• 수산경영론집
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• 제45권1호
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• pp.79-93
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• 2014

The Act on Distribution and Price Stabilization of Agricultural and Fisheries Product, which specifies rules and regulations on the trading system of fishery products wholesales markets, has been revised several times, mainly in order to improve the trading system. However, there is still a huge gap between the reality and law when it comes to the trading system of the fishery products wholesale market. This study aims to analyze the problems of the trading system of the fishery products wholesale market and to suggest ways to make improvement. The main problem facing the trading system of the fishery products wholesale market is sales on consignment by intermediate wholesalers, and this paper suggests two alternatives to solve the problem. First, intermediate wholesaler can be converted to market wholesalers, but it also entails other problems. The market wholesaler system has never been successfully adopted in the agricultural and fishery products wholesale market, and it is not clear which system is better between the wholesale market corporation and the market wholesaler system. Second, sales on consignment by intermediate wholesalers can be adopted with a positive view toward it. Negotiation transaction can be carried out for sales on consignment as a transaction method under the current Act on Distribution and Price Stabilization of Agricultural and Fisheries Products. However, since the act cannot provide a solution for listing, it is necessary to introduce Japan's negotiated transaction in advance system as a negotiation transaction method.

• 수산해양교육연구
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• 제3권1호
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• pp.35-43
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• 1991

The fishing vessels operation is a kind of maritime profit-making activities, which are complicatedly integrated by the basic and supplemental fishing activities with navigation. The Fishing Vessels Act of Korea defines the character of fishing vessels and gives a legal status to them, and this Act itself is linked with the allied public laws including the Ships Act of Korea. For this reason, the legal status of fishing vessels as Korean flagged ships by the public law is analogous to the general commercial vessels. And the specific character of ownership of the fishing vessels by the Korean Maritime-Commercial Act as a privated law is analogous to the general commercial vessels, nevertheless the Chapter 4(Carriage of goods) and the Chapter 5(General average) of this Act do not apply to the fishing vessels except the fish carriers. A fishing vessel possesses the legal status as a Korean flagged ship by having it registered and putting it on record under the provision of national law, however the principle of genuine link is an important factor for acquisition of nationality. Especially, the basic rules by the Law of the Sea those are attended with the distant-water fishing vessels operation at the overseas fishing ground are summarized as follows ; Firstly, the rights of navigation and fishing activities on the high seas are fundamentally recognized to all states, but the freedom is restricted according to the international legal order aiming at protection of reasonable interests of other states and conservation of the living resources and marine environment. Secondly, in the EEZ or EFZ the freedom of navigation is recognized, but fishing activities are exclusively ruled by the national law of the coastal state. Thirdly, foreign fishing activities are prohibited but the right of innocent passage is recognized in the territorial sea, while both activities are prohibited in the internal waters of the coastal state.

• 한국어병학회지
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• 제27권1호
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• pp.67-75
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• 2014

Aquaculture drugs have used to prevent disease in aquaculture field for many years. In spite of many advantages, overdose and abuse may cause environmental pollutions and antibiotic resistances. Many countries try to protect the environment, biospecies and food safety. Recently, Korea enact laws and ordinances such as the Aquatic Animal Disease Control Act. The purpose of this act to contribute to the stable production and control system for aquatic diseases. The Maximum residue limits (MRLs) of aquaculture drugs have been established by Ministry of Food and Drug Safety (MFDS) and Drug licensing was in National Fisheries Research and Development Institute (NFRDI) by Aquatic Animal Disease Control Act. There is 750 items in aquaculture drugs and these are classified into 4 group, which is approval, necessary for prescription, unregulated and safety drug, and banned drug. MRLs of 30 items in aquaculture drug have been established by Food Sanitation Act. Future research is required to determine the suitable for abundant varied fishes of drugs for side effects and safety.

• 수산해양교육연구
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• 제27권3호
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• pp.841-852
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• 2015

The objectives of this study are to amend of the Small Stream Maintenance Act. In general, small streams have diverse ecological and social characteristics because they are extensively formed across watersheds over time. However, small streams in Korea have been significantly degraded primarily because of human disturbances including stream maintenance activities. Especially, covered streams are majority problem in the Small Stream Maintenance. In order to improve this problem, the Small Stream Maintenance Act be amended to the Small Stream Management Act.

