• Korean Journal of Environmental Agriculture
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• v.19 no.3
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• pp.201-205
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• 2000

Eleven runoff $plots(3{\times}15\;m)$ were built on a sloping field of a high plateau in Kangwon Province, Korea. The plots were treated with different tillage, residue covers and fertilizers, corn and potato were cultivated, and sediment discharge was measured from the plots for 3 years. Agricultural management practices were monitored around the plots to develop adequate best management practices. The least sediment occurred from the plots with no-till and 100% residue cover $(corn,\;0.1{\sim}2.2\;t/ha/year)$ and with contour tillage and vinyl sheet cover plots $(potato,\;0.1{\sim}0.2\;t/ha/year)$. The largest sediment was measured from the plots with up-and-down till and no cover ($11{\sim}33$ and $16{\sim}31\;t/ha/year$ from corn and potato plots, respectively). The type of organic and commercial fertilizers seemed not to affect sediment discharge. Sediment discharge from contour plots were largely dependent on the collapse of ridges due to the flush of water stored in furrows. The sediment discharge from contour corn and potato plots with no residue cover was $10{\sim}27$ and $16{\sim}24\;t/ha/year$, respectively. No-till with residue cover, vinyl cover for tuber crops, construction of furrow dam, frost heave research, furrow and ridge tillage with furrow dam after tuber crop harvest, limited stalk harvest of row crops, use of winter cover crops, and other common best management practices were recommended to minimize the sediment discharge from a high plateau sloping land culture.

• Journal of Biosystems Engineering
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• v.3 no.1
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• pp.1-19
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• 1978

Power tiller is a major unit of agricultural machinery being used on farms in Korea. About 180.000 units are introduced by 1977 and the demand for power tiller is continuously increasing as the farm mechanization progress. Major farming operations done by power tiller are the tillage, pumping, spraying, threshing, and hauling by exchanging the corresponding implements. In addition to their use on a relatively mild slope ground at present, it is also expected that many of power tillers could be operated on much inclined land to be developed by upland enlargement programmed. Therefore, research should be undertaken to solve many problems related to an effective untilization of power tillers on slope ground. The major objective of this study was to find out the travelling and tractive characteristics of power tillers being operated on general slope ground.In order to find out the critical travelling velocity and stability limit of slope ground for the side sliding and the dynamic side overturn of the tiller and tiller-trailer system, the mathematical model was developed based on a simplified physical model. The results analyzed through the model may be summarized as follows; (1) In case of no collision with an obstacle on ground, the equation of the dynamic side overturn developed was: $$\sum_n^{i=1}W_ia_s(cos\alpha cos\phi-{\frac {C_1V^2sin\phi}{gRcos\beta})-I_{AB}\frac {v^2}{Rr}}=0$$ In case of collision with an obstacle on ground, the equation was: $$\sum_n^{i=1}W_ia_s\{cos\alpha(1-sin\phi_1)-{\frac {C_1V^2sin\phi}{gRcos\beta}\}-\frac {1}{2}I_{TP} \( {\frac {2kV_2} {d_1+d_2}\)-I_{AB}{\frac{V^2}{Rr}} \( \frac {\pi}{2}-\frac {\pi}{180}\phi_2 \} = 0 $$ (2) As the angle of steering direction was increased, the critical travelling veloc\ulcornerities of side sliding and dynamic side overturn were decreased. (3) The critical travelling velocity was influenced by both the side slope angle .and the direct angle. In case of no collision with an obstacle, the critical velocity $V_c$ was 2.76-4.83m/sec at $\alpha=0^\circ$, $\beta=20^\circ$ ; and in case of collision with an obstacle, the critical velocity $V_{cc}$ was 1.39-1.5m/sec at $\alpha=0^\circ$, $\beta=20^\circ$ (4) In case of no collision with an obstacle, the dynamic side overturn was stimu\ulcornerlated by the carrying load but in case of collision with an obstacle, the danger of the dynamic side overturn was decreased by the carrying load. (5) When the system travels downward with the first set of high speed the limit {)f slope angle of side sliding was $\beta=5^\circ-10^\circ$ and when travels upward with the first set of high speed, the limit of angle of side sliding was $\beta=10^\circ-17.4^\circ$ (6) In case of running downward with the first set of high speed and collision with an obstacle, the limit of slope angle of the dynamic side overturn was = $12^\circ-17^\circ$ and in case of running upward with the first set of high speed and collision <>f upper wheels with an obstacle, the limit of slope angle of dynamic side overturn collision of upper wheels against an obstacle was $\beta=22^\circ-33^\circ$ at $\alpha=0^\circ -17.4^\circ$, respectively. (7) In case of running up and downward with the first set of high speed and no collision with an obstacle, the limit of slope angle of dynamic side overturn was $\beta=30^\circ-35^\circ$ (8) When the power tiller without implement attached travels up and down on the general slope ground with first set of high speed, the limit of slope angle of dynamic side overturn was $\beta=32^\circ-39^\circ$ in case of no collision with an obstacle, and $\beta=11^\circ-22^\circ$ in case of collision with an obstacle, respectively.

