• The Korean Journal of Air & Space Law and Policy
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• v.19 no.2
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• pp.97-136
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• 2004

The Northeast Asian air cargo market has expanded tremendously as a result of the opening up of the Chinese market. The importance of the Asia-Pacific region in the global air transport has also increased. The exchange of human and material resources, services, and information in Northeast Asia, which is expected to increase in the near future, requires that the airlines operating within this region adopt a more liberalized approach. This paper introduced alternatives which can be applied to the Northeast Asian airlines industry so as to bring about the integration of regional air transport: First, this paper found a need for individual Northeast Asian nations to alter their policies towards the airlines industry. Second, each country should further liberalize their respective domestic air transport. Third, there is a need for freer air service agreements to be signed between the nations of Northeast Asia. Fourth, the strategic alliances between the airlines operating in Northeast Asia should be further strengthened. Fifth, this liberalization process should be carried out in an incremental manner, beginning with more competitive airports and routes, or with less-in-demand routes. Sixth, there is a need for a shuttle system to be put into place between the main airports in China, Korea, and Japan. Seventh, these three nations jointly develop aviation safety and security systems that are in accordance with international standards. Eighth, the liberalization process of the aviation industry should be undertaken in conjunction with other related fields. Ninth, organizations linking together civil aviation organization in the Asia-Pacific area should be formed, as should each government linking together. By doing so, these countries will be able to establish regular venues through which to exchange opinions on the integration and liberalization of the air cargo market so as to induce the gradual liberalization of the actual market. The liberalization of the air transport in Northeast Asia will prove to be a daunting task in the short term. However, if the Chinese airlines continue to exhibit continuous growth and Japanese airlines are able to complete their move towards a low-cost structure, this process could be completed earlier than expected. Over the last twenty five years the air transport has undergone tremendous changes. The most important factor behind these changes has been the increased liberalization of the market. As a result, rates have decreased while demand has increased. This has resulted in turning the air transport industry, which was long perceived as an industry in decline, into a high-growth industry. The only method of increasing regional exchanges in the air transport is to pursue further liberalization. The country which implements this liberalization process at the earliest date may very well emerge as a leading force within the air transport industry.

• The Korean Journal of Air & Space Law and Policy
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• v.23 no.1
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• pp.83-109
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• 2008

According to 1944 Chicago Convention aircraft are classified into public aircraft(or state aircraft) and private aircraft(or civil aircraft). However even if public aircraft owned by government are used as commercial flights, those are classified into private aircraft. But as far as space activities are concerned in the 1967 Outer Space Treaty, those are related to all activities and all space objects, thus there being no differentiation between the public spacecraft and private spacecraft. As for the institutions of air law there are ICAO, IATA, ECAC, AFCAC, ACAC, LACAC in the world. However in the field of space law there is no International Civil Space Organization like ICAO. There is only COPUOS in the United Nations. The particular institutions such as INTELSAT, INMARSAT, ITU, WIPO, ESA, ARABSAT would be helpful to space law field. In the near future there is a need to establish International Civil Space Organization to cover problems rising from all space activities. According to article 1 of the 1944 Chicago Convention the contracting States recognize that every State has complete and exclusive sovereignty over the airspace above its territory. It means that absolute airspace sovereignty is recognized by not only the treaty law and but also customary law which regulates non-contracting States to the treaty. However as for the space law in the article n of the 1967 Space Treaty outer space, including the moon and other celestial bodies, is not subject to national appropriation by claim of sovereignty, by means of use or occupation, or by any other means. It creates res extra commercium like the legal status of high seas in the law of the sea. However the 1979 Moon Agreement proclaimed Common Heritage of Mankind as far as the legal status of the outer space is concerned which is like the legal status of deep sea-bed in the 1982 United Nations Law of the Sea. As far as the liabilities of air transport system are concerned there are two kinds. One is the liabilities to passenger on board aircraft and the other is the liabilities to the third person or thing on the ground by the aircraft. The former is regulated by the Warsaw System, the latter by the Rome Convention. As for the liabilities of space law the 1972 Liability Convention applies. The Rome Convention and 1972 Liability Convention stipulate absolute liability. In the field of space transportation there would be new liability system to regulate the space passengers on board spacecraft like Warsaw System in the air transportation.

