다른 자동차 운전담보 특약의 면책사유로서 정차의 개념 - 대법원 2018. 7. 12. 선고 2016다202299 판결에 대한 평석을 중심으로 -

최병규 한국금융법학회 2019 金融法硏究 Vol.16 No.2

오늘날 자동차의 이용이 보편화 되면서 자동차보험도 매우 중요한 것으로서 일종의 사회보장적 기능을 수행하고 있다. 자동차종합보험은 대인배상, 대물배상, 자차보험, 자손사고보험, 무보험차상해보험으로 구성되어 있다. 그리고 대인배상I에서는 자동차손해배상보장법상한도로 보험가입이 강제되며 대물배상도 역시 자동차손해배상보장법상 한도로 가입이 의무화되어 있다. 그리고 무보험차상해보험은 나머지 보험을 다 가입할 경우에 가입이 가능하다. 자동차보험에 가입할 때 자신의 차 이외에 타인의 차를 운전할 때 사고가 나는 경우에대비하여 다른 자동차 운전담보 특약을 가입하는 경우가 많다. 또한 보험료할인을 위하여 1 인 한정운전 특약이나 가족한정 특약 등을 가입하는 경우도 많다. 그런데 다른 자동차 운전담보 특약을 가입하고 운전하던 중 동승자를 하차시키던 중 사고가 난 경우 주차, 정차중의사고로서 면책이 되는지가 문제된다. 또한 보험료 절감을 위하여 1인 한정운전 특약에 가입한 경우 타인이 운전하다가 사고가 난 경우에 보험자는 면책이 되는지도 문제가 된다. 다른자동차 운전담보 특약이라 함은 피보험자가 일시적으로 피보험자동차가 아닌 다른 자동차를운전하거나 피보험자동차의 대체과정에서 아직 보험자의 승인을 받지 아니한 상황에서 보험자의 승인을 받을 때까지 일시적으로 다른 자동차를 운전하는 경우에 발생하는 피보험자의손해를 보호하기 위함이다. 이 특별약관에서는 주차, 정차중의 사고를 면책으로 하고 있다. 그 이유는 피보험자동차의 경우와 달리 주자, 정차중의 위험에까지 이 보험의 범위를 확대하게 되면 다른 자동차의 일시사용에 의하여 발생하는 위험을 추가보험료도 징수하지 않고담보하는 본 특약의 취지에 반하는 것이라는 데에 존재한다. 도로교통법 제2조 제25호에 의하면 정차는 운전자가 5분을 초과하지 아니하고 차를 정지시키는 것으로서 주차 외의 정지상태를 말한다. 타차운전 특약에서는 주차, 정차중의 사고를 부보 대상에서 제외하고 있다. 피보험자동차이외에 다른 자동차를 운전하다가 사고가 난 경우를 예외적으로 부보하는 것으로서 위험을 고려하여 주차, 정차중의 사고를 면책으로 하고 있는 것이다. 주차의 개념과정차의 개념은 도로교통법의 개념정의 규정을 차용할 수 있다. 그에 의하면 본 사안에서 차주가 동승자를 내려주기 위하여 차를 멈추었고 동승자가 차문을 여는 순간 오토바이가 와서사고가 난 경우는 정차중의 사고에 해당한다고 보아야 한다. 따라서 다른 자동차운전담보특약에서 면책에 해당한다고 하여야 한다. 하지만 대법원 판결에 대한 비판적 입장 내지는 개선 제안으로서 다른 자동차 운전 특별약관에서 정차의 면책사유를 삭제하는 것을 고려할 필요가 있다. 현재로서는 보험가입자, 운전자의 입장에서는 자동차보험의 원리, 면책사유를 감안하여 운전을 할 때에도 주의를 기울이는 것이 필요하다. Comprehensive automobile insurance consists of interpersonal compensation, property compensation, self-insurance, offspring accident insurance, and uninsured car accident insurance. In the case of interpersonal compensation I, compulsory insurance is compulsory under the Automobile Compensation Guarantee Act, and compensation for damages is also mandatory under the Automobile Compensation Guarantee Act. And uninsured car accident insurance can be applied when all the remaining insurance policies are enrolled. When you sign up for auto insurance, you often sign up for another car driving license in case you have an accident when you drive someone else’s car. In addition, there are many cases where a limited number of driving coupons or family limited coupons are added to discount the premium. However, it is a matter of whether it is an excuse as an accident during a parking or stopping in case of an accident while getting off the passenger while joining another automobile driving privilege rider and driving. In addition, if you join a limited driving privilege for insurance premium reduction, the insurer will be liable if the accident occurs while others are driving. Other motor vehicle driving privileges means that theinsured person temporarily drives another vehicle until he or she is approved by the insurer in a situation where the insured person has not yet been approved by the insurer in the process of replacing the insured person’s car In order to protect the insured’s damage caused in the event of In this special provision, parking and stopping accidents are excluded. The reason for this is that, unlike the case of the insured person, if the scope of the insurance is extended to the risk during the runner or the stop, the danger arising from the temporary use of another vehicle is contrary to the purpose of the present invention It exists in. According to Article 2 (25) of the Road Traffic Act, a driver stops the car without exceeding five minutes and refers to a stop state other than parking. If the driver is in a state of being unable to move while the vehicle is in the car for driving, or if the driver is away from the stopped vehicle but is in a state where it can be operated immediately from an objective viewpoint, It corresponds to a stop. Other auto driving concessions in auto insurance are those that can be enrolled if you join the uninsured auto accident insurance. However, in this rider, parking and stopping accidents are causes of immunity. It is an exception to the case that an accident occurred while driving another car except the insured person’s car. The concept of parking and the concept of stop can borrow the concept definition of the Road Traffic Act. According to him, a stoppage is a stoppage other than parking, as the driver stops the car without exceeding 5 minutes. Therefore, we stopped to drop the passenger in this case, and when the passenger opens the car door, the motorcycle comes and it should be considered that it is the accident in the stop when the accident happens. Therefore, it should be said that it is an immunity from other automobile driving guarantee rider. On the other hand, if one person has a limited driving privilege and an accident occurs while another person is driving, the insurer is not obliged to pay the insurance money. In comparison, there are similar laws and regulations for the operation of German auto insurance. However, it is hard to compare directly with our case because it acknowledges the inherent situation of Germany and reasons for indemnification. For the insured and the driver, it is necessary to pay attention to driving when taking into consideration the principle of car insurance and reasons for exemption.

