• Asia-pacific Journal of Multimedia Services Convergent with Art, Humanities, and Sociology
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• v.6 no.12
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• pp.587-594
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• 2016

Autonomous A.I. vehicles are seemingly soon ready for our life. One of the critical problems with autonomous vehicles is how one could assign responsibility for accidents to them. We can envisage that autonomous vehicles may confront an ethical dilemma. Then a question arises of how we are able to assign legal responsibility to autonomous vehicles. In this paper, I first introduce what the ethical dilemma of autonomous vehicles is about. Second, I show how we could be able to assign legal responsibility for autonomous vehicles. Legal probability is the received criteria for causal responsibility most of the legal theorists consider. But it remains vague. I articulate the concept of legal probability in terms of the probabilitstic theory of individual level causality while considering how one can assign causal responsibility for autonomous vehicles. My theory of causal responsibility may help one to assign legal responsibility not just for autonomous vehicles but also for people.

• Proceedings of the Korea Technology Innovation Society Conference
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• 2017.05a
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• pp.71-79
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• 2017

조종사가 탑승하지 않고도 지정된 임무를 수행할 수 있도록 제작된 무인항공기(드론)가 다양한 장비(광학, 적외선, 레이더 센서 등)를 탑재하여 활용되고 있다. 지금까지는 국가안보 유지 수단으로서 감시 정찰 정밀공격무기의 유도 등의 임무를 수행하여 왔다. 최근에는 민간부문에서도 다양한 용도로 활용되고 있어서 정부(국토교통부 산업통상자원부)는 무인항공기의 국내경제발전의 파급효과를 인지하고, 세계 무인항공기시장에서 우선순위를 선점하기 위해 투자확대를 기해 왔다. 무인항공기시장이 산업발전과 고용촉진에 도움이 되어 국내경제에 긍정적인 효과가 많다고 하더라도 무인항공기의 안전운행을 담보할 다양한 법적 제도적인 장치의 마련이 필요하다. 따라서 무인항공기로 야기되는 다양한 유형의 사고를 검토하여 이에 대한 법적 책임에 대한 분석이 필요하다. 무인항공기의 사고는 운영자의 운영상의 과실로 인한 사고도 있고 무인항공기 자체의 결함으로 인한 사고도 발생할 수 있다. 또한 운행자의 고의과실로 인한 타인의 권리(프라이버시권 등)를 침해하는 경우나 무인항공기끼리의 충돌사고도 발생할 수 있다. 이러한 사고로 인한 책임은 민사책임으로서 대부분 지상 제3자에 대한 생명 신체 또는 재산상의 손해배상책임이다. 이러한 책임을 규율하는 국제협약으로 로마협약이 있지만 체약국이 없기 때문에 국제협약으로서의 역할을 못하고 있다. 따라서 현재로서는 각국의 국내법에 의하여 해결될 가능성이 많을 것으로 생각된다. 무인항공기 운영자의 과실로 인한 사고는 민법이나 상법이 적용될 수 있고, 무인항공기의 제작결함으로 인해 사고가 발생하였을 경우와 시스템의 오작동으로 인해 사고가 발생하였다면 제조물 책임을 물어야 할 경우도 있을 수 있다. 이러한 법적 쟁점에 대한 검토를 통하여 무인항공기 공급과 활용의 확대로 인한 다양한 사고발생과 책임범위를 명확히 하여 사고당사자들의 책임관계를 인식시키는 것이 필요하다.

• Journal of Digital Convergence
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• v.17 no.3
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• pp.93-106
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• 2019

This study examined how four domains of corporate social responsibility (CSR) affect the trust and distrust of corporations and contribute to their reputation. In particular, this study examined the mediation role of trust and distrust between CSR domains and reputation. The results showed that ethical responsibility and philanthropic responsibility had influence on trust. Legal responsibility had a significant effect on the distrust. Companies that did not fulfill legal responsibilities were more likely to be distrusted. The influence of trust on corporate reputation was significant. The results of this study indicated that trust was a mediator between ethical responsibility, philanthropic responsibility, and reputation. Economic responsibility had a direct influence on reputation. Theoretical and practical implications for strategic approach in each CSR domain are discussed.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.05a
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• pp.220-221
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• 2019

향후 도입이 검토되고 현재 개발되고 있는 자율운항선박(MASS)에 대한 법적문제에 대한 검토가 필요하게 되어 국제해사기구(IMO) 법률위원회(LEG)에서 이러한 법적사항을 논의하게 되었다. 이에 법률위원회에서 진행되고 있는 자율운항선박의 책임 및 보상 문제 관련 논의사항 및 최근 동향에 대해서 분석하고 우리나라가 참여하고 있는 LEG 협약의 규정검토작업에 대한 동향도 살펴보고자 한다.

