• Journal of Wetlands Research
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• v.19 no.4
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• pp.403-408
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• 2017

This study aims to set up the basic data to manage the waterfowl habitat through the analysis of the changes of physical structure according to the time series of Hangang(Riv.) as water birds' habitat. Study area was 41.5km in length from Paldang bridge to Hangju bridge. during total length of 497.52km and horizontal boundary was based on the protected lowland in year 1975. As the analysis result of land use from the center of water to adjacent road to the river, ratio of year 1975 was in order of sedimentary land(22.7%), surface water(20.7%), built-up area(16.9%), field(16.2%), paddy field(15.9%), and afterwards most of the areas were changed through the construction of arterial highway and submerged weir in order to use Hangang(Riv.). In year 1985, the area ratio of protected lowland(57.8%) and surface water(32.8%) dramatically increased. After construction of river bank the recreational areas continually increased and relatively natural areas decreased. In year 2005, the area ratio of protected lowland was enlarged to 57.6% and surface water also to 33.3%. While the length of both riversides and naturalness decreased by 10.9%, 91.5% respectively in year 2005 compared to year 1975, the depth of water increased by 1.46m. Comprehensively, the flow of changes by physical structure in Hangang(Riv.) for 30 years was divided into two periods. The main characteristics in the first period were decrease of riverside area and enlargement of the surface water through the massive construction before middle of year 1980, and afterwards revetments were intensively artificialized with changes of land use for amusement area. In terms of water fowl habitat, Hangang(Riv.) which previously had various types of habitat condition was changed into simplified habitat for few of species, and the active improvement apporach was needed for habitat diversity.

• Korean Journal of Environmental Agriculture
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• v.33 no.3
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• pp.169-177
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• 2014

BACKGROUND: The ferronickel and rapid cooling slags used in present study are industrial wastes derived from a steel factory in Korea. These slags are used as almost road construction materials after magnetic separation. However, the use of slag to remove phosphorus from wastewater is still a relatively less explored. The objective of this work was to evaluate the feasibility of ferronickel slag (FNS) and rapid cooling slag (RCS) as sorbents for phosphorus removal in wastewater. METHODS AND RESULTS: Adsorption experiments were conducted to determine the adsorption characteristics of the FNS and RCS for the phosphorus. Adsorption behaviour of the phosphorus by the FNS and RCS was evaluated using both the Freundlich and Langmuir adsorption isotherm equations. FNS and RCS were divided into two sizes as effective sizes. Effective sizes of FNS and RCS were 0.5 and 2.5 mm, respectively. The adsorption capacities (K) of the phosphorus by the FNS and RCS were in the order of RCS 0.5 (0.5105) > RCS 2.5 (0.3572) ${\gg}$ FNS 2.5 (0.0545) ${\fallingdotseq}$ FNS 0.5 (0.0400) based on Freundlich adsorption isotherm. The maximum adsorption capacities (a; mg/kg) of the phosphorus determined by the Langmuir isotherms were in the order of RCS 0.5 (3,582 mg/kg) > RCS 2.5 (2,983 mg/kg) > FNS 0.5 (320 mg/kg) ${\fallingdotseq}$ FNS 2.5 (187 mg/kg). RCS 0.5 represented the best sorbent for the adsorption of phosphorus. In the experiment, the Langmuir model showed better fit with our data than the Freundlich model. CONCLUSION: This study indicate that the use of RCS in constructed wetlands or filter beds is a promising solution for phosphorus removal via adsorption and precipitation mechanisms.

