• Korean Journal of Remote Sensing
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• v.35 no.5_1
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• pp.665-679
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• 2019

Mesoscale soil moisture measurement from the promising Cosmic-Ray Neutron Probe (CRNP) is expected to bridge the gap between large scale microwave remote sensing and point-based in-situ soil moisture observations. Traditional calibration based on $N_0$ method is used to convert neutron intensity measured at the CRNP to field scale soil moisture. However, the static calibration parameter $N_0$ used in traditional technique is insufficient to quantify long term soil moisture variation and easily influenced by different time-variant factors, contributing to the high uncertainties in CRNP soil moisture product. Consequently, in this study, we proposed a modified traditional calibration method, so-called Dynamic-$N_0$ method, which take into account the temporal variation of $N_0$ to improve the CRNP based soil moisture estimation. In particular, a nonlinear regression method has been developed to directly estimate the time series of $N_0$ data from the corrected neutron intensity. The $N_0$ time series were then reapplied to generate the soil moisture. We evaluated the performance of Dynamic-$N_0$ method for soil moisture estimation compared with the traditional one by using a weighted in-situ soil moisture product. The results indicated that Dynamic-$N_0$ method outperformed the traditional calibration technique, where correlation coefficient increased from 0.70 to 0.72 and RMSE and bias reduced from 0.036 to 0.026 and -0.006 to $-0.001m^3m^{-3}$. Superior performance of the Dynamic-$N_0$ calibration method revealed that the temporal variability of $N_0$ was caused by hydrogen pools surrounding the CRNP. Although several uncertainty sources contributed to the variation of $N_0$ were not fully identified, this proposed calibration method gave a new insight to improve field scale soil moisture estimation from the CRNP.

• The Korean Journal of Air & Space Law and Policy
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• v.28 no.2
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• pp.3-35
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• 2013

Air transport today is a means of transport that is optimized for exchanges between nations. Around the world, has experienced an increase in operating and the number of airline route expansion that has entered into the international aviation agreements in order to take advantage of the air transport efficient, but the possibility of the occurrence of air transport accidents increased. When compared to the accident of other means of transport, development of air transport accidents, not high, but it leads to catastrophe aviation accident occurs. Air Transport accident many international transportation accident than domestic transportation accident, in the event of an accident, the analysis of the legal responsibility of the shipper or the like is necessary or passenger air carrier. Judgment of the legal order of discipline of air transport accident is a classification of the type of air transport agreement. Depending on the object, air transport agreements are classified into the contract of carriage of aviation of the air passenger transportation contract. For casualties occurs, air passenger transportation accident is a need more discussion of legal discipline for this particular. Korean Commercial Code, it is possible to reflect in accordance with the actual situation of South Korea the contents of the treaty, which is utilized worldwide in international air transport, even on the system, to control land, sea, air transport and welcoming to international standards. However, Korean Commercial Code, the problem of the Montreal Convention has occurred as it is primarily reflecting the Montreal Convention. As a cause of liability for damages, under the Commercial Code of Korea and the contents of the treaty precedent is reflected, the concept of accident is necessary definition of the exact concept for damages of passengers in particular. Cause of personal injury or death of passengers, in the event of an accident to the "working for the elevation" or "aircraft" on, the Montreal Convention is the mother method of Korea Commercial Code, liability for damages of air carrier defines. The Montreal Convention such, continue to be a matter of debate so far in connection with the scope of "working for the lifting of" the concepts defined in the same way from Warsaw Convention "accident". In addition, it is discussed and put to see if you can be included mental damage passenger suffered in air transport in the "personal injury" in the damage of the passenger is in the range of damages. If the operation of aircraft, injury accident, in certain circumstances, compensation for mental damage is possible, in the same way as serious injury, mental damage caused by aviation accidents not be able to live a normal life for the victim it is damage to make. So it is necessary to interpret and what is included in the injury to the body in Korea Commercial Code and related conventions, non-economic damage of passengers, clearly demonstrated from the point of view of prevention of abuse of litigation and reasonable protection of air carrier it must compensate only psychological damage that can be. Since the compensation of delay damages, Warsaw Convention, the Montreal Convention, Korea Commercial Code, there are provisions of the liability of the air carrier due to the delayed arrival of passenger and baggage, but you do not have a reference to delayed arrival, the concept of delay arrangement is necessary. The strict interpretation of the concept of delayed arrival, because it may interfere with safe operation of the air carrier, within the time agreed to the airport of arrival that is described in the aviation contract of carriage of passenger baggage, or, these agreements I think the absence is to be defined as when it is possible to consider this situation, requests the carrier in good faith is not Indian or arrive within a reasonable time is correct. The loss of passenger, according to the international passenger Conditions of Carriage of Korean Air, in addition to the cases prescribed by law and other treaties, loss of airline contracts, resulting in passengers from a service that Korean Air and air transport in question do damage was is, that the fact that Korean Air does not bear the responsibility as a general rule, that was caused by the negligence or intentional negligence of Korean Air is proof, negligence of passengers of the damage has not been interposed bear responsibility only when it is found. It is a clause in the case of damage that is not mandated by law or treaty, and responsible only if the negligence of the airline side has been demonstrated, but of the term negligence "for" intentional or negligent "Korean Air's Terms" I considered judgment of compatibility is required, and that gross negligence is appropriate. The "Korean Air international passenger Conditions of Carriage", airlines about the damage such as electronic equipment that is included in the checked baggage of passengers does not bear the responsibility, but the loss of baggage, international to arrive or depart the U.S. it is not the case of transportation. Therefore, it is intended to discriminate unfairly passengers of international flights arriving or departure to another country passengers of international flights arriving or departure, the United States, airlines will bear the responsibility for the goods in the same way as the contents of the treaty it should be revised in the direction.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.2
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• pp.163-174
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• 2020