• The Korean Journal of Air & Space Law and Policy
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• v.5
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• pp.265-301
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• 1993

지난 6월 3일 동경에서 있었던, 아시아 항공/우주법 학술대회 제 3분과에서 영국 Bin Cheng교수의 "The Warsaw System: Mess up, Tear up, or Shore up?"이라는 주제의 논문발표가 있었다. Bin Cheng교수는 특히 유럽의 EC Consultant Paper 와 일본항공사들의 1992년의 무한책임보상주의 채택에 대하여, 마치 무한 책임보상주의의 이론이 승리하였으며, 위의 상황들이 그 시작이라고 단정하였는데 이러한 견해는 아직까지 시기상조라고 생각한다. 본 글에서는 동경회의에서의 Bin Cheng교수의 논문중 특히 10항의 결론 부분을 중점으로 반대되는 의견을 제시하고자 한다. 국제항공사법인 와르소체제가 과연 발전하고 있는 것인가? 퇴보하고 있는 것인가? 와르소체제의 반대론자들은 미국의 소송변호사들, 일본항공사들과 일부 순수이론을 고수하는 학자들로써 이들은 와르소체제로부터의 탈퇴와 무한책임보상주의를 고수하고 있다. EC Consultation Paper (각주 122 참조)에서 보듯이, 비록 항공운송시의 손해배상액이 타 운송시의 손해배상액보다 적기는 하지만 이것이 곧 '무한책임보상주의'를 의미하는 것은 아니다. 미국의 판례중 불법행위로 인한 소송 (Nichole Fortman v. Hemeo Inc.)에서 보면, 작은 창자의 대부분을 병원의 과실때문에 잃은 Brooklin의 한 여인에게 500억 정도의 손해배상이 주어진 것을 보면, 과연 완전 보상에 맞는 무한책임이 과연 항공소송에 적용될 수 있는 것인가를 알아야 한다. 무한책임보상주의는 특히 개발도상국의 항공사들에게 보험료가 너무 과중하고, 와르소협약의 근본목적인 국제항공법의 통일성에 반하고 있기 때문에 국제사회 전반에 적용하기에는 비현실적이다. 와르소체제의 통일 성에 대한 거부는 만약 와르소체제에 버금가는 다른 보상체제가 있는 경우에는 다르지만, 현실적으로는 결국 국제적 혼란만을 야기사킬 것이다. 또한 와르소체제 반대자들은 항공운송인과 승객들의 관계를 갈등관계로 보고 있지만, 근본적으로 와프소협약에서의 항공운송인파 승객들의 관제는 공동이악관계로 보아야 한다. 항공운송사업의 목적도 또한 이윤추구인 바, 승객들이 항공운송인에게 과다한 손해배상을 요구하면, 결국 항공운송인은 승객들의 주머니에서 그 댓가를 찾으려고 할 것이다. 절국 양자의 이익을 보는 것은 소송변호사들 뿐이라고 볼 수 있다. 또한 'Unlimited Liability' 에서 'Unlimited' 란 'Full-Compensation' 을 의미하는 것으로, 'Wilful-Misconduct' 의 경우에는, 'Full-Compensation' 의 개념과 다르게, 그 보상액이 Warsaw협약 제 22조 1항에 적용되지 않는 'No-limited' 의 개념으로 해석하여야 한다. 항공소송의 경우에 통상 'Wilful-Misconduct' 의 경우에 손해배상액이 약 $700,000 인 것을 보더라도 'Full-Compensation'의 의미로 해석할 수 없다. 몬트리올 제 3추가의정서에서 'WilfulMisconduct' 의 개념을 삭제하고자 하는 것은, 이에 대비하여 추가보상제도, 임액수의 종액, 영격책임추의 등의 요소들을 전제로 하고 있기 때문이다. 몬트리올 제 3추가의정서가 최근의 발전적인 손해배상제도인가에 대하여, Bin Cheng 교수는 반대를 하고 있지만, 최선의 제도를 찾는 입장에서 몬트리올 추가 의정서는 여러가지로 부족하다. 그러나, 유한책임제도의 개선, 엄격책임주의의 도입, 빠른 소송타결의 제도, 재판관할권의 확대 그리고, SDR 화폐단위의 채택 등은 헤이그 의정서 이후의 보다 나은 제도적 장치를 하고 있다고 해석하여야 할 것이다. 시대의 변화에 따라 점진적으로 발전된 보상제도를 채택하였다면, 오늘날과 같이 시대에 뒤떨어진 보상체제로 혼란을 겪고 있지 않았을 것이다.

