• Journal of Korean Society of Forest Science
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• v.94 no.6
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• pp.441-445
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• 2005

Researches on estimating national-scaled forest biomass are being carried out to quantify the carbon stock of forests with the Kyoto Protocol. In general, estimates of national-scaled forest biomass are based on forest inventory data which provides estimates of forest area, stem volume, and growth of stem by age classes. Estimates of forest biomass are, however, obtained by converting stem volumes to dry weight with stem density and thereafter to whole tree biomass with biomass expansion factors (ratios of whole tree dry weight to stem dry weight). Pinus densiflora is widely distributed and one of the most economically important timber species in Korea. The species are largely grouped into two ecotypes of Geumgang and Jungbu. Stems of Geumgang type trees are straight and high compared to those of Jungbu type trees. The objective of this study was to determine and compare stem density and biomass expansion factors fore two ecotypes of Pinus densiflora according to stand age. Stem density of both ecotypes of Pinus densora increased and biomass expansion factors of them decreased with increasing tree age. In he same age class, stem density and biomass expansion factor of Geungang type Pinus densiflora were lower than those of Jungbu type Pinus densiflora. There were statistically significant differences in stem density and biomass expansion factors between Geumgang type and Jungbu type Pinus densiflora in 0-20-year-old stands and 40-60-year-old stands. Our results suggested that the reliability of the national forest biomass inventory could be improved by applying the ecotype- and age-dependent stem density and biomass expansion factors.

• Korean Journal of Environment and Ecology
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• v.26 no.4
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• pp.512-527
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• 2012

Jangdo Island (area $1.54km^2$) located in the western end of Dadohae Haesang National Park has been recognized as an prominent ecoregion possessing high moor and national biodiversity hotspot. In terms of the Z$\ddot{u}$rich-Montpellier School's phytosociology, we investigate the diversity of plant communities on the island and reevaluate the Jangdo wetland designated as Ramsar site. Ten physiognomic types of the Jangdo's vegetation were classified into 22 syntaxa (3 associations, 15 communities and 4 subcommunities). Jangdo wetland was actually denominated as 'eutrophic wetland' by Pharagmitetea and Orizetea rather than 'high moor'. Nevertheless, existence value of the Jangdo wetland is evaluated very high as a stepping stone for migratory birds and even plant dispersions. A new site of the northernmost distribution of Arachniodo-Castanopsietum sieboldii, which is a kind of cold-resistant phytocoenosis among the Camellietea japonicae of the warm-temperate broad-leaved forests, was described. Hosta yingeri-Carpinus turczaninovii var. coreana community and Carex wahuensis var. robusta-Juniperus chinensis var. procumbens community were described specifically as an endemic and an edaphic vegetation type, respectively. The unique Jangdo's vegetation reflects regional environmental conditions such as much higher frequency of frost-free days and the highest number of annual average foggy days in Korea and a well-developed aquifer in the depressed basin formed by differential erosion. We identified that human interventions (pasture, logging, forest fire, cultivation, etc.) has been involved intensively on every vegetation types, even though a rugged and inaccessible topography of the island. Particularly the Jangdo wetland has been recently threatened by fundamental distortion on hydrological system. We request an immediate establishment of the conservation prescription manual.

• The Korean Journal of Air & Space Law and Policy
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• v.32 no.2
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• pp.3-31
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• 2017