• Korean Journal of Soil Science and Fertilizer
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• v.26 no.4
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• pp.241-248
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• 1993

An experiment was conducted in 1990~1991 to study the effects of various soil amelioration on the soil productivity and machine workability at tidal land paddy field of Kyewhado Substation, Homam Crop Experiment Station. The soil, Munpo Series(fine sandy loam, Typic Fluvaquents) was treated with gipsum, rice straw, rice straw compost and foreign soil(at 20cm depth) after deep ploughing. The results are surmerized as follows. 1. Sand and clay were slightly increased, while silt was slightly decreased in the rice straw and compost plots. The soil texture was changed from loam to sand loam by the addition of foreign soil 2. Soil bulk density and porosity was decreased in the rice straw, compost and foreign soil addition plots. 3. Cone penetration resistance was $12.5kg/cm^2$ at 10cm of soil depth before experiment and $12.5kg/cm^2$ at 20cm of soil depth after experiment except control, and the root zone was expended down to 20cm. 4. Soil salt content before experiment was 0.46 and 0.48% for surface soil(10cm) and subsoil(20cm), respectively ; The salt content of ameliorated plot was 0.26~0.32% and 0.16~0.31%, respectively, indicating good leaching of soil salt by the soil improvements. 5. The yields of rice in different treatments were in the order of the foreign soil addition > compost > gypsum > rice straw > control.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.49
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• pp.283-324
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• 2011

The purpose of this paper is to research the air waybill and the carrier's liability in respect of the carriage of cargo by air under the Montreal Convention of 1999. The Warsaw Convention for the unification of certain rules for international carriage by air was adopted in 1929 and modified successively in 1955, 1961, 1971, 1975 and 1999. The Montreal Convention of 1999 modernized and consolidated the Warsaw Convention and related instruments. Under the Montreal Convention, in respect of the carriage of cargo, the air waybill shall be made out by the consignor. If, at the request of the consignor, the carrier makes it out, the carrier shall be deemed to have done so on behalf of the consignor. The air waybill shall be made out in three orignal parts. Under the Montreal Convention, the consignor shall indemnify the carrier against all damages suffered by the carrier or any other person to whom the carrier is liable, by reason of the irregularity, incorrectness or incompleteness of the particulars and statement furnished by the consignor or on its behalf. The air waybill is not a document of title or negotiable instrument. Under the Montreal Convention, the air waybill is prima facie evidence of the conclusion of the contract, of the acceptance of the cargo and of the conditions of carriage. If the carrier carries out the instructions of the consignor for the disposition of the cargo without requiring the production of the part of the air waybill, the carrier will be liable, for any damage which may be accused thereby to any person who is lawfully in possession of the part of the air waybill. Under the Montreal Convention, the carrier is liable by application of principle of strict liability for the damage sustained during the carriage of cargo by air. The carrier is liable for the destruction or loss of, or damage to cargo and delay during the carriage by air. The period of the carriage by air does not extend to any carriage by land, by sea or by inland waterway performed outside an airport. Under the Montreal Convention, the carrier's liability is limited to a sum of 17 Special Drawing Rights per kilogramme. Any provision tending to relieve the carrier of liability or to fix a lower limit than that which is laid down in this Convention shall be and void. Under the Montreal Convention, if the carrier proves that the damage was caused by the negligence or other wrongful act or omission of the person claiming compensation, or the person from whom he derives his rights, the carrier shall be wholly or partly exonerated from ist liability to the claimant to the extent that such negligence or wrongful act or omission caused the damage. Under the Montreal Convention, any action for damages, however founded, whether under this Convention or in contract or in tort or otherwise, can only be brought subject to the conditions and such limits of liability as are set out in this Convention. Under the Montreal Convention, in the case of damage the person entitled to delivery must complain to the carrier forthwith after the discovery of the damage, and at the latest, within fourteen days from the date of receipt of cargo. In the case of delay, the complaint must be made at the latest within twenty-one days from the date on which the cargo has been placed at his disposal. if no complaint is made within the times aforesaid, no action shall lie against the carrier, save in the case of fraud on its part. Under the Montreal Convention, the right to damage shall be extinguished if an action is not brought within a period of two years, reckoned from the date of arrival at the destination, or from the date on which the aircraft ought to have arrived, or from the date on which the carriage stopped. In conclusion, the Montreal Convention has main outstanding issues with respect to the carrier's liability in respect of the carriage of cargo by air as follows : The amounts of limits of the carrier's liability, the duration of the carrier's liability, and the aviation liability insurance. Therefore, the conditions and limits of the carrier's liability under the Montreal Convention should be readjusted and regulated in detail.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.36 no.1
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• pp.65-74
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• 2016