• The Korean Journal of Air & Space Law and Policy
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• v.26 no.1
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• pp.93-125
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• 2011

The International Civil Aviation Convention (Chicago Convention) has been a backbone of international air transport system whereby air transport between States should be based on bilateral agreements, and in particular, international airfares, which are set up through IATA(International Air Transport Association) rate-fixing machinery could be approved by the governments concerned. International airfares are fares for transporting passenger and freight and their conditions between two or more countries. However, since U.S. pursued th deregulation policy in 1978 whereby routes, capacity and fares could be freely determined by airlines, many States have been following so called open-skies agreements. In many cases, aeronautical and competent authorities have been reviewing whether airlines' commercial activities including air fares could possibly conflict with free competition rules envisaged in relevant laws and regulations. As competition among airlines gets intense, airlines often resort to cooperation with other airlines in the forms such as equity exchange, M&A, code-sharing, fares consultation and resource pooling, mainly with a view to effectively use resources available and to avoid monopoly situation resulting from excessive and destructive competition among players. Whereas bearing in mind that application of competition laws is important to secure consumers' interests by preventing airlines's malpractices such as bargaining exorbitant fares, it is also important to comprehensively consider as many factors as possible, from that unilateral measure by governments may bring about retaliatory measures by the governments affected, to that airlines' cooperative practices may rather increase consumers' benefits by lowering air fares.

• The Korean Journal of Air & Space Law and Policy
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• v.25 no.1
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• pp.97-158
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• 2010

