• The Korean Journal of Air & Space Law and Policy
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• v.30 no.2
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• pp.311-336
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• 2015

This article surveys the current international law with respect to RPAS from both the public air law and private air law perspectives. It then reviews current and proposed Australian domestic RPAS regulation while emphasizing the peculiar risks in operation of RPAS; and how they affect concepts of liability, safety and privacy. While RPAS operations still constitute only a small portion of total operations within commercial aviation, international pilotless flight for commercial air transport remains a future reality. As the industry is developing so quickly the earlier the pursuit of the right policy solutions begins, the better the law will be able to cope with the technological realities when the inevitable risks manifest in accidents. The paper acknowledges that a domestic or regional approach to RPAS, typified by the legislative success of the Australian experience, is and continues to be the principal measure to deal with RPAS issues globally. Furthermore, safety remains the foremost factor in present and revised Australian RPAS regulation. This has an analogue to the international situation. Creating safety-related rules is imperative and must precede the creation or adoption of liability rules because the former mitigates the risk of accidents which trigger the application of the latter. The flipside of a lack of binding airworthiness standards for RPAS operators is potentially a strong argument that the liability regime (and particularly strict liability of operators) is unfair and unsuited to pilotless flight. The potential solutions the authors raise include the need for revised ICAO guidance and, in particular, SARPs with respect to RPAS air safety, airworthiness, and potentially liability issues for participants/passengers, and those on the ground. Such guidance could then be adapted swiftly for appropriate incorporation into domestic laws bypassing the need for or administrative burden and time it would take to activate the treaty process to deal with an arm of aviation that states know all too well is in need of safety regulation and monitoring.

• The Korean Journal of Air & Space Law and Policy
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• v.20 no.1
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• pp.9-43
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• 2005

The Korean government established her first "National Space Program" in 1996, and revised it in 2000 and 2005. As embedded in the National Space Program, Korea aims to become one of the world's top countries in space technology by 2010. All of 13 satellites are planned to be put into orbit as schematized, which include 7 multi-purpose satellites, 4 science satellites and 2 geostationary orbit satellites. The Space Center in Korea is to be built at Woinara-Do, Bongrae-Myon, Koheung-Goon, Junlanam Province on the southern coast of the Korean peninsular. The first phase of the construction of the space center will be finished by 2007 for launch of KSLV-l. This will make Korea be the 13th advanced country in space development having a launching site in the world. The "Space Center" will serve as the infrastructure for the development of space technology and related technology, and plan to launch a low earth orbit satellite in 2007. A second science satellite made in Korea will be launched from the space center by 2007. From 2010, the center will be operated on a commercial basis operating launch facilities for low-to mid-altitude orbit satellites. Since the 'Aircraft Industry Promotion Act' was replaced by the 'Aerospace Industry Development Promotion Acf of 1987, this Act had been amended seven times from 1991 year to 2004. Most of developed countries has been enacted the space law including the public or private items such as an (1)DSA, (2)Russia, (3)the United Kingdom, (4)Germany, (5)France, (6)Canada, (7)Japan, (8)Sweden, (9)Australia, (10)Brazil, (11)Norway, (12)South Africa, (13)Argentina, (14)Chile, (15)Ukrainian etc. As the new Space Exploration Promotion Act was passed by the resolution of the Korean Congress on May 3, 2005, so the Korean government has made the public proclamation the abovementioned Act on May 31, this year. This Act takes effect on December 1, 2005 after elapsing six months from the date of promulgation. The main contents of Space Exploration Promotion Act of 2005 is as the following (1)establishing a basic plan for promoting space exploration, (2)establishment and function of national space committee, (3)procedure and management of domestic and international registration of space objects, (4)licensing of launch by space launch vehicles, (5)lability for damages caused by space accidents and liability insurance, (6) organizing and composition of the space accident investigation committee, (7)Support of non-governmental space exploration project, (8)Requesting Support and Cooperation of Space Exploration, (9)Rescue of Astronauts and Restitution of Space Objects, etc.. In oder to carry out successfully the medium and long basic plan for promoting space exploration and to develope space industry in Korea, I think that it is necessary for us to enlarge and to reorganize the function and manpower of the Space Technology Development Division of the Ministry of Science & Technology and the Korea Aerospace Research Institute. Korea has been carrying out its space program step by step according to the National Space Program. Korea also will continually strengthen the exchange and cooperation with all the countries in the world under the principle of equality, friendship relations and mutual benefits. Together with all other peoples around the globe, Korea will make due contribution towards the peaceful utilization of space resources and promotion of human progress and prosperity.

