• 한국화재조사학회지
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• 제9권1호
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• pp.103-121
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• 2006

우리나라에서 발생한 화재 원인조사 대부분은 소방관서에서 초기조사, 경찰관서에서 수사가 진행되고 있으며, 보다 난해하거나 이해관계가 복잡한 경우인 일부만이 경찰에서 심도 있게 조사하고 경찰조사 시 감정이 필요한 경우 감정기관에 감정의뢰 후 경찰관서 자체조사만으로 끝나며, 점차 전문기관에 의뢰되고 있는 건수가 증가하고 있는 실정이나 많은 문제점을 안고 있어 이에 대안을 제시한다. 국내 화재사고 발생 건수는 소방방재청 통계 연간 약 30만 건으로 추산되나, 전국 경찰화재감식 전문 요원(국립과학수사연구소 전문화 교육 이수자)은 80여명에 지나지 않으며, 국립과학수사연구소 화재감정 관련 연구원은 전국에 15명인 것에 비추어 사건화 된 화재에 대한 감식 감정 인력은 턱없이 모자라 과중한 업무를 수행하고 있는 실정이다. 가연성 액체에 의한 방 실화 시 바닥재의 연소형태를 비교 연구함으로써 연소에 사용된 연소촉매제에 대하여 추론 할 수 있는 연구를 실시하여 모델을 제시하였다. 화재사건 관련 감식 감정 업무를 담당하고 있는 경찰 및 국립과학수사연구소의 과중한 업무의 부담인 의뢰 건수의 폭주로, 경찰 화재 감식의 대상 중 범죄혐의(방화, 실화 등)가 있는 사건은 전체 조사 건수의 20% 미만이고, 나머지 80%에 달하는 사건이 범죄혐의 없는 제조물 관련 또는 이재 관계의 민사 소송 사건에 지나지 않는 것이 현실이다. 본 연구는 경찰화재조사 및 소방화재조사에 대한 검토와 문제점 대안 등을 제시하여 화재사건과 관련하여 경찰 소방 양 기관에서 합동으로 사건을 처리하는 것이 과오를 범하지 않는 효율적이고 과학적인 수사가 될 수 있다는 제도개선이 필요함이 요구된다.

• 한국해양환경ㆍ에너지학회지
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• 제15권4호
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• pp.337-348
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• 2012

황해생태지역 보전사업은 생태계를 훼손하는 각종 위협으로부터 황해생태지역의 서식지와 생물다양성을 보전하고, 그 중요성과 가치를 전 세계적으로 알리며, 한국, 중국, 일본 3국의 이해와 관심, 그리고 공동의 노력을 도모하기 위하여 수행하는 국제 공동프로젝트이다. 황해생태지역 지원사업은 2002~2006년에 수행되었던 황해생태지역 계획프로그램에 이어 2007~2014년까지 총 7년에 걸쳐 수행되고 있다. 프로젝트 재정은 (주)파나소닉에서 후원하며, 한국에서는 한국해양과학기술원, 중국과 일본에서는 세계자연보호기금 지부가 각 국가별 사업담당기관이다. 황해생태지역 계획프로그램이 과학자를 중심으로 한 생물학적 평가와 잠재적 우선보전지역 선정에 초점을 맞추었다면, 황해생태지역 지원사업은 보다 다양한 이해당사자를 대상으로 실질적인 활동을 지향하고 있다. 특히 본 사업은 지역에서의 직접적인 보전활동, 지역주민들의 참여와 협력을 지원하기 위해 만들어졌다. 사업 계획은 크게 3단계로 구성된다. 2008~2009년에는 한국 및 중국의 16개 기관을 대상으로 소액사업을 운영하였으며, 2010~2012년에는 서식지보전 시범지역을 한국과 중국에서 각각 1곳을 선정하여 국제기준의 보전방식, 즉 해양보호구역 관리, 생태계 기반관리 및 공동체 기반관리를 도입함과 동시에 국내 및 지역의 특성에 맞는 서식지 보전활동을 개발하여 3년 동안 지원하고 있다. 마지막 단계인 2013~2014년에는 이해당사자 포럼 등을 통하여 소액사업과 시범지역 활동성과를 보급하려고 한다. 이러한 활동을 통해 황해생태지역 보전에 대한 대중적 인식을 긍정적으로 변화시키는데 기여하였으며, 중앙정부 및 지방자치단체의 해양보호구역 정책에 공동체를 기반으로 하는 관리방식이 반영되기 시작하였다.