The purpose of this paper is to research on the contents and improvement of national legislations relating to space development in Korea to make the sustainable progress of space development project in Korea. Korea has launched its first satellite KITST-1 in 1992. The National Space Committee has established "The Space Development Promotion Basic Plan" in 2007. The plan addressed the development of total 13 satellites by 2010 and the space launch vehicle by 2020, and the launch of moon exploration spaceship by 2021. Korea has built the space center at Oinarodo, Goheng Province in June 2009. In Korea the first small launch vehicle KSLV-1 was launched at the Naro Space Center in August 2009, and its second launch was made in June 2010. The United Nations has adopted five treaties relating to the development of outer space as follows : The Outer Space Treaty of 1967, the Rescue and Return Agreement of 1968, the Liability Convention of 1972, the Registration Convention of 1974, and the Moon Treaty of 1979. All five treaties has come into force. Korea has ratified the Outer Space Treaty, the Rescue and Return Agreement, the Liability Convention and the Registration Convention excepting the Moon Treaty. Most of development countries have enacted the national legislation relating to the development of our space as follows : The National Aeronautic and Space Act of 1958 and the Commercial Space Act of 1998 in the United States, Outer Space Act of 1986 in England, Establishment Act of National Space Center of 1961 in France, Canadian Space Agency Act of 1990 in Canada, Space Basic Act of 2008 in Japan, and Law on Space Activity of 1993 in Russia. There are currently three national legislations relating to space development in Korea as follows : Aerospace Industry Development Promotion Act of 1987, Outer Space Development Promotion Act of 2005, Outer Space Damage Compensation Act of 2008. The Ministry of Knowledge Economy of Korea has announced the Full Amendment Draft of Aerospace Industry Development Promotion Act in December 2009, and it's main contents are as follows : (1) Changing the title of Act into Aerospace Industry Promotion Act, (2) Newly regulating the definition of air flight test place, etc., (3) Establishment of aerospace industry basic plan, establishment of aerospace industry committee, (4) Project for promoting aerospace industry, (5) Exploration development, international joint development, (6) Cooperative research development, (7) Mutual benefit project, (8) Project for furthering basis of aerospace industry, (9) Activating cluster of aerospace industry, (10) Designation of air flight test place, etc., (11) Abolishing the designation and assistance of specific enterprise, (12) Abolishing the inspection of performance and quality. The Outer Space Development Promotion Act should be revised with regard to the following matters : (1) Overlapping problem in legal system between the Outer Space Development Promotion Act and the Aerospace industry Development promotion Act, (2) Distribution and adjustment problem of the national research development budget for space development between National Space Committee and National Science Technology Committee, (3) Consideration and preservation of environment in space development, (4) Taking the legal action and maintaining the legal system for policy and regulation relating to space development. The Outer Space Damage Compensation Act should be revised with regard to the following matters : (1) Definition of space damage and indirect damage, (2) Currency unit of limit of compensation liability, (3) Joint liability and compensation claim right of launching person of space object, (4) Establishment of Space Damage Compensation Council. In Korea, it will be possible to make a space tourism in 2013, and it is planned to introduce and operate a manned spaceship in 2013. Therefore, it is necessary to develop the policy relating to the promotion of commercial space transportation industry. Also it is necessary to make the proper maintenance of the current Aviation Law and space development-related laws and regulations for the promotion of space transportation industry in Korea.

• The Korean Journal of Air & Space Law and Policy
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• v.8
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• pp.231-248
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• 1996

