• 통상정보연구
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• 제15권3호
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• pp.431-451
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• 2013

최근에는 전자결제의 핵심요소인 선하증권(이하 B/L: Bill of Lading)의 전자화에 대한 관심과 요구가 증대되고 있는 실정인데, 이는 무역업체 및 무역유관기관이 전자적인 '단절 없는 무역'을 수행하기 위해서는 필수 요소이기 때문이다. 그러나 원래 선적 및 운송 관련 서류인 선하증권의 전자화에 대하여 정작 주요 선사에서는 전혀 활성화 되지 않고 있다. 이러한 배경 및 원인에 출발하여 본 연구는 첫째, 기존 전자선하증권 관련 문헌 및 연구 논문들에 대하여 분석하였으며, 둘째, 국내외 대표선사의 운송단계에 따른 전자화 현황에 대하여 조사하고, 셋째, 이와 더불어 국내 주요 선사의 입장에서 전자선하증권의 의미와 이에 대한 인식 실태 그리고 활성화 되지 못하고 있는 저해요인에 대하여 분석하였다. 전자선하증권 및 전자무역의 전체 단계를 구성하는 핵심 참여자인 선사의 의견 및 인식에 대한 분석을 통하여 향후 국가적인 역량을 집중시켜 추진하고 있는 전자선하증권 시스템의 활성화 및 발전에 대한 제언을 하고자 하였다. 먼저, 전자선하증권에 대한 개념과 필요성에 대한 연구를 수행하였다. 이를 통해 선사에서는 전자선하증권을 선하증권 자체의 전자화로 이해하고 있으며, 선하증권의 대체 및 보완으로 전자선하증권의 개념보다는 화물운송장(SWB) 등을 더 선호하고 있는 것으로 파악되었다. 다음으로는 선사의 운송 업무 관련 온라인 서비스 현황과 전자선하증권에 활용에 대한 인식 및 의견을 조사하였다. 주요 선사의 경우 거래 고객을 위하여 대부분의 업무를 온라인 서비스하여 지원하고 있었다, 그러나 전자선하증권의 발행 및 융통은 모든 선사에서 이루어지고 있지 않았다. 선사의 입장에서 살펴 본 전자선하증권의 활성화 저해요인으로는 첫째, 전자선하증권에 활용에 대한 부정적 인식과 둘째, 전자선하증권 활용에 대한 신뢰성 문제 그리고 셋째, 전자선하증권 활용에 대한 기술적 문제를 대표적으로 말할 수 있다. 향후 연구에서는 보다 다수의 대표성이 있는 선사 표본에 대한 체계적인 조사가 필요할 것이다. 이와 더불어 소수의 선사에 대한 인터뷰 및 실태 조사 분석방법에서 벗어나 다수의 선상에 대한 실증분석을 통한 추가 연구가 반드시 이루어져야 할 필요가 있을 것이다.

• 무역상무연구
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• 제51권
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• pp.317-358
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• 2011

The purpose of this study aims to analyse the key differences of the sea waybill and electronic B/L in the international transport documents. Sea waybills look remarkably like ordinary bills of lading. Indeed, in two important ways, they are just like bills of lading: the front of the document will near a description of the quantity and apparent condition of the goods; and the back of the document provides evidence of the terms of the contract of carriage. They differ from bills of lading in that, far from indicating that the goods described are deliverable to the order of the shipper or of the consignee, they will make it explicit that the goods are deliverable only to the consignee. Again, different carries will do thai in a variety of ways. For example, the document may call itself non-negotiable, omitting the word order from the consignee box on the front of the document, and stating explicitly that the goods will be deliverable to the consignee or his authorised representative on proper proof of identity and authorisation. The Hague-Visby Rules and Hamburg Rules give no guidance as to any right to instruct the carrier in respect of goods while they are in transit. However, in applying Article 50 of the Rotterdam Rules, in particular when applying it in the context of seawaybills, straight bills of lading or ship's delivery orders, regard would need to be had to preserve the shipper's rights under any of those three documents even after the buyer of goods covered by them has acquired rights of its own. And, the right of control is defined at Article 1.12 of the Rotterdam Rules. The right to give instruction is further limited by the terms of Article 50.1 to three particular types of instruction in respect of the goods, relating broadly to the goods, their delivery en route, and the identity of the consignee. And, the CMI formulated the CMI Uniform Rules for Sea Waybills for voluntary incorporation into any contract of carriage covered by such a document. Recognising that neither the Hague nor the Hague-Visby Rules are applicable to sea waybills, the CMI Rules provide that a contract of carriage covered by a waybill shall be governed by whichever international or national law, if any, would have been compulsorily applicable if the contract had in fact been covered by a bill of lading or similar document of title.

