• The Journal of Industrial Distribution & Business
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• v.1 no.1
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• pp.13-21
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• 2010

Since Korea establish diplomatic ties with China in 1992, korea and China have had rapid progress in most of field as politic, economy, society and culture through basing on cultural commonality and geographical adjacency. Especially, China is the biggest trading partner to korea, and also Korea is third-biggest trading country to China. They become strategic cooperating relation in 2008. Currently, in terms of international trade relation, WTO/DDA negotiation is proceeding in difficulty, but FTA has been growing and extending in the world, and the two country, china and korea, have been competitively trying wide and active FTA negotiation promotion. After Financial crisis in 1997, according to the requirement of local economic cooperation, China has shown the interest to several countries since the conclusion of FTA treaty with ASEAN in 2005. China also makes the active afford to conclude FTA with Korea. Last May 28th, this was mentioned in the meeting between president Lee and Premier Wen Jiabao, so it is anticipated that the negotiation for FTA will be started in the near future. There are many political suggestions and concerns in terms of way of negotiation korea would choose. Some economist said that "'Continuous FTA aimed at long-term protocol should be promoted between korea and China and negotiated includingly'" However, this research claims that commodity exchange, service, and investment areas should be included and it has to be comprehensive package settlement style in negotiation. This research has found out the characteristics of China's negotiation and implications through the China's existed FTA negotiation examples. Currently, China has taken Continuous or a phase-negotiation method to ASEAN, Pakistan, Chile and some other developing country and to advanced countries like New Zealand or Singapore, comprehensive package settlement method is used in FTA negotiation. In consider of the FTA negotiation between Korea and China, Korea has some problems in the commodity change area in agriculture maket's opening. While, for china, the issues would happen in service trade area, especially when encountering finance and communication industries are opened, China's economy could be exposed to some risk. In result, Korea should expand its negotiation range from commodity trade to service trade, in order to exchange both issues, then the negotiation will be concluded more easily. In other word, for FTA, korea should follow comprehensive package settlement way that is similar to New zealand and Singapore case. Through this kind of method, Korea can expect effect of creating trade, conversion of it and preoccupancy of service field in china's market against the advanced countries like Usa, Europe and Japan. Also, to have a successful FTA negotiation, korea should find out china's policy for FTA negotiation. With this information, korea will be able to suggest the way to make a profit. Systematic analysis and comparison about previous negotiation cases of china are needed before the negotiation begin.

• Journal of National Security and Military Science
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• s.7
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• pp.155-231
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• 2009

Xu-Jing(徐競) an official of the Song(宋), a medieval Kingdom of China, wrote a book titled $\ll$Koryo Tu Jing(高麗圖經)$\gg$ which explains his travel to the Koryo as a member of diplomatic mission in 1123. $\ll$Koryo Tu Jing$\gg$ is the record of his personal experience in Koryo with many explanatory illustrations and especially contains 5 months' voyage record of his diplomatic fleet. His fleet set sail at a port located in the Ding Hai Xian(定海縣), Ming Zhou(明州) via a few islands of Koryo [Hyup Kye San(俠界山) , the Kun San Do(群山島) , the Ja Yon Do(紫燕島) , the Keup Su Mun(急水門) in Kang Hwa Gun(江華郡) and the Hap Gul(蛤窟) ] and finally arrived the Port Ye Song Hang(禮成港) . According to the Xu-Jing's record his fleet sailed the sea with the help of the favorable seaward winds and tides as the usual way of ancient sailing. The Xu- Jing's Fleet sailed the sea between the Mei Cen(梅岑), Ming Zhou(明州) of China and the Hyup Kye San(俠界山) of Koryo from about 5:00 a.m., May 24th(of the lunar calendar) to about 5:00 p.m., June 2nd. At this section, the average speed of the seaward winds was 19.45km/h and the average speed of the fleet which sailed only by the power of the winds was 6.29km/h. This means that 32.3% of the favorable seaward winds' speed was equal to the speed of the ancient fleet which sailed only by the power of the favorable seaward winds. The fleet sailed the sea between the Ja Yon Do(紫燕島) and the Keup Su Mun(急水門) from about 9:00 a.m., June 10th to about 1:00 p.m., the same day. At this section the fleet sailed by the power of tides in addition to the favorable seaward winds without oaring. The average speed of the winds was not different from that of former section and the average speed of the tides was 1.937km/h. And at this section the average speed of the fleet increased by 0.41km/h than that of the former section. This means that 21.1% of the speed of the tides was equal to the increased speed of the ancient fleet by virtue of the tides. The fleet sailed the sea between Keup Su Mun(急水門) and the Hap Gul(蛤窟) from about 1:00 p.m., June 10th to about 3:00 p.m., the same day. At this section, there were no seaward winds and the fleet sailed only by the powers of tides and oaring. And at this section, the tide increased the average speed of the fleet by 0.3114km/h and the fleet could sail at the speed of 4.3km/h. So we can conclude that the average speed of ancient fleet without any influences of the seaward winds and tides was 3.98 km/h. We can make use of the various sailing speeds of ancient fleets when judging their maritime activities. If we make use of the various sailing speeds of the ancient fleets as calculated in this article, we will be able to get various important informations about the certain ancient fleet's maritime maneuver. For example, we can infer the sailing routs of a certain fleet and the time when the fleet passed a certain spot by making use of the various sailing speeds of the ancient fleet. In this article I did not take account of the shapes of ships that consist of the ancient fleets and the sizes of the various ships and fleets. It was because that such factors would not change the foresaid conclusions seriously.

