• Korean Journal of Environmental Biology
• /
• v.42 no.2
• /
• pp.193-206
• /
• 2024

This study aimed to quantify changes in forest cover and carbon storage of Korean Peninsular during the last two decades by integrating field measurement, satellite remote sensing, and modeling approaches. Our analysis based on 30-m Landsat data revealed that the forested area in Korean Peninsular had diminished significantly by 478,334 ha during the period of 2000-2019, with South Korea and North Korea contributing 51.3% (245,725 ha) and 48.6% (232,610 ha) of the total change, respectively. This comparable pattern of forest loss in both South Korea and North Korea was likely due to reduced forest deforestation and degradation in North Korea and active forest management activity in South Korea. Time series of above ground biomass (AGB) in the Korean Peninsula showed that South and North Korean forests increased their total AGB by 146.4Tg C (AGB at 2020=357.9Tg C) and 140.3Tg C (AGB at 2020=417.4Tg C), respectively, during the last two decades. This could be translated into net AGB increases in South and North Korean forests from 34.8 and 29.4 Mg C ha^-1 C to 58.9(+24.1) and 44.2(+14.8) Mg C ha^-1, respectively. It indicates that South Korean forests are more productive during the study period. Thus, they have sequestered more carbon. Our approaches and results can provide useful information for quantifying national scale forest cover and carbon dynamics. Our results can be utilized for supporting forest restoration planning in North Korea

• Journal of the Korean Institute of Landscape Architecture
• /
• v.52 no.4
• /
• pp.104-119
• /
• 2024

The burden of medical expenses and the loss of social capital due to chronic diseases are becoming problems worldwide, and comprehensive and inclusive measures across various fields are required to prevent and manage their impacts. Social prescriptions have been shown to be effective in resolving the fundamental causes of health problems in patients with chronic diseases and in supporting existing treatments. In particular, green prescriptions that utilize the healing effects of nature and green spaces based on social prescriptions are being introduced in many countries overseas. Green prescription is the practice of a healthcare provider recommending activities in green spaces or experiences in the natural environment to patients for the prevention and management of chronic diseases. This study analyzed cases focusing on the policy system, the cases of the United Kingdom and the United States, which have introduced and operated green prescriptions under a national system. For this purpose, this study compared the background of green prescription introduction, related policies, and operation methods. Based on this, four implications were proposed to establish an effective plan for introducing green prescriptions in Korea. First, prior to establishing a policy for green prescriptions, interest in and research on green prescriptions are essential. Second, an implementation plan that fits the national health care system should be established, and policies should support the plan. Third, the introduction of green prescriptions from a long-term and gradual perspective is required. Fourth, comprehensive cooperation is required for the introduction and implementation of the green prescription system. This study can be used as basic data for discussion before introducing green prescriptions in Korea in the future.

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.23 no.4
• /
• pp.37-53
• /
• 2024

This study selected bicycle road hazard detection factors for mobile IoT sensor device operation and developed service application plans. Twelve bicycle road hazard detection factors were derived through a focused group interview, and a fuzzy AHP-based importance analysis was conducted on 30 road and transportation experts. As a result, 'damage to pavement' (1st overall) and 'environmental obstacle' (2nd) with low visibility but a high risk of accidents were selected the most. The factors in terms of facility management, such as 'disconnected route occurrence' (4th), 'artificial obstacle' (5th), 'effective width' (6th), and 'poor drainage' (7th), were selected as the upper and middle areas. Factors that are not direct accident-inducing factors, such as 'loss of road markings' (11th) and 'free space width' (12th), were selected the least. Based on this, a plan was presented to apply the bicycle road hazard detection service and a service operation strategy according to real-time performance. Nevertheless, follow-up studies, such as human behavioral analysis based on bicycle operators, analysis according to the bicycle road type, service demonstration, and pilot operation, will be needed to develop safe bicycle road management is expected.

