• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.8 no.4
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• pp.401-410
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• 2003

Three beaches of the Seogwang-ri coast in the western part of Wu Island, Jeju-do, are solely composed of rhodoliths (red algal nodules). The beach sediments are coarse sand to granule in size and they show the banded distribution according to size. Commonly the larger pebble-sized rhodoliths are concentrated near the rocky coast, resulting from the transportation of the nodules from shallow marine environments by intermittent typhoons. Based on the internal texture of the rhodoliths, it appears that crustose red algae, Lithophyllum sp., is the main contributor for the formation of the rhodolith. The coarse sand to granule-sized grains show that they started to grow from the nucleus as rhodoliths, but the surface was severely eroded by waves. However, the pebble to cobble-sized grains exhibit the complete growth pattern of rhodoliths and sometimes contain other calcareous skeletons. It is common that encrusting red algae are intergrown with encrusting bryozoan. The surface morphology of rhodolith tends to change from the concentric to domal shape towards the outer part. This suggests that the rhodolith grew to a certain stage by rolling, but it grew in more quiet condition without rolling as it became larger. Aragonite and calcite cements can be found in the pores within rhodoliths (conceptacle, intraskeletal pore in bryozoan, and boring), and this means that shallow marine cementation has occurred during their growth. Growth of numerous rhodoliths in shallow marine environment near the Seogwang-ri coast indicates that this area has suitable oceanographic conditions for their growth such as warm water temperature (about 19$^{\circ}C$ in average) and clear water condition due to the lack of terrestrial input of volcanoclastic sediments. Fast tidal current and high wave energy in the shallow water setting can provide suitable conditions enough for their rolling and growth. Typhoons passing this area every summer also influence on the growth of rhodoliths.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.6
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• pp.690-698
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• 2017

Vietnam is a marine nation with more than 3,444 km of shorelines, thousands of islands, and 2,360 rivers and canals of over 42,000 km long. As the frequency and the volume of oil transportation by ships increase, the possibility of oil spill incidents becomes higher than ever. Fuel oil and cargo oil spills at sea have widespread impact and long-term consequences on marine ecosystems, coastal resources and human health as well as socio-economy. This study is to show not only the present state of marine oil spills in Vietnam such as the number and the volume of oil spills for two decades, and an overall about Vietnamese national response system like national framework for Oil Spill Response (OSR), etc. but also to present the recommendations for enhancing national capability in response to oil spill incidents in Vietnam, especially, with a comparison of national OSR systems between Vietnam and South Korea. As the result, the number and the volume of marine oil spills in Vietnam showed an upward trend as opposed to a downward trend in South Korea. This means that Vietnam has the possibility of oil spills in coastal waters. Therefore, three main recommendations for the enhancement of national OSR capability in Vietnam are proposed as follows: (1) the development of alternative plan for reenforcing national OSR system involving legal system for preparedness and response to oil spill pollution such as the acceptance and implementation of OPRC Convention as well as the establishment of national fund compensating for the damage and loss caused by oil pollution; (2) the enhancement of a consistent reporting, alerting and monitoring system; and (3) the development of training and exercise programs with standard contents of educational courses.

• Journal of the Korean earth science society
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• v.41 no.6
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• pp.588-598
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• 2020

The seafloor geology of Ieodo, a submerged volcanic island, has been poorly understood, although this place has gained considerable attention for ocean and climate studies. The main purpose of the study is to understand and elucidate types, distribution patterns and provenance of the surficial sediments in and around the Ieodo area. For this purpose, 25 seafloor sediments were collected using a box-corer, these having been analyzed for grain sizes. XRD (X-ray Diffraction) analysis of fine-grained sediments was conducted for characterizing clay minerals. The peak of Ieodo exists in the northern region, while in the southern area, shore platforms occur. The extensive platform in the south results from severe erosion by strong waves. However, the northern peak still survived from differential weathering. Grain size analyses indicated that gravels and gravelly sands with skeletons and shells were distributed predominantly on the volcanic apron and shore platform. Muddy sediments were found along the Ieodo and the adjacent deeper seafloor. Based on the analysis of clay mineral composition, illites were the most abundant in fine muds, followed by chlorites and kaolinites. The ratio plots of clay minerals for the provenance discrimination suggested that the Ieodo muds were likely to be derived from the Yangtze River (Changjiang River). As a consequence, gravels and gravelly sands with bioclastics may be supplied from the Ieodo volcanic apron by erosion processes. Wave activities might play a major role in transportation and sedimentation. In contrast, fine muds were assumed to be derived from the inflow of the Yangtze River, particularly in summer. Deposition in the Ieodo area is, therefore, probably controlled by the inflow from the Changjiang Dilute Water and summer typhoons from the south.

• The Korean Journal of Air & Space Law and Policy
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• v.24 no.1
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• pp.35-58
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• 2009

A treaty that governs the compensation on damage caused by aircraft to the third parties on surface was first adopted in Rome in 1933, but without support from the international aviation community it was replaced by another convention adopted again in Rome in 1952. Despite the increase of the compensation amount and some improvements to the old version, the Rome Convention 1952 with 49 State parties as of today is not considered universally accepted. Neither is the Montreal Protocol 1978 amending the Rome Convention 1952, with only 12 State parties excluding major aviation powers like USA, Japan, UK, and Germany. Consequently, it is mostly the local laws that apply to the compensation case of surface damage caused by the aircraft, contrary to the intention of those countries and people who involved themselves in the drafting of the early conventions on surface damage. The terrorist attacks 9/11 proved that even the strongest power in the world like the USA cannot with ease bear all the damages done to the third parties by the terrorist acts involving aircraft. Accordingly as a matter of urgency, the International Civil Aviation Organization(ICAO) picked up the matter and have it considered among member States for a few years through its Legal Committee before proposing for adoption as a new treaty in the Diplomatic Conference held in Montreal, Canada 20 April to 2 May 2009. Accordingly, two treaties based on the drafts of the Legal Committee were adopted in Montreal by consensus, one on the compensation for general risk damage caused by aircraft, the other one on compensation for damage from acts of unlawful interference involving aircraft. Both Conventions improved the old Convention/Protocol in many aspects. Deleting 'surface' in defining the damage to the third parties in the title and contents of the Conventions is the first improvement because the third party damage is not necessarily limited to surface on the soil and sea of the Earth. Thus Mid-air collision is now the new scope of application. Increasing compensation limit in big gallop is another improvement, so is the inclusion of the mental injury accompanied by bodily injury as the damage to be compensated. In fact, jurisprudence in recent years for cases of passengers in aircraft accident holds aircraft operators to be liable to such mental injuries. However, "Terror Convention" involving unlawful interference of aircraft has some unique provisions of innovation and others. While establishing the International Civil Aviation Compensation Fund to supplement, when necessary, the damages that exceed the limit to be covered by aircraft operators through insurance taking is an innovation, leaving the fate of the Convention to a State Party, implying in fact the USA, is harming its universality. Furthermore, taking into account the fact that the damage incurred by the terrorist acts, where ever it takes place targeting whichever sector or industry, are the domain of the State responsibility, imposing the burden of compensation resulting from terrorist acts in the air industry on the aircraft operators and passengers/shippers is a source of serious concern for the prospect of the Convention. This is more so when the risks of terrorist acts normally aimed at a few countries because of current international political situation are spread out to many innocent countries without quid pro quo.