• Journal of Korean Society of Transportation
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• v.23 no.5 s.83
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• pp.47-55
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• 2005

Roads deeply affect the life of people and keep doing an important role to support economic growth of a country. According to the budget plan of the ministry of construction and transportation of Korea, 8.1 trillion won have been allotted for road investment in the year of 2002 which occupy 61% of the transportation infrastructure special account (13.3 trillion won) and 4.7% of the total national budget (1,740 trillion won). It is true that services generated from road investment such as mobility enhancement and increased accessibility have shown positive effects through shortened travel time and decreased vehicle operating cost. However, it is also notable that many negative effects are gradually being discussed and those are nowadays getting severer due to enhanced people interests about road construction, increased concerns on environment and active public involvement that were evoked by traffic accidents, air pollution & noise and destruction of environment. Road construction processes in Korea are normally governed by administrative sectors (suppliers) not by users. These processes ate very weak to accomodate user s needs and community concerns thus easy to fail finalizing a road project without hassles. A public hearing process is supposed to be held in the processes of detailed design step and the environmental impact analysis. However, it is not enough to grab user's needs and community concerns. Increased public involvement frequencies, optimized public involvement timing and enhanced depth of public involvement magnitude are suggested to improve the current poor public involvement schemes in road planning and design processes. The application of these recommended methods to the road planning and design processes may guarantee the change from the current supplier-oriented schemes to the new user-oriented one. Also, this study suggests to reset objectivity and clarity of road construction process, to make conciliation guidelines based on many practical cases that produced good results, to introduce public involvement techniques in a stepwise basis, and to foster the professionals via education and training programs.

• Journal of Korea Port Economic Association
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• v.36 no.3
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• pp.1-20
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• 2020

Coastal ferry routes are very important because they connect the mainland to islands, offer transportation for islanders, and bring tourism to islands. In particular, the recent increase in national income, prevalence of a culture that emphasizes work-life balance, and introduction of the five-day workweek have stoked interest in travel as a leisure pursuit, and demand for tourism from Korean people in islands has increased. As the number of passengers using coastal passenger terminals increases due to changes in the coastal tourism environment, the importance and need for coastal passenger terminal facilities and services is growing. Under these circumstances, it is necessary for the management organizations of coastal passenger terminals to manage and efficiently operate the terminals in such a way that budgets can be reasonably implemented and the convenience of passengers using the terminals is enhanced. This study primarily analyzed the management efficiency of coastal passenger terminals in terms of profitability and public interest using data envelopment analysis. The eight passenger terminals achieved low management efficiency in terms of profitability. These terminals should improve profitability by increasing income from terminal office rental and ancillary businesses and revenue from terminal fees by boosting island tourism and expanding overseas passenger transportation. The eight terminals with low management efficiency for public interest should increase the number of passengers by promoting island tourism, developing tour packages to Japan and China's coastal areas, developing new routes, and introducing super-high-speed ships.

• The Korean Journal of Air & Space Law and Policy
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• v.4
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• pp.7-35
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• 1992

