• The Journal of the Convergence on Culture Technology
• /
• v.10 no.2
• /
• pp.267-272
• /
• 2024

Recently, major advanced countries are fostering megacities through policy for reasons such as solving population problems, political and economic issues, and strengthening national competitiveness. The trend of change is accelerating. In Korea, following Seoul and Gyeonggi, mega city policies are being promoted in Busan, Ulsan, Gyeongnam, Daegu and Gyeongbuk, Gwangju and Jeonnam, and Daejeon, Sejong, South Chungcheong and North Chungcheong areas. Due to this urbanization phenomenon, military experts predict that the future battlefield environment will be space or a large city (mega city). From this perspective, Korea will not be able to effectively respond to the threats facing megacities if it does not prepare in advance. Therefore, underground facility operation capabilities optimized for the huge scale of the mega city and the characteristics of the underground operational environment are required. Against this background, the characteristics of the underground operational environment of mega cities and cases of preparation for underground facility operations in advanced military countries such as the United States and Israel were analyzed. Based on this, the capabilities required for underground facility operations suitable for the underground operational environment within Korean megacities are developed from an idea perspective to military organization and combat system, securing special equipment and materials to ensure combatant survival, developing small unit combat techniques, and establishing a training system. It was presented with priority given to.

• The Korean Journal of Air & Space Law and Policy
• /
• v.20 no.1
• /
• pp.143-209
• /
• 2005

In 1994, the North Korea indicated their intention to open up airspace. The air route passing through from Daegue FIR to Pyungyang FIR has established in 1996. The air transport cooperation between South and North Korea seemed to be reinforced at the event of President Kim, Dae-Jung's visit to North Korea by passing through a temporarily established Yellow Sea Airway in the year of 2000. The nature characteristics of air transport burdening of many circumstantial situations, however, have kept cooperation between South and North Korea from being facilitated till now. Recently as the more exchange between North and South Korea, the more frequent opportunities to discuss economic cooperation, which in sequence increased political credibility has been increased. The rail, road, and port reconnecting has realized which have been regarded impossible. Furthermore, it is expected to transport personnel and goods through South-North direct connected routes in the near future This study shows several meanings of air transport cooperation between South and North Korea. It will be far beyond simply partial air route connecting in this region, it gives great significance to realize economic cooperation and Northeast hub through air transport industry sector. This will be an exit for air transport industry have suffered limits derived from North Korea troubles and difficulties in growing as Northeast air hub. Namely, South-North air connection denote its meaning in providing opportunities Korea to be Northeast Hub and advanced country having globally competitive air transport industry To develop strategy for air transport cooperation between South and North Korea. they were developed by SWOT analysis on the basis of circumstantial analysis. These strategy need to be commanded properly to the changes of surrounded circumstances. The study result show it is desirable to apply phasal strategies by using strengths, weaknesses, threats and opportunities factors underlying analysis of inner and outer circumstances to cooperate in air transport sector.

• The Korean Journal of Air & Space Law and Policy
• /
• v.30 no.2
• /
• pp.201-248
• /
• 2015

