• The Korean Journal of Air & Space Law and Policy
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• v.33 no.1
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• pp.227-260
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• 2018

Recently, as the use of drones increases, the risk of drone accidents and third-party property damage is also increasing. In Korea, due to the recent increase in drone use, accidents have been frequently reported in the media. The number of reports from citizens, and military and police calls regarding illegal or inappropriate drone use has also been increasing. Drone operators may be responsible for paying damages to third parties due to drone accidents, and are liable for paying settlements due to illegal video recording. Therefore, it is necessary to study the idea of providing drone insurance, which can mitigate the liability and risk caused by drone accidents. In the US, comprehensive housing insurance covers damages caused by recreational drones around the property. In the UK, when a drone accident occurs, the drone owner or operator bears strict liability. Also, in the UK, drone insurance joining obligation depends on the weight of the drones and their intended use. In Germany, in the event of personal or material damage, drone owner bears strict liability as long as their drone is registered as an aircraft. Germany also requires by law that all drone owners carry liability insurance. In Korea, insurance is required only for "ultra-light aircraft use businesses, airplane rental companies and leisure sports businesses," where the aircraft is "paid for according to the demand of others." Therefore, it can be difficult to file claims for third party damages caused by unmanned aerial vehicles in personal use. Foreign insurance companies are selling drone insurance that covers a variety of damages that can occur during drone accidents. Some insurance companies in Korea also have developed and sell drone insurance. However, the premiums are very high. In addition, drone insurance that addresses specific problems related to drone accidents is also lacking. In order for drone insurance to be viable, it is first necessary to reduce the insurance premiums or rates. In order to trim the excess cost of drone insurance premiums, drone flight data should be accessible to the insurance company, possibly provided by the drone pilot project. Finally, in order to facilitate claims by third parties, it is necessary to study how to establish specific policy language that addresses drone weight, location, and flight frequency.

• The Korean Journal of Air & Space Law and Policy
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• v.23 no.2
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• pp.67-92
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• 2008

The purpose of this paper is to research the requirements and effect of the document of carriage in respect of the carriage of cargo by air under the Montreal Convention of 1999, IATA Conditions of Carriage for Cargo, and the judicial precedents of Korea and foreign countries. Under the Article 4 of Montreal Convention, in respect of the carriage of cargo, an air waybill shall be delivered. If any other means which preserves a record of the carriage are used, the carrier shall, if so requested by the consignor, deliver to the consignor a cargo receipt. Under the Article 7 of Montreal convention, the air waybill shall be made out by the consignor. If, at the request of the consignor, the carrier makes it out, the carrier shall be deemed to have done so on behalf of the consignor. The air waybill shall be made out in three original parts. The first part shall be marked "for the carrier", and shall be signed by the consignor. The second part shall be marked "for the consignee", and shall be signed by the consignor and by the carrier. The third part shall be signed by the carrier who shall hand it to the consignor after the goods have been accepted. Under the Article 5 of Montreal Convention, the air waybill or the cargo receipt shall include (a) an indication of the places of departure and destination, (b) an indication of at least one agreed stopping place, (c) an indication of the weight of the consignment. Under the Article 10 of Montreal Convention, the consignor shall indemnify the carrier against all damages suffered by the carrier or any other person to whom the carrier is liable, by reason of the irregularity, incorrectness or incompleteness of the particulars and statement furnished by the consignor or on its behalf. Under the Article 9 of Montreal Convention, non-compliance with the Article 4 to 8 of Montreal Convention shall not affect the existence of the validity of the contract, which shall be subject to the rules of Montreal Convention including those relating to limitation of liability. The air waybill is not a document of title or negotiable instrument. Under the Article 11 of Montreal Convention, the air waybill or cargo receipt is prima facie evidence of the conclusion of the contract, of the acceptance of the cargo and of the conditions of carriage. Under the Article 12 of Montreal Convention, if the carrier carries out the instructions of the consignor for the disposition of the cargo without requiring the production of the part of the air waybill or the cargo receipt, the carrier will be liable, for any damage which may be accused thereby to any person who is lawfully in possession of that part of the air waybill or the cargo receipt. According to the precedent of Korea Supreme Court sentenced on 22 July 2004, the freight forwarder as carrier was not liable for the illegal delivery of cargo to the notify party (actual importer) on the air waybill by the operator of the bonded warehouse because the freighter did not designate the boned warehouse and did not hold the position of employer to the operator of the bonded warehouse. In conclusion, as the Korea Customs Authorities will drive the e-Freight project for the carriage of cargo by air, the carrier and freight forwarder should pay attention to the requirements and legal effect of the electronic documentation of the carriage of cargo by air.

