• Journal of the Daesoon Academy of Sciences
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• v.40
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• pp.155-185
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• 2022

The purpose of this study is to compare death the Korean Buddhist understanding of death with that of Daesoon Jinrihoe. Various concepts, including reincarnation (輪廻), myeongbu (冥府, 'the postmortem offices' or 'afterworld') and the Ten Kings (十王) of the afterworld are used to explain views on death in both religions. However, these concepts differ not only in their content and categorization, but also in terms of the meaning they occupy within the doctrines of each religion. In other words, although many similarities can be found between Buddhism and Daesoon Jinrihoe's concept of reincarnation, at the same time, differences between them can also be pointed out. The differences include the period of time between one's death and reincarnation and also the importance of reliance upon other people or divine powers during the reincarnation process. With regard to ideas involving myŏngbu, there are far more differences than similarities. Both Buddhism and Daesoon Jinrihoe shares a similar notion of an afterlife judgment presided over by the Ten Kings. However, many differences can be found when it comes to Daesoon Jinrihoe other view of myŏngbu, known as 'myeongbu gongsa (the Reordering Works of Myeongbu).' These works are considered to be of great doctrinal importance in Daesoon Jinrihoe. Therefore, the concepts of reincarnation and myeongbu that appear in both traditions should not be considered identical and need to be redefined accordingly in comparative contexts. In other words, the concepts of reincarnation, myeongbu, and the Ten Kings as they appear in the Daesoon Thought should first be differentiated from their counterparts found in Buddhism and then be redefined in the context of the new and independent system of thought in which they exist. These concepts should then be applied to broader theoretical discourse on religion.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.1
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• pp.83-90
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• 2022

About 90.5 % of barge-towing tugs weigh less than 200 gross tonnage and most are served by the master alone. They are also not subject to the regulations on the working hours and manning levels stipulated in the Seafarers' Act. Therefore, the master of barge-towing tugs cannot take sufficient rest during the navigational watch. Moreover, barge-towing tugs do not satisfy the human seaworthiness due to the inevitable performance of the navigational watch which must be alternately undertaken with an unqualified person, called the "Boatswain". Furthermore, there are many cases in which the master or owner of a tug fails to comply with the additionally required minimum manning levels stipulated in the Ship Of icers' Act when a tug tows a barge. This study reviews the following: (1) the regulations on the working hours and manning levels that are stipulated in the Seafarers' Act, (2) the regulations on the minimum manning levels for ship of icers of the tug's deck part that are stipulated in the Ship officers' Act, (3) marine accidents in the barge-towing tugs. As a result I suggested that one additional deck officer should be on board when a tug tows a barge through the revision of the minimum manning level for ship of icer on the deck part in order to prevent marine accidents of tugs effectively. Especially, the Act on the Punishment, etc. of the Serious Accident came into effect on January 27, 2022. If marine casualties occur continuously at sea due by the same cause, and the cause of such marine casualties would be turned out by the fatigue of the ship of icer caused by insufficient institutional arrangements, the administrator of competent Authorities of Maritime and Port could be punished, so it seems to prepare for it.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.6
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• pp.918-927
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• 2022

The purpose of this study was to investigate the causes of collisions by examining 668 cases of merchant ship collision accidents that occurred during the past 12 years (2010-2021) and analyzed them statistically. Further, the analysis results were applied to propose a human error prevention collision avoidance (HEPCA) model. The statistical annual report of the Korea Maritime Safety Tribunal (KMST) and the collision investigation report were investigated to collect data on the causes of collisions of merchant ships, and frequency analysis was performed using the statistical analysis tool, SPSS Statistics. In the first-stage analysis, the causes of collisions were analyzed targeting 668 merchant ship collision accidents, and in the second-stage analysis, the identified maximum frequency cause factors were analyzed in detail. The analysis results identified that 98 % of the cause of the collision was the human error of the navigator, and the highest frequency was in the order of neglect of look-out > violation of navigation regulations > improper maneuvering. The cause of the neglect of look-out was mainly neglecting continuous monitoring after the first recognition of the target ship. The HEPCA model for human error prevention was proposed by applying the analysis results to the collision case of the investigation report. The results of this study are expected to be used as educational materials at marine navigator educational institutions and in practice for avoiding collisions caused by human errors of navigators.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.2
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• pp.254-261
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• 2022