This study mainly focuses on urban regeneration project as a countermeasure to resolve climate change issues by analyzing the carbon-reduction effect of Jeonju test-bed cases. First, an urban regeneration project is designed for city, Jeonju by analyzing its environmental problems and potential improvement. Then, carbon emission and reduction amounts are evaluated for different businesses and scenarios. Carbon emission sources are classified according to a standard suggested by IPCC, and the emissions are calculated by various standard methods. The result shows that carbon emission amount in Jeonju test-bed is 102,149 tCO2eq. The fact that 70% of the emission from energy sector originates from buildings implies that urban regeneration projects can concentrate on building portions to effectively reduce carbon emission. It is also projected carbon emission will decrease by 3,826tCo2eq in 2020 compared to 2011, reduction mainly based on overall population and industry shrinkage. When urban regeneration projects are applied to 5 urban sectors (urban environment, land use, green transportation, low carbon energy, and green buildings) total of 10,628tCO2eq is reduced and 4,857tCO2 (=15.47%) when only applied to the green building sector. Moreover, different carbon reduction scenarios are set up to meet each goal of different sectors. The result shows that scenario A, B, and C each has 5%, 11%, and 15% of carbon reduction, respectively. It is recommended to apply scenario B to achieve 11% reduction goal in a long term. Therefore, this research can be a valuable guideline for planning future urban regeneration projects and relative policies by analyzing the present urban issues and suggesting improvement directions.

• Cartoon and Animation Studies
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• s.51
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• pp.181-201
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• 2018

The cartoon industry in Korea has continued to decline due to the contraction of published comics market and decrease in the number of comic books rental stores until the 2000s when it rapidly started to experience qualitative changes and quantitative growth due to the emergence of webtoon. The market size of webtoon industry, valued at 420 billion won in 2015, is expected to grow to 880.5 billion won by 2018. Notably, most cartoonists who draw cartoon strips are using digital devices and producing scripts in data, thereby overcoming the geographical, spatial and physical limitation of contents. As a result, a favorable environment for the creation of local ecosystems is generated. While the infrastructures of human resources are steadily growing by region, cartoon industries that are supported by the government policy have shown good performance combined with factors of creative infrastructures in local areas such as webtoon experience centers, webtoon campuses and webtoon creation centers, etc. Nevertheless, it is true that cartoon infrastructures are substantially based on a capital area which leads to an imbalanced structure of cartoon industry. To see the statistics, companies of offline cartoon business in Seoul and Gyeonggi Province make up 87%, except for distribution industry. In addition, companies of online cartoon business which are situated outside of Seoul and Gyeonggi Province form merely 7.5%. Studies and research on local webtoon are inadequate. The existing studies on local webtoon usually focus on its industrial and economic values, mentioning the word "local" only sometimes. Therefore, this study looked into the current status of local webtoon of the present time for the current state of local cartoon ecosystem, middle and long-term support from the government, and an alternative in the future. Main challenges include the expansion of opportunities to enjoy cartoon cultures, the independence of cartoon infrastructure, and the settlement of regionally specialized cartoon cultures. It means that, in order to enable the cartoon ecosystem to settle down in local areas, it is vital to utilize and link basic infrastructures. Furthermore, it is necessary to consider independence and autonomy beyond the limited support by the government. Finally, webtoon should be designated as a culture, which can be a new direction of the development of local webtoon. Furthermore, desirable models should be continuously researched and studied, which are suitable for each region and connect them with regional tourism, culture and art industry. It will allow the webtoon industry to soft land in the industry. Local webtoon, which is a growth engine of regions and main contents of the fourth industrial revolution, is expected to be a momentum for the decentralization of power and reindustrialization of regions.

