• Journal of Korean Society of Archives and Records Management
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• v.13 no.3
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• pp.255-282
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• 2013

The Treaty of Friendship, Commerce and Navigation between the Joseon Dynasty and Japan began signing procedures from February 1876. Thus, Busan port became an open port to foreign vessels. This has resulted in Busan port becoming the greatest port in Korea. Because of this, the Superintendent Office (Gamriseo, 監理署) was established at 1883 but was later abolished in 1906. In this thesis, the author explored the opening procedure of Busan Port as an open port, the structure of the positions in the Superintendent Office, and the establishment and abolition, types, and contents of records of Gamriseo that were created or received. Records of the Superintendent Office were classified into diplomatic records, judge records, police records, customs records, administrative records, and the daily records of the institution. Most of the original documents of the Superintendent Office were preserved at the Kyujanggak Institute for Korean Studies while some were published by the National Institute of Korean History and Asiatic Research Institute of Korea University.

• Journal of Navigation and Port Research
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• v.30 no.5 s.111
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• pp.381-387
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• 2006

Recently maritime colleges in Korea have confronted with many difficulties on account of changes of educational circumstance such as increasing the number of low-wage foreign officers on board Korea-registered vessels, weakening international competitive power, avoiding reaction in the field of 3D occupational category etc. Therefore, We are drawing up a efficient educational system cultivating the well-trained marine officers who will take a more active role in the ear of 21C marine revolution The questionnaire was composed of 5 courses-entrance into a school, classwork, campus life, on-board training, choosing occupations and conducted the questionnaire survey of students in Maritime College in Korea Maritime University. And the analysis was carried out to understand the changes of student's consciousness structure and find out the problems of current maritime education system.

• The Southeast Asian review
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• v.27 no.2
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• pp.213-243
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• 2017

In the first half of 2016, Indonesian President Joko "Jokowi" Widodo continued his efforts to secure support from major political parties, often benefiting from internal party conflicts. During the tense campaign for the 2017 Jakarta gubernational election, however, blasphemy charges against incumbent "Ahok", an ethnic Chinese and Christian, put Jokowi in trouble. Led by radical Islamic organizations such as Front Pembela Islam (FPI), half a million people filled Jakarta's streets, calling for Ahok's arrest. The resurgence of identity politics questioned the boundaries of the Indonesian nation and its core premises on the relationship between religion and the state. In the realm of foreign policies, the Jokowi administration maintained its tougher stance against illegal fishing in its waters. In spite of Indonesia's clashes with Chinese vessels in the Natuna sea, however, it is unlikely that the tension will escalate uncontrollably, as the Jokowi administration is seeking investment from rich neighbors for building infrastructure, which will be his key legacy for the 2019 presidential election.

• Maritime Security
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• v.3 no.1
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• pp.1-44
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• 2021

China's new Maritime Policy Law (MPL) purports to regulate the duties of China's maritime police agencies, including the China Coast Guard, and safeguard China's sovereignty, security, and rights and interest. The MPL has potentially far-reaching application, as China claims extensive maritime areas off its mainland and in the South China Sea. This expansive application of maritime law enforcement jurisdiction is problematic given that most of China's maritime claims are inconsistent with international law. To the extent that the MPL purports to assert jurisdiction over foreign flagged vessels in disputed areas or on the high seas, it contravenes international law. Numerous provisions of the MPL regarding the use of force are also inconsistent with international rules and standards governing the use of maritime law enforcement jurisdiction, as well as the UN Charter's prohibition on the threat or use of force against the territorial integrity or political independence of any state. China could use the MPL as a subterfuge to advance its illegal territorial and maritime claims in the South and East China Seas and interfere with coastal State resource rights in their respective exclusive economic zone.

• KDI Journal of Economic Policy
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• v.12 no.1
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• pp.93-110
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• 1990

