• Korea Trade Review
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• v.41 no.4
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• pp.21-40
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• 2016

This study mainly deals with a recent case held as to the formation of contract under the United Nations Convention on International Sale of Goods(CISG). In order to analyse the fact of the case and the justification of its holdings, it examines the rules on the formation of contract under the CISG, focusing on the requirements of offer and acceptance, the time when such offer and acceptance become effective, the issues on the battle of forms. In addition to these, it particularly investigates the rules on a delayed acceptance under the CISG. After looking into those rules, it criticizes the holdings and provides legal and practical advice to contracting parties who intend to conclude a contract under the CISG as a governing law. It finds that whose e-mail in the case amounts to an offer and an acceptance is depended upon the interpretation of intention of the parties expressed in their statement. According to such interpretation, even if a purchase order is requested by the seller for the formation of contract, a contract may be concluded by a simple statement which commits the buyer himself to purchase the seller's goods. This is particularly the case where such request is made only to clarify the buyer's intention to purchase them.

• The Korean Journal of Air & Space Law and Policy
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• v.32 no.2
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• pp.3-31
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• 2017

On 12 October 2017, the English Royal Courts of Justice delivered its decision about air carrier's compensation liability for the flight delay. In the cases the passengers suffered delays at a connecting point and, consequently, on arrival at their final destination. They claimed compensation under Regulation 261/2004 (the "Regulation"), as applied by the Court of Justice of the European Union (the "CJEU") in Sturgeon v. Condor [2009]. The principal issues were whether delays suffered by the passengers during the second leg of their respective journeys were compensable under the Regulation, whether there was jurisdiction under the Regulation and whether the right to compensation under the Regulation is, insofar as non-Community air carriers are concerned, excluded by virtue of the exclusive liability regime established under the Montreal Convention 1999. The passengers, the plaintiff, argued that the relevant delay was not that on flight 1 but that suffered at the "final destination". They maintained that there was no exercise by the EU of extraterritorial jurisdiction as the delay on flight 2 was merely relevant to the calculation of the amount of compensation due under the Regulation. The air carrier, the defendant, however argued that the only relevant flights for the purpose of calculating any delay were the first flights (flights 1) out of EU airspace, as only these flights fell within the scope of the Regulation; the connecting flights (flights 2) were not relevant since they were performed entirely outside of the EU by a non-Community carrier. Regarding the issue of what counts as a delay under the Regulation, the CJEU held previously on another precedents that the operating carrier's liability to pay compensation depends on the passenger's delay in arriving at the "final destination". It held that where the air carrier provides a passenger with more than one directly connecting flight to enable him to arrive at their destination, the flights should be taken together for the purpose of assessing whether there has been three hours' or more delay on arrival; and that in case of directly connecting flights, the final destination is the place at which the passenger is scheduled to arrive at the end of the last component flight. In addition, the Court confirmed that the Regulation applied to flights operated by non-Community carriers out of EU airspace even if flight 1 or flight 2 lands outside the EU, since the Regulation does not require that a flight must land in the EU. Accordingly, the passengers' appeal from the lower Court was allowed, while that of air carrier was dismissed. The Court has come down firmly on the side of the passengers in this legal debate. However, this result is not a great surprise considering the recent trends of EU member states' court decisions in the fields of air transport and consumer protection. The main goal of this article is to review the Court's decision and to search historical trend of air consumer protection especially in EU area.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.2
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• pp.267-290
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• 2018

This paper reviews and criticizes the EU Case of C-452/13, Germanwings GmbH v. Ronny Henning. Under this case, Ronny Henning later sued Lufthansa's budget carrier Germanwings after it refused to pay him 250 euros compensation for a delay he said totalled more than three hours. Germanwings, however, maintained his flight had arrived only two hours and 58 minutes behind schedule. In those circumstances, the following question to the European Court of Justice (ECJ) for a preliminary ruling: What time is relevant for the term time of arrival used in Articles 2, 5 and 7 of Regulation [No 261/2004]: (a) the time that the aircraft lands on the runway (touchdown); (b) the time that the aircraft reaches its parking position and the parking brakes are engaged or the chocks have been applied (in-block time); (c) the time that the aircraft door is opened; (d) a time defined by the parties in the context of party autonomy? ECJ says that the situation of passengers on a flight does not change substantially when their aircraft touches down on the runway at the destination airport, when that aircraft reaches its parking position and the parking brakes are engaged or when the chocks are applied, as the passengers continue to be subject, in the enclosed space in which they are sitting, to various constraints. Therefore, it is only when the passengers are permitted to leave the aircraft and the order is given to that effect to open the doors of the aircraft that the passengers may in principle resume their normal activities without being subject to those constraints. ECJ rules that it is apparent that Articles 2, 5 and 7 of Regulation No 261/2004 must be interpreted as meaning that the concept of 'arrival time', which is used to determine the length of the delay to which passengers on a flight have been subject, corresponds to the time at which at least one of the doors of the aircraft is opened, the assumption being that, at that moment, the passengers are permitted to leave the aircraft.

