• 한국항해학회지
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• 제9권1호
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• pp.111-140
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• 1985

The Maritime Commercial Part, which based on the CMI Conventions before 1950s, of the Korea Commercial Code has some critical issues to be improper to the morden internaitonal sea trade. This paper, therefore, has proposed a legislative policy and draft articles in order to make a reasonable and proper shipping law.

• 해양환경안전학회:학술대회논문집
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• 해양환경안전학회 2017년도 공동학술발표회
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• pp.141-141
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• 2017

• 해양환경안전학회:학술대회논문집
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• 해양환경안전학회 2017년도 추계학술발표회
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• pp.226-226
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• 2017

• 항공우주시스템공학회지
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• 제10권1호
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• pp.127-132
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• 2016

Recently, China & Japan have expanded their responding ADIZ(Air Defence Identification Zone) to implement each Government's maritime policy and to project their Air Power in preparation for maritime provocation & contingency, especially over the piled area where East Asia countries have claimed to have maritime jurisdiction one another. So this is to guide the Development Option for Korea Air Defence Identification Zone to cope with the maritime intentions of the neighboring countries, considering the international law for ADIZ, the maritime policy and the maritime sovereign & jurisdiction area of the Republic of Korea, etc.

• 한국항해항만학회지
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• 제37권6호
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• pp.567-574
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• 2013

Although Korea coastal area has the increasing potential marine accident due to frequent ship's encounter, increased vessel traffic and large vessel, there is no specific model to evaluate the navigating vessel's risk considering the domestic traffic situation. The maritime transport environmental assessment is necessary due to the amended maritime traffic law. However, marine safety diagnosis is now carried out by foreign model. In this paper, therefore, we suggest a domestic traffic model reflecting the characteristics of korea coastal area and navigator's risk as we named PARK(Potential Assessment of Risk) model. We can evaluate the subjective risk by establishing the model and model output into maritime risk exposure system. To evaluate this model's effectiveness, we used ship handling simulation and applied, analyzed collision accident which occurred in korea coastal area. And also, we applied integrated to an ECDIS program for monitoring traffic risk of vessels with real time based AIS data and apply to evaluate traffic risk in busan harbor waterway. As a result, we could evaluate busan harbor waterway risk effectively.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2007년도 추계학술대회 및 제23회 정기총회
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• pp.43-45
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• 2007

국제노동기구가 2006년 2월 23 일 채택한 2006년 해사노동협약은 제 4편 규정 제 4.5조에 선원에게 적용되는 사회보장에 관한 내용을 포함하고 있다. 우리나라가 이 협약을 비준하기 위하여서는 국내 관련법령이 협약상 선원 사회보장 요건을 충족할 수 있는지를 검토하고, 불충한 부분에 대하여는 이를 정비할 필요하다. 따라서 이 연구에서는 선원의 사회보장에 관한 협약의 요건과 국내법의 차이를 밝히고, 이 과정에서 도출된 문제점에 관하여 그 해결 방안을 제시하고자 한다.

• Strategy21
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• 통권38호
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• pp.163-192
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• 2015

This study is intended for the Maritime Boundaries(Baseline) of the Unified Korea. According to the international law, North-Korea is recognized as a nation. Then with unification, the state succession will be a very important issue. Thus we should seek for the expected problems and counter-measures, by analyzing of the State-succession. There is a conflict of the positive or negative reaction about the state succession. However, in general, 'the principle of continuity' has been applied for at the national border treaty, regardless of the type of State succession. This can be found on Article 11 & 12 of the 「1978 Vienna Convention on Succession of States in Respect of Treaties」, Article 62, paragraph 2 of the 「1969 Vienna Convention on the Law of Treaties」, and a series of international case law. Currently it is being understood as customary international law. In summary, although South and North Korea, China, Russia and Japan are not the parties of 「1978 Vienna Convention」, the unified Korea will necessarily have a duty to succeed national boundaries(also, maritime baseline) of North Korea. Specifically, we have an objective and rigorous review of the treaty of maritime baseline that is signed between North Korea and neighboring countries, such as 「National Border Treaty Regime between North Korea and China」 and 「Treaty between the Union of Soviet Socialist Republics and the Democratic people's Republic of Korea on the Demarcation of the Soviet-Korea National Border」. Also, we analyzed 'Historical Bays' and 'Straight Baseline' system. By this, we are able to occupy a favorable position when renegotiating with neighboring countries, at the point of unification.