• Journal of Biosystems Engineering
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• v.3 no.2
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• pp.35-61
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• 1978

To find out the power tiller's travel and tractive characteristics on the general slope land, the tractive p:nver transmitting system was divided into the internal an,~ external power transmission systems. The performance of power tiller's engine which is the initial unit of internal transmission system was tested. In addition, the mathematical model for the tractive force of driving wheel which is the initial unit of external transmission system, was derived by energy and force balance. An analytical solution of performed for tractive forces was determined by use of the model through the digital computer programme. To justify the reliability of the theoretical value, the draft force was measured by the strain gauge system on the general slope land and compared with theoretical values. The results of the analytical and experimental performance of power tiller on the field may be summarized as follows; (1) The mathematical equation of rolIing resistance was derived as $$Rh=\frac {W_z-AC \[1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\)\] sin\theta_1}} {tan\phi \[1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\)\]+\frac{tan\theta_1}{1}$$ and angle of rolling resistance as $$\theta _1 - tan^1\[ \frac {2T(AcrS_0 - T)+\sqrt (T-AcrS_0)^2(2T)^2-4(T^2-W_2^2r^2)\times (T-AcrS_0)^2 W_z^2r^2S_0^2tan^2\phi} {2(T^2-W_z^2r^2)S_0tan\phi}\] $$and the equation of frft force was derived as$$P=(AC+Rtan\phi)\[1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\)\]cos\phi_1 \ulcorner \frac {W_z \ulcorner{AC\[ [1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\)\]sin\phi_1 {tan\phi[1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\]+ \frac {tan\phi_1} { 1} \ulcorner W_1sin\alpha $$The slip coefficient K in these equations was fitted to approximately 1. 5 on the level lands and 2 on the slope land. (2) The coefficient of rolling resistance Rn was increased with increasing slip percent 5 and did not influenced by the angle of slope land. The angle of rolling resistance Ol was increasing sinkage Z of driving wheel. The value of Ol was found to be within the limits of Ol =2\ulcorner "'16\ulcorner. (3) The vertical weight transfered to power tiller on general slope land can be estim ated by use of th~ derived equation: $$R_pz= \frac {\sum_{i=1}^{4}{W_i}} {l_T} { (l_T-l) cos\alpha cos\beta \ulcorner \bar(h) sin \alpha - W_1 cos\alpha cos\beta$$The vertical transfer weight $R_pz$ was decreased with increasing the angle of slope land. The ratio of weight difference of right and left driving wheel on slop eland,$\lambda= \frac { {W_L_Z} - {W_R_Z}} {W_Z} $, was increased from ,$\lambda$=0 to$\lambda$=0.4 with increasing the angle of side slope land ($\beta = 0^\circ~20^\circ) (4) In case of no draft resistance, the difference between the travelling velocities on the level and the slope land was very small to give 0.5m/sec, in which the travelling velocity on the general slope land was decreased in curvilinear trend as the draft load increased. The decreasing rate of travelling velocity by the increase of side slope angle was less than that by the increase of hill slope angle a, (5) Rate of side slip by the side slope angle was defined as $ S_r=\frac {S_s}{l_s} \times$ 100( %), and the rate of side slip of the low travelling velocity was larger than that of the high travelling velocity. (6) Draft forces of power tiller did not affect by the angular velocity of driving wheel, and maximum draft coefficient occurred at slip percent of S=60% and the maximum draft power efficiency occurred at slip percent of S=30%. The maximum draft coefficient occurred at slip percent of S=60% on the side slope land, and the draft coefficent was nearly constant regardless of the side slope angle on the hill slope land. The maximum draft coefficient occurred at slip perecent of S=65% and it was decreased with increasing hill slope angle $\alpha$. The maximum draft power efficiency occurred at S=30 % on the general slope land. Therefore, it would be reasonable to have the draft operation at slip percent of S=30% on the general slope land. (7) The portions of the power supplied by the engine of the power tiller which were used as the source of draft power were 46.7% on the concrete road, 26.7% on the level land, and 13~20%; on the general slope land ($\alpha = O~ 15^\circ ,\beta = 0 ~ 10^\circ$) , respectively. Therefore, it may be desirable to develope the new mechanism of the external pO'wer transmitting system for the general slope land to improved its performance.l slope land to improved its performance.

