• 한국마린엔지니어링학회:학술대회논문집
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• 한국마린엔지니어링학회 2005년도 후기학술대회논문집
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• pp.92-93
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• 2005

A contract for the shipbuilding is usually a complicated and involves statement of rights, obligations and responsibilities which each party agrees vis-a vis the other. The ultimate purpose of the contract is the sale and transfer of the finished ship by the builder to the buyer. Contracts for the construction and sale of ships are categorized as contracts for the sale of goods under English, United States, Germany and some countries law. On the other hand, The shipbuilding contract may be classified, not as a contract of sale but as a contract for work and materials under Korea, Japan and some countries law. Especially, most of countries are now well settled with regard to liability of a manufacturer in tort for physical injury and on the other for pure economic loss to remote owners of chattels. Where there is either a breach of contractual warranty or an implied warranty, there may be admiralty jurisdiction, depending once again on the situs of the event and its relationship to traditional maritime activity. Contract principles will be applied to the first type of warranty and tort principles will be applied to the second. First of all, this thesis is dealt with the contents of contract under English Law. Secondly, this thesis is analysed into the liability of shipbuilder in Products Liability under English, American and Korean Law comparisons. In conclusion, the author tries to give some suggestions as countermeasures of Products Liability to the shipbuilder in Korea.

• 무역상무연구
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• 제54권
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• pp.3-44
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• 2012

Shipbuilding industry is one of the most influential ones in Korea. As shipbuilding industry is labor-intensive, it contributes to enhancing both local economy and national economy. Shipbuilding industry has been downsizing since the end of 2008 due to global financial crisis caused by America's sub-prime mortgage and aggravated by European countries' fiscal deficit. As a large fund is required for a single normal shipbuilding contract, fund raising is one of the most important elements in shipbuilding contract. Shipbuilding contract, requires refund guarantee in order for a buyer to reimburse the progressive payment paid to a builder. The disputes under shipbuilding contracts are mostly settled by arbitration rather than by law suit. English laws and English courts have been preferred for the choice of law as well as for the choice of forum. Due to depreciation of the ship value since the end of 2008, a number of buyers are trying to cancel the contract by raising unjust claim under the contract. Once disputes occurs regarding shipbuilding contract, a large amount of loss is inevitable. In order to mitigate the disputes arising from the shipbuilding contract, careful caution is required in drafting a shipbuilding contract.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2007년도 추계학술대회 및 제23회 정기총회
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• pp.51-55
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• 2007

이 글은 선박매매에 관하여 해사법상 법률관계와 영국 보통법상 판례의 판결 그리고 한국 해운산업에 대하여 몇 가지 입법적 제언으로 구성한다. 최근 신조선박의 수주량과 거래는 대부분 동아시아의 한국, 일본 그리고 중국에서 형성되고 있다 특히 한국의 주요 조선소들은 규모를 확대하고 있고 LNG(액화천연가스) 수송을 위한 새로운 해운산업을 개척하고 있다. 여기에 한국의 정부도 점차 인터넷을 통한 중고선박매매의 활성화에 관심을 두고 있으며, 한국해운거래소를 설립할 계획도 모색하고 있다. 그러므로 이 글은 선박매매의 법적 특질, 선박매매의 표준서식, 및 선박매매에 관한 해사법상 문제점 과 개선방안을 제언함으로 결론적으로 해사법상 선박매매의 입법적 제시와 한국형 선박매매서식의 제작, 해사법상 선박매매에 관한 현행법 제 ${\cdot}$ 개정 및 특별법제정과 한국해운거래소 설립의 필요성을 제언한다.

• 한국중재학회지:중재연구
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• 제27권1호
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• pp.107-129
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• 2017

Arbitration has grown a unique resolving method for international commercial disputes. However, it has considered a similar court process, such as interim relief, during arbitration proceedings. Further, it would be asked for urgent measures before the arbitrators are constituted in the proceedings. In this case, the disputing party has to apply in the court. This is an unattractive factor in international arbitration; therefore, some institutions are trying to reform such an inconvenient system by adopting the emergency arbitrator. The purpose of this study is to look into ways of utilizing the emergency arbitrator for effective dispute resolution in shipbuilding and shipping industries. The emergency arbitrator needs to solve problems such as making a decision on leaving cargos in the ship, matters involving a ship arrest, or issues regarding vessels under construction. In order to utilize the emergency arbitrator system, it needs to make a close partnership with related institutions, prepare Korean-style standard shipbuilding and shipping contracts, and provide training programs for new emergency arbitrators and staff of institutions. Next, the arbitration institution has to have a great working relationship with a court. Finally, it should try to implement a new system, such as on-line service, for the procedures of the emergency arbitrator.

• 무역상무연구
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• 제64권
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• pp.155-185
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• 2014

Liability for the manufacture or supply of defective products can arise in two principle ways, in tort and in contract. English law has long regarded shipbuilding contract as agreement for the sale and purchase of goods. The consequence of which is that unless the Buyer and Builder agree otherwise, terms will automatically be implied into the contract between them as to the quality and performance of the completed vessel. The same principle applies to sub-contracts allied to the shipbuilding contract. On the other hand, one case decisions established that ".... a contract to build a ship, though a contract of sale of goods, has also some characteristics of a building contract", Recently the liability of a manufacturer in tort for physical damage i.e. personal injury and damage to property other than alleged to be defective is now well settled in most countries. Accordingly the Builder may face third party claims in tort more regularly than they have in the past, if the statutory implied terms have not been expressly excluded in contract. In such circumstances, it is necessary for the Builder to be prepared with counter measures to secure the stability of the vessel from its design development, building process, delivery and operation etc. The purpose of this paper is, from the case of "MSC Carla", to review product liability, jurisdiction and the initial date of extinctive prescription, then to suggest counter measures to the Builder.

