• Korean Journal of Construction Engineering and Management
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• v.21 no.5
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• pp.3-10
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• 2020

Subcontracting of construction is essential to carry out public construction projects. Subcontractor of the construction work shall enter into a contract with the original contractor without directly entering into a contract with the owner. Subcontracts are therefore greatly affected by the original contract with the owner. To protect subcontractors, the Fair Trade Act is enacted and the construction company's standard subcontracting contract is in operation. However, subcontracts are not properly reflected in the Government contract system, which deals with the relationships between the owner and the original contractor. In particular, the subcontractor may complain of difficulties at the public construction site as such procedures are not properly reflected in the construction work standard subcontract, although various procedures shall be carried out depending on the amount when change order occurs in subcontracts. Thus, the direction of improvement of subcontracting systems was proposed in the case of change order at public construction project sites as follows: First, the rights of subcontractors should be strengthened. Second, in order to resolve the information non-identity, subcontractors should have access to information related to subcontracts. Third, the status of subcontractor shall be guaranteed by reflecting the characteristics of the subcontract when the original contract for public works is concluded. Fourth, the dispute settlement method should be prioritized over litigation in order to fair subcontracting.

• Korean Journal of Heritage: History & Science
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• v.40
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• pp.5-34
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• 2007

Archaeological Heritage is material testimony of national and regional history, and it is one of the tourist's attractions. So it has very important meaning and identical value for a local residents. Public concern on the heritage site elevate higher day by day. They are willing to use it for a multiful purpose, cultural, educational, and even commercial one. But Archaeological Heritage is fragile, and visitors can impact negatively for protection and management of the authenticity on the heritage site. In this research I try to compare legal and administrative measure for the protection, management, and culturalization of Archaeological Heritage in many countries. And I suppose sustainable and practical strategies for keeping integrity of heritage.

• Proceedings of the Korea Water Resources Association Conference
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• 2009.05a
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• pp.385-389
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• 2009

본 연구의 목적은 물거버넌스 개념과 1997년, 2006년 물관리기본법안 분석을 통해 한국의 새로운 물관리 체제를 모색하는 것이다. 물거버넌스는 물관리정책과 계획의 수립, 시행, 평가에 있어 정부뿐만 아니라 일반 기업, 시민, 환경단체, 전문가 등 여러 이해당사자를 참여시키는 것을 핵심으로 한다. 거버넌스란 기존의 정부 주도의 정책 계획, 수립, 시행이 아닌 비정부 조직과의 타협, 협의, 논의를 통한 양방향 정책결정 과정을 뜻한다. 따라서 물거버넌스의 가장 중요한 원칙은 다양한 이해당사자 참여를 통한 정책결정의 복수화 과정이다. 한국의 물거버넌스를 시행하기 위해 가장 필요한 요건은 이해당사자 참여를 우선 중앙, 지방정부에서 그 필요성을 인식하고 법, 제도 등을 통해 제도화하는 것이다. 환경부 주도로 입안된 1997년 물관리기본법안은 물관리일원화, 적정사용, 유역관리, 비용부담, 균형배분의 5원칙을, 2006년 물관리기본법안은 물관리일원화 대신 통합물관리, 적정사용 대신 수요관리를 삽입하여 5원칙을 제시하였지만 이해당사자 참여는 원칙에 포함시키지 않았다. 이해당사자 참여 원칙의 제도화가 없이는 위의 두 법안이 제시한 원칙의 적용과 시행이 어려움에 봉착할 가능성이 높다. 왜냐하면 다른 원칙은 다양한 이해당사자 참여를 통한 사회적 합의 없이는 시행이 쉽지 않은 정치적으로 민감한 사항들이기 때문이다. 예를 들어 물의 균형배분 원칙 관련, 만약 상류와 하류 주민 간의 합의가 없이 어느 한 이해당사자의 일방적 행위가 있을 경우 큰 갈등을 유발할 수 있다. 물거버넌스을 실행하기 위해 중앙에 필요한 조직은 물이용 관련 물분쟁 발생 시 이를 조정하고 국가물관리계획을 수립하며 물관리 문제 전반을 총괄하는 조직이다. 1997년, 2006년 기본법안은 국가물관리위원회 설치를 제시하였고 2006년 기본법안에서 보다 구체적으로 위상, 운영, 역할 등에 대해 언급하였다. 하지만 국가물관리위원회는 물관련 중앙부처의 장, 지방행정조직의 장만을 포함하여 유역관리를 책임질 유역관리조직의 장에 대한 언급이 없다. 물거버넌스 실현을 위한 유역관리 시행이 바람직하기에 유역관리조직의 장도 국가물관리위원회에 참여하는 것이 바람직하다. 또한 두 기본법안 모두 국무총리실 산하에 위원회를 속하게 하였는데 이를 수정하여 대통령 직속기구로 규정하는 것이 국가물관리위원회가 정치, 행정, 재정적 압력에서 벗어나 일관성 있는 정책을 펼 수 있는 지름길이 될 것이다. 또한 지방의 물문제를 물관리계획에 적절히 반영하고 대응방안을 수립, 시행하기 위해서는 정부 관료뿐만 아니라 지방의회 의원, 환경단체, 기업, 시민, 전문가 등의 다양한 이해당사자가 참여하는 유역위원회가 필수적이다. 또한 유역 관련 물관리계획을 수립하고 사업을 추진하는 유역관리청도 필요하다. 유역위원회와 유역관리청은 유역 내 여러 이해당사자들이 물관리에 대해 다양한 의견을 개진하고 토론하며 합의점에 이르는 거버넌스를 수립할 수 있는 중요한 조직이다. 두 기본법안은 유역관리 원칙을 제시하긴 하였지만 유역관리 시행 관련 조직, 역할, 운영 등에 대해서는 언급이 없었다. 한국의 물관리는 소득, 문화 수준 향상으로 인한 양질의 물공급에 대한 요구, 시민사회의 발전, 지방분권화 등 정치, 경제, 사회의 변화를 수용하고 발전해 나가기 위해서는 여러 이해당사자의 참여와 합의에 바탕을 둔 물거버넌스 수립이 무엇보다 중요하다. 또한 이를 시행하기 위해서는 물관리기본법을 하루 속히 제정하여 제도적 기반을 갖춰 보다 효율적인 물관리시스템을 수립해야 한다.

