• 항공우주정책ㆍ법학회지
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• 제23권1호
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• pp.3-32
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• 2008

In proportion to recent developments in aviation technology and growth of the air transport market, the risk of damages to third parties caused by aircrafts and the likelihood of unlawful interference on an aircraft in flight has grown larger. The war risk insurance market was paralyzed by the 9/11 terror event. And if another event on the scale of 9/11 occurs, compensations for third party damages will be impossible. Recognizing the need to modernize the existing legal framework and the absence of a globally accepted authority that deals with third party liability and compensation for catastrophic damage caused by acts of unlawful interference, the ICAO and various countries have discussed a liability and compensation system that can protect both third party victims and the aviation industry for the 7 years. In conclusion, in order to provide adequate protection for victims and the appropriate protection for air transport systems including air carriers, work on modernizing the Rome Convention should be continued and the new Convention should be finalized in the near future. Korea has not ratified the relevant international treaties, i.e. Rome Convention 1933, 1952 and 1978, and has no local laws which regulate the damage caused by aircraft to third parties on land. Consequently, it has to depend on the domestic civil tort laws. Most of the advanced countries in aviation such as the United States, England, Germany, France and even China, have incorporated the International Conventions to their national air law and governed carriers third party liability within their jurisdiction. The Ministry of Justice organized the Special Enactment Committee for Air Transport chapter under Commercial Law. The Air Transport chapter, which currently includes third party liability, is in the process of instituting new legislation. In conclusion, to settle such problems through local law, it is necessary to enact as soon as possible domestic legislation on the civil liability of the air carrier which has been connected with third party liability and aviation insurance.

• 의료법학
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• 제13권1호
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• pp.295-329
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• 2012

A medical malpractice case requires special legal protection, considering its characteristics, such as seriousness and long term effects of its damages, medical information asymmetry between practitioners and patients, and difficulties in realization of liability. Taking the points above into consideration, Medical Malpractice Arbitration Act of 2012(MAA) has legislative intent to protect the rights of the injured from medical malpractice, while protecting the stability of medical practice by providing arbitration as an alternative dispute resolution. However, constitutional review is required for one new scheme of compensation for medical injuries during delivery, which is implemented in MAA of 2012, especially with regard to freedom to exercise occupation, property, equality under the Constitution. Two important aspects are 1. according to the law, absolute liability applies to compensation for damages during delivery without negligence of practitioners; and 2. the practitioner bears some portion of the cost, 30% in the law above. This article aims to analyze this new institution in various aspects of the Constitution, and, as a result, it does not comply with constitutional criteria.

• 정보화정책
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• 제30권1호
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• pp.67-88
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• 2023

제조물책임 범위 확장이 필요한 것은 제조물책임법 제정 시 산업 환경이 변했기 때문이다. 사람이 코딩한 알고리즘과 다르게, 인공지능은 기계학습에 따라 블랙박스화 되면서 개발자도 결과를 설명하지 못한다. 특히, 인공지능으로 인하여 발생하는 문제의 원인을 알 수 없기 때문에 책임소재도 불분명할뿐더러 피해자 배상도 쉽지 않다. 동산 등으로 한정된 제조물책임법에 따라 소프트웨어(SW)나 인공지능은 무체물로 제조물성이 인정되지 않기 때문이다. 고육지책으로 매체에 저장되거나 내장된 경우에는 제조물성이 인정될 수 있다고 한다. 그러나 매체에 따라 달리 적용되는 것은 타당하지 않다. EU는 인공지능이 포함된 경우, 제조물책임을 인정하는 제조물책임지침 개정을 추진 중이다. 피해자에 대한 보상이 제조물책임법이 추구하는 가치임에도 제조물성에 치중하여 본질을 간과해왔다. 다만, 인공지능이 채택된 서비스를 이용하여 발생한 사고라도 무조건적으로 제조물책임을 지우는 것이 아닌 실질적인 위험성에 따른 기준이 제시되는 것이 바람직하다.

• 한국사회복지학
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• 제59권3호
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• pp.59-73
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• 2007

본 연구는 산재보험의 재해보상이 산재 여부에 따라 급여 수급을 전액받거나 혹은 전액 받지 못하는 체계로 인해 산재여부에 대한 판정의 복잡성과 갈등의 요소가 내재되어 있는 문제점의 개선에 초점을 두고 있다. 재해보상형태는 초기 원인주의에 입각한 사용자의 배상책임에 따라 배상 정도가 결정되었으나, 이후 무과실책임주의로의 전환과 재해인정범위의 확대 과정을 거치게 되었다. 이러한 발전은 재해인정에 있어서 All or Nothing 원칙 강화로 이어지게 된다. All or Nothing 원칙이 상당한 논란의 소지가 있음에도 부분인정제도를 도입하기 어려운 이유는 행정적 복잡성을 더욱 심화시키는 점에 있다. 따라서 선진국에서는 사회보장의 종합적 차원에서 보편적 보장을 통해 전체인정제도의 한계를 극복하고 있다. 하지만 한국의 경우 재해로 인한 비용발생이나 소득손실에 대해 종합적 보장체제가 이뤄져 있지 않아 산재인정과 관련된 논란이 심해질 우려가 있다. 따라서 보상차등화의 취지와 논리 수용을 통한 제도개선과 더불어 장기적으로는 종합적인 재해보상 체제 구축이 요구된다.