The expansion of air transport on a global scale with ever increasing traffic densities has brought about problems that must be solved through new multilateral mechanisms. Looking to the immediate future, air transport will require new forms of international cooperation in technical and economic areas. Air transport by its very nature should have been a counterforce to nationalism. Yet, the regulatory system in civil aviation is still as firmly rooted in the principle of national sovereignty as when it was first proclaimed at t-11e Paris Convention of 1919 and reaffirmed in the Chicago Convention. Sovereignty over the airspace has remained the cornerstone of relations between states in all respects of air transport. The importance of sovereignty over air space embodied in article 1 of the Chicago Conrenton also is responsible for restricting the authority of ICAO as an intergovernmental regulatory agency. The Orgenization, for all its extensive efforts, has only limited authority. ICAO sets standards but cannot enforce them; it devises solutions but cannot impose them. To implement its rules ICAO most rely not so much on legal requirements as on the goodwill of states. It has been forty-eight years since international community set the foundations of the international system in civil aviation action. Profound political, economic and technological changes have taken place in air transport. The Chicago Convention is living proof that staes can work together to make air transport a safe mode of travel. The law governing international civil auiation is principally based on international treaties and on other regulation agreed to by governments, for the most part through the mechanism of ICAO. The role of ICAO international standards and recommended practices and procedures dealing with a broad range of technical matters could hardly be overestimated. The organization's ability to develop these standards and procedures, to adapt them continuously to the rapid sate of change and development of air transport, should be particularly stressed. The role of ICAO in the area of the development of multilateral conventions on international air law has been successful but to a certain degree. From the modest starting-point of the Tokyo Convention, we have seen more adequate international instruments prepared within the scope of ICAO activities, adopted: the Hague Convention of 1970 for the suppression of Unlawful Seizure of Aircraft and the Montreal Convention of 1971 for the Suppression of Unlawful Acts against the Safety of Civil Aviation. The work of ICAO in the new domain of international law conventions concerning what has been loosely termed above as the criminal problems connected with international air transport, in particular the problem of armed aggression against aircraft, should be positively appreciated. But ICAO records in the domain of developing a uniform legal system of international carriage by air are rather disappointing. The problem of maintaining and developing the uniformity of this regulation exceeds the scope of interest and competence of governmental transport agencies. The expectations of mankind linked to it are too great to give up trying to restore the uniform legal system of international air carriage that would create proper conditions for its further growth. It appears that ICAO has, at present, a good opportunity for doing this. The hasty preparation of ICAO draft conventions should be definitely excluded. Every Preliminary draft convention ought to be sent to Governments of all member-States for consideration, So that they could in form ICAO in due time of their observation. The problom of harmonizing a uniform law of international air carriage with that of other branches of international transport should demand more and more of its attention. ICAO cooperation with other international arganization, especially these working in the field of international transport, should be strengthened. ICAO is supposed to act as a link and a mediator among, at times the conflicting interests of member States, serving the happiness and peace of all of the world. The transformation of the contemporary world of developing international relations, stimulated by steadily growing international cooperation in its various dimensions, political, economic, scientific, technological, social and cultural, continuously confronts ICAO with new task.

• Economic and Environmental Geology
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• v.39 no.2 s.177
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• pp.111-128
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• 2006

Three dimensional crustal structure and source features of earthquake hypocenters on the Korean peninsula were investigated using P and S-wave travel time tomography. The main goal of this research was to find Vp/Vs anomalies at earthquake hypocenters as well as those of crustal structure of basins and deep tectonic settings. This allowed fer the extrapolation of more detailed seismotectonic force from the Korean peninsula. The earthquake hypocenters were found to have high Vp/Vs ratio discrepancies (VRD) at the vertical sections. High V/p/Vs ratios were also found in the sedimentary basins and beneath the Chugaryong Rift Zone (CRZ), which was due to mantle plume that subsequently solidified with many fractures and faults which were saturated with connate water. The hypocenters of most earthquakes were found in the upper crust for Youngwol (YE), Kyongju (KE), Hongsung (HE), Kaesong (KSE), Daekwan (DKE), and Daehung (DHE) earthquakes, but near the subcrust or the Moho Discontinuity for Mt. Songni (SE), Sariwon (SRE) and Mt. Jiri (JE) earthquakes. Especially, we found hot springs of the Daekwan, Daehung and Unsan regions coincide with high VRD. Also, this cannot rule out the possibility that there are some partial meltings in the subcrust of this region. High VRD might indicate that many faults and fractures with connate water were dehydrated when earthquakes took place, reducing shear modulus in the hypocenter areas. This is can be explained by due to the fact that a point source which is represented by the moment tensor that may involve changes in volume, shear fracture, and rigidity. High Vp/Vs ratio discrepancies (VRD) were also found beneath Mt. Backdu beneath 40 km, indicating that magma chamber existed beneath Mt. Backdu is reducing shear modulus of S-wave velocity.

