• 한국중재학회지:중재연구
• /
• 제12권1호
• /
• pp.3-54
• /
• 2002

When the ruling of Foreign Arbitral Awards contradicts the public policy of the enforcement state, it can be a ground for a refusal to enforce the ruling. New York Convention V section 2, UNCITRAL section 36, and Korean arbitration law section 36 confirm this principle. The final ruling of international arbitral awards should be respected according to the international convention or the principle of reciprocity, which cancel out the above principle: when the ruling contradicts the country's public policy, it can be refused to enforcement. Since the Helsinki General Convention, ILA have studied upon it and presented the final report and recommendation during the 2002 New Delhi General Convention. In it, firstly, the finality of awards rendered in the context of international commercial arbitration should be respected save in exceptional circumstances. Secondly, every state is recommended the “international public policy”, on which it can refuse to follow the ruling of international arbitral awards, and advised to respect it as far as possible.

• 항공우주정책ㆍ법학회지
• /
• 제30권2호
• /
• pp.201-248
• /
• 2015

우리나라는 항공수요의 증가에 따라 항공기내 불법방해 행위의 발생건수도 계속 증가하고 있는데, 2010년에 55건, 2014년에 354건이 발생하여, 지난 5년간 매년 평균 211건이 발생하였다. 1963년 항공보안에 관한 최초의 전 세계적 국제법률문서로서 새로운 "항공기내에서 범한 범죄 및 기타행위에 관한 협약"인 동경협약이 채택되었다. 동경협약이 발효된 1969년 직후 바로 1970년에 "항공기내 불법납치 억제를 위한 협약"인 헤이그협약이 채택되었고, 1971년에 "민간항공의 안전에 대한 불법적 행위의 억제를 위한 협약"인 몬트리올협약이 채택되었다. 2001년 9/11 사건이후 1971년에 채택된 몬트리올협약을 수정 보완하는 "국제민간항공과 관련된 불법행위억제에 관한 협약"인 2010년 베이징협약과 1970년에 채택된 "항공기 불법납치의 억제를 위한 협약"인 헤이그협약을 보충하는 2010년 베이징의정서가 채택되었다. 그 후 항공기내 난동행위의 심각성과 빈번함이 확대되고 있음에 따라 1963년에 채택된 "항공기내에서 범한 범죄 및 기타행위에 관한 협약"인 동경협약을 개정하는 2014년 몬트리올의정서가 채택되었다. 우리나라가 가입한 발효된 항공보안 관련 국제협약으로는 1963년 동경협약, 1970년 헤이그협약, 1971년 몬트리올협약, 1988년 몬트리올보충의정서, 1991년 가소성폭약표지협약 등이 있다. 우리나라는 1971년에 동경협약을 비준함에 따라 1974년에 항공기운항안전법을 제정하였고, 2002년 8월에 항공기운항안전법을 대체한 항공안전 및 보안에 관한 법률이 제정되었으며, 2014년 4월에 항공안전 및 보안에 관한 법률은 항공보안법으로 명칭이 변경되었다. 항공보안법은 본질에 있어서 1963년 동경협약과 1970년 헤이그협약의 이행입법이다. 또한 항공보안법상의 용어는 ICAO 회람장 288(Circular 288)의 모델입법 제1조 내지 제3조의 난동 및 방해 행위보다 넓다. 한편 항공보안법은 현대화된 항공보안 관련 국제협약인 2010년 베이징협약 및 베이징의정서 그리고 2014년 몬트리올의정서상의 국내입법 사항들을 상당부분 반영하고 있다. 그러나 앞으로 이들 국제협약들이 발효되고 우리나라가 가입할 경우 국내입법인 항공보안법 상 개정 또는 신설되어야 할 사항들로는 재판관할권, 비행 중의 정의, 기장 등의 소송상 면책, 기장 등의 범인 인도 의무화, 범법자의 처벌 강화, 공범의 적용확대 및 국제협약의 준수 등에 관한 규정을 들 수 있다. 이 들 가운데 특히 재판관할권의 범위에 관하여 우리나라 입법은 침묵하고 있다. 그러므로 항공기내 난동 및 방해 범죄의 영토외적 사건 등에 대하여 재판관할권이 확대되기 위하여 항공보안법이나 형법총칙을 개정하는 것이 바람직할 것이다. 결론적으로, 점차 지능화 및 다양화되어 가고 있는 항공보안 위협에 대응하기 위하여 우리정부는 항공보안 관련 국제협약의 내용 및 각국의 비준현황을 면밀히 검토하여, 우리나라의 협약 가입 및 협약 상 국내입법 사항의 이행을 위해 항공보안 관련 입법과 항공보안제도를 개선하도록 노력하여야 할 것이다.