• Korean Journal of Soil Science and Fertilizer
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• v.45 no.5
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• pp.842-847
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• 2012

This study was conducted to estimate the greenhouse gas emissions on local government levels from 1990 to 2010 using 2006 IPCC guideline methodology. To calculate greenhouse gas emissions based on the 16 local governments, emission factor and scaling factor were used with default value and activity data came from the food, agricultural, forestry and fisheries statistical yearbook of MIFAFF (Ministry for Food, Agriculture, Forestry, and Fisheries). The total emissions in crop sector gradually decreased from 1990 to 2010 due to a decline in agricultural land and nitrogen fertilizer usage. The annual average emission of greenhouse gas was the highest in Jeonnam (JN) with 1,698 Gg $CO_2$-eq and following Chungnam (CN), Gyungbuk (GB), Jeonbuk (JB) and Gyunggi (GG). The sum of top-six locals emission had occupied 83.4% of the total emission in cropland sector. The annual average emissions in 1990 by applying 2006 IPCC guideline were approximately 43% less than the national greenhouse gas inventory by 1996 IPCC guideline. Jeonnam (JN) province occupied also the highest results of greenhouse gas emission estimated by gas types (methane, nitrous oxide and carbon dioxide) and emission sources such as rice cultivation, agricultural soil, field burning of crop residue and urea fertilizer.

• Korean journal of applied entomology
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• v.16 no.2 s.31
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• pp.127-131
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• 1977

This experiment was conducted to evaluate the insect-proof netting, chemical sprays, application of attractants, fruit bagging and light trapping as the control methods of the fruit piercing moths in the orchards on reclaimed land in Sugyeri, Goksung, Chonnam Province, during June to October in 1976. The results are summarized as follows; 1. Insect-proof. netting effectively decreased fruit damage, compared as to the control, down to $9.4\%$ from $38.3\%$ in plum, $2.5\%$ from $53.0\%$ in peaches and $10.0\%$ from $29.0\%$ in grapes. 2. The control effects of chemicals varied significantly among the 7 insecticides tested: Deoclean, Naphthalene, and Thiometon were more effective to the fruit damages as low as $2.0\%,\; 3.6\%,\;and\;5.9\%$ respectively. while the fruit damage was rather high, $9.8\%$ for Demeton, $10.1\%$, for Takju +lead arsenate and $14.2\%$ for Padan. ,3. In the test with 7 attractants, the largest number of moths attracted and killed was 416.by Takju+brown sugar and the next was 307 by Takju+venegor while this number was 141 by mixed solution (see text) which is rather lower than expectation The fruit damage was lowest in Takju+honey and$5.2\%$, the next was $5.60\%$ for Takju+venegor and the highest was $12.0\%$, Takju alone. 4. Fruit bagging with polyethylene film effectively decreased the fruit damage from the inserts but brought about severe fruit rot and delay ripening. Meanwhile, paper bagging was less effective in preventing insects, resulting in $17.5\%$ fruit damage, however, gave no adverse effect other than slight Belay in ripening. 5. Light trapping was hardly expected to be a method of controlling these fruit piercing moths. However, the number of collected moths swarmed by electric light was 10.8 for can-descence, 0.95 for blue, and 0.22 for yellow light.

• Journal of the Korean Geographical Society
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• v.29 no.3
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• pp.297-317
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• 1994