• Journal of Arbitration Studies
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• v.8 no.1
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• pp.293-322
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• 1998

General Administrative Procedures of the Preshipment Inspection 1. Initial notification Preshipment Inspection is initiated by Agency when it receives notice either from the importing country, or the seller, that an export needs to be imspected 1.1 Notice from the importing country 1.2 Notice from the seller 2. Preliminary price verification After receipt of initial notification, Agency undertakes, Where possible, a preliminary price verification, based upon the Inspection Order and other contractual documents received. 3. Customs classification When required by the Government of the importing country. Agency forms an opinion of the Customs Classification Code based upon the Customs Tariff Book and Rules of Classification of the country of importation. The Customs Classification Code determines the tariff rate on the basis of which the importer will be required to pay import duties. 4. Import eligibility 5. Arrangements for physical inspection 5.1 Inspection request from seller 5.2 Place of inspection 5.3 Date of inspection 5.4 Physical inspection procedures 6. Physical inspection results When the physical inspection is completed, the inspector submits his report to the Agency office and the result of inspection will be communicated to the seller and, where applicable, the place of inspection. The result will state: satisfactory or conditional of unsatisfactory. The seller is welcome to present his views in writting to Agency in the event there is any query regarding the issuance of a conditional of unsatisfactory inspection result. 6.1 Satisfactory 6.2 Conditional 6.3 Unsatisfactory 7. Shipment of the goods The seller is advised to check with Agency prior to shipment if the physical inspection result has not been received or there are any doubts concerning whether a Clean Report of Findings will be issued. 8. Final price verification and classification Based on the results of physical inspection and appropriate final documents, Agency finalises the price verification and the Agency opinion of Customs classification code. When the preliminary price verification has not resulted in any unresolved questions and the inspection result and other documents received are consistent with the preliminary documentation, Agency will not normally require any additional information. The main exception would be if the terms of sale require reference to prices at the date of shipment. 9. The Report of Findings 9.1 Types of Reports of Findings - Clean Reports of Findings(CRF) The Agency will issue a Clean Reports of Findings(CRF), or equivalent document, normally within two working days after receipt of the necessary correct final documents and a satisfactory result in all aspects of the inspection. - Discrepancy Report.

