해상보험계약상 위험변동의 원칙에 관한 고찰

이강빈 한국국제상학회 1988 國際商學 Vol.1 No.-

미국 캘리포니아주 국제상사분쟁의 중재 및 조정법에 관한 고찰

이강빈 尙志大學校 産業經營硏究所 1999 産業經營硏究 Vol.9 No.-

In 1988 the California State of the United States enacted special provisions governing the arbitration and conciliation of international commercial disputes, as specified, including the form of arbitration agreement, authorized judicial measures in aid of arbitration, the composition and jurisdiction of arbitral tribunals, the manner and conduct of arbitration, the making of arbitral awards and termination of arbitration proceedings, and the conduct and effect of conciliation proceedings. Title 9.3 Arbitration and Conciliation of International Commercial Disputes was added to Part 3 of the Code of Civil Procedure of the State of California. This title applies to international commercial arbitration and conciliation, subject to any agreement which is in force between the United States and any other state or states, and this title applies only if the place of arbitration or conciliation is in the State of California.

WTO체제하(體制下)의 국제환경규제(國際環境規制)가 한국무역(韓國貿易)에 미치는 영향(影響)과 대응(對應)

이강빈,Lee, Gang-Bin 한국중재학회 1995 중재연구 Vol.5 No.-

상사중재제도(商事仲裁制度)의 사법적(司法的) 심사(審査)

이강빈,Lee, Gang-Bin 한국중재학회 1997 중재연구 Vol.6 No.-

The Legal Regime for International Interests in Aircraft Equipment under the Cape Town Convention and Protocol

이강빈,Lee, Kang-Bin Korea Society of Air Space Law and Policy 2007 한국항공우주정책·법학회지 Vol.2007 No.special

운송장비의 국제담보권에 관한 협약 및 항공기 장비에 특유한 사안에 관한 운송장비의 국제담보권 협약 의정서가 UNIDROIT 및 ICAO의 공동 후원 하에 케이프타운에서 개최된 외교회의에서 2001년 11월 16일 채택되었다. 케이프타운 협약 및 의정서는 2006년 3월 1일 발효되었다. 케이프 타운 협약 및 의정서는 국제등록에 의하여 지지 될 항공기 장비의 저당, 소유권유보 및 리스 담보권의 설정, 완성 및 우선권에 관한 국제 법적 제도를 규정하고 있다. 이 논문의 목적은 케이프타운 협약 및 의정서의 목적 및 원칙을 설명하고, 케이프타운 협약 및 의정서상 항공기 장비의 국제담보권 및 그들의 보호를 위한 국제등록에 관한 조항들을 검토하고, 그리고 한국의 케이프타운 협약 및 의정서 가입상의 문제점에 관하여 논의하는 것이다. 이 논문의 예상되는 결과로는, 효과적 방식으로 고가 또는 특히 경제적 중요성이 있는 항공기 장비의 취득 및 이용의 금융을 촉진하고, 매년 매우 많은 금액의 금융비용을 절약하는데 기여할 것이며, 또한 항공기 장비의 국제담보권이 전세계적으로 인정되고 보호 될 것이다. The Convention on International Interests in Mobile Equipment and the Protocol to the Convention on International Interests in Mobile Equipment on Matters specific to Aircraft Equipment were adopted on 16 November 2001 at a diplomatic conference held in Cape Town under the joint auspices of UNIDROIT and ICAO. The entry into force of the Cape Town Convention and Protocol have occurred on 1 March 2006. The Cape Town Convention and Protocol provides an international legal regime for the creation, perfection and priority of security, title retention and leasing interests in aircraft equipment, which will be underpinned by an international registry. The purpose of this paper is to explain the objectives and principles of the Cape Town Convention and Protocol, to review the provisions relating to the international interests in aircraft equipment and international registry for their protection under the Cape Town Convention and Protocol, and to discuss the Issues on Korea's accession to the Cape Town Convention and Protocol. As the anticipated results of this paper, it will contribute to facilitate the financing of the acquisition and use of aircraft equipment of high value or particular economic significance in an efficient manner, and to save very large sums of money annually in financing charges, also the international interests in aircraft equipment will be recognized and protected universally.

