• Proceedings of the Korea Institute of Convergence Signal Processing
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• 2001.06a
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• pp.213-216
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• 2001

The H.263 Annex I method for the intraframe coding is based on the prediction in DCT domain, unlike JPEG, MPEG-1, and MPEG-2 where the intraframe coding uses block DCT, independent of the neighboring blocks. In this paper, we show the ineffectiveness of H.263 Annex I prediction method by mathematically deriving the spatial domain meaning of H.263 Annex I prediction method. Based on the derivation, we propose a prediction method which is based on the spatial correlation property of image signals. From the experiment and derivation, we verified the proposed method.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.26 no.8B
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• pp.1168-1175
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• 2001

H.263부호기에서 정지영상 부호화를 위한 부가 부호기법인 Annex I는 기존의 JPEG, MPEG-1, -2와는 달리 부호화하고자 하는 현재 블록의 DCT 계수를 기부호화된 블록의 DCT 계수들을 이용하여 예측부호화 (Differential Pulse Coded Modulation; DPCM)를 행하고, 이를 통한 부호화 이득의 향상을 얻고 있다. 본 논문에서는 이런 H.263 Annex I의 예측기법을 공간영역에서의 의미를 수학적으로 유도한다. 이를 통해서 H.263 Annex I의 예측기법의 비효율성을 지적하고, 영상신호의 특성에 맞게 예측방식을 수정한다. 제안된 DCT 계수 예측 방식과 기존의 H.263 Annex I 방식의 이론적인 예측성능을 평가하고, H.263 부호기에 적용하여 제안방식의 효율성을 검증한다.

• The Korean Journal of Air & Space Law and Policy
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• v.28 no.2
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• pp.97-115
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• 2013

The world-wide principal criteria of aircraft operations is ICAO Annex 6. Operations of Aircraft. Among ICAO Annex 6, Part I is for International Commercial Air Transport - Aeroplanes and it assumes major part of civil aviation. ICAO has been providing Contracting States with SARPs(Standards and Recommended Practices) and monitor each State's reflection degree into their domestic air law, so-called USOAP(Universal Safety Oversight Audit Program). Current ICAO USOAP is Snap-shot method, but it will be changed to USOAP-CMA method from the year of 2013. ICAO USOAP results have overall effects on national aviation industry such as routes, insurance, airlines cooperation and so forth. Low grades of results attract international attention and that leads to flag carrier's operation stoppage, route restriction, airlines cooperation restriction, insurance increase directly or indirectly. Thus it is important to get excellent grades in ICAO USOAP and to maintain confidence. Our government ranked top to get 98.89 grades in 2008 ICAO USOAP but after 2008 the revised provisions have not been reflected sufficiently into our air law. So I would like to grip reflection ratio of ICAO Annex 6 Part I into our domestic air law by using the most updated revised edition on this paper. Together I would like to suggest alternatives for the non-reflected and partially reflected.

• New & Renewable Energy
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• v.3 no.4
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• pp.104-113
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• 2007

교토의정서(Kyoto Protocol)의 발효로 전 세계적으로 에너지절약형 산업구조로의 전환 및 신재생에너지 개발 등의 온실가스 감축을 위한 노력이 활발하게 진행되고 있으며, 우리나라 또한 온실가스 저감을 피할 수 없게 되었다. 특히 선진국(Annex I)의 구속력 있는 감축목표를 규정하고 있는 교토의정서의 의무이행에 유연성을 부가하기 위해 교토메카니즘이 채택되었다. 교토 메카니즘은 CDM(Clean Development Mechanism), JI(Joint Implementation), ET(Emission Trading)로 이루어져 있으며, 이 가운데 CDM 사업은 선진국(Annex I)과 개발도상국 non-Annex I)간 공동 협력 사업으로 non-Annex I 국가인 우리나라가 참여할 수 있기 때문에 국내 기업 및 정부의 관심이 높아지고 있다. 이러한 CDM 사업을 수행하기 위해서는 적용 가능한 CDM 사업 방법론이 필요하며, 방법론이 없을 경우 CDM 사업 방법론을 개발하여야 한다. CDM사업 방법론에는 레이스라인, 추가성, 배출 감축량, 모니터링 등에 대한 구체적인 방법이 제시되어야 하고 사업 수행자는 사업의 타당성 확인 및 검증을 위해 방법론을 정확히 이해해야 한다. 따라서 본 CDM사업 방법론 연구를 통해 CDM사업 수행 및 방법론 개발을 위한 주요 항목의 이해를 돕고 국내 CDM 사업의 활성화를 도모하고자 한다.

