• Proceedings of the Korean Society of Soil and Groundwater Environment Conference
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• 2000.11a
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• pp.44-63
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• 2000

Situated close to Heathrow Airport, and adjacent to the M4 and M25 Motorways, the site at Axis Park is considered a prime location for business in the UK. In consequnce two of the UK's major property development companies, MEPC and Redrew Homes sought the expertise of Intergeo to remediate the contaminated former industrial site prior to its development. Industrial use of the twenty-six hectare site, started in 1936, when Hawker Aircraft commence aircraft manufacture. In 1963 the Firestone Tyre and Rubber Company purchased part of the site. Ford commenced vehicle production at the site in the mid-1970's and production was continued by Iveco Ford from 1986 to the plant's decommissioning in 1997. Geologically the site is underlain by sand and gravel, deposited in prehistory by the River Thames, with London Clay at around 6m depth. The level of groundwater fluctuates seasonally at around 2.5m depth, moving slowly southwest towards local streams and watercourses. A phased investigation of the site was undertaken, which culminated in the extensive site investigation undertaken by Intergeo in 1998. In total 50 boreholes, 90 probeholes and 60 trial pits were used to investigate the site and around 4000 solid and 1300 liquid samples were tested in the laboratory for chemical substances. The investigations identified total petroleum hydrocarbons in the soil up to 25, 000mg/kg. Diesel oil, with some lubricating oil were the main components. Volatile organic compounds were identified in the groundwater in excess of 10mg/l. Specific substances included trichloromethane, trichloromethane and tetrachloroethene. Both the oil and volatile compounds were widely spread across the site, The specific substances identified could be traced back to industrial processes used at one or other dates in the sites history Slightly elevated levels of toxic metals and polycyclic aromatic hydrocarbons were also identified locally. Prior to remediation of the site and throughout its progress, extensive liaison with the regulatory authorities and the client's professional representatives was required. In addition to meetings, numerous technical documents detailing methods and health and safety issues were required in order to comply with UK environmental and safety legislation. After initially considering a range of options to undertake remediation, the following three main techniques were selected: ex-situ bioremediation of hydrocarbon contaminated soils, skimming of free floating hydrocarbon product from the water surface at wells and excavations and air stripping of volatile organic compounds from groundwater recovered from wells. The achievements were as follows: 1) 350, 000m3 of soil was excavated and 112, 000m3 of sand and gravel was processed to remove gravel and cobble sized particles; 2) 53, 000m3 of hydrocarbon contaminated soil was bioremediated in windrows ; 3) 7000m3 of groundwater was processed by skimming to remove free floating Product; 4) 196, 000m3 of groundwater was Processed by air stripping to remove volatile organic compounds. Only 1000m3 of soil left the site for disposal in licensed waste facilities Given the costs of disposal in the UK, the selected methods represented a considerable cost saving to the Clients. All other soil was engineered back into the ground to a precise geotechnical specification. The following objective levels were achieved across the site 1) By a Risk Based Corrective Action (RBCA) methodology it was demonstrated that soil with less that 1000mg/kg total petroleum hydrocarbons did not pose a hazard to health or water resources and therefore, could remain insitu; 2) Soils destined for the residential areas of the site were remediated to 250mg/kg total petroleum hydrocarbons; in the industrial areas 500mg/kg was proven acceptable. 3) Hydrocarbons in groundwater were remediated to below the Dutch Intervegtion Level of 0.6mg/1; 4) Volatile organic compounds/BTEX group substances were reduced to below the Dutch Intervention Levels; 5) Polycyclic aromatic hydrocarbons and metals were below Inter-departmental Committee for the Redevelopment of Contaminated Land guideline levels for intended enduse. In order to verify the qualify of the work 1500 chemical test results were submitted for the purpose of validation. Quality assurance checks were undertaken by independent consultants and at an independent laboratory selected by Intergeo. Long term monitoring of water quality was undertaken for a period of one year after remediation work had been completed. Both the regulatory authorities and Clients representatives endorsed the quality of remediation now completed at the site. Subsequent to completion of the remediation work Redrew Homes constructed a prestige housing development. The properties at "Belvedere Place" retailed at premium prices. On the MEPC site the Post Office, amongst others, has located a major sorting office for the London area. Exceptionally high standards of remediation, control and documentation were a requirement for the work undertaken here.aken here.