• 무역상무연구
• /
• 제13권
• /
• pp.69-81
• /
• 2000

Under the co-sponsorship of UNIDROIT and I.C.A.O., a preliminary draft Convention on International Interests in Mobile Equipment and a preliminary draft Protocol on Matters Specific to Aircraft Equipment has been prepared. The purpose of the Convention is to provide for the creation and effect of a new international interest in mobile equipment. The Convention's approach is quite novel in that it purports to create an international interest based upon the convention itself. The Convention is intended to be supplemented by Protocols, each of is intended to provide equipment-specific rules necessary to adapt the rules of the Convention to fit the special pattern of financing for different categories of equipment. To date, two sessions of governmental experts were held in Rome and Montreal. Korean delegations attended the two sessions. One of the members of the Korean delegation published a report on the first session. He expressed his objection to the so called self-help remedy contemplated by the current preliminary draft of the Convention which enables the holder of a security interest to repossess and dispose of the subject of the security interest by private sale rather than public auction on the occurrence of an event of default of the debtor. His view is based upon his understanding that under Korean law, the only remedy available to the holder of a security interest in mobile equipment, such as an airplane, is to apply to the competent court for a public auction. In my view, his understanding is not quite correct and is inconsistent with the current practice in Korea. Under Korean law, the parties' agreement for private sale is in principle valid unless there is an interested party who has acquired a security interest after the creation of the prior security interest or a creditor who has caused the subject of the security interest to be attached by a competent court. In this article, I discuss the current Korean law and practice relating to the enforcement of security interests by private sale in more detail.

• 통상정보연구
• /
• 제12권2호
• /
• pp.385-405
• /
• 2010

The purpose of this study is to investigate liability risk of air cargo carrier and suggests ideas for solving problems which could be happen to air transporters on the future. because of Air transport remains one of the world's fastest growing and most important industries. And important treaties and contracts specifying transporters' responsibility regarding big scale aircraft accidents are such as Warsaw Convention in 1929, Hague Protocol in 1955, Montreal Convention in 1999. The Montreal Convention, formally the Convention for the Unification of Certain Rules for International Carriage, is a treaty adopted by Diplomatic meeting of ICAO member states in 1999. It amended important provisions of the Warsaw Convention's concerning compensation for the victims of air disasters. In conclusion, suggests to the method of air cargo security and cargo legal liability insurance which is for air cargo carrier's risk management.

• 한국중재학회지:중재연구
• /
• 제18권1호
• /
• pp.97-119
• /
• 2008

The reluctance of Latin American countries to practice international arbitration is not a new topic in international law. This reluctance historically based on Calvo Doctrine provoked not only the absence of Latin American countries from the major international commercial arbitration conventions, but obsolete national arbitration legislation. Recently, however, these countries have undertaken major steps showing that the region is no longer reluctant to practice international commercial arbitration. Most Latin American countries have ratified the 1958 Convention on the Recognition and Enforcement of Foreign Arbitral Awards ("New York Convention"), the 1965 Convention on the Settlement of Investment Disputes ("Washington Convention") and the 1975 Inter-American Convention on International Commercial Arbitration ("Panama Convention"). The majority of Latin American countries have also modified and adapted their national legislation on arbitration to the UNCITRAL model law. Even judiciary has been following this pro-arbitration. This article will focus on some of these factors provoking the acceptance of international commercial arbitration in Latin America to trace the common trends and characteristics in an attempt to understand better how international arbitration set on its place firmly. For this purpose we selected five countries, Brazil, Argentina, Chile, Mexico and Venezuela, to analyse legislations and jurisprudence. Latin America is ready to challenge any obstacles to promote arbitration as alternative methods of judicial resolution. There is an ever-increasing number of international arbitration in Latin America. Both practitioners and judiciary have shown desires to promote the resolution of disputes by arbitration and used the legal instruments to ensure that process interpreting and applying legislations for pro-arbitration. Even there remains Calvo Doctrine's culture in Latin America still now, it should be certain this culture will disappear from the conduct of international arbitration.

