• The Research Journal of the Costume Culture
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• v.11 no.3
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• pp.331-339
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• 2003

This study first defines the fashion convention industry as an idea that includes international conventions, exhibitions and collections mainly dealing with fashion (fabric·material, clothing·fashion, and machinery·equipment). It then infers constituents of the industry based on preceding studies on service quality and satisfaction, and analyzes their importance and the structural relation between constituent performance, satisfaction and ex post behaviour. Also it analyzes perception difference of the organizer and participators on constituent importance, performance, and satisfaction. In the survey, a total of 500 questionnaires were distributed to the organizers and participants of 2001 Seoul Fashion Week, and among them, 259 questionnaires from the participants and 18 from the organizers were used as data for the demonstrative analysis. LISREL 8 program and SPSS WIN V. 8.0 were used for a statistical process of collected data.

• Journal of the Korea Fashion and Costume Design Association
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• v.21 no.1
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• pp.17-33
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• 2019

The purpose of this study is to understand the present status of the international textile fashion conventions and the Korean textile fashion conventions in order to secure competitiveness in the textile fashion industry and to discover the satisfaction of the convention and to develop an improvement plan of the current textile and fashion conventions in Korea. For the method of study, five representative conventions of domestic and foreign textiles and fashion were selected and case analyses were conducted focusing on relevant reports. Also, the satisfaction and improvement of the conventions for companies, buyers and visitors attending the Preview in Seoul(PIS) convention were surveyed. The first result of the study was that international textile and fashion conventions have clarified their identity according to changes in the market environment and buyer's interest. For example, the professional exhibition changed the nature of the comprehensive convention or made it easier for many related businesses and buyers to attend the convention by sharing the same convention period and location with other conventions. In addition, the convention hall has been constructed to display promising items, such as eco-friendly materials and smart materials. Second, participating companies, buyers and visitors of the Preview in Seoul (PIS) convention were generally satisfied with the convention, but were aware of the need for change. In particular, the satisfaction level with the number and level of new buyers at home and abroad, the number of counseling sessions and the quality level were also found to be low.

• Journal of Korean Port Research
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• v.7 no.1
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• pp.89-114
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• 1993

ICLL 66 is the most widely ratified instrument of the IMO and is, along with the International Convention on Safety of life at Sea (SOLAS), the primary document setting forth internationally agreed ship safety standards. ICLL 66 set freeboard requirement based on experience gained from the first Load Line Convention in 1930 and on contemporary developments in ship design. Reexamination of ICLL 66 is indicated by the proliferation of novel ship designs for which it lacks adequate regulations and by significant advancements in analytical seakeeping and deck wetness prediction techniques now available to the designer. In this paper, the Freeboard Advisory Group reviews these issues against the changing climate of the marine industry and maritime administrations, discusses the state of the art in analytical seakeeping programs, and outlines a series of recommendations for the establishment of a new international load line convention for the next century. The steps needs for an international program at IMO are discussed and a new convention is proposed.

• The Korean Journal of Air & Space Law and Policy
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• v.5
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• pp.119-169
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• 1993

In this article the present writers have surveyed recent cases on Warsaw Convention especially on the cases emerged in the years between 1986 to 1993. The cases before 1986 were discussed already in the book titled "Liability of International Air Carrier," written by Professor Choi, published in Seoul 1986. In this article the writers have reviewed most of the American cases and some cases from the courts of Germany, France and England. Main subjects which were discussed herein were as follows: Liability of air carriers in Warsaw Convention carriage 1. Exclusivity of the Warsaw Convention as a remedy 2. Warsaw Jurisdiction 3. The scope of the Warsaw Convention's definition of "Accident" under Article 17 of the Warsaw Convention (1) Mental anguish (2) Unusual or unexpected events 4. Adequacy of notice of the limitation of liability to passengers for injuries and death 5. Damages recoverable, punitive damages and burden of proof 6. The wilful misconduct exception; definition of wilful misconduct 7. Cargo and passenger baggage 8. Time limitation of actions After examining articles published world-wide, this article compiles and analyses recent cases involving the Warsaw Convention system. As Warsaw System is based on international convention, maintaining uniformity in interpretation is of utmost importance. Therefore, this type of study is essential for resolving air-transportation disputes in Korea. This article examines the current state and recommends the desired course for the Warsaw Convention. The writers hope that this article is helpful to the Korean courts and those in the air-transportation industry in interpreting the Warsaw Convention.