• Journal of Digital Convergence
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• v.13 no.8
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• pp.281-288
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• 2015

The container terminals use convergence technology that exchange information for cargo work, using wireless communication between the TOS(Terminal Operations System) and the handling equipments(CC, TC, YT). But if the container cargoes pile up high in the container yard, delayed cargo work and cargo working list information error happen because of communication dead spots(the worker can not receive the information) which wireless communication is disconnected. At this time the driver of the yard tractor(YT) must be able to recognize the communication state. If then, delayed cargo work and cargo working list information errors that occur in the shaded communication area can be avoided, and can process the delayed work due to wireless communication break. In this project, we have built wireless communication environment to increase the efficiency of the loading and unloading operations which the operator can respond actively, when the work is delayed and work orders result in errors. That is, the flow of the wireless communication module has been changed.

• The Journal of the Institute of Internet, Broadcasting and Communication
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• v.16 no.6
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• pp.43-54
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• 2016

The occurrence of cyber crime is on the rise every year, and the security control center, which should play a crucial role in monitoring and early response against the cyber attacks targeting various information systems, its importance has increased accordingly. Every endeavors to prevent cyber attacks is being attempted by information security personnel of government and financial sector's security control center, threat response Center, cyber terror response center, Cert Team, SOC(Security Operator Center) and else. The ordinary method to monitor cyber attacks consists of utilizing the security system or the network security device. It is anticipated, however, to be insufficient since this is simply one dimensional way of monitoring them based on signatures. There has been considerable improvement of the security control system and researchers also have conducted a number of studies on monitoring methods to prevent threats to security. In accordance with the environment changes from ESM to SIEM, the security control system is able to be provided with more input data as well as generate the correlation analysis which integrates the processed data, by extraction and parsing, into the potential scenarios of attack or threat. This article shows case studies how to detect the threat to security in effective ways, from the initial phase of the security control system to current SIEM circumstances. Furthermore, scenarios based security control systems rather than simple monitoring is introduced, and finally methods of producing the correlation analysis and its verification methods are presented. It is expected that this result contributes to the development of cyber attack monitoring system in other security centers.

• Journal of Forest and Environmental Science
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• v.23 no.2
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• pp.109-118
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• 2007

This study was conducted to provide the fundamental data of the policy plan for the security of forestry labour and the revitalization of forestry mechanization by analysing the status of forestry labor and the training plan. In forestry, the total number of employer and the labour cost have slightly increased annually, but the number of employer for timber harvesting has decreased. Therefore, the organization of expert forestry mechanization unit and the training of operator will be necessary. The number and person of forest management unit, the working days of the year and income have increased in Korea. However, the working days per month of forest management unit were only 15 days, which are only 180 days per year. In the results of the calculated number and person of forest management unit for the Korean forest tending volumes, about 349 forest management units are required. In case of adjusting 12 persons per 1 unit, 4,185 persons are required. In calculated results of the optimum forestry mechanization unit and member's number by the adjusting of tower yarder harvesting system for annual timber harvesting production volume, it was known to necessary the 250 forestry mechanization unit and the 1,250 members which are calculated at 5 persons per 1 group.

• Journal of Navigation and Port Research
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• v.33 no.3
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• pp.199-206
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• 2009

Since Emma Maersk, which is a container vessel capable of holding a freight capacity of 11,000 TEU, was launched early last year, the appearance of the ULCS (Ultra Large Container Ship) will be expected in 5 years. That requires the high productivity, the high technology, the automation, and the high efficiency in port operations. GTO (Global Terminal Operator) and port equipment companies are striving for the prior occupation of the port market and the development of the port technology. Within the country, however, there has been few systematic, analytic, and detailed technology road map, and the effective execution of the development policy for the port technology and the activation of port industries has not been achieved. In this study, we deduces the development subject of the domestic port technology and analyzes the priority of them. In conclusion, we establishes the macro technology road map and the product-related road map for container ports in Korea.