• The Korean Journal of Air & Space Law and Policy
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• v.28 no.2
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• pp.3-35
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• 2013

Air transport today is a means of transport that is optimized for exchanges between nations. Around the world, has experienced an increase in operating and the number of airline route expansion that has entered into the international aviation agreements in order to take advantage of the air transport efficient, but the possibility of the occurrence of air transport accidents increased. When compared to the accident of other means of transport, development of air transport accidents, not high, but it leads to catastrophe aviation accident occurs. Air Transport accident many international transportation accident than domestic transportation accident, in the event of an accident, the analysis of the legal responsibility of the shipper or the like is necessary or passenger air carrier. Judgment of the legal order of discipline of air transport accident is a classification of the type of air transport agreement. Depending on the object, air transport agreements are classified into the contract of carriage of aviation of the air passenger transportation contract. For casualties occurs, air passenger transportation accident is a need more discussion of legal discipline for this particular. Korean Commercial Code, it is possible to reflect in accordance with the actual situation of South Korea the contents of the treaty, which is utilized worldwide in international air transport, even on the system, to control land, sea, air transport and welcoming to international standards. However, Korean Commercial Code, the problem of the Montreal Convention has occurred as it is primarily reflecting the Montreal Convention. As a cause of liability for damages, under the Commercial Code of Korea and the contents of the treaty precedent is reflected, the concept of accident is necessary definition of the exact concept for damages of passengers in particular. Cause of personal injury or death of passengers, in the event of an accident to the "working for the elevation" or "aircraft" on, the Montreal Convention is the mother method of Korea Commercial Code, liability for damages of air carrier defines. The Montreal Convention such, continue to be a matter of debate so far in connection with the scope of "working for the lifting of" the concepts defined in the same way from Warsaw Convention "accident". In addition, it is discussed and put to see if you can be included mental damage passenger suffered in air transport in the "personal injury" in the damage of the passenger is in the range of damages. If the operation of aircraft, injury accident, in certain circumstances, compensation for mental damage is possible, in the same way as serious injury, mental damage caused by aviation accidents not be able to live a normal life for the victim it is damage to make. So it is necessary to interpret and what is included in the injury to the body in Korea Commercial Code and related conventions, non-economic damage of passengers, clearly demonstrated from the point of view of prevention of abuse of litigation and reasonable protection of air carrier it must compensate only psychological damage that can be. Since the compensation of delay damages, Warsaw Convention, the Montreal Convention, Korea Commercial Code, there are provisions of the liability of the air carrier due to the delayed arrival of passenger and baggage, but you do not have a reference to delayed arrival, the concept of delay arrangement is necessary. The strict interpretation of the concept of delayed arrival, because it may interfere with safe operation of the air carrier, within the time agreed to the airport of arrival that is described in the aviation contract of carriage of passenger baggage, or, these agreements I think the absence is to be defined as when it is possible to consider this situation, requests the carrier in good faith is not Indian or arrive within a reasonable time is correct. The loss of passenger, according to the international passenger Conditions of Carriage of Korean Air, in addition to the cases prescribed by law and other treaties, loss of airline contracts, resulting in passengers from a service that Korean Air and air transport in question do damage was is, that the fact that Korean Air does not bear the responsibility as a general rule, that was caused by the negligence or intentional negligence of Korean Air is proof, negligence of passengers of the damage has not been interposed bear responsibility only when it is found. It is a clause in the case of damage that is not mandated by law or treaty, and responsible only if the negligence of the airline side has been demonstrated, but of the term negligence "for" intentional or negligent "Korean Air's Terms" I considered judgment of compatibility is required, and that gross negligence is appropriate. The "Korean Air international passenger Conditions of Carriage", airlines about the damage such as electronic equipment that is included in the checked baggage of passengers does not bear the responsibility, but the loss of baggage, international to arrive or depart the U.S. it is not the case of transportation. Therefore, it is intended to discriminate unfairly passengers of international flights arriving or departure to another country passengers of international flights arriving or departure, the United States, airlines will bear the responsibility for the goods in the same way as the contents of the treaty it should be revised in the direction.