운전확신수준의 변화가 연령별 운전행동에 미치는 영향

이순열,이순철,박선진 한국문화및사회문제심리학회 2006 한국심리학회지: 문화 및 사회문제 Vol.12 No.3

The purpose of this research is to study the relation between the change of driver's driving confidence level in the age categories and driving behavior. To survey the driving confidence level, we used the 'Driving Confidence Scale' questionnaire and surveyed the drive career, mileage, driving days, violation of traffic regulation (drunk driving, overspeed), traffic accident experience (assaulter, sufferer) together. The subjects of investigation were from 19-year-old to 80-year-old and 1,055 persons were participated in the research totally. To examinethe structure of driving confidence level, we executed the factor analysis. We compared the driving confidence level in the age categories (under 29-year-old, 30~39, 40~49, 50~64, over 65-year-old) and studied the relation between driving confidence level and driving behavior. Driving confidence level was composed of 4 factors such as 'insensibility to situation', 'unsafe driving', 'careless concentration' and 'self-efficacy of driving', and there was decreasing tendency for driving confidence level and overall driving behavior according to increasing age. Driving confidence level had the interrelation with age range, assaulting accident, suffered accident, driving period, drunk driving, overspeed, driving career and so on. We examined the difference of driving confidence level and driving behavior by dividing the participated drivers' groups into the traffic accident experienced group, drunk driving group and overspeed driving group, and there was a significant difference on driving confidence level and driving behavior between the group who had not experienced the violation of traffic regulation or traffic accident and another group who had experienced the violation of traffic regulation or traffic accident. 본 연구에서는 연령에 따른 운전자의 운전확신수준 변화가 운전행동에 미치는 영향을 살펴보았다. 운전확신수준을 측정하기 위해 운전확신수준 설문지를 사용하였으며, 조사대상자들의 운전경력, 주행거리, 운전일수, 법규위반(음주, 과속), 교통사고경험(가해, 피해)을 함께 조사하였다. 조사대상자는 만 19세부터 만 80세까지였으며 총 1,055명이 연구에 참여하였다. 운전확신수준의 구조를 알아보고자 요인분석을 실시하였다. 각 연령(29세이하, 30-39세, 40-49세, 50-64세, 65세이상)의 운전확신수준을 비교하고, 운전확신수준과 운전행동과의 관계를 알아보았다. 그 결과, 운전확신수준은 ‘상황둔감성’, ‘불안전운전’, ‘주의집중소홀’, ‘운전자신감’의 네 요인으로 이루어져 있었으며, 연령의 증가와 함께 운전확신수준은 감소하는 경향을 보였다. 또한, 운전확신수준은 연령과 가해교통사고, 피해교통사고, 운전기간, 음주운전, 과속운전, 운전경력 등과 상관관계를 가지고 있었다. 연구에 참여한 운전자 집단을 음주운전집단, 과속운전집단으로 나누어 운전확신수준과 운전행동의 차이를 알아보았는데, 음주운전이나 과속운전 경험이 없었던 운전자 집단과 음주운전이나 과속운전을 경험한 운전자 집단의 운전확신수준과 운전행동이 유의한 차이를 보이는 것으로 나타났다.