On 12 October 2017, the English Royal Courts of Justice delivered its decision about air carrier's compensation liability for the flight delay. In the cases the passengers suffered delays at a connecting point and, consequently, on arrival at their final destination. They claimed compensation under Regulation 261/2004 (the "Regulation"), as applied by the Court of Justice of the European Union (the "CJEU") in Sturgeon v. Condor [2009]. The principal issues were whether delays suffered by the passengers during the second leg of their respective journeys were compensable under the Regulation, whether there was jurisdiction under the Regulation and whether the right to compensation under the Regulation is, insofar as non-Community air carriers are concerned, excluded by virtue of the exclusive liability regime established under the Montreal Convention 1999. The passengers, the plaintiff, argued that the relevant delay was not that on flight 1 but that suffered at the "final destination". They maintained that there was no exercise by the EU of extraterritorial jurisdiction as the delay on flight 2 was merely relevant to the calculation of the amount of compensation due under the Regulation. The air carrier, the defendant, however argued that the only relevant flights for the purpose of calculating any delay were the first flights (flights 1) out of EU airspace, as only these flights fell within the scope of the Regulation; the connecting flights (flights 2) were not relevant since they were performed entirely outside of the EU by a non-Community carrier. Regarding the issue of what counts as a delay under the Regulation, the CJEU held previously on another precedents that the operating carrier's liability to pay compensation depends on the passenger's delay in arriving at the "final destination". It held that where the air carrier provides a passenger with more than one directly connecting flight to enable him to arrive at their destination, the flights should be taken together for the purpose of assessing whether there has been three hours' or more delay on arrival; and that in case of directly connecting flights, the final destination is the place at which the passenger is scheduled to arrive at the end of the last component flight. In addition, the Court confirmed that the Regulation applied to flights operated by non-Community carriers out of EU airspace even if flight 1 or flight 2 lands outside the EU, since the Regulation does not require that a flight must land in the EU. Accordingly, the passengers' appeal from the lower Court was allowed, while that of air carrier was dismissed. The Court has come down firmly on the side of the passengers in this legal debate. However, this result is not a great surprise considering the recent trends of EU member states' court decisions in the fields of air transport and consumer protection. The main goal of this article is to review the Court's decision and to search historical trend of air consumer protection especially in EU area.

• Journal of the Korean Society of Marine Environment & Safety
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• v.16 no.1
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• pp.81-91
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• 2010

IMO(International Maritime Organization) and the Shipping World rave complied with various kinds of international regulations for maritime safety and marine environmental protection, but the main reason of maritime accidents is that developing countries cannot implement maritime safety related regulations. Although Korea has been a member of the "A group" council of IMO, maritime technology transfer records of Korea are not good. To promote the project of official development assistance in Korea, it is required to select the technology which has a high degree of importance in the fields of maritime safety and has a high degree of demand on the transfer to developing countries, and to concentrate on the selected technology. So, it is necessary to draw valuation factors for maritime safety technology and to decide the priority in order among maritime safety technologies on the basis of valuation factors. Because the weights which show the degree of importance among valuation factors are different from factor to factor, interdependent relationship between factors should be considered on evaluation. In this study, the valuation factors were divided into three groups as the maturity of maritime safety technology, the promotion probability of projects and the degree of importance of technology, and the detailed factors of each group were drawn. A model which used Fuzzy AHP and limiting probability to consider the weights of importance and correlation among valuation factors was developed. To adopt this model, nine types of maritime safety technology in the field of maritime safety information were selected and points were scored for each technology through evaluation. In conclusion, first, ENC related technology was scored to be the highest as 0.0139. Second, the point of ship monitoring technology was scored as 0.0133. Last, oil spill response technology was scored as 0.0132.

• 선박안전기술공단연구보고서
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• s.4
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• pp.1-108
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• 2007

