• The Korean Journal of Air & Space Law and Policy
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• v.23 no.2
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• pp.3-29
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• 2008

The volume of air passengers and cargo transportation has increased rapidly in recent years. This trend will be even more noticeable as the high-tech service industry expands and the globalization progresses. In an effort to reflect and to cope with this trend, many conventions concerning international air transportation have been concluded. The Republic of Korea has also acceded to the Montreal Convention of 1999 on September 20th, 2007 which became effective on December 29th 2007. However, Korea currently does not provide any private law on the liability of domestic air carrier, leaving the regulation wholly to the general conditions of carriage of private air lines. These general conditions of carriage, however, are not sufficient to regulate the liabilities of domestic air carriers, because they cannot be fully recognized as a legitimate source of law applicable in the court. This situation is inconvenient for both air carrier and their customers. Thus, the Ministry of Justice of Korea has decided to enact a law that will regulate domestic air transportation, namely, "Domestic Carriage by Air Act", as a part of the Korean Commercial Code. So was composed a special committee for legislation of the Domestic Carriage by Air Act. This writer has led the committee as a chairman. The committee has held in total 10 meetings so far and has completed a draft bill for the part VI of the Korean Commercial Code, "Air Carriage." The essentials of the draft are as follows: First, the establishment of Part VI in the Commercial Code. The Korean Commercial Code already includes a series of provisions on road transportation in part II and carriage by sea in part V. In addition to these rules regulating different types of transportation, the Domestic Carriage by Air Act will newly establish part VI to regulate air carriages. Eventually, the Commercial Code will provide an integrated legal system on the transportation industry. Second, the acceptance of the basic liability system which major international conventions, such as Montreal Convention of 1999 and Guadalajara Convention of 1961, have adopted. This is very important, because the law of air carriage is unified worldwide through various international conventions, making it necessary and significant for the new act to achieve conformity between rules of international air carriage and that of domestic air carriage. Third, the acceptance of Rome Convention system on damage caused by foreign aircraft to third parties on the surface. Fourth, the application of rules on domestic road carriage or carriage by sea mutatis mutandis with necessary modifications. This very point is the merit of inserting domestic air transportation law into the Commercial Code. By doing so, the number of articles can be reduced and the rules on air carriage can conform to that of road transportation and carriage by sea. The bill is expected to be passed by the parliament at the end of this year and is expected to be effective by end of July 2009.

• Journal of Legislation Research
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• no.53
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• pp.337-374
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• 2017