고령자의 운전능력 영향요인 및 측정도구에 대한 체계적 문헌고찰

우예신,신가인,박상미,박혜연 한국노년학회 2018 한국노년학 Vol.38 No.1

Self-driving is meaningful activity for older persons because it enlarges the range of activity and provides opportunities for social participation. Driving is a complex activity that requires integration of physical, cognitive and sensory functions and is influenced by human and psychological factors. Age related functional deterioration affects the driving ability of older drivers. The purpose of this study is to investigate the factors affecting the risk of accidents and driving cessation of elderly drivers through systematic literature review. MEDLINE, EMBASE, Cochrane Library, KoreaMed, Pubmed were used for searching articles published from 2007 to 2017. ‘aged’, ‘aging’, ‘automobile driving’, ‘age factors’ were used as search terms and 18 articles were finally selected for analysis among 1,458 articles. In result of the study, the most significant effect showed in the physical domain, the driving habit and the performance function. The most frequent used tools evaluated driving habit and the cognitive function. In demographic characteristics, there was a correlation with the driving discontinue according to sex and age. This study emphasizes the necessity of preparing measures for safety driving with elderly. In addition, it suggests the necessity of systematically services such as individual education programs based on various driving cessation related factors of the elderly. 노인의 자가 운전은 노인의 활동범위를 확대시키고 사회참여의 기회를 제공한다는 점에서 노년기에 의미있는 활동을 위한 필요조건이다. 운전은 신체적, 인지적, 감각적 기능의 통합을 요구하며 인적, 심리적 요인의 영향을 받는 매우 복잡한 활동이기 때문에 노화로 인한 기능저하는 고령운전자의 운전수행능력에 영향을 준다. 본 연구는 체계적인 문헌고찰을 통해 고령운전자의 운전중단이나 사고위험 증가에 영향을 미치는 요소가 무엇인지 확인하는데 목적을 두고 있다. 문헌 검색을 위해 사용된 온라인 데이터베이스는 MEDLINE, Excerpta Medica database(EMBASE), Cochrane Library, KoreaMed, Pubmed 였으며, 사용된 MeSH용어는 ‘aged’, ‘aging’, ‘automobile driving’, ‘age factors’였다. 2007년 1월부터 2017년 9월까지 발표된 문헌을 검색하여 1,458건의 결과를 얻었으며 선정기준에 부합하는 18편의 연구를 추출하였다. 결과에서는 운전중단 요소 및 사용된 측정도구와 운전중단에 따른 인구학적 특성을 분석하였다. 운전중단 영역 중 신체적 영역에서 유의미한 결과를 나타내는 측정도구가 11개로 가장 높은 빈도를 보였으며, 운전중단과 관련된 요소에서는 정보처리속도, 수행기능, 운전능력, 운전습관이 각 4개씩으로 운전중단과 유의미한 결과를 나타냈다. 인구학적 특성에서는 성별과 연령에 따라 운전중단과 관련이 있었다. 본 연구결과는 노화로 인한 기능저하가 운전수행에 미치는 영향을 분석하여 운전중단 예측요소들을 파악하고 노인의 안전한 운전수행을 위한 대책 마련의 필요성을 강조한다. 또한 노인의 다양한 운전중단 예측요소를 바탕으로 개별적인 교육프로그램 등의 서비스를 체계적으로 구축할 필요성을 제시한다.

