• 항공우주정책ㆍ법학회지
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• 제31권1호
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• pp.3-36
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• 2016

사안의 화물은 중국 칭다오를 출발하여 한국으로 수입된 귀금속으로, 사실관계에 따르면 인천공항까지 항공운송된 이후에 공항에서 서울 용산에 소재한 수하인의 주소지까지 육상운송되던 도중에 화물의 일부가 도난당하는 사고가 발생하였다. EXW조건으로 운송된 본건 화물에 대해 항공화물특송업을 영위하는 피고 운송인은 수출지 칭다오에서 수입자와 항공화물운송계약을 체결하였고 그에 관한 증빙으로 항공화물운송장이 발행되었다. 화물분실에 관한 손해배상책임에 관하여, 피고 운송인은 피고의 항공운송약관 및 민법과 상법에 우선하여 몬트리올협약이 적용되어야 함을 주장하면서 그에 따라 자신의 손해배상책임은 협약에 규정된 바와 같이 일정 한도로 제한되어야 한다고 주장하였다. 본 사안의 원고는 수입업자에게 보험금을 지급하고서 수입업자의 손해배상청구권을 대위행사하는 보험자였는데, 원고는 본 사건의 손해가 육상운송구간에서 발생하였으며 몬트리올 협약 제18조 제4항에 따라 항공운송 이외 구간에서 발생한 손해에 대해서는 협약이 적용될 수 없다고 주장하였다. 동 규정에 따르면 항공운송의 기간에는 공항 외부에서 행한 육상, 해상 또는 내륙수로운송은 포함되지 아니하는 것으로 명시되어 있기 때문이다. 또한 그러한 운송이 항공운송계약을 이행함에 있어서, 화물의 적재, 인도 또는 환적을 목적으로 하여 행하여졌을 때에는 반증이 없는 한 어떠한 손해도 항공운송 중에 발생한 사고의 결과라고 추정된다는 규정도 있다. 이에 따라 원고 보험자는 원칙적으로 항공운송 규범은 비(非)항공운송 구간에서 발생한 손해에 대해서는 적용되어서는 아니 되고, 더욱이 본 건과 같이 육상운송 구간에서 손해가 발생한 것으로 추정되고 그에 관한 반대의 입증이 존재하지 않는 경우에는 협약상 항공운송 중에 발생한 손해에 관한 추정규정도 적용되지 않으므로 오로지 육상운송에 관한 규범에 따라 피고 운송인이 손해배상책임을 부담하여야 한다고 주장하였다. 우리 상법상 육상운송에 관한 규정은 어떠한 책임제한원칙도 두지 않고 있으므로 만약 상법이 적용되고 몬트리올 협약과 같은 항공운송규범이 적용되지 않는다면 피고 운송인의 손해배상책임은 실손해배상을 기준으로 산정되어야만 하였다. 사안의 제1심과 원심은 원고 보험자의 주장을 받아들여 항공운송 규범의 적용을 불허하면서 역시 그에 따른 책임제한규정도 적용될 수 없다고 판단하였다. 이에 반해 대법원은 사안에서 체결된 운송계약의 내용으로 항공화물운송장의 이면약관의 적용을 긍정하여 피고 운송인이 책임제한을 원용할 수 있다고 판단하였다. 본 논문은 위와 같은 사실관계를 바탕으로 법원의 판단내용을 재검토하는 것을 주요 내용으로 한다. 특히 복합운송인에 의해 복합운송증권이 발행되는 '단순한 복합운송계약'과 항공운송의 이행과정에서 항공화물의 적재, 인도, 환적을 목적으로 이종의 운송수단이 사용되는 '확장된 항공운송계약'의 구별 필요성에 관해서도 살펴보았다. 본 연구는 기존에 해상운송 중심적이던 복합운송에 관한 연구와 비교하여 항공연계 복합운송에 관한 논의를 전개하였다는 점에서 의의가 있다고 하겠다.

• 수산해양기술연구
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• 제54권2호
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• pp.173-180
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• 2018