• 영재교육연구
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• 제24권4호
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• pp.613-628
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• 2014

초등정보과학영재학급의 학생과 일반학급 학생의 진로발달과 직업관을 비교하여 초등정보과학영재를 위한 진로교육의 방향 설정 및 지도에 있어 기초 자료 및 시사점을 제공하기 위하여 초등정보과학영재 82명과 일반학생 167명을 대상으로 진로발달과 직업관에 대한 조사를 실시하고 특징을 분석하였다. 분석 결과를 요약하면 다음과 같다. 첫째, 진로에 대한 의식 분석 결과 초등정보과학영재는 과학기술자를, 일반학생은 예술인을 희망하는 선택을 가장 많이 하였다. 두 집단 모두 진로에 관한 정보를 부모에게서 얻으며 교사와 상담하는 학생은 매우 드물었다. 초등정보과학영재교육이 학생들의 꿈을 변화시키는 데는 크게 기여하지 못하였으며, 일반학생은 정보과학에 대한 관심이 부족하였다. 둘째, 진로발달 분석 결과 초등정보과학영재는 일반학생보다 모든 영역에서 진로발달 평균이 유의미하게 높았다. 셋째, 직업관 분석 결과 초등정보과학영재는 일반학생보다 직업관 평균이 유의미하게 높았다. 넷째, 진로발달과 직업관의 상관관계 분석 결과 진로발달과 직업관은 모든 영역에서 양의 높은 상관관계를 보였다. 진로발달이 높을수록 확실한 직업관을 가지며, 반대로 확실한 직업관을 가졌다면 진로발달이 높다고 할 수 있다. 본 연구에서는 이와 같은 조사결과를 바탕으로 다음과 같은 내용을 제안하였다. 첫째, 부모의 영향을 많이 받는 학생들을 위하여 진로 관련 학부모 교육을 실시할 필요가 있다. 둘째, 학생들에게 정보과학분야의 다양한 정보를 제공하고 체계적인 교육과정을 구성하여 정보과학에 대하여 흥미를 가질 수 있도록 함으로써 학생들이 정보과학 관련 진로에 대한 긍정적인 생각을 갖도록 할 필요가 있다. 셋째, 초등정보과학영재를 위하여 피상적인 진로교육이 아닌 영재 스스로 목표를 세우고 미래의 직업인으로서 어떻게 공부하고 어떤 직업을 선택할지 안내할 수 있는 진로교육을 강화할 필요가 있다. 넷째, 이를 위해 교사들이 학생들의 진로지도를 효과적으로 실시할 수 있는 관련 연수를 실시함으로써 학생들이 진로와 직업을 확실하게 인식하고 준비할 수 있도록 도와야할 것이다.

• 항공우주정책ㆍ법학회지
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• 제31권2호
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• pp.99-143
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• 2016