• Journal of Korea Entertainment Industry Association
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• v.14 no.5
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• pp.131-146
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• 2020

This research is based on social flow that is in need of sports welfare that diagnoses the delivery system of sports program pass that is typical business of national sports welfare services and operation structure, and analyze the supplier, operator, beneficiary and all that is related to business from multilateral aspects, therefore seek for operation systems for provision systems of sports welfare services. To clearly grasp the operating mechanisms of service provision system that is happening in real field, there were in-depth interview done by the 18 people of suppliers, operators, and beneficiaries that are the main participants of business, and through which drew an ideal agreed point for sports welfare services to get in the right direction. The result of this study is as following: First, based on the limited government budget for the compilation of budget for the business of sports welfare services it is found that there is need of constructing a pragmatic service provision system that can bring maximum of efficiency. Second, voucher that was introduced for market logic application and greater transparency of the business of sports welfare services has a complex structure that it is in need of simplification of structure which that is well fit with its characteristics. Third, for convenience enlargement in administration and management, make management policy of provision system be reflected and therefore enlarge the independence of management and secure the power of negotiation regarding fee savings through centralized budget management.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.6
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• pp.946-954
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• 2022

More than half of barges have been surveyed and designated as an "unmanned barge". The main advantage of the unmanned barge is that it can carry more cargo equivalent to 25 percent of freeboard compared to that of a manned barge. In contrast, it needs an onboard crew barge because the bargeman is in charge of several tasks during sailing such as mooring or unmooring barges to or from a wharf, dropping and heaving up an anchor and turning on and of navigational lights and shapes. The instant recognition is that a tug assume the responsibility of operating a barge; however, different situations exist in which the shipper, as the operator of the barge, hires a tug. Although a tug might be a carrier of a barge under a specific contract, the master of the tug should fulfill his duty to complete its voyage. Most masters are not provided with the particulars of a barge and the information regarding the bargemen onboard, which is believed not to respect the master's authority and lead to an unintended violation of relevant laws. This paper presents three recommendations for resolving these issues: the policy approach for changing unmanned barges to manned barges, issuing a minimum safe manning certificate, and providing the master of tug information on the barge and the crew onboard. Thus, the proposed approach can be expected to improve the crew's working conditions, diminish the violation of the maximum number of persons onboard the barge, and ensure the authority of the master of tug through such recommendations.

• Journal of Digital Convergence
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• v.19 no.11
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• pp.167-180
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• 2021

The purpose of this study is to present a framework of the MyData business ecosystem that shows a different pattern from the previous one by the MyData concept and to define the characteristics of actors participating in the ecosystem. Because MyData is an individual exercising sovereignty over his or her data, there is a characteristic that the individual participates as a key actor in the business. In other words, MyData Operators participate in the MyData business ecosystem to help individuals who own MyData, MyData creating business and MyData using business, among them, manage their own data. Therefore, this study conducts a case study of domestic and foreign MyData businesses to revitalize the domestic MyData industry. In particular, the business model of 45 cases of overseas MyData operators was analyzed and classified into 7 types of 4 groups. And through this, the importance of the role of MyData Operator in the MyData industry ecosystem is confirmed and a developmental ecosystem model is proposed.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.1
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• pp.175-204
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• 2018

Recently, the aviation leisure business has been legislated, and related industries have become active base with increasing the light sports aircraft within the legislation system. However, in the light sports aircraft safety problem, it is often mentioned that the flight is in violation of the regulations, the lack of safety consciousness of the operator and lack of ability, and the personal operators have a risk of accident of light aircraft such as insufficient safety management and poor maintenance. At present, the maintenance of light sports aircraft is carried out by the A & P mechanic in accordance with the relevant laws and regulations, but it is difficult to say that it is equipped with qualification and expertise. It is not a legal issue to undertake light sports aircraft maintenance work on the regulation system. However, the problem of reliability and appropriateness is constantly being raised because airplanes, light sports aircraft, and ultra-light vehicle are classified and serviced in a legal method. Although legal and institutional frameworks for light sports aircraft are separated, much of it is stipulated in the aviation law provisions. Light sports aircraft maintenance work also follows the current aircraft maintenance system. In the United States, Europe, and Australia where General Aviation developed, legal and institutional devices related to maintenance of light aircraft were introduced, and specialized maintenance tasks are covered in the light aircraft mechanics system. As a result of analysis of domestic and foreign laws and regulations, it is necessary to introduce the qualification system for maintenance of light aircraft. In advanced aviation countries such as the United States, Europe, and Australia, a light sports aircraft repairman system is installed to perform safety management. This is to cope with changes in the operating environment of the new light sports aircraft. This study does not suggest the need for a light aircraft repairman system. From the viewpoint of the legal system, the examination of the relevant laws and regulations revealed that the supplementary part of the system is necessary. It is also require that the necessity of introduction is raised in comparison with overseas cases. Based on these results, it is necessary to introduce the system into the light aircraft repairman system, and suggestions for how to improve it are suggested.