• 한국중재학회지:중재연구
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• 제22권3호
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• pp.141-163
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• 2012

In Korea, although nearly all maritime arbitration cases are dealt with by the Korean Commercial Arbitration Board (KCAB), the total number of cases that are referred to the KCAB is relatively small compared with the total number of maritime cases that occur in Korea. There may be reasons why maritime arbitration is not utilized more in Korea. However, of the above reasons, the superseding one may be that there is still a lack of confidence in the credibility and foreseeability of maritime arbitration in Korea. To expand the use of maritime arbitration in Korea, it is essential that the base surrounding maritime arbitration be expanded. In addition, it is also necessary that specialists receivetraining in maritime law. In this context, it is strongly recommended that maritime and admiralty law be taught in law schools and be included as a regular subject on the Korean bar exam. Additionally, to promote maritime arbitration, a rule should be introduced allowing for shortened arbitration proceedings in Korea. Although Chapter 8 of the KCAB Arbitration Rules provide for "Expedited Procedure," this process alone is not because the rules for Expedited Procedure generally apply in arbitration cases where both parties have agreed in a separate agreement to follow the procedures provided or in any domestic arbitration valued atless than 100,000,000 Korean won. Therefore, the KCAB Arbitration Rules for Expedited Procedure must be reformed to encompass international arbitrations. Additionally, experts who are experienced in the maritime sector should be elected as arbitrators. Given the factthat a fair number of arbitration cases can be characterized as international, it is important that businesspersons who are very fluent in English be appointed as arbitrators in order to increase the reliability of maritime arbitration in Korea and save costs. Meanwhile, because lawyers and scholars constitute a considerable portion of KCAB arbitrators, commercial persons from relevant industries should be enlisted as arbitrators. Even though there are arguments for the establishment of an independent maritime arbitration board in Korea, establishment of a separate maritime arbitration board will not directly guarantee the prosperity of maritime arbitration in Korea. Instead of instituting a new maritime arbitration board, it is better that a reorganized KCAB modify existing arbitration proceedings to make them faster and more economical if maritime arbitration is to prosper. In this regard, ad-hoc arbitration would be an option for speedy and thrifty maritime arbitration. Finally, to gain the confidence of domestic and foreign parties, we cannot ignore the importance of advertising the specialties and qualifications of the KCAB and its personnel among business entities.

• 무역상무연구
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• 제68권
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• pp.23-42
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• 2015

According to the increasing attention to safety and security in maritime shipping, there are diverse security systems in international logistics activities. Although prior studies on maritime transport and port security reviewed security policy and practices in order to provide useful insights for strategic agenda, a few focused on attitude to respond it. Moreover, there are no prior study on a comparative study between continents. To tackle this, this paper compared confrontation attitude to maritime transport and port security between South Korea and European Union. Results identified that maritime shipping security incorporates container cargo security management, logistics security management, logistics security certificate system, and environmental impacts management caused by maritime shipping. Further, the comparison between two countries suggests that South Korea need to take more positive attitude to respond, such as investment in equipment and technologies for maritime shipping security, construction of comprehensive management system, political supports for logistics security, and training and education for safety and security. The results provide useful insights for strategic review of security systems in South Korea, and to help strategic agenda for future improvement.

• 해양환경안전학회지
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• 제26권2호
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• pp.156-162
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• 2020

20세기 초부터 비상업용 정부선박의 법적 지위에 대한 검토와 법제화가 이루어졌다. 특히 전통적 국제법상의 절대적 주권면제이론에 대한 비판이 발생하고, 이에 대한 대체 이론으로 제한적 주권면제이론이 등장하면서 주권면제이론은 더욱 구체화 되었다. 국제관습법 및 국제해양법에서는 군함과 함께 비상업용 정부선박에 대한 주권면제를 규정하고 있다. 이러한 주권면제와 관련하여 고려되어야 하는 것이 우리나라 국립대학의 실습선이다. 우리나라 국립대학은 고급해기사 양성 및 어업 실습 등의 교육목적으로 실습선 및 조사선을 건조하여 운용하고 있다. 이러한 실습선은 국내 관할수역 뿐만 아니라 타국의 관할수역 및 공해까지를 활동범위로 하고 있을 뿐만 아니라 타국의 항구에도 입항하고 있다. 따라서 국제법상 국립대학 실습선의 법적지위를 명확하게 하는 것은 국제 항행에 있어 중요한 요소 중에 하나라고 할 수 있을 것이다. 그러나 실습선이 어떠한 법적 지위를 누리느냐에 대해서는 단순히 답할 수 없는 요소들이 다수 존재한다. 이에 본 논문은 국제법상 비상업용 정부선박의 개념 및 의의에 대해 살펴보고, 국립대학 실습선이 이와 일치하는지에 대해 검토하였다. 또한 전통 국제법상의 주권면제 범위와 현행 국제협약상의 주권면제에 대한 규정을 살펴봄으로써 우리나라 국립대학 실습선이 해양에서 누릴 수 있는 주권면제의 범위에 대해 살펴보았다.