Subcortical Ischemic Change as a Predictor of Driving Cessation in the Elderly

Mi Jang,Chang Hyung Hong,Hyun-Chung Kim,Seong Hye Choi,Sang Won Seo,Seong Yoon Kim,Duk L. Na,Yunhwan Lee,Ki Jung Chang,Hyun Woong Roh,Sang Joon Son 대한신경정신의학회 2018 PSYCHIATRY INVESTIGATION Vol.15 No.12

Objective Motor, perceptual, and cognitive functions are known to affect driving competence. Subcortical ischemic changes on brain magnetic resonance imaging (MRI) can reflect reduction in cognitive and motor performance. However, few studies have reported the relationship between subcortical ischemic changes and driving competence of the elderly. Thus, the objective of this study was to investigate the association between subcortical ischemic changes on MRI and driving abilities of the elderly. Methods Participants (n=540) were drawn from a nationwide, multicenter, hospital-based, longitudinal cohort. Each participant underwent MRI scan and interview for driving capacity categorized into ‘now driving’ and ‘driving cessation (driven before, not driving now)’. Participants were divided into three groups (mild, n=389; moderate, n=116; and severe, n=35) depending on the degree of white matter hyperintensity (WMH) on MRI at baseline. Driving status was evaluated at follow-up. Statistical analyses were conducted using χ2 test, analysis of variance (ANOVA), structured equation model (SEM), and generalized estimating equation (GEE). Results In SEM, greater baseline degree of WMH was directly associated with driving cessation regardless of cognitive or motor dysfunction (β=-0.110, p<0.001). In GEE models after controlling for age, sex, education, cognitive, and motor dysfunction, more severe change in the degree of WMH was associated with faster change from ‘now driving’ state to ‘driving cessation’ state over time in the elderly (β=-0.508, p<0.001). Conclusion In both cross-sectional and longitudinal results, the degree of subcortical ischemic change on MRI might predict driving cessation in the elderly.

Driving-Related Adverse Events in the Elderly Men: A Population-Based Prospective Cohort Study

JaeSungKim,JongBinBae,KyuheeHan,JongWooHong,JiHyunHan,TaeHuiKim,KyungPhilKwak,KayoungKim,BongJoKim,ShinGyeomKim,JeongLanKim,TaeHyunKim,SeokWooMoon,JaeYoungPark,JoonHyukPark,SeonjeongByun,SeungWanSuh,J 대한신경정신의학회 2020 PSYCHIATRY INVESTIGATION Vol.17 No.8

Objective This study estimated the incidence of driving-related adverse events and examined the association of cognitive function with the risk of future driving-related adverse events in the elderly Korean male population. Methods We analyzed 1,172 male drivers aged 60 years or older in the Korean Longitudinal Study on Cognitive Aging and Dementia(KLOSCAD). Using the data from Korean National Police Agency, we classified the participants into three groups: safe driving (drove for 2 years after baseline without a traffic accident or repeated violations), driving cessation (stopped driving), and risky driving (one or more traffic accidents or repeated violations). We estimated the incidences of driving cessation and risky driving, and examined the effect of cognitive function on their risks. Results The incidence of driving cessation and risky driving in the Korean male drivers aged 60 years or older was 19.3 and 69.9 per 1,000 person-years respectively and increased in the late 80s. Drivers with better baseline Word List Memory Test scores showed less risky driving (OR=0.94, p=0.039). Conclusion Driving-related adverse events increased in late 80s, and better memory function was protective against these events.

