• Information Systems Review
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• v.7 no.2
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• pp.229-255
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• 2005

The Korea Development Bank promoted a total outsourcing for IT operation in 1999 for the first time in the banking industry. The Korea Development Bank became the center of public attention because the most banks were unwilling to take an outsourcing with external sources for the reason of financial operation accidents, securities, and threats of strikes. After the introduction of the total IT outsourcing, the Korea Development Bank has continuously diagnosed the problems of the IT outsourcing and adopted various proper complements for the enhancement of the IT outsourcing. As the result of the enhancement, the IT outsourcing of the Korea Development Bank marched into the joint liability operation period after going through the outsourcing operation period and the co-operation period. The joint liability operation which is the most leading outsourcing system which is adopted by the Korea Development Bank for the first time in the banking industry. Through the joint liability operation, the Korea Development Bank could accept the most up-to-date IT, concentrate internal manpower on the core capability, and secure flexibility of manpower. Also, the bank changed the relationship between the bank and the external sources from the one-sided relationship between a producers and a consumer to the joint liability relationship on which both sides are responsible for the operation, and could integrate the internal capacity with the professional know-how of the external IT outsourcing company. In this paper, we testified the soundness and validity for the worries of banks about the total IT outsourcing with external sources. And, we arranged the advantages and outcomes of the total IT outsourcing with external sources compared to the IT outsourcing with internal sources. Moreover, we expect that we can improve the closed financial IT outsourcing industry structure and raise the world competitive power of domestic IT outsourcing companies by correcting wrong ideas on the IT outsourcing with external sources.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.49
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• pp.283-324
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• 2011

The purpose of this paper is to research the air waybill and the carrier's liability in respect of the carriage of cargo by air under the Montreal Convention of 1999. The Warsaw Convention for the unification of certain rules for international carriage by air was adopted in 1929 and modified successively in 1955, 1961, 1971, 1975 and 1999. The Montreal Convention of 1999 modernized and consolidated the Warsaw Convention and related instruments. Under the Montreal Convention, in respect of the carriage of cargo, the air waybill shall be made out by the consignor. If, at the request of the consignor, the carrier makes it out, the carrier shall be deemed to have done so on behalf of the consignor. The air waybill shall be made out in three orignal parts. Under the Montreal Convention, the consignor shall indemnify the carrier against all damages suffered by the carrier or any other person to whom the carrier is liable, by reason of the irregularity, incorrectness or incompleteness of the particulars and statement furnished by the consignor or on its behalf. The air waybill is not a document of title or negotiable instrument. Under the Montreal Convention, the air waybill is prima facie evidence of the conclusion of the contract, of the acceptance of the cargo and of the conditions of carriage. If the carrier carries out the instructions of the consignor for the disposition of the cargo without requiring the production of the part of the air waybill, the carrier will be liable, for any damage which may be accused thereby to any person who is lawfully in possession of the part of the air waybill. Under the Montreal Convention, the carrier is liable by application of principle of strict liability for the damage sustained during the carriage of cargo by air. The carrier is liable for the destruction or loss of, or damage to cargo and delay during the carriage by air. The period of the carriage by air does not extend to any carriage by land, by sea or by inland waterway performed outside an airport. Under the Montreal Convention, the carrier's liability is limited to a sum of 17 Special Drawing Rights per kilogramme. Any provision tending to relieve the carrier of liability or to fix a lower limit than that which is laid down in this Convention shall be and void. Under the Montreal Convention, if the carrier proves that the damage was caused by the negligence or other wrongful act or omission of the person claiming compensation, or the person from whom he derives his rights, the carrier shall be wholly or partly exonerated from ist liability to the claimant to the extent that such negligence or wrongful act or omission caused the damage. Under the Montreal Convention, any action for damages, however founded, whether under this Convention or in contract or in tort or otherwise, can only be brought subject to the conditions and such limits of liability as are set out in this Convention. Under the Montreal Convention, in the case of damage the person entitled to delivery must complain to the carrier forthwith after the discovery of the damage, and at the latest, within fourteen days from the date of receipt of cargo. In the case of delay, the complaint must be made at the latest within twenty-one days from the date on which the cargo has been placed at his disposal. if no complaint is made within the times aforesaid, no action shall lie against the carrier, save in the case of fraud on its part. Under the Montreal Convention, the right to damage shall be extinguished if an action is not brought within a period of two years, reckoned from the date of arrival at the destination, or from the date on which the aircraft ought to have arrived, or from the date on which the carriage stopped. In conclusion, the Montreal Convention has main outstanding issues with respect to the carrier's liability in respect of the carriage of cargo by air as follows : The amounts of limits of the carrier's liability, the duration of the carrier's liability, and the aviation liability insurance. Therefore, the conditions and limits of the carrier's liability under the Montreal Convention should be readjusted and regulated in detail.