• 통상정보연구
• /
• 제4권2호
• /
• pp.1-12
• /
• 2002

The purpose of this paper is to examine the scope of the application of Preliminary Draft Convention, which will be fixed as international uniform rules soon, in relation to the CISG. First, this Draft Convention will cover service contracts as well as sales contract of goods, but the license agreement will be excepted because it does not transfer the complete property. Second, this will cover the commercial contracts(sales or services) concluded by data message fully or partially. Third, this will be applied in international contract regardless of contracting states or non-contracting states. As it is very difficult to confirm the places of business of contracting parties in on-line contracts, the first criterion to confirm them is the indication by the party in each contract. This presumption may be supplemented, if they are not indicated in the contract, by the location of the equipment and technology supporting an information system used by a legal entity for the conclusion of a contract. It is essential to establish an international uniform rules as soon as possible in order to activate the international businesses with on-line basis. Thus this author hopes that this paper will contribute to the clear understanding to the scope of application of Preliminary Draft Convention for which the UNCITRAL is under working.

• 무역상무연구
• /
• 제78권
• /
• pp.1-29
• /
• 2018

This article demonstrates that both the Warsaw Convention Systemand the Montreal Convention are not designed for multimodal transport, let alone for "Door to Door" transport. The polemic directed against the "Door to Door" application of the Warsaw Convention systemand the Montreal Convention is predominantly driven by the text and the drafting philosophy of the said Contentions that since 1929 support unimodalism-with the rule that "the period of the carriage by air does not expend to any carriage by land, by sea or by inland waterway performed outside an airport" playing a profound role in restricting their multimodal aspirations. The drafters of the Montreal Convention were more adventurous than their predecessors with respect to the boundaries of the Montreal Convention. They amended Art. 18(3) by removing the phrase "whether in an aerodrome or on board an aircraft, or, in the case of landing outside an aerodrome, in any place whatsoever", however, they retained the first sentence of Art. 18(4). The deletion of the airport limitation fromArt. 18(3) creates its own paradox. The carrier can be held liable under the Montreal Convention for the loss or damage to cargo while it is in its charge in a warehouse outside an airport. Yet, damage or loss of the same cargo that occurs during its surface transportation to the aforementioned warehouse and vice versa is not covered by the Montreal Convention fromthe moment the cargo crosses the airport's perimeter. Surely, this result could not have been the intention of its drafters: it certainly does not make any commercial sense. I think that a better solution to the paradox is to apply the "functional interpretation" of the term"airport". This would retain the integrity of the text of the Montreal Convention, make sense of the change in the wording of Art. 18(3), and nevertheless retain the Convention's unimodal philosophy. English courts so far remain loyal to the judgment of the Court of Appeal in Quantum, which constitutes bad news for the supporters of the multimodal scope of the Montreal Convention. According the US cases, any losses occurring during Door to Door transportation under an air waybill which involves a dominant air segment are subject to the international air law conventions. Any domestic rules that might be applicable to the road segment are blatantly overlooked. Undoubtedly, the approach of the US makes commercial. But this policy decision by arguing that the intention of the drafters of the Warsaw Convention was to cover Door to Door transportation is mistaken. Any expansion to multimodal transport would require an amendment to the Montreal Convention, Arts 18 and 38, one that is not in the plans for the foreseeable future. Yet there is no doubt that air carriers and freight forwarders will continue to push hard for such expansion, especially in the USA, where courts are more accommodating.