• Journal of Biosystems Engineering
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• v.3 no.2
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• pp.34-34
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• 1978

To find out the power tiller's travel and tractive characteristics on the general slope land, the tractive p:nver transmitting system was divided into the internal an,~ external power transmission systems. The performance of power tiller's engine which is the initial unit of internal transmission system was tested. In addition, the mathematical model for the tractive force of driving wheel which is the initial unit of external transmission system, was derived by energy and force balance. An analytical solution of performed for tractive forces was determined by use of the model through the digital computer programme. To justify the reliability of the theoretical value, the draft force was measured by the strain gauge system on the general slope land and compared with theoretical values. The results of the analytical and experimental performance of power tiller on the field may be summarized as follows; (1) The mathematical equation of rolIing resistance was derived as $$Rh=\frac {W_z-AC \[1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\)\] sin\theta_1}} {tan\phi \[1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\)\]+\frac{tan\theta_1}{1}$$ and angle of rolling resistance as $$\theta _1 - tan^1\[ \frac {2T(AcrS_0 - T)+\sqrt (T-AcrS_0)^2(2T)^2-4(T^2-W_2^2r^2)\times (T-AcrS_0)^2 W_z^2r^2S_0^2tan^2\phi} {2(T^2-W_z^2r^2)S_0tan\phi}\] $$and the equation of frft force was derived as$$P=(AC+Rtan\phi)\[1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\)\]cos\phi_1 ? \frac {W_z ?{AC\[ [1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\)\]sin\phi_1 {tan\phi[1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\]+ \frac {tan\phi_1} { 1} ? W_1sin\alpha $$The slip coefficient K in these equations was fitted to approximately 1. 5 on the level lands and 2 on the slope land. (2) The coefficient of rolling resistance Rn was increased with increasing slip percent 5 and did not influenced by the angle of slope land. The angle of rolling resistance Ol was increasing sinkage Z of driving wheel. The value of Ol was found to be within the limits of Ol =2? "'16?. (3) The vertical weight transfered to power tiller on general slope land can be estim ated by use of th~ derived equation: $$R_pz= \frac {\sum_{i=1}^{4}{W_i}} {l_T} { (l_T-l) cos\alpha cos\beta ? \bar(h) sin \alpha - W_1 cos\alpha cos\beta$$The vertical transfer weight $R_pz$ was decreased with increasing the angle of slope land. The ratio of weight difference of right and left driving wheel on slop eland,$\lambda= \frac { {W_L_Z} - {W_R_Z}} {W_Z} $, was increased from ,$\lambda$=0 to$\lambda$=0.4 with increasing the angle of side slope land ($\beta = 0^\circ~20^\circ) (4) In case of no draft resistance, the difference between the travelling velocities on the level and the slope land was very small to give 0.5m/sec, in which the travelling velocity on the general slope land was decreased in curvilinear trend as the draft load increased. The decreasing rate of travelling velocity by the increase of side slope angle was less than that by the increase of hill slope angle a, (5) Rate of side slip by the side slope angle was defined as $ S_r=\frac {S_s}{l_s} \times$ 100( %), and the rate of side slip of the low travelling velocity was larger than that of the high travelling velocity. (6) Draft forces of power tiller did not affect by the angular velocity of driving wheel, and maximum draft coefficient occurred at slip percent of S=60% and the maximum draft power efficiency occurred at slip percent of S=30%. The maximum draft coefficient occurred at slip percent of S=60% on the side slope land, and the draft coefficent was nearly constant regardless of the side slope angle on the hill slope land. The maximum draft coefficient occurred at slip perecent of S=65% and it was decreased with increasing hill slope angle $\alpha$. The maximum draft power efficiency occurred at S=30 % on the general slope land. Therefore, it would be reasonable to have the draft operation at slip percent of S=30% on the general slope land. (7) The portions of the power supplied by the engine of the power tiller which were used as the source of draft power were 46.7% on the concrete road, 26.7% on the level land, and 13~20%; on the general slope land ($\alpha = O~ 15^\circ ,\beta = 0 ~ 10^\circ$) , respectively. Therefore, it may be desirable to develope the new mechanism of the external pO'wer transmitting system for the general slope land to improved its performance.