• Journal of Preventive Medicine and Public Health
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• v.27 no.1 s.45
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• pp.117-134
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• 1994

The effects of regional medical insurance on utilization of medical care in urban population was examined in this study. The data was collected in a 2-year follow-up household survey conducted at Taegu city before and after implementation of the regional medical insurance. The study population was divided into 2 groups. Cohort I was the uninsured in 1989 and cohort II was the insured in 1989. After the coverage of medical insurance, physician visit rate per 1,000 population, use-disability ratio and use-restricted activity ratio in cohort I were increased compared to cohort II in both of acute and chronically ill people. The use-disability ratio and use-restricted activity ratio of the insured poor were lower than those of the insured nonpoor in both of cohort I and cohort II. The major reasons for pharmacy use were accessibility and affordability before the coverage of medical insurance in cohort I, however, after the coverage of medical insurance, the important reason was accessibility rather than affordability. In logistic regression analysis of physician visit, the significant independent variables were acute illness episode (+), chronic illness episode (+) and income (+) in both of cohort I and cohort II. In cohort I, after the coverage of medical insurance, more people replied that the medical cost of hospital and clinic was reasonable. The people who covered by the regional medical insurance were more dissatisfied with the imposed premium than those who covered by other types of medical insurance in both of cohort I and cohort II. More people in cohort II than cohort I were dissatisfied with the services from hospitals and clinics after implementation of the regional medical insurance. In conclusion. after the coverage of medical insurance, the gap between the poor and the nonpoor still exists in terms of medical care utilization.

• Journal of Mushroom
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• v.17 no.4
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• pp.211-217
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• 2019

Currently, cultivation of mushrooms using the Information and Communication Technology (ICT)-based smart farming technique is increasing rapidly. The main environmental factors for growth of mushrooms are temperature, humidity, carbon dioxide (CO₂), and light. Among all the mentioned factors, currently, only temperature has been maintained under automatic control. However, humidity and ventilation are controlled using a timer, based on technical experience.Therefore, in this study, a Pleurotus eryngii first-generation smart farm model was set up that can automatically control temperature, humidity, and ventilation. After installing the environmental control system and the monitoring device, the environmental condition of the mushroom cultivation room and the growth of the fruiting bodies were studied. The data thus obtained was compared to that obtained using the conventional cultivation method.In farm A, the temperature during the primordia formation stage was about 17℃, and was maintained at approximately 16℃ during the fruiting stage. The humidity was initially maintained at 95%, and the farm was not humidified after the primordia formation stage. There was no sensor for CO₂ management, and the system was ventilated as required by observing the shape of the pileus and the stipe. It was observed that, the concentration of CO₂ was between 700 and 2,500 ppm during the growth period. The average weight of the mushrooms produced in farm A was 125 g, and the quality was between that of the premium and the first grade.In farm B. The CO₂ sensor was in use for measurement purposes only; the system was ventilated as required by observing the shape of the pileus and the stipe. During the growth period, the CO₂ concentration was observed to be between 640 and 4,500 ppm. The average weight of the mushrooms produced in farm B was 102 g.These results indicate that the quality of the king oyster mushroom is determined by the environmental conditions, especially by the concentration of CO₂. Thus, the data obtained in this study can be used as an optimal smart farm model, where, by improving the environmental control method of farm A, better quality mushrooms were obtained.

• Journal of Dairy Science and Biotechnology
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• v.34 no.1
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• pp.21-35
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• 2016

Recently, there has been a rapid increase in the sale and purchase of an array of organic products. In particular, organic milk has grown in popularity. This growth could lead to expensive, premium retail prices for various organic cow's milk products. In fact, most consumers believe that (1) dairy farming to produce organic milk is beneficial for human health and (2) organic milk products are made without the use of various antibiotics, synthetic chemicals, genetic modification, extra hormones, and so on. Several factors, including breed, diet, and stage of lactation, are known to influence the composition of milk. Therefore, this review (1) presents a research outline to compare organic and conventional milk and (2) provides a summary of individual elements that affect the composition of milk.

• Korean Journal of Food Science and Technology
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• v.42 no.1
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• pp.33-38
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• 2010

This study was conducted to compare the physicochemical properties of powdered green teas produced in Korea and Japan including particle size, color, chlorophyll, caffeine and theanine. The average particle size of Korean powered green tea ($14.63-25.39\;{\mu}m$) was similar to that of Japanese powdered green tea ($15.46-21.02\;{\mu}m$). The surface color of shade-cultivated Haenam Green Tea (HN-1) had the highest negative 'a' value, which represents 'green' color. When the TCD (total color difference value) was measured in the samples, HN-1 was most similar to the premium powdered green tea of Japan (JA-1). Domestic shade-cultivated powdered green teas had 1.5-2 times greater chlorophyll content than powdered green teas produced from plants that were not cultivated in the shade. The presence of chlorophyll a resulted in a higher intensity of green color than the presence of chlorophyll b. A significant negative correlation was also observed between the color and the chlorophyll a, chlorophyll b and total chlorophyll contents. Specifically, chlorophyll a had the greatest impact on the green color of powdered green tea. The content of catechins, caffeine and theanine in Korean powdered green teas ranged from 14.679-20.128, 1.496-3.237 and 0.926-1.977 g/100 g, respectively. The caffeine and theanine contents were high in shade-cultivated powdered green teas. Based on the above results, domestic powdered green teas cultivated under shaded conditions had a quality similar to that of medium-quality green teas produced in Japan, and the overall quality of Korean powdered green tea was poorer than that of Japanese powdered green tea.