2007. 7. 23 IMO의 NAV(항해안전전문위원회)53차 회의에서는 e-Navigation을 해상에서의 안전, 보안, 해양환경보호를 목적으로 전자적인 수단에 의해 선박과 육상에서 해양정보를 수집, 교환, 표시함으로써 항구와 항구간의 항해 및 관련된 서비스를 향상시키는 것으로 정의하고 있다.2005년 11월 영국의 교통부 장관 Stephen 박사는 Royal Institute ofNavigation에서의 연설에서 해상안전과 환경보호를 위하여 선박의 항해를 감시하는 관제소 및 항행하는 선박에 유용하고 정확한 정보가 더 많이 필요함을 역설하였다. 그리고 첨단 기술에 의해 자동화된 항공 항법분야를 예로들면서, 선박의 항법 분야도 항해와 관련된 모든 시설 및 작업을 전자적 수단으로 대체하는 개념인 e-Navigation으로 전환되어야 하며 영국은 이에 필요한 작업을 주도하겠다는 의견을 피력하였다. Stephen은 e-Navigation 도입으로 얻을 수 있는 이익으로 첫째, 항해 실수로 인한 사고 확률저감, 둘째,사고 발생 시 인명 구조 및 피해 확산을 위한 효율적 대응, 셋째, 전통적인항해시설 설치 불필요로 인한 비용 저감, 넷째 선박입출항 수속의 간편화 및항로의 효율적 운용으로 인한 상업적 이익 등을 들었다. 반면에e-Navigation 체계로 전환 시 예상되는 장애로는 첫째, 체계 구축을 위한 비용(특히 개발도상국가들의 경우 어려움 예상), 둘째, e-Navigation의 성과 달성을 위하여 세계 전 해역의 모든 선박이 e-Navigation 체계에 동참하도록유도하는 문제, 셋째, 전자해도 표시 및 선교 장비들에 대한 표준화 문제, 넷째, 육상에 설치할 e-Navigation 센터의 설계 및 구축 등을 꼽았다.IMO는 2005년 81차 MSC(해사안전위원회) 회의에서 영국이 일본, 마샬아일랜드, 네덜란드, 노르웨이, 싱가포르, 미국과 공동으로 제안한 ‘e-Navigation전략 개발’ 의제를 2006년 82차 MSC 회의에서 채택하고, NAV(항해 전문위원회)를 통하여 2008년까지 e-Navigation의 구체적 개념을 정립하고 향후 개발하여야 할 전략적 비전과 정책을 수립하기로 하였다. 이어서 영국을 의장으로 e-Navigation 전략개발 통신작업반이 구성되었는데, 지난 년간 19개국, 16개 전문기관이 참여하여 아래의 작업이 수행되었다. ○ e-Navigation 개념의 정의와 목적 ○ e-Navigation에 대한 핵심 이슈 및 우선 순위 식별 ○ e-Navigation 개발에 따른 이점과 단점의 식별 ○ IMO 및 회원국 등의 역할 식별 ○ 이행계획을 포함한 추가 개발을 위한 작업계획의 작성 IMO에서 수행되고 있는 e-Navigation 전략 개발 의제 일정은 2008년까지이다. 이 전략 개발에 있어서 중요한 요소는 e-Navigation이 포함할 서비스범위, 포함하는 서비스 제공에 필요한 인프라 및 장비의 식별, 인프라 구축및 운용비용을 부담할 주체에 대한 논의, e-Navigation으로 인한 이익과 투자비용에 대한 비교 분석 등이다. 이 과정에서 정부, 선주, 항만운영자, 선원등의 입장 차이와 선진국과 개발도상국 간의 경제 수준 차이는 전략 개발에있어 큰 어려움을 줄 것이므로, 이들이 합의된 전략을 만들기 위해서는 예정된 기간보다 다소 늦어질 가능성도 있다.e-Navigation 전략 개발이 완료되면 1단계로는 해상교통 관제시스템, 선박선교 장비, 무선 통신장비 등에 대한 표준화 작업이 이루어질 것이다. 이 과정에서 각국 간에 자국 보유 기술을 표준화시키기 위한 경쟁이 치열할 것으로 예상된다. 2단계에서는 e-Navigation 체계 하에서의 다양하고 풍부한 서비스 제공을 위한 관련 소프트웨어 및 하드웨어의 개발이 이루어질 것으로전망되는데, 이는 지난 10년간 육상에서 인터넷망 설치 후 이루어진 관련 서비스 산업의 발전을 돌아보면 쉽게 짐작할 수 있을 것이다.e-Navigation 체계 하에서 선박의 항해는 현재와는 전혀 다른 패러다임으로 바뀔 것이다. 예를 들어 현재 입출항 시 요구되던 복잡한 절차는one-stop 쇼핑 형태로 단순화되고, 현재 선박 중심의 항해에서 육상e-Navigation 센터가 적극적으로 관여하는 항해 체계로 바뀔 것이며, 해상정보의 공유와 활용이 무선 인터넷을 통해 보다 광범위하게 이루어질 것이 다.e-Navigation의 잠재적 시장 규모는 선박에 새로이 탑재될 지능형 통합 항법시스템 구축과 육상 모니터링 및 지원 시스템 등 직접 시장이 약 50조원,전자해도, 통신장비, 관련 서비스 컨텐츠 등 간접 시장의 규모가 150조원으로 총 200조원으로 대략 추산하고 있다. 향후 이 거대한 시장을 차지하기 위한 전략 수립이 필요한 시점이다. 지금까지 항해 장비 관련 산업은 선진국의일부 업체들에 의해 독점되어 왔다. 우리나라는 조선과 해운에서 모두 선진국임에도 불구하고 이 분야에서는 대부분 수입에 의존해 왔다. e-Navigation체계 하에서는 전체 시장이 커지고 장비의 사양이 표준화됨에 따라 어느 소수 업체가 현재처럼 독점하기는 더 이상 어려울 것으로 예상된다. 따라서e-Navigation은 우리나라도 항해 장비 분야 시장을 차지할 수 있는 좋은 기회라고 할 수 있다. 특히 조선 1위의 장점을 적극 활용한다면 다른 나라보다우위의 경쟁력을 확보할 수도 있다. 또한, 서비스 분야의 시장은 IT 기술과밀접한 관계가 있으므로 IT 강국인 우리나라가 충분한 경쟁력을 갖고 있다고 할 수 있다.그러나, EU를 비롯한 선진국에서는 이미 e-Navigation 에 대비한 연구를10여년 전부터 수행해 왔다. 앞에서 언급한 EU의 MarNIS 사업은 현재 거의마무리 단계로 당장 실용화 할 수 있는 수준에 있는 것으로 보인다. 늦었지만 우리도 이를 따라잡기 위한 연구를 서둘러야 할 것이다. 국내에서도e-Navigation의 중요성을 깊이 인식하고, 2006년에는 관련 산학연 전문가들로 작업반을 구성하여 워크숍 등을 개최한 바 있다. 또한 해양수산부에서도e-Navigation 핵심기술 개발을 위한 연구사업을 기획 추진하고 있다.그러나 현재 항해통신장비들의 기술기준은 ITU의 전파규칙(RR)과 IMO결의 및 SOLAS 협약을 따르고 있는데 이들 규약이나 결의에 대한 국제적인 추이와 비교할 때 국내의 기술은 표준화되지 못한 부분이 많은 실정이다.본 연구에서는 e-Navigation sytem중 표준화가 필요한 요소와 전자해도,AIS 등 e-Navigation(통합전자항법시스템)관련 국내산업현황 실태조사를 통해 국내 e-Navigation기술개발 동향에 대해 조사하고자 한다.