차량 시뮬레이터를 이용한 운전자 인지기능이 주행행태에 미치는 영향 연구

황순천,이동민,김선훈,김도훈 대한교통학회 2020 대한교통학회지 Vol.38 No.5

Recently, traffic accidents caused by high-risk drivers such as elderly drivers have emerged as a major social problem. People feel uneasy about driving by high-risk drivers, so it is argued that they should be ​institutionally restricted from driving. However, it is difficult to determine suitabilities of driving by inspecting factors that affect the actual driving abilities. For elderly drivers, restricting their driver licenses can be factors infringing on mobility rights. For this reason, a prudent approach is needed to improve the driver aptitude test system. In order to solve this problem, if the driver license is determined by assessing physical and cognitive abilities which are identified to affect driving, it will be a better system which all ages agree. In this study, human factors that can influence driving were analyzed by comparing between cognitive abilities and driving behaviors using a driving simulator. Cognitive abilities of 65 subjects were measured using special apparatus. The results of measured cognitive abilities were used to categorize into two groups which were with good abilities and with poor abilities. Next, driving behaviors of the subjects in various road environments were analyzed through collected log data using a driving simulator. First, it was confirmed that the subjects with relatively higher age belonged to the group with poor cognitive abilities. Second, the group with good cognitive abilities showed better driving behavior than the worse group. Third, it was analyzed that there were more differences in urban roads between two groups. Fourth, it is confirmed that there were more differences in driving behavior among the groups at nighttime than at daytime. The results of this study are meaningful because this was carried out empirical studies to find the factors affecting driving behaviors. This research can be used to carry out future research on the driver license and driving behaviors. 최근 고령운전자 등 고위험군 운전자들에 의한 교통사고가 주요 사회적 문제로 대두되고 있다. 이에 고위험군 운전자들이 운전을 하는 것에 대하여 사람들은 불안감을 느끼며, 이들이 운전을 하는 것에 대하여 제도적으로 제약이 필요하다는 주장이 제기되고 있다. 하지만 실제 운전능력에 영향을 미치는 요인을 검사하여 운전 적합 여부를 판별하기는 어려운 문제라 신중한 제도 개선이 필요하다. 이러한 문제를 해결하기 위한 한 가지 방안으로 운전능력에 영향을 미치는 것으로 확인된 신체적 ‧ 인지적 능력 평가 요소들로 운전적성을 평가한다면 모두가 인정하는 제도가 될 수 있을 것이다. 이에 본 연구에서는 인지능력 검사와 차량 시뮬레이터를 이용한 주행행태를 분석하여 운전능력에 영향을 줄 수 있는 요인을 분석하였다. 먼저 65명의 피실험자를 대상으로 인지능력을 측정하였다. 측정된 인지능력 결과를 토대로 인지능력이 상대적으로 높은 그룹과 낮은 그룹으로 군집분석을 수행하였다. 다음으로 차량 시뮬레이터를 이용하여 수집된 피실험자들의 주행행태를 분석하였다. 분석 결과 첫째, 상대적으로 연령이 높은 피실험자가 인지능력 결과가 낮은 그룹에 속하는 경우가 많음을 확인하였다. 둘째, 인지능력이 상대적으로 높은 그룹이 낮은 그룹보다 안정된 주행행태가 관측되었다. 셋째, 도시부 도로보다는 지방부 도로에서 그룹 간 주행행태 차이가 더 많은 것으로 분석되었다. 넷째, 주간 상황과 야간 상황을 비교한 경우에도 야간 상황에서 그룹 간 주행행태 차이가 더 나타나는 것을 확인하였다. 본 연구 결과는 운전행태에 미치는 요인을 찾아내는 실증 연구를 수행했다는 점에 의의가 있으며, 향후 운전면허 제도 및 운전행태 관련 연구를 수행하는데 활용될 수 있을 것이라 판단된다.

Driving Performance of Adaptive Driving Controls using Drive-by-Wire Technology for People with Disabilities

Younghyun Kim,Yongchul Kim 대한인간공학회 2016 大韓人間工學會誌 Vol.35 No.1

Objective: The purpose of this study was to develop and evaluate high technology adaptive driving controls, such as mini steering wheel-lever system and joystick system, for the people with physical disabilities in the driving simulator. Background: The drivers with severe physical disabilities have problems in operation of the motor vehicle because of reduced muscle strength and limited range of motion. Therefore, if the remote control system with driver-by-wire technology is used for adaptive driving controls for people with physical limitations, the disabled people can improve their quality of life by driving a motor vehicle. Method: We developed the remotely controlled driving simulator with drive-by-wire technology, e.g., mini steering wheel-lever system and joystick system, in order to evaluate driving performance in a safe environment for people with severe physical disabilities. STISim Drive 3 software was used for driving test and the customized Labview program was used in order to control the servomotors and the adaptive driving devices. Thirty subjects participated in the study to evaluate driving performance associated with three different driving controls: conventional driving control, mini steering wheel-lever controls and joystick controls. We analyzed the driving performance in three different courses: straight lane course for acceleration and braking performance, a curved course for steering performance, and intersections for coupled performance. Results: The mini steering wheel-lever system and joystick system developed in this study showed no significant statistical difference (p >0.05) compared to the conventional driving system in the acceleration performance (specified speed travel time, average speed when passing on the right), steering performance (lane departure at the slow curved road, high-speed curved road and the intersection), and braking performance (brake reaction time). However, conventional driving system showed significant statistical difference (p <0.05) compared to the mini steering wheel-lever system or joystick system in the heading angle of the vehicle at the completion point of intersection and the passing speed of the vehicle at left turning. Characteristics of the subjects were found to give a significant effect (p <0.05) on the driving performance, except for the braking reaction time (p >0.05). The subjects with physical disabilities showed a tendency of relatively slow acceleration (p <0.05) at the straight lane course and intersection. The steering performance and braking performance were confirmed that there was no statistically significant difference (p >0.05) according to the characteristics of the subjects. Conclusion: The driving performance with mini steering wheel-lever system and joystick control system showed no significant statistical difference compared to conventional system in the driving simulator. Application: This study can be used to design primary controls with driver-by-wire technology for adaptive vehicle and to improve their community mobility for people with severe physical disabilities.