This study demonstrates the changes in the spatial organization of Korea by the construction of Seoul-Pusan railroad. This Seoul-Pusan line, which is the most important one in Korea was constructed in 1905. The original plan of the line was selected to cross the main traditional roads to control the entire Korean peninsular and to mobilize the Korean commercial potentials. It was the line to exploit the staples and to expand the Japanese market in Korea. In accordance with the contracts between Japan and Korean government, Korean government had to supply the lands for railroad, office, and service facilities. That was one of the important reasons that Korean government had been broken down. The main findings of this study are as follows: 1. The Seoul-Pusan railroad line was constructed Japanese colonial policy which emphasized three main purposes; the first was to reorganize the economic space and to collapse the traditional Korean markets for Japanese ruling, and the second was to find out the military supply routes, and the third was to search for the transcontinental line for China and Siberia. As the results, the old Korean pedestrian routes, which were the Eastern, the mid, the westren, and the Samnam route lost their functions. 2. Japanese requested for Korean government usually ten times of wider space for the site of stations than the needed one. The land was expropriated, and constructed the new centers aparted from the original Korean towns. In this process Japanese got the most developmental and windfall profits. The newly constructed centers were for Japanese immigration and the town service facilities which would be used to control the Korean financial market. At last, they easily converted the Korean spatial economy into Japanese colonial one, which made to reinforce the sphere of Seoul-Pusan line. 3. Japanese planned the stations as the central points in Korea. So the railroad stations were located apart from the centers of towns, to avoid the Korean resistances, and to maximize their profits. The mean distance from staiton to 'the town center is about 1km while the Japanese case is 0.6km. 4. The pattern of present Korean railroads is not the 'X type'. Because the Honam line is not the trunk one. So, we could call the Korean railroad pattern as the 'Ip(Chinese character 入) type' . The operational effects of Seoul-Pusan line brought out the concentration of the national economy to this line as Japanese planned. And the polorization had occurred between this line and the other parts of Korea. For twenty years (1910-1930), the transported freights were increased about 5 times. In 1930, the total freight of Seoul-Pusan line became 2, 010, 444 metric tons. If we examine this process, the underconstructing Seoul-Pusan express electric railroad should avoid adjacent this line to reduce the regional and ecological imbalance. 5. The forms of centers on the Seoul-Pusan line were classified into six types in relation to station, town center, and built-up area; the compact (integrated) type, the elongated one, the splited (independent) one, the absorbed one, the consolidated one, and the declined one. All types of these towns might be developed in accordance with the centrality, railroad function, and the other transportational functions. 6. The Seoul-Pusan line plays the most important role among Korean railroads but the ratio of passenger and freight become lower because the effiects of other inaugurated railoads the different transportation modes such as trucks and cars would be got more merits in competition. 7. The results of cluster analyses on the cities of railroad stations showed the rudimentary urban systems in 1910 and 1930. In 1930, the cities were classified into three groups; the group of small cites, the intermediate (developing) city-group, and the special city-group. In 1930s the spatial organization and urban system of Korea were similar to the present ones. We call appreciate that these were the effects of the Seoul-Pusan line.

• Journal of the Korean Institute of Traditional Landscape Architecture
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• v.28 no.1
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• pp.27-37
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• 2010

This study tries to illuminate the features and values of the Buddhist temple Palkyung by closely examining the forms, structures, and meanings of Tongdo-palkyung(通度八景) handed down at Tongdosa Temple, the best among Korea's Buddhist temples with its three treasures of Buddha, law of Buddha and Buddhist monks. The findings of this study can be summarized as the following. First of all, it reveals the meaning of the geographical name Yeongchuksan(靈鷲山), located to the west of Tongdosa, and a spectacular sight spread like an eagle's spread wings, as well as its location and spatial features. In particular, the arrangement features of a number of attached hermitages clearly show Yeongchuksan's world as being a temple with buddhist treasures. The multi-layered unfolding and centripetal intention of the scenery can be perceived through the shape of the Sshangryongnongju(雙龍弄珠形), around Tongdosa and the feature of the enclosed landscape encircling the steps of Hyeolcheo(穴處) Geumganggyedan. The substances and components of Tongdopalkyung include sound-based spectacles derived from Beoneumgu(梵音具) creating sounds related to religious rituals to enlighten and redeem mankind, such as Yeongji(影池: a holy pond with shadow reflections), drum sounds, and bell sounds along with physical features like pine trees, Dae(臺), waterfalls, Dongcheon (洞天), and a glow in the sky. On the other hand, Palkyung's geographical arrangements exhibit a circular spatial formation based on the main motif as Buddhist symbolism, beginning with the 'Gukjangsangseokpyo(國長生石標)' awakening the territoriality of Tongdosa and locating the first scene 'Mupunghansong(舞風寒松)' in its introductory area, with the features of water, bridge, pine grove, and Iljumun(gate) to stand for the influx. Six other scenes including 'Anyangdongdae(安養東臺)' are placed in the sacred precincts around Daeungjeon and Geumganggyedan while the glow of sunset at 'Danjoseong' just outside the domain closes the symbolic circular formation of the Tongdopalkyung, which coincides with the development of the Mandala figure symbolizing 'Gusanpalhae(九山八海)' centered in Sumisan(須彌山). What is more, Tongdopalkyung, while excluding primary scenic elements inside the temple, maximizes the domain of the mountain's entrance and the effects of the multi-layered mountain, mountain upon mountain, by intensifying the influx and centripetal qualities. The Tongdopalkyung analysis reveals the antithesis of four-coupled scenes conveying buddhist principles and thoughts on the basis of seasons, directions, space and time to display a narrative structural landscape when viewed from the temple's territoriality. Likewise, the characteristics and porch structures of Tongdopalkyung are tools and language of symbols to both externally strengthen the temple's territoriality and to internally, maximize the desires to the Land of Happiness as well as intensify religious wishes and the Mandala's multi-layered qualities through the meanings of time and space.