• 한국항해항만학회지
• /
• 제40권5호
• /
• pp.299-304
• /
• 2016

The importance of clear and effective communication at sea has been greatly emphasized due to the increase in multiculturalism on board both ocean-going and coastal vessels, and the necessity of systematic English training based on 'Knowledge, Understanding, and Proficiency' specified in STCW has also been recognized. With these growing needs in mind, the International Maritime Organization (IMO) updated the Maritime English (ME) Model Course 3.17 in 2015 by providing guidelines on language education within two separate categories, General Maritime English (GME) and Specialized Maritime English (SME). The IMO is now attempting to create a new, global framework of ME education and training, and this this new course model must first be thoroughly understood in order to explore the ways to apply the modified version into the context of current ME education in Korea and to design an updated language curriculum. Therefore, the general structural features of the new model course will be explained in this paper, and the course focus set by IMO and to be considered and/or adopted by the Republic of Korea will be closely examined. Finally, suggestions will be made on how to implement this revised model course in practice with the following focus: the development of localized curriculum for GME and SME; the provision of practical teaching guidance through relevant online and offline materials for class and self-study; and the establishment of qualification guidelines and a teaching support system for language teachers in maritime and language education.

• 한국항해항만학회:학술대회논문집
• /
• 한국항해항만학회 2015년도 춘계학술대회
• /
• pp.278-279
• /
• 2015

해기사의 해사영어 사용에 대한 체계적 교육의 필요성이 증가되는 가운데, 국제해사기구(IMO)는 이에 발맞추어 해사영어모델코스 3.17을 일반해사영어(General Maritime English, 즉 GME)와 특수해사영어(Specialized Maritime English, 즉 SME)로 나누어 재편하고, STCW에서 요구하는 지식, 이해 및 기술사항들을 영어교육의 다양한 요소들과 접합함으로써, 해사영어교육의 새로운 틀을 만들고자 시도하고 있다. 국내 해기교육 관련대학 및 기관이 향후 해사영어 커리큘럼을 재편성하기 위해서는, 개정될 해사영어모델코스의 주요 내용을 이해하고, 이를 국내 실정에 맞게 적용할 수 있도록 다양한 방안을 모색하는 것이 선행되어야 한다. 따라서 본 연구에서는, 국제해사기구가 제시한 해사영어모델코스 3.17의 개정 목적 및 변화된 해사영어모델코스의 틀과 방향을 살펴보고, 향후 국내교육기관에서의 해사영어교육 커리큘럼을 재편성한 후, 성공적인 언어교육서비스 제공을 하기 위해 고려해야 할 현실적인 제한 요소들을 살펴보고, 이에 대한 해결책을 모색하고자 한다.

• 수산해양교육연구
• /
• 제2권1호
• /
• pp.29-35
• /
• 1989

It is indispensable for the marine officers who are engaged in the international voyage to make command of maritime English fluently. The Marine Officers Act in Korea which is under ammending in 1989 prescribes the proportion of maritime Englishin English examination is made to be 60% for the 4th and 5th class marine officer-license examination. A concrete syllabus or content of maritime English is not established yet with the exception of a general prescription of minimun knowledge required for certification of marine officers in the IMO/STCW Convention. The authors, who rewrote the maritime English textbook for the course of the fisheries high, schools and the merchant marine high schools, settled the syllabi of nautical English and marine engineering English for the course as follows : 1. The syllabus of nautical English, includes maritime English readings, the IMO English dialogue on port entry, writing of logbooks, night order books, and docking and repair specifications. 2. The syllabus of marine engineering English includes maritime English readings, dialogue on oil supply, writing of engine logbooks and oil record books, standing orders, and docking and repair specifications. The authors propose that the realm of these class marine officer-license examination on maritime English should be limited within in the above mentioned textbook. As maritime English is made to be included in the 4th and 5th marine officer liscence examination since 1989, high schools concerned need to reform the curricula to complete at least 6 units for this subject. On the other hand, the competent authority of this examination must secure questions as much as possible to promote the reliability of them.

