• MISULJARYO - National Museum of Korea Art Journal
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• v.100
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• pp.50-80
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• 2021

This paper critically examines the history of the theories connected to the Wongaksa Temple Pagoda that have developed over the last 100 years focusing on the original number of stories the pagoda would have reached. Part II of this paper retraces the dynamic process of the rediscovery of the Wongaksa Temple Pagoda by Westerners who traveled to Korea during the port-opening period. Koreans at the time viewed the Wongaksa Temple Pagoda as an object of no particular appeal or even as an eyesore. However, Westerners appreciated it as a wonder or magnificent sight. Since these Westerners had almost no prior knowledge of Buddhist pagodas, they were able to write objective travelogues. At the time, these visitors generally accepted the theory common among Joseon intellectuals that Wongaksa Temple Pagoda once had thirteen stories. Part III focuses on Japanese government-affiliated scholars' academic research on the Wongaksa Temple Pagoda after the proclamation of the Korean Empire and the Japanese Government-General of Korea's subsequent management of the pagoda as a cultural property during the colonial era. It also discusses issues with Japanese academic research and management. In particular, this portion sheds light on the shift in theories about the original number of stories of the Wongaksa Temple Pagoda from the ten-story theory supported by Sekino Tadashi (關野 貞), whose ideas have held a great influence on this issue over the last 100 years, to the thirteen-story theory and then to the idea that it had more than thirteen. Finally, Part IV addresses the change from the multi-story theory to the ten-story theory in the years after Korea's liberation from Japan until 1962. Moreover, it highlights how Korean intellectuals of the Japanese colonial era predominantly accepted the thirteen-story theory. Since 1962, a considerable quantity of significant research on the Wongaksa Temple Pagoda has been published. However, since most of these studies have applied the ten-story theory suggested in 1962, they are not individually discussed in this paper. This retracing of the history of theories about the Wongaksa Temple Pagoda has verified that although there are reasonable grounds for supporting the thirteen-story theory, it has not been proved in the last 100 years. Moreover, the number of pagoda stories has not been fully discussed in academia. The common theory that both Wongaksa Temple Pagoda and Gyeongcheonsa Temple Pagoda were ten-story pagodas was first formulated by Sekino Tadashi 100 years ago. Since the abrasion of the Wongaksa Temple Stele was so severe the inscriptions on the stele were almost illegible, Sekino argued that the Wongaksa Temple Pagoda was a ten-story pagoda based on an architectural analysis of the then-current condition of the pagoda. Immediately after Sekino presented his argument, a woodblock-printed version of the inscriptions on the Wongaksa Temple Stele was found. This version included a phrase that a thirteen-story pagoda had been erected. In a similar vein, the Dongguk yeoji seungnam (Geographic Encyclopedia of Korea) published by the orders of King Seongjong in the late fifteenth century documented that Gyeongcheonsa Temple Pagoda, the model for the Wongaksa Temple Pagoda, was also a thirteen-story pagoda. The Wongaksa Temple Stele erected on the orders of King Sejo after the establishment of the Wongaksa Temple Pagoda evidently shows that Sekino's ten-story premise is flawed. Sekino himself wrote that "as [the pagoda] consists of a three-story stereobate and a ten-story body, people call it a thirteen-story pagoda," although he viewed the number of stories of the pagoda body as that of the entire pagoda. The inscriptions on the Wongaksa Temple Stele also clearly indicate that the king ordered the construction of the Wongaksa Temple Pagoda as a thirteen-story pagoda. Although unprecedented, this thirteen-story pagoda comprised a ten-story pagoda body over a three-story stereobate. Why would King Sejo have built a thirteen-story pagoda in an unusual form consisting of a ten-story body on top of a three-story stereobate? In order to fully understand King Sejo's intention in building a thirteen-story pagoda, analyzing the Wongaksa Temple Pagoda is necessary. This begins with the restoration of its original name. I disprove Sekino's ten-story theory built upon flawed premises and an eclectic over-thirteen-story theory and urge applying the thirteen-story theory, as the inscriptions on the Wongaksa Temple Stele stated that the pagoda was originally built as a thirteen-story pagoda.