이 논문(論文)은 한국(韓國)의 우주(宇宙) 산업(産業) 발달(發達)과 그 과정(過程)을 고찰(考察)하고 현재 진행 중인 통신위성(通信衛星)의 개발(開發)과 그 사업(事業)을 뒷받침해 주는 국가(國家)의 정책(政策)을 살펴보고 있다. KOREASAT라고 명명(命名)된 통신위성(通信衛星) 개발(開發)에 현재 여러 기관이 관계(關係)하고 있으나 그 중 KARI(한국항공우주연구소(韓國航空宇宙硏究所)), ETRI(전자통신연구소(電子通信硏究所)), SERI(시스템공학연구소(硏究所)), KAIST(한국과학기술연구소(韓國科學技術硏究所)) 등이 중추적인 연구(硏究)를 하고 있다. 특히 이 논문(論文)에서는 아래와 같은 문제(問題)를 다루고 있다 첫째, 최근(最近) 한국우주개발(韓國宇宙開發) 상황(狀況) 둘째, 장기(長期) 우주개발(宇宙開發) 계획(計劃) 셋째, 현재(現在) 우주개발(宇宙開發) 상황(狀況)과 미래(未來) 우주개발(宇宙開發)에 관련한 정책(政策)적 문제(問題) 넷째, 한국(韓國) 우주개발(宇宙開發)과 정책(政策) 방향(方向)에 대한 의견(意見) 최근의 한국우주개발(韓國宇宙開發) 상황(狀況)은 크게 한국(韓國)의 통신위성(通信衛星) 사업(事業)인 Koreasat program과 다목적 위성사업(衛星事業)인 KOMSAT로 나타나는데 한국(韓國)의 최초 상업용(商業用) 위성(衛星)인 Koreasat는 1호가 1995년도에 발사(發射)되었으나 정상궤도(正常軌道) 진입(進入)에 문제(問題)가 발생하여 발사업체(發射業體)로부터 보상문제(補償問題)가 제기(提起)되기도 하였으나 2호는 성공리에 발사(發射)되었다. 미국항공우주회사(美國航空宇宙會社)와 공동(共同)으로 개발(開發)중인 새로운 과학위성(科學衛星)인 KOMSAT는 한국우주과학기술(韓國宇宙科學技術)을 한단계 더 발전(發展)시킬 수 있을 것이고 1999년도에 발사(發射) 계획(計劃)이다. 한국항공우주연구소(韓國航空宇宙硏究所) 중심(中心)의 장기(長期) 우주개발(宇宙開發) 계획(計劃)에서 제시(提示)하는 4가지 우주개발(宇宙開發)의 기본목표(基本目標)는 첫째, 우주산업응용산업(宇宙産業應用産業)의 상호협조개발(相互協助開發)에 의한 우주산업(宇宙産業) 육성(育成) 둘째, 한국(韓國)의 현재 우주산업상황(宇宙産業狀況)에 알맞은 특정분야(特定分野)를 선정(選定)하고 이 분야(分野)에서 최단기에 세계(世界) 최고의 기술수준을 성취(成就)하도록 집중(集中) 셋째, 외국과 긴밀한 협조(協助)로 선진기술(先進技術)의 습득(習得) 넷째, 체계적이고 통합(統合)된 장기우주산업발전(長期宇宙産業發展) 계획(計劃) 성립(成立) 등이다. 이러한 계획(計劃)에 주요 사안(事案)으로는 2015년까지 19기의 인공위성(人工衛星) 보유(保有)를 위한 제작계획(製作計劃)과 2010년까지 발사체(發射體) 개발(開發)을 마련하는 것이다 현재 우주활동(宇宙活動)에 관련된 문제(問題)는 주로 Koreasat의 서비스와 사용계획(使用計劃)에 대한 것으로 위성개발사업(衛星開發事業)에 있어서 관련 정부부서간(政府部署間)에 의견(意見)을 달리하고 있는 형태이다. 한국통신(韓國通信)과 정보통신부(情報通信部)는 위성(衛星)의 DBS 트랜스폰더에 대해 디지털 방식(方式)을 적용(適用)할 것을 제안(提案)했지만 공보처(共報處)는 반대(反對)의 입장(立場)을 표명(表明)한 것과 방송국(放送局)의 관리(管理)와 통제(統制)는 공보처(共報處)에 있고 무선통신표준(無線通信標準)에 대한 면허(免許)는 정보통신부(情報通信部)에 있기 때문에 방송국(放送局)에 대한 면허(免許)는 각기 다른 두 단계(段階)로 구성(構成)되는 문제(問題)가 발생(發生)한다. 또한 DBS 서비스에서 사기업(私企業)의 참여(參與)와 관련하여 재벌(財閥)의 참여(參與)를 허용(許容)하느냐의 여부(與否)의 논쟁(論爭)이다. 다음으로 미래(未來) 우주산업개발(宇宙産業開發)에 관한 정책문제(政策問題)를 살펴보면 국가적(國家的) 차원(次元)에서 조직적(組織的)인 육성책(育成策)에 대한 문제(問題)로 현재 주관 부처가 과학기술처(科學技術處)와 통상산업부(通商産業部)로 나뉘어 추진(推進)되고 있다는 점이다. 그리고 차세대(次世代) 통신위성개발(通信衛星開發) 계획(計劃)에 대한 문제(問題)로 최소 2${\sim}$4개의 궤도확보(軌道確保)와 이미 정상궤도(正常軌道) 진입(進入) 실패(失敗)에 따른 Koreasat 1호의 생명단축(生命短縮)으로 새로운 통신위성(通信衛星)을 4년이내에 발사(發射)해야 한다는 문제(問題)이다. 결론적으로 장기(長期) 우주개발계획정책(宇宙開發計劃政策)에 있어서 첫째, 국제적 우주개발사업(宇宙開發事業)에 대한 적극적(積極的) 참여(參與), 둘째, 우주(宇宙)에서 독립적(獨立的)인 활동(活動)을 할 수 있는 국가안보체제(國家安保體制)의 개발(開發), 셋째, 국가(國家) 위상(位相)의 발전(發展)과 우주개발(宇宙開發)을 위한 인력활용(人力活用)의 개발(開發), 넷째, 무한한 우주(宇宙)에 도전(挑戰)할 수 있는 우수(優秀)한 인재(人才)의 교육(敎育), 다섯째, 21세기를 대비(對備)하여 한국(韓國)의 우주개발정책(宇宙開發政策)의 결정(決定) 등이 고려(考慮)되어야 할 5가지 요소(要所)들이다. 그리고 막대(莫大)한 비용(費用)이 드는 우주개발사업(宇宙開發事業)을 효율적으로 추진(推進)하기 위해서는 국가(國家) 최고(最高) 지도자(指導者)의 직접지휘(直接指揮)를 받는 정부기구(政府機構)가 수립(樹立)되어 정부차원(政府次元)에서 추진(推進)하되 산학연(産學硏)이 협조(協助)하여 우주개발계획(宇宙開發計劃)을 추진(推進)하여야 할 것으로 본다.