• Korean Journal of Construction Engineering and Management
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• v.1 no.3 s.3
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• pp.101-107
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• 2000

On 1 July, 2000, the Ministry of Construction and Transportation announced the Earned Value Management System(EVMS) will be applied in public sector soon. However the arguments over the EVMS applied to our unique construction environment still exist and create strong concerns and worries among some experts it would be another mistakes proposed by the government. We do know the EVMS comes from C/SCSC which was first released by the United States Department of Defense in December 1967, and proved very powerful and efficient project management tool from a lot of practices. Although it is an excellent tool, we can not ignore our many experienced failures appling foreign system due to the differences of construction culture and law between the Korean and US construction industries. The purpose of the EVMS's success in Korea, therefore, this paper tests and proves the EVMS's adaptability and credibility to our construction environment by EAC model, that is one of the most important functions in the EVMS, using very scare EV data of the Korean construction projects.

• Korean Architects
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• no.12 s.332
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• pp.34-42
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• 1996

우리 협회는 지난 11월 26일 오후 2시 협회 대강당에서 '건축설계의 국제경쟁력 확보 및 전문화 방안'을 주제로 토론회를 개최하였다. WTO출범과 건축설계시장개방 등 급격한 대내ㆍ외적 환경변화에 처해 있는 우리 건축계의 국제경쟁력 확보 방안을 마련하기 위해 열린 이날 토론회에서는 경쟁력 확보를 위해 건축설계사무소마다 다양한 전문분야를 확보하고, 건축설계 생산성 향상을 위해 설계업계와 구조, 설비 등 관련 전문분야가 협력체제를 구축해야 하며, 건축의 상품성과 문화예술성이 함께 고려된 건설관련 법안이 마련돼야 한다는 주장이 제기됐다. 이날 서울시립대 최찬환교수는 '건축설계의 경쟁력 확보 방안'이란 주제발표를 통해 해외건설업계의 국내진출에 대응하기 위해서는 설계사무소가 전문성과 효율성을 확보해야 한다고 강조하면서 전문영역을 크게 주거, 상업시설, 공공시설, 교육문화시설, 사회복지시설, 교통 및 운수시설 등으로 구분하였다. 최교수는 또 외국업체에 의한 국내시장 잠식을 막고 우리가 해외에 진출하기 위해서는 해외건설업체와 협력해 정보와 기술, 경험 등을 지원받아야 하고 R&D에 대한 투자를 적극적으로 해야한다고 강조했다. 이어 '건축설계의 전문화'에 대해 주제발표를 한 강원대 박경립 교수는 국내 건설관련문제점 개선과 대외경쟁력 강화를 위해 현재 입법추진되고 있는 건설산업기본법이 건축설계의 독자성과 전문성을 고려하지 않고 있다고 지적하면서 이에 대한 보완필요성을 제기하였다. 박교수는 또한 건축설계분야가 갖고 있는 전문성과 함께 '건축문화'라는 사회문화적 측면의 중요성이 인식돼야 한다며 건축의 상품성과 문화예술성이 함께 고려된 건설관련 법안이 마련돼야 한다고 지적했다. 박교수는 이밖에도 사회발전에 따른 새로운 전문영역의 개발로 실내 설계와 도시설계를 예로 들었으며 정보화에 맞게 고도의 전문성을 바탕으로 Network체계를 구축하고 그 핵심은 건축사협회에 정보Network를 구축하여 활용하는 것이라고 제안했다. 한편 주제발표 후에는 약 3시간여에 걸쳐 이문보(동국대 교수), 손세관(중앙대 교수), 이병담(현대산업개발 부사장), 김인호(국방부 건설기술과장), 유경철(삼육건축사사무소 대표), 이관영(본 협회 이사)씨 등 건설ㆍ건축관계자들이 참가한 종합토론이 이어졌다. 이 자리에서는 사회의 인식에 앞서 건축계 내부적으로 전문성과 효율성의 확보에 나서야 한다는 의견과 함께 무한경쟁속에서 우리 건축설계의 경쟁력을 높일 수 있다는 다양한 의견들이 제기되었다. 본지에서는 이번 토론회의 주제발표 내용을 요약 정리하여 게재한다.