• The Journal of Fisheries Business Administration
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• v.42 no.3
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• pp.95-107
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• 2011

The Comprehensive Measures for a soft landing of Household Debts affecting the credit service of Fisheries Cooperative (FC) have been known to the public in June 2011. Its essential points are as follows: 1) Abolition of Tax-free Regulation, 2) Set limit of loans, etc. per person, 3) Introduce leverage regulations for credit-specialized financial sector i. e. FC, 4) Gradually strengthen loan-loss reserve requirements for card-loan and other credit loans. However, the Financial Policy Measures seem to pay no attention to the Cooperative's Values, Principles and Identity. In this paper, emphasis is be placed on the task of the regulators i. e. Financial Services Commission and Financial Supervice Service to lift the Financial Measures negatively affecting the operation of fund of FCs, and on the establishment of Cooperative identity in order to further develop FCs.

• Proceedings of the Korean Operations and Management Science Society Conference
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• 2003.05a
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• pp.984-990
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• 2003

IMF 이후 연봉제의 도입과 정착과정에서 대부분 기업들이 연봉제의 연착륙과 함께 실질적인 성과창출에 많은 관심을 가지면서 효과적인 성과평가시스템의 구축에 주력하고 있지만 '전사 > 사업부 > 부서(팀) > 개인'으로 이어지는 일련의 목표연계과정과 부서(팀) 수준의 올바른 목표설정측면에서 그 방법론의 이해부족으로 혼란을 겪고 있는 실정이다. 본 연구는 효과적인 성과평가시스템이 작동되기 위한 전제조건인 부서(팀) 수준의 바람직한 목표설정방법 이 무엇인지에 초점을 두고 논의를 진행하였다. 특히 개별 부서(팀)이 궁극적으로 달성하려고 하는 본질적 성과목표인 'Value Added results'(VAR)의 개념에 초점을 맞췄다. 그리고 VAR 관점에 따라 본질적인 부서(팀) 목표를 도출하는 네 가지 방법인 고객다이어그램, 목표할당, 팀 피라미드, 프로세스맵에 대해 살펴본 후 마지막으로 실제 기업에서 이 네 가지 방법에 의해 도출된 VAR의 예를 인용하였다.

• 주택과사람들
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• s.173
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• pp.24-32
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• 2004

2003년 10.29대책으로 주택가격이 하향세로 돌아섰으며 이후 계속되는 규제들로 주택 시장이 다소 위축되었다. 정부 정책이 수도권과 주택가격 안정에 집중된 결과, 규제를 덜 받는 토지와 개발계획이 발표된 충청권은 계속 가격이 올랐다. 막대한 부동자금이 시중에 존재하고 있는 상황에서 행정수도 이전 등 각종 개발계획들이 국지적 수요를 자극하고 가격상승을 부추기는 중이다. 반면 재건축 제한, 거래신고제, 부동산세 인상 등은 일시적으로 공급과 거래를 위축시키고 있다. 향후 주택시장은 정부정책이 시장 친화적 방향으로 조정되고 지속적인 주택공급이 이루어질 경우 하향 안정세가 계속될 가능성이 높다. 그러나 광일 유동성이 부동산으로 유입되면 상승세로 반전될 가능성이 있으므로 생산적 투자 확대, 장기 금융상품 개발 등으로 유동성을 흡수해야 한다. 정부는 주택시장 연착륙을 위해 정책 일관성을 유지하면서 시장이 제대로 작동될수 있도록 정책의(fine tuning)에 나서야 한다. 특히 재건축 규제를 완화하고 부동산 관련 세금을 경감하는 한편, 지속적인 시장 투명성 제고를 추진할 필요가 있다. 주택업체들은 자발적 구조조정과 기술개발로 승부를 걸어야 한다.