Marine casualties of small fishing vessels (SFV) of less than 20 tons are frequent in Korea. The analysis was conducted to identify the cause and then prepared reduction plan using the marine casualty statistics of fishing vessels for the last five years from 2012 to 2016 by the Korean Maritime Safety Tribunal to reduce the marine casualties of SFV. According to the analysis of the type of whole vessels occurring marine casualty, fishing vessels accounted for an average 68.0 %; moreover, except for 2014 when M/V SEWOL ferry capsizing occurred, the rate of death and missing due to marine casualties occurred from 68.3 % to 91.2 % in fishing vessels, and an average 79.5 % was found to be urgent need of a measure. Marine casualties occurrence depending on the gross tonnage of fishing vessel was found that the most occurred at less than 5 tons, followed by the order of 5 to 10 tons or less. However, crews who boarded on SFV do not have any training program for them, except for the fishing safety training of fisher who carry out fishing for shipowners and crew of the coastal and offshore fishing vessel in accordance with the safety regulations for fishing vessels in the Fisheries Cooperative Association. Therefore, it is necessary to revise the training program so as to improve the preventive action and then emergency response including the fishing safety compliance with each fishery, safe navigation, machinery inspection and emergency response. Also, an SFV of less than 5 tons of 56,000 vessels is boarded by unqualified fishers. It would also be possible to consider subdividing small boat operator's certificate to enhance their qualifications. It is expected that marine casualties of SFV will be reduced if active efforts are made to improve the safety consciousness of fisher and shipowners as well as the reorganization of fishing safety training and the small boat operator's certificate system.

• 한국응급구조학회지
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• 제13권3호
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• pp.77-90
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• 2009

Civil complaints and lawsuits filed in the process of providing emergency medical service include fall accident on the way of carrying the patient, transfer consent, refusal and rejection of rescue request, range and behavior restriction of emergency medical technicians, false registry of logbook, neglect of duty and emergency patient, and violation of traffic laws on the way of dispatch to the scene of accident. This study suggested the measures by cases as follows. 1. The accidents on the way of carrying a patient could be divided into fall of patient and fall by paramedic's mistake. In the former case, damages caused by the ambulance's shaking must be notified to the patient and guardian and recommended to fasten seat belt, in the latter case, the plan of patient's posture, route of transport, rescue and equipments should be comfirmed before fixing the patient. 2. Transfer consent must be made as implied when the patient is unconscious under delusion and was not able to consent physically, and paramedic must take an action by his judgment and record details of services on logbook. 3. When a patient refused to transfer, get 'confirmation of transfer refusal' and inform him of refusal. Paramedic should receive the signature. In addition, in case of refusal, transfer request should be made after hearing doctor's opinion and it should be notified to transfer request and superintendent of fire station after making 'confirmation of transfer refusal'. 4. Emergency medical technicians should perform their duties within the range of services prescribed by Article 41 of Law of Emergency Medical Service and Article 33 of Its Enforcement Regulations and shall not make announcement of death. In case of reporting the death to guardian, it is desirable to use record data like ECG results. 5. The best way to have protection from legal problems is making and keeping the exact records of accident and patient. Paramedic should not mention his subjective opinion about the accident-related matter. He must record correctly and keep the original medical records. 6. As emergency medical technicians are responsible for taking care of emergency patients, they must contact a briefing room when they meet a difficult situation suddenly due to vehicle stop or treatment of other patients and then must have support from neighboring hospital and other safety centers. 7. Since the ambulance operator is responsible for safety and careful driving of ambulance, he must be careful when he violates traffic regulations unavoidably. The operator should drive slowly below 10km/h at an intersection and pass it after getting way from general vehicles driving from all directions.

• 한국안전학회지
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• 제29권6호
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• pp.166-171
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• 2014

Nuclear power plants are equipped with the reactor trip system (RTS) and the engineered safety features actuation system (ESFAS) to improve safety on the normal operation. In the event of the design basis accident (DBA), a various of post accident monitor(PAM)systems support to provide important details (e.g. Containment pressure, temperature and pressure of reactor cooling system and core exit temperature) to determine action of main control room (MCR). Operator should be immediately activated for the accident mitigation with the information. Especially, core exit temperature is a critical parameter because the operating mode converts from normal mode to emergency mode when the temperature of core exit reaches $649^{\circ}C$. In this study, uncertainty which was caused by exterior environment, characteristic of thermocouple/connector and accuracy of calibrator/indicator was evaluated in accordance with ANSI-ISA 67.04. The square root of the sum of square (SRSS) methodology for combining uncertainty terms that are random and independent was used in the synthesis. Every uncertainty that may exist in the hardware which is used to measure the core exit temperature was conservatively applied and the associative relation between the elements of uncertainty was considered simultaneously. As a result of uncertainty evaluation, the channel statistical allowance (CSA) of single channel of core exit temperature was +1.042%Span. The range of uncertainty, -0.35%Span ($-4.05^{\circ}C$) ~ +2.08%Span($24.25^{\circ}C$), was obtained as the operating criteria of core exit temperature.