• Proceedings of the Korea Water Resources Association Conference
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• 2007.05a
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• pp.236-240
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• 2007

최근 집중호우에 의한 피해가 증가함에 따라 도시화에 따른 불투수 면적이 유출량 증가의 주요한 원인으로 지목되고 있으며 도시의 인구집중으로 인한 지하수의 난개발로 지하수 오염 및 고갈이 빠르게 진행되고 있다. 이에 도시의 지속적이고 건전한 물 관리를 위하여 우수유출저감시설이 고려되고 있으며, 정량적인 저감효과의 분석방법이 요구되고 있다. 따라서, 본 연구에서는 호주에서 물관리 및 우수유출저감을 고려한 도시유역계획을 위해 이용되고 있는 모형에 대한 민감도 분석을 실시하였으며, 이러한 결과를 바탕으로 MUSIC 향후 국내 우수유출저감시설에 관한 수문 해석시 MUSIC의 적용이 가능할 것으로 판단된다. MUSIC의 매개변수 중 불투수율과 토양특성이 매우 중요한 매개변수로 고려되고 있으므로, 본 연구에서는 투수지역의 최대저류깊이, Soil storage(mm), 강우초기 최대저류깊이의 포화정도 Initial storage(%), 지하수위에 도달할 수 있는 Field capacity(mm), 최대 침투율에 영향을 미치는 건조토양상태의 침투율을 정의하는 계수 a와 함수비 증가에 따른 최대 침투율 감소를 정의하는 지수 b 등의 매개변수에 대해 초기값을 중심으로 일정비율로 각 매개변수를 10단계로 구분하여 민감도 분석을 실시하였다. 주요 매개변수의 민감도 분석 결과로부터 MUSIC의 모의를 위해서는 불투수율의 민감도 변화 범위가 가장 넓고 첨두유출량과 총유출량 변화가 함께 일어나므로, 이를 가장 우선적으로 조정하고 이와 함께 토양특성을 반영하는 Soil storage와 Initial storage를 고려한다면 MUSIC을 이용하여 개발에 의한 유출변화와 다양한 우수침투시설 설치에 따른 저감효과를 합리적으로 예측할 수 있을 것으로 판단된다. 물 관리를 요구하게 되었다. 우리나라는 현실적으로 매년 홍수 피해가 발생하고 있지만, 다른 한편 인구밀도가 높고 1인당 가용 수자원이 상대적으로 적기 때문에 국지적 물 부족 문제를 경험하고 있다. 최근 국제적으로도 농업용수의 물 낭비 최소화와 절약 노력 및 타 분야 물 수요 증대에 대한 대응 능력 제고가 매우 중요한 과제로 부각되고 있다. 2006년 3월 멕시코에서 개최된 제4차 세계 물 포럼에서 국제 강 네트워크는 "세계 물 위기의 주범은 농경지", "농민들은 모든 물 위기 논의에서 핵심"이라고 주장하고, 전 프랑스 총리 미셀 로카르는 "...관개시설에 큰 문제점이 있고 덜 조방적 농업을 하도록 농민들을 설득해야 한다. 이는 전체 농경법을 바꾸는 문제..."(segye.com, 2006. 3. 19)라고 주장하는 등 세계 물 문제 해결을 위해서는 농업용수의 효율적 이용 관리가 중요함을 강조하였다. 본 연구는 이러한 국내외 여건 및 정책 환경 변화에 적극적으로 대처하고 물 분쟁에 따른 갈등해소 전략 수립과 효율적인 물 배분 및 이용을 위한 기초연구로서 농업용수 수리권과 관련된 법 및 제도를 분석하였다.. 삼요소의 시용 시험결과 그 적량은 10a당 질소 10kg, 인산 5kg, 및 가리 6kg 정도였으며 질소는 8kg 이상의 경우에는 분시할수록 비효가 높았으며 특히 벼의 후기 중점시비에 의하여 1수영화수와 결실율의 증대가 크게 이루어졌다. 3. 파종기와 파종량에 관한 시험결과는 공시품종선단의 파종적기는 4월 25일부터 5월 10일경까지 인데 이 기간중 일찍 파종하는 경우에 파종적량은 10a당 약 8${\ell}$이고 늦은 경우에는 12${\ell}$ 정도였다. 여기서 늦게 파종한 경우 감수의 가장