운전행동 결정요인의 구성과 위험운전행동과의 관계

오주석,이순철 한국문화및사회문제심리학회 2011 한국심리학회지: 문화 및 사회문제 Vol.17 No.2

This study aimed to expand and reconstruct the Driving Behavior Determinants' factors in order to confirm the relationship between Driving Behavior Determinants(DBD) and drivers' reckless driving behavior level. To expand the structure of DBD, drivers anger, introversion and type A characteristics were added, which were never considered as related factors in existing DBD studies before. The correlations between the new factors of DBD and reckless driving behavior(includes driver's personal records of driving experiences for the last three years) were verified. A factor analysis result showed us that new DBD questionnaire consists of five factors such as, ‘Problem Evading’, ‘Benefits/Sensation Seeking’, ‘Anti-personal Anxiety’, ‘Anti-personal Anger’, and ‘Aggression’. Also, reckless driving behavior consists of ‘Speeding’, ‘Inexperienced Coping’, ‘Wild Driving’, ‘Drunken Driving’, and ‘Distraction’. The result of correlation between the DBD and reckless driving behavior indicates that inappropriate level of DBD is highly correlated with dangerous driving behavior and strong possibilities of traffic accidents. Based on these results, we might be able to discriminate drivers according to DBD level and predict their reckless driving behavior through a standardization procedure. Futhermore, this will make us to provide drivers differentiated safety education service. 본 연구는 운전행동 결정요인 구성요인의 내용을 확장시켜 위험운전행동 및 운전 경험과의 관련성을 살펴보기 위한 목적으로 시행되었다. 기존의 운전행동 결정요인 관련 연구에서는 다뤄지지 않았으나, 다른 연구자들이 위험행동과 관련성을 가지고 있다고 주장한 분노, 내향성 및 A형 성격유형 등의 인적요인을 기존 모델에 더 추가하여 운전행동 결정요인을 재구성하고, 재구성된 요인들과 위험운전행동, 운전자의 개인특성 및 실제 운전경험 간의 관계를 살펴보았다. 270명의 운전자로부터 얻은 자료를 분석한 결과, 운전행동 결정요인은 문제회피, 이익/자극 추구, 대인불안, 대인분노 및 공격성의 5개 요인으로 재구성 되었으며, 위험운전행동 부문 역시 과속운전, 대처미숙, 난폭운전, 음주운전 및 주의산만의 5개 요인으로 구분되었다. 전반적으로 운전행동 결정요인 수준에서 부정적 성향이 강할수록 운전자들의 위험운전행동 수준이 높았으며, 실제 운전경험에 있어서도 과속적발 경험이나 음주운전 시도경험, 교통사고 경험이 많은 것으로 나타났다. 이 같은 높은 관련성을 볼 때, 향후 운전행동 결정요인의 측정을 통해 개인의 위험운전행동 유발 가능성을 미리 예측하고 위험 운전자들을 사전에 판별하여 교육서비스를 제공할 수 있을 것으로 기대한다.

음주운전과 복수 운전면허 취소 범위에 관한 대법원 판결에 대한 비판적 검토 - 대법원 2018. 2. 28. 선고 2017두67476 판결을 중심으로 -