• The Korean Journal of Air & Space Law and Policy
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• v.21 no.1
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• pp.135-167
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• 2006

Air service agreements between EU Member States and third countries concluded by Sweden, Finland, Belgium, Luxembourg, Austria, the Netherlands, Denmark and the United Kingdom after the Second World War infringe EU law. They authorize the third countries to withdraw, suspend or limit the traffic rights of air carriers designated by the signatory States. According to the Court of Justice of the European Communities (CJEC), these agreements infringe EU law in two respects. On the one hand, the presence of nationality clauses infringes the right of European airlines to non-discriminatory market access to routes between all Member States and third countries. On the other hand, only the EU has the authority to sign up to this type of commitment where agreements affect the exercise of EU competence, i.e. involve an area covered by EU legislation. The Court held that since the third countries have the right to refuse a carrier, these agreements therefore constitute an obstacle to the freedom of establishment and freedom to provide services, as the opening of European skies to third countries' companies is not reciprocal for all EU airlines. In the conclusion, in order to reconstruct these public international air law, The new negotiations between EU member states and third countries, especially the US, must be designed to ensure an adequate set of principles, so that Member States, in their bilateral relations with third countries in the area of air service, should consider following three models. The 1st, to develop a new model of public international air law such as a new Bermuda III. The 2nd, to reconstruct new freedoms of the air, for example, the 7th, 8th, and 9th freedoms. The 3rd, to explore new approaching models, such as complex system theory explored in the recent social sciences, to make access world-wide global problems instead of bilateral problems between EU member states and United States. The example will show any lessons to air talks between European Union and ROK.