• 해사법연구
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• 제29권2호
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• pp.115-144
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• 2017

2007년 미국에서 시작된 글로벌 금융위기의 영향은 국내의 해운 조선 분야에도 크게 영향을 미쳤다. 이와 관련하여 국내 조선소는 해운경기 악화로 인한 상선 수주물량 감소의 대체수단으로 여러 방면에서 수주전략을 수립하였고, 선택한 분야가 해양플랜트였다. 그러나 국내 조선소는 해양플랜트 관련 계약이 갖고 있는 위험성 분석에 대한 대비 없이 단순한 매출액 확대와 일감확보를 위한 무리한 영업 수주전략을 추진하였다. 이러한 결과, 해양플랜트 발주자와 초기에 계약한 금액보다 많은 비용이 투입되거나 제조물 인도지연에 따른 지체상금을 지급해야 하는 법적인 문제로 확대되었다. 주요 법적분쟁의 원인은 해양플랜트공사 시 발생할 수 있는 비선형모델에 의한 위험성 분석, 공정관리의 미숙, 국내 조선소가 "Engineering Procurement Construction 일괄계약"을 사용하는 해양플랜트공사계약의 이해 부족에 기인한다. 특히, 위험성 관리 항목의 한 요소로써 계약상의 독소조항에 대한 충분한 검토가 이루어지지 않은 점에 있다. 이러한 계약서를 검토할 만한 인력도 부재하다. 따라서 이 연구에서는 계약목적물의 인도지연이 발생할 수 있는 구체적 위험성의 존재를 식별하고, 해양플랜트공사계약 상에는 어떠한 불공정조항이 존재하며, 그러한 불공정조항이 실제 양 당사자에게 어떻게 적용되는지를 국내 조선소의 프로젝트 관리자의 인터뷰와 선행연구를 참조하여 구체적 위험요소가 계약상으로 어떻게 함의되는가에 대해서 살펴보았다. 이를 통하여 해양플랜트공사계약상 제조물인도지연에 관한 계약당사자의 법적 책임관계와 국내 조선 해양플랜트 산업발전에 기여할 수 있는 개선방안을 도출하였다.

• 무역상무연구
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• 제64권
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• pp.65-97
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• 2014

Arbitration is the dispute methods for speedy and economic resolutions in international commercial areas. In maritime disputes cases in East Asia, Korea and Japan are the regional benefits to cover and deal with the maritime cases on arbitration. And Korea and Japan are the competitive maritime industry for heavy shipbuilding industry, cargo carrier, processing and transhipment service on ports, and ship financial services in national competitive areas. Japan is the Tokyo maritime arbitration commission(TOMAC) as an uniquely capable of dealing with arbitrations involving problems arising in the sea field. TOMAC provides amended its arbitration rules 2014 aiming at matching with the maritime disputes circumstances with three maritime arbitration rules as ordinary rules, simplified rules and the rules of small claims arbitration procedure. KCAB however, as the unique commercial arbitration board in Korea is dealing on all of the commercial disputes on only the international commercial arbitration rules in 2011. Though KCAB is dealt with maritime dispute cases on international arbitration rules in Korea, it is small and simple compared with TOMAC in Japan. Maritime disputes are highly complicated and embroiled with multi-parties contract and subcontracts arising under contracts relating to bills of lading, charter parties, sale and purchase of ships, shipbuilding, ship financing and so forth. This paper is to provides a discussion and comparison on recently arbitration rules focus on the maritime aspects on Korea and Japan. We need to consider to make an independent and special institute and maritime arbitration rules including the multiparty consolidation and med-arb provisions for handling the disputes and resolution of maritime conflict cases in Korea.

• 한국중재학회지:중재연구
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• 제31권1호
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• pp.23-54
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• 2021

While maritime arbitration industry has not been prevalent in Korea, Korea ranked fifth in terms of export volume and its shipbuilding industry ranked top globally in shipbuilding order volume in 2020. The discrepancy between the maritime industry's productivity and relative lack of maritime arbitration has had a negative impact on Korea's economic development. To address these problems, this paper i) reviews preceding research, ii) examines the Korean maritime arbitration system's status and analyzes the KCAB's maritime arbitration statistics from 2005-2020, iii) examines major foreign maritime arbitration institutions' status and strategies including LMAA, SMA, SCMA, and HKMAG, and lastly iv) suggests practical ways to promote maritime arbitration in Korea. The Suggestions for promoting maritime arbitration are 1) to prepare and promote various maritime standardized forms for the Korean shipping industry, 2) to insert an arbitration clause in medium and large-size Korean shipping firms' B/L clause, 3) to expand professional maritime manpower training and other infrastructure, and 4) to enhance the predictability of the result of arbitration through maritime arbitral awards or by examining the feasibility of the appeal system against the arbitral award only on a point of law in the future. In conclusion, the success or failure of promoting maritime arbitration in Korea depends on the will, passion, cooperation and practice of the most important key players in maritime arbitration, such as the Asia Pacific Maritime Arbitration Center (APMAC), the Korean Commercial Arbitration Board (KCAB) and the Seoul Maritime Arbitrators Association (SMAA).