• Journal of the Korean Institute of Traditional Landscape Architecture
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• v.38 no.2
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• pp.14-30
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• 2020

This study focuses on the fact that pictorial maps in the late Joseon Dynasty were conceptual diagrams with the place names perceived by the people at the time of their production. In this regard, targeting on five pictorial maps, the humanistic landscape characteristics of Pyongyang, which had cultural identities such as a historically old, commercial, and Pungnyu(appreciation for the arts) city, were derived as follows. First, the historic legitimacy of Pyongyang Castle was represented by ritual and religious facilities. They include 'Dangunjeon' and 'Gijagung' related to the nation founder, 'Munmujeong': the remains of Goguryeo, 'Sajikdan' & 'Pyongyanggangdan': the place of the national rites, Hyanggyo and Seowon: education & rite functions, Buddhism and Taoist facilities, 'Yongsindang', 'Sanshindang', and 'Jesindan': folk religion facilities. Gija-related facilities, which became symbols of Pyongyang due to the importance of Small-Sinocentrism and Gija dignity tendency, were distributed throughout Pyongyang Castle though, the facilities related to King Dongmyeong of Goguryeo and the spaces of religion praying for blessings are spread in Bukseong and on the riverside of Daedonggang each. Second, as a Pyongando Province's economic center, Pyongyang's commercial landscape was represented by logistics and transportation facilities. The Daedonggang River, which was in charge of transportation functions, had many decks such as 'Yangmyeongpo', 'Cheongryongpo' and 'Waeseongjin' and bridges, such as 'Yeongjegyo' and 'Gangdonggyo', which connected major transportation routes. The road network was created in Oeseong area to facilitate logistics transportation and management, and many warehouses named after the jurisdiction of Pyongyangbu were distributed near the roads and Provincial Offices of the main gates. In addition, it was characterized by the urban area systematically divided with hierarchical roads, 'Bukjangnim' of willow trees planted on the main entrance roads of Pyongyang Castle, a linear landscape created by 'Simnijangnim' consisting of mixed forests with elm trees. Third, Pungnyu City is realized by the distribution of amusement facilities. The riverside of Daedonggang adjacent to Naeseong exhibits characteristics of artificial landscape such as a canal leading to the inside of the castle, a docking facility with embankments, and a port with cargo ships anchored. However, Bukseong of the natural surroundings had numerous pavilions and platforms such as 'Bubyeongnu', 'Eulmildae', 'Choeseungdae', 'Jebyeokjeong' and engraved letters such as 'Cheongnyubyeok', 'Jangbangho'. 'Osunjeong', 'Byeogwolji', 'Banwolji' near 'Sachang', and 'Aeryeondang', built on the island of a square pond, created waterscape in Naeseong invisible from the Daedonggang, and for practical purposes, ponds and repeated willow vegetation landscape related to Gija were placed in the western rampart of Jungseong. In addition, 'Seonyeondong', a cemetery of Gisaeng, located near by Chilseongmun, was used as poem titles and themes by literary people, contributing to the creation of the Pungnyu image of Pyongyang.

• Journal of Korean Tunnelling and Underground Space Association
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• v.21 no.1
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• pp.167-175
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• 2019

To effectively deal with the fire in tunnel which is mostly the vehicle fire, it's more important to suppress the fire at early stage. In urban tunnel, however, accessibility to the scene of fire by the fire fighter is very limited due to severe traffic congestion which causes the difficulty with firefighting activity in timely manner and such a problem would be further worsened in underground road (double-deck tunnel) which has been increasingly extended and deepened. In preparation for the disaster in Korea, the range of life safety facilities for installation is defined based on category of the extension and fire protection referring to risk hazard index which is determined depending on tunnel length and conditions, and particularly to directly deal with the tunnel fire, fire extinguisher, indoor hydrant and sprinkler are designated as the mandatory facilities depending on category. But such fire extinguishing installations are found inappropriate functionally and technically and thus the measure to improve the system needs to be taken. Particularly in a double-deck tunnel which accommodates the traffic in both directions within a single tunnel of which section is divided by intermediate slab, the facility or the system which functions more rapidly and effectively is more than important. This study, thus, is intended to supplement the problems with existing tunnel life safety system (fire extinguishing) and develop the remote-controlled automatic fire extinguishing system which is optimized for a double-deck tunnel. Consequently, the system considering low floor height and extended length as well as indoor hydrant for a wide range of use have been developed together with the performance verification and the process for commercialization before applying to the tunnel is underway now.

