• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.6
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• pp.2211-2221
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• 2013

During the four river restoration project, several weirs were constructed in the four rivers to prevent drought and flood, to improve water quality, and to manage water resources. However, due to the weir construction, bed changes are produced in the upstream channel of installed weirs because the incoming flow velocity is reduced and sediment transport capacity is also lowered. Especially, since the Haman Weir is located in the lowest downstream section among newly installed weirs in Nakdong River, bed change and sedimentation problems are expected due to the mild slope and reduced velocity. Therefore, numerical simulation was performed to analyze flow and bed changes in the upstream channel of Haman Weir and to evaluate quantitatively sediment control methods for bed stabilization using CCHE2D model. As a result of flow and bed change simulation after installation of Haman Weir, the flow velocity at the initial condition was faster than the final bed condition with the specific simulation time and it was represented that the locations where bed changes were great were identical for all modeling conditions of flow discharge. In case of 4.5 m of water level lowered from 5.0 m of the management water level at Haman Weir for bed stabilization, the flow velocity was generally faster than the case of the management water level and the continuous erosion was developed at the most narrow channel section as the applied discharge and simulation period were increased. The channel width extension at the most narrow channel section was proposed in this study to prevent and stabilize continuos bed erosion. As a result of numerical analysis, there was no bed erosion after channel width extension and it was presented that the channel geometry extension was effective for bed stabilization at Haman Weir.

• Journal of the Korea Concrete Institute
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• v.18 no.5 s.95
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• pp.687-693
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• 2006

The Stone Powder Sludge(below SPS) is the by-product from the process that translates stone power of 8mm under as crushed fine aggregate. It is the sludge as like cake that has average particle size of $7{\mu}m$, absorbing water content of 20 to 60%, and $SiO_2$ content of 60% over. Because of high water content of SPS, it is not only difficult to handle, transport, and recycle, but also makes worse the economical efficiency due to high energy consuming to drying. This study is aim to recycle SPS as it is without drying. Target product is the lightweight foamed concrete that is made from the slurry mixed with pulverized mineral compounds and foams through hydro-thermal reaction of CaO and $SiO_2$. Although in the commercial lightweight foamed concrete CaO source is the cement and $SiO_2$ source is high purity silica powder with $SiO_2$ of 90%, we tried to use the SPS as $SiO_2$ source. From the experiments with factors such as foam addition rate and replacement proportion of SPS, we find that the lightweight foamed concrete with SPS shows the same trends as the density and strength of lightweight foamed concrete increases according to decrease of foam addition rate. But in the same condition, the lightweight foamed concrete with SPS is superior strength and density to that with high purity silica. This trends is distinguished according to increase of replacement proportion of SPS, also the analysis of XRF shows that the hydro thermal reaction translates SPS to tobermorite. Although SPS has low $SiO_2$ contents, the lightweight foamed concrete with SPS has superior strength and density, because it reacts well with CaO due to extremely fine particles. We conclude that it is possible to replace the high purity silica as SPS in the lightweight foamed concrete experimentally.

• Korean Journal of Ecology and Environment
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• v.37 no.4 s.109
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• pp.436-447
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• 2004

Wetland plants have evolved specialized adaptations to survive in the low-oxygen conditions associated with prolonged flooding. The development of internal gas space by means of aerenchyma is crucial for wetland plants to transport $O_2$ from the atmosphere into the roots and rhizome. The formation of tissue with high porosity depends on the species and environmental condition, which can control the depth of root penetration and the duration of root tolerance in the flooded sediments. The oxygen in the internal gas space of plants can be delivered from the atmosphere to the root and rhizome by both passive molecular diffusion and convective throughflow. The release of $O_2$ from the roots supplies oxygen demand for root respiration, microbial respiration, and chemical oxidation processes and stimulates aerobic decomposition of organic matter. Another essential mechanism of wetland plants is downward water movement across the root zone induced by water uptake. Natural and constructed wetlands sediments have low hydraulic conductivity due to the relatively fine particle sizes in the litter layer and, therefore, negligible water movement. Under such condition, the water uptake by wetland plants creates a water potential difference in the rhizosphere which acts as a driving force to draw water and dissolved solutes into the sediments. A large number of anatomical, morphological and physiological studies have been conducted to investigate the specialized adaptations of wetland plants that enable them to tolerate water saturated environment and to support their biochemical activities. Despite this, there is little knowledge regarding how the combined effects of wetland plants influence the biogeochemistry of wetland sediments. A further investigation of how the Presence of plants and their growth cycle affects the biogeochemistry of sediments will be of particular importance to understand the role of wetland in the ecological environment.

