• Journal of architectural history
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• v.17 no.1
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• pp.85-102
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• 2008

As a result of analyzing the floor plan shown in the three drafts, there were a great deal of differences in composing the space of the inner main hall. The inner room facing to the east with the arrangement crossing the inner floor at right angles in the 'Baekdangguje Draft' faces to the south in the east or west in front of the main house thereafter. This represents that it reflects the intent of the owner of the architecture emphasizing the size increase and ceremonies of the main house in the 'ㅁ shape', which has changed to the directions of easily accommodating the Confucian ceremonial activities in the floor plan of the inner house as the size of the main house was gradually increasing from 24 sections to 30 or 38 sections. The expansion in the size of main house further divided the functions of floor into one for daily life and the other for ceremonies as well. In other words, the 30 Sections in Yijeong Draft as being the first planned draft for reconstruction had a hall for memorial services in the main hall of the inner house, whereas the 'Draft with 38 Sections' as being the second planned draft for reconstruction was planning a room with a floor (two sections of Bangdang) for memorial purpose in the back of the inner main hall. The variations in the guest house (or space for men) shown in the drafts confirms the establishment of space for men as the size of the main house increases. We can see the change that a large guest house is placed over the south and in the south and east of the main house as the number of main house increases by 30 sections or 38 sections. Especially, a guest house with a wide space in a 'ㄴ shape' is arranged from the south of main house to the east wing in the Draft with 38 Sections. In addition, the backward sections are advanced in the front and back of guest house in the drafts with 30 and 38 sections, while a back floor or a back floor connecting to the back room or sleeping room or inner house is installed in the backward sections.

• Journal of the Korean Society of Clothing and Textiles
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• v.24 no.8
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• pp.1125-1136
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• 2000

Fitness of clothes becomes a major concern in apparel industry. Development of basic patterns will enhance the fitness of clothes. But there are few slacks patterns for the middle-high school girls. So girls had difficulties to buy ready-made clothes of good fit. To solve this problem, it is necessary to develop basic slacks patterns. The purposes of this study was to develop basic slacks patterns based on the analysis of lower body types. 4 girls were selected among 402 anthropometric measurement subjects who are 13 to 15 year-old for the wearing tests. The result of this study can be summarized as follows; 1. Analysing the replicas of lower body surface by using gypsum method, slack patterns were developed. 2. Wearing test by the sensory evaluation showed that the developed slacks pattern was estimated more highly than existing patterns in the items of the comfort of front crotch and back crotch. 3. Wearing test by moire topography method represented that garment silhouette of developed slacks pattern was estimated more highly and garment space of waist, hip were significantly different among patterns.

• The Korean Journal of Air & Space Law and Policy
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• v.24 no.1
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• pp.35-58
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• 2009

A treaty that governs the compensation on damage caused by aircraft to the third parties on surface was first adopted in Rome in 1933, but without support from the international aviation community it was replaced by another convention adopted again in Rome in 1952. Despite the increase of the compensation amount and some improvements to the old version, the Rome Convention 1952 with 49 State parties as of today is not considered universally accepted. Neither is the Montreal Protocol 1978 amending the Rome Convention 1952, with only 12 State parties excluding major aviation powers like USA, Japan, UK, and Germany. Consequently, it is mostly the local laws that apply to the compensation case of surface damage caused by the aircraft, contrary to the intention of those countries and people who involved themselves in the drafting of the early conventions on surface damage. The terrorist attacks 9/11 proved that even the strongest power in the world like the USA cannot with ease bear all the damages done to the third parties by the terrorist acts involving aircraft. Accordingly as a matter of urgency, the International Civil Aviation Organization(ICAO) picked up the matter and have it considered among member States for a few years through its Legal Committee before proposing for adoption as a new treaty in the Diplomatic Conference held in Montreal, Canada 20 April to 2 May 2009. Accordingly, two treaties based on the drafts of the Legal Committee were adopted in Montreal by consensus, one on the compensation for general risk damage caused by aircraft, the other one on compensation for damage from acts of unlawful interference involving aircraft. Both Conventions improved the old Convention/Protocol in many aspects. Deleting 'surface' in defining the damage to the third parties in the title and contents of the Conventions is the first improvement because the third party damage is not necessarily limited to surface on the soil and sea of the Earth. Thus Mid-air collision is now the new scope of application. Increasing compensation limit in big gallop is another improvement, so is the inclusion of the mental injury accompanied by bodily injury as the damage to be compensated. In fact, jurisprudence in recent years for cases of passengers in aircraft accident holds aircraft operators to be liable to such mental injuries. However, "Terror Convention" involving unlawful interference of aircraft has some unique provisions of innovation and others. While establishing the International Civil Aviation Compensation Fund to supplement, when necessary, the damages that exceed the limit to be covered by aircraft operators through insurance taking is an innovation, leaving the fate of the Convention to a State Party, implying in fact the USA, is harming its universality. Furthermore, taking into account the fact that the damage incurred by the terrorist acts, where ever it takes place targeting whichever sector or industry, are the domain of the State responsibility, imposing the burden of compensation resulting from terrorist acts in the air industry on the aircraft operators and passengers/shippers is a source of serious concern for the prospect of the Convention. This is more so when the risks of terrorist acts normally aimed at a few countries because of current international political situation are spread out to many innocent countries without quid pro quo.