• Journal of Arbitration Studies
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• v.28 no.2
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• pp.3-43
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• 2018

The emergence of a multi-door courthouse is related with a couple of reasons as follows: First, a multi-door courthouse was originally initiated by the United States government that increasingly became impatient with the pace and cost of protracted litigation clogging the courts. Second, dockets of courts are overcrowded with legal suits, making it difficult for judges to handle those legal suits in time and causing delays in responding to citizens' complaints. Third, litigation is not suitable for the disputant that has an ongoing relationship with the other party. In this case, even if winning is achieved in the short run, it may not be all that was hoped for in the long run. Fourth, international organizations such as the World Bank, UNDP, and Asia Development Bank urge to provide an increased access to women, residents, and the poor in local communities. The generic model of a multi-door courthouse consists of three stages: The first stage includes a center offering intake services, along with an array of dispute resolution services under one roof. At the second stage, the screening unit at the center would diagnose citizen disputes, then refer the disputants to the appropriate door for handling the case. At the third stage, the multi-door courthouse provides diverse kinds of dispute resolution programs such as mediation, arbitration, mediation-arbitration (med-arb), litigation, and early neutral evaluation. This study suggests the extended model of multi-door courthouse comprised of five layers: intake process, diagnosis and door-selection process, neutral-selection process, implementation process of dispute resolution, and process of training and education. One of the major characteristics of extended multi-door courthouse model is the detailed specification of individual department corresponding to each process within a multi-door courthouse. The intake department takes care of the intake process. The screening department plays the role of screening disputes, diagnosing the nature of disputes, and determining a suitable door to handle disputes. The human resources department manages experts through the construction and management of the data base of mediators, arbitrators, and judges. The administration bureau manages the implementation of each process of dispute resolution. The education and training department builds long-term planning to procure neutrals and experts dealing with various kinds of disputes within a multi-door courthouse. For this purpose, it is necessary to establish networks among courts, law schools, and associations of scholars in order to facilitate the supply of manpower in ADR neutrals, as well as judges in the long run. This study also provides six case studies of multi-door courthouses across continents in order to grasp the worldwide picture and wide spread phenomena of multi-door courthouse. For this purpose, the United States and Latin American countries including Argentina and Brazil, Middle Eastern countries, and Southeast Asian countries (such as Malaysia and Myanmar), Australia, and Nigeria were chosen. It was found that three kinds of patterns are discernible during the evolution of a multi-door courthouse model. First, the federal courts of the United States, land and environment court in Australia, and Lagos multi-door courthouse in Nigeria may maintain the prototype of a multi-door courthouse model. Second, the judicial systems in Latin American countries tend to show heterogenous patterns in terms of the adaptation of a multi-door courthouse model to their own environments. Some court systems of Latin American countries including those of Argentina and Brazil resemble the generic model of a multi-door courthouse, while other countries show their distinctive pattern of judicial system and ADR systems. Third, it was found that legal pluralism is prevalent in Middle Eastern countries and Southeast Asian countries. For example, Middle Eastern countries such as Saudi Arabia have developed various kinds of dispute resolution methods, such as sulh (mediation), tahkim (arbitration), and med-arb for many centuries, since they have been situated at the state of tribe or clan instead of nation. Accordingly, they have no unified code within the territory. In case of Southeast Asian countries such as Myanmar and Malaysia, they have preserved a strong tradition of customary laws such as Dhammthat in Burma, and Shriah and the Islamic law in Malaysia for a long time. On the other hand, they incorporated a common law system into a secular judicial system in Myanmar and Malaysia during the colonial period. Finally, this article proposes a couple of factors to strengthen or weaken a multi-door courthouse model. The first factor to strengthen a multi-door courthouse model is the maintenance of flexibility and core value of alternative dispute resolution. We also find that fund raising is important to build and maintain the multi-door courthouse model, reflecting the fact that there has been a competition surrounding the allocation of funds within the judicial system.

