• 한국IT서비스학회지
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• 제14권3호
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• pp.99-116
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• 2015

The concept of Cloud computing has been introduced in the IT field over 10 years and industry has been expanding constantly. However, compare to the maturity of global market, Korea cloud computing industry is only in the early stage. Even the Korea has advantages in technology infrastructure; the pace of Korea cloud computing market growth is taking a serious downturn. Under these circumstances, it is needed to be discussing that strategy for expanding the cloud computing market size and for sustaining global competitiveness of local companies. Previous studies on plans for Korea cloud computing market has been conducted since 2009 and most of them are tend to examined in demand perspective. Thus, this study aims at identifying the priority of business challenges for making better performance in the market with service provider aspects. To analyze the important factors in the providing cloud computing service, ANP methodology was applied in this study. The network model including five clusters, security, stability, performance, consumer, and institution, was defined through literature review and expert survey was conducted to collect data. As a result of ANP analysis, 'Securing service reliability' was analyzed as the most important factor and followed by 'Preparing the range of legal liability', 'Preventing personal information leakage' and 'Preventing confidential information data leakage.' The priority of result indicates that service provider needs to focus on to make the secured service environment. This study has significance on analyzing the priority of business challenges in the service provider perspective. This study will provide useful guidelines to for establishing strategies in cloud computing market.

• 한국인터넷방송통신학회논문지
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• 제18권1호
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• pp.185-194
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• 2018

본 연구는 블록체인 기반 서비스의 확산을 위한 방안 연구로서 블록체인 기술에 대한 한계요인과 이를 개선하는 방안에 대해 전문가의 의견을 수렴하는 델파이 기법으로 연구하였다. 한계요인과 개선방안을 기술, 서비스, 법 제도 측면으로 분류하였다. 첫째, 기술측면에서 기술 관련 표준화 부재, 통합성 미비, 확장성 미비, 취소, 정정 정책 부재, 거래 검증비용 과다발생, 보안미비를 한계요인으로 제시했다. 이를 개선하기 위해 각 관련 기관이 협력하여 표준화 확보, 시스템의 통합성 확보 및 확장성 확보, 각 적용되는 데이터에 대한 취소, 정정 정책 수립, 검증비용 효율화와 보안 대비 방안으로 모색하여야 한다. 둘째, 서비스 측면에서 한계요인은 초기단계로 활용성 미비, 보안위협 대응 미비, 전문 인력 부족을 제시하였다. 이에 대한 개선방안으로 다양한 서비스에 적용할 수 있는 지속적인 활용방안에 대한 연구가 이루어져야 하며 서비스에 대한 철저한 보안대응 방안을 준비하고 전문 인력 양성을 통해 시장에서 필요로 하는 인재를 확보할 수 있어야 한다. 셋째, 법제도 측면은 법적대응 미비, 규제의 불확실성 및 관련 규정미비의 한계점이 있다. 서비스 활성화를 위한 가장 중요한 영역인 법 제도는 정부의 관련 부처에서 법적대응 안 마련, 규제의 명확성 및 대응 방안 수립이 필수적으로 동반되어야 한다. 본 연구는 블록체인 기술 관련 연구에 도움이 될 것으로 기대된다.

• 항공우주정책ㆍ법학회지
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• 제4권
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• pp.65-85
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• 1992