• The Korean Journal of Air & Space Law and Policy
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• v.30 no.2
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• pp.177-199
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• 2015

Commerce enriches human life enriched and within commerce, transportation of cargo is arguably the most important in business transactions. Traditionally, marine transport has been major commercial transaction, but carriage cargo by air is on the increase. While the fare for freight in comparison with that of ocean is higher, air freight has many benefits that justify the higher shipping fee; lower insurance premium, packing charges, inventory control, cost management and especially speed. Therefore, air freight transport is accumulating gradually. An air waybill(AWB) is needed in the air transport flow. It is a nonnegotiable security, so the holder cannot transfer of a right to a third party. Some scholars suggest that a negotiable AWB is needed. However, it seems nearly impossible to do so; an e-AWB use shows a gain in numbers, even if it has not met expectations. Going forward, it would appear reasonable to conduct a follow-up study on the utility and legal problem for e-AWB. After sending goods, the consignor has the right of disposition of cargo in some cases, and more research is necessary, because it is related to change of ownership and a trade settlement. According to WATS (World Airlines Transport Statistics), the Korean Air took third place in international freight in 2014, and fifth in total, domestic and international to great acclaim. However, there is a lack of research supporting the business showing. It is hope that more studies on e-AWB, stoppage in transit, and a risk of outstanding amount, etc. connect to develop Korean air freight industry.

• The Korean Journal of Air & Space Law and Policy
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• v.28 no.1
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• pp.73-96
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• 2013

ICAO's Universal Safety Oversight Audit Programme (USOAP) was initially launched in January 1995, in response to widespread concerns about the adequacy of aviation safety oversight around the world. The recent reduction in aircraft accidents and effective role that is evaluated on the basis of these results, and in 2013 the existing 'snapshot approach' to 'regular monitoring system (USOAP-Continuous Monitoring Approach)' was converted to. ICAO aviation safety assessment of the state in today's international community 'aviation safety credibility' as objective indicators to judge the enormous impact on the aviation industry, the state is not satisfactory, especially if the results of the evaluation and expansion of code-share airline ban, reduced international air transit passengers, including premium increases business and economic penalties should. In addition, ICAO implementation of the existing laws and regulations(Prescriptive Approach), but based on the Risk-based prevention model, Proactive Approach introduced the concept of aviation safety system, including international aviation safety policy has been to switch paradigms. This new ICAO international aviation safety policy also applies to the Government of the Republic of Korea in line with the aviation safey policies have changed. In particular, the systematic implementation of safety management for the existing laws and regulations in the center of the safety oversight system of risk-based introduction of the concept of proactive safety management, and According to international standards ICAO aviation service providers operate their own Safety Management System was set out in Aviation Law ever. In addition, the aviation safety is at the center of the field of the safety of aircraft operations and maintenance for the promotion is promoting various safety policies. This new paradigm shift in the international aviation safety policy in line with our state in the international community with the most exemplary aviation safety system firmly established itself as a model, the Government will strengthen the competitiveness of our aviation plans to support. To do this, the government, airlines, aviation officials try all the practical effect would be expected.

• Korean Journal of Social Welfare
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• v.60 no.3
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• pp.31-58
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• 2008

This study examines applying the elderly poverty labor hypothesis and skill-biased technological change hypothesis to labor force participation rate(LFPR) of older males in Korea. These hypotheses have hardly been examined on the this group. The analysis is based on the data "Summary of economically active population($1965{\sim}2007$)", "Population projection($1965{\sim}2007$)", "Report on wage structure survey($1993{\sim}2005$)" and "Korea Labor and Income Panel Study($1998{\sim}2006$)". The method employed for this study is logistic regression. The main results from this analysis are summarized in five points. Firstly, Korean older males' LFPR have been increasing since 1965 when industrialization was expanding at full steam. This trend has been different from the decreasing trend of industrialized countries. The second finding is that poor older males' LFPR is, on the average, 5.2% higher than that of non-poor older males from 1998 to 2005. The third result is that the non-elderly man has been increasingly positioned at higher grade occupations, while the elderly man has been held at lower grade occupations. The fourth is that labor demand for highly educated workers has exceeded the increased labor supply of the group, while the demand for low educated workers has decreased far beyond the declined labor supply. As a result, college premium has increased from 139% in 1993 to 157.8% in 2005. The final main implication of this study is that the industrialization theory and modernization hypothesis still holds for the LFPR of Korean older males. However, the elderly affluence hypothesis of the LFPR of older males are hardly persuasive in explaining Korean phenomenon. Especially, we find that the elderly poverty is the main mechanism in determining the Korean LFPR in old ages. This supports the elderly poverty labor hypothesis presented in this study. Skill-biased technological change hypothesis partially explains the LFPR of older man. However, we believe that other factors; human capital specially high school education rather than university education and skill required in less skill biased occupations or the poverty; also have taken effect.