Wer wegen eines Wahldelikts zu Geldstrafe von mehr als 1 Million Won verurteilt wird, verliert nach ${\S}$ 18 Abs. 1 Satz 3, ${\S}$ 19 Satz 1, ${\S}$ 266 des Koreanischen Wahlgesetzes $f{\ddot{u}}r$ die Dauer von $f{\ddot{u}}nf$ Jahren die $F{\ddot{a}}higkeit$, ${\ddot{o}}ffentliche$ ${\ddot{A}}mter$ zu bekleiden und Rechte aus ${\ddot{o}}ffentlichen$ Wahlen. Bei Verurteilung zu Freiheitsstrafe wegen eines Wahldelikts ${\ddot{A}}mter$ sich die Dauer des Verlusts der $Amtsf{\ddot{a}}higkeit$ und des aktiven bzw. passiven Walhrechts auf 10 Jahre. Dies erfolgt kraft Gesetzes. Das $hei{\ss}t$, dass die Entscheidung ${\ddot{u}}ber$ das Ob und die Dauer des Verlusts nicht im Ermessen des Gerichts steht. Allerdings sollte $diesbez{\ddot{u}}glich$ nicht verkannt werden, dass ein deratriger Entzug von $Amtsf{\ddot{a}}higkeit$, $W{\ddot{a}}hlbarkeit$ u.s.w., mit dem eine Straftat geahndet werden soll, selber von Natur aus eine Art Strafen darstellt. Der im ${\S}$ 41 des Koreanischen StGB geregelte Strafen-Katalog $enth{\ddot{a}}lt$ $n{\ddot{a}}mlich$ eine zeitlich begrenzte Aberkennung des oben genannten ${\ddot{o}}ffentliche$n Rechtsstatus als eine Art Ehrenstrafen. Nicht einleuchtend ist, warum das Wesen der Sanktion $gem{\ddot{a}}{\ss}$ ${\S}$ 18 Abs. 1 Satz 3, ${\S}$ 19 Satz 1, ${\S}$ 266 des Koreanischen Wahlgesetzes, die den gleichen Zweck und die gleiche Rechtsfolge wie die im ${\S}$ 41 des Koreanischen StGB geregelte Ehrenstrafe hat, nicht als Strafe aufgefasst werden sollte. Handelt es sich bei der oben genannten Sanktion um eine Art Ehrenstrafen, so stellt sich die Anforderung, sie je nach der Eigenart der begangenen Tat bzw. des $T{\ddot{a}}ters$ zu individualisieren. Das Gebot der Individualisierung der Strafen, welches $haupts{\ddot{a}}chlich$ vom materiellen Rechtsstaatsprinzip ableitbar ist, kann im Grunde nur verwirklicht werden, wenn das Gericht dazu befugt ist, unter $Ber{\ddot{u}}cksichtigung$ der konkreten $Umst{\ddot{a}}nde$ jedes Einzelfalls ${\ddot{u}}ber$ eine angemessene Strafe zu befinden. Somit ist der kraft Gesetzes eintretenden Verlust der $Amtsf{\ddot{a}}higkeit$ und der $W{\ddot{a}}hlbarkeit$ nur schwer mit dem Gebot der Individualisierung der Strafen vereinbar. Es $w{\ddot{a}}re$ deshalb $w{\ddot{u}}nschenswert$, wenn der Gesetzgeber eine Reform in Betracht ziehen $w{\ddot{u}}rde$, welche den Ersatz des kraft Gesetzes automatisch eintretenden Entzugs der $Amtsf{\ddot{a}}higkeit$ bzw. des Wahlrechts durch die gerichtliche fakultative Aberkennung von diesen Statusrechten beinhaltet.

• The Journal of the Korea Contents Association
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• v.12 no.10
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• pp.169-177
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• 2012

Due to the influences of global financial crisis, countries are putting their efforts on the enhancement of appropriateness and transparency of director compensation. In several countries including Germany, the United States, the United Kingdom, France, and Italy, listed companies and financial institutions in certain levels make public announcement for compensations of individual directors, not the averages. Recently, even Asian countries including China, Hong Kong, and Singapore are introducing individual director compensation public announcement policies. On the other hand, in cases of companies, which must submit annual reports, under current Korean capital market laws and enforcement ordinances, they are obligated to mention 'total wage paid to all executives in that business year' on the annual report, but does not have to mention individual wages of each executive. About this, at the 17th national assembly, revised bill for the Securities and Exchange Act for companies to mention wages of each executive. The financial world is opposing to open individual director compensation to the public as they concern about the shrinking of outstanding human resources recruitment, breach of corporate confidence, privacy invasion, deterioration of labor-management relations, and downfall of the executive's management will as director compensation will be standardized downward; however, if public opening of individual director compensation is forced, domestic companies will prepare more objective and rational standards when they calculate director compensations, and moreover, it will prevent arbitrary intervention of dominant shareholders. Therefore, to clearly and efficiently control director compensation, we need regulations for obligating public opening of individual director compensation.

• The Journal of the Korea Contents Association
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• v.20 no.5
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• pp.204-211
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• 2020

This study investigates the 17 ordinances on the improvement of labor condition and status of social workers in the metropolitan city of Busan that has 16 administrative borough, or gu, and a central headquarter, and further verifies its implementation. Researchers identified the presence of 9 articles in each ordinances, followed by data request being made to all the administrative offices for their implementation. As a result, the articles on obligation, research on the actual condition, support plan and committee establishment have been excluded in many gus, which were in default of implementation or slower than ordinances stipulate. It is suggested that statements about the obligation of the head officers, preceding research on the actual condition before support plan and committee establishment should be made in the independent articles. Regarding its implementation, ordinances are required to have a regulatory power through penalty, reflect the actual demands of social workers in the field and go through a regular evaluation and monitoring on its implementation in order for purpose accomplishment.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.5
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• pp.439-446
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• 2017