• Ecology and Resilient Infrastructure
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• v.5 no.3
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• pp.163-173
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• 2018

The biopolymer (BP) used in this study is mainly composed of xanthan gum and ${\beta}$-glucan derived from microorganism and has been introduced as a novel material for soil stabilization. However, the broad applicability of BP has been suggested in the field of geotechnical engineering while little information is available about the effects of BP on the vegetation. The goal of this study is to find the BP effects on the growth of Camelina sativa L. (Camelina) under drought condition. For more thorough evaluation of BP effects on the plant growth, we examined not only morphological but also physiological traits and gene expression patterns. After 25 days of drought treatment from germination in the soil amended with 0, 0.25, 0.5, and 1% BP, we observed that the BP concentration was strongly correlated the growth of Camelina. When plants were grown under drought stress, Camelina in 0.5% BP mixture showed better physiological parameters of the leaf stomatal conductance, electrolyte leakage and relative water content compared to those in control soil without BP. Plant recovery rate after re-watering was higher and the development of lateral root was lower in BP amended soil. RNA expression of Camelina leaf treated with/without drought for 7 and 10 days showed that aquaporin genes transporting solutes at bio-membrane, CsPIP1;4, 2;1, 2;6 and TIP1;2, 2;1, were induced more in the plants with BP amendment and drought treatment. These results suggest that the soil amended with BP has a positive effect on the transport of nutrients and waters into Camelina by improving water retention in soil under drought condition.

• Journal of Korea Water Resources Association
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• v.41 no.12
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• pp.1219-1230
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• 2008

Stream inflows induced by flood runoffs have a higher density than the ambient reservoir water because of a lower water temperature and elevated suspended sediment(SS) concentration. As the propagation of density currents that formed by density difference between inflow and ambient water affects reservoir water quality and ecosystem, an understanding of reservoir density current is essential for an optimization of filed monitoring, analysis and forecast of SS and nutrient transport, and their proper management and control. This study was aimed to quantify the characteristics of inflow density current including plunge depth($d_p$) and distance($X_p$), separation depth($d_s$), interflow thickness($h_i$), arrival time to dam($t_a$), reduction ratio(${\beta}$) of SS contained stream inflow for different flood magnitude in Daecheong Reservoir with a validated two-dimensional(2D) numerical model. 10 different flood scenarios corresponding to inflow densimetric Froude number($Fr_i$) range from 0.920 to 9.205 were set up based on the hydrograph obtained from June 13 to July 3, 2004. A fully developed stratification condition was assumed as an initial water temperature profile. Higher $Fr_i$(inertia-to-buoyancy ratio) resulted in a greater $d_p,\;X_p,\;d_s,\;h_i$, and faster propagation of interflow, while the effect of reservoir geometry on these characteristics was significant. The Hebbert equation that estimates $d_p$ assuming steady-state flow condition with triangular cross section substantially over-estimated the $d_p$ because it does not consider the spatial variation of reservoir geometry and water surface changes during flood events. The ${\beta}$ values between inflow and dam sites were decreased as $Fr_i$ increased, but reversed after $Fr_i$>9.0 because of turbulent mixing effect. The results provides a practical and effective prediction measures for reservoir operators to first capture the behavior of turbidity inflow.

• The Korean Journal of Air & Space Law and Policy
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• v.1
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• pp.193-222
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• 1989