신와르소체제하의 국제항공화물운송인의 손해배상책임

이강빈,Lee, Kang-Bin 한국무역상무학회 2003 貿易商務硏究 Vol.20 No.-

This paper intends to describe the liability regime of the air carrier under the Montreal Convention of 1999 for the international cargo, comparing to those of the existing Warsaw Convention system. Also this paper deals with main issues of the Montreal Convention which are relevant for the carrier's liability in the carriage by air of cargo. The Warsaw Convention was adopted in 1929 and modified successively in 1955, 1961, 1971, 1975, and 1999. The Montreal Convention of 1999 modernized and consolidated the Warsaw Convention and related instruments. International air carrier is liable by application of principle of strict liability as stated in the Montreal Convention : The carrier is liable for the destruction or loss of, or damage to cargo and delay during the carriage by air, and the carrier's liability is limited to a sum of 17 Special Drawing Rights per kilogramme. However, the Montreal Convention has main outstanding issues with respect to the liability of the air carrier : potential conflicts between the Montreal Convention and the Warsaw Convention, the amounts of limits of the carrier's liability, the duration of the carrier's liability, the exessive litigation, and the aviation insurance. Therefore, the conditions and limits of the carrier's liability under the Montreal Convention should be readjusted and regulated in detail.

The Development History and Activation Measures of Commercial Arbitration System in Korea(With Respect to 40 Years of Korean Arbitration Law and Practice)

이강빈 한국무역상무학회 2006 貿易商務硏究 Vol.32 No.-

The Development History and Activation Measures of Commercial Arbitration System in Korea-With respect to 40 years of Korean Arbitration Law and Practice-