• Proceedings of the KOR-KST Conference
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• 1996.02a
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• pp.29-58
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• 1996

현재 서울은 교통사고문제, 교통혼잡문제와 자동차로부터 배출되는 유해가스에 의한 대기환경오염문제를 갖고 있다. 본 논문의 목적은 대기환경오염을 악화시키는 자동차의 주된 배출오염가스인 일산화탄소, 탄화수소 및 질소화합물량을 교차로 교통량을 중심으로 어떻게 계산하는가에 있다. 연구의 대상지역은 서울시의 송파구 교차로들과 도심지역의 링크들을 선택하였다. 그리고 교통량, 지체시간, 링크길이, 정지회수, 운행속도, 주행속도 등을 고려하여, 제작차 배출가스 허용기준, 총량기준, 불량차 기준, 속도기준 등에 의한 계수산정 및 TRAF-NETSIM에 의한 시뮬레이션을 통하여 일정 도로상의 제한된 범위내의 배출량 산출을 시도하였다. 본 연구의 결과에 의하면 첫째, 어느 방법이든 실제배출량의 정확한 값을 표현 할 수는 없는 것이고, 단지 상대적인 비교에 의하면 배출가스량의 수준을 추정 할 수 있었다. 또한, 시뮬레이션 배출율표를 우리 현실에 맞는 자료에 의해 수정할 수 있다면, 그 결과는 실제량에 보다 근접할 수 있을 것이다. 둘째, 서울도로의 현재 혼잡상태에서 속도의 저감에 배출량이 민감한 반응을 보이고 있다는 사실이다. 셋째, 교통량변화에 따른 배출량의 변화가 일산화탄소에서 가장 심하게 나타남을 알 수 있었고, 신호운영상의 옵셋값이 잘못 설정되면 탄화수소는 35%, 일산화탄소는 40%, 질소산화물은 75%까지 초과발생할 수 있으며, 유해배출가스량을 최소화시키는 측면에서의 신호최적화를 위해서는 현재의 Stop Penalty는 상향 조정되어야 함이 밝혀졌다. 앞으로는 자동차로 인한 대기환경오염 농도의 저감을 위해서는 도로별 자동차 유해가스 배출 총량규제 방안도 고려해 볼 가치가 있으며, 이를 위해 환경공학과 교통공학의 다학제적 공동연구가 지속적으로 필요하며 교통정책에 반영되어야 할 것이다.분석, 리용수 학모형대이십일세기상해항공운량진행예측, 제출발전상해항공운수적전 략목표급발전중점. 예측2020년 상해항공항총객운탄토량4300만인/년, 화운량달120만돈; 2050년객운량장달18150만인차/년, 화운량518만돈. 사, 발전상해민항기출경제정책, 제출위료$\ll$진흥상해, 개발포동, 복무전국, 면향세계$\gg$ 화도이십일세기중기국민경제달도중등발달국가수 평굉관전략목표적실현, 제료필수재지도사상상파교통운수진정방도전략 산업지위, 환응재관리체제상채취과단유효적개혁조시, 재기출경제정책 상급여대력부지. 오, 전략목표, 위파상해건설성위태평양서안최대적경제, 김융, 무역적중심, 요구상해항공항성위화동지구통향세계각지항선망출발참, 구성대외개방선면축심, 실현국제항선적함접화국내항반적전항, 형성다축심복사식항선망; 가강기장건설, 개피포동제이국제기장건설, 괄응포동개발경제발전적수요. 부화개시일은 각 5월 26일과 5월 22일이었다. 11. 6월 중순에 애벌레를 대상으로 처리한 Phenthoate EC가 96.38%의 방제가로 약효가 가장 우수하였고 3월중순 및 4월중순 월동후 암컷을 대상으로 처리한 Machine oil, Phenthoate EC 및 Trichlorfon WP는 비교적 약효가 낮았다.>$^{\circ}$E/$\leq$30$^{\circ}$NW 단열군이 연구지역 내에서 지하수 유동성이 가장 높은 단열군으로 추정된다. 이러한 사실은 3개 시추공을 대상으로 실시한 시추공 내 물리검층과 정압주입시험에서도 확인된다.. It was resulted from increase of weight of single cocoon. "Manta"2.5ppm produced 22.2kg of cocoon. It is equal to 9% increase i

