• Journal of the Korean Society of Groundwater Environment
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• v.3 no.1
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• pp.27-36
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• 1996

The Nanji landfill is one of the biggest uncontrolled landfill in terms of its size and scale in the world. Because the landfill was constructed on the very vulnerable alluvial deposit installing no pollution control systems such as bottom liner and leachate collection systems, it has caused a serious adverse effect to near-by groundwater and surface water systems. A through remedial investigation comprising plume detection and site-characterization was performed to design the remedial measure. As a part the investigation, comprehensive water quality study was conducted, using ten existing observation wells and one bundle type monitoring well, to determine the contaminant indicators for the plume delineation and to define the vertical and horizontal variation of specific contaminants via distances from the landfill. The results clearly shows that EC and temperature are a good pollution indicators and the vertical concentrations of specific contaminants measured in the fully screened wells are 20 to 90% more than those measured at the same depth in bundle type well which is located just 2 m apart. This paper presents a cost effective monitoring and sampling method to define the contaminant plume and obtain a basic data for leachate control measures.

• Journal of the Korean Geotechnical Society
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• v.20 no.2
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• pp.115-124
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• 2004

Granular compaction pile has the load bearing capacity of the soft ground increase and has the settlement of foundation built on the reinforced soil reduce. The granular compaction group piles also have the consolidation of the soft ground accelerate and prevent the liquefaction caused by earthquake using the granular materials such as sand, gravel, stone etc. However, this method is not widely used in Korea. The granular compaction piles are constructed by grouping them with a raft system. The confining pressure at the center of bulging failure depth is a major variable in estimating the ultimate bearing capacity of the granular compaction piles. Therefore, a share of loading is determined considering the effect of load concentration ratio between the granular compaction piles and surrounding soils, and the variation of the magnitude of the confining pressure. In this study, a method for the determination of the ultimate bearing capacity is proposed to apply a change of the horizontal pressure considering bulging failure depth, surcharge, and loaded area. Also, the ultimate bearing capacity of the granular compaction pile is evaluated on the basis of previous study(Kim et al., 1998) on the estimation of the ultimate bearing capacity and compared with the results obtained from laboratory scale model tests and DEM numerical analysis using the PFC-2D program.

• Korean Journal of Environment and Ecology
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• v.29 no.4
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• pp.605-614
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• 2015

This study was carried out to maintain, manage and restore the trails by assessing the physical conditions, the patterns of deterioration and the impact rating class of the major trails of Juwangsan National Park. The major trails followed 4 routes including Jubong, Gamaebong, Janggunbong~Geumeungwangi and Woloe. The route length of Jubong was 4.6 km; it was 3.6 km for Gamaebong, 5.6 km for Janggunbong~Geumeungwangi and 5.9 km for Woloe. As for the physical conditions, Jubong was the widest and Janggunbong~Geumeungwangi was the narrowest in trail width. In terms of the bared trail width, Jubong was the widest and Janggunbong~Geumeungwangi was the narrowest. As for the depth of erosion, Gamaebong was the deepest and Woloe was the shallowest. Janggunbong~Geumeungwangi was the steepest and Gamaebong was the gentlest in the slope. Further, Gamaebong showed the highest soil hardness, and Woloe had the lowest hardness. In terms of the times of appearance of deterioration patterns, Jubong recorded 71 times, Gamaebong 62 times, Janggunbong~Geumeungwangi 63 times and Woloe 78 times. In case of the impact rating class, the trail erosion was similar to grades I and II grade; the rest were mostly I grade and hence considered to be in a generally good condition. For the ongoing management of trails, a comprehensive study needs to be conducted in the light of various environmental factors. Also, a restoration plan for damaged trails should be established with consideration for the surrounding environment and ecosystem.

• The Research Journal of the Costume Culture
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• v.8 no.5
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• pp.681-706
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• 2000