• Proceedings of the Korean Society of Disaster Information Conference
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• 2017.11a
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• pp.257-259
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• 2017

최근에 국내에서 입법된 "지하안전관리에 관한 특별법"의 지하안전영향평가 등에서 지하매설물 및 굴착공사 관리의 중요성을 강조하고 있지만, 아직까지는 지하를 개발함에 있어 지반의 안전과 관련된 사항은 미흡한 실정으로 도심지 지반침하( Sinkhole) 현상이 매년 증가하고 있다. 그리고 지반침하(Sinkhole)는 발생이 될 경우 인명피해는 물론 도로나 주변 건물들에 막대한 피해를 줄 수 있는 소지가 충분한 대상으로 사료됨에도 불구하고 이러한 현상을 건설현장에서 심각하게 받아들이는 분위기는 어느 곳에서도 감지되지 않는다. 다만 정부부처나 공공기관에서 국회차원의 지대한 관심에 부응하여 이에 대해 광범위한 연구와 조사에 막대한 예산을 투입하여 다방면에서 진행되고 있는 것으로 파악되고 있다. 또한 이러한 연구결과의 자료를 근거로 하여 지반침하 사고의 주요 원인을 조사해본 결과 상하수도관 손상과 무리한 인접굴착공사 및 대부분의 대형건축공사 현장에 채택되고 있는 부력방지 대책의 일환인 영구배수공법의 무분별한 적용을 들 수 있었다. 이러한 상황에서 그 중 비용과 난이도를 고려현장에서 용이하게 저감할 수 있는 방법인 영구배수공법을 선정하여 영구배수공법의 이론적 고찰과 공학적 타당성(구조체 부상방지 안전성 검토기준)을 연구하여 무분별한 영구배수공법 적용으로 지반침하(Sinkhole)가 발생하는 것을 막아 인명피해와 도로나 구조물의 안전성을 확보하고 나아가 영구배수공법 적용으로 항구적 발생하는 천문학적인 유지관리비의 절감이 목적이다.

• Journal of Satellite, Information and Communications
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• v.12 no.2
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• pp.71-78
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• 2017

A network neutrality is the concept that ISP assures users non-discrimination, interconnection, accessibility for ensuring users without control or interference of equal services in the network. But today a network traffic is growing rapidly in sensitive buffering services as P2P service diffusion and mass video stream service. To manage this problem, ISP violates a net neutrality by control, change and interfere with service. And then the debate about net neutrality is happening. Therefore in this paper, we compare and analyze net neutrality principles, concepts, and legislative policy in the native and foreign. Based on this, we suggested the issues and improvement plan of net neutrality guard line.

• 한국벤처창업학회:학술대회논문집
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• 2022.11a
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• pp.209-215
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• 2022

디지털 전환(Ditigal Transformation)이 가속화되고 있는 가운데 소프트웨어는 변화를 이끄는 주요한 기반 기술로 자리매김했다. 이러한 흐름에 따라 정부도 미래 국가경쟁력 확보를 위한 국가 디지털 정책 로드맵을 발표하며 다양한 정책을 추진하고 있다. 성공적이고 지속 가능한 디지털 전환을 위해 정부와 민간이 함께 힘을 모으고 걸림돌이 될 수 있는 규제와 같은 요인에 대해서도 해결책을 찾아야 한다. 많은 규제 중에서 해결이 필요한 부분 중 하나는 국내 공공부문 소프트웨어 시장에 적용 중인 대기업 참여제한 제도가 있다. 제도가 시행된 이후부터 다양한 의견이 엇갈리고 특히 기업규모에 따른 이해당사자 간 사회적 갈등이 해결되지 않는 모습이다. 그동안 제도의 실효성과 영향도를 확인하고자 하는 여러 시도가 있었지만 보다 종합적인 관점에서 조망 가능한 검토는 이루어지지 않고 있다. 본 연구의 목적은 이러한 검토를 제공하고 이를 바탕으로 향후 대기업 참여제한 제도와 관련된 연구에서 추구해야 할 방향을 파악하는 것을 목적으로 한다. 제도의 입법이 시작된 2012년 이후부터 현재까지의 관련 문헌을 검토한 결과, 제도의 취지에 부합하는 중소기업 시장 참여 및 외형 성장 증가의 측면에서 긍정적인 부분이 확인된 반면 수익성 및 품질 저하, 시장구조 왜곡으로 인한 산업 전체 경쟁력 저하, 제도의 법리적 문제점 등 부정적인 부분이 다수 확인되었다. 종합적으로는 부정적인 영향 또는 제도에 대한 지적이 더욱 많은 것으로 나타났고 제도의 유지, 철폐 등의 향후 제도의 운영 방향에 대해서도 전반적인 연구에서 유지 보다는 철폐 또는 전면 개선 등의 의견이 다수를 이루었다. 이와 같은 결과를 토대로, 본 연구에서는 건전한 산업 생태계 조성을 통한 소프트웨어 경쟁력 강화를 위한 향후 연구 방향을 제시하고자 한다.