The purpose of this study is to review the rights and duties of cargo owners, the party to the contract of international carriage of goods by air under the Warsaw Convention System and the IATA conditions. It is generally known that air freight is the most-cost mode of transportation. However, should there be considerations of total distribution cost, the use of air freight leads exporters to be advantageous in physical distribution. The Warsaw Convention System defined and limited the rights and duties of cargo owners and air carriers paticipating in the international carriage of goods, but it does not regulate every aspect of air transportation. Therefore, the unregulated parts are governed by national laws and by individual contracts of carriage. The International Air Transport Association(lATA), a worldwide organization of airlines, has formulated model conditions of contract for the carriage of cargo. These models are not uniformly followed but they serve as a basis for many of the individual standard form of contracts prepared by air carriers. The contract of air carriage of goods is a contract of adhesion, 'the consignor recognizing and accepting the conditions laid down by the carrier'. There are consignors and carriers as the parties to the contract of international carriage of goods. In addition to his basic right, implied in Warsaw Convention Article 18 and 19, to require devery of the goods in good condition and at the date agreed upon, the consignor has the right to dispose the goods in the course of the journey up to the moment when the consignee is entitled to require delivery. If it is impossible to carry out the orders of the consignor, the carrier must so inform him forthwith. The right conferred on the consignor ceases at the moment when that of the consignee begins in accordance with Warsaw Convention Article 13. Nevertheless, if the consignee declines to accept the air waybill or the goods, or if he cannot be communicated with, the consignor resumes his right of disposition. Unless it is otherwise agreed, it is the duty of the carrier to give notice to the consignee as soon as the goods arrive. The consignee is entitled, on arrival of the goods at the place of destination, to require the carrier to hand over to him the air waybill and to deliver the goods to him, on payment of the charges due and on complying with the conditions of carriage set out in the air waybill. The air waybill is supposed to be made out by the consignor. If the carrier makes it out, he is deemed, subject to proof to the contrary, to have done so on behalf of the consignor, whether there is one air waybill or several, each must be made out in three original parts. The first is for the carrier, the second is for the consignee, and the the third is handed to the consignor when the shipment has been accepted. The consignor is responsible for the correctness of the particulars and statement concerning the cargo appearing in the air waybill. Each of the original parts of the air waybill has evidential value and possession of his part is a condition for the exercise by the consignor or consignee of his rights under the contract of carriage. Hague Protocol set forth in Article 9 that nothing in this. Convention prevents the issue of a negotiable air waybill, but Montreal Additional Protocol No. 4 deleted this article. All charges applicable to a shipment are payable in cash at the time of acceptance thereof by the carrier in case of a prepaid shipment or at the time of delivery thereof by the carrier in case of a collect shipment. The carrier shall have lien the cargo for unpaid charges and, in the event of non-payment thereof, shall have the right to dispose of the cargo at public or private sale and pay itself out of the proceeds of such sale any and all such amounts. In conclusion, the Warsaw Convention System has the character of ambiguity in various respects, not only in the part of the forms of documents but also in conditions of contract. Accordingly, the following propositions might be considered: (1) If the carrier does not obey the orders of the consignor for the disposition of the goods without proper reasons, he will be liable strictly for any damage which may be caused thereby to the cargo owner. The special agreement and carrier's conditions of carriage which limit unreasonably the consignor's right of disposition of the goods will be nullified. (2) The instrument of the Warsaw Convention System which is not yet in force(Montreal Additional Protocol No. 4) would considerably simplfy the processing and keeping of computerized records of the carriage. Until this instrument enters into force, the airlines will be faced with practical problems preventing them to substitute computerized data processing techniques for the formal issuance of the documents. Accordingly, Montreal Additional Protocol No. 4 should become effective as soon as posisble. From a practical point of view in the international trade, the issuance of negotiable air waybill should be permitted for the security of the bank.

• The Korean Journal of Air & Space Law and Policy
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• v.21 no.2
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• pp.71-96
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• 2006

This paper intends to describe the carrier's duty for the delivery of international air cargo and the carrier's liability for the illegal delivery of cargo under the Montreal Convention, lATA Conditions of Carriage for Cargo and judicial precedents. Under the Article 13 of Montreal Convention, the consignee is entitled, on arrival of the cargo at the place of destination, to require the carrier to deliver the cargo to it, on payment of the charge due and on complying with the conditions of carriage. And unless it is otherwise agreed, it is the duty of the carrier to give notice to the consignee as soon as the cargo arrives. Under the Article 18 of Montreal Convention, the carrier is liable for damage sustained in the event of the destruction or less of or damage to, cargo upon condition only that the event which caused the damage so sustained took place during the carriage by air. And the carriage by air comprises by the period during which the cargo is in the carriage of the carrier. Under the Article 11 of lATA Conditions of Carriage for Cargo, carrier is liable to shipper, consignee of any other person for damage sustained in the event of destruction of loss of, or damage to, or delay in the carriage of cargo only if the occurrence which caused to the damage so sustained took place during the carriage as defined under Article 1. According to the precedent of Korean Supreme Court sentenced on 22 July 2004, the freight forwarder as carrier was not liable for the illegal delivery of cargo to the notify party (actual importer) on the airway bill by the bonded warehouse operator because the freight forwarder did not designate the bonded warehouse and did not hold the position of employer to the bonded warehouse operator. In conclusion, the carrier or freight forwarder should pay always attention the movement and condition of the cargo not to be liable for the illegal delivery of cargo.

• Food Science of Animal Resources
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• v.30 no.2
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• pp.336-344
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• 2010

Considering the increasing trends of the consumption of livestock products in Korea, proper hygienic management and policies for ensuring their safety to protect public health and strengthen consumer confidence are demanded. It is particularly important to manage the livestock distribution processes to provide safe meat and meat products. This study was conducted to examine factors related to the hygiene management of livestock products and to check out the condition of hygienic management in meat markets. To accomplish this, 156 meat markets divided into HACCP-certified and non certified and evaluated for five factors, which received the following scores: facility and equipment management (1.00/2.0 points, 50.0%), storage and transport management (1.93/2.0 points, 96.5%), work place management (0.76/2.0 points, 38.0%), personal hygiene management (0.75/2.0 points, 37.5%), and inspection management (0.22/2.0 points, 11.0%). The results revealed that the scores of HACCP-certified meat markets were significantly higher than those of the non certified markets (p<0.05, p<0.01, p<0.001). These findings suggest that meat markets that are not HACCP-certified must improve hygienic management conditions and educate their employees to improve the safety of livestock products during distribution.