• Ecology and Resilient Infrastructure
• /
• v.7 no.2
• /
• pp.126-133
• /
• 2020

In accordance with the implementation of the sunset provision to cancel the designations of urban park sites that remained unexecuted for a prolonged period until 2020, the park sites in the city center, which account for 90% of the long-term unexecuted urban facilities subjected to the provision, are currently on the verge of development. The total area of the 204 park sites that will disappear in Seoul as a result of this provision is 95 ㎢; moreover, 116 of these are privately-owned. It is expected that the possible changes in the use of these park sites could result in reckless development and reduction of green space, which would ultimately affect the ecosystem. This study applied the InVEST model to calculate the changes in the fixed carbon amount before and after the implementation of the sunset provision to estimate the economic value of these changes. The study focused on Jongno-gu in Seoul because it has the most unexecuted park sites subjected to the lifting of the designation. The research findings show that the fixed carbon amount provided by the unexecuted park sites in Jongno-gu was 374,448 mg, prior to the implementation of the sunset provision; however, the amount was estimated to decrease by 18% to 305,564 mg after its execution. When calculated in terms of average value of the real carbon price, this translated into a loss of approximately 700 million won. In addition, considering the social costs including both climate change and the impact on the ecosystem, an economic loss of approximately 98 billion won was projected. This study is meaningful because its predictions are based on the estimation of fixed carbon amount according to the implementation of the sunset provision in Jongno-gu and scientifically calculates the value of ecological services provided by the parks in the city. This study can serve not only as a basis during the decision-making process for policies related to ecosystem conservation and development, but also as an evidentiary material for the compensation of privately-owned land that is designated as urban park sites and was unexecuted for a prolonged period.

• Korean Journal of Agricultural Science
• /
• v.7 no.2
• /
• pp.131-144
• /
• 1980

The Linear Regression Model to extend the monthly runoff data in the short-recorded river was proposed by the author in 1979. Here in this study generalization precedure is made to apply that model to any given river basin and to any given station. Lengthier monthly runoff data generated by this generalized model would be useful for water resources assessment and waterworks planning. The results are as follows. 1. This Linear Regression Model which is a transformed water-balance equation attempts to represent the physical properties of the parameters and the time and space varient system in catchment response lumpedly, qualitatively and deductively through the regression coefficients as component grey box, whereas deterministic model deals the foregoings distributedly, quantitatively and inductively through all the integrated processes in the catchment response. This Linear Regression Model would be termed "Statistically deterministic model". 2. Linear regression equations are obtained at four hydrostation in Geum-river basin. Significance test of equations is carried out according to the statistical criterion and shows "Highly" It is recognized th at the regression coefficients of each parameter vary regularly with catchment area increase. Those are: The larger the catchment area, the bigger the loss of precipitation due to interception and detention storage in crease. The larger the catchment area, the bigger the release of baseflow due to catchment slope decrease and storage capacity increase. The larger the catchment area, the bigger the loss of evapotranspiration due to more naked coverage and soil properties. These facts coincide well with hydrological commonsenses. 3. Generalized diagram of regression coefficients is made to follow those commonsenses. By this diagram, Linear Regression Model would be set up for a given river basin and for a given station (Fig.10).

• The Korean Journal of Air & Space Law and Policy
• /
• v.28 no.2
• /
• pp.3-35
• /
• 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 Institute of Landscape Architecture
• /
• v.43 no.5
• /
• pp.100-110
• /
• 2015

With the trend for the construction of barrier-free living environments in accordance with the ever-increasing external activity of the aging population, multi-culture families and socially disadvantaged, there is also a demand for the facilities improvement at parks for their convenience of use. This study analyzed the possibility of Barrier-Free Certification of an existing open space and defined its prototype renovation plan. This study is intended to help develop Borame Park into a barrier-free park by securing a barrier-free line of movement linking the major facilities sites within the park, improving park facilities lest there should be inconvenience in the use of the major facilities, and a guidance system convenient for use by physically and mentally impaired people. The significance of this study lies in the fact that it diagnosed the possibility of the BF Certification of existing urban parks and established a barrier-free park, which is easy for anyone to use. In the course of doing research on this, this study was able to discover the limitations of the BF Certification system, and its related tasks to be solved in the future as follows: The first thing this study shows is that there is a lack of understanding and awareness of the BF Certification system. Basically, there is a need for giving consideration to the development of a barrier-free living environment from the planning and design phase of a park, but in actuality, an examination of the certification is undertaken at the time of the completion of design and construction, which causes a large loss both time-wise and economically. Second, as evaluative items for the BF Certification of a park, applied are detailed evaluation items that fail to reflect the characteristics of an outdoor space whose natural constraints are large, such as geographical highs and lows and existing trees, plants, etc. Third, guidelines for establishment of a barrier-free park must be created in the light of the locational conditions of the park, followed by improvements of its BF Certification evaluation items.