• Journal of Environmental Science International
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• v.20 no.2
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• pp.207-214
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• 2011

Non-Annex I parties announced the voluntary emission reduction targets including the U.S. in the conference of party. NAMAs would be focused to solve the negotiation clue for the post-kyoto regime. Since the country would not be involved in Annex I parties, the voluntary carbon market would be created for the greenhouse gas reduction targets. According to Bali Roadmap, voluntary carbon market should be constructed by the MRV manners since this country does not belong to Annex I parties. Carbon point system would be proposed by the ways of the international voluntary emission reduction credit. The voluntary carbon market should involve the potential GHG reduction credit and link with the ETS in the country. This study proposed the way of linkage between ETS and voluntary carbon market including the carbon-point system.

• Journal of the Korean Professional Engineers Association
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• v.44 no.6
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• pp.29-34
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• 2011

Korea has been officially classified as a non Annex-I country under the Kyoto Protocol, however, international community is used to considering it as if it were an Annex-I country. Korea has been under great pressure from the international community, especially from the EU and the US, to get included as an Annex-I country or to accept a legally-binding emissions reduction target like other developed nations. Korean Government declared its national target of emissions reduction in 2020 before the Copenhagen meeting, and also pronounced "Low-Carbon Green-Growth" as a new national paradigm to drive the entire nation toward a low carbon society and develop a new growth momentum. The 'green Act', which was passed by the National Assembly in 2009, is a comprehensive and fundamental law providing legal grounds to all of the national policies and measures that are needed to transform the nation into a low-carbon society. Korean government announced to begin Carbon Emissions Trading from 2015, instead of the originally scheduled year of 2013, considering global trends and industrial competitiveness in a flexible manner. The Carbon Emission Trading would reduce carbon emissions by 30 percent from the expected 2020 level, or 4 percent below its emissions in 2005.

• Environmental and Resource Economics Review
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• v.18 no.1
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• pp.53-73
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• 2009

This study examines the existence of ${\beta}$-convergence of carbon dioxide emissions in 24 countries over the period 1971~2002. For that purpose, The model of economic growth developed by Barro and Sala-i-Martin (1995) is extended and conducted Dynamic panel analysis and unit root testing by employing the panel stationarity test of Levin et al. (2002) and 1m et al. (2003). A dynamic panel estimation is well known method including capacity to control for both the endogeneity problem and the unobserved country-specific effects problem. Dynamic panel estimation method has been widely used in similar empirical studies. therefore, we also used the dynamic panel estimation method in our estimation. The result show that evidence of ${\beta}$-convergence exists among both the Obligatory GHG reduction countries (Annex) and the Non-obligatory GHG reduction countries (Non-Annex). but China discharge amount of $CO_2$ gas more than any other country. This fact can cause some bias in overall test. and so we reexamined test of convergence for Non-annex countries excluding china. As expected, in the Non-annex countries excluding china, I couldn't find any evidence of convergence.

• 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.

• Environmental and Resource Economics Review
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• v.23 no.3
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• pp.473-496
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• 2014

This paper intends to test the non-linear relationship between $CO_2$ emissions and income by employing cointegration model of the time-varying income elasticity. We select France, UK, Italy, Japan, US, China, India, Mexico and Korea and use non-parametric time series analysis on each country in order to estimate its own effect of income on $CO_2$ emission. The main results indicate that the $CO_2$ emission-income elasticities vary over time and the income elasticities of the Annex I countries tend to be higher in absolute terms than those of developing countries. In addition, we find that emission-income elasticities decrease for Annex I countries over time, whereas those for developing countries increase.

• Journal of architectural history
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• v.21 no.3
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• pp.73-92
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• 2012

This study mainly inquired characteristics and changes of 'Chang-aelgool' through 38 cases(with 161 Ssang-chang) of annex and pavillion buildings in Yeong-nam region which are built during the Chosun dynasty. The method of inquiry included actual survey of windows along with bibliographical research, and the results are as below. First, through the discovery of the term 'Chang-aelgool' as an indication of the window-forming frame in 'YeongGeonUiGwe'(1680 A.D), it is apparent that the term 'Chang-aelgool' was widely used in Korea from the late 17th century. Second, the 'Chang-aelgool' of study objects are classified into 4 categories. Type I and II are comprised of mitre-joints which cover the 4 corners of 'Chang-aelgool' and mainly used in building annex and pavillion buildings during the early period of the Chosun dynasty. Type III was widely used during the early and middle period of the Chosun dynasty and drastically dropped in number during the late period of the dynasty. Type IV is comprised of mitre-joint of the upper-half, tenon-jointing of the lower-half and widely used in annex and pavillion building during the late period of the Chosun dynasty. Third, the form of 'Chang-aelgool' has changed from rectangular form with longer width during the early period of Chosun dynasty to square form during the middle period and eventually ended up as a rectangular form with longer height during the late period of the dynasty. Fourth, it is considered that while mullion which is located in the center of 'Chang-aelgool' was mainly used around the main floored room during the early period of the Chosun dynasty, became commonly used in main floored room and 'ondol' rooms during the middle period and drastically dropped in number from then and ended up being not in use after the mid 18th century.