The air waybill is supposed to be made out by the consignor. If the carrier makes it out, he is deemed, subject to proof to the contrary, to have done so on behalf of the consignor. The air waybill shall be made out in three original parts. The first part shall be marked "for the carrier", and shall be signed by the consignor. The second part shall be marked "for the consignee", it shall be signed by the consignor and by the carrier and shall accompany the goods. The third part shall be signed by the carrier and handed by him to the consignor, after the goods have been accepted. According to the original Warsow Convention article 8, the air waybill must contain 17 particulars or items. However, the Hague Protocol reduced to three the number of particulars required to appear on the air waybill. Only one item is obligatory, namely, the notice that the carriage is subject to the rules of the Warsaw Convention. The absence of the air waybill entails unlimited liability of the carrier because it deprives him of the right to avail himself of the provisions of the Warsaw Convention which exclude or limit his liability. The consignor shall be liable for all damages suffered by the carrier or any other person by reason of the irregularity, incorrectness or incompleteness of the particulars and statements in the air waybill. Although the contract of the carriage of goods by air is not a formal contract, the document of carriage is issued. The issue of air wayhill is not essential for the existence or validity of the contract, but serves merely as a means of proof. The Hague Protocol has lessened the consequences of the carrier's neglect to faithfully accomplish the required formalities. Henceforth, these formalities no longer constitute legal obligations. The air waybill is the consignment note used for the carriage of goods by air. It is often called an air consignment note and is not a document of title or transferable/negotiable instrument. It is basically a receipt for the goods for despatch and is prima facie evidence of the conditions of carriage. Each of the original parts of the air waybill has evidential value and possession of his part is a condition for the exercise by the consignor or cosignee of his rights under the contract of carriage. Oveall, it is an usage that under a documentary letter of credit, the consignee on the air waybill is the opening bank of the letter of credit, and the notify party is the importer who applied for the letter of credit. In Korea there is an usage as to process of cargo delivery in air transportation as follows: The carrier carries the cargo into the bonded area of the airport and gives both the notice of arrival of the cargo and the consignee's air waybill to the notify party who is the importer. Then the notify party obtains the Letter of Guarantee from the opening bank in exchange for reimbursing the amount of the letter of credit or tendering the security therefor to the opening bank. The notify party then presents this document to the customs authorities for the process of customs clearance. The opening bank becomes a consignee only to ensure repayment of the funds it has expended, and the only interest of the opening bank as consignee is the reimbursement of the money paid to the exporter under the documentary letter of credit. Just as the bill of lading in maritime law, the air waybill has always been considered negotiable although the Warsaw Convention does not emphasize this aspect of negotiability. However, the Hague Protocol article 4 corrected the situation by stating that "nothing in this Convention prevents the issue of a negotiable air waybill." This provision officially recognizes that the air waybill must meet the needs of the present day business circles by being a negotiable instrument. Meanwhile, Montreal Additional Protocol no. 4 has brought important changes. Registration by computer is acceptable and the parties to the contract of carriage are allowed to replace the air waybill with a receipt for the goods. In conclusion, as the Warsaw Convention has not details of provisions relating to the issuing of the negotiable air waybill, it is hoped that there should be supplement to the Warsaw Convention and establishment of international commercial usage with regard to the negotiable air waybill.

• 의료법학
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• 제13권2호
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• pp.79-113
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• 2012

This study focuses on the protection of trial subjects, who participate in clinical trials for new drug. It takes long time to develop new drugs and the clinical trials are required. Usually, pharmaceutical company, which develop new drug, request a research institution(usually, hospital) to investigate the examination of security and side effects of new drug. The institution recruit trial subject to participate in the trials. The contract for clinical research of investigational new drug is concluded between the pharmaceutical company and the institution. This thesis studies the legal regulations for protection of participants of clinical research for new drug. In this respect the first matter of this study is to seek which relation between pharmaceutical firm and participants of clinical trials. Especially, there is a question which the trial subject is entitled to demand the pharmaceutical company which requested clinical trials the institution to supply the investigational new drug, after the contract for clinical trials had terminated or cancelled. This study take into account the liability of the pharmaceutical company to trial subject. Secondly, it is researched the roles and authority of Institutional Review Board(IRB). IRB is Research Ethics Committee of the institution, in which clinical trials for new drug are conducted. According to the rule of Korea good clinical practice(KGCP), IRB is the mandatory organization which is authorized to approve, secure approval or disapprove the clinical trials for investigational new drug in the institution. The important roles are the review of ethical perspective of trial research and the protection of trial subject. Thirdly, this paper focuses if the participants are to be paid for the participation for clinical research. This is ethical aspect of clinical trials. It is resonable that the participant is reimbursed for expenditure such as travels, and other expenses incurred in participation in trials. It is not allowed that the benefit of clinical trials is paid to trial subject. The payment should not function as financial inducements for participations of trials. Finally, the voluntary consent of the trial subject is required. The institution ought to inform the subject, who would like to participate in trials, and it ought to received informed consent in writing for subject. In this regard, it is matter that trial subject has ability of consent. It is principle that the subject as severely psychogeriatric patient has not ability of consent. However, it is required that not only healthy people but also patients are allowed to take part in clinical trials of new drug, in order to confirm which the investigation new drug is secure. Therefore there are cases, in which the legal representative of subject consent the participation of the trials. In addition, it is very important that the regulations concerning clinical trials of new drug is to be systematically well-modified. The approach of legal and political approach is needed to achieve this purpose.