General aviation and air transport are two wings of the civil aviation industry. Chinese air transport is developing rapidly, and has become the world second air transport system only second to US since 2005. However, Chinese civil aviation is far behind the world average level, and cannot meet requirements of economic construction and social development. The transition and structural adjustment of Chinese economy provide the general aviation with a unprecedented broad market. The prospect of general aviation is promising and anticipated. The development of general aviation industry needs the legislative supports, and the current legislative conditions of Chinese general aviation are undoubtedly far behind the realistic requirements. Accelerating the legislation in Chinese general aviation industry requires scientific legislation concept. First, Legislation must promote development of general aviation industry. The general aviation will serves as a Chinese emerging industry that boosts domestic demand, promotes employment and expedite domestic economic development. We should, based on both the concept of promoting the industrial development of general aviation and national industrial planning, enact and rectify relative laws and regulations. And we should also straighten out the relationship between aviation security and industrial development and promote the revolution of low-altitude airspace management in an all-round way, in order to improve the utilization rate of airspace resources, classify and establish airspace, simplify examination and approval procedure and intensify operation management. In addition, what we should do is to expedite the infrastructure layout construction, guide the differentiated but coordinated development of general aviation industries in various areas, establish a united supervision mechanism of general aviation, redistrict the responsibilities of Chinese Air Control Agency and set up legislation, law enforcement and judicial systems with clarified institutions, clear positioning and classified responsibilities, so as to usher in a new era of the legislative management of Chinese general aviation industry. Second, shift the focus from regulations to both regulations and services. Considering the particularity of the general aviation, we should use American practices for reference and take into account both regulation and service functions when enacting general aviation laws. For example, we should reduce administrative licensing and market supervision, and adopt "criteria" and "approval" management systems for non-commercial and commercial aviation. Furthermore, pay attention to social benefits. Complete social rescuing mechanism through legislation. It should be clarified in legislation that general aviation operators should take the responsibilities of, and ensure to realize social benefits of environmental protection and ecological balance .Finally, rise in line with international standards. Modify Chinese regulations which is inconsistent with international ones to remove barriers to international cooperation. Specify basic legislative principles. One is the principle of coordination. Realize coordination between the civil aviation and general aviation, between military aviation and civil aviation, and among departments. Two is the principle of pertinence. The general aviation has its own rules and specialties, needing to be standardized using specialized laws and regulations. Three is the principle of efficiency. To realize time and space values of general aviation, we should complete rules in aerospace openness, general aviation airport construction, general aviation operations, and regulation enforcement. Four is the principle of security. Balance the maximum use of resources of Chinese airspace and the according potential threats to Chinese national interests and social security, and establish a complete insurance system which functions as security defense and indemnificatory measure. Establish a unified legal system. Currently, the system of Chinese general aviation laws consists of national legislation, administrative laws and regulations and civil aviation regulations (CAR). Some problems exist in three components of the system, including too general content, unclear guarantee measures, incomplete implementation details, and lacking corresponding pertinence and flexibility required by general aviation regulations, stringency of operation management and standards, and uniformity of standards. A law and regulation system, centered on laws and consisting of administrative laws regulations, industrial regulations, implementation details, industrial policies and local laws and regulations, should be established. It is suggested to modify the Civil Aviation Law to make general aviation laws complete, enact the Regulations of General Aviation Development, and accelerate the establishment, modification and abolition of Chinese general aviation laws to intensify the coordination and uniformity of regulations.

• 항공우주정책ㆍ법학회지
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• 제4권
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• pp.7-35
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• 1992

The expansion of air transport on a global scale with ever increasing traffic densities has brought about problems that must be solved through new multilateral mechanisms. Looking to the immediate future, air transport will require new forms of international cooperation in technical and economic areas. Air transport by its very nature should have been a counterforce to nationalism. Yet, the regulatory system in civil aviation is still as firmly rooted in the principle of national sovereignty as when it was first proclaimed at t-11e Paris Convention of 1919 and reaffirmed in the Chicago Convention. Sovereignty over the airspace has remained the cornerstone of relations between states in all respects of air transport. The importance of sovereignty over air space embodied in article 1 of the Chicago Conrenton also is responsible for restricting the authority of ICAO as an intergovernmental regulatory agency. The Orgenization, for all its extensive efforts, has only limited authority. ICAO sets standards but cannot enforce them; it devises solutions but cannot impose them. To implement its rules ICAO most rely not so much on legal requirements as on the goodwill of states. It has been forty-eight years since international community set the foundations of the international system in civil aviation action. Profound political, economic and technological changes have taken place in air transport. The Chicago Convention is living proof that staes can work together to make air transport a safe mode of travel. The law governing international civil auiation is principally based on international treaties and on other regulation agreed to by governments, for the most part through the mechanism of ICAO. The role of ICAO international standards and recommended practices and procedures dealing with a broad range of technical matters could hardly be overestimated. The organization's ability to develop these standards and procedures, to adapt them continuously to the rapid sate of change and development of air transport, should be particularly stressed. The role of ICAO in the area of the development of multilateral conventions on international air law has been successful but to a certain degree. From the modest starting-point of the Tokyo Convention, we have seen more adequate international instruments prepared within the scope of ICAO activities, adopted: the Hague Convention of 1970 for the suppression of Unlawful Seizure of Aircraft and the Montreal Convention of 1971 for the Suppression of Unlawful Acts against the Safety of Civil Aviation. The work of ICAO in the new domain of international law conventions concerning what has been loosely termed above as the criminal problems connected with international air transport, in particular the problem of armed aggression against aircraft, should be positively appreciated. But ICAO records in the domain of developing a uniform legal system of international carriage by air are rather disappointing. The problem of maintaining and developing the uniformity of this regulation exceeds the scope of interest and competence of governmental transport agencies. The expectations of mankind linked to it are too great to give up trying to restore the uniform legal system of international air carriage that would create proper conditions for its further growth. It appears that ICAO has, at present, a good opportunity for doing this. The hasty preparation of ICAO draft conventions should be definitely excluded. Every Preliminary draft convention ought to be sent to Governments of all member-States for consideration, So that they could in form ICAO in due time of their observation. The problom of harmonizing a uniform law of international air carriage with that of other branches of international transport should demand more and more of its attention. ICAO cooperation with other international arganization, especially these working in the field of international transport, should be strengthened. ICAO is supposed to act as a link and a mediator among, at times the conflicting interests of member States, serving the happiness and peace of all of the world. The transformation of the contemporary world of developing international relations, stimulated by steadily growing international cooperation in its various dimensions, political, economic, scientific, technological, social and cultural, continuously confronts ICAO with new task.

