A | 시유지 바위에 밧줄 묶어 공유수면에법적 제거 권한에도 실태조사 전무시·남구 “해수면은 해수청 관할” 주장해수청은 “어선은 지자체 업무” 반박 울산시 기념물 처용암 앞 공유수면에 어선들이 계류해 있다. 이곳은 항만법상 정식 계류지나 정박지가 아니지만 울산시와 울산지방해양수산청 간 단속 주체의 시각차가 있어 행정공백이 발생하고 있다. 오상민 기자울산시 기념물인 처용암 앞바다에 어선 10여 척이 정식 계류지가 아님에도 장기간 무단 계류하고 있지만, 관계 기관들은 서로 관할이 아니라며 책임을 미루고 있다.26일 찾은 울산 남구 황성동 처용공원 일원. 처용암이 바라보이는 해변에는 소형 어선과 요트 등 선박 10여 척이 줄지어 떠 있었다. 배들은 정식 계류시설 대신 과거 세죽마을 시절 사용하던 낡은 선착장 흔적과 해안가 돌부리에 밧줄을 묶은 채 떠 있었다. 일부 선박은 닻을 내리지 않고 육지 바위에 계선줄을 고정해 놓았다.선박들이 육지에 밧줄을 묶어둔 곳은 울산시 소유의 공원부지와 일반 시유지가 섞여 있다. 특히 처용암 일대 해수면은 정식 계류시설이나 정박지로 지정되지 않은 일반 공유수면이다. 울산항만공사에 따르면 이 일대는 울산항 항계에 포함되지 않으며, 어촌정주어항이나 마을공동어항으로도 등록돼 있지 않다. 이에 선박들이 장기간 묶여 있는 만큼 공유수면 이용 실태에 대한 행정기관의 점검이 필요하다는 지적이 나온다.공유수면 관리에 관한 법률에는 계류된 선박 등이 공유수면의 효율적 이용을 저해하거나 수질오염을 일으킬 우려가 있다고 인정되는 경우 공유수면관리청이 소유자 또는 점유자에게 제거를 명할 수 있도록 하고 있다. 다만 공유수면관리청은 해양수산부장관뿐 아니라 시장·군수·구청장 등 모두 가능하도록 규정돼 있다. 지금은 집단 이주로 사라진 옛 세죽마을 나루터로 추정되는 곳에 어선과 요트 등이 계류해 있다. 오상민 기자이처럼 해당 행정 처리를 여러 기관이 동시에 할 수 있도록 규정하고 있지만, 현실은 그 때문에 기관들이 서로 미루는 바람에 오히려 제대로 행정 처리가 안돼 방치되는 실정이다.실제로 울산시는 해역의 관리가 울산지방해양수산청 소관이라는 입장인 반면, 울산해수청은 무역선 등을 중심으로 관리하고 일반 소형 어선의 계류 문제는 지자체가 담당해야 한다고 답했다. 남구 역시 해상 선박 관할이 해수청에 있다며 과거 조치 요청 공문을 보낸 것 외에는 적극적인 조치를 하지 않고 있다.법에 따라 방치·계류 선박의 상태와 공유수면 이용 지장 여부 등을 조사한 뒤 제거 명령 등을 검토할 수 있지만, 어느 기관도 책임 있게 실태조사에 나서지 않으면서 행정 공백이 이어지고 있는 셈이다.무단 계류가 자리 잡은 배경에는 산업화와 공해로 사라진 옛 포구의 역사가 있다. 처용암 일대 세죽마을은 일제강점기 김·굴 양식과 도선 나루터가 번성했던 어업기지였다. 하지만 1970년대 외항강 상류에 석유화학공단이 들어서면서 공해지역으로 변했고, 주민들은 1999년 집단 이주했다.울산시는 이후 2004년 세죽마을 일대를 처용 문화공원으로 지정했지만 20년 넘게 공원 조성이 완료되지 않았다. 대체 계류지 마련이나 기존 어선 정비도 이뤄지지 않으면서 옛 나루터 흔적 주변에 어선들이 하나둘 자리 잡았고, 무단 계류가 관행처럼 굳어졌다.울산대 정책대학원 유영준 겸임교수는 “처용암은 삼국시대부터 이어져 온 설화와 맞닿아 있는 유서 깊은 장소인데도 그동안 지자체, 정부부처 등 모두 관심이 덜했던 것이 사실”이라며 “행정기관들이 서로 관할을 미룰 것이 아니라 역사적 의미를 고려해 보다 세심하게 관리하고 정비할 필요가 있다”고 지적했다.。 The electric vehicle ecosystem in India is still at a very nascent stage, but the number of electric vehicles on Indian roads is on the rise every day.,Despite the growth, there are a lot of challenges that need to be addressed with regard to the EV infrastructure.,Road safety is one of the major concerns, as the country ranks first in terms of number of road accident deaths in the world. Last year, the World Economic Forum (WEF) launched the Road Safety 2.0 program in India with an aim to introduce technology which would promote the 4Es of road safety i.e. Education, Engineering, Enforcement and Emergency care.,In an interview with Sputnik, Akhilesh Srivastava, Project Head of the World Economic Forum’s Road Safety 2.0 program and Member of the NHEV Knowledge group, talked about measures to be taken to ensure road safety in India and discussed the challenges presented by the battery swapping policy in India.,Sputnik: According to government data, India ranks first in the number of road accident deaths in the world. As you lead the World Economic Forum’s initiative Road Safety 2.0 in India, what measures are required to reduce such fatalities?,Akhilesh Srivastava: With 11 percent of global road fatalities, India ranks worst in terms of the sheer number of road accident deaths in the world. The impact of road accidents on Indian GDP is nearly INR 2.5 trillion ($31.7 billion) i.e., over 1.85 percent of the GDP.,It is clear that old or conventional methods of road safety are not working and there is an urgent need for a new solution. The WEF-led Road Safety 2.0 is one such next-gen solution, where the power of technology is leveraged to save lives on roads.,A few of the measures have been enumerated in it are: the use of technology is the best way to quickly and effectively reduce accidents; сontinuous tracking driving behavior using IoT to generate Safe Driving Scores. The SDS can be used as a monitoring mechanism for incentivizing good driving behavior and reskilling the bad drivers; use of Safety measures like seat belt and