• 한국항해항만학회지
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• 제29권3호
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• pp.203-213
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• 2005

국제해사기구(IMO)는 해상안전과 해상보안 및 해양오염방지를 달성하기 위해 조직된 유엔산하 전문기구로서 책임과 보상 및 국제 해상교통의 간소화를 포함한 법적문제도 다루고 있다. 그러나 우리나라는 IMO 관련 분야를 전문적으로 연구하는 조직이나 연구기관이 없어서 급변하는 해운환경에 능동적으로 대처하지 못하였고, 이에 대처할 수 있는 전문가의 부재로 막대한 경제적 손실을 입고 있었던 것이 사실이다. 하지만 2001년 제22차 IMO 총회에서 처음으로 주요해운국가그룹인 A그룹 이사국으로 선출되고 2003년 11월 제23차 IMO 총회에서 A그룹 이사국으로 재진출하는 쾌거를 이루면서, IMO 내에서의 역할 부담 빛 국제적 위상강화를 확고히 하고 있다. 이를 계기로 삼아 A그룹 이사국으로서의 위상을 확고히 지키기 위하여, 해운선진국이라 할 수 있는 미국, 영국 및 일본의 해사행정체계를 IMO 연구 및 대응체계와 더불어 살펴본다면, 향후 우리나라의 시스템을 정비하는데 도움이 되리라 생각된다. 이에 이 연구에서는 IMO가 주도하고 있는 해운$\cdot$조선산업에 대한 우리나라의 대응 방안 수립에 도움을 주고자 주요 해운선진국의 해사행정체계, 특히 IMO 연구 및 대응체계에 관한 각국의 자료를 수집하여 비교$\cdot$분석한다.

• 항공우주정책ㆍ법학회지
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• 제19권1호
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• pp.109-139
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• 2004

라이트형제에 의한 비행기(飛行機)의 개발(開發)은 동세기(同世紀) 항공공학(航空工學)의 급속(急速))한 발전(發展)을 이루어 항공기를 이용하여 태평양을 횡단하고, 소리의 속도보다 빠르게 비행하게 되었으며, 수백명이 우주(宇宙) 비행(飛行)을 하였고, 10여명이 달에 다녀왔다. 그러나 이 경이로운 인간의 기술이면에는 항공기의 개발과 더불어 항공사고라는 난점이 자리하고 있다. 항공의 발달은 운송수단으로서 타 교통수단의 경쟁을 유도하였고, 항공산업의 획기적인 발달을 이룩하여 모든 여행객들과 물류수송에 선도적인 역할을 담당하고 있다. 그러나, 항공활동의 증가는 대조적으로 항공사고를 수반하게 되고, 사고시는 막대한 인명과 재산피해를 동반하게 된다. 따라서 향후 개발되는 항공기 의 초대형화와 신기술 개발 및 항공 교통량의 증가에 비례하여 항공사고건수 또한 증가할 것이며 항공사고는 인명 및 재산피해의 초대형화를 동반할 것이다. 이러한 항공사고 방지를 위해 사고조사의 전문화, 체계화 및 과학화가 필수적이다. 이를 달성하기 위한 항공사고 조사기구의 효율적인 역할을 수행하기 위하여는 사고조사위원회 위원의 상근화, 통합적사고 조사기구의 신설, 사고조사관의 제도적 신분보장, 인적요소분야 사고조사관의 확보(確保), 사고조사관의 법적 책임 한계, 사고(accident)와 중대한 준사고(serious incident)에 대한 정의와 조사범위, 그리고 민간항공기와 국가항공기가 연관된 사고 발생시 조사의 주체가 관련규정에 명시될 필요성이 개선방안(改善方案)으로 연구되었다.