In Korea the number of unlawful interference act on board aircrafts has been increased continuously according to the growth of aviation demand, and there were 55 incidents in 2000, followed by 354 incidents in 2014, and an average of 211 incidents a year over the past five years. In 1963, a number of states adopted the Convention on Offences and Certain Other Acts Committed on Board Aircraft (the Tokyo Convention 1963) as the first worldwide international legal instrument on aviation security. The Tokyo Convention took effect in 1969 and, shortly afterward, in 1970 the Convention for the Suppression of Unlawful Seizure of Aircraft(the Hague Convention 1970) was adopted, and the Convention for the Suppression of Unlawful Acts Against the Safety of Civil Aviation(the Montreal Convention 1971) was adopted in 1971. After 9/11 incidents in 2001, to amend and supplement the Montreal Convention 1971, the Convention on the Suppression of Unlawful Acts Relating to International Civil Aviation(the Beijing Convention 2010) was adopted in 2010, and to supplement the Hague Convention 1970, the Protocol Supplementary to the Convention for the Suppression of Unlawful Seizure of Aircraft(the Beijing Protocol 2010) was adopted in 2010. Since then, in response to increased cases of unruly behavior on board aircrafts which escalated in both severity and frequency,, the Montreal Protocol which is seen as an amendment to the Convention on Offences and Certain Other Acts Committed on Board Aircraft(the Tokyo Convention 1963) was adopted in 2014. Korea ratified the Tokyo Convention 1963, the Hague Convention 1970, the Montreal Convention 1971, the Montreal Supplementary Protocol 1988, and the Convention on the Marking of Plastic Explosive 1991 which have proven to be effective. Under the Tokyo Convention ratified in 1970, Korea further enacted the Aircraft Navigation Safety Act in 1974, as well as the Aviation Safety and Security Act that replaced the Aircraft Navigation Safety Act in August 2002. Meanwhile, the title of the Aviation Safety and Security Act was changed to the Aviation Security Act in April 2014. The Aviation Security Act is essentially an implementing legislation of the Tokyo Convention and Hague Convention. Also the language of the Aviation Security Act is generally broader than the unruly and disruptive behavior in Sections 1-3 of the model legislation in ICAO Circular 288. The Aviation Security Act has reflected the considerable parts of the implementation of national legislation under the Beijing Convention and Beijing Protocol 2010, and the Montreal Protocol 2014 that are the modernized international conventions relating to aviation security. However, in future, when these international conventions would come into effect and Korea would ratify them, the national legislation that should be amended or provided newly in the Aviation Security Act are as followings : The jurisdiction, the definition of 'in flight', the immunity from the actions against the aircraft commander, etc., the compulsory delivery of the offender by the aircraft commander, etc., the strengthening of penalty on the person breaking the law, the enlargement of application to the accomplice, and the observance of international convention. Among them, particularly the Korean legislation is silent on the scope of the jurisdiction. Therefore, in order for jurisdiction to be extended to the extra-territorial cases of unruly and disruptive offences, it is desirable that either the Aviation Security Act or the general Crime Codes should be revised. In conclusion, in order to meet the intelligent and diverse aviation threats, the Korean government should review closely the contents of international conventions relating to aviation security and the current ratification status of international conventions by each state, and make effort to improve the legislation relating to aviation security and the aviation security system for the ratification of international conventions and the implementation of national legislation under international conventions.

• Journal of Legislation Research
• /
• no.55
• /
• pp.167-191
• /
• 2018

Despite international cooperation, piracy has not yet been eradicated in major waters around the world. From the perspective of South Korea, which is absolutely dependent on exporting and importing, it's a lifeline for us to secure safe maritime traffic so it is a situation we have to be vigilant about maritime safety and security. However, criminal law on punishment of piracy is still insufficient and legislative consideration is needed. Since pirates are regarded as enemies of humankind, all nations can punish pirates regardless of their damage. The international community has done its best in cooperation from hundreds of years ago to secure maritime trade through this universal jurisdiction and marine transportation in international waters which is an essential space for military activities, particularly in the Gulf of Aden, the advanced nations have dispatched fleets to combat maritime security threats through joint operations to crack down on Somali pirates. Even if universal jurisdiction is allowed for piracy in accordance with the International Convention on Human Rights and the United Nations Convention on the Law of the Sea, it is difficult to effectively deal with piracy if it not fully complied with a domestic legal system for this purpose or is stipulated as different from international regulations. In other words, universal jurisdiction corresponding to international norms and constitution of piracy should be defined in criminal law in accordance with criminal statutory law. If the punishment of pirates by unreasonably applying our criminal law without prejudice to such work can lead to diplomatic disputes in violation of the Universal Declaration of Human Rights or other international norms. In South Korea, there is no provision to explicitly prescribe piracy as a crime, but punish similar acts like piracy in criminal law and maritime safety law. However, there is a limit to effective piracy punishment because we are not fully involved in internationally accepted piracy. In this study, we critically examine the proposals of the constitutional elements of piracy, propose the legislative direction, and insist on the introduction of globalism to pirate sins.