• The Korean Journal of Air & Space Law and Policy
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• v.32 no.2
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• pp.219-246
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• 2017

Nuclear issue is a good example showing globalization of the international regime. The history showed nuclear weapons may cause the extinction of human races when the first nuclear bombs fell down to Japan in August, 1945 and people became increasingly eager to achieve peace. Military buildup for national security is a matter of existence in the international society. However, disarmament or arms control to secure international peace and safety which is also the purpose of the Charter of the United Nations may be the most important task for us to realize peace of the mankind. Today, disarmament, together with amicable settlement of international conflicts and collective security system, is an important means to maintain and promote international peace and safety. It might be our permanent task to realize complete disarmament but, as the Preamble of the Treaty on the Non-Proliferation of Nuclear Weapons (NPT) expressed general and complete disarmament, the international society has clarified its effort for complete disarmament. Thus, taking a look into the international regime on the nuclear issue and progress related to the nuclear issue in North Korea, the study was intended to introduce the globalization of the nuclear issue, review the international effort for nuclear disarmament based on the concept of the 'common heritage of the mankind' and with respect to the United Nations Committee on the Peaceful Uses of Outer Space (COPUOS) and controls over nuclear weapons, and then evaluate the North Korean nuclear issue, which is in direct relation with South Korea and international laws, in terms of the space law and disarmament acts. The collective security system along with policies to prevent dissemination of nuclear weapons should also be emphasized and implemented to cope with the North Korean nuclear issue.

• The Korean Journal of Air & Space Law and Policy
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• v.32 no.2
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• pp.33-66
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• 2017

