• Korean Security Journal
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• no.16
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• pp.81-99
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• 2008

Despite its legal, systematic and quantitative growth, Korean private security has not been showing satisfactory level of qualitative growth comparing to quantitative growth as it socially shocked with recent occurrence of the events and accidents. People on demand of security are making use of private security service to offset insufficient supply of security power as, especially, the incendiarism at Sungryemun last February brought out security issues for nationally important facilities and cultural assets, and other cases showed that the police would not cope with the appropriate security services under the current security system for protecting the life and property of people. For the supplementation of security power, the private security service is prevalent, but lots of service providers would not overcome its small business scale, except some large-sized security providers. There are some problem occurred as some providers employed staff who would not have the stuff for performing security service and they even committed illegal actions. Some opinions pointed out that it should come up with measures as they socially lose their credit. Therefore, this research suggests the recognition of the importance and the improvement measures of human resources management as follows. Security Service needs: 1. control of criteria for the employment/recruitment of human resources; 2. inducement of qualitative improvement of security service by ensuring excellent quality of human resources; 3. elevation of morale of organizational members with the operation of efficient promotion system; 4. introduction of professional certification system for the inflow of excellent quality of human resources.

• Journal of the Korean Society of Hazard Mitigation
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• v.9 no.5
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• pp.115-123
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• 2009

Integrated information to water quantity and quality is essential for planning water resources management as well as operating water-related infrastructures. Because data collection process including monitoring and maintenance is separated in different governmental agencies in Korea, integrating quantity and quality may provide effective and better management implementation. In this study, a number of suggestions regarding integration of water monitoring were concluded in terms of technological, legal and institutional implications. First, it is necessary to discuss national water monitoring plan, national water information management plan, agreement of standard terms of monitoring between ministries, and to revise the law(river law and water quality management law). Present stations for water monitoring should be used for both of quantity and quality monitoring. If station is newly installed or relocated, it is better that one single agency maintain monitoring frequency and data management as well. In addition, a monitoring protocol need to be agreed by each of parties. In order to develop integrated monitoring system, quality assurance of the collected data should be properly maintained. Since many purposes haven been concerned using of data analysis and assessment so far, it may not be easy to integrate water quantity and quality monitoring in a short period. However, the alternatives including enhancing institutional regulations and programs, advanced technology may promote an efficient integrated water monitoring.

• The Korean Journal of Air & Space Law and Policy
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• v.34 no.1
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• pp.125-157
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• 2019

Technological advancement and demand of sUAS (small Unmanned Aircraft System)are rapidly growing, which makes the current legal system unable to follow. Currently, Aviation Security Act and its subordinate law exclude the registration and certification for non-commercial purpose sUAS weighing less than 12kg. Despite this sUAS being the most popular model for consumer, there is no way to regulate them legally. When there is sUAS crash accident, the operator legally responsible for the occurrence damage cannot be identified. It has been an issue for a long time with the concrete classification and registration of sUAS, but it has not been introduced yet. It is obvious that damages caused by sUAS will be transferred not only to operators but also to third parties. Discussions on liability insurance for these sUAS are actively being held. But first, it is necessary to identify who will be responsible for the damage caused by the sUAS. In other words, even with the liability system established, without clarified operator the damage occurred cannot determine who is responsible. According to the cases of America and Germany, they have enforced the law of registration and identification obligated to 200g or 250g sUAS. Therefore, it is necessary to prepare regulations on concrete classification and registrations to identify for noncommercial purpose sUAS as soon as possible in Korea.

• Journal of Navigation and Port Research
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• v.43 no.3
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• pp.153-159
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• 2019

Marine accidents and legal violations result from mistakes and negligences of ship officers, deck officers and engine officers, during the ship navigation and lay days. Due to these accidents and violations, these officers are subjected to disciplinary actions for certification. The disciplinary action, namely certificate punishment is carried out by right rules, processes and equity. However, it is revealed that present situations are different from the principles. For the purpose of finding current states relating to certificate punishment, this study examines and analyses 737 punishment cases, accomplished in 'B' regional office of oceans & fisheries for 5 years from 2014 to 2018. The contents to be analyzed are reprimand agencies, certificate kinds, officers ranks at that time, disciplinary level, violated acts, annual reprimand state, punishment rule and it process, and disciplinary reduction levels. From such valuations various problems, such as disciplinary level deviations among laws, insufficient punishments rules, disciplinary certificate deviation, insufficient reprimand reduction rules, and lack function of crew administrative disciplinary council, are identified. Finally, methods to alleviate the problems identified will be proposed. This study, for the first time analyses the actual administrative disciplinary cases for ship officers'certificates and proposes improvement plans for its incorporation in Korea, This analysis will be useful in the examination of the study for the ship officers and making a plan for them.