장혜진 제주대학교 법과정책연구원 2022 法과 政策 Vol.28 No.3

대법원은 그동안 복수의 자동차 운전면허를 보유한 사람에게 음주운전 등 면허 취소의 사유가 발생한 경우 어떻게 처리할 것인지에 대한 기준과 관련하여, 한 사람이 여러 종류의 운전면허를 취득하는 경우뿐 아니라 이를 취소 또는 정지하는 경우에도 서로 별개의 것으로 취급하는 것이 원칙이고, 다만 취소사유가 특정 면허에 관한 것이 아니고 ‘다른 면허와 공통된 것’이거나 ‘운전면허를 받은 사람에 관한 것’일 경우에는 여러 면허를 전부 취소할 수도 있다는 기준을 정립하였다. 한편, 대법원은 자동차 운전면허에 대하여 대인적 면허라고 보면서도, 위와 같은 기준에 기초하여 복수 운전면허를 가진 운전자가 음주운전을 한 경우, 해당 운전자가 당시 어떤 종류의 차를 운전하였는지, 그 차량을 운전할 수 있는 면허의 종류는 무엇인지 등을 분석하여 면허가 취소될 수 있는 범위를 정하는 판단을 지속적으로 하고 있고, 그에 따라 해당 면허만 취소하거나(원칙에 따른 판단), 운전자가 보유한 면허 중 위반행위 당시 운전한 차량을 운전할 수 있는 다른 면허까지 전부 취소하거나, 취소 대상이 되는 면허에 포함되는 다른 면허는 전부 취소하는 판단(예외에 따른 판단)을 지속적으로 하였다. 한편, 대상판결의 사안에서는 1종 대형, 1종 보통, 1종 특수, 2종 소형면허를 보유한 운전자가 원동기장치자전거에 해당하는 125cc 오토바이(원동기장치자전거)를 음주운전을 하여 모든 면허가 취소되었는데, 원심에서는 125cc 초과 이륜자동차를 운전하였다면 2종 소형면허만 취소되나, 상대적으로 위험성이 낮은 125cc 원동기장치자전거를 운전하였다는 사유로 모든 면허를 취소하는 것은 형평에 반한다고 판단하였지만, 대법원에서는 원고에 대하여 제1종 대형, 제1종 보통, 제1종 특수(대형견인・구난) 운전면허를 취소하지 않는다면, 원고는 위 각 운전면허로 배기량 125cc 이하 원동기장치자전거를 계속 운전할 수 있어 실질적으로는 아무런 불이익을 받지 아니하게 되고, 운전면허의 취소에서는 그 취소로 인하여 입게 될 당사자의 불이익보다는 이를 방지하여야 하는 일반예방적 측면이 더욱 강조되어야 한다는 이유로 면허 전부를 취소하는 것은 재량권 일탈・남용이 아니라고 보았다. 결국, 위와 같은 대법원의 판단기준에 따르면 음주운전으로 인한 복수 운전면허의 취소 범위가 어디까지에 미치게 되는지에 관한 문제점은 복수 면허를 보유한 사람이 1종 특수면허 또는 2종 소형면허를 보유한 경우에 두드러지는데, 이들 면허의 경우 고유 면허로 운전할 수 있는 차량의 종류가 제한적이라는 점에서 이들 면허로만 운전할 수 있는 차량을 음주운전한 경우에는 같은 음주운전 사안임에도 불구하고 해당 면허만 취소되나, 도리어 상대적 위험성이 낮은 자동차(예를 들어, 1종 특수면허의 특수자동차에 비교하여 승용자동차, 125cc 초과 이륜자동차에 비교하여 원동기장치자전거를 운전한 경우 등)를 운전한 경우에는 모든 면허가 취소되는 납득하기 어려운 결론을 초래하게 된다. 음주라는 행위에 대한 결과로 면허를 취소하는 것을 규정하고 있는 이유는 당시 ‘그 사람이 어떤 차량을 운전하였는지’에 대한 제재가 아니라, ‘그 사람이 음주운전을 하였기 때문’에 제재가 가해지는 것이라는 점에서 마땅히 ‘운전면허를 받은 사람에 관한 것’이라고 보아야 한다. 이것이 기본적으로 자동차 운전면허가 ... The Supreme Court set the general standard, regarding revocation of driving license on a driving license holder due to cause of revocation of the driving license, including DUI or DWI, which is persons who want to obtain a driver’s license must apply for the right level of license that they want to drive, and likewise, persons who are subject to revocation or suspension of the driver’s license shall be treated the same as the case of obtaining the driving license, provided, however, if the cause of revocation is not a matter of level of driving license and it is a matter of “commonly applying to all levels of driving license” or “driving license holder”, all levels of driving license such person holds may be subject to revocation, exceptionally. At the same time, the Supreme Court is of the view that driving license belongs to person not vehicle. That being said, in case where a person who has multiple types and levels of driving license is arrested on DUI, the Supreme Court tends to determine scope of revocation taking into consideration what types of vehicle the drunk driver drove and/or analysis on relations of type of vehicle and level of driving license, which results in revocation of one of three i) certain level of driving license only (applied by general standard), ii) driving licenses which allowing such vehicle the drunk driver drives with, or iii) all level of driving licenses the drunk driver holds (applied by exceptional consideration). Further, the Supreme Court case discussed in this Review was that a driving license holder who has multiple licenses for Level 1 (large), Level 1 (regular), Level 1 (special) and Level 2 (small) drove 125cc motorcycle under DUI. The Appeal Court decided revocation of all level of driving license is out of equity, because the 125cc motorcycle the drunk driver drove is less dangerous than motorcycle exceeding 125cc, and therefore revocation of only Level 2 (small) is acceptable. However, the Supreme Court overturned the case in that the drunk driver revoked Level 2 (small) is able to continue driving the 125cc motorcycle with unrevoked Level 1 (large), Level 1 (regular) and Level 1 (special) which does not put the drunk driver at a disadvantage, and more importantly the purpose of driving license revocation is to prevent drunk driving as a precautionary way instead of putting the drunk driver at a disadvantage. The Supreme Court is of the view that revocation of all level of driving license is not out of equity. After all, the discussion point of the scope of revocation pursuant to the general standard of the Supreme Court on multiple levels of driving license holder due to DUI arises where the holder has Level 1 (special) or Level 2 (small), because a vehicle such level holder can drive is limited and therefore in the event that such level holder drove on DUI, it may be ended up with revocation of such level license only, or revocation of all levels of license that the drunk driver has even if the drunk driver drove comparatively less dangerous vehicle (for instance, a case of driving a passenger car as opposed to special purpose car with Level 1 (special) or driving a motorcycle with Level 2 (small)), which appears illogical conclusion. If a person who had multiple levels of driving licenses drove a vehicle requiring a certain level of license by chance under the influence and it ended up with revocation of such limited license only not being revoked all levels of licenses the drunk driver has in that the revoked license allowing to drive such vehicle is limited, the administrative disposition would turn out to be unreasonable and illogical. It is important to note that the revocation of driving license related to DUI is administrative penalty caused by “drunk driving” not “what vehicle the drunk driver drove”, which supports the norm “driving license belongs to person not vehicle”, and it should be a general standard at least to avoid unreasonable an...