• Management & Information Systems Review
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• v.29 no.4
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• pp.143-167
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• 2010

Diverse research topics relating to Social Network Services (SNS) such as, social affective factors in relationships among internet users, social capital value of SNS, comparing attributes why users are intending to participate in SNS, user's lifestyle and their preferences, and the exploratory seeking potential of SNS as a social capital need to be focused on. However, these researches that have been undertaken only consider facts at a particular period of the changing computing environment. In accordance with this indispensability, the integrated view on what technical, social and business characteristics and attributes need to be acknowledged. The purpose of this study is to analyze the evolving attributes and characteristics of SNS from Web 1.0 to Mobile web 2.0 through the Web 2.0 and Mobile 1.0 period. Based on the relevant literature, the attributes that drive the changing technological, social and business aspects of SNS have been developed and analyzed. This exploratory study analyzed major attributes and relationships between SNS and users by changing the paradigms which represented each period. It classified and chronicled each period by representing paradigms and deducted the attributes by considering three aspects such as technological, social and business administration. The major findings of this study are, firstly, the web based computing environment has been changed into the platform attribute for users in the aspect of technology. Users can only read, listen and view information through the web site in the early stages, but now it is possible that users can create, modify and distribute all kinds of information. Secondly, the few knowledge producers of web services have been changed into a collective intelligence by groups of people in the aspect of society. Information authority has been distributed and there is no limit to its spread. Many businesses recognized the potential of the SNS and they are considering how to utilize these advantages toward channel of promotion and marketing. Thirdly, the conventional marketing channel has been changed into oral transmission by using SNS. The market of innovative mobile technology such as smart phones, which provide convenience and access-ability toward customers, has been enlarged. New opportunities to build friendly relationship between business and customers as a new marketing chance have been created. Finally, the role of the consumer has been changed into the leading role of a prosumer. Users can create, modify and distribute information, and are performing the dual role of customer and producer.

• Journal of Soil and Groundwater Environment
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• v.11 no.1
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• pp.14-22
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• 2006

Laboratory column experiment for simultaneous removal of Cd and Cr(VI) were conducted using newly developed material of Fe-loaded zeolite having both reduction ability and sorption capacity. The solution containing Cd and Cr(VI) was injected into the column and the breakthrough curves (BTCs) for the contaminants were observed at the effluent port. Cd breakthrough was not initialized until Cr(VI) breakthrough was completed. Therefore it could be concluded that overall efficiency of Fe-loaded zeolite should be determined by the reactivity for Cr(VI). The relative concentration of Cr(VI) BTC increased to the unit value while initial breakthrough was delayed and the propagation of breakthrough was slowed. In order to quantitatively describe the shape of Cr(VI) BTC, new parameters of ${\alpha}\;and\;{\beta}$ designated to be shape parameters, were defined and applied in contaminant transport concentration. These parameters were employed to represent the degree of initial breakthrough delay and the degree of breakthrough propagation, respectively. As initial contaminant concentration increased, ${\alpha}$ decreased, which indicated the delay of BTC's initiation. And as initial contaminant flow rate increased, ${\beta}$ decreased, which represented the faster propagation of the BTC. From these results, Fe-loaded zeolite was found to be an effective reactive material for PRBs against heavy metals having different ionic forms in groundwater. And it could be expected that as groundwater flows faster, the propagation of breakthrough would be faster and as contaminant concentration is higher, the initial point of breakthrough would appear earlier.

• Journal of the Korean Society of Marine Environment & Safety
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• v.19 no.6
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• pp.658-665
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• 2013

In this study, we measured particulate matter(PM) which emerged as the hot issue from the International Maritime Organization(IMO) and the exhaust emission using HANBADA, the training ship of Korea Maritime University. In particular, the PM was obtained with TEM grid. PM structure was observed by electron microscopy. And exhaust gases such as NOx, $CO_2$, and CO were measured using the combustion gas analyzer(PG-250A, HORIBA). The results of this study are as follows. 1) When the ship departed from the port, the maximum difference in PM emissions were up to 30 % due to the Bunker Change. 2) Under the steady navigation, emission of PM was $1.34mg/m^3$ when Bunker-A is changing L.R.F.O(3 %). And, at the fixed L.R.F.O (3 %), emission of PM was $1.19mg/m^3$. When the main engine RPM increased up to 20 % with fixed L.R.F.O(3 %), emission of PM was $1.40mg/m^3$. When we changed to low quality oil(L.R.F.O(3 %)), CO concentration from main engine increased about 16 %. On the other hand, when the main engine RPM is rising up to 20 %, CO concentration is increased more than 152 percent. These results imply that the changes of RPM is a dominant factor in exhaust emission although fuel oil type is an important factor. 3) The diameter of PM obtained with TEM grid is about $4{\sim}10{\mu}m$ and its structure shows porous aggregate.