• 한국사회정책
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• v.20 no.2
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• pp.169-193
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• 2013

This paper examines how a social investment approach can be applied in a comparative analysis of childcare arrangements. We compared changes in Sweden, France, Germany, the UK, Japan and Korea during the 2000s, focusing on four dimensions of social investment: activation, gender equality, quality of care, and the degree of state's intervention in the family. We considered leave systems and the number of children enrolled in formal care and education facilities as indicators for labour market activation. For gender equality, women's position in employment is considered with respect to labour market participation rates, proportion of permanent employment, and wage-sex ratio. Quality of care concerns child-to-staff ratio and care provided with government quality control. The state's intervention was measured as social spending on families as proportions of GDP and total social spending. Our analysis provides empirical evidence that Sweden and France are pioneers in this arena and that the UK, Germany, Korea, and Japan are path-shifters in their care paradigms, albeit to varying degrees. Is the social investment approach an adequate paradigm for care? In a normative sense, this approach has potential. However, the following issues remain unaddressed: gender equality should be achieved through an expansion in good-quality jobs, fathers should be encouraged to take on childcare duties, and families should have universal access to good-quality childcare services controlled by the government.

• Journal of Environmental Policy
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• v.2 no.1
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• pp.107-135
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• 2003

This study reviews the proposed liability and redress regime under the Cartagena Protocol on Biodiversity. Several core elements for the regime are discussed in comparison with those listed in the 1999 Basel Protocol on Liability and Compensation for Damage resulting from the Transboundary Movements of Hazardous Wastes and their Disposal. These are (1) scope of the rules and procedures; (2) channeling of liability; (3) legal standing; (4) definition of damage; (5) standard of care; (6) ancillary sources of compensation; (7) limitation of liability; (8) financial guarantees; and (9) mutual recognition and enforcement of judgments. Korea has given relatively little attention to the issue of liability and redress in the context of LMOs trade. As the Protocol is expected to enter into force soon, Korea needs to develop appropriate implementing domestic mechanisms for the Biosafety Protocol. Establishing an adequate domestic liability and compensation scheme will be one of the most important mechanisms not only to comply the Protocol but to ensure safety of LMOs in general. A further research is needed on the basis of a comparision of relevant legislations in different countries as well as analysis of current laws related to the accidents arising from LMOs trade, such as product liability laws, food safety laws, liability provisions in some environmental legislations.

• Archives of design research
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• v.13
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• pp.67-80
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• 1996

The textile industry, accounting nearly 25% of total industrial output, has progressed steadily in the last 30 years contributing greatly to the export driven economic development of Korea. Althought the textile industry has some competitiveness in the international market in terms of production capability through the ongoing restructuring effort, the area of textile design lags far behind compared to that of advanced industrial countries. This is believesd mainly due to the inadequate college education in addition to the social indifference toward the design. The current curriculum of textile design in most universities put more emphasis on the artistic aspects of design, rather than preparing the students as design specialists as required by the industries. The education system for textile design should, therfore, be restructured for the purpose of producing professional designers integrating the needs of sosiety, culture, art, economy, and advancing technology.

• 한국경영정보학회:학술대회논문집
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• 2007.11a
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• pp.309-315
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• 2007

SK텔레콤은 급변하는 이동통신시장 환경의 변화에 적절히 대응하기 위하여 지난 10여 년간 사용해 온 메인프레임 기반의 COIS 시스템을 중단하고 Unix 기반의 NGM 시스템으로 다운사이징하기로 결정하였다. 2002 년 9 월 SK 텔레콤은 차세대 IT 인프라 혁신 전략 프로젝트를 완료하고 이에 근거하여 2003 년 말 1 단계 프로젝트를 추진하게 된다. 그러나 개발 툴의 문제점, Governance 의 확보 실패 등 문제점이 계속 누적되어 2005년에 접어들어서는 총체적 난국 상황에 봉착하게 되었다. 2005 년 2 월 자체 점검 결과 개발 진척도는 50%에 불과한 상황이었다. 결국 2005 년 3 월, NGM 추진본부는 프로젝트의 추진 중단을 선언하기에 이르렀다. NGM 프로젝트는 처음부터 재 검토하여 Re-planning 을 실시한 후 구축을 재개하기로 결정하였다. 2005 년 5 월 NGM 프로젝트의 Re-plan 이 수립되었다. 우선 Turn-key 방식의 문제점을 해소하기 위하여 SK 텔레콤이 구축의 총책임을 떠맡고, SK C&C 가 시스템 이행에 대한 책임을 지는 Governance 체제를 확립하였다. 또한 2 단계 프로젝트에서는 NGM 프로젝트를 기술적으로 원점부터 재 검토하여 이전과는 근본적으로 다른 In-House 구축 접근방식을 채택하기로 하였다. 2 단계 프로젝트에서 관심을 집중한 기술적 의사결정 영역은 크게 (1) 미들웨어 및 개발프레임워크의 적용, (2) DB 아키텍처의 결정 및 슬림화, (3) 시스템 성능 개선 등의 세 분야로 집약할 수 있다. 이 논문에서는 이들 각각의 분야를 구체적으로 검토하였다. 결국 2006 년 10 월 9 일 메인프레임 기반의 COIS 는 Shut-down 되어 가동을 멈추었고, Unix 기반의 NGM 시스템이 가동을 개시함으로써 차세대 마케팅을 본격 추진하기 위한 다운사이징 프로젝트가 성공적으로 완수되었다.