• Information Systems Review
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• v.25 no.3
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• pp.179-197
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• 2023

As a sufficient workforce supports the industry's growth, workforce training has also been carried out as part of the industry promotion policy. However, the market still has a shortage of skilled mid-level workers. The information security disclosure requires organizations to secure personnel responsible for information security work. Still, the division between information technology work and job areas is unclear, and the pay is not high for responsibility. This paper compares job keywords in advertisements for the information security workforce for 2014, 2019, and 2022. There is no difference in the keywords describing the job duties of information security personnel in the three years, such as implementation, operation, technical support, network, and security solution. To identify the actual needs of companies, we also analyzed and compared the contents of job advertisements posted on online recruitment sites with information security sector knowledge and skills defined by the National Competence Standards used for comprehensive vocational training. It was found that technical skills such as technology development, network, and operating system are preferred in the actual workplace. In contrast, managerial skills such as the legal system and certification systems are prioritized in vocational training.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.1
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• pp.205-226
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• 2018

For sustainable development of air transport, the establishment and application of international standards of environmental protection area is significant. The development and use of alternative fire extinguishing agent to Halon, which is used for the fire extinguishing systems of engine nacelles/APU and cargo compartments, has been requested in order to protect the ozone layer. The ICAO has been active in preparing international standards and recommended practices (SARPs); however, certification of alternative fire extinguishing agents has been postponed due to technical readiness problem.. Consequently, the implementation of SARPs has also been postponed by two years from the end of 2016. to the end of 2018. As such consequences have caused confusion among Member States regarding its implementation, it is necessary to discuss and pay more attention to this issue. ICAO Council and Air Navigation Commission should consider between setting the implementation time frame earlier or giving enough time for mature readiness and preparedness. Also in order to minimize the unnecessary discharge of Halon owned by Member States, it is necessary to consider efficient management methodologies; for example, requesting fire extinguisher manufacturers to recharge in professional ways. For the successful implementation of the SARPs, ICAO developed an implementation task list as including notification of differences, establishment of a national implementation plan, drafting of the modification to the national regulations and means of compliance, adoption of the national regulations and means of compliance. Member States can develop their own rule making process in reference with the ICAO implementation task list. This issue was presented and discussed during the 54th Conference of Directors General of civil aviation, Asia and Pacific Regions which was held in Ulaanbaatar, Mongolia in 2017 with significant attention among participated Contacting States. In this regards, ICAO Council and Air Navigation Commission should consult with Legal Bureau lawyers regarding SARPs preparing process to eliminate difficulties and confusions for proper implementation within effective date.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.7
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• pp.834-846
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• 2017

An increase in the number of retiring experienced pilots as well as drastic graying of new pilots will raise the problems on deepening imbalance of supply and demand of pilots over the next 7 years, which could entail fatal problems for the safety of harbour pilotage. In this study, the improvement plan of legal system to ease imbalance between supply and demand of pilots and help secure more experienced pilots has been proposed. A current state survey and analysis, statistical analysis, questionnaire survey on foreign countries, in-depth consultation with experts, etc., were all carried out to support this research. The conclusions of this study are, firstly, to propose an amendment that the minimum requirement of 5 years of seagoing service as a master to sit for the pilot exam should be relaxed to 2 years(which must include at least 1 year of master's seagoing service within the most recent 5 years) but the minimum requirement of 1 year of pilotage service should be reinforced to 1 year and 6 months to obtain a higher class of pilot certificate. Secondly, it is proposed that an amendment offering an additional 1 point per year over the minimum period of 2 years of seagoing service as a master should be added, with a maximum of 10 points in order to rationalize the additional incentive point system. In order to secure experienced pilots and resolve the legal conflict between the certificate revalidation system and the retirement system, it is also proposed that an amendment be passed revoking the retirement system and limiting the validity of any new certificates only to 68 years of age when issuing or revalidating a certificate, if an applicant is over a certain age. Promotional work, such as collecting opinions from interested parties and generating positive public awareness, should be carried out in the future. It will also be necessary to conduct a study on the training pilot exam system.

