• Journal of Environmental Science International
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• v.12 no.11
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• pp.1181-1187
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• 2003

Hibiscus hamabo, called "Hwang-geun", growing about 3m in height is a deciduous shrub or subtree of Malvaceae. Because the number of these species is very limited in the world, the Ministry of Environment has designated H. hamabo as a preserved plant. The Korea Forest Service also protects it strictly by law since H. hamabo is an out-of-the-way plant and possibly may be exterminated soon in Korea. Investigation for distribution and ecological characteristics of the habitat for H. hamabo was carried out on Soan Island. Two wild H. hamabo were found at the forest edge (equation omitted) along the sea coast located in the southern part of Soan Island and this was the first report in the Korean academic world. These two wild H. hamabos were growing in a naturally inhibited area. The diameters at the base were 12cm and 15cm. The Tree heights were 150cm and 210cm and the number of branches of each wild H. hamabo was 4 and 7. However, the present condition of these plants was not good. Environmental conditions of the naturally inhibited area of H. hamabo were very mild because it is located at the edge of the forest and is always sunny during the daytime since the slope of the inhibited area is facing South. The ground drained very well since the soil was made of gravels and sand. Because the percent of vegetation of the subtree layer where H. hamabo was growing was 40%, the cover degree and sociability of flex crenata trees and Eurya japonica were found to be high. In the naturally inhibited area of H. hamabo, a dominant value of Rubus parvifolius in the lower part of the herb layer was very high and many plants in Compositae, such as Artemisia princeps var. orientalis and Erigeron annuus, were also present. A dominant value of liana, such as Vitis thunbergii var. sinuata, Rosa multiflora, Clematis terniflora and Hedera rhombea, and Gramineae plants that rhizomes were well developed and aggressively propagated, such as Miscanthus sinensis var. purpurascens, Phragmites communis, Spodiopogon cotulifer and Oplismenus undulatifolius which were surveyed as high, too. These results imply that H. hamabo might be exterminated soon through a natural selection if the proper management of the naturally inhibited area of H. hamabo is not conducted continually.

• The Journal of the Convergence on Culture Technology
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• v.6 no.1
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• pp.433-439
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• 2020

This study compared and analyzed the change of air consumption according to water depth with human characteristics and theoretical values. The experimental results are as follows. First, subjects A and B showed similar rise rates depending on the water depth. Second, subject C had a significantly higher rate of increase in air consumption at 25m underwater because the body responded sensitively to deep water pressure, which increased air consumption because breathing was faster than other participants. Third, the subjects D and E showed significantly lower overall air consumption. D and E were 37 and 35 years of age, respectively, the youngest, strongest and most experienced in deep sea diving at the time of military service. Fourth, the average air consumption per minute of the test subjects increased from 5m in water to 1.45 times, 10m in water to 1.85 times, and 20m in water to 2.8 times. This seems to be a result of different experiences, physical fitness, the degree of adaptation of the body to underwater, and different breathing techniques. Lastly, the difference between the experimental average value and the theoretical value appears to be the result of using more or less air than the theoretical value depending on the experiences and physical strength of each of the 5 rescuers, the degree of adaptation of the body underwater, and the method of underwater breathing.

• Journal of the Korean Society of Marine Environment & Safety
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• v.18 no.5
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• pp.416-422
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• 2012

To prevent serious maritime accident and eliminate the cause of the potential maritime accidents, Maritime Safety Audit Scheme was formally institutionalized through amendment of Maritime Traffic Safety Act(May 27, '09). At the initial step of the enforcement of the law, it has risen the necessity of amending the present institution concerning with the range of applicable business, method of practice, detailed technical standards in the assessment articles, etc. Among them, the assessment of marine traffic congestion has been practiced as a mandatory assessment article, but it is analyzed that the assessment doesn't reflect current variation of ships' size and its speed. By analyzing the status of assessments on marine traffic congestion so far and collecting experts' opinion, this paper suggests draft amendments to improve technical standards on the assessment of marine traffic congestion.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.6
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• pp.679-685
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• 2018