helmet with sensors attached; use of AI with the integration of Traffic Lights; implementation of ITS-based penalty set up to penalize people; scaling awareness about the regulations among the people;,Sputnik: WEF’s Road Safety 2.0 talks about an approach to create a human-centric road ecosystem. Could you elaborate what sort of road ecosystem it aims to create?,Akhilesh Srivastava: Human-centric design is a method of product creation that places the requirements, desires, and abilities of users at the forefront of the process. Rather than expecting users to change and conform their behaviors to the product, it involves making design decisions based on how people can, need, and want to do tasks.,Moving on from existing to a human-centric road ecosystem will help the highway builders, manufacturing industry and the enforcement agencies tackle the needs of the people and then accordingly devise the road safety setup and create a human-centric road ecosystem.,For Example, the presence of air bags in the car is for the drivers and passengers' safety. Why only the front seat should have air bags, people in the back seats are equally vulnerable. As per the human-centric approach, the seat belt should be for all humans in the vehicle. All seats in private vehicles like cars and for all passengers in long-distance public transport buses.,Pedestrians, cyclists and other vulnerable road users should be given due space and weightage while framing the policies. In India, pedestrians, cyclists and two-wheelers constitute the majority but the roads and road rules, are made keeping in mind the bigger vehicles.,Sputnik: FASTags in India were adopted to make travel seamless on National Highways and Expressways. However, despite the complete roll-out we see long queues of vehicles at toll plazas and technical glitches being reported. How can an effective and glitch-free usage of FASTags be adopted?,Akhilesh Srivastava: FASTag has made travel hassle-free on highways and expressways in India. There are no queues. FASTag has made tolling very efficient and transparent. Last year’s toll collection was the highest ever at nearly INR 400 billion (Over $5 million),Apart from this, the FASTag has saved fuel wastage of worth over INR 200 billion ($2.5 million) which happened due to idling of vehicles at toll plazas. It also resulted in saving at least 50 million MT of carbon emission.,Sputnik: Regarding the electric vehicle segment, it is a well-known fact that in India it is at a very nascent stage. What are the major challenges that stakeholders are facing and how can they be tackled?,Akhilesh Srivastava: With 100 percent FDI available, new production centres, and a greater push to improve charging infrastructure, India's electric vehicle industry is gaining traction.,Other growth factors for the Indian EV industry include federal subsidies and policies supporting deeper discounts for Indian-made electric two-wheelers, as well as a boost for localized ACC battery storage manufacture.,Furthermore, in September 2021, the federal government authorized a production-linked incentive program for the automotive sector to stimulate the manufacture of electric and hydrogen fuel cell vehicles. In 2021, India sold over 300,000 electric vehicles.,Some of the challenges that exist but are being tackled by the stakeholders are: inadequate charging infrastructure; reliance on battery imports; reliance on imported components and parts, range anxiety among consumers; current high price of EVs; lack of options for high-performance EVs; inadequate electricity supply in parts of India; lack of quality maintenance and repair options.,Sputnik: You have links with the NHEV (National Highway for Electric Vehicle) programme. What initiatives are being taken under the programme to expand EV