Particulate matter levels are rapidly increasing daily, and this can affect human health. Therefore, air pollutant emissions from sea vessels require management. This study evaluates the status of air pollutants, focusing on air pollutant emissions from the vessels of the Korea Coast Guard (KCG), and proposes national management measures to reduce emissions. According to a report recently released (2018) by the National Institute of Environmental Research (NIER), emissions from vessels constituted 6.4 % of the total domestic emissions, including 13.1 % NO_x, 10.9 % SO_x, and 9.6 % particulate matter (PM10/PM2.5). Among the rates of pollutant emission from vessels, the emission rates of domestic and overseas cargo vessels were the highest (50.6 %); the ratio of fishing boats was 42.6 %. With respect to jurisdictional sea area, 44.1 % of the emissions are from the south sea, including the Busan and Ulsan ports, and 24.8 % of the emissions are from the west sea, including the Gwangyang and Yeosu ports. The KCG inspects boarding lines to manage emission conditions and regulate air pollutant emissions, but it takes time and effort to operate various discharge devices and measure fuel oil standards. In addition, owing to busy ship schedules, inspection documents are limited in terms of management. Therefore, to reduce the air pollutant emissions of such vessels, regulations will be strengthened to check for air pollutants, and a monitoring system based on actual field data using KCG patrol ships will be established, for each sea area, to manage the emissions of such vessels. Furthermore, there is a need for technological development and institutional support for the introduction of environmentally friendly vessels.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.36 no.3
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• pp.175-185
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• 2000