The basic purpose behind the Korean government's policy toward the Korean deep sea fishing industry is to limit growth of the industry. Therefore, the regulations on the industry are generally restrictive and interventionist. The policy is intended to maintain high domestic fish prices in order to protect the domestic coastal fishing industry. Some regulations have also been introduced to maintain "industrial order." Each fishing vessel must obtain a government permit for operation. The permit specifies the kind of fish it can catch, the area of sea in which it can operate, and the port at which it can unload its catches. The number of permits government issues each year is based on the estimates of the demand increase calculated by government officials, and the government traditionally has been fairly conservative in its estimation, reflecting its concern for fish price stabilization, which actually implies a gradual increase of the prices. There is also a restriction on importing vessels from abroad. This regulation is intended to protect the domestic shipbuilding industry. However, this regulation has resulted in an unusually high average age of Korean fishing vessels, causing fishing costs to rise. These regulations and the inflexible response of the regulators to changing circumstances have resulted in many problems: i) high domestic fish prices, which are, to some extent deliberately, inflated to three or four times the level of international prices, resulting in huge consumer welfare losses; ii) over-exploitation of coastal fish resources; iii) provision of a hospitable environment for inefficient firms to survive, which is especially evident from the fact that, despite the high fish prices in Korea, most of the firms in the industry do not enjoy high profitability. It also must be pointed out that the actual beneficiaries of the high fish prices are the large operators, who are protected from competition and provide most of the fish for domestic consumption, rather than the low-income fishing households and small coastal operators whom the policy was originally designed to help. This study proposes a set of regulatory reforms and policy changes which could Promote competition and equity within the industry and allow firms to reduce costs and increase productivity. Such changes can make the industry more efficient and internationally competitive. Major proposals are, among others: minimization of bureaucratic discretion in issuing fishing permits and maintaining transparency in the governments' decision-making processes; reduction of the government permit specifications and simplification of the operational categories within the industry; and removal of the restrictions on importing foreign fishing vessels.

• Journal of Navigation and Port Research
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• v.42 no.4
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• pp.245-252
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• 2018

A method of transmitting an alert signal in case of man-overboard (MOB) systems in a small fishing vessel navigating within coastal area is being operated as VHF-DSC equipment via a distress alert button and V-P ass Equipment via alert button or beacon separation. However, a small fishing vessel with a couple of crews on board is an inappropriate way to alert a man-overboard condition. However, internationally, MOB equipment using VHF-DSC, AIS, and Bluetooth technologies is used to transmit alert signals directly to the mother ship and other radio stations. In order to analyze the performance and technology of the MOB equipment operating in foreign countries, it was confirmed that the alarm signal can be received within a maximum of one nautical mile when the MOB device is on the water surface. An MOB device that meets domestic conditions needs to send an alarm signal to a station within the VHF communication range. However, in order to reduce the false alert signal, it is most appropriate to operate the VHF-DSC radio equipment installed on the ship remotely. Analysis of various technologies connecting the MOB and the VHF-DSC revealed that the Bluetooth system has advantages such as device miniaturization. When an emergency signal is transmitted from the MOB device, it can be received by a dedicated receiver and recognized through an external input terminal of the VHF-DSC equipment generating its own alarm. If the emergency situation cannot be processed at the mother ship, a distress alert is sent to all radio stations via VHF-DSC for response under emergencies faced by small fishing vessels.

• Applied Microscopy
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• v.30 no.1
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• pp.89-100
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• 2000

We observed the salivary ducts of two species of snails, Achatina fulica and Incilaria fruhstoferi with an electron microscope, and obtained the following results. The intralobular and interlobular ducts of Achatina fulica assume the forms of round or ellipsoidal doughnuts. The boundaries between the endothelial cells are not clear. It is also found that the cytoplasm of the endothelial cells consists of the membrane infolded in interdigital form, and there are well -developed microvilli at the apical portion of the cytoplasm. On the other hand, the intralobular and interlobular ducts of Incilaria fruhtoferi consist of the irregular simple columnar epithelia. The high electron dense cytoplasm is filled with the irregular round granules. The microvilli at the apical portion of the cytoplasm are not so well-developed as those in Achatina fulica. In the salivary duct of Achatina fulica, the lumen has narrow and long tubular structure. The boundaries between the endothelial cells are not clear. The cytoplasm is full of many vacuoles and electron lucent granules. At the apical portion of the cytoplasm, lots of short and thin microvilli are found. The salivary duct of Incilaria fruhstorferi is wider ($65\times250{\mu}m$ in diameter) than that of Achatina fulica, and consists of endothelial cells of the same structures. At the apical portion of those endothelial cells, a lot of junction apparatus such as desmosomes are observed. The vessels in the salivary ducts of Achatina fulica and Incilaria fruhstoferi are observed mainly in the connective tissues between the salivary glands. The endothelial cell of the vessel has the irregular structure and looks dark due to the high electron density. These cells protrude their filopodia and phagocytosize foreign bodies.

• Journal of the Korean Society of Marine Environment & Safety
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• v.18 no.4
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• pp.323-330
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• 2012

Manila Bay is home to the Port of Manila with three harbors: North Harbor, South Harbor and MICT(Manila International container Terminal). There is an adjacent fishing port to the north and another port across the Bay, the Limao Port. This study focuses on the volume of traffic movement in the Bay area taken from Manila VTMS raw data of the arrival and departure movements only. It is a two-year period of study of 2010 and 2011 traffic volume. It divides the data according to their numbers; to their sizes measured in gross tons; to the time of vessels' movements, whether daytime or night-time; and to each voyage trade: domestic or foreign. Quantitative values are calculated from the raw data based on the whole population of the two-year period. The results are illustrated by tables and graphs. Statistical measures are applied to determine the spread and frequencies of the data and test any significance from the hypotheses. These are shown in the tabulated form and interpreted to give a better picture of the frequency and volume of traffic. In the end, a summary is offered where it is hoped that this paper will propel further studies of improving the safety behavior in the premier port of the country.