• 한국과학예술포럼
• /
• 제26권
• /
• pp.339-351
• /
• 2016

본 연구의 목적은 전 세계의 주요 국제 컨벤션 도시를 중심으로 컨벤션 관광 목적지 브랜드 슬로건을 분석하는 것이다. 자료 수집은 2013년 10개 이상의 국제회의를 개최한 190개 도시의 공식 관광 웹사이트를 통해 이루어졌다. 이중에서 확인된 106개 목적지 브랜드 슬로건의 언어적 표현과 시각적 표현에 대한 내용분석을 실시하였다. 분석 결과, 슬로건의 구조면에서 단어형과 구형이 다수로 간결성을 추구하고 있으며, 스펙트럼 유형에 있어서는 지역 특성과 혜택을 드러내지 못하는 보편형 슬로건이 절반을 차지하였으며, 핵심 용어에 있어서는 'visit, city'를 가장 많이 사용하였다. 한편, 시각적 관점에서 슬로건의 글자체는 명시성이 있는 타이포그래피가 약 70%였으며, 슬로건의 60%가 인문과 자연자원을 이미지화 대상으로 선정하여 차별적 이미지 구축을 도모하는 것으로 나타났다. 또한 본 연구결과에 대한 전문가 회의를 통해 향후 효과적인 컨벤션 관광 목적지 브랜드 슬로건 개발에 대한 시사점을 도출하였다.

• 무역상무연구
• /
• 제41권
• /
• pp.25-50
• /
• 2009

In this article, I have reviewed the definition of international mercantile customs, their preferential application, the developing status of the credit practice, the effectiveness and relationship of the international standard banking practices, e.g. UCP 600 and ISBP 2007, ISP98, URR 725, eUCP 1.1. and the like, established by the International Chamber of Commerce (ICC). It is important to emphasize that the autonomous agreements between the credit parties and the international practice on the credit transaction are respected above all because of the special nature of its transaction. When we want to apply to a letter of credit by the international rules - UCP 600, ISP98, URDG, URR 725 and eUCP 1.1, we must indicate expressly in the text of the credit that it is subject to the respective rule. But the International Standard Banking Practice, 2007 revised by the ICC is applicable to without its indication in case of the UCP 600 credit. On the other hand, the UN Convention on Guarantees and Standby Credits applies to an international undertaking referred to in its article 2, (a) if the guarantor/issuer is in a Contracting State, or (b) if the rules of private international law lead to the application of the law of a Contracting State, unless the undertaking excludes the application of the Convention. And this Convention applies also to an international credit not falling within its article 2, if it expressly states that it is subject to this Convention.

• 항공우주정책ㆍ법학회지
• /
• 제22권1호
• /
• pp.125-162
• /
• 2007

운송장비의 국제담보권에 관한 협약 및 항공기 장비에 특유한 사안에 관한 운송장비의 국제담보권 협약 의정서가 UNIDROIT 및 ICAO의 공동 후원 하에 케이프타운에서 개최된 외교회의에서 2001년 11월 16일 채택되었다. 케이프타운 협약 및 의정서는 2006년 3월 1일 발효되었다. 케이프 타운 협약 및 의정서는 국제등록에 의하여 지지 될 항공기 장비의 저당, 소유권유보 및 리스 담보권의 설정, 완성 및 우선권에 관한 국제 법적 제도를 규정하고 있다. 이 논문의 목적은 케이프타운 협약 및 의정서의 목적 및 원칙을 설명하고, 케이프타운 협약 및 의정서상 항공기 장비의 국제담보권 및 그들의 보호를 위한 국제등록에 관한 조항들을 검토하고, 그리고 한국의 케이프타운 협약 및 의정서 가입상의 문제점에 관하여 논의하는 것이다. 이 논문의 예상되는 결과로는, 효과적 방식으로 고가 또는 특히 경제적 중요성이 있는 항공기 장비의 취득 및 이용의 금융을 촉진하고, 매년 매우 많은 금액의 금융비용을 절약하는데 기여할 것이며, 또한 항공기 장비의 국제담보권이 전세계적으로 인정되고 보호 될 것이다.