• Journal of the Daesoon Academy of Sciences
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• v.35
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• pp.331-358
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• 2020

This paper is a study of Kim Si-seup's maniacal tendency. The properties of mania can be divided into two categories. One is mental mania wherein the mind has fallen into madness, and the other is morphological mania wherein madness is revealed in real world actions. This thesis analyzes two aspects of the madness of Kim Si-seup, who showed madness in the morphological dimension as well as madness of the mind in the Joseon Dynasty. One notion that is analyzed is 'Longing to never return', and the other is 'To live in obscurity, yet practice wonders.' Kim Si-seup was a promising talent when he was young and was a so-called "infant prodigy." However, when 'Saejo' took the throne of 'Danjong,' he left the house on the road to 'burn all the books' and became a monk as a way of disappearing from the world. Thereafter, Kim Si-seup gave up on the test to become a bureaucrat and lived in hiding while doing strange things while he falsely pretended to be "crazy." He never felt regret hearing others describe him as a strange person. He lived a life of not returning to the mundane world for a long time as he traveled through famous mountains and streams. Also, he pursued a life in 'the world outside the world' without any greed. Sometimes he expresses his own free spirit and madness through poetry with 'what he talks about' and 'wonderful words.' This life was far from a form of neutralization aesthetics achieved by pursuing a 'gentle and magnanimous' life as claimed by Confucian scholars. Kim Si-seup, sometimes referred to as 'a maniac with mental clarity,' directed his efforts at 'false maniacal behavior,' 'weird behavior,' 'life pursuing the world outside the world,' and 'life of breaking off one's relationship with the world.' This maniac-like life of Kim Si-seup was not crazy but conveyed a deep desire to criticize the absurd reality of Joseon society at the time. Regarding Kim Si-seup, Li Hwang criticizes him for wishing 'to live in obscurity yet practice wonders.' Unlike Li Hwang, Yi Yi, who wrote The Records of Kim Si-seup when commissioned to do so by Sun Jo, positively evaluated Kim Si-seup as "a Confucian who followed Buddhism." Although the contents of these evaluations of Kim Si-seup were different, both agreed that Kim Si-seup was a maniacally-oriented individual. Kim Si-seup, who was mentally maniacal and morphological maniacal, represents a unique case in the study history of the Joseon Dynasty, wherein the 'the doctrines of Zhu Zi' exerted great influence.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.1
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• pp.172-191
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• 2023

This study was undertaken to strategize the mixed traffic operation of autonomous vehicles in the pilot zone. This was achieved by analyzing the changes expected when autonomous vehicles are mixed in the autonomous vehicle pilot zone. Although finding a safe and efficient traffic operation strategy is required for the pilot zone to serve as a test bed for autonomous vehicles, there is no available operation strategy based on the mixture of autonomous vehicles. In order to presents a traffic operation strategies for each period of autonomous vehicle introduction, traffic efficiency and safety analysis was performed according to the autonomous vehicle market percentage rate. Based on the analysis results, the introduction stage was divided into introductory stage, transition period, and stable period based on the autonomous vehicle market share of 30% and 70%. This study presents the following traffic operation strategies. Considering the traffic flow operation strategy, we suggest the advancement of the existing road infrastructure at the introductory stage, and operating an autonomous driving lane and the mileage system during the transition period. We also propose expanding the operation of autonomous driving lanes and easing the speed limit during the stable period. In the traffic safety strategy, we present a manual and legal system for responding to autonomous vehicle accidents in the introductory stage, an analysis of the causes of autonomous vehicle accidents and the implementation of preventive policies in the transition period, and the advancement of the autonomous system and the reinforcement of the security system during the stable period. Through the traffic operation strategy presented in this study, we foresee the possibility of preemptively responding to the changes of traffic flow and traffic safety expected due to the mixture of autonomous vehicles in the autonomous vehicle pilot zone in the future.