• The Korean Journal of Air & Space Law and Policy
• /
• v.35 no.2
• /
• pp.113-136
• /
• 2020

Worldwide, so-called 'over-booking' of Air Carriers is established in practice. Although not invalid, despite their current contracts, passengers can be refused boarding, which can hinder travel planning. The Korean Supreme Court ruled that an airline carrier who refused to board a passenger due to over-booking was liable for compensation under the "Nonperformance of obligation". But what the court should be thinking about is when the benefit(transport) have been disabled. Thereforeit may be considered that the impossibility of benefit (Transport) due to the rejection of boarding caused by 'Over-booking' may be not the 'subsequent impossibility', but not the 'initialimpossibility '. The legal relationship due to initial impossibility is nullity (imposibilium nulla est obligation). When benefits are initial impossibile, our civil code recognizes liability for damages in accordance with the law of "Culpa in Contrahendo", not "nonperformance of obligation". On this reason, the conclusion that the consumer will be compensated for the loss of boarding due to overbooking by the Air Carrier is the same, but there is a need to review the legal basis for the responsibility from the other side. However, it doesn't matter whether it is non-performance or Culpa in Contrahendo. Rather, the recognition of this compensation is likely to cause confusion due to unstable contractual relationships between both parties. Even for practices permitted by Air Carriers, modifications to current customary overbooking that consumers must accept unconditionally are necessary. At the same time, if Air Carriers continue to be held liable for non-performance of obligations due to overselling tickets, it can be fatal to the airline business environment that requires overbooking for stable profit margins. Therefore, it would be an appropriate measure for both Air Carriers and passengers if the Air Carrier were to be given a clearer obligation to explain (to the consumer) and, at the same time, if the explanation obligation is fulfilled, the Air Carrier would no longer be forced to take responsibility for overbooking.

• The Korean Journal of Pain
• /
• v.1 no.1
• /
• pp.106-119
• /
• 1988

For the relief of pain in 3 cases of whiplash syndromes (case I, II and IV) and in one of reflex sympathetic dystrophy (case III), we have carried out six intentional. total spinal blocks (TSB) which attempted two times in case I, three in case II and one in carte III whoso various symptoms were chronically unresponsive to the usual conservative treatments, and a time of cervical epidural and right suprascapular nerve block in case W whose acute symptom lasted 4 drys following the cervical injury (see fables from 1 to 9). During the 753, we have observed clinically the sequential charges of respiration, lid and pupil reflexes, body motion and consciousness. And checked the blood pressure, pulse rate and arterial Pco2. The effectiveness of those blocks has been assessed by using the Visual Analog Scale which is designed to measure the patient$\acute{s}$ subjective intensity of pain and also we have found out the sequelae following those blocks. The methods of the blocks were as the following: 1. Under the N.P.O. for 8~10 hours, the preparations of immediate cardiopulmonary resuscitation and premedication with atropine 0.5mg at thirty minutes before the TSB, it was performed by injecting the mixture of 2% mepivacaine 10 or 15ml and normal saline 10 or 5ml through No. 23 G. spinal needle into the subarachnoid space of $C_7-T_1$ interspinous region with fully flexed neck on the lateral posture. Immediately after the injection of the local anesthetic in the lateral position, the patient$\acute{s}$ were hasten to change Trendelenburg$\acute{s}$ position in order to act the drugs cephalad and to make easy controlled respiration with oxygen. 2. The cervical epidural block was done by injecting the mixture of 0.5% bupivacaine 4ml, normal saline 4ml and triamcinolone 15mg through No. 18 G. Tuohy needle into the epidural space on the same region and posture as the above without premedication.7he suprascapular nerve block was done by injecting of 0.5% bupivacaine 3ml only into the right suprascapular fossa on the sitting posture. The results were as the following: 1. The cessation of respiration was seen within 5 minutes following the subarachnoidal injection of the above 20ml mixture in 2 to 3 minutes and then soon the consciousness began to disappear. The loss of Lid and pupil reflexes noted between 5 to 10 minutes and the size of the dilated pupils was equal between 5 to 20 minutes, but the pupil of the dependent side on tile lateral position was dilated 1 to 3 minutes earlier than that of the independent. The patients had r=ever responded to any stimulations during the TSB except their heart funtion. 2. The recovery of the TSB was as the following, firstly the ankle and lower limb of the independent side began to move slightly with in 34 to 75 minutes after the injection and then that of the dependent Secondly the neck and upper limb moved 6 to 15 minutes later than the lower limb. Thirdly the self respiration began to appear between 40 to 80 minutes from the block. The lid and pupil reacted to touch and light respectively between 40 to 80 minutes but the pupil of the independent side responded earlier than that of the depends. Lastly the consciousness recovered completely between 80 to 125 minutes from the block. 3. In the cardiopulmonary function during the TSB, the blood pressure were stable except the 210/130 tory at the and block of case I. There were bradycardias between 65 to 85 minutes in case I and II but no arrythmia on the EKG. The level of the arterial Pco2 was maintained to 43~45 torr during the TSB. 4. The effectiveness of the above blocks was no pain(0%) in case IV, and light (10~20%) in case I and II but no improvement in case III. 5. The right arm weakness has been complicated as to be Injected accidently the "COLD" local anesthetic at the End block of case I.

