• Korean Security Journal
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• no.12
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• pp.245-269
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• 2006

The suggestions that follow are about the device to assure the effectiveness of administrational regulation and supervision in Korean private security. First, government clearance should be reinforced. For this it is necessary that the qualification for security dealer-careers and academic backgrounds with security etc.- should be elucidated in Security Law. Also it should be achieved to increase the capital fund and to keep security guards for insuring substitutional manpower. Second, after legal permission governmental supervision should be done in quality by means of setting up the competent institutions independently. Third, the punishment for obtaining security license mendaciously, carrying out illegal or unfair task and assigning Security Guard Supervisors expediently should be strengthened. Also to prevent expedient acts it is necessary to prescribe illegal or unfair acts in the concrete in Security Law and violators should be legally responsible. Fourth, to lay the foundation for security industry itself and make up for perfunctory governmental direct System for Professional License (of private security guard) should come into effect.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.50
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• pp.27-59
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• 2011

This article attempts to describe and analyze the rules on the service provider's duty to provide his service in conformity with the contract under the Draft Common Frame of Reference (here-in-after DCFR), which are applied to construction, storage, design and factual information contracts. It categorizes such rules in accordance with the requirements of conformity with the contract, the time when the service provided must be in conformity with the contract, and the exemptions of the service provider's duty. On the basis of such categorization, it examines the rules on the service provider's duty in each type of service contract under the DCFR. By doing so, it seeks to figure out how the members of EU compromised on the various issues of the service provider's duty under the DCFR which is regarded as the first uniformed legislation in the area of the service contract. This may provide some guidance to the legislators of domestic law for their amendment or interpretation of their laws. In addition to them, this article also seeks to point out problems in terms of their interpretations and gaps in their rules to cover various aspects of non-conformity and put forward some solutions for such problems and gaps.

• 월간 기계설비
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• s.302
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• pp.82-86
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• 2015

정부는 건설산업기본법 일부 개정안을 지난 8월 11일 공포했다. 개정된 건산법은 앞으로 수급인이 일방적으로 하도급계약을 해제 해지하면 계약이행보증금 지급을 요청할 수 없고 하도급공사에 추가 변경사유가 발생한 경우 그 내용과 금액, 기간 등을 명시한 서면을 교부하도록 의무화했다. 한편 하자담보책임기간은 원칙적으로 법정기간으로 하되, 공사특성 등을 고려해 도급계약에서 따로 정할 수 있도록 하는 한편, 그동안 논란이 됐던 '완공일'의 개념도 '목적물의 관리 사용을 개시한 날과 준공검사를 완료한 날 중에서 먼저 도래한 날'로 명확히 규정했다. 이밖에 건설 관련 법령의 이해도 및 윤리의식 제고를 위해 신규 건설업자에 대한 교육제도를 신설하였으며, 건설 관련 공제조합 운영위원 수 상한을 확대하여 보다 많은 대표성 있는 조합원이 운영위원회에 참여할 수 있도록 했다. 개정된 건설산업기본법은 2016년 2월 12일부터 시행된다.

• 월간 기계설비
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• s.276
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• pp.56-62
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• 2013

정부는 건설현장에서 발생하는 다양한 형태의 불공정 관행을 개선하고 공정한 건설환경을 조성하기 위해 지난 6월 14일 '건설산업 불공정 거래관행 개선방안'을 발표했다. 개선방안은 하도급계약의 공정성을 높이기 위해 불공정 하도급계약을 무효화하고 발주자가 하도급계약을 의무적으로 점검토록 했다. 또한 건설하도급 외상매출채권 담보대출로 인한 하도급업체의 피해를 줄이기 위해 보험 보증 등을 통한 보호를 강화하는 방안도 담겼다. 이와함께 주계약자 공동도급 발주공사를 적극 발굴하여 원 하도급업체 간 수평적 협력관계 정착을 유도키로 했다. 정부의 이같은 개선방안은 그동안 대한설비건설협회가 정홍원 국무총리를 비롯하여 서승환 국토부 장관 등 관계부처와의 간담회와 관계요로에 수시로 건의한 결과 정부가 이를 적극 수용하여 마련된 것이다. 이로써 설비건설업계는 공공공사 분리발주 법제화와 함께 적극 추진하였던 주계약자 공동도급 활성화, 불공정하도급 관련 제도의 대폭적인 개선으로 경영환경이 크게 개선될 것으로 기대된다. 대한설비건설협회 김경회 총괄본부장은 "협회의 건의사항이 대폭 반영된 만큼 개선방안이 실효를 거둘 수 있도록 더욱 노력할 계획"이라고 밝혔다.