• Journal of Intelligence and Information Systems
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• v.22 no.1
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• pp.107-118
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• 2016

The advent of 5G mobile communications, which is expected in 2020, will provide many services such as Internet of Things (IoT) and vehicle-to-infra/vehicle/nomadic (V2X) communication. There are many requirements to realizing these services: reduced latency, high data rate and reliability, and real-time service. In particular, a high level of reliability and delay sensitivity with an increased data rate are very important for M2M, IoT, and Factory 4.0. Around the world, 5G standardization organizations have considered these services and grouped them to finally derive the technical requirements and service scenarios. The first scenario is broadcast services that use a high data rate for multiple cases of sporting events or emergencies. The second scenario is as support for e-Health, car reliability, etc.; the third scenario is related to VR games with delay sensitivity and real-time techniques. Recently, these groups have been forming agreements on the requirements for such scenarios and the target level. Various techniques are being studied to satisfy such requirements and are being discussed in the context of software-defined networking (SDN) as the next-generation network architecture. SDN is being used to standardize ONF and basically refers to a structure that separates signals for the control plane from the packets for the data plane. One of the best examples for low latency and high reliability is an intelligent traffic system (ITS) using V2X. Because a car passes a small cell of the 5G network very rapidly, the messages to be delivered in the event of an emergency have to be transported in a very short time. This is a typical example requiring high delay sensitivity. 5G has to support a high reliability and delay sensitivity requirements for V2X in the field of traffic control. For these reasons, V2X is a major application of critical delay. V2X (vehicle-to-infra/vehicle/nomadic) represents all types of communication methods applicable to road and vehicles. It refers to a connected or networked vehicle. V2X can be divided into three kinds of communications. First is the communication between a vehicle and infrastructure (vehicle-to-infrastructure; V2I). Second is the communication between a vehicle and another vehicle (vehicle-to-vehicle; V2V). Third is the communication between a vehicle and mobile equipment (vehicle-to-nomadic devices; V2N). This will be added in the future in various fields. Because the SDN structure is under consideration as the next-generation network architecture, the SDN architecture is significant. However, the centralized architecture of SDN can be considered as an unfavorable structure for delay-sensitive services because a centralized architecture is needed to communicate with many nodes and provide processing power. Therefore, in the case of emergency V2X communications, delay-related control functions require a tree supporting structure. For such a scenario, the architecture of the network processing the vehicle information is a major variable affecting delay. Because it is difficult to meet the desired level of delay sensitivity with a typical fully centralized SDN structure, research on the optimal size of an SDN for processing information is needed. This study examined the SDN architecture considering the V2X emergency delay requirements of a 5G network in the worst-case scenario and performed a system-level simulation on the speed of the car, radius, and cell tier to derive a range of cells for information transfer in SDN network. In the simulation, because 5G provides a sufficiently high data rate, the information for neighboring vehicle support to the car was assumed to be without errors. Furthermore, the 5G small cell was assumed to have a cell radius of 50-100 m, and the maximum speed of the vehicle was considered to be 30-200 km/h in order to examine the network architecture to minimize the delay.

• Journal of Korean Society of Forest Science
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• v.20 no.1
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• pp.1-44
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• 1973