• Journal of Environmental Impact Assessment
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• v.31 no.3
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• pp.141-160
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• 2022

The harbor construction projects can lead to various marine environmental problems including habitat degradation and loss, marine water pollution, change of flow patterns, erosion, scour, sedimentation, and so on. The EIA is a measure to prevent various environmental problems in advance from examining and minimizing the environmental impacts before the proposed developments are implemented. In addition, institutions reviewing EIA reports have made efforts to conduct scientific and standardized EIA by applying EIA guidelines for each project. This study aims to create a EIA guideline focusing on the harbor construction projects. Based on the review comments of the harbor construction EIA reports for the past 13 years (2009-2021) and the EIA guidelines of different types of projects, we identified the marine environmental problems and provided the appropriate guideline. This guideline summarizes and presents the contents which must be reviewed in the baseline condition survey, impact assessment, mitigation, and post-environmental impact investigation in the fields of marine fauna and flora, marine physics, and marine water and sediment quality. In the case of a baseline condition survey of marine fauna and flora, a method for selecting survey points considering the characteristics of sea area and project was presented. When estimating the impact of marine fauna and flora, we presented methods for predicting the impact on them due to the spread of suspended sediments and the damage to benthic habitats due to dredging and reclamation. In consideration of the characteristics of the sea area, we divided the survey items of the marine physics into essential items and supplementary items. In predicting the impact of marine physics, various methods for major issues such as seawater circulation, suspended sediment and bottom sediment transport, water temperature and salinity diffusion, seawater exchange, wave transformation, harbor tranquility, and shoreline change were presented. The research results will contribute to protect the marine environment by inducing more systematic and scientific surveys, impact assessments, and mitigation in the EIA process.

• Applied Biological Chemistry
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• v.16 no.1
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• pp.18-30
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• 1973

The flag and lower leaves (4th or 5th) of rice plant from the field of NPK simple trial and from three low productive area were analyzed in order to find out certain diagnostic criteria of nutritional status at harvest. 1. Nutrient contents in the leaves from no fertilizer, minus nutrient and fertilizer plots revealed each criterion for induced deficiency (severe deficient case induced by other nutrients), deficiency (below the critical concentration), insufficiency (hidden hunger region), sufficiency (luxuary consumption stage) and excess (harmful or toxic level). 2. Nitrogen contents for the above five status was less than 1.0%, 1.0 to 1.2, 1.2 to 1.6, 1.6 to 1.9 and greater than 1.9, respectively. 3. It was less than 0.3%, 0.3 to 0.4, 0.4 to 0.55 and greater than 0.55 for phosphorus $(P_2O_5)$ but excess level was not clear. 4. It was below 0.5%, 0.5 to 0.9, 0.9 to 1.2, 1.2 to 1.4 and above 1.4 for potassium. 5. It was below 4%, 4 to 6, 6 to 11 and above 11 for silicate $(SiO_2)$ and no excess was appeared. 6. Potassium in flag leaf seemed to crow out nitrogen to ear resulting better growth of ear by the inhibition of overgrowth of flag leaf. 7. Phosphorus accelerated the transport of Mg, Si, Mn and K in this order from lower leaf to flag, and retarded that of Ca and N in this order at flowering while potassium accelerated in the order of Mn, and Ca, and retarded in the order of Mg, Si, P and N at milky stage. 8. Transport acceleration index (TAI) expressed as (F_2L_1-F_1L_2)\;100/F_1L_1$ where F and L stand for other nutrient cotents in flag and lower leaf and subscripts indicate the rate of a nutrient applied, appears to be suitable for the effect of the nutrient on the translocation of others. 9. The content of silicate $(SiO_2)$ in the flag was lower than that of lower leaf in the early season cultivation indicating hinderance in translocation or absorption. It was reverse in the normal season cultivation. 10. The infection rate of Helminthosporium frequently occurred in the potassium deficient field seemed to be related more to silicate and nitrogen content than potassium in the flag leaf. 11. Deficiency of a nutrient occured simultaniously with deficiency of a few other ones. 12. Nutritional disorder under the field condition seems mainly to be attributed to macronutrients and the role of micronutrient appears to be none or secondary.