The Maritime Safety Act established restrictions for the passage of oil tankers, prohibiting vessesl carrying more than 1,500 kiloliters of oil or 1,500 tons of a hazardous liquid substance. Prohibited vessels that do not satisfy the restrictions are allowed to enter and depart from a nearby port from the outer sea area to minimize the time and distance the oil tanker must navigate in the prohibited area. Therefore, such regulation should not be construed as referring to inshore traffic. In this study, the traffic volume of coastal tankers that do not use the approaching channels for specific sea areas near Yeosu and Gwangyang Port was analyzed, and the cargo loads of these ships were investigated. The results of this study should be used to allow tankers to minimize the time and distance of navigation in prohibited areas. According to the survey, 16 vessels, 51.6 % of the 31 vessels using inshore traffic included in the study, were loaded with more than 1,500 tons of cargo. This is not appropriate according to the legislation for oil tanker passage. Therefore, in this study, sea routes have been proposed that connect with the approaching channels of specific sea areas, from the outer sea areas of restricted passages. Regulations have also been proposed for the entry and departure of oil tankers around Yeosu and Gwangyang Port.

• Cross-Cultural Studies
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• v.46
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• pp.379-409
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• 2017

The villainous characters of the Marquis de Sade do not regard pity and consternation that one usually feels at the sight of poor people as natural. Such feelings are simply rejected. Therefore, Sade's characters immediately suggest that the hospitals established by religious congregations under the Ancien Regime should disappear. However, it is important to note that enlightened thinkers are aware of the abuses caused by hospitals at that time, claiming that they are to be blamed for the worsening situation of the poor. Thus, the General Assembly of the Constituents tried to nationalize the possessions of the hospitals, going as far as abolishing every charity institution. This article aims at linking Sade's hatred for hospitals to the issues his contemporaries raise about charity institutions. More particularly, revolutionary thinkers want to replace the considerably rich hospitals with small hospices or domiciliary care. Such actions will help reduce national budget spending and simplify the administrative procedures. Sade's libertines view poverty issues in the society from different perspectives: philosophical, political and economic. Let us not forget that they insist on social assistance systems which would suit both the ideals and the circumstances of the new Republic. We understand that Sade took precautions against the impending return of religion and monarchy, which were expelled by the Revolution. Under the Ancien Regime, people tolerated hospitals on the pretext that they arouse natural feelings such as beneficence and compassion. Well, to say the least, Sade is not wrong in raising awareness on this issue.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.46 no.12
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• pp.1056-1069
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• 2018

In order to promote the commercial space activities of the private sector, the Trump Administration announced the commercial space regulatory reforms by issuing the Space Policy Directive-2 (SPD-2) on May 24, 2018, followed by the SPD-3 dealing with a separate issue of the space traffic management on June 18. Both executive orders, based on the recommendations prepared by the National Space Council (NSC) reconstituted in June 2017 and signed by the President, involve regulatory reform policy related to launch services, commercial remote sensing, establishment of one-stop shop office in Commerce Department, radio frequency spectrum, export control, and space traffic management, providing a strong guidance to the Federal Government. The commercial space regulatory reform policy can be seen in broader terms of the National Security Strategy earlier announced on Dec. 18, 2017, and as such, it pursues the economic growth of the U.S. and the national security as well. The U.S. law and policy prioritizing its national interests by promoting commercial space activities may lead to concerns and debate on the potential breach of the provisions of the Outer Space Treaty. Hence, it is worth noting the legal implications as derived from the U.S. space policy and domestic legislation, thereby accelerating international discussion to build on international norms as appropriate to the pr ogress of space technology and space commercialization.