• Sijohaknonchong
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• v.23
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• pp.107-131
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• 2005

The purpose of this is to make sure what the scholar of the Choseon thought the object of aesthetics, and which psychological element did they use to clear the center of the aesthetics. In addition, I consider their way to recognize the human's aesthetic point of view. A literary man in Choseon regarded the five senses as an obstacle which interrupted to see the nature of all things. So they set up the spiritual condition as their aesthetic subject, with suppressing the pleasure through five senses. The goal to make one's mind calm was to cause someone's spirit to activate freely. The condition of the calmness was considered as a process of recovering the human's natural spirit, which was connected to the poetic spirit and became the aesthetic subject. Simultaneously, a literary man at that time set up the condition of the calmness as a subject of objective consciousness, and estimated the common things as a objective existence, which led to the result that all the materials of the poem and the poet could be unified. This aesthetic centra put a premium on the senses caused by contacting with all natural things, and adopted the 'Xing' as a method of expression. This 'Xing' is not a sense based upon one's experience, but a sense which is created of itself. The expression method of 'Xing' caused the reader to feel and express, encourage, and sublimate what they feel through the poem, as well as purified reader's mind.

• The Korean Journal of Air & Space Law and Policy
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• v.25 no.1
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• pp.3-26
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• 2010

The European Union(EU) has recently introduced its Directive 2008/101/EC to include aviation in the EU ETS(emissions trading system). As an amendment to Directive 2003/87/EC that regulates reduction of the green house gas(GHG) emissions in Europe in preparation for the Kyoto Protocol, 1997, it obliges both EU and non-EU airline operators to reduce the emission of the carbon dioxide(CO2) significantly in the year 2012 and thereafter from the level they made in 2004 to 2006. Emission allowances allowed free of charge for each airline operator is 97% in the first year 2012 and 95% from 2013 and thereafter from the average annual emissions during historical years 2004 to 2006. Taking into account the rapid growth of air traffic, i.e. 5% in recent years, airlines operating to EU have to reduce their emissions by about 30% in order to meet the requirements of the EU Directive, if not buy the emissions right in the emissions trading market. However, buying quantity is limited to 15% in the year 2012 subject to possible increase from the year 2013. Apart from the hard burden of the airline operators, in particular of those from non-European countries, which is not concern of this paper, the EU Directive has certain legal problems. First, while the Kyoto Protocol of universal application is binding on the Annex I countries of the Climate Change Convention, i.e. developed countries including all Member States of the European Union to reduce GHG at least by 5% in the implementation period from 2008 to 2012 over the 1990 level, non-Annex I countries which are not bound by the Kyoto Protocol see their airlines subjected to aircraft emissions reductions scheme of EU when operating to EU. This is against the provisions of the Kyoto Protocol dealing with the emissions of GHG including CO2, target of the EU Directive. While the Kyoto Protocol mandates ICAO to set up a worldwide scheme for aircraft emissions to contribute to stabilizing GHG concentrations in the atmosphere at a level that would prevent dangerous anthropogenic interference with the climate system, the EU ETS was drawn up outside the framework of the international Civil Aviation Organization(ICAO). Second, EU Directive 2008/101 defines 'aviation activities' as covering 'flights which depart from or arrive in the territory of a Member State to which the [EU] Treaty applies'. While the EU airlines are certainly subject to the EU regulations, obliging non-EU airlines to reduce their emissions even if the emissions are produced during the flight over the high seas and the airspace of the third countries is problematic. The point is whether the EU Directive can be legally applied to extra-territorial behavior of non-EU entities. Third, the EU Directive prescribes 2012 as the first year for implementation. However, the year 2012 is the last year of implementation of the Kyoto Protocol for Annex I countries including members of EU to reduce GHG including the emissions of CO2 coming out from domestic airlines operation. Consequently, EU airlines were already on the reduction scheme of CO2 emissions as long as their domestic operations are concerned from 2008 until the year 2012. But with the implementation of Directive 2008/101 from 2012 for all the airlines, regardless of the status of the country Annex I or not where they are registered, the EU airlines are no longer at the disadvantage compared with the airlines of non-Annex I countries. This unexpected premium for the EU airlines may result in a derogation of the Kyoto Protocol at least for the year 2012. Lastly, as a conclusion, the author shed light briefly on how the Korean aviation authorities are dealing with the EU restrictive measures.