• Applied Microscopy
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• v.40 no.4
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• pp.261-266
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• 2010

ATP is the energy source synthesized at the electron transferase that consist of complex I, II, III, IV and V in mitochondrial cristae. The complex V functions as ATPase which composed of sub-complex $F_0$ and $F_1$. Porin or VDAC (voltagedependent anion-selective channel), is a family of small pore-forming proteins of the mitochondrial outer membrane, and play important roles in the regulated flux of anion, proton and metabolites between the cytosolic and mitochondrial compartments. The channel allows the diffusion of negatively charged solutes such as succinate, malate, and ATP in the fully open state, but of positively charged ions in subconducting state. In this study, in order to investigate the relationship of the function and localization between porin and ATPase we observed the distribution of porin and ATPase in the mitochondria of the bovine heart. Monoclonal antibodies against porin and ATPase ${\beta}$-subunit were used to detect porin and ATPase using light microscope with immunohistochemistry and immunofluorescence, and using electron microscope with immunogold-labeling. ATPase were stained in longitudinal section region in cardiac muscle, porin were stained in longitudinal section region in cardiac muscle. We viewed more specific pattern of localization and distribution of these proteins using immunofluorescence method. There were some region which were labeled with porin or ATPase respectively, and others which were labeled both proteins in cardiac muscle. The electron microscope results showed that immunogold labeled porin were labeled locally at mitochondrial outer membrane and ATPase were labeled evenly at mitochondrial cristae. But ATPase was not labeled at mitochondria cristae. These results confirmed the subcellular localizations of porin and ATPase in mitochondrial outer membrane and cristae. Also, we assumed that ATP synthesis always does not activation in all mitochondria exist in the bovine cardiac muscle.

• Applied Microscopy
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• v.41 no.1
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• pp.47-53
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• 2011

Hair is an appendage of skin which protects the body from outer physical and chemical stimuli. Hair is generated from the hair follicle lying on a sunken basal layer of epidermis. Hair cycling, which regenerates hair follicles throughout the life time of the organism. Numerous kinds of factors which exist at the hair follicle have been reported to regulate hair cycling, Human growth hormone secreted from pituitary gland, initially demonstrated to accelerate organ's growth, has been reported to play a role in the biology of organ size determination. We investigated the effect of 6-histidines residues tagged at amino-terminus of human growth hormone using light and electronmicroscopic methods. Human growth hormone encapsulated in nano-liposome (LhGH) was used to find how LhGH affects hair follicle cycling of mouse (C57BL6/CrN). Distilled water as a negative control, 3% Minoxidil as a positive control, and LhGH were applied to mouse for weeks. LhGH increased the number of exposed hairs per given areas ($1mm^2$). This result was also confirmed using a different breed of mice which show natural hair loss in an old age (about 17 months after birth). When LhGH was applied for 3 weeks after natural hair loss, natural hair loss on these mice was prevented, However, the control group mice on which LhGH was not applied showed further hair loss. This result indicates that LhGH may stimulate hair cycling of mouse. In clusion, it is cleat that the LhGH increased the number of hair on mice and help the depilated skin to grow new hair follicles again.

• The Korean Journal of Air & Space Law and Policy
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• v.1
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• pp.47-85
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• 1989