This paper described on a basic study to organize fishing vessel control system in order to control efficiently fishing vessel in Korean offshore. It was digitalized ARPA image on the fishing processing of a fleet of purse seiner in conducting fishing operation at Cheju offshore in Korea as a digital camera and then simulated by used VTMS. Futhermore, it was investigated on the application of FVTMS which can control efficiently fishing vessels in fishing ground. The results obtained were as follows ; (1) It was taken 16 minutes and 35 minutes to casting and hauling net in fishing processing respectively. The length of rope pulled by scout boat was 200m, tactical diameter in casting net was 340.8m, turning speed was 6kts as well. (2) The processing of casting and hauling net was moved to SW, NE as results of simulation when the current direction and speed set into NE, 2kts and SW, 2kts respectively. Such as these results suggest that can predict to control the fishing vessel previously with information of fishing ground, fishery and ship's maneuvering, etc. (3) The control range of VTMS radar used in simulation was about 16 miles. Although converting from a radar of the control vessel to another one, it was continuously acquired for the vector and the target data. The optimum control position could be determined by measuring and analyzing to distance and direction between the control vessel and the fleet of fishing vessel. (4) The FVTMS(fishing vessel traffic management services) model was suggested that fishing vessels received fishing conditions and safety navigation information can operate safely and efficiently.

• Economic and Environmental Geology
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• v.39 no.2 s.177
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• pp.111-128
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• 2006

Three dimensional crustal structure and source features of earthquake hypocenters on the Korean peninsula were investigated using P and S-wave travel time tomography. The main goal of this research was to find Vp/Vs anomalies at earthquake hypocenters as well as those of crustal structure of basins and deep tectonic settings. This allowed fer the extrapolation of more detailed seismotectonic force from the Korean peninsula. The earthquake hypocenters were found to have high Vp/Vs ratio discrepancies (VRD) at the vertical sections. High V/p/Vs ratios were also found in the sedimentary basins and beneath the Chugaryong Rift Zone (CRZ), which was due to mantle plume that subsequently solidified with many fractures and faults which were saturated with connate water. The hypocenters of most earthquakes were found in the upper crust for Youngwol (YE), Kyongju (KE), Hongsung (HE), Kaesong (KSE), Daekwan (DKE), and Daehung (DHE) earthquakes, but near the subcrust or the Moho Discontinuity for Mt. Songni (SE), Sariwon (SRE) and Mt. Jiri (JE) earthquakes. Especially, we found hot springs of the Daekwan, Daehung and Unsan regions coincide with high VRD. Also, this cannot rule out the possibility that there are some partial meltings in the subcrust of this region. High VRD might indicate that many faults and fractures with connate water were dehydrated when earthquakes took place, reducing shear modulus in the hypocenter areas. This is can be explained by due to the fact that a point source which is represented by the moment tensor that may involve changes in volume, shear fracture, and rigidity. High Vp/Vs ratio discrepancies (VRD) were also found beneath Mt. Backdu beneath 40 km, indicating that magma chamber existed beneath Mt. Backdu is reducing shear modulus of S-wave velocity.

• Journal of the Korean Geographical Society
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• v.40
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• pp.1-13
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• 1989

The brightness temperature from NOAA AVHRR CH 4 images was examined for the metropolitan Seoul area, the capital city of Korea, to detect the characteristics of the urban heat island for this study. Surface data from 21 meteorological stations were compared with the brightness temperatures Through computer enhancement techniques, more than 20 heat islands could be recognized in South Korea, with 1 km spatii resolution at a scale of 1: 200, 00O(Fig. 3, 4 and 6). The result of the analysis of AVHRR CH 4 images over the metropolitan Seoul area can be summerized as follows (1) The pattern of brightness temperature distribution in the metropolitan Seoul area shows a relatively strong temperature contrast between urban and rural areas. There is some indication of the warm brightness temperature zone characterrizing built-up area including CBD, densely populated residential district and industrial zone. The cool brightness temperature is asociaed with the major hills such as Bukhan-san, Nam-san and Kwanak-san or with the major water bodies such as Han-gang, and reservoirs. Although the influence of the river and reservoirs is obvious in the brightness temperauture, that of small-scaled land use features such as parks in the cities is not features such as parks in the cities is not apperent. (2) One can find a linerar relationshop between the brightenss temperature and air temperature for 10 major cities, where the difference between two variables is larger in big cities. Though the coefficient value is 0.82, one can estimate that factors of the heat islands can not be explained only by the size of the cities. The magnitude of the horizontal brightness temperature differences between urban and rural area is found to be greater than that of horizontal air temperature difference in Korea. (3) Also one can find the high heat island intensity in some smaller cities such as Changwon(won(Tu-r=9.0$^{\circ}$C) and Po-hang(Tu-r==7.1$^{\circ}$~)T. he industrial location quotient of Chang-won is the second in the country and Po-hang the third. (4) A comparision of the enhanced thermal infrared imageries in 1986 and 1989, with the map at a scale of 1:200, 000 for the meotropolitan Seoul area showes the extent of possible urbanization changes. In the last three years, the heat islands have been extended in area. zone characterrizing built-up area including (5) Although the overall data base is small, the data in Fig. 3 suggest that brightness tempeautre could ge utilized for the study on the heat island characteristics. Satellite observations are required to study and monitor the impact of urban heat island on the climate and environment on global scale. This type of remote sensing provides a meams of monitoring the growth of urban and suburban aeas and its impact on the environment.