• Proceedings of the Korea Contents Association Conference
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• 2013.05a
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• pp.123-124
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• 2013

본 연구는 기업의 사회적 책임(경제적 책임, 법적책임, 윤리적 책임, 자선적 책임)이 조직몰입에미치는 영향과 이들 사이 조직평판의 매개효과를 연구하였다. 분석결과, 첫째, 경제적, 법적, 윤리적 그리고 자선적 책임 모두 조직평판에 정(+)의 영향을 둘째, 경제적, 윤리적 그리고 자선적 책임은 조직몰입에 정(+)의 영향을, 셋째, 조직평판은 조직몰입에 정(+)의 영향을, 넷째, 경제적, 윤리적, 자선적 책임과 조직몰입 간의 영향관계에서 조직평판의 매개효과가. 특히, 윤리적 책임과 자선적 책임과 조직몰입간에는 완전매개(full mediation) 효과가 존재하는 것으로 확인되었다.

• Fire Science and Engineering
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• v.19 no.2 s.58
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• pp.45-62
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• 2005

This thesis has defined the legal status of 119 rescue who plays a major role in the Korean prehospital emergency medical system and reviewed the various issues that may occur depending on work related legal liabilities. As a result, the purpose of this study was to represent the countermeasures for legal protection of 119 rescue required for the quality improvement of prehospital emergency medical system and as well as the countermeasures for risk management prepared for its related lawsuits. The legal liabilities of 119 rescue officers can be divided largely into public law liabilities and civil and criminal liabilities. In order to decrease the incidences of legal problems and provide the legal protection to rescue officers, the liability of supervising physician should be emphasized when the emergency medical practice is performed by a rescue officer under their supervision by consolidating medical control and the rescue officer should have legal liability on his emergency medical practice. itself Also, the emergency medical service guideline for 119 rescue officers should be prepared and their works should be performed according to such a guideline and procedures. In addition, the accurate legal documentation on emergency medical system from on-site to ER and related mobilization should be framed and preserved. Moreover, it is required to enact a new law such as the Good Samaritan Act or the Rescue Officers Protection Act.

• Proceedings of the Korea Contents Association Conference
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• 2016.05a
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• pp.147-148
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• 2016

전자책은 최근 몇 년 동안 급속 성장을 하고 있는 중이다. 전자책은 현재 판매와 대여라는 두 가지 방식으로 서비스되고 있는데, 이 서비스의 법적 근거는 무엇인지 따져본다. 저작권자는 저작물의 원본이나 그 복제물을 공중에게 대가를 받거나 받지 아니하고 양도 또는 대여할 권리인 배포권을 가진다. 단, 배포권은 최초 판매의 원칙에 의해 제한을 받는다. 저작권자의 허락을 받아 판매된 복제물의 경우 더 이상 저작권자의 배포권이 미치지 않으며, 이를 최초 판매의 원칙이라고 부른다. 최초 판매의 원칙은 도서나 영화 DVD 등과 같은 유형물에만 적용되는 것으로서, 디지털화되어 유형물 없이 거래되는 저작물은 그 적용 대상이 아니다. 단, 우리나라 법에는 최초 판매의 원칙의 예외로 판매용 음반이나 판매용 프로그램에 대해서는 대여권을 부여하고 있다. 예외 조항에 전자책은 포함되지 않는다. 법적 근거가 없는 전자책 대여의 맹점에 대해서 고찰토록 하겠다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.81-87
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• 2006

해상교총관제는 해상운송에서의 운영적 ${\cdot}$ 환경적 위험을 강소시키기 위한 수단으로써 전 세계 여러 주요 항만과 수역에서 이용되고 있다. 현재 각 국에서는 자국연안에서의 선박통제제도를 적극적으로 실시하고 있으며, 해운의 활성화와 더불어 항만의 안전성 확보를 위하여 각국은 VTS에 관한 국내법을 제정하여 이를 시행하고 있다. 우리나라도 VTS와 관련하여 여러 규정들을 두고 있으나 각 개별입법 내에 산재해 있는 실정이며, VTS를 운영하는 관제요원의 책임과 권한을 명확하게 규정하고 있지 아니하다. 이에 향후 VTS 운영과 관련한 법제의 정비에 관한 논의를 촉진시키는 선행연구로써 현행 VTS 운영과 관련한 법적 문제점을 지적하고 개선방향을 제시한다. 우선 VTS 관제범위에 관한 논의는 국제법적 측면의 법리 정토가 필요하리라 생각되며, VTS 관제요원의 권한과 책임에 있어 적극적 관제에 대한 개념의 정립과 더불어 관제요원의 재인책임과 중과실 경과실에 대한 해상고유의 특성을 반영한 해석이 되어야 할 것으로 생각된다.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.2
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• pp.367-418
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• 2018