• 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 Journal of Air & Space Law and Policy
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• v.22 no.2
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• pp.27-51
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• 2007

The cumulative result of the work by the ICAO Secretariat, the Secretariat Study Group and the Council Special Group on the Modernization of the Rome Convention of 1952 are two draft Conventions, namely: "Draft Convention on Compensation for Damage Caused by Aircraft to Third Parties, in case of Unlawful Interference", and "Draft Convention on Compensation for Damage Caused by Aircraft to Third Parties" The core provisions of the former draft Convention are as follows: The liability of the operator is strict, that is, without the necessity of proof of fault. It would be liable for damage sustained by third parties on condition only that the damage was caused by an aircraft in flight(Article 3). However, such liability is caped based on the weight of the aircraft(Article 4). It is envisaged to create an independent organization called the Supplementary Compensation Mechanism, with the principle purpose to pay compensation to persons suffering damage in the territory of a State Party, and to provide financial support(Article 8). Compensation shall be paid by the SCM to the extent that the total amount of damages exceeds the Article 4 limits(Article 19). The main issues on the farmer draft Convention are relating to breaking away from Montreal Convention 1999, no limits on individual claims but a global limitation on air carrier liability, insurance coverage, cap of operators' strict liability, and Supplementary Compensation Mechanism. The core provisions of the latter draft Convention are as follows: the liability of the operator is strict, up to a certain threshold tentatively set at 250,000 to 500,000 SDRs. Beyond that, the operator is liable for all damages unless it proves that such damage were not due to its negligence or that the damages were solely due to the negligence of another person(Article 3). The provisions relating to the SCM and compensation thereunder do not operate under this Convention, as the operator is potentially for the full amount of damages caused. The main issues on the latter draft Convention are relating to liability limit of operator, and definition of general risks. In conclusion, we urge ICAO to move forward expeditiously on the draft Convention to establish a third party liability and compensation system that can stand ready to protect both third party victims and the aviation industry before another 9/11-scale event occurs.

• Korean System Dynamics Review
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• v.8 no.2
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• pp.115-140
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• 2007

Changes in material use, energy use and emissions profiles of steel industry are the result of complex interrelationships among a multitude of technological and economic drivers. To better understand and guide such changes requires that attention is paid to the time-varying consequences that technology and economic influences have on an industry's choice of inputs and its associated outputs. We briefly review the range of policy issues in our paper and assess the impact that climate-change policies may have on energy use and carbon emissions in Korea steel industry. We then present the models of Korea steel industry's energy and product flow regarding environmental regulations by using system dynamics simulation methodology(SD). Time series data and engineering information are combined to endogenously specify changes in technologies, fuel mix, and production processes within dynamic simulation model. Through a various scenario, ramifications that the convention of climate change would to steel industry is analyzed, and based on the study results, strategies against environment changes is contemplated in various perspectives to contribute to minimize the risks concerning the uncertain future and to be conducive to Korea steel industry's sustainable development.

• Korea Trade Review
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• v.46 no.4
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• pp.1-16
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• 2021

This study suggests improvements in the management performance of the five largest exhibition and convention centers in Korea through financial ratio analysis. For this research, the financial ratios of each center were compared to the average of the centers as well as to the overall industry average during the past five years. According to the analysis results, the stability and growth ratios of the centers were excellent, but the profitability and activity ratios were poor. In particular, the ratios of profitability were in state of urgent need for improvement because they were at the level of severe deficits. It was analyzed that sales increase can be the key factor to improve centers' operation income and net profit to improve profitability. This study recommends measures to increase sales by using centers' facilities and their functions. The first is to actively host large-scale international meetings and conventions that only exhibition and convention centers can accommodate. The second is to attract brand exhibitions through strategic alliances with global Professional Exhibition Organizers (PEOs). Lastly, it is to organize sports and cultural events that are appropriate for incentive tours of associations and corporations.

• The Journal of the Korea Contents Association
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• v.11 no.12
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• pp.431-441
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• 2011

As environment issues arise, environment-friendliness in convention industry has also been discussed. Guidelines are presented by government and convention organization to settle environment-friendly convention. However, these efforts focus on organizers and suppliers, lacking in understanding convention participants. This study tries to approach in perspective of convention participants to get useful information for environment-friendly convention. The research explores how they are aware of environment issues and accept environment-friendly convention attributes according to their cognition of environment. It also examines the relationship between those attributes and intention of participation according to their awareness of environment. The results shows that participants have high awareness about environmental issue and recognized high necessity for set up for specific action plan. They showed highest acceptance of venue followed by activity, transportation, food & beverage, and operation. High awareness group showed higher acceptance of environment-friendly convention attributes than low awareness group. 'Transportation', 'activity', and 'operation' among five attributes were examined to have significant effect on intention of participate environment-friendly convention in both groups.

• Bulletin of Food Technology
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• v.18 no.4
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• pp.175-193
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• 2005