• Journal of Korea Port Economic Association
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• v.26 no.3
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• pp.92-113
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• 2010

The purpose of this study aims to analyse the implied terms of safe berth under Voyage charterparty with the Rebon case. Where the safety of the berth is warranted, but not the safety of the port, then the charterer's obligation is to nominate a berth which can be approached safely from within the port and which was itself, save insofar as affected by hazards or risks which affect the port as a whole or all of the berths within it. This case is an appeal from an order made by the judge dismissing an appeal from a final declaratory award on preliminary issues made by arbitrators. The judge expressed the question for decision somewhat differently as follows: if a specific load port is named in a voyage charterparty and there are several possible berths within that port to which a vessel could be directed to load by the charterers and there is no express warranty in the charterparty of the safety of either the port or the berth to which the vessel is to be directed by the charterers, is the charterparty subject to an implied term that the charterers must nominate a safe berth at that load port?

• Journal of the Korean Institute of Landscape Architecture
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• v.39 no.2
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• pp.91-102
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• 2011

This study was carried out to analyze the problems on several steps of the establishment of the Nature Ecological Forest in Yeouido Park, Seoul, and also to suggest improved approaches on each step. For execution drawing, planting models and plans seemed to be uncertain, and the quantity and size of planting trees seemed to be impractical. For construction, the woody plants planted on the site were different in species and size from the planting plan. Ecological planting was somewhat limited because of the inappropriate soil properties. For management, replacement of the dead trees was not executed properly, and no management scheme was prepared after the replacement period. We suggested improved approaches for the establishment of ecological forests in urban areas as follows: for execution drawing, overstory, understory and herbaceous ground cover layers should be composed based on standard plant community structures. Trees that are available from tree markets should be specified in the planting plan. For construction, trees for planting need to be tagged to identify species and size. When tree species and size are changed, they should be checked to ensure that they are proper to the plant community model. Soil information should be collected to check that they fit the target plant community model. For management, the proper amount of trees needs to be specified in the planting plan by applying regular discount rates, especially for trees supplied from the government sector. The replacement period should be extended from two years to five years. The change of plant communities should be monitored during first five years after establishment.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.69
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• pp.407-426
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• 2016

The Marine Insurance Act 1906 (MIA 1906) has been a successful piece of legislation, having rarely been amended and having established, or served as an influence in the development of, the basis of marine insurance legislation in several countries. However, it has been recognised that some parts of the MIA 1906 have begun to show their antiquated nature, especially where established principles which were once thought to reflect undoubted propositions of law are now being openly criticised. Since 2006, the Law Commission and Scottish Law Commission (the 'Law Commissions') have been engaged in a major review of insurance contract law, finally leading to the Insurance Act 2015. The Insurance Act 2015 received Royal Assent on 12 February 2015, and was based primarily on the joint recommendations of the Law Commissions. The 2015 Act made substantial changes to several main areas of marine insurance law & practice: (i) the replacement of the pre-contractual duty of disclosure with a duty to make a "fair presentation of the risk"; (ii) the abolition of the "insurance warranty" under the Marine Insurance Act 1906, s.33, and provision of a new default remedy of suspension of liability until the breach is cured; (iii) partial codification of the fraudulent claims rule in insurance contract law, etc. The Act did not provide for any new statutory duty for insurers to investigate or pay claims in a timely fashion, although this may be revisited in the next Parliament. Moreover, the Law Commissions have reopened their consideration of the doctrine of insurable interest. The 2015Actmay not then signal the end of the legislative programme in this area.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.1
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• pp.81-120
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• 2018