The Fundamental purpose of the Warsaw Convention was to establish uniform rules applicable to international air transportation. The emphasis on the benefits of uniformity was considered important in the beginning and continues to be important to the present. If the desire for uniformity is indeed the mortar which holds the Warsaw system together then it should be possible to agree on a worldwide liability limit. This liability limit would not be so unreasonable, that it would be impossible for nations to adhere to it. It would preclude any national supplemental compensation plan or Montreal Agreement type of requirement in any jurisdiction. The differentiation of liability limits by national requirement seems to be what is occurring. There is a plethora of mandated limits and Montreal Agreement type 'voluntary' limits. It is becoming difficult to find more than a few major States where an unmodified Warsaw Convention or Hague Protocol limitation is still in effect. If this is the real world in the 1980's, then let the treaty so reflect it. Upon reviewing the Warsaw Convention, its history and the several attempts to amend it, strengths become apparent. Hijackings of international flights have given rise to a number of lawsuits by passengers to recover damages for injuries suffered. This comment is concerned with the liability of an airline for injuries to its passengers resulting from aviation terrorism. In addition, analysis is focused on current airline security measures, particularly the pre-boarding screening system, and the duty of air carriers to prevent weapons from penetrating that system. An airline has a duty to exercise a high degree of care to protect its passengers from the threat of aviation terrorism. This duty would seemingly require the airline to exercise a high degree of care to prevent any passenger from smuggling a weapon or explosive device aboard its aircraft. In the case an unarmed hijacker who boards having no instrument in his possession with which to promote the hoax, a plaintiff-passenger would be hard-pressed to show that the airline was negligent in screening the hijacker prior to boarding. In light of the airline's duty to exercise a high degree of care to provide for the safety of all the passengers on board, an acquiescene to a hijacker's demands on the part of the air carrier could constitute a breach of duty only when it is clearly shown that the carrier's employees knew or plainly should have known that the hijacker was unarmed. A finding of willful misconduct on the part of an air carrier, which is a prerequisite to imposing unlimited liability, remains a question to be determined by a jury using the definition or standard of willful misconduct prevailing in the jurisdiction of the forum court. Through the willful misconduct provision of the Warsaw Convention, air carrier face the possibility of unlimited liability for failure to implement proper preventive precautions against terrorist. Courts, therefore, should broadly construe the willful misconduct provision of the Warsaw Convention in order to find unlimited liability for passenger injuries whenever air carrier security precautions are lacking. In this way, the courts can help ensure air carrier safety and prevention against terrorist attack. Air carriers, therefore, would have an incentive to increase, impose and maintain security precautions designed to thwart such potential terrorist attacks as in the case of Korean Air Lines Flight No.858 incident having a tremendous impact on the civil aviation community. The crash of a commercial airliner, with the attending tragic loss of life and massive destruction of property, always gives rise to shock and indignation. The general opinion is that the legal system could be sufficient, provided that the political will is there to use and apply it effectively. All agreed that the main responsibility for security has to be borne by the governments. I would like to remind all passengers that every discovery of the human spirit may be used for opposite ends; thus, aircraft can be used for air travel but also as targets of terrorism. A state that supports aviation terrorism is responsible for violation of International Aviation Law. Generally speaking, terrorism is a violation of international law. It violates the soverign rights of the states, and the human rights of the individuals. I think that aviation terrorism as becoming an ever more serious issue, has to be solved by internationally agreed and closely co-ordinated measures. We have to contribute more to the creation of a general consensus amongst all states about the need to combat the threat of aviation terrorism.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.10 no.6
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• pp.74-83
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• 2011

The high-pass transportation information system directly collects section information by using probe cars and therefore can offer more reliable information to drivers. However, because the running condition and features of probe cars and statistical processing methods affect the reliability of the information and particularly because the section travel time is greatly influenced by whether there has been delay by signals on urban roads or not, there can be much deviation among the collected individual probe data. Accordingly, researches in multilateral directions are necessary in order to enhance the credibility of the section information. Yet, the precedent studies related to high-pass information provision have been conducted on the highway sections with the feature of continuous flow, which has a limit to be applied to the urban roads with the transportational feature of an interrupted flow. Therefore, this research aims at analyzing the features of high-pass transportation data on urban roads and finding a proper processing method. When the characteristics of the high-pass data on urban roads collected from RSE were analyzed by using a time-space diagram, the collected data was proved to have a certain pattern according to the arriving cars' waiting for signals with the period of the signaling cycle of the finish node. Moreover, the number of waiting for signals and the time of waiting caused the deviation in the collected data, and it was bigger in traffic jam. The analysis result showed that it was because the increased number of waiting for signals in traffic jam caused the deviation to be offset partially. The analysis result shows that it is appropriate to use the mean of this collected data of high-pass on urban roads as its representative value to reflect the transportational features by waiting for signals, and the standard of judgment of delay and congestion needs to be changed depending on the features of signals and roads. The results of this research are expected to be the foundation stone to improve the reliability of high-pass information on urban roads.

• Journal of the Korean Geographical Society
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• v.31 no.1
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• pp.1-18
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• 1996