The Korean government enacted the Chapter 6 as of Air Transportation to the Korean Commercial Act, which was enforced in 2011, in order to treat some arguments occurred from air transportation Contracts since air transportations has rapidly increased in Korea. Air transportations has been used more in the field of international market than in the field of domestic market under it's own characteristic. Therefore, many international agreements and protocols related to the air transportations has been appeared from old times and the 1999 Convention for the Unification of Certain Rules for International Carriage by Air ("Montreal Convention") is one of them. The Montreal Convention was adopted in May 28, 1999 at International Conference of Air Law hosted by the International Civil Aviation Organization ("ICAO") in Montreal, Canada where the Headquarter of ICAO is located. The Montreal Convention has been effected from September 5, 2003 and the Korean government ratified the convention in 2007. Therefore, the Montreal Convention came in to force in Korea since 2007. This year, 2017, is the 10th anniversary year since the Montreal Convention has taken effect in Korea. However, there are rare cases that argued the Montreal Convention's scope of application and this Article examines the Korean Supreme Court's case that argued the Convention's scope of application. Thus the Article basically analyzes the case from the perspective of the Montreal Convention's scope of application and examines the Montreal Convention's articles related to the air carrier's liability and extent of compensation for damage that occurred from the international carriage by air. Also this Article analyzes the Korean Commercial Act Chapter 6, which regulated the air carrier's liability and the Article tries to make a comparison between the Montreal Convention and the Korean Commercial Act in order to draw some scheme for the betterment of Korean Commercial Act. It is the hope that the Article contribute to the improvement of Korean Commercial Act through the comparison with the chance of the 10th Anniversary of the Montreal Convention in Korea.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.15 no.1
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• pp.38-53
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• 2007

In a seminal judgment of November 2002 (Case C-476/98) relating to the compatibility with Community laws of the 'nationality clause' in the 1996 amending protocol to the 1955 U.S.-German Air Services Agreement, the European Court of Justice(ECJ) decided that the provision constituted a measure of an intrinsically discriminatory nature and was thus contrary to the principle of national treatment established under Art. 52 of the EC Treaty. The Court, rejecting bluntly the German government' submissions relying on public policy grounds(Art. 56, EC Treaty), seemed content to declare and rule that the protocol provision requiring a contracting state party to ensure substantial ownership and effective control by its nationals of its designated airlines had violated the requirement of national treatment reserved for other Community Members under the salient Treaty provision. The German counterclaims against the Commission, although tantalizing not only from the perusal of the judgment but from the perspective of international air law, were nonetheless invariably correct and to the point. For such a clause has been justified to defend the 'fundamental interests of society from a serious threat' that may result from granting operating licenses or necessary technical authorizations to an airline company of a third country. Indeed, the nationality clause has been inserted in most of the liberal bilaterals to allow the parties to enforce their own national laws and regulations governing aviation safety and security. Such a clause is not targeted as a device for discriminating against the nationals of any third State. It simply acts as the minimum legal safeguards against aviation risk empowering a party to take legal control of the designated airlines. Unfortunately, the German call for the review of such a foremost objective and rationale underlying the nationality clause landed on the deaf ears of the Court which appeared quite happy not to take stock of the potential implications and consequences in its absence and of the legality under international law of the 'national treatment' requirement of Community laws. Again, while US law limits foreign shareholders to 24.9% of its airlines, the European Community limits non-EC ownership to 49%, precluding any ownership and effective control by foreign nationals of EC airlines, let alone any foreign takeover and merger. Given this, it appears inconsistent and unreasonable for the EC to demand, $vis-{\grave{a}}-vis$ a non-EC third State, national treatment for all of its Member States. The ECJ's decision was also wrongly premised on the precedence of Community laws over international law, and in particular, international air law. It simply is another form of asserting and enforcing de facto extraterritorial application of Community laws to a non-EC third country. Again, the ruling runs counter to an established rule of international law that a treaty does not, as a matter of principle, create either obligations or rights for a third State. Aside from the legal problems, the 'national treatment' may not be economically justified either, in light of the free-rider problem and resulting externalities or inefficiency. On the strength of international law and economics, therefore, airlines of Community Members other than the designated German and U.S. air carriers are neither eligible for traffic rights, nor entitled to operate between or 'free-ride' on the U.S. and German points. All in all and in all fairness, the European Court's ruling was nothing short of an outright condemnation of established rules and principles of international law and international air law. Nor is the national treatment requirement justified by the economic logic of deregulation or liberalization of aviation markets. Nor has the requirement much to do with fair competition and increased efficiency.