• The Korean Journal of Air & Space Law and Policy
• /
• v.1
• /
• pp.47-85
• /
• 1989

The Fundamental purpose of the Warsaw Convention was to establish uniform rules applicable to international air transportation. The emphasis on the benefits of uniformity was considered important in the beginning and continues to be important to the present. If the desire for uniformity is indeed the mortar which holds the Warsaw system together then it should be possible to agree on a worldwide liability limit. This liability limit would not be so unreasonable, that it would be impossible for nations to adhere to it. It would preclude any national supplemental compensation plan or Montreal Agreement type of requirement in any jurisdiction. The differentiation of liability limits by national requirement seems to be what is occurring. There is a plethora of mandated limits and Montreal Agreement type 'voluntary' limits. It is becoming difficult to find more than a few major States where an unmodified Warsaw Convention or Hague Protocol limitation is still in effect. If this is the real world in the 1980's, then let the treaty so reflect it. Upon reviewing the Warsaw Convention, its history and the several attempts to amend it, strengths become apparent. Hijackings of international flights have given rise to a number of lawsuits by passengers to recover damages for injuries suffered. This comment is concerned with the liability of an airline for injuries to its passengers resulting from aviation terrorism. In addition, analysis is focused on current airline security measures, particularly the pre-boarding screening system, and the duty of air carriers to prevent weapons from penetrating that system. An airline has a duty to exercise a high degree of care to protect its passengers from the threat of aviation terrorism. This duty would seemingly require the airline to exercise a high degree of care to prevent any passenger from smuggling a weapon or explosive device aboard its aircraft. In the case an unarmed hijacker who boards having no instrument in his possession with which to promote the hoax, a plaintiff-passenger would be hard-pressed to show that the airline was negligent in screening the hijacker prior to boarding. In light of the airline's duty to exercise a high degree of care to provide for the safety of all the passengers on board, an acquiescene to a hijacker's demands on the part of the air carrier could constitute a breach of duty only when it is clearly shown that the carrier's employees knew or plainly should have known that the hijacker was unarmed. A finding of willful misconduct on the part of an air carrier, which is a prerequisite to imposing unlimited liability, remains a question to be determined by a jury using the definition or standard of willful misconduct prevailing in the jurisdiction of the forum court. Through the willful misconduct provision of the Warsaw Convention, air carrier face the possibility of unlimited liability for failure to implement proper preventive precautions against terrorist. Courts, therefore, should broadly construe the willful misconduct provision of the Warsaw Convention in order to find unlimited liability for passenger injuries whenever air carrier security precautions are lacking. In this way, the courts can help ensure air carrier safety and prevention against terrorist attack. Air carriers, therefore, would have an incentive to increase, impose and maintain security precautions designed to thwart such potential terrorist attacks as in the case of Korean Air Lines Flight No.858 incident having a tremendous impact on the civil aviation community. The crash of a commercial airliner, with the attending tragic loss of life and massive destruction of property, always gives rise to shock and indignation. The general opinion is that the legal system could be sufficient, provided that the political will is there to use and apply it effectively. All agreed that the main responsibility for security has to be borne by the governments. I would like to remind all passengers that every discovery of the human spirit may be used for opposite ends; thus, aircraft can be used for air travel but also as targets of terrorism. A state that supports aviation terrorism is responsible for violation of International Aviation Law. Generally speaking, terrorism is a violation of international law. It violates the soverign rights of the states, and the human rights of the individuals. I think that aviation terrorism as becoming an ever more serious issue, has to be solved by internationally agreed and closely co-ordinated measures. We have to contribute more to the creation of a general consensus amongst all states about the need to combat the threat of aviation terrorism.