• Journal of Korea Port Economic Association
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• v.32 no.3
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• pp.95-108
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• 2016

China has recently advocated a national strategy called "One Belt One Road" and transferred to execution to refine it into detailed action plans and has continued to fix the complement. However, the Korean Peninsula, including the North Korea remains could not be included at all in the Chinese development policy and framework in terms of the International Logistics. Currently it is raised between Korea-China rail ferry system again and that is when we need to make effective policy development on international multimodal transport system in Northeast Asia. This paper introduces the K-LB (Korea LandBridge) as its execution plan and conducted a feasibility study on this. K-LB consists of a Korea-Russian train ferry system based in Pohang Yeongil New Port(light-wing) and a Korea-China train ferry system based in Saemangeum New Port(left-wing). These two wings are linked to the existing rail system in Korea. This study is convinced that the K-LB is an effective international logistics system in the current terms and conditions and also demonstrated that it is feasible to introduce th K-LB on the peninsula. More strictly speaking, through a linear programming under objective function that minimize the transport cost quantified prior to demonstrate the feasibility, the available ranges and conditions for the transportation costs that are ensured the effectiveness of the K-LB are presented as results. According to the results, if the transport cost of K-LB is cheaper about 34.5% than that of sea transport such as container transport, the object goods may be transported by K-LB on this route. It means that the K-LB system has a competitive advantage due to more rapid customs clearance as well as omitted loading and unloading procedures over container transportation system. It also noted that the threshold level may not be large. Therefore, K-LB has competitive enough to prove its introduction in the Northeast Asian logistics system.

• Journal of the Korean Association of Geographic Information Studies
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• v.24 no.4
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• pp.41-54
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• 2021

It is very essential to estimate the water body area using remote exploration for water resource management, analysis and prediction of water disaster damage. Hydrophysical detection using satellites has been mainly performed on large satellites equipped with optical and SAR sensors. However, due to the long repeat cycle, there is a limitation that timely utilization is impossible in the event of a disaster/disaster. With the recent active development of Micro satellites, it has served as an opportunity to overcome the limitations of time resolution centered on existing large satellites. The Micro satellites currently in active operation are ICEYE in Finland and Capella satellites in the United States, and are operated in the form of clusters for earth observation purposes. Due to clustering operation, it has a short revisit cycle and high resolution and has the advantage of being able to observe regardless of weather or day and night with the SAR sensor mounted. In this study, the operation status and characteristics of micro satellites were described, and the water area estimation technology optimized for micro SAR satellite images was applied to the Daecheong Dam basin on the Korean Peninsula. In addition, accuracy verification was performed based on the reference value of the water generated from the optical satellite Sentinel-2 satellite as a reference. In the case of the Capella satellite, the smallest difference in area was shown, and it was confirmed that all three images showed high correlation. Through the results of this study, it was confirmed that despite the low NESZ of Micro satellites, it is possible to estimate the water area, and it is believed that the limitations of water resource/water disaster monitoring using existing large SAR satellites can be overcome.