• Journal of Biosystems Engineering
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• 제33권3호
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• pp.151-156
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• 2008

This study was conducted to evaluate ride vibrations experienced by tractor operators during plowing, rotovating, and transporting operations in Korea. Field data of ride vibrations were taken at the operator-seat interface from 49 tractors and analyzed on the basis of ISO 2631-1 and EU Directive 2002/44. Of the measured ride vibrations 15.4% in the plowing and 12.5% in farm road transport exceeded the 8-hour fatigue decreased proficiency boundary in the fore and aft directions at frequencies from 1 to 5 Hz. 93.9% exceeded the 8-hour potential health risk of ISO 2631-1. The ride vibrations exceeding the 8-hour exposure limit were 38.5% in plowing, 31.6% in rotovating, 100% in farm road transport and 88.9% in concrete road transport. Although most tractor operators were not exposed to ride vibrations greater than the 8-hour exposure limit value (ELV) of EU Directive 2002/44, 7.7% of the operators in the plowing experienced greater vibrations than the ELV in the fore-aft direction. Farm road transport produced greater vibrations than any other operations. Concrete road transport, plowing and rotovating operations followed next. Limit criteria for ride vibration exposure differ depending upon the guidelines. Exposure limit of the health guidance caution zone of ISO 2631-1 is lowest among its kinds.

• 한국정보통신학회논문지
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• 제9권3호
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• pp.498-503
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• 2005

Turbine Load Set Motor장치는 노후화 된 화력 발전소에서 출력 부하를 결정하는 중요한 장치로서, Motor를 가변하면서 발전 출력 부하를 조정하게 된다. 이러한 종래 발전시스템에서는 Set Up Range를 운영자가 수동으로 조작한 Set Up값에 따라 Motor를 회전시키게 되며, Motor를 포함한 내부적 동작에 의해서 발전 출력 부하 결정이 이루어지게 된다. 따라서 본 논문에서는 수동적으로 출력부하를 작동되는 Turbine Motor Drive Unit를 대처할 수 있는 Digital Drive Unit 장치를 개발하여 기존 Turbine Load Set Motor 성능을 지닐 수 있는 장비를 구현한다. 또한 구현한 Digital Drive Unit을 바탕으로 발전 출력 부하를 결정하는 기본 기능을 기존 Motor Drive Unit과 연결하여 작동될 수 있도록 제어 알고리즘 구현과 구현된 제어 시스템을 통해 기존 Turbine Load Set Motor Drive와 연결 가능성을 확인한다.

• Nuclear Engineering and Technology
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• 제53권10호
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• pp.3236-3246
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• 2021

Lessons learned from the Fukushima Daiichi nuclear power plant accident directed that multiple failures should be considered more seriously rather than single failure in the licensing bases and safety cases because attempts to take accident management measures could be unsuccessful under the high radiation environment aggravated by multiple failures, such as complete loss of electric power, uncontrollable loss of coolant inventory, failure of essential safety function recovery. In the case of the complete loss of electric power called station blackout (SBO), if there is no mitigation action for recovering safety functions, the reactor core would be overheated, and severe fuel damage could be anticipated due to the failure of the active heat sink. In such a transient condition at CANDU-6 plants, the seal failure of the primary heat transport (PHT) pumps can facilitate a consequent increase in the fuel sheath temperature and eventually lead to degradation of the fuel integrity. Therefore, it is necessary to specify the regulatory guidelines for multiple failures on a licensing basis so that licensees should prepare the accident management measures to prevent or mitigate accident conditions. In order to explore the efficiency of implementing accident management strategies for CANDU-6 plants, this study proposed a realistic accident analysis approach on the SBO transient with multiple-failure sequences such as seal failure of PHT pumps without operator's recovery actions. In this regard, a comparative study for two PHT pump seal failure modes with and without coolant seal leakage was conducted using a best-estimate code to precisely investigate the behaviors of thermal-hydraulic parameters during transient conditions. Moreover, a sensitivity analysis for different PHT pump seal leakage rates was also carried out to examine the effect of leakage rate on the system responses. This study is expected to provide the technical bases to the accident management strategy for unmitigated transient conditions with multiple failures.