• Korean Journal of Remote Sensing
• /
• v.38 no.5_1
• /
• pp.447-460
• /
• 2022

It is well known that satellite synthetic aperture radar interferometry (InSAR) has been widely used for the observation of surface displacement owing to earthquakes, volcanoes, and subsidence very precisely. In wetlands where vegetation exists on the surface of the water, it is possible to create a water level change map with high spatial resolution over a wide area using the InSAR technique. Currently, a number of imaging radar satellites are in operation, and most of them support a ScanSAR mode observation to gather information over a large area at once. The Cienaga Grande de Santa Marta (CGSM) wetland, located in northern Colombia, is a vast wetland developed along the Caribbean coast. The CGSM wetlands face serious environmental threats from human activities such as reclamation for agricultural uses and residential purposes as well as natural causes such as sea level rise owing to climate change. Various restoration and protection plans have been conducted to conserve these invaluable environments in recognition of the ecological importance of the CGSM wetlands. Monitoring of water level changes in wetland is very important resources to understand the hydrologic characteristics and the in-situ water level gauge stations are usually utilized to measure the water level. Although it can provide very good temporal resolution of water level information, it is limited to fully understand flow pattern owing to its very coarse spatial resolution. In this study, we evaluate the L-band ALOS-2 PALSAR-2 ScanSAR mode to observe the water level change over the wide wetland area using the radar interferometric technique. In order to assess the quality of the interferometric product in the aspect of spatial resolution and coherence, we also utilized ALOS-2 PALSAR-2 stripmap high-resolution mode observations.

• Journal of the Korean Institute of Landscape Architecture
• /
• v.52 no.2
• /
• pp.110-126
• /
• 2024

This study conducted a classification of small-scale biological habitats created in Seoul to analyze and synthesize location characteristics, habitat structure, biological habitat functions, and threat factors of representative sites, as well as derive creation and management problems according to the ecological characteristics. The aim was to suggest improvement measures and management items. Data collected through a field survey was used to categorize 39 locations, and 8 representative sites were selected by dividing them into location, water system, and size as classification criteria for typification. Due to the characteristics of each type, the site was created in an area where amphibian movement was disadvantageous due to low or disconnected connectivity with the hinterland forest, and the water supply was unstable in securing a constant flow and maintaining a constant water depth. The habitat structure has a small area, an artificial habitat structure that is unfavorable for amphibians, having the possibility of sediment inflow, and damage to the revetment area. The biological habitat function is a lack of wetland plants and the distribution of naturalized grasses, and threats include the establishment of hiking trails and decks in the surrounding area. Artificial disturbances occur adjacent to facilities. When creating habitats according to the characteristics of each type, it was necessary to review the possibility of an artificial water supply and introduce a water system with a continuous flow in order to connect the hinterland forest for amphibian movement and locate it in a place where water supply is possible. The habitat structure should be as large as possible, or several small-scale habitats should be connected to create a natural waterfront structure. In addition, additional wetland plants should be introduced to provide shelter for amphibians, and facilities such as walking paths should be installed in areas other than migration routes to prevent artificial disturbances. After construction, the management plan is to maintain various water depths for amphibians to inhabit and spawn, stabilize slopes due to sediment inflow, repair damage to revetments, and remove organic matter deposits to secure natural grasses and open water. Artificial management should be minimized. This study proposed improvement measures to improve the function of biological habitats through the analysis of problems with previously applied techniques, and based on this, in the future, small-scale biological habitat spaces suitable for the urban environment can be created for local governments that want to create small-scale biological habitat spaces, including Seoul City. It is significant in that it can provide management plans.