디지털시대 문화산업의 수출활성화 방안

이강빈 한국문화무역학회 2002 문화무역연구 Vol.2 No.2

WTO 민간항공기 교역 협정이 항공산업에 미치는 영향과 우리나라의 정책 방향

이강빈 한국항공우주정책⋅법학회 2020 한국항공우주정책·법학회지 Vol.35 No.2

항공기 부품 교역의 무관세화 및 자유화를 위하여 WTO 민간항공기 교역 협정이 1995년 WTO 출범 시 WTO 설립협정 부속서 4 복수국 간 무역협정으로 별도 체결되었으며, 현재 미국, EU 등 33개국이 가입되어 있으나 우리나라는 가입하지 않고 있다. 민간항공기 교역 협정의 주요 내용은 적용 대상 물품, 관세 및 기타 과징금의 철폐, 무역에 대한 기술장벽에 관한 협정의 적용, 정부에 의한 민간항공기 조달 지시의 금지, 수입 또는 수출 수량 제한이나 허가조건의 적용 배제, 보조금 및 상계조치에 관한 협정의 적용, 민간항공기 교역위원회, 본 협정 관련 문제의 협의 및 분쟁해결 등에 관하여 규정하고 있다. 현행 관세법은 2018년 12월 31일 제89조 제6항이 신설되어 항공기 부품 수입 시 관세감면율이 2019년 5월부터 단계적으로 축소되어 2026년에 관세감면제도가 폐지될 예정이다. 이에 따라서, 민간항공기 교역 협정이 항공산업에 미치는 영향을 살펴보면, 첫째 항공운송산업에 미치는 영향으로서, 항공기 부품 관세감면제도가 폐지되는 2026년부터 국내 항공운송업계의 관세 부담액은 연간 약 1,600억 원에 이를 것으로 전망되는데, 민간항공기 교역 협정에 가입 시 국내 항공운송업계는 항공기 부품을 무관세로 수입할 수 있게 됨으로 3-8%의 수입관세를 부담하지 않아도 될 것이다. 둘째 항공정비(MRO)산업에 미치는 영향으로서, 항공기 부품 관세감면제도가 단계적으로 축소 내지 폐지될 경우 국내 엔진정비와 부품정비 분야에서 해외 외주비가 2018년 기준 12,903억 원에서 더욱 증가할 것으로 예상되는데, 민간항공기 교역 협정에 가입 시 항공정비업계가 항공기 부품을 무관세로 수입할 수 있게 되어 해외 외주비를 절감할 수 있을 것이다. 항공산업의 경쟁력을 확보하기 위한 항공기 부품 교역 자유화 정책 방향을 제시하면, 첫째 FTA를 활용한 관세감면으로서, 항공기 부품 수입 시 FTA를 활용하여 관세감면 혜택을 받기 위하여는 원산지 증명 발급을 거부하고 있는 미국, EU 등의 해외 거래업체로부터 이를 확보하여야 하며, 또한 항공기 부품의 해외 임가공 수입에 대한 관세 감면 규정이 미비한 한-싱가포르 및 한-EU FTA 협정문의 규정을 개정 보완할 필요가 있다고 할 것이다. 둘째 민간항공기 교역 협정의 가입 추진으로서, 전술한 FTA를 활용한 관세감면 방식은 모든 항공기 부품의 원산지 증명 발급이 곤란하며, 또한 해외임가공 물품의 수입 관세 감면 규정이 미비한 한-싱가포르 및 한-EU FTA규정의 개정 보완 작업에 진전이 없다는 한계가 있으므로, 항공기 부품 교역의 무관세화를 위하여는 민간항공기 교역 협정의 가입을 추진하는 것이 타당하다고 할 것이다. 셋째 관세법 상 항공기 부품 관세감면제도의 개선으로서, 항공기 부품 교역의 자유화를 위한 민간항공기 교역 협정 가입 시까지는 상당기간의 소요가 예상되므로 관세법 제89조 제6항에 의한 항공기 부품의 관세감면제도가 계속되도록 별도 개선조치가 필요하다고 할 것이다. 결론적으로 우리나라가 WTO 민간항공기 교역 협정에 가입하여 항공기 부품 교역에 대한 무관세화와 자유화를 달성함으로써 우리 항공산업이 외국 항공산업과 공정하게 경쟁할 수 있는 환경을 조성하고 경쟁력을 확보할 수 있도록 하여야 할 것이다. For customs-free and liberalization on the trade of aircraft parts, the WTO Agreement on Trade in Civil Aircraft was separately concluded as plurilateral trade agreement at the time of launching WTO in 1995, and currently 33 countries including the United States and the EU are acceded but Korea does not. Major details of the Agreement on Trade in Civil Aircraft include product coverage, the elimination of customs duties and other charges, the prohibition of government-directed procurement of civil aircraft, the application of the Agreement on Subsides and Countervailing Measures, and the consultation on issues related to this Agreement and dispute resolution. Article 89 paragraph 6 of the current Customs Act was newly established on December 31, 2018, and the tariff reduction rate for imports of aircraft parts will be reduced in stages from May 2019 and the tariff reduction system will be abolished in 2026. Accordingly, looking at the impact of the Agreement on Trade in Civil Aircraft on the aviation industry, first, as for the impact on the air transport industry, an tariff allotment of the domestic air transport industry is expected to reach about 160 billion won a year from 2026, and upon acceding to the Agreement on Trade in Civil Aircraft, the domestic air transport industry will be able to import aircraft parts at no tariff, so it will not have to pay 3 to 8 percent import duties. Second, as for the impact on the aviation MRO industry, if the tariff reduction system for aircraft parts is phased out or abolished in stages, overseas outsourcing costs in the engine maintenance and parts maintenance are expected to increase, and upon acceding to the Agreement on Trade in Civil Aircraft, the aviation MRO industry will be able to import aircraft parts at no tariff, so it will reduce overseas outsourcing costs. If the author proposes a policy direction for the trade liberalization of aircraft parts to ensure competitiveness of the aviation industry, first, as for the tariff reduction by the use of FTA, in order to be favored with the tariff reduction by the use of FTA, it is necessary to secure the certificate of origin from foreign traders in the United States and the EU, and to revise the provisions of Korea-Singapore and Korea-EU FTA. Second, as for the push of acceding to the Agreement on Trade in Civil Aircraft, it would be resonable to push the acceding to Agreement on Trade in Civil Aircraft for customs-free on the trade of aircraft parts, as the tariff reduction method by the use of FTA has limits. Third, as for the improvement of the tariff reduction system for aircraft parts under the Customs Act, it is expected that there will take a considerable amount of time until the acceding to the Agreement on Trade in Civil Aircraft, so separate improvement measures are needed to continue the tariff reduction system of aircraft parts under Article 89 paragraph 6 of the Customs Act. In conclusion, Korea should accede to the WTO Agreement on Trade in Civil Aircraft to create an environment in which our aviation industry can compete fairly with foreign aviation industries and ensure competitiveness by achieving customs-free and liberalization on the trade of aircraft parts.