• 수산해양교육연구
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• 제28권4호
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• pp.913-924
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• 2016

Re-consultation on Marine Environment Impact Assessment (MEIA) says that business operators are then licensed back from the disposition authorities undergoing a consultation process to change business plans. Marine Environment Management Act has provisions(Article 94) with respect to a case where the scale of business, the period of business, reflects the basic plan, including a plan to change a variety of reasons. But increasingly diverse types of businesses and projects which are the subject of MEIA, As it appears that the vulnerability issues and the problem of the re-consultation. In this study conducted an analysis of the literature review and comment on the re-consultation report four years. In addition, it presents a check to the problem through concrete examples related to the re-consultation and proposes improvement measures.

• 수산해양교육연구
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• 제28권4호
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• pp.925-935
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• 2016

It is provided that seafarers qualified in accordance with STCW(International Convention on Standards of Training Certification and Watch-keeping for Seafarers) convention and code in safety training shall be required, every five years, to provide evidence of having maintained the required standard of competence, to undertake the tasks, duties and responsibilities listed in Chapter VI, section A-VI/1 of the STCW Code A. Every party to the STCW Convention has amended the relevant national regulations according to the above international convention and code. These amended Seaman's Act require the updating safety training which is only five years valid for existing seafarers serving onboard ship on international voyage. And above specified existing seafarers must, as of the 1st January 2017, have documentary evidence of either having completed the training course or updated their training within the last 5 years. In relation to the above international trend, the Korean Ministry of Oceans and Fisheries also has completed an amendment to its Seaman's Act. But, the Korean Seaman's Act has a supplementary provision to exempt the seafarers who have completed STCW advanced safety training from basic safety training. The purpose of this study is to define the problems of above mentioned exemption provisions and to make better policies for improvement. In order to complete the purpose, the research team has conducted an in-depth survey of various foreign cases on STCW safety training. Moreover, the team has suggested an improvement scheme in consonance with Korean shipping industry and society through out this report.

• 수산해양교육연구
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• 제27권5호
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• pp.1265-1272
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• 2015

This study aims at comparison and analyzing of marine officer license system for fishing vessels between South Korea and New Zealand. It is urgently required to establish Republic of Korea-New Zealand mutual certification system for marine officers who are on board ships within applicable area given that New Zealand will force foreign fishing vessels within New Zealand area to reflag from 2016 in accordance with the amendment of Fisheries Act. Secondly, to compare and analyze systems between two countries will contribute to the preparatory work related to ratification STCW-F convention as New Zealand already have completed law amendment to adapt the convention. Maritime law of New Zealand, Seafarers Act and Ship Personnel Act of Republic of Korea were compared and analyzed as references. The result showed that an improvement to corresponding level to the international convention and development of safety training by vessel type, and job descriptions according to the license class are needed to Republic of Korea system. Furthermore, it is suggested to prepare specialized training for deckhands as required in STCW-F convention and standard fishing vessel officer training record for designated institute of education. Therefore institutional complementarity and framework is required as it is expected that the nations of fishing in piscary demand to reflag Korean deep-sea fishing vessels or to ratify the STCW-F convention.

• 해양환경안전학회:학술대회논문집
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• 해양환경안전학회 2018년도 공동국제학술발표회
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• pp.182-182
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• 2018

• 해양환경안전학회지
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• 제12권4호
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• pp.307-312
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• 2006

최근 들어 선박직원법상 승무기준의 개정의 필요성에 대한 강력한 주장이 수산업계에서 제기되었다. 수산업계에서는 승무기준완화 입장을 유지하는 반면 노동계와 해기사협회 및 통신사협회는 현행유지 내지 기준의 강화를 주장하였다. 본 연구는 선박안전운항을 확보하기 위하여 선박직원법상 소형선박조종사 승무기준의 타당성과 그 개선 방안을 연구 제시하고자 한다.

• 한국산업보건학회지
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• 제32권4호
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• pp.449-455
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• 2022

Objectives: In order to provide basic data for future researchers, this study aims to explore future tasks after reviewing the changes in port safety management due to the enforcement of the Special Act on Port Safety. Methods: The provisions of the Special Act on Port Safety were analyzed and the latest literature related to port safety management was reviewed. Results: There are two major changes that have stemmed from the Special Act on Port Safety: 1. The scope of application for port participants has been expanded, safety education has been made compulsory, and safety management plans have been established and implemented for each business site. 2. The government is operating a port safety consultative body for each port and has hired one port safety inspector for each of the eleven local maritime and fisheries offices across the country. Future tasks include elaboration of port safety accident statistics, strengthening shipping companies' responsibility for stevedore safety, the unification of contracts, and government interest and support for port safety facilities. Conclusions: The primary feature of the Special Act on Port Safety is the emphasis on autonomous safety management by participants in port transportation. In addition, the enactment of the special law has allowed the Ministry of Maritime Affairs and Fisheries to actively intervene in port loading and unloading safety.