• Ocean and Polar Research
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• 제37권4호
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• pp.341-356
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• 2015

A nation has a sovereign right to develop and use its natural resources according to its policies with regard to development and the relevant environment. A nation also has an obligation not to harm other countries or damage environments of neighboring countries as consequences of such actions of developments or use of natural resources. However, international precedents induce a nation to take additional actions not to cause more damages from the specific acts causing environmental damages beyond national borders, when such acts have economic and social importance. That is to say that there is a tendency to resolve such issues in a way to promote the balance between the mutual interests by allowing such actions to continue. A solution to China's Three Gorges Dam dilemma based on a soft law approach is more credible than relying on a good faith approach of national responsibilities and international legal proceedings since the construction and operation of the dam falls within the category of exercising national sovereign rights. If a large scale construction project such as the Three Gorges Dam or operation of a nuclear power plant causes or may cause environmental damage beyond the border of a nation engaged in such an undertaking, countries affected by this undertaking should jointly monitor the environmental effects in a spirit of cooperation rather than trying to stop the construction and should seek cooperative solutions of mutual understanding to establish measures to prevent further damages. If China's Three Gorges Dam construction and operation cause or contain the possibility of causing serious damages to marine environment, China cannot set aside its national responsibility to meet international obligations if China is aware of or knows about the damage that has occurred or may occur but fail to prevent, minimize, reverse or eliminate additional chances of such damages, or fails to put in place measures in order to prevent the recurrence of such damages. However, Korea must be able to prove a causal relationship between the relevant actions and resulting damages if it is to raise objections to the construction or request certain damage-prevention actions against crucial adverse effects on the marine environment out of respect for China's right to develop resources and acts of use thereof. Therefore, it is essential to cumulate continuous monitoring and evaluations information pertaining to marine environmental changes and impacts or responses of affected waters as well as acquisition of scientific baseline data with observed changes in such baseline. As China has adopted a somewhat nonchalant attitude toward taking adequate actions to protect against marine pollution risks or adverse effects caused by the construction and operation of China's Three Gorges Dam, there is a need to persuade China to adopt a more active stance and become involved in the monitoring and co-investigation of the Yellow Sea in order to protect the marine environment. Moreover, there is a need to build a regular environmental monitoring system that includes the evaluation of environmental effects beyond borders. The Espoo Convention can serve as a mechanism to ease potential conflicts of national interest in the Northeast Asian waters where political and historical sensitivities are acute. Especially, the recent diplomatic policy advanced by Korea and China can be implemented as an important example of gentle cooperation as the policy tool of choice is based on regional cooperation or cooperation between different regions.