• Maxillofacial Plastic and Reconstructive Surgery
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• v.31 no.6
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• pp.544-549
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• 2009

Failure to use effective methods of reduction, fixation and immobilization may lead to osteomyelitis with the exposed necrotic bone, as the overzealous use of transosseous wires & plates that devascularizes bone segments in the compound comminuted fractures of mandible. Once osteomyelitis secondary to fractures has become established, intermaxillary fixation should be instituted as early as possible. Fixation enhances patient comfort and hinders ingress of microorganisms and debris by movement of bone fragments. Teeth and foreign materials that are in the line of fracture should be removed and initial debridement performed at the earliest possible time. Grossly necrotic bone should be excised as early as possible ; no attempt should be made to create soft tissue flaps to achieve closure over exposed bone. The key to treatment of chronic osteomyelitis of the mandible is adequate and prolonged soft tissue drainage. If good soft tissue drainage is provided over a long period, sequestration of infected bone followed by regeneration or fibrous tissue replacement will occur so that appearance and function are not seriously altered. Localization and sequestration of infected mandible are far better performed by natural mechanism of homeostasis than by cutting across involved bone with a cosmetic or functional defect. As natural host defenses and conservative therapy begin to be effective, the process may become chronic, inflammation regresses, granulation tissue is formed, and new blood vessels cause lysis of bone, thus separating fragments of necrotic bone(sequestra) from viable bone. The sequestra may be isolated by a bed of granulation tissue, encased in a sheath of new bone(involucrum), and removed easily with pincettes. This is a case report of the long-term conservative drainage care in osteomyelitis associated with mandibular fractures.

• Strategy21
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• s.43
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• pp.29-55
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• 2018

Arctic sea ice has been retreating as a result of the global warming. Arctic sea ice extent for April 2018 averaged 13.71 million square kilometers. This figure shows far less sea ice compared to the average extent from 1981 to 2010. Meanwhile, 287 times of maritime transits through the Northwest Passage have been made during the 2017 and the first ship traversed the Northern Sea Route without the assistant of ice-breaker in August 2017. Commercialization of the Arctic Passage means significant economic and strategic advantages by shortening the distance. In this article, 'Arctic Passage' means Northern Sea Route along the Arctic coast of Russia and Northwest Passage crossing Canadian Arctic Ocean. As climate changes, the potential feasibility of the Arctic Passage has been drawing international attention. Since navigation in this area remains hazardous in some aspects, IMO adopted Polar Code to promote safe, secure and sustainable shipping through the Arctic Passage. Futhermore, Russia and Canada regulate foreign vessels over the maritime zones with the authority to unilaterally exercise jurisdiction pursuant to the Article 234 of UNCLOS. The dispute over the navigation regime of the arctic passage materialized with Russia proclaimed Dmitrii Laptev and Sannikov Straits as historically belong to U.S.S.R. in the mid 1960s and Canada declared that the waters of the passage are historic internal waters in 1973 for the first time. So as to support their claims, In 1985, Russia and Canada established straight baseline including Northern Sea Route and Northwest Passage. The United States has consistently protested that the Northern Sea Route and Northwest Passage are straits used for international navigation which are subject to the regime of transit passage. Firstly, it seems that Russia and Canada do not meet the basic requirements for acquiring a historic title. Secondly, since the Law of the Sea had adopted before the establishment of straight baseline over the Russian Arctic Archipelago and the Canadian Arctic Archipelago, Ships can exercise at least the right of innocent passage. Lastly, Northern Sea Route and Northwest Passage have fulfilled the both geographical and functional criteria pertaining to the strait used for international navigation under the international law. Especially, should the arctic passage become commercially viable, it can be expected to accumulate the functional criterion. Russia and Canada regulate the ships navigate in their maritime zones by adopting the higher degree of an environmental standard than generally accepted international rules and standard mainly under the Article 234 of UNCLOS. However, the Article 234 must be interpreted restrictively as this contains constraint on the freedom of navigation. Thus, it is reasonable to consider that the Article 234 is limited only to the EEZ of coastal states. Therefore, ships navigating in the Arctic Passage with the legal status of the territorial sea and the international straits under the law of the sea have the right of innocent passage and transit passage as usual.