• The Korean Journal of Air & Space Law and Policy
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• v.18
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• pp.9-39
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• 2003

The rule of the Warsaw Convention of 1929 are well known and still being all over the world. The Warsaw Convention is undoubtedly the most widely accepted private international air law treaty with some 140 countries. In the international legal system for air transportation, the Warsaw Convention has played a major role for more than half century, and has been revised many times in consideration of the rapid developments of air high technology, changes of social and economic circumstances, need for the protection of passengers. Some amendments became effective, but others are still not effective. As a result, the whole international legal system for air transportation is at past so complicated and tangled. However, the 'Warsaw system' consists of the Warsaw Convention of 1929 the Guadalajara Convention of 1961, a supplementary convention, and the following six protocols: (1) the Hague Protocol of 1955, (2) the Guatemala Protocol of 1971, (3) the Montreal Additional Protocols, No.1, (4) the Montreal Additional Protocol No.2, (5) the Montreal Additional Protocol No.3, and (6) the Montreal Additional Protocol No.4. of 1975. As a fundamental principle of the air carrier's liability in the international convention and protocols, for instance in the Warsaw Convention and the Hague Protocol, the principle of limited liability and a presumed fault system has been adopted. Subsequently, the Montreal Inter-carrier Agreement of 1966, the Guatemala City Protocol, the Montreal Additional Protocol No.3, and the Montreal Additional Protocol No. 4 of 1975 maintained the limited liability, but substituted the presumed liability system by an absolute liability, that is, strict liability system. The Warsaw System, which sets relatively low compensation limits for victims of aircraft accidents and regulates the limited liability for death and injury of air passengers, had become increasingly outdated. Japanese Airlines and Inter-carrier Agreement of International Air Transport Association in 1995 has been adopted the unlimited liability of air carrier in international flight. The IATA Inter-Carrier Agreement, in which airlines in international air transportation agree to waive the limit of damages, was long and hard in coming, but it was remarkable achievement given the political and economic realities of the world. IATA deserves enormous credit for bringing it about. The Warsaw System is controversial and questionable. In order to find rational solution to disputes between nations which adopted differing liability systems in international air transportation, we need to reform the liability of air carriers the 'Warsaw system' and fundamentally, to unify the liability system among the nations. The International Civil Aviation Organization(ICAO) will therefore reinforce its efforts to further promote a legal environment that adequately reflects the public interest and the needs of the parties involved. The ICAO Study Group met in April, 1998, together with the Drafting Committee. The time between the "Special Group on the Modernization and Consolidation of the 'Warsaw system'(SGMW)" and the Diplomatic Conference must be actively utilized to arrange for profound studies of the outstanding issues and for wide international consultations with a view to narrowing the scope of differences and preparing for a global international consensus. From 11 to 28 May 1999 the ICAO Headquarters at Montreal hosted a Diplomatic Conference convened to consider, with a view to adoption, a draft Convention intended to modernize and to integrate replace the instruments of the Warsaw system. The Council of ICAO convened this Conference under the Procedure for the Adoption of International Conventions. Some 525 participants from 121 Contracting States of ICAO attended, one non-contracting State, 11 observer delegations from international organizations, a total of 544 registered participants took part in the historic three-week conference which began on 10 May. The Conference was a success since it adopted a new Convention for the Unification of Certain Rules for International Carriage by Air. The 1999 Montreal Convention, created and signed by representatives of 52 countries at an international conference convened by ICAO at Montreal on May 28, 1999, came into effect on November 4, 2003. Representatives of 30 countries have now formally ratified the Convention under their respective national procedures and ratification of the United States, which was the 30th country to ratify, took place on September 5, 2003. Under Article 53.6 of the Montreal Convention, it enters into force on the 60th day following the deposit of the 30th instrument of ratification or acceptation. The United States' ratification was deposited with ICAO on September 5, 2003. The ICAO have succeeded in modernizing and consolidating a 70-year old system of international instruments of private international law into one legal instrument that will provide, for years to come, an adequate level of compensation for those involved in international aircraft accidents. An international diplomatic conference on air law by ICAO of 1999 succeeded in