• Proceedings of the Korean Society of Crop Science Conference
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• 2017.06a
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• pp.252-252
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• 2017

Nowadays water shortage is becoming one of the biggest problems in the Korea. Many different methods are developed for conservation of water. Soil water management has become the most indispensable factor for augmenting the crop productivity especially on soybean (Glycine max L.) because of their high susceptibility to both water stress and water logging at various growth stages. The farmers have been using irrigation techniques through manual control which farmers irrigate lands at regular intervals. Automatic irrigation systems are convenient, especially for those who need to travel. If automatic irrigation systems are installed and programmed properly, they can even save you money and help in water conservation. Automatic irrigation systems can be programmed to provide automatic irrigation to the plants which helps in saving money and water and to discharge more precise amounts of water in a targeted area, which promotes water conservation. The objective of this study was to determine the possible effect of automatic irrigation systems based on soil moisture on soybean growth. This experiment was conducted on an upland field with sandy loam soils in Department of Southern Area Crop, NICS, RDA. The study had three different irrigation methods; sprinkle irrigation (SI), surface drip irrigation (SDI) and fountain irrigation (FI). SI was installed at spacing of $7{\times}7m$ and $1.8m^3/hr$ as square for per irrigation plot, a lateral pipe of SDI was laid down to 1.2 m row spacing with $2.3L\;h^{-1}$ discharge rate, the distance between laterals was 20 cm spacing between drippers and FI was laid down in 3m interval as square for per irrigation plot. Soybean (Daewon) cultivar was sown in the June $20^{th}$, 2016, planted in 2 rows of apart in 1.2 m wide rows and distance between hills was 20 cm. All agronomic practices were done as the recommended cultivation. This automatic irrigation system had valves to turn irrigation on/off easily by automated controller, solenoids and moisture sensor which were set the reference level as available soil moisture levels of 30% at 10cm depth. The efficiency of applied irrigation was obtained by dividing the total water stored in the effective root zone to the applied irrigation water. Results showed that seasonal applied irrigation water amounts were $60.4ton\;10a^{-1}$ (SI), $47.3ton\;10a^{-1}$ (SDI) and $92.6 ton\;10a^{-1}$ (FI), respectively. The most significant advantage of SDI system was that water was supplied near the root zone of plants drip by drip. This system saved a large quantity of water by 27.5% and 95.6% compared to SI, FI system. The average soybean yield was significantly affected by different irrigation methods. The soybean yield by different irrigation methods were $309.7kg\;10a^{-1}$ from SDI $282.2kg\;10a^{-1}$ from SI, $289.4kg\;10a^{-1}$ from FI, and $206.3kg\;10a^{-1}$ from control, respectively. SDI resulted in increase of soybean yield by 50.1%, 7.0% 9.8% compared to non-irrigation (control), FI and SI, respectively. Therefore, the automatic irrigation system supplied water only when the soil moisture in the soil went below the reference. Due to the direct transfer of water to the roots water conservation took place and also helped to maintain the moisture to soil ratio at the root zone constant. Thus the system is efficient and compatible to changing environment. The automatic irrigation system provides with several benefits and can operate with less manpower. In conclusion, improving automatic irrigation system can contribute greatly to reducing production costs of crops and making the industry more competitive and sustainable.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.18 no.2
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• pp.53-64
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• 2013