• 항공우주정책ㆍ법학회지
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• 제1권
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• pp.223-243
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• 1989

The practical application of modern space science and technology have resulted in many actual and potential gains of mankind. These successes have conditioned and increased the need for a viable space law regime and the challenge of space has ultimately led to the formation of an international legal regime for space. Space law is no longer a primitive law. It is a modern law. Yet, in its stages of growth, it has not reached the condition of perfection. Therefore, under the existing state of thing, we could carefully say that the space law is one of the most newest fields of jurisprudence despite the fact that no one has so far defined it perfectly. However, if space law can be a true jurisprudential entity, it must be definable. In defining the space law, first of all, the grasp of it's nature iis inevitable. Although space law encompasses many tenets and facets of other legal discriplines, its principal nature is public international law, because space law affects and effects law relating intercourse among nations. Since early 1960s when mankind was first able to flight and stay in outer space, the necessity to control and administrate the space activities of human beings has growingly increased. The leading law-formulating agency to this purpose is the United Nation's ad hoc Committee on Peaceful Uses of Outer Space("COPUOS"). COPUOS gave direction to public international space law by establishing the 1963 Declaration of Legal Principles Governing the Activities of the States in the Exploration and Use of Outer Space("1963 Declaration"). The 1963 Declaration is very foundation of the five international multilateral treaties that were established successively after the 1963 Declaration. The five treaties are as follows: 1) The Treaty on Principles Governing the Activities of States in the Exploration and Use of Outer Space including Moon and other Celestial Bodies, 1967. 2) The Agreement on the Rescue of Astronauts, the Return of Astronauts, and the Return of Objects Launched into Outer Space, 1968. 3) The Convention on International Liability for Damage Caused by Space Objects, 1972. 4) The Convention on Registration of Objects Launched into Outer Space, 1974. 5) The Agreement Governing Activities of States on the Moon and Other Celestial Bodies: Moon Treaty, 1979. The other face of space law is it's commercial aspect. Space is no longer the sole domination of governments. Many private enterprise have already moved directly or indirectly into space activities in the parts such as telecommunications and space manufacturing. Since space law as the public international law has already advanced in accordance with the developments of space science and technology, there left only a few areas untouched in this field of law. Therefore the possibility of rapid growth of space law is expected in the parts of commerical space law, as it is, at this time, in a nascent state. The resources of the space environment are also commercially both valuable and important since the resources include the tangible natural resources to be found on the moon and other celestial bodies. Other space-based resources are solar energy, geostationary and geosynchronous orbital positions, radio frequencies, area possibly suited to human habitations, all areas and materials lending themselves to scientific research and inquiry. Remote sensing, space manufacturing and space transportation services are also another potential areas in which commercial. endeavors of Mankind can be carried out. In this regard, space insurance is also one of the most important devices allowing mankind to proceed with commercial space venture. Thus, knowlege of how space insurance came into existence and what it covers is necessary to understand the legal issues peculiar to space law. As a conclusion the writer emphasized the international cooperation of all nations in space activities of mankind, because space commerce, by its nature, will give rise many legal issues of international scope and concern. Important national and world-community interests would be served over time through the acceptance of new international agreements relating to remote sencing, direct television broadcasting, the use of nuclear power sources in space, the regularization of the activities of space transportation systems. standards respecting contamination and pollution, and a practical boundary between outer space and air space. If space activity regulation does not move beyond the national level, the peaceful exploration of space for all mankind will not be realized. For the efficient regulation on private and governmental space activities, the creation of an international space agency, similar to the International Civil Aviation Organization but modified to meet the needs of space technology, will be required. But prior to creation of an international organization, it will be necessary to establish, at national level, the Office of Air and Space Bureau, which will administrate liscence liscence application process, safety review and sale of launch equipment, and will carry out launch service.