This study examines the spatial characteristics of postal office patronage in rural areas. in the light of future possible relocation and closures of the postal facilities. Most of private services have flown out small rural central places due to the decrease of supporting population, and there consequently remain only a few public services including government-run post offices at the Myon seats, the lowest level among rural central places in Korea. The small local population and its further decline undermine the rationale for maintaining such public services in depleted rural areas. For the worse of it, the government recently plans to transform the postal system to a quasi-private, corporational structure. One can fear that the profit-seeking nature of the new postal corporation will inevitably force to close many of such small rural facilities. The study first analysed nation-wide censuses of postal offices for the years of 1986 and 1992. The postal services examined are per capita number of postal stamps and revenue stamps sold, and letters, parcels, telegrams and monetary transactions handled at the post offices. It is found that, while the usage of postal services has increased substantially throughout the nation during the period of 1986-1992, the increment has largely been occurred by urban post offices rather than by those in Gun seats (i.e., rural counties); and that the gap of the service levels between urban and rural post offices is ever widening. The study further examined the service differentials among the post offices within rural counties to find that those post offices adjacent to the county (Gun) seats and larger urban centers rendered less amount of services than remote rural post offices, indicating that rural residents tend to partonize larger centers more and more than local Myon seats. At the second stage of the study, questionnaire surveys were conducted in Muju, Kimpo, and Hongsung-Gun's. These three counties are meant to represent respectively the remote, suburban, and intermediary counties in Korea. The analyses of survey data reveal that the postal hinterlands of the county seats extend to much of nearby Myons, the subdivisions of a Gun. It is also found that the extent of postal hinterlands of the three counties and the magnitude of patronage and quite different from each other depending upon the topography, population density, and the propinquity of the counties to metropolitan centers. The findings suggest to reappraise the current flat allocation scheme of public facilites to each of rural subdivisions throughout the nation. A detailed analysis on the travel behavior of the survey respondents yields that age is the most salient variable to distinguish activity spaces of rural residents. The activity spaces of older respondents tend to be more limited within their Myon, whereas those of younger respondents extend across the Myon boundary, toward the central towns and even distant larger cities. The very existence of several activity spaces in rural areas calls for an attention in the future locational decisions of public facilities. The locational criteria, employed by the Ministry of Communication of Korean government to establish a post office, are the size of hinterland population and the distance from adjacent postal facilities. The present study findings suggest two additional criteria: the order in rural central place hierarchy and the propinquity to the upper-level centers of the central hierarchy. These old and new criteria are complementary each other in that the former criteria are employed to determine new office locations, whereas the latter are appropriate to determine facility relocation and closures.

• Journal of the Korean Institute of Landscape Architecture
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• v.48 no.6
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• pp.16-24
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• 2020

The purpose of this study is to analyze the usage behavior of Seoullo 7017, the first public garden in Korea, to understand the usage status by analyzing blogs, and to present usage behavior and improvement plans for Seoullo 7017. From June 2017 to May 2020, after Seoullo 7017 was open to citizens, character data containing 'Seoullo 7017' in the title and contents of NAVER and·DAUM blogs were converted to text mining and socialization, a Big Data technique. The analysis was conducted using social network analysis. The summary of the research results is as follows. First of all, the ratio of men and women searching for Seoullo 7017 online is similar, and the regions that searched most are in the order of Seoul and Gyeonggi, and those in their 40s and 50s were the most interested. In other words, it can be seen that there is a lack of interest in regions other than Seoul and Gyeonggi and among those in their 10s, 20s, and 30s. The main behaviors of Seoullo 7017 are' night view' and 'walking', and the factors that affect culture and art are elements related to culture and art. If various programs and festivals are opened and actively promoted, the main behavior will be more varied. On the other hand, the main behavior that the users of Seoullo 7017 want is 'sit', which is a static behavior, but the physical conditions are not sufficient for the behavior to occur. Therefore, facilities that can cause sitting behavior, such as shades and benches must be improved to meet the needs of visitors. The peculiarity of the change in the behavior of Seoullo 7017 is that it is recognized as a good place to travel alone and a good place to walk alone as a public multi-use facility and group activities are restricted due to COVID-19. Accordingly, in a situation like the COVD-19 pandemic, more diverse behaviors can be derived in facilities where people can take a walk, etc., and the increase of various attractions and the satisfaction of users can be increased. Seoullo 7017, as Korea's first public pedestrian area, was created for urban regeneration and the efficient use of urban resources in areas beyond the meaning of public spaces and is a place with various values such as history, nature, welfare, culture, and tourism. However, as a result of the use behavior analysis, various behaviors did not occur in Seoullo 7017 as expected, and elements that hinder those major behaviors were derived. Based on these research results, it is necessary to understand the usage behavior of Seoullo 7017 and to establish a plan for spatial system and facility improvement, so that Seoullo 7017 can be an important place for urban residents and a driving force to revitalize the city.