• Journal of the Korean Institute of Navigation
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• v.25 no.1
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• pp.77-91
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• 2001

According to the many ancient literatures, it is said to be that Merchant Prince, Chang Pogo in unification Silla had traded with not only China, Japan but also Arab-Islam Countries, but unfortunately there is no definite records about this. Therefore in this study the writer would like to presume the sea routes of Merchant Prince, Chang Pogo in a unification Silla. For the purpose of this study the writer would like to study the reference books and materials regarding to the sea routes of prehistoric age and ancient three countries of Kingdoms and unification Silla. Especially the writer consider “The Work of Routes and Kingdoms” of Ibn Khurdarhbih regarding to the ancient sea routes of Korea, China, Arab-Islam Countries, and also the writer consider the ancient sea routes of Tang Dynasty in China and Ryukyu Kingdom in Japan. About this methodology of this study, the writer believe that the sea routes of today is the results of ancient sea routes, and this ancient sea routes could not be changed forever except special circumstance. According in this study the writer would like to persume the sea routes of Merchant Prince, Chang Pogo using like this methodologies. This presumption of the writer is originated on the basis of The Work of Routes and Kingdoms written by ancient Arabian Geographer, Ibn Khurdadhbih in the early years of 9th century. The Work of Routes and Kingdoms is geography, and the principal contents of this geography are the activities of Arab-Islam merchants and Chinese Merchants between Arab-Islam countries and China from 9th century to 11th century by ancient sea routes. But surprisingly in this geography, Silla was marked, and another ancient Arabian geogrpher, Al-Biruni marked Silla on his map, Qanun Al-mas'udi in the 9th century, and also another ancient Arabian geographer, Al-Idrisi marked Silla on his map in the 11th century. Especially Al-Biruni expressed the longitude and latitude of Silla on his map, he expressed Silla as following. “at the extreme end of China toward the East and few people travelled to it by sea”. Therefore the writer would like to presume that Arab-Islam merchants had traded with unification Silla in the 9th century, and also Merchant Prince, Chang Pogo had traded with not only China, Japan but also Arab-Islam Countries using above ancient sea routes in the 9th century.

• Journal of the Korean Institute of Navigation
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• v.13 no.1
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• pp.21-53
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• 1989

In the past twenty years, there has been a rapid increase in the volume of traffic in Korea due to the Korean great growth of the Korean economy. Since transformation provides an infrastructure vital to economic growth, it becomes more and more an integral part of the Korea economy. The importance of coastal shipping stands out in particular, not only because of the expansion limit on the road network, but also because of saturation in the capacity of rail transportation. In spite of this increase and its importance, coastal shipping is falling behind partly because it is givenless emphasis than ocean-going shipping and other inland transportation systems and partly because of overcompetition due to excessive ship tonnage. Therefore, estimating and planning optimum ship tonnage is the first take to develop Korean coastal shipping. This paper aims to estimate the optimum coastal ship tonnage by computer simulation and finally to draw up plans for the ship tonnage balance according to supply and demand. The estimation of the optimum ship tonnage is peformed by the method of Origin -Destimation and time series analysis. The result are as follows : (1) The optimum ship tonnage in 1987 was 358, 680 DWT, which is 54% of the current ship tonnage (481 ships, 662, 664DWT) that is equal to the optimum ship tonnage in 1998. this overcapacity result is in excessive competition and financial difficulties in Korea coastal shipping. (2) The excessive ship tonnage can be broken down into ship types as follows : oil carrier 250, 926 DWT(350%), cement carrier 9, 977 DWT(119%), iron material/machinery carrier 25, 665 DWT(117%), general cargo carrier 17, 416DWT(112%). (3) the current total ship crew of 5, 079 is more than the verified optimally efficient figure of 3, 808 by 1271. (4) From the viewpoint of management strategy, it is necessary that excessive ship tonnage be reduced and uneconomic outdated vessels be broken up. And its found that the diversion into economically efficient fleets is urgently required in order to meet increasing annual rate in the amounts of cargo(23, 877DWT). (5) The plans for the ship tonnage balance according to supply and demand are as follows 1) The establishment of a legislative system for the arrangement of ship tonnage. This would involve; (a) The announcement of an optimum tonnage which guides the licensing of cargo vessels and ship tonnage supply. (b) The establishment of an organization that substantially arrangement tonnage in Korea coastal shipping. 2) The announcement of an optimum ship tonnage both per year and short-term that guides current tonnage supply plans. 3) The settlement of elastic tariffs resulting in the protect6ion of coastal shipping's share from other tonnage supply plans. 4) The settlement of elastic tariffs resulting in the protection of coastal shipping's share from other transportation systems. 4) Restriction of ocean-going vessels from participating in coastal shipping routes. 5) Business rationalization of coastal shipping company which reduces uneconomic outdated vessels and boosts the national economy. If we are to achieve these ends, the followings are prerequisites; I) Because many non-licensed vessels are actually operating and threatening the safe voyage of the others in Korea coastal routes, it is necessary that those ind of vessels be controlled and punished by the authorities. II) The supply of ship tonnage in Korean coastal routes should be predently monitored because most of the coastal vessels are to small to be diverted into ocean-going routes in case of excessive supply. III) Every ship type which is engaged in coastal shipping should be specialized according to the characteristics of its routes as soon possible.

