility handicap, rather than uniformly applying a sidewalk step of 2 cm and sidewalk slope of 1/25, which are the current legal standards.

• Journal of Preventive Medicine and Public Health
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• v.27 no.1 s.45
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• pp.25-43
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• 1994

To estimate the factors to the inclination of the criminal violence, the content of trace minerals and toxic metals in the scalp hair were measured during the period from May 1992 to October 1992. One hundred eleven violent and 89 nonviolent criminal inmates of Taegu Correctional Institute were selected. The inmates of violent criminals were imprisoned by murder, robber, rape, injury and violent acts. Those of nonviolent criminals were swindle, larceny, and adultery and had no history of institutional violence. The contents of two toxic metals (cadmium, lead) and five trace minerals (Cu, Fe, Zn, Mg, Na) were determined by an atomic absorption spectrophotometer (IL. 551). The contents of cadmium and lead in hair of violent criminals were significantly higher as $0.56{\pm}0.14ppm,\;11.53{\pm}3.32ppm$, respectively, than $0.42{\pm}0.20ppm,\;9.63{\pm}4.31ppm$ of nonviolent group (p<0.01). But the level of copper was significantly lower than nonviolent group (p<0.05). The factors that had a significant correlation with the inclination of violence in multiple logistic regression analysis were cadmium (odds ratio=98.09), unmarried (odds ratio=0.39), many times of criminal history(odds ratio=1.57) and residence of rural area (odds ratio=0.44). The results suggest that the sub-toxic contents of cadmium and lead in the hair may be of potential effect on behavior, and the mineral analysis may be an important adjunctive diagnostic procedure. Further studies into this problem are necessary.

• Journal of Korean Tunnelling and Underground Space Association
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• v.23 no.3
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• pp.133-149
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• 2021

This study aims to report the behavioral mechanism of steel pipe reinforcement grouting, which is being actively used to ensure the stability of the excavation surface during tunnel excavation, based on measurements taken at the actual site. After using a 12 m steel pipe attached with a shape displacement meter and a strain gauge to reinforce the actual tunnel surface, behavioral characteristics were identified by analyzing the measured deformation and stress of the steel pipe. Taking into account that the steel pipes were overlapped every 6 m, the measured data up to 7 m of excavation were used. In addition, the behavioral characteristics of the steel pipe reinforcement according to the difference in strength were also examined by applying steel pipes with different allowable stresses (SGT275 and SGT550). As a result of analyzing the behavior of steel pipes for 7 hours after the first excavation for 1 m and before proceeding with the next excavation, the stress redistribution due to the arching effect caused by the excavation relaxation load was observed. As excavation proceeded by 1 m, the excavated section exhibited the greatest deformation during excavation of 4 to 6 m due to the stress distribution of the three-dimensional relaxation load, and deformation and stress were generated in the steel pipe installed in the ground ahead of the tunnel face. As a result of comparing the behavior of SGT275 steel pipe (yield strength 275 MPa) and SGT550 steel pipe (yield strength 550 MPa), the difference in the amount of deformation was up to 18 times and the stress was up to 12 times; the stronger the steel pipe, the better it was at responding to the relaxation load. In this study, the behavior mechanism of steel pipe reinforcement grouting in response to the arching effect due to the relaxation load was identified based on the measured data during the actual tunnel excavation, and the results were reported.

• Journal of the Korean Institute of Traditional Landscape Architecture
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• v.28 no.4
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• pp.120-126
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• 2010

As the importance of an historical area is getting increased in these days, the reconstruction of an bell chamber in Namhansansung has significant historial, educational and cultural meaning. The purpose of this study, as a study on an bell chamber in Namhansansung, is to assume an original location of the bell chamber and identify the size and shape of the original bell chamber through literature study, site inspection, and analysis on old maps. In addition, this study could provide useful information when new bell chamber is constructed. According to the literature study, site inspections(5 times) and analysis on old maps, the original bell chamber is assumed to locate near current Oroji tea house at the rotary, where was in the area of Hanggung. With regard to the traffic system, it is assume that there was an old road along with the current local road No.342 connecting the South Gate with North Gate and a Y or T shape intersection connecting the site of old bell chamber with the north. In addition, there was a government office street from the old bell chamber to Hanggung. The shape of old bell chamber is assumed to have Paljak or Woojingak roof. Samo roof was not found in all the five maps. Regarding the direction of bell chamber, three maps indicate that it faces the East and two maps show that it faces the South. Therefore, it is assumed that the length and width of the roof have similar size. However, a new bell chamber should face the East, which is the same direction with Hanggung. As there is a record which states that a bell in the Cheonheoungsa, Seonggeosan, Cheonan was used as a Namhansansung's bell when the Cheonheoungsa was closed, this study suggests that new Namansansung's bell should be built, considering histroical value and artistry of Cheonheoungsa's bell. This study is a basic research for the reconstruction of Namhansansung in 2009. However, as reconstruction of historical assets should be based on thorough historical evidences. Therefore, more detail researches by a indicator analysis are left for the topic of future studies.