• Proceedings of the Korea Water Resources Association Conference
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• 2017.05a
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• pp.254-254
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• 2017

수자원장기종합계획은 수자원의 안정적인 확보와 효율적인 이용 개발 및 보전을 위하여 "하천법" 제23조에 근거하여 수립되는 물 분야의 최상위 법정계획이다. 수자원장기종합계획은 20년 단위로 수립되며, 5년마다 그 타당성 여부를 검토하여 필요한 경우에는 계획을 변경하고 있다. 국토교통부는 지난 2016년 12월 수자원장기종합계획 제3차 수정계획(2016~2020년)을 수립 고시하였다. 그런데 수자원장기종합계획과 같이 상위 개념의 법정계획의 수립을 위해서는 관련 법정계획 및 부처 간의 수평적 수직적 연계가 중요한데, 현행 법체계는 이에 미흡한 측면이 있어 보인다. 우선적으로 수평적 연계를 위해서는 수자원장기종합계획 수립과정에 이수 치수 및 방재 분야의 업무를 담당하고 있는 관련 부처의 적극적인 참여를 독려할 필요가 있다. 현재 "하천법" 제23조제4항은 수자원장기종합계획을 수립하거나 변경할 경우, 중앙행정기관의 장과 협의하도록 규정하고 있다. 그러나 현행 규정에 따른 부처별 '협의'는 국토교통부가 수자원장기종합계획을 수립한 후 관련 부처의 의견을 수렴하는 소극적 형태의 협의라고 볼 수 있다. 효율적인 수자원장기종합계획 수립을 위해서는 "하천법" 소관 부처인 국토교통부가 수자원장기종합계획 수립을 위한 기본적인 지침을 수립하여 관련 중앙부처인 환경부(환경), 국민안전처(치수), 산업통상자원부(공업용수) 및 농림축산식품부(농업용수)에 시달하고, 각 부처는 담당 분야별 계획을 수립하여 국토교통부에 송달한 후, 국토교통부는 이를 취합 검토하여 수자원장기종합계획을 수립하는 적극적 형태의 연계를 고려할 필요가 있다. 수직적 연계를 위해서는 기존의 하향식(top-down)에서 벗어나 상향식(bottom-up)의 계획수립이 필요해 보인다. 즉 국토교통부의 수자원장기종합계획 수립에 따라 하위 개념의 유역종합치수계획("하천법" 제24조) 및 댐건설장기계획("댐건설 및 주변지역지원 등에 관한 법률" 제4조) 등을 수립하는 것이 아니라, 지역별 유역별로 수자원계획을 우선적으로 마련하도록 하고 이를 기초로 전 국토를 대상으로 하는 수자원장기종합계획을 수립하는 방안이 적절해 보인다. 이를 위해서는 수자원장기종합계획 수립하기 이전에 지역별 또는 유역별로 수자원계획을 수립할 수 있도록 "하천법"에 관련 규정을 신설할 필요가 있으며, 이수뿐만 아니라 환경, 방재 분야의 하위 법정계획의 수립 시기 및 주요 내용에 대한 종합적인 검토가 요구된다.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.2
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• pp.127-138
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• 2023

A variety of decarbonized energy sources are being developed globally to realize carbon neutrality (Net Zero) by 2050 as a measure to address the global climate crisis. As the Korean government has also established a Renewable Energy 3020 policy and promoted energy development plans using solar or wind power, large-scale offshore development projects not present before in coastal waters, such as offshore wind farms, are being promoted. From ships' point of view, offshore facilities present obstacles to safe navigation, and with the installation of marine facilities, ship collisions or contact accidents between ships and marine facilities may occur in the narrowed water areas. In addition, there are concerns about environmental pollution and human casualties caused by marine accidents. Accordingly, we review overseas and domestic offshore wind farm development plans, analyze whether institutional devices are in place to ensure the safe passage of ships in wind farm areas, and study the safe operation of large-scale offshore wind farms and safe passage of ships along the Korean coast by comparing overseas legislative cases with domestic laws and presenting a proposal to illuminate the legal blind sectors.

