• Journal of the Korean Society for Marine Environment & Energy
• /
• v.9 no.4
• /
• pp.203-215
• /
• 2006

Field observations on the spatio-temporal distribution of organic matter of the surface sediment were carried out at 15 stations in the central parts of the South Sea of Korea from April 2002 to January 2003. The range of water temperature and salinity in bottom waters, mud content and water content of surface sediment were $8.06{\sim}23.35^{\circ}C,\;29.20{\sim}34.51\;psu,\;71.2{\sim}99.9%$ and $38.7{\sim}68.9%$, respectively. Measured parameters on the surface sediments of ignition loss (IL), chemical oxygen demand (CODs), phaeopigment, particulate organic carbon (POC) and particulate organic nitrogen (PON) also ranged in $3.9{\sim}l2.5%,\;9.60{\sim}44.05\;mgO_2/g-dry,\;1.58{\sim}29.51\;{\mu}g/g-dry,\;3.12{\sim}13.01\;mgC/g-dry$ and $0.49{\sim}2.00\;mgN/g-dry$, respectively. The spatio-temporal distribution of organic matter demonstrated higher concentrations offshore than at lesions near the coastal line. Higher concentrations occurred in the summer and spring. The results indicated that the origin of organic matter in surface sediments in the central part of the South Sea was autochthonous rather than allocthonous because the organic matter had an average C/N ratio of 6.44 (${\pm}0.51$). However, the composition of autochthonous organic matter was mainly derived from detritus rather than living phytoplankton, which was Indicated by the results of the POC/phaeopigment ratio. A principal component analysis (PCA) indicated that 73.2% of the variability in the data was described by two factors: 1) an 'environmental factor concerning the accumulation of materials (57.3%)' and 2) 'origin of organic matter and the composition by primary production (15.9%)'. The sedimentary environment in the central part of the South Sea was divided into four regions from the factor score of the PCA by the concentrations of organic matter and the composition ratio of organic matters from phytoplankton in surface sediments.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2018.11a
• /
• pp.225-227
• /
• 2018

This research paper examines the history and present of 'temporary passengers' prescribed in Paragraph 9 of Article 5 of the Ships Safety Act Enforcement Regulations and suggests improvement plans referring to the examples of legislation of other countries. In 2015, Ministry of Ocean and Fisheries made authoritative interpretation that Paragraph 9 of Article 5 of the Ships Safety Act Enforcement Regulations, which prescribes special cargo drivers such as agricultural, marine or livestock vehicles as temporary passengers, is applied only to passenger ships and not to cargo ships such including Ro-Ro cargo ships. As the authoritative interpretation of the Ministry does not agree with not only the traditional interpretational methodology but also the interpretational methodology that are commonly used today, it lacks logical basis and looks unpersuasive. Paragraph 9 of Article 5 of the Ships Safety Act Enforcement Regulations can be applied not only on passenger ships but also on cargo ships. Also in case of Ro-Ro cargo ships, it is logically contradictory and against fairness not to acknowledge special cargo vehicle drivers as temporary passengers when there is no problem with safe navigation and safety of passengers on board even when the sailor, the sailor's family and the ship owner may be acknowledged as temporary passengers. To avoid unnecessary disputes and lawsuits, improvement plans using theory of legislation through statutory reform is more desirable. Therefore, the P aragraph should be amended to "Supercargo who deals with cargo that requires special care due to the characteristics of the cargo, such as transportation vehicles for agricultural products, marine products, livestock, explosives or flammable materials (drivers can serve as supercargos)" to reflect the distinct characteristics of cargo and ship navigation in Korea including the current distribution system, while setting an objective standard based on common sense of ordinary people and not on arbitrary interpretation.

• Korean Security Journal
• /
• no.43
• /
• pp.67-97
• /
• 2015

In Korea, a single emergency number, such as 911 of the USA and 999 of the UK, does not exist. This issue became highly controversial, when the Sewol Ferry Sinking disaster occurred last year. So, the Korean government has planned to adopt a single emergency number, integrating 112 of the Police, 119 of the Fire and Ambulance, 122 of the Korean Coast Guard, and many other emergency numbers. However, the integration plan recently proposed by the Ministry of Public Safety Security seems to be, what is called, a "partial integration model" which repeals the 122 number, but still maintains 112, 119, and 110 respectively. In this context, the study looks into USA's (diverse) 911 operating system, and subsequently tries to draw general features or characteristics. Further, the research attempts to derive policy implication from the general features. If the proposed partial integration model reflects the policy implications, the model can virtually operate like the 911 system -i.e. a single emergency number system - creating inter-operability between responding agencies such as police, fire, and ambulance, even though it is not a perfect integration model. The features drawn are (1) integration of emergency call-taking, (2) functional separation of call-taking and dispatching, (3) integration of physical facilities for call-taking and dispatching, and (4) professional call-takers and dispatchers. Moreover, the policy implications derived from the characteristics are (1) a user-friendly system - fast but accurate responses, (2) integrated responses to accidents, (3) professional call-taking and dispatching & objective and comprehensive risk assessment, and finally (4) active organizational learning in emergency call centers. Considering the policy implications, the following suggestions need to be applied to the current proposed plan: 1. Emergency services' systems should be tightly linked and connected in a systemic way so that they can communicate and exchange intelligence with one another. 2. Public safety answering points (call centers) of each emergency service should share their education and training modules, manuals, etc. Common training and manuals are also needed for inter-operability. 3. Personal management to enable-long term service in public safety answering points (call centers) should be established as one of the ways to promote professionalism.