• The Korean Journal of Air & Space Law and Policy
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• v.23 no.2
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• pp.31-66
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• 2008

Until Montreal Convention was established in 1999, the Warsaw System is undoubtedly accepted private international air law treaty and has played major role on the carrier's liability in international aviation transport industry. But the whole Warsaw System, though it was revised many times to meet the rapid developments of the aviation transport industry, is so complicated, tangled and outdated. This thesis, therefore, aim to introduce the Montreal Convention by interpreting it as a new legal instrument on the air carrier's liability, specially on the passenger's, and analyzing all the issues relating to it. The Montreal Convention markedly changed the rules governing international carriage by air. The Montreal Convention has modernized and consolidated the old Warsaw System of international instruments of private international air law into one legal instrument. One of the most significant features of the Montreal Convention is that it sifted its priority to the protection of the interest of the consumers from the protection of the carrier which originally the Warsaw Convention intended to protect the fledgling international air transport business. Two major features of the Montreal Convention adopts are the Two-tier Liability System and the Fifth Jurisdiction. In case of death or bodily injury to passengers, the Montreal Convention introduces a two-tier liability system. The first tier includes strict liability up to 100,000SDR, irrespective of carriers' fault. The second tier is based on presumption of fault of carrier and has no limit of liability. Regarding Jurisdiction, the Montreal Convention expands upon the four jurisdiction in which the carrier could be sued by adding a fifth jurisdiction, i.e., a passenger can bring suit in a country in which he or she has their permanent and principal residence and in which the carrier provides a services for the carriage of passengers by either its own aircraft or through a commercial agreement. Other features are introducing the advance payment, electronic ticketing, compulsory insurance and regulation on the contracting and actual carrier etc. As we see some major features of the Montreal Convention, the Convention heralds the single biggest change in the international aviation liability and there can be no doubt it will prevail the international aviation transport world in the future. Our government signed this Convention on 20th Sep. 2007 and it came into effect on 29th Dec. 2007 domestically. Thus, it was recognized that domestic carriers can adequately and independently manage the change of risks of liability. I, therefore, would like to suggest our country's aviation industry including newly-born low cost carrier prepare some countermeasures domestically that are necessary to the enforcement of the Convention.

• The Korean Society of Law and Medicine
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• v.19 no.2
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• pp.173-207
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• 2018

Japan is a super-aged society where the proportion of the people aged over 65 is exceeded 20%. Therefore, there are many accidents that occur in long-term care facilities in Japan, and there are many civil litigations. The Japanese court has acknowledged in many cases that the long-term facility is responsible for the damage to the elderly who is injured in the facility. The cases can be divided into ① tumbling down, ② wandering, ③ suffocation, ④ bedsore, and ⑤ accidents among the facility-users. In most cases, the court found that the facility violated its obligation to protect their users. This is not only the case where the manager or the employee of the facility violates the obligation to watch and care for the elderly, but in some cases, the failure to maintain the human and material system itself is recognized. The basis for such judgment is whether the facility can predict the possibility of an accident and whether the facility has taken measures to prevent accidents. Also, the Japanese court recognizes the transfer of burden of proof in order to expedite the victims' rights. However, the liability of the facility for damages should not be so heavy that it would be hesitant to allow a person to enter the facility and make a contract.

• Agrochemical news magazine
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• v.22 no.10 s.173
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• pp.6-9
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• 2001

• Venture DIGEST
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• s.62
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• pp.14-14
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• 2004

벤처기업도 컴퓨터처럼 각자에게 주어진 임무와 역할을 수행함으로써 돌아가는 하나의 정교한 시스템이다. 각 부서의 벤처인들이 그 공간 안에서 맡은 책임을 다하며‘벤처OS’를 씽씽 돌리고 있는 것이다. 여러 운영체제에 두루 사용되는 유익한 유틸리티를 통해 벤처만이 가진 힘과 역량을 확인해 보자.

• Proceedings of the Korea Technology Innovation Society Conference
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• 2000.05a
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• pp.106-122
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• 2000

1999년 처음 출범한 연구회체제는 소속 연구기관들의 1999년도 연구실적 및 경영내용에 대한 기관평가를 실시하였다. 기관평가는 짧은 준비기간에도 불구하고 비교적 객관적인 지표체계 및 과학적인 평가방법을 개발하여 평가의 신뢰성과 타당성을 제고하려고 하였다. 그러나 연구회 소속 연구기관들은 기관평가시스템에 대한 재검토 필요성에 대부분이 공감하고 있는 실정이다. 이에 본 연구는 정부출연연구기관의 책임성 확보와 성과지향적인 관리 및 평가체제 구축을 위하여 도입된 기관평가의 목적, 대상, 체계, 기준 및 그 결과 등을 국가연구개발사업 조사·분석·평가와 비교분석하고, 그 개선방안을 제시하고자 한다.

• Proceedings of the Korea Information Processing Society Conference
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• 2016.04a
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• pp.396-398
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• 2016

최근 벤더의 운영체제 지원 종료에 따른 보안 문제와 그로 인한 개인 정보 침해등 피해가 발생되어 전세계적으로 문제가 대두되고 있다. 세계 각국이 벤더와 연장 지원 계약을 하는 등 발빠른 대처를 하고 있으나, 근본적인 문제의 해결은 아직 미흡한 실정이다. 이를 위해 사용자, 벤더 그리고 정부가 운영체제 지원종료로 인한 사회적 문제에 대한 인식이 필요하며, 특히 운영체제를 생산 및 공급하며 지원의 의무를 가지는 벤더와 사회의 안전에 대한 책임을 갖는 정부의 역할에 대해 연구하였다.