• 한국중재학회지:중재연구
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• 제12권2호
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• pp.303-336
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• 2003

Incorporation of an arbitration clause by reference to other documents occurs in many international business transactions. The reference is either to another document that contains arbitration clause or to trading rules which contain the arbitration clause, without the main contract mentioning that arbitration has been agreed upon. In fact, incorporation by reference in to a contract of an arbitration clause set forth in another agreement is deemed valid in any number of circumstances, even when the parties to the two contractual instruments are not the same. Difficulties arise when, instead of an express arbitration provision, a contract contains a clause which refers to the trading rules of a certain trade association, so-called external arbitration clause. The U.S. courts which will presume that the parties intended to arbitrate under a particular set of rules when they expressly mentioned arbitration in their agreement, have sometimes refused to enforce contract clauses that do no more than refer to particular trading rules, even if these rules contain provisions binding the parties to arbitrate their disputes. The courts in such cases tend to be careful in determinig whether intent to arbitrate is present. In maritime contracts, the arbitration clause in a charter party is often referred to in the bill of lading. Such reference usually is held binding upon the parties to the contract of carriage, their knowledge of such practice being presumed. A nonsignatory may compell arbitration against a party to an arbitration agreement when that party has entered into a separate contractual relationship with the nonsignatory which incorporates the existing arbitration clause. If a party's arbitration clause is expressly incorporated into a bill of lading, nonsignatories … who are linked to that bill … may be bound to the arbitration agreement of others. An arbitration clause in a charterparty will be incorporated into a bill of lading if either - (a) there are specific words of incorporation in the bill, and the arbitration clause is so worded as to make sense in the context of the bill, and the clause dose not conflict with the express terms of the bill; or (b) there are general words of incorporation in the bill, and the arbitration clause or some other provision in the charter makes it clear that the clause is to govern disputes under the bill as well as under the charter. In all other cases, the arbitration clause is not incorporated into the bill.

• 무역상무연구
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• 제11권
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• pp.551-561
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• 1998

• 무역상무연구
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• 제43권
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• pp.297-336
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• 2009

In modern industrial society carriage of dangerous goods by sea becomes more increasing than ever before. Dangerous goods are required for special care and handling in that shipment of dangerous goods could affect safety of the vessel and other cargoes. It is also true that dangerous goods could be used as a means of terrorism. his article investigates allocation of risk and liabilities between parties involved in the carriage of dangerous goods by sea. More specifically, this study examines principles of strict liability of the shipper in shipment of dangerous goods with some limitations based upon recent cases. Furthermore this article investigates the issues on identity of shipper who bears strict liability to the carrier where there exist actual or documentary shipper other than the contractual shipper. Lastly, whether it is reasonable that the transfer of strict liability to the transferee, who does not have opportunity to verify dangerous nature of the goods before shipment, by endorsing bills of lading will be discussed critically.

• 한국정보통신학회논문지
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• 제6권4호
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• pp.544-551
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• 2002

본 논문에서는 레일리 페이딩 상태, 라이시안 페이딩 상태, 쉐도우 라이시안 페이딩 상태로 구성된 혼합페이딩 채널에서 DS/CDMA-BPSK 시스템의 오율 성능을 분석하였다. 결과로부터 본 논문에서 제시한 혼합 페이딩 채널 모델은 다양한 채널 상태을 표현하는데 적절함을 알 수 있었다. 그리고 혼합페이딩 채널에서는 무선 채널의 점유 확률과 쉐도우 심도가 시스템의 BER 성능에 많은 영향을 준다는 것을 알 수 있었다. 또한 Reed-Solomon 부호를 적용한 DS/CDMA-BPSK 시스템은 동시 사용자 간섭과 혼합 페이딩 채널에 매우 강인함을 알 수 있었다.

• 무역상무연구
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• 제31권
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• pp.59-78
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• 2006

The purpose of this research is to discuss the excepted perils of carriers, to expose moot points arising from the applications of the excepted perils of the carriers, and then to suggests improvements them. The methodology of this research depended largely upon a combination of the related precedents, international treaties related to the excepted perils of carriers. The excepted perils of carriers in marine carriage begin with extremely limited perils based on the receptum liabilities and the absolute liability principle in English common law. Proceed via the intemperate expansion of the excepted perils by the widespread diffusion of the principle of free contract. but via the American Harter Act, The Hague Rules, The Hague Visby Rules, and The Hamburg Rules Came contracted. This study conducted an analysis of the excepted perils for the carriers and suggests improvements in them but it remains regrettable that we are not in a position to sustain them since we are lacking is precedents connected with The Hamburg rules.

• 무역상무연구
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• 제10권
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• pp.173-203
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• 1997

• 무역상무연구
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• 제5권
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• pp.73-95
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• 1993

• 무역상무연구
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• 제12권
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• pp.297-325
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• 1999