• Annual Conference of KIPS
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• 2017.11a
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• pp.656-659
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• 2017

현대 사회에서는 다양한 이동수단 중 지하철, 버스 등의 대중교통에 대한 수요가 높은 편이다. 본 연구의 배경이 되는 서울특별시의 경우에는 출퇴근 시, 과반 수 이상이 대중교통을 이용한다. 대중교통 이용량에는 날씨, 평일-주말, 연착, 도로현황 등 여러 가지에 원인을 둔다. 본 연구에서는 여러 요인 중에서도 날씨 데이터(기온, 강수량, 미세먼지)에 초점을 두어, 날씨에 따른 대중교통 이용량의 변화양상을 학습하여 예측하는 연구를 진행한다. 서울특별시 25개 자치구마다의 날씨 데이터와 대중교통 이용 데이터를 이용하여 Regression을 통한 데이터 학습을 진행하였으며, 학습된 모델을 통한 날씨에 따른 서울특별시 대중교통 이용량 예측에 따른 평균 오차율은 15.49%로 낮은 오차율을 가진다. 본 연구 결과는 날씨에 따른 버스와 지하철의 배차 간격 조절 등의 대중교통 배치 판단 결정에 기초자료로 사용될 것으로 기대된다.

• The Bulletin of The Korean Astronomical Society
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• v.37 no.2
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• pp.193.2-193.2
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• 2012

달착륙선 등과 같은 특수 목적을 위해 제작된 우주용 착륙선에는 착륙 시 전달되는 충격하중이 탑재장비로 전달되지 못하도록 연착륙(soft-landing)을 위한 충격흡수 메커니즘이 구현되어 있어야 한다. 일반적으로 자동차 및 항공기에서는 실린더와 피스톤으로 구성된 유공압식 완충장치를 주로 사용하여, 피스톤 압축으로 실린더 내부 오일 또는 압축공기가 오리피스를 통하여 분출됨에 따라 유체마찰 에너지를 활용한 충격 흡수장치가 일반적이다. 그러나 이와 같은 지상 장비용 유공압식 충격흡수 메커니즘은 진공 및 무중력 우주 환경하에서 오리피스 기능 상실, 유압유 기화 현상 및 극저온/고온 환경에서의 성능저하 등의 문제점으로 인하여 우주용 착륙선 충격완충장치로 적용이 불가능하다. 따라서 기존의 우주용 착륙선의 대부분은 충격에너지를 기계적인 좌굴 소성 변형에너지로 변환하여 충격을 흡수할 수 있도록 알루미늄 허니콤을 주로 많이 사용하여 왔다. 본 연구에서는 진공 및 무중력 우주환경에서 착륙선 충격완충 장치로 적용이 가능하도록 실리콘 포옴과 스프링을 조합하여 구성하였으며, 충격완충 매체로 유압유 및 공압을 대체할 수 있도록 실리콘 포옴을 후방 사출 성형 방식으로 적용하여 오리피스를 통과한 실리콘 포옴의 변형에너지로 충격에너지를 흡수하게 함으로서 착륙 완충효율을 극대화 할 수 있도록 검토하였다.

• Information and Communications Magazine
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• v.32 no.3
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• pp.94-104
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• 2015

본 튜토리얼 논문에서는 최근 들어 다양한 형태의 스마트 기기 보급 확산으로 인한 모바일인터넷은 물론 사물인터넷 시대의 도래로 급격히 증가하는 인터넷 주소 수요로 인해 도입의 필요성이 대두되고 있으며 국내 외적으로 적용 확산을 위한 시도가 활발하게 진행되고 있는 IPv6(IP version 6)의 기본 개념과 관련 기술을 표준화 및 논문연구를 중심으로 알기 쉽게 이해시키고자 한다. 첫 번째로, 현재 사용되고 있는 인터넷 프로토콜 IPv4(IP version 4)와의 특징 비교와 주소 및 헤더를 통해 IPv6의 기본 개념을 자세하게 설명한다. 두 번째로, IPv4와 IPv6의 공존과정에서 IPv6의 연착륙을 위해 필요한 다양한 전환기술을 접근 방식과 세대별 분류를 통해 설명한다. 세번째로, 다양한 무선 환경에서의 이동단말의 연속적인 인터넷 서비스를 위한 IPv6 이동성 기술을 중앙 집중형 및 분산형 관리 기반으로 나누어 소개한다. 네 번째로, IPv6 보안측면에서의 이슈를 다루고, 다섯 번째로로, 4세대 이동통신망(4G) 대비 10~1,000배의 연결 디바이스를 고려하고 있는 5세대 이동통신망(5G) 네트워크 환경에서 중요한 서비스로 간주되고 있는 사물인터넷 서비스에서의 IPv6의 역할을 다룬다. 마지막으로, 국내외에서 진행된 대표적인 IPv6 상용서비스 사례를 제시한다.