• 해양환경안전학회지
• /
• 제26권4호
• /
• pp.374-381
• /
• 2020

상선에 당직사관으로 승선하기 위한 해기사는 승선 전 해기사로서 갖추어야 할 적절한 자격요건을 국제규정에 맞게 충족시켜야 한다. 해사영어 활용 능력은 이와 관련한 중요한 요소 중 하나이다. 해기 교육 과정에 입교한 학생들은 교내 수업을 통해 선박과 관련된 영문 서류, 검사 문서 그리고 사고 보고서에 이르기까지 다양한 상황에 대한 해사영어활용능력을 습득하게 되며 이를 통해 일반 영어뿐만이 아닌 실무에서 사용되는 해사분야 전문 용어 및 특수 문장까지 학습하게 된다. 하지만 선박 및 해운산업의 특수성으로 인해 해사영어를 포함한 해기 지식이 전달되고 또 평가되는 데에는 많은 제약이 존재한다. 해당 연구는 항시 접속 가능한 해사영어 학습 및 시험 플랫폼의 활용을 기반으로 학생들의 학습 결과를 측정하고 이를 통한 교육 효과를 조사하였다. 실험은 승선실습 과정에 참여한 실습항해사를 두 집단으로 나누어 진행되었다. 한 집단은 해사영어 학습 및 평가 플랫폼을 활용하였고 다른 한 집단은 해사영어 학습 및 평가 플랫폼을 활용하지 않았다. 6주의 실험을 통한 최종 시험 결과 두 집단 간 해사영어 시험성적에 유의한 차이가 발생하였으며 이를 통해 해사영어 학습 및 평가 플랫폼의 활용이 해사영어 시험 점수에 유의미한 점수 차이를 가져오는 것을 확인하였다. 또한 학생들의 개인 학습시간을 조사하여 그 교육 효과를 정량화하였으며 나아가 추후 연구에 대한 개선방향을 제시하고자 하였다. 해당 연구는 해사 교육 분야에 다양하게 적용하여 활용할 수 있는 학습 플랫폼 활용 효능을 조사하였으며 향후 해사영어 교육 외에 그 범위를 넓혀 활용될 수 있을 것으로 사료된다.

• Strategy21
• /
• 통권43호
• /
• pp.225-247
• /
• 2018

The purpose of this study is to find out a significant influence of continental strategy theories on the development of maritime strategy theories. For this purpose, I examined similar and different parts of each theories and their implications when applied to different environment. In details, Chapter 2 deals with how continental strategy and maritime strategy theories are similar and different in general. In Chapter 3, I look into how Karl Clausewitz's theory that has been quoted the most by military strategy theorists had influenced over the theory of Julian Corbett, one of the representative English maritime strategy theorists. In Chapter 4, I study how the theory of Alfred Mahan that has also been quoted the most among the theories of maritime strategy had been influenced by Antoine-Henri Jomini's theory. And in Chapter 5, their contemporary implications and conclusions are drawn. According to my findings, unbelievably, the theories of maritime strategy had been influenced by existing continental strategy theories very much. Many similarities are found between them. However, at the same time, a large part of them is found significantly different from original ones especially when used to reflect the maritime distinctiveness. This means that the past maritime strategy theories and stored experience also wield influence, in many ways, yielding out much better ones in terms of applicability to changing environment. Therefore, devising new strategies with creative attitude using knowledges and experiences from both other fields and past ones is the virtue required for maritime strategists.

• 한국항해항만학회지
• /
• 제37권6호
• /
• pp.617-625
• /
• 2013

영국 해사법상 S&P 브로커"로 널리 알려진 선박매매 브로커는 선박매매를 원하는 의뢰인인 본인을 대신하여 협상을 행사하는 독립적 계약자이다. 또한 S&P 브로커는 선박매매시 본인을 대리하는 대리인으로 그 법적지위를 갖는다. S&P 브로커들은 로이드 선급, 미국 선급 및 한국 선급 등에서 선박의 중요한 명세 자료와 정보들을 수집하여 선박매매를 원하는 매도인과 매수인에게 상호 이익이 되도록 조력한다. S&P 브로커의 책임은 선박매매계약서의 합의 내용에 반하지 않고 선량한 관리자로서 주의의무를 다하며, 의뢰인인 본인의 요청에 전문적으로 업무수행 함을 의미한다. 그러나 선박매매계약에 의하여 당사자와의 관계 범위, 주된 조건, 계약 위반 및 면책내용에 있어서 분쟁이 발생할 경우, S&P 브로커에게도 책임문제가 발생한다. 이 S&P 브로커의 책임은 직접계약당사자의 원칙에 의하거나 제3자의 권리에 관한 계약법에 근거한다. 그러므로 S&P 브로커가 의무를 불이행한 경우 또는 계약 내용에 반하거나 과실에 기인하여 불법행위가 야기된 경우, 분쟁과 소송이 발생하게 된다. 이에 이 논문에서는 S&P 브로커의 특징 중 대리인으로서의 법적 책임, 수수료 문제, 이익의 충돌과 비밀 수수료, 등에 대하여 영국 해사법과 영국 판례를 중심으로 검토하여 논함을 이 연구의 목적으로 삼고자 한다.