adopting a new regime for air carrier liability, replacing the Warsaw Convention and five other related legal instruments with a single convention that provided for unlimited liability in relation to passengers. Victims of international air accidents and their families will be better protected and compensated under the new Montreal Convention, which modernizes and consolidates a seventy-five year old system of international instruments of private international law into one legal instrument. A major feature of the new legal instrument is the concept of unlimited liability. Whereas the Warsaw Convention set a limit of 125,000 Gold Francs (approximately US$ 8,300) in case of death or injury to passengers, the Montreal Convention introduces a two-tier system. The first tier includes strict liability up to l00,000 Special Drawing Rights (SDR: approximately US$ 135,000), irrespective of a carrier's fault. The second tier is based on presumption of fault of a carrier and has no limit of liability. The 1999 Montreal Convention also includes the following main elements; 1. In cases of aircraft accidents, air carriers are called upon to provide advance payments, without delay, to assist entitled persons in meeting immediate economic needs; the amount of this initial payment will be subject to national law and will be deductable from the final settlement; 2. Air carriers must submit proof of insurance, thereby ensuring the availability of financial resources in cases of automatic payments or litigation; 3. The legal action for damages resulting from the death or injury of a passenger may be filed in the country where, at the time of the accident, the passenger had his or her principal and permanent residence, subject to certain conditions. The new Montreal Convention of 1999 included the 5th jurisdiction - the place of residence of the claimant. The acceptance of the 5th jurisdiction is a diplomatic victory for the US and it can be realistically expected that claimants' lawyers will use every opportunity to file the claim in the US jurisdiction - it brings advantages in the liberal system of discovery, much wider scope of compensable non-economic damages than anywhere else in the world and the jury system prone to very generous awards. 4. The facilitation in the recovery of damages without the need for lengthy litigation, and simplification and modernization of documentation related to passengers. In developing this new Montreal Convention, we were able to reach a delicate balance between the needs and interests of all partners in international civil aviation, States, the travelling public, air carriers and the transport industry. Unlike the Warsaw Convention, the threshold of l00,000 SDR specified by the Montreal Convention, as well as remaining liability limits in relation to air passengers and delay, are subject to periodic review and may be revised once every five years. The primary aim of unification of private law as well as the new Montreal Convention is not only to remove or to minimize the conflict of laws but also to avoid conflict of jurisdictions. In order to find a rational solution to disputes between nations which have adopted differing liability systems in international air transport, we need fundamentally to reform their countries's domestic air law based on the new Montreal Convention. It is a desirable and necessary for us to ratify rapidly the new Montreal Convention by the contracting states of lCAO including the Republic of Korea. According to the Korean and Japanese ideas, airlines should not only pay compensation to passengers immediately after the accident, but also the so-called 'condolence' money to the next of kin. Condolence money is a gift to help a dead person's spirit in the hereafter : it is given on account of the grief and sorrow suffered by the next of kin, and it has risen considerably over the years. The total amount of the Korean and Japanese claims in the case of death is calculated on the basis of the loss of earned income, funeral expenses and material demage (baggage etc.), plus condolence money. The economic and social change will be occurred continuously after conclusion of the new Montreal Convention. In addition, the real value of life and human right will be enhanced substantially. The amount of compensation for damage caused by aircraft accident has increased in dollar amount as well as in volume. All air carrier's liability should extend to loss of expectation of leisure activities, as well as to damage to property, and mental and physical injuries. When victims are not satisfied with the amount of the compensation for damage caused by aircraft accident for which an airline corporation is liable under the current liability system. I also would like to propose my opinion that it is reasonable and necessary for us to interpret broadly the meaning of the bodily injury on Article 17 of the new Montreal Convention so as to be included the mental injury and condolence. Furthermore, Korea and Japan has not existed the Air Transport Act regulated the civil liability of air carrier such as Air Transport Act (Luftverkehrsgestz) in Germany. It is necessary for us to enact "the Korean Air Transport Contract Act (provisional title)" in order to regulate the civil liability of air carrier including the protection of the victims and injured persons caused by aircraft accident.