Needless to say, the management of national forest in all countries is very important in view of the national mission and management purposes. Korean national forest is also in particular significant in promoting national economy for the continuous increasing of the demand for wood, conservation of the land and social welfare. But there's no denying the fact that the leading aim of the Korean forest policy has been based upon the conservation of forest resources and recovery of land conservation function instead of improvement of the forest productive capacity. Therefore, the management of national forest should be aimed as an industry in the chain of the Korean national economy. And the increment of the forest productive capacity based on rationalized forest management is also urgently needed. Not only the increment of the timber production but also the establishment of the good forest in quality and quantity are to bring naturally many functions of conservation and other public benefits. In 1908 Korean national forest was historically established for the first time as a result of the notification for ownership, and was divided into two kinds in 1911-1924, such as indisposable national forest for land conservation, forest management, scientific research and public welfare, and the other national forest to be disposed. Indisposable forest is mostly under the jurisdiction of national forest stations (Chungbu, Tongbu, Nambu), and the tother national forests are under custody of respective cities and provinces, and under custody of the other government authorities. As of the end of 1971, national forest land is 19.5% (1,297,708 ha) of the total forest land area, but growing stock is 50.1% ($35,406,079m^3$) of the total forest growing stock, and timber production of national forest is 23.6% ($205,959m^3$) of the year production of total timber in Korea. Accordingly, it is the important fact that national forest occupies the major part of Korean forestry. The author positively affirms that success or failure of the management of national forest controls rise or fall of forestry in Korea. All functions of forest are very important, but among others the function of timber production is most important especially in Korea, that unavoidably imports a large quantity of foreign wood every year (in 1971 import of foreign wood-$3,756,000m^3$, 160,995,000 dollars). So, Korea urgently needs the improvement of forest productive capacity in national forest. But it is difficult that wood production meets the rapid increase of demand for wood to the development of economy, because production term of forestry is long, so national forest management should be rationalized by the effective investment and development of forestry techniques in the long view. Although Korean national forest business has many difficulties in the budget, techniques and the lack of labour due to outflow of rural village labour by development of national economy, and the increase of labour wages and administrative expenses etc. the development of national forest depends on adoption of the suitable forest techniques and management adapted for social and economical development. In this view point the writer has investigated and analyzed the status of the management of national forest in Korea to examine the irrational problems and suggest an improvement plan. The national forestry statistics cited in this study is based on the basic statistics and the statistics of the forest business as of the end of 1971 published by Office of Forestry, Republic of Korea, and the other depended on the data presented by the national forest stations. The writer wants to propose as follows (seemed to be helpful in improvement of Korean national forest management). 1) In the organization of national forest management, more national forest stations should be established to manage intensively, and the staff of working plan officials should be strengthened because of the importance of working plan. 2) By increasing the staff of protection officials, forest area assigned for each protection official should be decreased to 1,000-2,000 ha. 3) The frequent personnel changes of supervisor of national forest station(the responsible person on-the-spot) obstructs to accomplish the consistent management plan. 4) In the working plan drafting for national forest, basic investigations should be carefully practiced with sufficient expenditure and staff not to draft unreal working plan. 5) The area of working-unit should be decreased to less than 2,000 ha on the average for intensive management and the principle of a working-unit in a forest station should be realized as soon as possible. 6) Reforestation on open land should be completed in a short time with a debt of the special fund(a long term loan), and the land on which growing hardwood stands should be changed with conifers to increase productivity per unit area, and at the same time techical utilization method of hardwood should be developed. 7) Expenses of reforestation should be saved by mechanization and use of chemicals for reforestation and tree nursery operation providing against the lack of labour in future. 8) In forest protection, forest fire damage is enormous in comparison with foreign countries, accordingly prevention system and equipment should be improved, and also the minimum necessary budget should be counted up for establishment and manintenance of fire-lines. 9) Manufacture production should be enlarged to systematize protection, processing and circulation of forest business, and, by doing this, mich benefit is naturally given for rural people. 10) Establishment and arrangement of forest road networks and erosion control work are indispensable for the future development of national forest itself and local development. Therefore, these works should be promoted by the responsibility of general accounting instead of special accounting. 11) Mechanization of forest works should be realized for exploiting hinterlands to meet the demand for timber increased and for solving lack of labour, consequently it should promote import of forest machines, home production, training for operaters and careful adminitration. 12) Situation of labour in future will grow worse. Therefore, the countermeasure to maintain forest labourers and pay attention to public welfare facilities and works should be considered. 13) Although the condition of income and expenditure grows worse because of economical change, the regular expenditure should be fixed. So part of the surplus fund, as of the end of 1971, should be established for the fund, and used for enlarging reforestation and forest road networks(preceding investment in national forest).