This study is intended to understand an implication system and significance in the current community which a body image symbolizes by correlating it with fashion that is on the rise as a principal issue in various fields. For this study, the symbolism of the body image was contemplated in terms of philosophy and art, and then on the basis of it, the symbolism of the body image shown in modern fashion design was analyzed through fashion works. The research results are as follows, 1. The manifestation of sex can be taken as the symbolism of the body image which is expressed in modern fashion design. Recently sexual chaos and vagueness such as homosexuality and bisexuality are expressed through a dress and its ornaments. Though displaying sexual characteristics of male and female as they are exposing a sign or a diagram, decorating a part of body or representing sex in garments, uncertain sex identity in modern society is manifested in dress and its ornaments. It is to deny absoluteness regarding sex and emphasize diversity indwelt in human beings, and after all it shows to pursue the human essence. 2. Another symbolism of the body image is body expression as the human race and an ethnic group. The discriminating situations and the restoration of their status appeared in modern fashion too. Moreover, their cultures and issues came to alter the aesthetic standard of body made from a view of the Western white supremacist. Hereupon, fashion trends like ethnic fashion, Orientalism and African look etc. appear according to this tendency, which represents race and national identity and in addition, which signifies to present transcendental human conception embracing alienated human conception. 3. The symbolism of the body image expressed in a body, and a dress and its ornaments as nature can be considered in terms of the concern on environmental contamination and the respect of echo system. Getting away from reigning over, developing and stamping down nature at their will, the human beings pursue unity with nature, which is described in fashion. They are stressing that natural materials and objects such as animal, plant and soil etc. should activily be introduced into fashion and humans are a communal fate group and should reframe their status in nature at last. 4. The body image shown in a body, a dress and its ornaments as technology is transformed and recreated by modern scientific techniques and medical science to show post human conception namely, forthcoming future human conception as a cyborg which loses individual identity. This presents a perfect future human conception with high level of preternatural power but after all, leaves us a task to seek the meaning of human existence in alienation caused by the loss of human identity and existence. In this manner, the moderns crave for perceiving the identity of a natural human being in the current thoughts tendency of the modern times such as postmodernism, post structuralism, deconstructionism, feminism and so on, which build discussions affecting the art and fashion worlds. The categories, like sexual characteristics indwelt in a human body, racial classifications, the natural environment surrounding human beings and development of science, bring out the importance of the internal and external meaning in today's fashion which a human body contains, and present sew human conception in the coming future society.

• 보존과학연구
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• s.36
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• pp.74-85
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• 2015

An ox bone object was excavated from the wetland at the excavation site in Bogam-ri tumulus, Naju. It was only able to identify the full image of the shape. Bogam were deteriorated and cracked due to the soil pressure and the repeated cycle of freezing and melting. They were also fragmented in pieces and powdered. In situ, bones were dewatered, consolidated and wrapped together with surrounding soils not to lose the fragmented bone pieces. Unpacking was carried out in the conservation lab and the treatment was processed. Soils on the reverse were removed and then the surface was consolidated and reinforced. Then, soils on the excavated side was cleaned and the surface was consolidated. The object was placed in the produced storing box. When the ox bone object was excavated, it did not have its head and was in the shape of tieing all its legs up. This shows that the animal had been tied up during a ritual and then buried. During the treatment, the importance of the burial purpose and maintaining the shape at the time of excavation was considered. Therefore, the shape of the object at the time of excavation was maintained rather than dismantling all these fragile bones and finding the shape of an ox. This conservation of ox bone object shows that conservation treatment methods have to be vary depending on characters and conditions of objects. In addition, it is expecting that this writing could be the reference to bone and horn objects excavated in the future for the whole process from the excavation to the conservation treatment.

• Atmosphere
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• v.26 no.1
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• pp.111-126
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• 2016

In the numerical weather model, surface properties can be defined by various parameters such as terrain height, landuse, surface albedo, soil moisture, surface emissivity, roughness length and so on. And these parameters need to be improved in the Seoul metropolitan area that established high-rise and complex buildings by urbanization at a recent time. The surface roughness length map is developed from digital elevation model (DEM) and it is implemented to the high-resolution numerical weather (WISE-WRF) model. Simulated results from WISE-WRF model are analyzed the relationship between meteorological variables to changes in the surface roughness length. Friction speed and wind speed are improved with various surface roughness in urban, these variables affected to temperature and relative humidity and hence the surface roughness length will affect to the precipitation and Planetary Boundary Layer (PBL) height. When surface variables by the WISE-WRF model are validated with Automatic Weather System (AWS) observations, NEW experiment is able to simulate more accurate than ORG experiment in temperature and wind speed. Especially, wind speed is overestimated over $2.5m\;s^{-1}$ on some AWS stations in Seoul and surrounding area but it improved with positive correlation and Root Mean Square Error (RMSE) below $2.5m\;s^{-1}$ in whole area. There are close relationship between surface roughness length and wind speed, and the change of surface variables lead to the change of location and duration of precipitation. As a result, the accuracy of WISE-WRF model is improved with the new surface roughness length retrieved from DEM, and its surface roughness length is important role in the high-resolution WISE-WRF model. By the way, the result in this study need various validation from retrieved the surface roughness length to numerical weather model simulations with observation data.

• Journal of the Korean Geotechnical Society
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• v.28 no.6
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• pp.19-29
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• 2012

Pack micropiles were recently developed to improve pile capacity of general micropiles. Pack micropiles were made by warping thread bar or steel pipe of general micropile by geotexlile pack and grouting inside the pack with pressure. According to the pressure, the boring hole could be enlarged. A series of pile uplift tests were performed on three micropiles. Two out of the three piles were the pack micropiles and the other was the general micropile, in which a thread bar was used in the boring hole. According to the pressure applied to the pack micropiles, the diameter of boring hole was enlarged from 152 mm to 220 mm. Unit skin friction mobilized on side surfaces of micropiles increased with displacement of pile head and reached on a constant value, which represents that the relative displacement between piles (or thread bar) and soils was reached on critical state. And the uplift resistance of pack micropile was higher than that of general micropile. Two reasons can be considered: One is that the frictional surface increases due to enlarging diameter of boring holes and the other is that the unit skin friction could increase due to compressing effect of surrounding soils by soil displacement as much as the enlarging volume of boring hole. The compression effect appeared at deeper layer rather than surface layer. The unit skin friction mobilized on micropiles with small diameter was higher than the ones on large bored piles.