• Journal of Legislation Research
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• no.53
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• pp.593-631
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• 2017

Like the technological competition of each country around commercialization of Autonomous Vehicles(the rest is 'AV'), legalizations are also in a competition. However, in the midst of this competition, the Ethik-Kommission Automatisiertes und vernetztes Fahren of Germany has recently introduced 20 guidelines. This guideline is expected to serve as a milestone for future AV legislations. In this paper, I have formulated a new legislative proposal that will incorporate the main content presented by the Ethik-Kommission. The structure is largely divided into general rules of purpose and definition, chapter on types of AV and safety standards, registration and inspection, maintenance, licenses for AV, driver's obligations, insurance and accident responsibilities, roads and facilities, traffic system, and chapter on penalties. The commercialization of AV in Korea seems to be in a distant future, and it is possible to pretend that it is not necessary to prepare legal systems. But considering our reality, leading legislation may be necessary. In this paper, I have prepared individual legislative proposals based on the essential matters based on the criminal responsibility in case of AV car accidents. To assure the safety of AV, AV and mode of operation were defined for more clear interpretation and application of law, and basic safety standards for AV were presented. In addition, the obligation of insurance and the liability for damages were defined, and the possibility of immunity from the criminal responsibility was examined. Furthermore, I have examined the penalties for penalties such as hacking in order to secure the effectiveness of the Act. Based on these discussions, I have attempted the 'Autonomous Vehicles Act', which aims to provide a basis for new discussions to be held on the basis of various academic fields related to the operation of AV and related industries in the future. Although there may be a sense of unurgency in time, the automobile industry needs time to prepare for the regulation of the AV ahead of time. And a process of public debate is also needed for the ecosystem of healthy AV industry.

• Journal of Korean Society of Forest Science
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• v.110 no.3
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• pp.393-405
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• 2021

With increasing anthropogenic emission sources, air pollutants are emerging as a severe environmental problem worldwide. Accordingly, the importance of landscape trees is emerging as a potential solution to reduce air pollutants, especially in urban areas. This study quantified and compared NO₂ and SO₂ reduction abilities of ten major landscape tree species and analyzed the relationship between reduction ability and physiological and morphological characteristics. The results showed NO₂ reduction per leaf area was greatest in Cornus officinalis (19.81 ± 3.84 ng cm^-2 hr^-1) and lowest in Pinus strobus (1.51 ± 0.81 ng cm^-2 hr^-1). In addition, NO₂ reduction by broadleaf species (14.72 ± 1.32 ng cm^-2 hr^-1) was 3.1-times greater than needleleaf species (4.68 ± 1.26 ng cm^-2hr^-1; P < 0.001). Further, SO₂ reduction per leaf area was greatest in Zelkova serrata (70.04 ± 7.74 ng cm^-2 hr^-1) and lowest in Pinus strobus (4.79 ± 1.02 ng cm^-2 hr^-1). Similarly, SO₂ reduction by broadleaf species (44.21 ± 5.01 ng cm^-2 hr^-1) was 3.9-times greater than needleleaf species (11.47 ± 3.03 ng cm^-2 hr^-1; P < 0.001). Correlation analysis revealed differences in NO₂ reduction was best explained by chlorophyll b content (R² = 0.671, P = 0.003) and SO₂ reduction was best described by SLA and length of margin per leaf area (R² = 0.456, P = 0.032 and R² = 0.437, P = 0.001, R² = 0.872, P < 0.001, respectively). In summary, the ability of trees to reduce air pollutants was related to photosynthesis, evapotranspiration, stomatal conductance, and leaf thickness. These findings highlight effective reduction of air pollutants by landscaping trees requires comprehensively analyzing physiological and morphological species characteristics.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.6D
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• pp.771-778
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• 2011