To promote the aviation safety reporting system that is operated to enhance aviation safety and to utilize related information, it should first be preceded by standards for non-punishment and data protection. It is because the purpose of collection and analysis of aviation safety related data through the aviation safety reporting system is to prevent recurrence of accidents by investigating their causes through collection and analysis of diverse types of information related to aviation safety. Both mandatory and voluntary reporting systems are in operation for aviation safety under the current Aviation Safety Act. It is said that they were introduced to survey causes for accidents and to prevent recurrences. In fact, however, it is hard to expect active implementation of the reporting system for aviation safety unless the reporters are firstly exempted from punishment. Therefore, the system should be improved so that it can satisfy its purpose and the purposes of data collection concerning aviation safety through examination of the purposes of the reporting system. One of the matters that needs to be considered to promote the reporting system should be the scope of aviation safety hindrances presupposed under the current institution. The voluntary aviation safety reporting system differs from the systems of ICAO or the key advanced countries, including the USA and the UK as it limits the target accidents subject to reporting to minor aviation safety hindrances only. That being said, improvements should be made by requiring mandatory reporting of aviation safety hindrances based on their severity while recognizing a greater variety of aviation safety concerns like international standards. Safety actions and sharing of information based on collection and analysis of diverse data related to aviation safety will greatly contribute to enhance aviation safety as the purposes of the reporting system are to explore causes for accidents and to prevent their recurrences. What is most important in this regard is strict data protection and non-punishment principles; compliance with them should be secured. We can hardly expect the successful operation of the system unless the reporter is exempted from punishment and the relevant data is protected as promotion of voluntary reporting is an essential factor for enhancing the safety culture. Otherwise, the current system may induce hiding of relevant facts or data to evade punishment. It is true that the regulation for enhancing safety tends to have limitations or blind spots; nevertheless, it should still be enforced strictly and completely. Technological progresses and mistakes of operators appear in different forms based on individual cases. The consequential damages may amount to a truly severe level. Therefore, we have studied and suggested to the methods of activiation and amendments on the aviation safety reporting system, which is referred for one of the proactive safety management systems. The proposed improvement of the reporting system and introduction of non-punishment for collection of aviation safety data for deploying a preemptive prevention system would serve as the backbone for enhancing aviation safety in Korea.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.2
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• pp.169-197
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• 2018

The purpose of this study is to present a reasonable and concrete standard for the Korean aviation insurance compulsory subscription system. Through this, we aim to improve the current revision of laws and regulations, and ultimately create an environment in which the safety and property of the Korean people who use aircraft with appropriate aviation insurance can be secured. In particular, by reviewing the aviation business law and its new laws and regulations enacted in 2017, the legislative improvement direction of aviation insurance will be proposed. In order to maintain the continuous growth of the air transportation industry and to make amicable compensation for the victims, considering the characteristics of the total accident, instantness, and giganticness of air accidents in which a lot of people and property are lost in the event of an accident, adequate insurance coverage is essential. In this respect, the compulsory insurance to amend the principle of freedom of contract, which is the great principle of the modern judicial system, will be persuasive. However, in comparison with foreign legislation, the legal provisions on Korea's obligation to comply with aviation insurance need to be revised around the following issues: First, it is reasonable to enforce the regulation of the mandatory aviation insurance by legislation from the Congress not by administrative regulations. Because it will force the monetary obligations of the individual such as common air carriers. Second, our law regulations respond to various kinds of air damages by using the phrase "limit of liability stipulated in international conventions". However, as we have seen in the text, the range of compensation are various according to the use of legal instruments in international conventions such as the Montreal Convention, which governs the compensation of passengers for damages to passengers today. Third, in countries with narrow territories, such as Korea, there are big differences in flying time and insurable risk between domestic and international transportation. Therefore, it is necessary to divide domestic transportation and international transportation even in the obligation to join the insurance. This dual discipline has the advantage for rookies in air carrier market who mainly start their business from domestic service. Fourth, according to Korean law, the regulations of automobile loss insurance is applicable to the aviation mandatory insurance of unmanned aerial vehicle accident which is lack of persuasion. In the future, it will be appropriate to discipline insurance for unmanned aerial vehicles with unlimited potential for development from a long-term perspective.

• Korean journal of communication and information
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• v.54
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• pp.58-75
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• 2011

This study explores the management of cable local channel and its related issue of renewed license. Programming of the local channel is the special obligation duty on the cable system operators(SO) under the article 70 (3) of the Broadcast Act. The law provides that SO should operate a local channel which produce, program and transmit the local information, a broadcast program guide and the official announcement items etc. under the conditions as prescribed by Presidential Decree. And the article 55 of the Enforcement Decree defines the scope of broadcast program which transmit through the local channels. And the Korea Communications Commission(KCC) grants a renewed licence 3-5 years based on the level of contribution to the development of local community under the article 31 of the Broadcasting Act and the Rules of Broadcast Evaluation. However, the management of local channel does not give the operators real benefit for the investment of a significant cost, and it could be a reason why the local channel programming has not been vitalizing despite of the legal coercion. To solve the several research questions, this study used in-depth interviews with the experts concerned and literature review for the government documents. The result shows that each SO local channel schedule almost 24 hour a day, but much of them is the repeat programming. In addition to that, the outcome reveals that the scale of the cost investment on the local channel is decreasing and the evaluation score of its management is not so positive figures. These result indicates that the policy of the cable local channel needs revised policy alternatives or paradigm on the basis of realistic goals.