• The Korean Journal of Air & Space Law and Policy
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• v.28 no.1
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• pp.115-157
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• 2013

Some contracting States of the Convention on International Civil Aviation (commonly known as the Chicago Convention) issue FAOC(Foreign AOC and/or Operations Specifications) and conduct various safety audits for the foreign operators. These FAOC and safety audits on the foreign operators are being expanded to other parts of the world. While this trend is the strengthening measure of aviation safety resulting in the reduction of aircraft accident, it is the source of concern from the legal as well as economic perspectives. FAOC of the USA doubly burdens the other contracting States to the Chicago Convention because it is the requirement other than that prescribed by the Chicago Convention of which provisions are faithfully observed by almost all the contracting States. The Chicago Convention in its Article 33 stipulates that each contracting State recognize the validity of the certificates of airworthiness and licenses issued by other contracting States as long as they meet the minimum standards of the ICAO. Consequently, it is submitted that the unilateral action of the USA, China, Mongolia, Australia, and the Philippines issuing the FOAC to the aircraft of other States is against the Convention. It is worry some that this breach of international law is likely to be followed by the European Union which is believed to be in preparation for its own unilateral application. The ICAO established by the Chicago Convention to be in charge of safe and orderly development of the international civil aviation has been in hard work to both upgrade and emphasize the safe operation of aircraft. As the result of these endeavors, it prepared a new Annex 19 to the Chicago Convention with the title of "Safety Management" and with the applicable date 14 November 2013. It is this Annex and other ICAO documents relevant to the safety that the contracting States to the Chicago Convention have to observe. Otherwise, it is the economical burden due to probable delay in issuing the FOAC and bureaucracies combined with many different paperworks and regulations depending on where the aircraft is flown. It is exactly to avoid this type of confusion and waste that the Chicago Convention aimed at when it was adopted in 1944. The State of the operator shall establish a system for both the certification and the continued surveillance of the operator in accordance with ICAO SARPs to ensure that the required standards of operations are maintained. Certainly the operator shall meet and maintain the requirements established by the States in which it operate. The authority of a State stops where the authority of another State intervenes or where the former has yielded its power by an international agreement for the sake of international cooperation. Hence, it is not within the realm of the State to issue FAOC towards foreign operators for the reason that these foreign operators are flying in and out of the State. Furthermore, there are other safety audits such as ICAO USOAP, IATA IOSA, FAA IASA, and EU SAFA that assure the safe operation of the aircraft, but within the limit of their power and in compliance with the ICAO SARPs. If the safety level of any operator is not satisfactory, the operator could be banned to operate in the contracting States with watchful eyes until the ICAO SARPs are met. This time-honoured practice has been applied without any serious problems. Besides, we have the new Annex 19 to strengthen and upgrade with easy reference for contracting States. We don't have no reason to introduce additional burden to the States by unilateral actions of some States. These actions have to be corrected. On the other hand, when it comes to the carriage of the Personal or Pilot Log Book, the Korean regulation requiring it is in contrast with other relevant provisions of USA, USOAP, IOSA, and SAFA. The Chicago Convention requires in its Articles 29 and 34 only the carriage of the Journey Log Book and some other certificates, but do not mention the Personal Log Book at all. Paragraph 5.1.1.1 of Annex 1 to the Chicago Convention even makes it clear that the carriage in the aircraft of the Personal Log Book is not required on international flights. The unique Korean regulation in this regards giving the unnecessary burden to the national flag air carriers has to be lifted at once.

• Journal of the Korean Institute of Landscape Architecture
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• v.44 no.4
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• pp.45-56
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• 2016

In this study, an analysis has been conducted on the evaluation criteria of current G-SEED(Green Standard for Energy and Environmental Design) and on the 78 buildings, certified by G-SEED, for 3 years from November, 2012 to November, 2015. Based on the results of this analysis, four issues are driven and proposed hereinafter. Issue 1 : Nowadays, the psychological proportion of landscape architecture in building is getting greater than ever so that it shows reliable reduction of carbon dioxide. Therefore, so far as the eight kinds of buildings are concerned, the evaluation items of G-SEED must include those of landscape architecture mandatorily through its enlargement. Issue 2 : It is undesirable factor that inhibits precise evaluation on landscaping area to let other areas appraise landscape architecture because it requires outstanding professionalism. So, G-SEED should not only ensure landscaping professionalism for the correct evaluation but also let landscape area participate in assessing other areas. Issue 3 : Many previous researches turned out that landscape planting technique has excellent effect on saving energy and reducing temperature of buildings. Thus, landscape planting technique of landscape area is required to be one of the evaluation items of energy sector. Issue 4 : Tree management also has to be newly included as one of the evaluation factor for the maintenance relating to the landscape architecture. G-SEED, enacted and enforced by the Green Building Creation Support Act in 2013, surely is effective system to reduce carbon dioxide in buildings. This is a special Act in its nature that is superior to Construction Law and must be observed by all means to construct buildings. Under the umbrella of this legal system, various of researches and products are contributing to creating new jobs in construction area. However, it is a well-known fact that landscape architecture area has shown less interest on this Act than that of construction area. In conclusion, it is necessary that landscape industry should conduct continuous researches on G-SEED and pay more attention to the Act enough to harvest related products and enlarge its work area.