Preliminary feasibility study on Busan metro line #1 in Yangsan line (Nopo-Bukjeong) depending on active volume of mass transportation between Yangsan city and Busan city was conducted. As the study concluded that it's valid, the necessity to establish the metro railroad network connecting to Busan, Ulsan and Gyeongnam Province is demanded to improve the transportation issues in Ungsang area vulnerable to metro service and to drive the balanced development between metropolitan cities. In addition, the volume of transportation depending on methods in target areas and road traffic assignment are surveyed to put a stress on the necessity to establish the metro railroad network. As the demand of transportation for alternative lines is predicted, the budget and benefits for construction for each alternative line set for the rough economic analysis depending on traffic volume for each method and traffic assignment results. The total project budget necessary for construction of proposal line #1 set as effective one among target three lines in this project is calculated in 794.32 billion won. Construction accounts for the most expensive in expenses for project and contingency allowances, purchases for vehicles and collateral expense are followed in orders. However, compensation for lands is not counted. In particular, according to economic analysis in proposal #1, ratio of benefit/cost (B/C) is 0.584, net present value (NPV) is -217.47 billion won, the internal rate of return (IRR) is analyzed in 0.604 %. At the current stage, it is not economically feasible, but the B/C is 0.737 in long-term upon construction of Yangsan line between Wolpheong and Yongdang which is proposal line #3. Therefore, when Busan metro basic plan is reorganized to aim the benefit of residents in Ungsang area vulnerable to the metro service, we think it must be necessary to establish the metro railroad network connecting to Busan-Yangsan-Ulsan which is proposal line #2 by extending the existing Sinjeong line and including this task line in high-ranked plan related to metro railroad.

• Journal of the Korean Institute of Landscape Architecture
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• v.45 no.4
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• pp.11-22
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• 2017

A plaza represents the identity of a city, and that reveals a plaza's importance. Gwanghwamun Plaza and Seoul Plaza are two representative plazas where the citizens can freely express their opinions. Many major plazas in the center of Seoul were built under the Japanese occupation. Among these, the plaza of Joseon Bank has different characteristics than Gwanghwamun Plaza and Seoul Plaza. Even though this plaza was built in the center of the commercial, administrational, and cultural district during the Japanese colonial period, the research on this plaza has been limited. This study was conducted to verify the features of this plaza by analyzing its construction and transformation during the Japanese colonial period. The study's results outline how the plaza was constructed by the Japanese administration. The intention of the government is shown by the fact that it purchased land parcels and held a design competition. In the 1910s, the government purchased seven parcels of land during the expansion of roads as the place for the plaza. During the late 1930s, the government accepted a traffic circle to regulate the traffic and eliminate the conflict between crossing movements. In 1939, a fountain was built in the plaza's center, and its design was selected through a design competition. It was planned as a square, but gradually turned into a rotary. Furthermore, the plaza was a landmark and symbol of the power and modernity of Japan. As the main modal point of public transportation, the plaza became surrounded with largescale Western-style buildings, commercial advertising, and neon signs. The plaza became a place where people could experience the modern city. These spectacular displays showed that Japanese imperialism was perceived as a strange and peculiar landscape to the majority of Korean citizens. This study investigates the history and characteristics of the plaza, focusing on its beginning as well as the transformation of its form. As to the limitations of the study, it does not consider political and economic contexts within the transformation of Seoul and in relation to this plaza. Instead, that research remains for a future study.

• The Korean Journal of Air & Space Law and Policy
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• v.35 no.3
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• pp.127-150
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• 2020

A Basic Plan for the Promotion of Space Development (hereinafter referred to as "basic plan"), which prescribes mid- and long-term policy objectives and basic direction-setting on space development every five years, is one of the matters to be deliberated by the National Space Committee. Confirmed February 2018 by the Committee, the 3rd Basic Plan has a unique matter, compared to the 2nd Basic Plan. It is to construct "Korean Positioning System(KPS)". Almost every country in the world including Korea has been relying on GPS. On the occasion of the shooting down of a Korean Air flight 007 by Soviet Russia, GPS Standard Positioning Service has been open to the world. Due to technical errors of GPS or conflict of interests between countries in international relations, however, the above Service can be interrupted at any time. Such cessation might bring extensive damage to the social, economic and security domains of every country. This is why some countries has been constructing an independent global or regional satellite navigation system: EU(Galileo), Russia(Glonass), India(NaVic), Japan(QZSS), and China(Beidou). So does South Korea. Once KPS is built, it is expected to make use of the system in various areas such as transportation, aviation, disaster, construction, defense, ocean, distribution, telecommunication, etc. For this, a pan-governmental governance is needed to be established. And this governance must be based on the law. Korea is richly experienced in developing and operating individually satellite itself, but it has little experience in the simultaneous development and operation of the satellites, ground, and users systems, such as KPS. Therefore we need to review overseas cases, in order to minimize trial and error. U.S. GPS is a classic example.