Every vessel shall proceed at a safe speed to avoid collision. Additionally, every vessel shall comply with the speed limit rules in the territorial water and internal waters of Korea. The VTS operator shall properly control the compliance of the vessel with the safe speed and speed limit rules. Safe speed under the COLREG 1972 is not explicitly stipulated in knots. However, under the Domestic law for traffic safety-specific sea areas, etc., the speed limit is specified in knots and complied with. This speed limit rule is mainly based on the 'speed made good over the ground'; however, in some places, it is based on the 'speed making way through the water'. In this paper, I analyzed marine accidents that occurred in the past 5 years and the rate of violation of speed limits. Furthermore, I reviewed safe speed under the COLREG 1972, speed limit rules under domestic and foreign laws, and cases of non-compliance with safe speed in the judgment of the Korea Maritime Safety Tribunal. Resultantly, I suggested in this paper that the speed limit rules in the domestic law must be observed by vessels to prevent marine accidents, and the rules which are stipulated in terms of 'speed making way through the water' must be revised as 'speed made good over the ground' such that the vessels can easily comply with them and the VTS operator can control the vessel properly.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.6
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• pp.946-954
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• 2022

More than half of barges have been surveyed and designated as an "unmanned barge". The main advantage of the unmanned barge is that it can carry more cargo equivalent to 25 percent of freeboard compared to that of a manned barge. In contrast, it needs an onboard crew barge because the bargeman is in charge of several tasks during sailing such as mooring or unmooring barges to or from a wharf, dropping and heaving up an anchor and turning on and of navigational lights and shapes. The instant recognition is that a tug assume the responsibility of operating a barge; however, different situations exist in which the shipper, as the operator of the barge, hires a tug. Although a tug might be a carrier of a barge under a specific contract, the master of the tug should fulfill his duty to complete its voyage. Most masters are not provided with the particulars of a barge and the information regarding the bargemen onboard, which is believed not to respect the master's authority and lead to an unintended violation of relevant laws. This paper presents three recommendations for resolving these issues: the policy approach for changing unmanned barges to manned barges, issuing a minimum safe manning certificate, and providing the master of tug information on the barge and the crew onboard. Thus, the proposed approach can be expected to improve the crew's working conditions, diminish the violation of the maximum number of persons onboard the barge, and ensure the authority of the master of tug through such recommendations.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.7
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• pp.967-976
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• 2021

Over the last ten years, the number of entanglement marine accidents has increased more than other accident types. This study analyzed the annual statistical report of marine accidents from the Korea Maritime Safety Tribunal and Korea Coast Guard. Despite some discrepancies between data of the two organizations, it was found that marine accidents involving fishing vessels were more prevalent than those involving non-fishing vessels. In addition, the main floating materials that caused wounded entanglement accidents were fishing nets, fishing gear, and ropes, and the proportion of them was high. Foreign and domestic policies on marine plastics recognize most marine plastics as marine environmental hazards and focus on marine litter recovery and the prevention of marine pollution. The representative Acts related to the marine environment and marine litter, the Marine Environment Management Act and the Marine Waste and Sediments Management Act, recognize marine litter as a type of marine waste, and deal with the types and definition of this waste. However, clearly defining marine waste is difficult. Therefore, this study tried to examine the relevant legal system of marine litter on ship operation and suggested improvement measures. Moreover, the definition of marine litter for the safe navigation and operation of ships was clearly proposed.

• Journal of Korean Port Research
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• v.11 no.2
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• pp.321-337
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• 1997

Rapid change in the technological environment of marine transportation and the development of the ocean shipping industry have fostered a revolution in the port system. This in turn has caused major changes in the function and use of port in Korea. Aside from this. Mokpo Port, however continues to decline, because the existing port facilities and related subsystem are already obsolete with no chance of regaining operational effectiveness and treatment for proper implementation. Although a few studies have been done on the Mokpo Port, has not been found, any reseach for the analytical approach to the transportation system of it. This paper aims to make an extensive analysis of the physical distribution system in Mokpo Port focusing on the coordination of subsystems such as navigational aids system, quay handling and transfer system, storage system and inland transport system. The base of introduced simulation tool here is the queueing theory. The overall findings are as follows; 1. Among those vessels called at Mokpo Port in 1994, the average size of oceangoing vessels is 4,922.1 G/T, and the domestic is 317.8 G/T. The average arrival interval and service time of the domestic vessels are 6.0 hours and 24.1 hours respectively marking the berth occupation rate over 100%. Those for oceangoing vessels are 34.5 hours, 120.0 hours and 37.2%. In order to maintainin the berth occupation rate to 70% the capacity considering the 1994 of domestic piers must be extended to 145% and oceangoing vessels must be increased to 165% year called. 2. The capacity of approaching channel is enough to handle the total traffic volume. 3. Tugs are sufficiently being provided to handle all ships requiring their services 4. The capacity of storage and inland transportation systems are sufficient to handle the throughput and the yard stroage utilization rate of No.1 $\cdots$ No.5 is 4.5% and No.6 1S 30% of 1993's. 5. The utilization rate of LLc(Level Looping Crane) and PNT(PNeumaTic) are 2.7% and 18.8%, respectively. Practical solution and proposal for improvement of Transportation System in Mokpo Port are as follows; 1. To avoid the congestion in domestic pier introduction of a new port operation system is necessary allowing the domestic vessel to use the oceangoing pier. 2. To establish the port management information system to improve the efficiency of port operation. 3. To build a new storage system for high valued cargos including modernization of the present storage and handling system. 4. To insure the safety of navigation in approaching channel, The Vessel Traffic System including separation scheme is introduced. 5. To interest enormously on public relation to ship owner's association, shippers and consignees by showing that they can save cost and ship turnaround time in order to promote the call to Mokpo Port. At last, to be strategically change the function of Mokpo Port to the Leisure, Fishing & Ferry as well as Maritime port.