• The Journal of the Korea Contents Association
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• v.16 no.12
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• pp.60-69
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• 2016

Korean management agency and production's size is bigger than ever applying diversification strategy since the Korean Wave started in 2000. Thus, the cross-ownership between two sectors is widespread and it's side effect such as unfair trading occurred among them. Came up with this problem, this study has focused on the analysis of the cross-ownership status of the entire Korean listed agencies and productions and the quest of the alternatives to solve the problem through in-depth interviews of the stakeholders and experts. Results showed that the horizontal regulation and American regulatory systems should be applied considering the previous law because the cross-ownership level was so high. In conclusion, it was proposed three regulatory models as follows : first, accept the cross-ownership and prohibit casting their contracted actors in their art, second, ban on the cross-ownership and allow mutual investment within a 10 to 20 percent stake, third, blanket ban on the cross-ownership and investment.

• The Korean Journal of Air & Space Law and Policy
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• v.23 no.1
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• pp.3-32
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• 2008

In proportion to recent developments in aviation technology and growth of the air transport market, the risk of damages to third parties caused by aircrafts and the likelihood of unlawful interference on an aircraft in flight has grown larger. The war risk insurance market was paralyzed by the 9/11 terror event. And if another event on the scale of 9/11 occurs, compensations for third party damages will be impossible. Recognizing the need to modernize the existing legal framework and the absence of a globally accepted authority that deals with third party liability and compensation for catastrophic damage caused by acts of unlawful interference, the ICAO and various countries have discussed a liability and compensation system that can protect both third party victims and the aviation industry for the 7 years. In conclusion, in order to provide adequate protection for victims and the appropriate protection for air transport systems including air carriers, work on modernizing the Rome Convention should be continued and the new Convention should be finalized in the near future. Korea has not ratified the relevant international treaties, i.e. Rome Convention 1933, 1952 and 1978, and has no local laws which regulate the damage caused by aircraft to third parties on land. Consequently, it has to depend on the domestic civil tort laws. Most of the advanced countries in aviation such as the United States, England, Germany, France and even China, have incorporated the International Conventions to their national air law and governed carriers third party liability within their jurisdiction. The Ministry of Justice organized the Special Enactment Committee for Air Transport chapter under Commercial Law. The Air Transport chapter, which currently includes third party liability, is in the process of instituting new legislation. In conclusion, to settle such problems through local law, it is necessary to enact as soon as possible domestic legislation on the civil liability of the air carrier which has been connected with third party liability and aviation insurance.

• Journal of Navigation and Port Research
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• v.26 no.5
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• pp.505-510
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• 2002

Bans on TBT based antifouling paints have been drafted since 1998 by meetings 42, 43, 45 and 46 for the MEPC (Marine Environmental Protection Committee) of the International Marine Organization, and decided finally at a Diplomatic Conference of IMO in October 2001. It was a key issue that there should be a global prohibition on the application of organo-tin compounds as biocides in Anti-fouling systems by Jan. 2003, and a complete prohibition on the presence of organo-tin compounds on ships by 1 Jan. 2008. This paper suggests a method to design International Anti-fouling system cretificate, Record of anti-fouling system, Endorsement of the Records, Declaration on Anti-fouling System, Port State Control and reform(legislative) associated a law.