• The Korean Journal of Air & Space Law and Policy
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• v.29 no.1
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• pp.199-236
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• 2014

This paper analyses from the perspective of distributive justice the legal mechanisms for international allocation of orbital slots, which are of co-owned nature and thereby limited natural resources in outer space. The allocative function is delegated to the International Telecommunication Union. The Radio Regulation, amongst such other legal instruments as the Constitution and Convention, by which the ITU and contracting States thereof abides, dictates how the orbital positions are distributed. Thus, the RR is thoroughly reviewed in the essay. The mechanisms are in a broad sense categorized into two systems: 'a posteriori system' where the 'first come, first served' principle prevails; and 'a priori system' designed to foster the utilisation of the slots by those who lack space resources and are, in especial, likely to be marginalised under the former system. The argument proceeds on the premise that a posteriori system places the under-resourced States in unfavourable positions in the securement of the slots. In contrast with this notion, seven factors were instantiated for an assertion that the degradation of the distributive justice derived from the 'first come, first served' rule, which lays the foundation for the system, could be either mitigated or counterbalanced by the alleged exceptions to the rule. However, the author of this essay argues for counterevidences against the factors and thereby demonstrating that the principle still remains as an overwhelming doctrine, posing a threat to the pursuit of fair allocation. The elements he set forth are as in the following: 1) that the 'first come, first served' principle only applies to assignments capable of causing harmful interferences; 2) the interoperability of the principle with the 'rule of conformity' with the all the ITU instruments; 3) the viability of alternative registrations, as an exception of the application of the principle, on the condition of provisional and informational purposes; 4) another reference that matters in deciding the priority: the types of services in the TFA; 5) the Rule of Procedure H40 proclaiming a ban on taking advantage of coming first to the Register; 6) the technical factors and equity-oriented norms under international and municipal laws along with; 7) the changes of 'basic characteristics' of registered assignments. The second half of this essay illustrates by examining the relevant Annexes to the Regulation that the planned allocation, i.e., a priori system, bear the structured flaws that hinder the fulfillment of the original purpose of the system. The Broadcasting and Fixed Satellite Systems are the reviewed Plans in which the 'first come, first served' principle re-emerges in the end as a determining factor to grant the 'right to international recognition' to administrations including those who has not the allotted portions in the Plan.

• The Korean Journal of Air & Space Law and Policy
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• v.29 no.1
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• pp.33-66
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• 2014

While the numbers of overseas travelers has been increased rapidly each year, the numbers of passengers in the aircraft also has continued to be increased gradually. In the mist of these increasing numbers, such accidents as threatening an aircraft safety like riot, aircraft hijacking and terrorism have happened constantly. In these circumstances, South Korean government has prescribed "Aviation on Security Act" in accordance with the Convention on International Civil Aviation and other international agreements. This act aims to prevent illegal activities and illegal items on the aircraft to ensure the safety and security of civil aviation. However, this act is not sufficiently regulating all the illegal crimes and illegal items on the flight. For the worse, there is a lack of effective supervisory capacity. Likewise, the inherent problems of the current laws relating to the prevention of the illegal items on the aircraft are appearing on the surface continually. Above all, illegal items on the aircraft are directly connected to the issue of aviation safety and security as well as a safe utilization of the flight service. Thus, when there occurs a serious accident on board, it surely would be led to a huge economic loss not mentioning the loss of lives following the accident. Therefore safety of the flight passengers cannot be guaranteed without ensuring the safety of aircraft facilities and good supervisory mechanism of illegal items on the aircraft. Accordingly, establishing a safe operation order tends to influence economy and tourism of a country in no small measure. Therefore, it is an urgent issue to settle down a reasonable and adequate supervisory regulations regarding the prevention of the illegal items on the aircraft. Consequently, in this article, I studied on a reasonal and effective mechanism to control the prevention of the illegal items and illegal acts on the aircraft in order to ensure a safety and security of civil aircraft.