• 수산경영론집
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• 제25권2호
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• pp.59-87
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• 1994

While overall input of oil into the sea has actually declined over the years 1975-92, major spills have regularly occurred in certain locations which have had serious effects upon local environments and hence caused public outcry. The purpose of this paper is to suggest the scheme for maximizing the compensation for oil pollution, which can be adopted in Korea, by analysing the mandatory 1969 Civil Liability Convention(CLC), the 1971 Fund Convention and two voluntary schemes (TOVALOP andCRISTAL). The paper examines the major subjects which are as follows : major pollution incidents and international response, the present situation of oil pollution in Korea, the role of flag of convenience tankers in oil pollution, the mode of oil pollution damages and tanker owner's liability, international compensation system fer oil pollution, Korean compensation system for oil pollution damage, and its problems to be tackled.

• 디지털융복합연구
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• 제14권6호
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• pp.51-60
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• 2016

현대 국가는 과학기술의 발달에 따른 산업화와 정보화 추세 속에서 다양한 위험이 항상 따르게 된다. 이러한 환경하에서, 공무원의 직무수행 중 불법행위로 인하여 국민이 손해를 입은 경우에, 이를 구제해 주기 위해 우리 헌법은 국가배상청구권을 보장하고 있다. 국가배상의 문제는 법치국가의 원리에 따른 피해자의 권리구제, 공무원의 불법행위의 억제, 안정된 공무수행의 보장, 국고의 안정 등의 다양한 가치들을 조화롭게 고려하여야 한다. 그런데 현대 법치국가에서 공무원이 한 행위를 국가가 책임을 지는 이상, 반드시 고의와 과실을 요건으로 하여야만 국가가 책임을 진다는 것에는 의문이 있을 수 있다. 또한 헌법에 합치되는 자기책임설의 이론에 의하게 되면 국가배상법상 과실책임주의는 배제되어야 한다. 국가배상법상 공무원의 배상책임과 관련하여 고의와 과실과 같은 주관적 책임요건은 필요하지 않다고 보아야 한다. 따라서 현행 국가배상법의 개정을 통하여서 국가배상법의 원리를 과실책임주의로부터 무과실책임주의로 전환하여야 할 필요성이 있다.

• 항공우주정책ㆍ법학회지
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• 제6권
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• pp.137-147
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• 1994

Clearly there are many legal arguments and criticisms surrounding the proposals for change in the Warsaw Convention and the need for a radical review. The question remains is unlimited liability the answer or should there be some other form of supplemental compensation and if so, what limits should be applicable. It does seem that the adopted limits of the Convention are seen by many as the first line of defence, which, dependent on political and cultural differences, the legal interpretation of contractual wording and the legal system globally have resulted in enormous differences in compensation paid whether or not the Convention limits were imposed. An example of this is in the United States, which highlights the significance of the problem in that domestic travellers without Convention Limits can, through the American legal system, obtain compensation in the multi-million dollar area for a death claim, whereas a passenger t1ying internationally would in the first instance be subject to Convention Limits. expensive legal action through litigation. To date, we can advise that insurers have not charged additional premium for unlimited liability coverage. Insurance rates as we have stated are hardening considerably. To date, average rate increases have been plus 56% for aircraft hull and plus 45% for liabilities. Insurers last year suffered global losses of around US $ 1.1 Billion against a premium income of US $ 800,000. The target premium income for 1993 is believed to be in the region of US $1.4 Billion.

• 무역상무연구
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• 제77권
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• pp.285-304
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• 2018

With the development of market economy, it has been a legislative trend to establish a system for vicarious liability of employers. China also established Tort Liability Law of People's Republic of China in 2009 and ruled responsibility of the employers for the acts for their employees through Art. 35. First, the employer's right to indemnity to an employee should be recognized, because employer's superintendence is much weak and economic power is similar between them. Second, an employer should take a responsibility for an unpaid employee as vicarious liability, because the Law did not exclude them from employees. Lastly, in case the Law conflicts with Interpretation of the Supreme People's Court on Certain Issues Concerning the Application of Law in Trying Cases Involving Compensation for Personal Damage, the Law should be regarded it has priority based on several related Principles. Regarding these matters, this study guides you to an analysis of vicarious liability of employers in China, benefits with a view to the perfection of the vicarious liability regime.