• The Journal of the Korea Contents Association
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• v.7 no.1
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• pp.176-183
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• 2007

Our country is criticized that is gambling republic recently. It is shy, but do not refute through present actual conditions. Gambling had increased and generated much problems in our country. But, gambling permited socially. So, control system that do snow about gambling is insufficient. In the meantime, police's confrontation about gambling crime was not effective. Active confrontation about police's gambling crime must consist now. This research groped police's active confrontation way about gambling crime, police is improving crime information management system of gambling crime and utilize in investigation.

• Journal of Korea Ship Safrty Technology Authority
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• s.32
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• pp.46-56
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• 2012

해양사고 예방 또는 해양사고 시 2차 피해 감소를 위한 관점에서 안전수역, 안전항구 및 최적 수리장소의 제공 또는 제공되는 장소까지 안전한 수로의 안내는 해양선진국으로 갖추어야 할 핵심 해사안전 서비스의 하나로 볼 수 있다. Erika호 해양사고와 같은 중대사고로 큰 손해를 겪은 국제사회는 피난처의 중요성을 깨닫고 여러 해를 거친 검토 끝에 피난처의 제공목적, 선장과 구조자의 책임지침 등을 담은 IMO Res. A.949(23) 및 A.950(23)과 같은 피난처 관련 지침을 제정하게 되었다. 이 지침을 바탕으로 덴마크, 미국, 캐나다, 남아프리카에서는 MAS 체제, 잠재적 피난처(PPOR, Potential Places of Refuge), 국가비상계획 포함 등의 방법으로 피난처를 지정하여 활용하고 있었다. 위의 요소들을 고려할 때, 우리나라 연안을 통항하는 선박들에 대한 최적의 피난처를 지정하기 위해서 연안해역 및 항만의 자연환경, 해상 및 기상조건, 과거 해양사고통계 및 분석자료, 항적도 및 교통량 등 해상교통환경의 평가를 위한 기초자료가 수집되어야 한다.

• Journal of the Korean Society of Hazard Mitigation
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• v.9 no.1
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• pp.81-89
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• 2009

Until now, Korea carried out disaster management under the perception that the central government or the local government bodies are totally responsible. However as the size of disasters become larger, the capacity of the public disaster management did not live up to the expectations. To analyze this issue, this research conducted interviews on disaster response readiness by "individual resident-residents cooperation-public/private collaboration" according to each preparedness-response-recovery stage, as resident representatives (Head of Ri, Head of Tong) as subjects. Based on the interviews, surveys were conducted to deduct the necessary factors needed for the general residents to exhibit disaster prevention capabilities. The surveys consist of 6 factors-risk perception, evacuation inductively, individual evacuation response, disaster prevention system, lookout & precaution, information communication.

• Korean Journal of Social Welfare
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• v.55
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• pp.205-230
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• 2003

This article examines the continuity and change of Korean welfare regime during 1990s. Democracy, globalization and the financial crisis changed the landscape of Korean society as a whole and provided a catalyst for the change of the Korean welfare regime. In order to show how and what changed in Korean welfare regime, this study concentrates on the transformations of income maintenance programmes and social welfare services. The changed aspects are as follow: (1) The ratio of social expenditure to GDP has increased during 1990s and now stood at ten percent level. (2)Rather than backing up the company welfare, government strove to build and expand income maintenance devices for all citizens. (3) The poverty and inequality reduction effects of income maintenance programs are very weak in early 1990s, but they are gradually getting stronger impact on poverty and inequality. But, there are also continuance. (1) In spite of the relative development of income maintenance programs, social welfare services are still poorly designed as before. (2) The expenditure level of social welfare services shows sharp contrast to income maintenance programs and lagged behind the other OECD countries. (3) The expansion of social service sector employment are also not so salient. In 2002, social service employment is only at close to 2.5 per cent of the total employment. Accordingly, korean welfare regime is now characterized by a model which is to curb poverty and inequality by engaging in direct government provision of income maintenance programs, but refrain from expanding social service by relying on net welfare which encourage the provision of services within the family. A implication of our analysis is that the expansion of social welfare Korea saw after 1997 was not really an regime shift. According to the arguments of Peter Hall, first and second order changes in policy do not automatically lead to third order changes which imply regime shift. Policy changes which occurred during 1990s was not accompanied by a shift in policy paradigms. Family dependency in welfare is not yet changed.