In order to reduce marine accidents using advanced information and communication technology, various research and development projects are conducted globally on e-Navigation related technologies and services. Existing studies do not provide policy measures for LTE-M. In order for these technologies and services to be installed on vessels and to contribute to the prevention of accidents at sea, the law should be expand operational organizations and systems. In particular, communication equipment and related technical standards should be prepared, and its digital communication technology (LTE-M, VDES, Digital-MF / HF, etc.) In this study, we conducted short, medium, and long term performance assessment of the identification system and the policy for effective implementation of Korean e-Navigation. We presented a visible plan of the relevant policy. For example, e-Navigation core services, e-Navigation communication networks and operating systems, e-Navigation international standard leading technologies and e-navigation services activated in the field. To do this, we conducted research based on the progress data of the Korean e-Navigation project, which was led by the Ministry of Maritime Affairs and Fisheries, and conducted research discussions with practitioners and experts in related fields. As a result of this study, it is expected that the proposed policies will contribute to the reduction of marine accidents, the promotion of the maritime industry and the development of additional government policies for national security.

• Maritime Security
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• v.5 no.1
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• pp.85-112
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• 2022

The maritime blockade has long been used as a means of war in that it serves as a bridge for economic warfare by paralyzing enemy maritime transport, although it is not a decisive battle, and in the Korean War, U.N. forces have achieved significant results in the war with limited maritime blockade through the Clark Line. However, with China emerging as a maritime powers based on its strong naval power, there is a lack of consideration on how to set up a blockade to block maritime activities and how to respond neutral ships or carrying wartime contraband products if war breaks out again on the Korean Peninsula, In addition, since maritime blockade should be used as a sensitive and flexible naval force projection in that it has interests with neutral countries, it should be carefully reviewed in that it can be used only through careful and reasonable judgment considering the principle of ensuring the legality of maritime blockade Therefore, in this study, Reexamine the process of change in the application of the International Law of Blockade, and through this, Derive the basic principle of ensuring the legitimacy of maritime blockade. In addition, by reviewing the application of these basic principles in the waters off the Korean Peninsula at wartime, we presented answers to research questions by reviewing what needs to be done to neutral ships and ships carrying wartime contraband products, and considered the implications for us

• The Korean Journal of Air & Space Law and Policy
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• v.24 no.2
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• pp.19-45
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• 2009

The purpose of this paper is to research the contents and issues of the draft legislation of Part VI the Carriage by Act of Korean Commercial Code in respect of the liability of the carrier in the carriage of cargo by air, comparing to the related provisions of the Montreal Convention of 1999. The Montreal Convention in respect of the international carriage by air was adopted in 1999, and Korea has ratified the Montreal Convention in 2007. However, there is now no national legislation in respect of the carriage by air in Korea. Thus, the Ministry of Justice has prepared the draft legislation of Part VI the Carriage by Air of the Korean Commercial Code in July 2008, and the draft legislation is now being reviewed by the National Assembly. The draft provisions of Part VI the Carriage by Air are basically adopting most of the related provisions of the Montreal Convention in respect of the carriage of cargo by air and some draft provisions are applying the related provisions of the Korean Commercial Code in respect of the carriage of cargo by land and sea. In respect of the liability of the carrier in the carriage of cargo by air, the contents of the draft legislation of Part VI the Carriage by air are composed of the provisions in respect of the cause of the liability of the and the application for the non-contractual claim, the limit of liability, the exoneration from liability, the extinguishment of liability, the notice of damage to cargo, the liability of the agents and servants of the carrier, and the liability of the actual carrier and successive carrier. The draft legislation of the Carriage by Air of Korean Commercial Code is different from the provisions of the Montreal Convention is respect of the liability of the carrier in the carriage of cargo by air as follows : the draft Article 913 paragraph 1 provides additionally the riot, civil war and quarantine as the exoneration causes from the liability for damage to the cargo of the carrier in the Article 18 paragraph 2 of the Montreal Convention. In respect of the liability of the carrier in carriage of cargo by air, the draft legislation of Part VI the Carriage by Air does not provide the settlement by arbitration of dispute relating to the liability of the carrier and the requirement of adequate insurance covering the liability of the carrier which are provided in the Montreal Convention. In author's opinion, it is desirable that the above mentioned provisions such as the arbitration and the insurance shall be inserted into the draft legislation of the Carriage by Air of Korean Commercial Code. In conclusion, the legislation of Part VI the Carriage by Air of the Korean Commercial Code shall be made by the National Assembly as soon as possible for the smooth and equitable compensation for damage to cargo arising during the carriage by air.