항공기 운항자의 지상 제3자의 손해에 대한 책임 - 로마협약 개정안 및 상법 항공운송편 제정안을 중심으로

이강빈 국제거래법학회 2008 國際去來法硏究 Vol.17 No.2

It is essential that the liability of the operator for damage to third parties on the surface caused by aircraft be regulated at international level. However, the Rome Convention on Damage Caused by Foreign Aircraft to Third Parties on the Surface of 1952 and the Montreal Protocol of 1978 did not have significant worldwide repercussions since few countries have ratified them. The cumulative result of the work by the ICAO Secretariat and the Council Special Group on the Modernization of the Rome Convention of 1952 are two draft Conventions, namely: “Draft Convention on Compensation for Damage Caused by Aircraft to Third Parties, Resulting from Acts of Unlawful Interference Involving Aircraft”, and “Draft Convention on Compensation for Damage Caused by Aircraft to Third Parties”. The core provisions of the former draft Convention are as follows: The liability of the operator is strict, that is, without the necessity of proof of fault. It would be liable for damage sustained by third parties on condition only that the damage was caused by an aircraft in flight. However, such liability is caped, based on the weight of the aircraft. It is envisaged to create an independent organization called the Supplementary Compensation Mechanism, with the principle purpose to pay compensation to persons suffering damage in the territory of a State Party, and to provide financial support. Compensation shall be paid by the SCM to the extent that the total amount of damages exceeds the Article 4 limits. The main issues on the former draft Convention are relating to breaking away from Montreal Convention 1999, no limits on individual claims but a global limitation on air carrier liability, insurance coverage, cap of operators’ strict liability, and Supplementary Compensation Mechanism. The core provisions of the latter draft Convention are as follows: the liability, that is, without the necessity of proof of fault. Such liability is caped, based on the weight of the aircraft. Beyond that, the operator is liable for all damages unless is proves that such damage were not due to its negligence or that the damages were solely due to the negligence of another person. The provisions relating to the SCM and compensation thereunder do not operate under this Convention, as the operator is potentially for the full amount of damages caused. The main issues on the latter draft Convention are relating to liability limit of operator, and definition of general risks. Korea has not ratified the Rome Convention and has not the national legislation on the liability of the operator for damage to third parties on the surface caused by aircraft. Now the Ministry of Justice is proceeding to make such legislation, and the draft revision of the Part VI the Carriage by Air of the Commercial Code has the provisions on the liability of the aircraft operator for damage to third parties on the surface. The main issues on the draft revision of the Commercial Code are relating to the liability for the injury of third party on the surface, the liability limit of the aircraft operator in respect of personal injury, the liability of the unlawful user of aircraft, and the advance payment.