This study analyzed the ADCP records along with wind by KMA and discharge records at Seosan A-, B-district tide embankment by KRC for 33 days obtained in the Chunsu Bay, Yellow Sea, Korea spanning from July 29 to August 30, 2010. Various analyses include descriptive statistics, harmonic analysis of tidal constituents, spectra and coherence, complex correlation, progressive vector diagram and cumulative curves to understand the tidal and sub-tidal current characteristics caused by local wind and discharge effect. Observed current speed ranges from -30 to 40 (cm/sec), with standard deviation from 1.7 (cm/sec) at bottom to 18.7 (cm/sec) at surface. According to the harmonic analysis results, the tidal current direction show NNW-SSE. The magnitudes of semi-major axes range from 9.4 to 14.8 (cm/sec) for M2 harmonic constituent and from 4.4 to 7.0 (cm/sec) for S2, respectively. And the magnitudes of semi-minor axes range from 0.1 to 0.5 (cm/sec) for M2 and from 0.4 to 1.4 (cm/sec) for S2, respectively. In the spectral analysis results in the frequency domain, we found 3~6 significant spectral peaks for band-passed wind and residual current of all depth. These peak periods represent various periodicities ranging from 2 to 8 (days). In the coherency analysis results between band-passed wind and residual current of all depth, several significant coherencies could be resolved in 3~5 periodicities within 2.8 (days). Highest coherency peak occurred at 4.6 (day) with 1.2-day phase lag of discharge to band-passed residual current. The progressive vector of wind and residual current travelled to northward at all layers, and the travel distance at middle layer was greater than surface layer distance. The Northward residual current was caused by a seasonal southern wind, and the density-driven current formed by fresh water input effected southward residual current. The sub-tidal current characteristics is determined by seasonal wind force and fresh water inflow in the Chunsu Bay, Yellow Sea, Korea.

• 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.

• Sleep Medicine and Psychophysiology
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• v.4 no.1
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• pp.57-65
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• 1997

As jet lag of modern travel continues to spread, there has been an exponential growth in popular explanations of jet lag and recommendations for curing it. Some of this attention are misdirected, and many of those suggested solutions are misinformed. The author reviewed the basic science of jet lag and its practical outcome. The jet lag symptoms stemed from several factors, including high-altitude flying, lag effect, and sleep loss before departure and on the aircraft, especially during night flight. Jet lag has three major components; including external de synchronization, internal desynchronization, and sleep loss. Although external de synchronization is the major culprit, it is not at all uncommon for travelers to experience difficulty falling asleep or remaining asleep because of gastrointestinal distress, uncooperative bladders, or nagging headaches. Such unwanted intrusions most likely to reflect the general influence of internal desynchronization. From the free-running subjects, the data has revealed that sleep tendency, sleepiness, the spontaneous duration of sleep, and REM sleep propensity, each varied markedly with the endogenous circadian phase of the temperature cycle, despite the facts that the average period of the sleep-wake cycle is different from that of the temperature cycle under these conditions. However, whereas the first ocurrence of slow wave sleep is usually associated with a fall in temperature, the amount of SWS is determined primarily by the length of prior wakefulness and not by circadian phase. Another factor to be considered for flight in either direction is the amount of prior sleep loss or time awake. An increase in sleep loss or time awake would be expected to reduce initial sleep latency and enhance the amount of SWS. By combining what we now know about the circadian characteristics of sleep and homeostatic process, many of the diverse findings about sleep after transmeridian flight can be explained. The severity of jet lag is directly related to two major variables that determine the reaction of the circadian system to any transmeridian flight, eg., the direction of flight, and the number of time zones crossed. Remaining factor is individual differences in resynchmization. After a long flight, the circadian timing system and homeostatic process can combine with each other to produce a considerable reduction in well-being. The author suggested that by being exposed to local zeit-gebers and by being awake sufficient to get sleep until the night, sleep improves rapidly with resynchronization following time zone change.