• 항공우주정책ㆍ법학회지
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• 제27권1호
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• pp.75-101
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• 2012

As the Reublic of Korea revised the Commercial Code including 40 articles of air transport enacted newly on May 23, 2011, so Korea became first legislative examples in the Commercial Code of the developed and developing countries. I would like to explain briefly the main contents of my paper such as (1) history of enacting newly Part VI (air transport) in the Korea's revised commercial law, (2) legal background enacting newly Part VI (air transport) in the Korea's revised commercial law and the problems on the conditions of air transport, (3) every countries' legislative examples on the civil liability of aircraft's operator, (4) unlawful Interference Convention and general risk convention of 2009, (5) main contents and prospects of the revised Commercial Code for the liability of aircraft's operator etc as the followings. Meanwhile as the Aviation Act, Commercial Code and Civil Code in Korea and Japan did not regulated at all the legal basis of solution on the disputes between victims and offender for the amount of compensation for damage due to personal or property damage caused by aircraft accidents in Korea and Japan, so it has been raised many legal problems such as protection of victims, standard of decision in trial in the event of aircraft accident's lawsuit case. But the Korean Revised Commercial Code including Part VI, air transport regulations was passed by the majority resolution of the Korean National Assembly on April 29, 2011 and then the South Korean government proclaimed it on May 23 same year. The Revised Commercial Code enforced into tothe territory of the South Korea from November 24, 2011 after six month of the proclaimed date by the Korean Government. Thus, though Korean Commercial Code regulated concretely and respectively the legal relations on the liability of compensation for damage in the contract of transport by land in it's Part II (commercial activities) and in the contract of transport by sea in its Part V (marine commerce), but the Amended Commercial Act regulated newly 40 articles in it's Part VI (air transport) relating to the air carrier's contract liability on the compensation for damage caused by aircraft accidents in the air passengers and goods transport and aircraft operator's tort liability on compensation for damage caused by the sudden falling or collision of aircraft to third parties on the surface and so it was equipped with reasonable and unified system among the transport by land, marine and air. The ICAO adopted two new air law conventions setting out international compensation and liability rules for damage caused by aircraft to third parties at a diplomatic conference hosted by it from April 20 to May 2, 2009. The fight against the effects of terrorism and the improvement of the status of victims in the event of damage to third parties that may result either from acts of unlawful interference involving aircraft or caused by ordinary operation of aircraft, forms the cornerstone of the two conventions. One legal instrument adopted by the Conference is "the Convention on Compensation for Damage to Third Parties, Resulting from Acts of Unlawful Interference Involving Aircraft" (Unlawful Interference Convention). The other instrument, "the Convention on Compensation for Damage Caused by Aircraft to Third Parties" (General Risk Convention), modernizes the current legal framework provided for under the 1952 Rome Convention and related Protocol of 1978. It is desirable for us to ratify quickly the abovementioned two conventions such as Unlawful Interference Convention and General Risk Convention in order to settle reasonably and justly as well as the protection of the South Korean peoples.

• 대한방사선기술학회지:방사선기술과학
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• 제30권4호
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• pp.305-311
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• 2007

조영제는 영상검사를 위해 유용한 의약품이며 점차 그 사용량이 늘어나고 있지만, 불가항력적인 부작용이 발생한다. 부작용에 대비해서 작성하게 되는 조영제 사용 동의서는 의료기관에게는 유리하고 피검자에는 불리한 내용이 담겨져 있어, 동의서에 부작용이 발생할 수 있다는 것에 동의하였다고 하여 그에 대한 손해배상책임까지 면제된다고 볼 수는 없다. 또한 조영제를 사용하는 검사 시 검사자와 조영제제조자는 선량한 관리자의 주의의무, 예견의무, 결과회피의무를 다하여야 하며, 의무를 소홀히 하게 되면 민사상의 책임이 있다. 조영제는 생산, 제조, 유통과정에 결함이 생길 수 있기 때문에 조영제제조자는 의약품 결함으로 인해 손해가 발생된다면 제조물책임을 지게 된다. 결함은 제조물의 제조 설계 또는 표시 상의 결함이나 기타 통상적으로 기대할 수 있는 안전성이 결여되어 있는 것으로 정의하고 있다. 제조물책임이란 제조물의 결함으로 말미암아 그 제조물의 이용자 또는 제 3자가 생명 신체 또는 재산상 손해를 입었을 때 그 제조물의 제조자나 판매자에게 그 결함제조물로 인하여 입은 손해를 배상하도록 책임을 묻는 것을 말한다. 조영제 사용의 증가 추세에 따른 부작용 발생빈도가 높아질 개연성과 함께 피검자들의 건강권에 대한 권리 의식이 점차 강조되고 있는 현실을 감안한다면 이제는 그에 대한 법적 책임이 정리되어야 하고, 조영제제조자는 조영제 사고에 대비하여 자구적인 대처방안을 수립하거나, 조영제 제조단체 공동으로 제조물책임보험을 들도록 하는 방안이 마련되어야 할 것이다. 의료기관과 조영제 회사 간의 거래 계약 체결 시 조영제 부작용에 대한 내용을 포함함으로써 의료기관이나 검사 당사자의 조영제 부작용 법적 책임을 경감할 수 있을 것이다.