Just as safety is the most important thing in aviation, safety is the most important in the operation of unmanned aircraft (RPA), and safety operation is the most important in the legal responsibility of the operator of the unmanned aircraft. In this thesis, the legal responsibility of the operator of the unmanned aircraft, focusing on the responsibility of the operator of the unmanned aircraft, was discussed in depth with the issue of insurance, which compensates for damages in the event of an accident First of all, the legal responsibility of the operator of the unmanned aircraft was reviewed for the most basic : definition, scope and qualification of the operator of the unmanned aircraft, and the liability of the operator of the Convention On International Civil Aviation, the ICAO Annex, the RPAS Manual, the Rome Convention, other major international treaties and Domestic law such as the Aviation Safety Act. The ICAO requires that unmanned aircraft be operated in such a manner as to minimize hazards to persons, property or other aircraft as a major principle of the operation of unmanned aircraft, which is ultimately equivalent to manned aircraft Considering that most accidents involving unmanned aircrafts fall to the ground, causing damage to third parties' lives or property, this thesis focused on the responsibility of operators under the international treaty, and the responsibility of third parties for air transport by Domestic Commercial Act, as well as the liability for compensation. In relation to the Rome Convention, the Rome Convention 1952 detailed the responsibilities of the operator. Although it has yet to come into effect regarding liability, some EU countries are following the limit of responsibility under the Rome Convention 2009. Korea has yet to sign any Rome Convention, but Commercial Act Part VI Carriage by Air is modeled on the Rome Convention 1978 in terms of compensation. This thesis also looked at security-related responsibilities and the responsibility for privacy infringement. which are most problematic due to the legal responsibilities of operating unmanned aircraft. Concerning insurance, this thesis looked at the trends of mandatory aviation insurance coverage around the world and the corresponding regulatory status of major countries to see the applicability of unmanned aircraft. It also looked at the current clauses of the Domestic Aviation Business Act that make insurance mandatory, and the ultra-light flight equipment insurance policy and problems. In sum, the operator of an unmanned aircraft will be legally responsible for operating the unmanned aircraft safely so that it does not pose a risk to people, property or other aircraft, and there will be adequate compensation in the event of an accident, and legal systems such as insurance systems should be prepared to do so.

• The Korean Journal of Air & Space Law and Policy
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• v.20 no.2
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• pp.59-158
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• 2005

When a military aircraft suffers damages due to the defects in its design, manufacturing or notification, all of which are generally understood as products liability defects, the obvious compensation is sought as it would in other consumer good case. However, there exist clear yet unappreciated difference between general consumer goods and military aircraft, as far as products liability law is concerned - some sort of recovery should be obtained even when there exist only defects, not damages, to the aircraft because of the implication of defective parts is much grave than what can be expected in a consumer goods case. While certain anticipatory measures do exist in manual or at negotiation stages for the safety of military aircraft, such measures are ineffective, if not ambiguous, in recovery effort in the post-accident stage In another word, the standardized military procurement contract manuals and boilerplate forms do not appreciate the unique and dangerous military nature of military aircraft. There are many unique legal issues which can arise when trying to prevent defective aircraft or parts, or to recover compensations for accident due to such defects. At two-level, the government should establish legal system (or countermeasures if you'd like) for purchasing safer military aircraft. First, one should be able to work with legal ground and policy that allows selecting and purchasing safer goods - the purpose of such contract is not litigious, but rather in acquiring what are most reliable. Second, in case the defects do arise and lead to damages, solid legal principles and instructions should be established for effectively pursuing appropriate company, (usually a aerospace industry giant with much experience) for products liability - the purpose of such pursuit is inevitable for a public official, since he or she is no private business man with much flexibilities, even to the point of waiving such compensatory right for future business purposes. This article tries to identify problems in methods of procuring military aircraft or parts - after reviewing on how the military can improve on legal and policy grounds for procuring what will be the focus of future military strength, it will offer some of the ways to effectively handling and resolving a liability issues.