• 해양환경안전학회지
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• 제23권6호
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• pp.719-730
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• 2017

최근에 와서 해양연구활동은 국가적 영토관리개념을 넘어 전지구적인 연구영역으로 급속히 확장되고 있다. 이와 같은 연구추세는 기후, 자원, 환경과 영토관리 등 해양을 대상으로 하는 연구스펙트럼이 급격하게 확대되고 있다는 것을 의미하며, 이에 따른 해양연구인프라 또한 대형화되고 정밀화되는 것이 불가피하다. 그러나 한편으로는 이와같은 연구인프라는 운용과 관리 측면에서 소요되는 비용부담이 크고 국가재정 의존도가 높기 때문에 효율성을 고려한 국가전략적 차원의 대응방안 마련이 필요하다. 본 연구에서는 국내기관간 또는 국가간 해양연구의 기본인프라인 연구 조사선 공동활용체계를 구축하여 시행하고 있는 주요 선행국의 운용체계 형태와 특성을 분석하고 연구조사선을 보유하고 있는 국내 주요 기관을 중심으로 공동활용 운영체계 유형과 각 유형별 효율성을 비교 분석하였다. 주요 선행국의 운영형태와 국내 여건을 고려하였을 때, 구현 가능한 국내 공동활용 운영체계는 공동활용위원회(유형 1), 민간기업 위탁(유형 2), 정부출연기관내 기관출자(유형 3)과 위탁집행형(유형 4)로 요약될 수 있다. 현재의 운영체계와 4가지 유형의 운영체계에 대한 비용-편익 분석 결과, 유형 1, 2, 3과 4의 효과성 비율은 각각 9.17, 5.82, 11.2와 -1.72 %로 나타남에 따라 유형 1(공동활용위원회 운영체계)가 소요비용측면에서 가장 효율적인 대안인 것으로 나타났으며, 편익적 측면에서는 유형 3(정부출연기관내 기관출자)의 기관출자 방식 운영체계가 가장 효과적인 것으로 해석되었다.

• 한국과학교육학회지
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• 제29권2호
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• pp.137-155
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• 2009

영재교육은 효과적인가? 영재교육은 그 지향하는 구체적인 목표를 달성했다고 평가할 수 있는가? 영재 교육원에서 영재교육을 받는 동안 학생들은 인지적, 비인지적 측면에서 어떻게 달라지며 영재교육을 받지 않은 학생들과 어떠한 측면에서 차별화되는가? 본 연구는 이러한 의문에서 출발하였다. 이러한 질문들은 매우 민감하지만 중요한 이슈임이 틀림없다. 따라서 본 연구는 과학영재교육 프로그램의 효과성을 검증하기 위하여 대학부설 C 과학영재교육원 재학생 153명과 교사가 추천한 과학적 흥미와 능력이 과학영재교육원 학생과 유사한 수준의 우수학생(비교집단) 131명을 대상으로 과학에서의 문제 발견력, 학습 동기와 자기조절능력, 과학 관련 태도, 과학 불안도 검사를 실시하였다. 연구결과, 과학에서의 문제 발견력에서 영재집단은 정교성과 독창성이 유의하게 증가하였고 탐구동기는 유의하게 감소하였으며 우수집단은 정교성, 탐구동기, 탐구수준, 독창성 등 과학에서의 문제 발견력이 전반적으로 낮아졌음을 알 수 있었다. 학습 동기 및 자기조절 능력에서 영재집단은 인지전략 사용 부분에서 유의하게 높아졌고 내적가치는 유의하게 낮아짐을 알 수 있었다. 우수집단의 경우 자기효능감, 불안테스트, 자기조절 등 전반적으로 학습 동기 및 자기조절 능력이 감소하였음 알 수 있었다. 과학 관련 태도는 영재교육 프로그램에 투입된 영재집단의 경우, 사전 사후 값의 변화가 없었지만 영재교육 프로그램에 투입되지 못한 우수집단의 경우 평균값이 통계적으로 유의하게 낮아졌음을 알 수 있었다. 과학 불안도에서 영재집단의 경우, 사전 사후 값의 변화가 거의 없었지만, 우수집단은 유의하게 감소함을 알 수 있었다. 이와 함께, 각 변인들에 대하여 사전 점수를 공변인으로 실시된 공변량분석 결과, 과학 관련 태도와 과학 불안도(과학적 관련 수행, 탐구동기 제외), 과학에서의 문제 발견력과 자기효능감 및 자기조절능력에서 유의미한 차이가 있음을 알 수 있었다. 이러한 집단간의 유의한 차이는 영재집단에서 각 변인들에 대하여 유의미한 향상이 있었기 때문이 아니라 우수집단에서 전반적으로 큰 폭의 점수하락이 발생하였기 때문인 것으로 보인다.