• Journal of Navigation and Port Research
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• v.47 no.1
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• pp.1-9
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• 2023

Many studies have analyzed marine accidents, and since marine accident information is updated every year, it is necessary to periodically analyze and identify the causes. The purpose of this study was to prevent accidents by identifying and analyzing the causes of marine accidents using previous and new data. In marine accident data, 1,921 decisions by the Korea Maritime Safety Tribunal on marine accidents on fishing ships over 16 years were collected in consideration of the specificity of fishing ships, and 1,917 cases of accident notification text history by the Ministry of Maritime Affairs and Fisheries over 3 years were collected. The decision data and text data were classified according to variables and quantified. Prior probability was calculated using a Bayesian network using the quantified data, and fishing ship marine accidents were predicted using backward propagation. Among the two collected datasets, the decision data did not provide the types of fishing ships and fishing areas, and because not all fishing ship accidents were included in the decision data, the text data were selected. The probability of a fishing ship marine accident in which engine damage would occur in the West Sea was 0.0000031%, as calculated by backward propagation. The expected effect of this study is that it is possible to analyze marine accidents suitable for the characteristics of actual fishing ships using new accident notification text data to analyze fishing ship marine accidents. In the future, we plan to conduct research on the causal relationship between variables that affect fishing ship marine accidents.

• The Journal of the Convergence on Culture Technology
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• v.8 no.3
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• pp.393-398
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• 2022

Yorgos Lanthimos' The Killing of a Sacred Deer (2017) uses Iphigeneia in Aulis written by Euripides, one of the three great Greek tragedies writers, as the archetypal narrative. Thus, Lanthimos introduces a mythical world stained with 'blood violence by a divine being' within the cinematic diegesis of a modern American metropolis. And the mythical motifs of curses and scapegoats are varied. This thesis tried to read the scapegoat mechanism, the oldest mechanism of escape from the crisis of collective sacrifice, and the imitative and mutual characteristics of desire and violence through René Girard through the mythical world built in the modern time and space of the film. Martin places a cursed oracle on Steven when his desire to place him in his father's place is thwarted. The 'good' reciprocity between two people is rapidly transformed into a 'bad' reciprocity. The Killing of Sacred Deer is an excellent portrayal of how the scapegoat mechanism works through Steven's family. The selection of the scapegoat by lot gives the sacrificial lamb a sacred character thanks to its divine nature, and the scapegoat becomes a sacred being, and the family order is re-established.

• Korea Trade Review
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• v.42 no.1
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• pp.69-97
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• 2017

This study purpose to examine the importer's risks that may arise from origin investigation by Customs authorities. We have drawn the important factors affecting the application of FTA preferential tariffs and divided the stages from the conclusion of the contract for the importer to the undergoing origin investigation. In addition, we demonstrate empirically that the risks that arise in areas where importers are difficult to control exist. As a management method of the uncontrollable risk from the importer, we have provided the methods that the seller stipulated the seller's responsibility in the trade contract, prepared for situations in which no one was responsible, and formulated a friendly and cooperative supply chain. Even if the seller's liability is clarified in the contract for sale, the risk of the investigation into the origin of the imported goods is not completely eliminated. This is because, under the current agreement and system, there is no way for the customs authority of the contracting party of the FTA to claim compensation for damages incurred by importers due to breach of agreement such as not returning the result of the origin verification. Importers are subject to customs duties, but there may actually be situations in which no one is responsible for them.