• Economic and Environmental Geology
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• v.34 no.2
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• pp.217-226
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• 2001

Stable isotope, paleoceanographic and sedimentological analyses were carried out along the core Ml5612 from the Mid-Atlantic Ridge. Distinct negative ${\delta}^{18}O anomalies punctuate the planktonic isotope records and correlate with the Heinrich-IRD cvents. The IRD layer in the corc contains varying amounts of quartz, K-feldspar, plagioclase, calcite, dolomite and mica, in which detrital carbonate contributes between I and 13% (except H3 and H6). Anomalies are strongest in the N. pachydenna (sin.) isotope record. Systematic changes in the ${\delta}^{18}O offset of G. hul/aides and G. inJlata signify variations in mid-latitude thermocline structure. In conjunction with negative benthic ${\delta}^{13}C anomalies, the data document a stronger contribution of a ${\delta}^{13}C depleted, nutrient-rich water mass during the IRD events. The ${\delta}^{13}C amplitude of > 1 $\textperthousand$ between 25 and 57 ka indicates changes between northern source (NADW) and southern source (AABW) water masses at this site. The IRD layers in the core Ml56l2 are correlative with those from the core S075-26KL and DSDP 609. The IRD layers from the Portuguese margin arc coeval with HI, H2 and H4 of the open North Atlantic. This similarity (and/or synchronicity in both regions may have been resulted from common changes in a North Atlantic thermohaline switch.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.1
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• pp.39-46
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• 2020

Accident prevention is more important than follow-up, which is based on Heinrich's law. The marine incident system is a very meaningful system that can prevent similar accidents, and was introduced in 2010 in Korea in accordance with the enforcement of the Code for the Investigation of Marine Casualties and Incidents (CI Code). Based on the CI Code, ship owners or ship operators are required to notify the Central Chief Inspector using the designated notification form in the event of a marine incident, but the number of voluntary notifications is still small. In this regard, this study intends to provide a direction for improvement by conducting an in-depth analysis focusing on the lack of notification procedures and forms of the marine incident system. To this end, we analyzed related regulations, cases of excellent overseas shipping countries such as the United Kingdom and Singapore, cases of similar domestic transportation systems such as aviation and railways, and marine incident notification procedures and forms of leading shipping companies. Major improvements in the notification process include the transition of the marine incidents to voluntary reporting, the expansion of the reporting subjects, and the identification of the security of the informer's identity. The main contents of the notification form revision include the use of the term "reporting" instead of "notification," the content of the identity guarantee in the notification form, and the increase in statistical value through the expansion of optional entries.