• The Korean Journal of Nuclear Medicine Technology
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• v.22 no.1
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• pp.23-27
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• 2018

Purpose The introduction of bone scan has been reported as a useful tool in the diagnosis, treatment, and treatment response of skeletal disease. The purpose of this study is to improve the anatomical information and tolerance of the bone by combining bone scan and pelvic X-ray without additional radiation exposure. Materials and Methods From November 2015 to August 2016, 236 patients(64 men and 172 women, average age $50.96{\pm}15.39years$) take Bone scan and Pelvis AP(Anteroposterior) X-ray scan at the National Cancer Center. The scan equipment was a gamma camera, Symbia Ecam (SIEMENS, Germany), and a digital x-ray, DRS-800 (Listem, Korea). Osirix version 3.8.1 (Osirix, USA) and Stata/SE version 14.0 (StataCorp, USA) were used for image combination and analysis. The patient was intravenously injected with $^{99m}Tc-DPD$ (740 MBq), and the scan was performed 2 to 4 hours later. Gamma camera image acquisition were Matrix size $256{\times}1024$, Zoom 1.00, and scan speed 17 cm/min. The digital X-ray was made with a collimator size of $14^{{\prime}{\prime}}{\times}17^{{\prime}{\prime}}$, 77 kVp (60 to 97 kVp) and an average of 30 mAs (20 to 48). ASIS and pubic symphysis Select virtual points then Combine three virtual points and pelvic contour lines. The acquired images were evaluated by three radiologists who worked for more than 5 years in the nuclear medicine department. Results Of the total 236 patients, 216 (91.53%) were matched. The median and range (min~max) of the age were 67 (46~81) years old in the unmatched group and 52 (22~87) years old in the matched group, The Wilcoxon rank-sum test was performed to determine whether age was different between the two groups. As a result, the age difference between the two groups was statistically significant at p < 0.0001. Of the 64 men, 60 (93.75%) were match and of the 172 women, 156 (93.75%) were match. There was no statistically significant difference according to gender(p = 0.4542). Of the 54 patients without pelvic lesions, 54 (100.00%) were match, and 162 (89.01%) of 182 patients with pelvic lesions were match. There was a statistically significant difference according to the presence of pelvic lesions. Conclusion There are many variables in the combination of bone scan and pelvic X-ray imaging, and the patient's age and pelvic lesion may have some effect on the image combination. This study is expected to be useful for the diagnosis of pelvic osteosarcoma of children without radiation exposure. It is expected that this combination of images will help to develop the nuclear medicine image.

• Korean Journal of Remote Sensing
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• v.32 no.6
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• pp.721-732
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• 2016

The accuracy and error characteristics of microwave Sea Surface Temperature (SST) measurements in the Northwest Pacific were analyzed by utilizing 162,264 collocated matchup data between GCOM-W1/AMSR2 data and oceanic in-situ temperature measurements from July 2012 to August 2016. The AMSR2 SST measurements had a Root-Mean-Square (RMS) error of about $0.63^{\circ}C$ and a bias error of about $0.05^{\circ}C$. The SST differences between AMSR2 and in-situ measurements were caused by various factors, such as wind speed, SST, distance from the coast, and the thermal front. The AMSR2 SST data showed an error due to the diurnal effect, which was much higher than the in-situ temperature measurements at low wind speed (<6 m/s) during the daytime. In addition, the RMS error tended to be large in the winter because the emissivity of the sea surface was increased by high wind speeds and it could induce positive deviation in the SST retrieval. Low sensitivity at colder temperature and land contamination also affected an increase in the error of AMSR2 SST. An analysis of the effect of the thermal front on satellite SST error indicated that SST error increased as the magnitude of the spatial gradient of the SST increased and the distance from the front decreased. The purpose of this study was to provide a basis for further research applying microwave SST in the Northwest Pacific. In addition, the results suggested that analyzing the errors related to the environmental factors in the study area must precede any further analysis in order to obtain more accurate satellite SST measurements.