• Journal of Teachers' Pension
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• v.3
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• pp.207-252
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• 2018

현행 사학연금법은 공무원연금법 제46조 제1항 제4호 "정원 감소로 퇴직한 때부터 연금 지급" 조항을 준용함에 따라 정원감축 및 폐교에 따른 퇴직을 할 경우 법에 명시된 연금지급 개시연령이 아닌 퇴직 후 5년 이후에 조기연금을 지급하도록 하고 있다. 본 연구의 목적은 현행 지급개시연령 규정의 타당성을 검토하고 개선방안을 제시하는데 있다. 이를 위해 사학연금 지급개시연령 현황 및 사립학교 폐교 현황과 사학연금이 공무원연금법을 준용함으로써 발생하는 문제점 및 현행 규정에 따른 연금지급 시 사학연금재정에 미치는 영향을 분석하고 법 개정의 타당성을 검토하여 개선방안을 모색하였다. 주요 연구결과는 다음과 같다. 65세 정년이 되어 은퇴하지 않고 중도에 퇴직하거나 고용이 취소되어 지급개시연령 보다 훨씬 일찍 조기연금을 지급하게 될 경우에는 퇴직연금 자체가 노후소득보장제도이기 보다는 실업급여의 성격으로 전락하게 되는 측면이 있다. 또한, 폐교에 재직 중인 교직원은 근로가 가능한 연령과 건강상태임에도 불구하고 즉시 연금을 수급하게 됨으로써 재취업을 하지 않을 경우 연금에 대한 의존성이 높아지고 근로유인을 저해할 수 있다. 그리고 최근 잦은 폐교로 인한 연금수급자 과다 발생 및 재정적 지속가능성의 문제가 있다. 또한 사학연금 가입자와 공무원연금 가입자의 특성을 비교하면 중요한 차이점이 발견된다. 국공립학교의 경우에는 해당 학교가 폐교 또는 정원이 감소될 경우 다른 지역 학교로 해당 재직 교직원을 이동 배치하는 등의 대처 방안을 시행하기 때문에 사실상 퇴직하는 사례가 거의 없는 반면, 사학연금 가입자의 경우 공무원연금 가입자에 비해 상대적으로 고용불안에 노출되어 있고, 학령인구 감소 등으로 인해 사립학교 폐교 가능성이 상존하므로 이들에 대한 생활안정대책이 필요하다. 또한 공무원 조직의 개폐 및 정원 감소는 법령으로 정하고 있지만, 사립학교 교직원의 개폐 및 정원의 감소는 사학기관의 특성에 따라 차이가 있다. 그리고 공무원의 경우 공무원연금의 대상이면서도 고용형태의 상대적 취약점을 감안하여 임기제 공무원의 경우 고용보험의 가입이 일부 허용되나, 사학연금 가입자의 경우에는 전면적으로 가입이 제한되어 직역연금 간 형평성 문제가 발생하고 있다. 그리고 국민연금과 비교할 때 다음과 같은 차이점이 있다. 국민연금법의 경우 사업장가입자로 적용받고 있다 하더라도 준용법과 같은 사립학교 폐교 시 조기연금 수급 규정이 없으며, 고용보험법의 적용으로 실직 시 실업급여 등의 대응책이 있긴 하나 연금 수급을 통한 소득보장 수준에는 못 미치는 제도적 보완책을 갖추고 있다. 또한, 국민연금 가입자는 고용보험에 적용되나, 사학연금 가입자는 실업상태에 놓였을 경우 고용보험의 적용을 받지 못한다는 점에서 차이가 존재한다. 이에 다음과 같은 개선방안을 제시하였다. 폐교 시 사학연금 가입자의 생활안정을 위해 고용보험 가입을 검토할 필요가 있고, 재정안정화를 위해 연금을 전액지급하기 보다는 퇴직일부터 지급개시연령까지의 잔여기간에 따라 차등지급하는 방안을 모색해 볼 수 있으며, 고용보험법상의 실업급여 제도를 원용하고 소정의 연금지급기간을 설정하여 연금을 지급하는 방안을 고려할 필요가 있다. 이에 더하여 사학연금제도 내에서 별도의 고용보험기금을 마련하는 방안도 모색해볼 필요가 있다.