infrastructure?,Akhilesh Srivastava: Yes, I appreciate this question which talks about Electric Vehicles and being a member of the Knowledge group of NHEV, I wish similar kind of road safety in India, however, some additional concerns are to be kept in mind are:,• The EV is directly connected to a regular household power outlet. This mode is the simplest possible charging mode and does not support any communication between the EV and the charge point, hence it is prohibited in many countries due to safety concerns.,• The onboard charger converts AC to DC. It uses a special type of charging cable equipped with an in-cable control and protection device. This can be used for private charging, but its public use is subject to restrictions in many countries.,• Batteries are the key element. And we noticed a few cases of fire recently. There should be a proper set of technical and regulatory guidelines for the batteries, about its specifications, unique Id number of batteries, uniformity in the charging system, and even uniformity in batteries so that battery swapping can be done easily.,Tracking of batteries can give alerts about the health of batteries so that unsafe batteries can be removed timely.,Sputnik: Ever since the Finance Minister announced the battery swapping policy, it has been a much talked about topic across the segment. Do you think it can be realized?,Akhilesh Srivastava: I appreciate the announcement by Finance Minister about the battery swapping policy. A detailed policy for battery standardization, specifications, and safety protocols is being prepared.,We should think of the battery as a service for battery swapping. This will allow the setting up of battery stations on a mass level; a battery swapping policy will be brought in and interoperability standards will be formulated.,The private players should be encouraged to develop sustainable and innovative models for the battery as a service which will increase efficiency in the electric vehicle ecosystem. This will reduce the cost of Electric Vehicles and give impetus for electric vehicle growth in the coming years.,Sputnik: Electric vehicles are an alternative to petrol and diesel vehicles, and commonly seen as a way to reduce carbon emissions. However, the source of electricity remains non-renewable, so what roadmap has the NHEV adopted to generate electricity for the electric vehicles through renewable sources?,Akhilesh Srivastava: The transport sector accounts for 18 percent of total energy consumption in India. This translates to an estimated 94 million tons of oil equivalent (MTOE) energy.,If India were to follow the current trends of energy consumption, it would require an estimated 200 MTOE of energy supply annually, by the year 2030 to meet the demand of this sector. As of now, this demand is being met mostly through imported crude oil, which therefore makes this sector vulnerable to volatile international crude oil prices. Moreover, the sector also contributes an estimated 142 million tons of CO2 emissions annually.,Electric mobility presents a viable alternative in addressing these challenges, when packaged with innovative pricing solutions, appropriate technology and support infrastructure and thus, has been on the radar of the Government of India.,The point of renewability of electricity is being addressed too with renewable energies like solar energy, wind energy and other forms other renewable sources of energy. The growth of India in this has been spectacular and the country is ahead of many developed countries in this regard.,Want to know more? Check out our Koo & Telegram accounts!,Koo: https://www.kooapp.com/profile/sputniknews,Sputnik India: https://t.me/sputniknewsindia。
Current article:http://www.lindunfokangliucishirun.shop/kqpji/20260826/219585.doc
Published on:03:28:06