운전 외 작업을 수행하는 물리적 상황이 제어권 전환에 미치는 영향

오혜성,박광준,정의승 대한인간공학회 2022 大韓人間工學會誌 Vol.41 No.3

Objective: The purpose of this study is to find out how the angle of seat backrest and the number of hands in use affect the takeover reaction time, driving readiness, and driving situation awareness when performing NDRT (Non-Driving Related Task) in a conditional autonomous vehicle. Background: Driver of an autonomous vehicle of level 3 or higher is freed from the duty of controlling and monitoring the vehicle. As a result, the driver can perform various NDRTs. When performing NDRT, the angle of the seat back that the driver wants to pose may be different. In a previous study, it was mentioned that, when the angle of seat backrest is reclined to the maximum, the takeover is affected. However, it is not known with certainty what effect the change of the seat back angle has on the takeover. A previous study found that some type of NDRTs, which restricted the driver's hand during activity, influenced the takeover reaction time. However, it is not known with certainty what effect the number of hands in use has within the same NDRT. The study aims to know how the angle of the seat backrest and the number of hands in use for performing NDRT in a level 3 autonomous vehicle affect takeover time, driving readiness, driving situation awareness. Method: To investigate the effect of the number of hands in use for performing NDRT and the angle of the seat backrest on the takeover, the experiment was performed using a driving simulator. The type of NDRT is classified into 4 levels, and the angle of the seat backrest is classified into 3 levels. Participants performed 12 trials randomly. In the experiment, preference for seat back angle performing NDRT was investigated, and takeover time was measured after takeover occurred. After the experiment was over, the participant responded to driving readiness, driving situation awareness, and the preference for the angle of seat backrest again. Results: The number of hands used during NDRT and the angle of the seat back affect the driver's takeover reaction time, driving readiness, and driving situation awareness. The higher the number of hands in use and the higher the seat back angle, the more negative the driver is. Conclusion: When designing the driver monitoring system, it is necessary to check the physical situation of drivers performing the NDRT. Application: The results of this study can be used to make guidelines for the angle of the seat backrest and hand use behavior to maintain driver's proper driving readiness when performing NDRT in level 3 autonomous driving. The results of this study will help to design a driver-centered autonomous vehicle cockpit based on the driver's preference for the angle of the seat backrest.