• 대한인간공학회:학술대회논문집
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• 대한인간공학회 1997년도 춘계학술대회논문집
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• pp.56-60
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• 1997

The study of human erroneous actions has traditionally taken place along two different lines of approach. One has been concerned with finding and explaining the causes of erroneous actions, such as studies in the psychology of "error". The other has been concerned with the qualitative and quantitative prediction of possible erroneous actions, exemplified by the field of human reliability analysis (HRA). Another distinction is also that the former approach has been dominated by an academic point of view, hence emphasising theories, models, and experiments, while the latter has been of a more pragmatic nature, hence putting greater emphasis on data and methods. We have been developing a method to make predictions about error modes. The input to the method is a detailed task description of a set of scenarios for an experiment. This description is then analysed to characterise thd nature of the individual task steps, as well as the conditions under which they must be carried out. The task steps are expressed in terms of a predefined set of cognitive activity types. Following that each task step is examined in terms of a systematic classification of possible error modes and the likely error modes are identified. This effectively constitutes a qualitative analysis of the possibilities for erroneous action in a given task. In order to evaluate the accuracy of the predictions, the data from a large scale experiment were analysed. The experiment used the full-scale nuclear power plant simulator in the Halden Man-Machine Systems Laboratory (HAMMLAB) and used six crews of systematic performance observations by experts using a pre-defined task description, as well as audio and video recordings. The purpose of the analysis was to determine how well the predictions matiched the actually observed performance failures. The results indicated a very acceptable rate of accuracy. The emphasis in this experiment has been to develop a practical method for qualitative performance prediction, i.e., a method that did not require too many resources or specialised human factors knowledge. If such methods are to become practical tools, it is important that they are valid, reliable, and robust.

• 해양환경안전학회지
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• 제26권4호
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• pp.309-316
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• 2020

항만 진입항로 설계 시에는 선박 입출항에 따른 통항 안전성이 우선적으로 확보될 수 있도록 적정한 항로 폭이 고려되어야 한다. 통항 안전성에 요구되는 최소 항로 폭 산출은 선종별 선박의 크기와 운항 속력 등에 따라 상이하게 나타나는 조종성능을 포함한 선박 요소, 바람, 조류 및 파랑에 따른 환경적 요소, 그리고 운항자 개인별 경험과 판단력 등에 따른 인적 요소 및 해상교통량, 항해지원 시설 등의 기타 요소를 종합적으로 검토하여 결정해야 한다. 그러나, 우리나라 항로 폭 설계 기준이 국제수상교통시설협회나 미국, 일본 등의 기준과 비교할 때 단순히 선박 길이 요소만으로 산정하고 있어, 이에 대한 개선이 요구된다. 본 연구에서는 배속 선박조종시뮬레이션을 활용하여 다양한 형태의 선박 및 환경적 요소를 고려하여, 직선항로에서 일방통항에 요구되는 적정 항로 폭에 대한 평가를 실시하였다. 대표적인 연구 결과로 일반적인 운항 선속 10노트 기준 풍속 25노트의 바람과 유속 2노트의 조류, 파고 약 3 m의 파랑이 작용할 경우, 15만 GT급 크루즈선은 선박 길이(L) 대비 0.67~0.91, 1만 2천 TEU급 컨테이너선은 0.79~1.17, 30만 DWT급 원유운반선은 1.02~1.59에 해당되는 최소 항로 폭이 필요한 것으로 분석되었다. 해당 결과는 우리나라 항로 설계기준의 개선 필요성 및 선박 대형화에 따른 통항 안전성 확보에 요구되는 최소 항로 폭 결정 등에 직접적으로 활용이 가능할 것이라 판단된다.

• 항공우주정책ㆍ법학회지
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• 제35권1호
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• pp.3-32
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• 2020

급증하는 드론 운용과 더불어 카메라가 장착된 드론은 제3자 개인의 인격권 및 재산권 침해 우려가 있다는 논의는 이미 선행연구에서 지적되었다. 하지만 아직 국내에서는 드론 관련 판례를 찾아보기 어렵다. 독일 법원(Potsdam)의 경우 카메라 장착 드론으로 이웃집 마당을 비행한 사안에서 독일 「민법」 제1004조제1항제2문을 근거로 드론 운영자의 주의의무 해태에 따른 재발위험 방지를 위하여 토지소유자의 예방적부작위청구권을 인용한 바 있다. 또한 자신의 앞마당을 비행하는 카메라장착 드론을 격추한 사건에서도 최근 독일 법원(Riesa)은 카메라 장착 드론이 제3자의 사생활 영역을 비행하는 것은 독일 「형법」 제201조a에 따른 사생활침해에 해당하는 위법한 행위이므로 「형법」 34조 및 「민법」 제288조, 제904조 긴급피난에 해당하므로 형사상 재물손괴죄를 기각하였다. 해외의 사례를 직접적으로 국내에 적용하기는 어려우나, 유사한 사건은 충분히 국내에서도 발생될 수 있으므로 독일 하급심 판결이 국내에 주는 시사점은 크다고 할 수 있다. 국내적으로 카메라를 장착한 드론의 수요가 급증하는 만큼 법익침해에 관한 구체적 방안이 논의될 시점이다.