• Economic and Environmental Geology
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• v.49 no.4
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• pp.281-290
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• 2016

Coastal areas, used as human utilization areas like leisure space, medical care, ports and power plants, etc., are regions that are continuously changing and interconnected with oceans and land. Regular monitoring of coastal changes is essential at key locations with such volatility. But the survey method of terrestial LiDAR(Light Detection and Ranging) system has much time consuming and many restrictions. For effective monitoring coastal changes, KIOST(Korea Institute of Ocean Science & Technology) has constructed a shipborne mobile LiDAR system. The shipborne mobile LiDAR system, installed in a research vessel, comprised a land based LiDAR(RIEGL LMS-420i), an IMU(MAGUS Inertial+), a RTKGNSS(LEICA GS15 GS25), and a fixed platform. The shipborne mobile LiDAR system is much more effective than a land based LiDAR system in the measuring of fore shore areas without shadow zone. Because the vessel with the shipborne mobile LiDAR system is continuously moved along the shoreline, it is possible to efficiently survey a large area in a relatively short time. We conducted test measurements in the Anmok-Songjung beach around the Gangneung port. Effective monitoring of the changes using the constructed shipborne mobile LiDAR system for seriously eroded coastal areas will be able to contribute to coastal erosion management and response.

• Korean Journal of Environmental Biology
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• v.36 no.2
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• pp.217-231
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• 2018

Planktonic ciliates play an important role in the food web of marine ecosystem as well as a bio-indicator for invasive species from ballast waters or from changing flow of ocean currents due to climate changes. This study was carried out to find some evidences for introduction of such invasive species using ciliate plankton in four major international ports of Korea. We surveyed the seasonal species composition of planktonic ciliate to find out the evidence for the invasive species at Busan, Ulsan, Gwangyang and Incheon ports from February 2007 to November 2008. A total of 45 ciliates species, belonging to 15 genera, were identified during the study period: 33 species occurred at Busan, 31 at Gwangyang, 30 at Ulsan, 18 at Incheon. The abundance of naked ciliates ranged from 566 to $65,151cells\;L^{-1}$ and that of tintinnids 10 to $5,973cells\;L^{-1}$. Based on vector species of ciliates reported from Coos Bay in Oregon, 13 vector species of tinitinnids were identified as follows, Eutintinnus lususundae, E. tubulosus, Favella ehrenbergii, F. taraikaensis, Helicostomella subulata, Stenosemella nivalis, Tintinnopsis ampla, T. beroidea, T. cylindrica, T. directa, T. lohmanni, T. radix, T. rapa. All vector species occurred at Gwangyang port. Most tintinnids were mainly neritic species throughout the survey, while warm water species occurred only in short period at Busan, Ulsan and Gwangyang ports that might be affected seasonally by Tsushima warm current.

• Korean Journal of Heritage: History & Science
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• v.52 no.4
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• pp.206-225
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• 2019