• International Journal of Computer Science & Network Security
• /
• 제21권11호
• /
• pp.328-332
• /
• 2021

The article considers general tendencies in world and education, and also both principles and methods of forming professional, communicative, intercultural competences and in the process of teaching foreign language for professional purposes in the conditions of engineering, economic and other non-linguistic specialties at technical university. The article views some essential issues of this competence including awareness of pedagogical values, the construction of the pedagogical process, pedagogical communication and behavior; pedagogical technology, its essence, structural components, understanding of innovative components of professional activity, requirements for the design and engineering of pedagogical technologies.

• 무역상무연구
• /
• 제44권
• /
• pp.111-180
• /
• 2009

According to English law, in a voyage policy there is an implied warranty that at the commencement of the voyage the ship shall be seaworthy for the purpose of the particular adventure to be insured. However, Unites States law affords the implied warranty of seaworthiness a great deal of latitude. In the case of voyage policies, it has been traditionally held that the assured is bound not only to have his vessel seaworthy at the commencement of the voyage but also to keep her so, insofar as this can be achieved by himself and his agents, throughout the voyage. Additionally, a defect in seaworthiness, arising after the commencement of the risk, and permitted to continue from bad faith or want of ordinary prudence or diligence on the part of the insured or his agents, discharges the insurer from liability for any loss consequent to such bad faith, or want of prudence or diligence; but does not affect the insurance contract in reference to any other risk or loss covered by the policy, and which is not caused or exacerbated by the aforementioned defect. One of the most important areas of difference in the marine insurance contract between the U.K. and U.S. is the breach of warranty. Prior to the Wilburn Boat case, the MIA was thought to hold that the effect of a breach of warranty was similar under American law -in that under the general maritime law literal compliance with all promissory warranties is required. In this case, the Court concluded that state law should apply to a marine insurance policy, and found that there was no federal rule addressing the consequences of a breach of warranty in marine polices. However, it is of the utmost importance that this case brought to a close the imperative concordance between English and American law. Meanwhile, in relation to marine insurance contracts in Korea, this insurance is subject to English law and practice;, additionally, the international trade volume between Korea and the United States has assumed a vast scale. Therefore, we believe it is important to understand the differences in marine insurance law between the two countries in terms of marine insurance contracts, and most specifically warranties.

• 한국항해항만학회지
• /
• 제47권6호
• /
• pp.341-349
• /
• 2023

부산항의 주요 3대 항구인 감천항은 잡화, 어획물, 철재, 시멘트 등 다양한 화물의 적양하 및 환적을 위해 운영되고 있다. 그리고 도선법에 따른 강제 도선구로, 선박의 입출항 시 관련법에 따라 도선사에 의하여 도선 되고 있다. 감천항의 해상교통환경에 대한 몇몇 학술적 연구가 있었으나, 도선환경과 도선안전 위해요소에 관한 연구는 전무 한 상태였다. 본 연구에서는 감천항 도선구의 도선환경 및 도선안전위해요소에 대하여 살펴보았고, 손상된 도선사 승하선 설비를 포함한 선박의 설비가 불량한 선박, 선박의 구조물이나 어구 등에 의하여 도선사의 시야를 제한하는 선박, 영어로 의사소통이 불가한 선박, VTS의 지시를 따르지 않는 선박 등의 도선안전위해요소들이 있음을 확인했다. 또한 AHP 기법에 기반한 부산항도선사에 대한 설문을 통하여 도선안전위해요소들을 계층화하여 중요도를 확인하고, 감천항 입출항 선박들의 안전한 도선 방안에 대하여 제시하였다.

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