• 대한공업교육학회지
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• v.41 no.1
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• pp.68-87
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• 2016

This research conducted a survey for total 166 teachers of schools so as to analyze validity and satisfaction for performance objectives of SMB administration subsidy the HRDP and the CEP in Specialized High School. The results of research are as follows. First, teachers recognize that purpose of HRDP is to expand employment of specialized high school and provide human resource of SMB. And, they recognize that HRDP is important to improve school outcomes and makes a positive effect on the improvement of school outcomes. Second, teachers recognize that objectives of HRDP are improvement of student's understanding for SMB, improvement of teacher's understanding for SMB, improvement of SMB's understanding of school, cultivation of student's occupational view, systematization of career guiding program based on employment process, strengthening of industry-academia cooperation education, improvement of the level of student's skill, fulfillment of workplace experience and practice focusing workplace learning, training of customized human resource for SMB, improvement of student's adaptation to the workplace, improvement of employment rate for SMB, expansion of job opportunities for students with SMB, preparation of the base of connection between school and SMB, publicity of school, expansion of opportunities to cooperate between SMB and school, establishment of cooperative system among industrial association and school, introduction and operation of the employment connective model for joint education and employment, strengthening of field professionalism of teachers. However, satisfaction for the achievement of objectives of HRDP except for strengthening of industry-academia cooperation education and improvement of employment rate for SMB is relatively lower than the validity. Third, teachers in charge of human resource training business of middle and small sized company's specialized high school recognize that objectives of CEP are expansion of job opportunities for students with SMB, excavation of good-quality SMB, expansion of opportunities to cooperate between SMB and school, fulfillment of workplace learning, improvement of student's major foundation and in-depth skill, improvement of literacy, math, teamwork and communication abilities for students' job performance, improvement of student's working attitude and student's proper career exploration decision. However, satisfaction for achievement of objectives of CEP is relatively lower than the validity.

• Journal of the Korean Institute of Traditional Landscape Architecture
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• v.36 no.1
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• pp.120-128
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• 2018

The purpose of this study is to establish basic data for the continuous protection management policy of domestic natural world heritage and mixed world heritage, and to examine the present situation and characteristics of the protection management according to the World Heritage Convention on the World Heritage listed Huangshan. The results of this study are as follows. First, Huangshan began to be protected by the establishment of the Huangshan Construction Committee in 1933, and after the designation of national park in 1982, laws and regulations were established in the central ministries, And various projects related to utilization have been implemented. Secondly, the establishment of the boundary for protection was actively intervened by the central government, such as the reorganization of the boundary of Huangshan through the administrative district plan. In order to protect the ecological and landscape value as well as the cultural factor, And designated a heritage designated area. Third, the protection management of Huangshan was divided into four major stages. The first phase was divided into the period when administrative measures were taken to manage the protection of Huangshan. The second phase was designated as a national park in Huangshan. The third period was the time of the protection-oriented project according to the recommendation of the international organizations after the World Heritage listed. The fourth period was the expansion of the tourism industry for the continuous use of protection of Huangshan city, My preservation business was being implemented. Fourth, Huangshan is managed by the central government and the city government. Huangshan, which is a mixed heritage, is managed jointly by the Ministry of Cultural Heritage Administration and the Ministry of Natural Heritage Administration. The protection and management of Huangshan promoted the efficiency and expertise of the heritage-related work through the establishment of the administrative unit-specific management system, and the local governments were entrusted with the authority to implement the protection management policies that meet local characteristics. Fifth, the preservation area of Huangshan has been destroyed by the development policy centered on the mountain. In addition, according to the operation of accommodation facilities, there are problems such as sewage, garbage disposal, and environmental pollution caused by tourists, and the damage caused by pests and diseases in planted plantations around the area and changes in ecosystem due to the composition of cable cars. Sixth, for the continuous protection of Huangshan, strict regulations on new construction, extension and management of accommodation are required, and it is necessary to install facilities to limit and control the number of visitors.