This paper examines the trade and development aspects of glass mirrors through the literature records of the Joseon Dynasty, and studies the characteristics of existing glass mirror crafts by referring to the terms and types shown in the literature. The glass mirror in the records had called western mirrors(西洋鏡, 洋鏡), glass mirrors(玻璃鏡, 玻瓈鏡), stone mirrors(石鏡), etc. Glass mirrors were imported mainly through trade with Russia and the Qing Dynasty since the 17th century and were banned from importation in the late Joseon Dynasty. These mirrors were something new that caused a great stirring in Joseon society in the 18th century, and in the 19th century, it grew larger as a commodity needed for everyday life, especially with trade with Japan. At that time, glass mirrors were used for various purposes, such as installing large glass at a store, which were not the standard mirror usage of confirming one's appearance. These mirrors surprised Koreans in Joseon who experienced them at Yanjing Liulichang(燕京 琉璃廠) in the 18th and 19th centuries. As a result, the demand for glass mirrors rapidly increased and quickly surpassed that of bronze mirrors. Consequentially, new crafts using glass mirrors instead of bronze mirrors in Joseon began to be produced and used after the 18th century. In particular, integrated flat boards of glass mirrors were developed as crafts used indoors. It was convenient to use the hair comb box, a long-time presence in Joseon society, with the bronze mirror. This kind of mirror remained apparent in various genre paintings, including the Taepyeong Seongsido(太平城市圖, 'A Thriving City in a Peaceful Era') collected the National Museum of Korea which reflect its populism of the times. Also, the Mirror Stand(鏡臺) used in the Qing Period was produced in Joseon, but there was a difference in the way of making the drawers and box shapes between two nations. On the other hand, the Face Mirror(面鏡) was made to look at the face. Various crafts made with the aesthetic sense of Joseon, such as the ox horn inlaying craft technique, were produced with auspicious designs. In the 19th century, glass mirrors were imported from European countries, such as France, Denmark, the Netherlands, and the United Kingdom, however after the end of the 19th century Japanese crafts were popular. Glass mirrors, which were popular in the Meiji and Taisho eras of Japan, were imported and also the Mirror Screen(鏡屛) using large glass mirrors were used. In particular, the mirror screen had developed wood furniture since the previous time, which were used for banquets and large spaces, such as the drawing room, and were imported from China and Japan. In addition, the western architectural effect of attaching a mirror to the wall was also attempted to adjust the brightness of the space and introduce another image and scenery in the mirror. This was done at Deoksugung Palace's Seokjojeon.

• Journal of the Korean Institute of Navigation
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• v.4 no.2
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• pp.45-79
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• 1980

The aim of this paper is to analyze the mechanics of price formation in the tramp shipping. For the purpose of this study, the main characteristics of tramp freight rates and the market is examined, and a brief examination of the nature ofthe costs of operation is given which are essential for the understanding of the functioning of shipping firms as well as for the understanding of developments in the tramp freight market. The demand and supply relationships in the market is also analysed in detail. Tramp shipping is an industry that has a market which functions under conditions that are not dissimilar to the theoretical model of perfect competition. However, it does notmean that tramp shipping market is a perfectly competitive market. It is apparent that this realworld competitive system has its imperfections, which means that the market for tramp shipping is near to being a perfectly competitive market on an internaitonal scale and it is freight are therefore subjext to the laws of supply and demand. In theory, the minimum freight rate in the short term is that at which the lowest cost vessels will lay-up in preference to operating, and is equal to the variable costs minus lay-up costs; and this would imply that in all times except those of full employment for ships there is a tendency for newer low-cost, and, probably, faster vessels to be driving the older high-cost vessels in the breaker's yards. In this case, shipowners may be reluctant to lay-up their ships becasue of obligations to crews, or because they would lose credibility with shippers or financiers, or simply because of lost prestige. Mainly, however, the decision is made on strictly economic grounds. When, for example, the total operating costs minus the likely freight earnings are greater than the cost of taking the ship out of service, maintaining it, and recommissioning it, then a ship may be considered for laying-up; shipowners will, in other words, run the ships at freight earnings below operating costs by as much as the cost of laying them up. As described above, the freight rates fixed on the tramp shipping market are subject to the laws of supply and demand. In other words, the basic properties of supply and demand are of significance so far as price or rate fluctuations in the tramp freight market are concerned. In connection with the same of the demand for tramp shipping services, the following points should be brone in mind: (a) That the magnitude of demand for sea transport of dry cargoes in general and for tramp shipping services in particular is increasing in the long run. (b) That owning to external factors, the demand for tramp shipping services is capable of varying sharphy at a given going of time. (c) The demad for the industry's services tends to be price inelastic in the short run. On the other hand the demand for the services offered by the individual shipping firm tends as a rule to be infinitely price elastic. In the meantime, the properties of the supply of the tramp shipping facilities are that it cannot expand or contract in the short run. Also, that in the long run there is a time-lag between entrepreneurs' decision to expand their fleets and the actual time of delivery of the new vessels. Thus, supply is inelastic and not capable of responding to demand and price changes at a given period of time. In conclusion, it can be safely stated that short-run changes in freight rates are a direct result of variations in the magnitude of demand for tramp shipping facilities, whilest the average level of freight rates is brought down to relatively low levels over prolonged periods of time.