• Proceedings of the Korean Institute Of Construction Engineering and Management
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• 2006.11a
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• pp.53-57
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• 2006

안전관리는 건설사업의 시공과정 중에 발생 가능한 유해, 위험으로부터 인명을 보호하는 것이며, 건설사업의 주제는 발주자로서 발주자 역할의 극대화는 효과적인 건설재해 방지의 관건이다. 건설프로젝트의 발주자, 설계자, 감리자, 시공자, 협력업자 등 다수 참여자의 장기간에 걸친 공동작업으로 이루어지는 건설공사의 특성을 고려할 때, 기존의 건설안전관리체제로는 건설공사에 수반되는 이와 다양한 유형의 사고를 방지하기 위한 근본적인 처방으로는 미흡하며, 건설산업의 총체적인 안전수준의 향상을 통한 시설품의 생애주기 전반에 걸쳐 안전성을 확보할 수 있는 근원적인 안전관리제도의 구축이 요구되고 있다. 실태조사 결과 공공발주자와 민간발주자의 안전의식 및 안전관리실태에는 격차가 크며, 대다수 발주자의 안전관리에 대한 책임의식이 미흡하며, 민간발주자의 경우가 훨씬 열악한 것으로 나타났다. 정부 감독기관의 발주자에 대한 안전책임 부여도 소극적이다. 발주자 안전관리가 미흡한 원인과 이의 촉진 방안에 대한 도출이 필요하다. 발주자에 대한 접근 방법의 홍보를 통한 책임의식의 고취, 발주자를 위한 안전관리매뉴얼 등 안전관리 도구의 제공, 법령을 동한 명확한 책임의 부여, 발주자가 책임을 이행할 수 있는 자질있는 안전전문가의 활용이 긴요한 것으로 사료된다.

• Korea Trade Review
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• v.43 no.3
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• pp.101-124
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• 2018

After the establishment of the Korean Product Liability Act, a new clause on the burden of proof has been added and is being revised to meet the purpose of consumer protection. Article 3(2) of the new clause stipulates a provision for estimating a causal relationship when proving indirect facts to alleviate burden of proof. While consumer rights are increasing and public attention is drawn to consumer issues, problems are still emerging. In order to solve the problem, the U.S. Product Liability Act, which has strong consumer rights, was examined to describe the direction in which Korea's Product Liability Act should proceed in terms of consumer protection. The results of the comparative analysis show that the US has expanded the concept of strict liability in terms of rigorous liability, consumer dispute resolution, provable possibility, and litigation accessibility, The consumer dispute settlement system has thoroughly protected consumers by operating educational and systemic consumer ADR system. As for the possibility of proving, Korea has three provenances, and the United States has one. In the United States, where consumer lawsuits are frequent, lawsuits are more accessible than those in Korea, where the party responsible for proving is turned into a manufacturer and responsible for proving the case. This study focuses on consumer protection and provides implications for Korean product liability law.

• Digital Contents
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• no.11 s.54
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• pp.19-21
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• 1997

한스 군터 슈반츠니흐는 몇가지 문제들에 봉착해 있다. 그가 봉착한 문제는 어떻게 비즈니스 온라인을 성공적으로 운영할 것인가 하는 점이다. 오스트리아의 BAWAG(Bank f r Arbeit und Wirtschaft AG)의 전자데이터 처리의 관리자로서 그는 가상공간에서의 체제를 선도해야 할 책임이 있다. 그의 목적은 기존의 고객을 그대로 유지하면서 새로운 고객들을 유치해 내는 일이다.

• The Korean Journal of Air & Space Law and Policy
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• v.20 no.1
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• pp.45-85
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• 2005

The purpose of this paper is to examine the concept of "accident" under the Warsaw system including the Warsaw Convention for the Unification of certain Rules for International Carriage by Air of 1929 and the Montreal Convention of 1999. Most leading case on this subject is Air France v. Saks(470 U.S. 392 (1985)). In the Saks case, it was held that the definition of an accident must be applied flexibly, and most courts have adhered to the definition of accident in Saks case, the application of accident has been less than consistent. However, most cases have held that if the event is usual and expected operation of the aircraft, then no accident has occurred. Courts have also held that where the injury results from passenger's own internal reaction to the usual, normal, and expected operations of the aircraft, it is not caused by an accident. As the Warsaw drafters intended to create a system of liability rules that would cover all hazards of air travel, the carrier should liable for the inherent risks of air travel. It is right in that the carrier is in a better position than the passenger to control the risks during air travel. Most US courts have held that carriers are not liable for one passenger's assault on the other passenger. The interactions between passengers are not part of the normal operations of the aircraft and are therefore not covered by the word "accident" under Art 17 of the Warsaw Convention. It is regretful that the Montreal Convention did not attempt to clarify the concepts of accident in itself. In the light of an emerging tendency to hold the air carrier liable for occurrences that do not exactly go to the operation of the aircraft, it is desirable to regulate that the carrier is liable for an "event" instead of an "accident" in accordance with the Guatemala City protocol.