• Korean Journal of Environment and Ecology
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• v.31 no.1
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• pp.104-111
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• 2017

The construction of road tunnels and bridges have delivered driving efficiency and stability based on developed engineering technology. Tunnels have the advantage of reducing the deforested area compared with other road construction methods. Since a tunnel is an underground passageway dug through the surrounding soil/earth/rock and enclosed except for the entrance and exit, commonly at each end, it does not cause a large amount of deforestation. This study surveyed the deforested areas at each end of the tunnel by the design of the tunnel entrance and exit and forest topography to minimize the amount of deforestation caused by road construction. A survey was done on a total of 150 tunnels (300 entrances and exits) on several main roads in Korea. The deforested area of each tunnel was collected by a breakdown of the entrance area and the upper area of the tunnel. According to the results of Kruskal-Wallis analysis, it was found that there was statistically a significant relation between the location of tunnels and the amount of deforestation by the topographical access type of the tunnels. The tunnel with 'facing orthogonal to incline' type access caused the smallest deforestation while the the tunnel with 'facing to valley' and 'parallel with incline' type accesses caused large deforestation during tunnel construction. Tunnel positioning in the light of topography can reduce the deforested area by up to 1.5ha at each tunnel.

• Journal of Plant Biology
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• v.28 no.2
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• pp.165-175
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• 1985

The natural forest vegetation of the Piagol, Mt. Chiri, was classified into five major communities, i.e. Quercus mongolica, Carpinus laxiflora, C. tschonoskii, Q. serrata and Fraxinus mandshurica community. C. tschonoskii, C. laxiflora and Q. mongolica characteristically were dominated in the range of 500∼700 m, 700∼900 m and 900∼1,400 m in altitude, respectively. Abies nephrolepis and Rhododendron schlippenbachii in the ridge of Nogodan-Nalnaribong, and F. mandshurica and Q. serrata in the Yongsuam ravine were found as the dominant species. The transition between C. tschonoskii and C. laxiflora communities was relatively wide. The boundary between F. mandshurica, in the conglomerated zone, and the other communities surrounding its community was fairly abrupt. In Q. mongolica community, the canopy was relatively opened and the oak young tree of undergrowth was fairly dense. In the community of C. laxiflora and C. tschonoskii, the species composed of their understory was rich while their coverage was lower than that of Q. mongolica community. Shannon's diversity index was decreased in order of C. tschonoskii, C. laxiflora and Q. mongolica community, while their Simpson's dominance index increased conversely. Judging by the DBH-class distribution showing the negative exponential curve, these communities were considered as the climax forest. In Polar Ordination used samples (quadrats), the vegetation of the Piagol was divided into five groups, which was coincided with five communities classified by Braun-Blanquet system. In the ordination, the first axis and the second axis may be considered soil conditions and thermal conditions, respectively. It seems that two different methods, phytosociological method in macro level and ordination techniques in micro level, are useful for the vegetation classification.

• Journal of the Korean Society of Marine Environment & Safety
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• v.2 no.1
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• pp.137-150
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• 1996

Safety is built in to the activities of the prudent ship operator. Ant investment made towards this end is likely to have a measurable payback in positive terms. That there must be an investment is inevitable, because the industry at large has let things slip too far too long. Those who have not allowed it to slip too far and who are the first to recognize that safety, far from costing money, in the long term actually preserves it, will be wieners. Too many seem to have lost sight of the fact that every one hundred pennies saved is a full one hundred pennies profit. Every hundred pennies of additional revenue contributes no more then fifteen pence to profit. Environmental protection is not so simple, nor so financially attractive. Man needs the minerals of the Earth as well as the products of the soil and sea survive. We(the human race) are still not in the position, politically or financially to manage the Earth's assets without causing damage. The evidence of our damage is evident in many different parts of the Glove and will in some cases haunt several generations still to come. We have learned a lot, and continue to learn, but despite the best intentions some Government needs for their people will be at the expense of people in another region for the foreseeable future. We sailors ply the seas with the raw materials of commerce as well as the finished and part finished goods. It does not always sit well to consider too deeply what effect the ship and the cargo it carries is having, or may have, on some communities, or on the sea through which sail. None my generation can hold up his head and claim to be without blame in the pollution of the seas. Times are changing though, and Governments are turning their attention more to the protection of our planet and its precious resources. This will not be without cost. The investment will have to be made not for our benefit, but for the benefit of generations yet to come, however the cost will have to be borne by society as a whole, not by the shipping community alone. The debate surrounding the choice between engineering our way to a better tomorrow, or adapting our working practices will continue. Each method has the same goal as its target and as long as we attain the goal does it really matter how we get there?