정기용선계약하에서의 재운임 또는 재용선료에 대한 선박소유자리언에 관한 연구

염정호 ( Jeong Ho Yeom ) 韓國海法學會 2009 韓國海法學會誌 Vol.31 No.1

최근 해운산업의 급속한 성장으로 정기용선의 수요가 급증함에 따라 정기용선계약과 관련된 분쟁이 증가하였다. 이러한 정기용선계약하에서 발생하는 당사자 사이의 분쟁으로 인하여 미지급된 용선료를 확보하는 수단으로, 선박소유자는 선박이 양항에 도착한 후 또는 양하작업 중에 선장에게 지시하여 선박의 선창덮개(hatch cover)를 닫도록 하여 작업을 중지시키거나, 재용선자가 정기용선자에게 미지급한 재운임 또는 재용선료에 선박소유자리언을 행사한다. 그러나, 이러한 선박소유자리언이 법률에 적합하게 이행되지 않았을 경우에 오히려 제3자로부터 손해배상청구를 제기받을 수 있다. 따라서, 정기용선계약하에서의 재운임 또는 재용선료에 대한 선박소유자리언의 합법성에 관하여 검토하고자 한다. 우리나라에서는 정기용선계약하에서의 재운임 또는 재용선료에 대한 선박소유자리언에 대하여 일관적인 이론정립은 별도로 하고 연구가 미비한 실정이다. 그러나, 영미법에서는 오래 전부터 많은 판례를 통하여 연구가 이루어져 왔다. 따라서, 영미판례를 분석·검토하여 정기용선계약이 체결된 후 발생하는 재운임 또는 재용선료에 대한 선박소유자리언에 관하여 연구하고자 한다. 본 연구는 해운업계 실무자에게 정기용선계약하에서의 재운임 또는 재용선료에 대한 선박소유자리언에 대하여 법률적인 지식을 교육할 수 있도록 자료를 제공하였다는데 의의를 둘 수 있다. A number of disputes on time charter party have been taken place as there have been rapid increases of demand for time charter activity recently due to noticeable developments in the shipping industry. In case the time charterers fail to pay hire in time, the shipowners instruct the master not to open the hatch cover to exercise the shipowners lien on the cargoes at discharging port after vessels arrival at discharging port or during the discharge of the cargo, or lien the sub-freights or sub-hire unpaid to the time charterers by sub-charterers. However, in this regard, the cargo owners may lodge a claim against shipowners due to illegality of shipowners lien on the contrary. Accordingly, this study is intended to review the legality on the shipowners lien upon the sub-freights or sub-hire. In Korea, there have been few studies and no theory with consistency on the shipowners lien upon the sub-freights or sub-hire in the time charter party. However, this study is focused to analyze the shipowners lien upon the sub-freights or sub-hire in the time charter party through review of the maritime cases in England and America because there have been lots of studies on the shipowners lien upon the sub-freights or sub-hire through the maritime cases in England and America. Also, on the legal aspect, this study will compare the Korean Commercial Code with the English and American law after reviewing the Korean Commercial Code. The purpose of this study is that it will contribute to provide the materials on the shipowners lien upon the sub-freights or sub-hire in the time charter party for people in shipping business for their educational purpose.

논문 : 그랜저 인과관계를 활용한 세계 주요 선사의 선박발주량과 해운운임과의 상관관계에 관한 연구

전기정 ( Ki Jeong Jeon ),양창호 ( Chang Ho Yang ) 한국해운물류학회(구 한국해운학회) 2016 해운물류연구 Vol.32 No.1

본 연구는 세계 상위 10대 정기 컨테이너 선사와 한국의 한진해운, 현대상선의 신조발주 전략과 해운운임과의 상관관계를 분석하여 해운 선사별 투자유형을 구분하는 것을 연구의 목적으로 하였다. 분석에 사용된 변수는 세계 10대 정기 컨테이너 선사와 한진 해운, 현대 상선의 2005년부터 2014년까지의 선박발주량(TEU)이며, 해운운임은 BDI, CCFI, HRCI를 사용하였다. 그랜저 인과관계와 충격반응함수를 적용한 결과 해운선사별 선박투자유형은 다음과 같이 구분할 수 있는 것으로 분석되었다. ``시황흐름 무관 선박투자``형의 Maersk, "시황상승기 이전 선박투자" 형의 China Shipping, COSCO, OOCL, ``과다발주에 동참 후 시황하락``형의 MSC, CMA-CGM, APL, UASC, Hapag-Lloyd, OOCL, Hanjin Shipping, Hyundai M.M, "시황상승기 선박투자 회피" 형의 MSC, CMA-CGM, Evergreen, APL이다. This study aimed to analyze the correlation between the shipbuilding order strategies of the top 10 global regular-container shipping companies, Hanjin shipping, Hyundai M.M and shipping charges. While Maersk, the global leading container shipping company, places shipbuilding orders before a rise in market conditions, most Asian shipping companies place shipbuilding orders when market conditions are at a peak, thus worsening business difficulties during an extended recession in the shipping industry. Based on these analysis results, the ship investment types of shipping companies were analyzed as well. The data used in this study included the ship order quantities of Hanjin Shipping, Hyundai Mrechant Shipping and global top 10 container shipping companies, as well as BDI, CCFI, HRCI. The data of the Alphaliner`s report were used for the shipbuilding order quantities of these companies while the data for CCFI, BDI, and HRCI were obtained from the Korea Maritime Institute. For the period between 2005 and 2014, every three to five months of collected data had been used, in conjunction with Granger casuality test, to analyze the correlation between shipbuilding oreder quantities and maritime freight rates. The ship investment types of shipping companies were classified through the Granger causality analysis and the impulse response function as follows. The shipping companies that did not exchange influence with any shipping charge were Maersk. This group is the ``ship investment irrelevant to market trend`` type who makes ship investments based on business judgment that is different from the market trend. The group whose ship order quantity has a positive influence on the shipping charge indicates that they order ships before a rise of shipping charge, which can be called the ``ship investment before market rise`` type. The analysis results of this study showed that this group of the ``ship investment before market rise`` type included China Shipping, COSCO and OOCL. The group whose ship order quantity had a negative influence on shipping charge included MSC, CMA-CGM, APL, UASC, Hapag-Lloyd, Hyundai, and Hanjin. This group can be called the ``market decline after participation in excessive orders`` type, meaning that they invested in ships trusting the current market condition, but the shipping charge decreased after the investment. The shipping companies whose ship order was positively influenced by shipping charge did not exist. This group can be called the ``market-following ship investment`` type, meaning that they increased ship orders when the shipping charge was high. The group whose ship order was negatively influenced by shipping charge can be called the ``avoidance of ship investment during market rise`` type, meaning that they reduced ship orders when the shipping charge was high. The results of this study showed that such group included MSC, CMA-CGM, Evergreen and APL.

한국해운산업의 위기극복사례 비교연구 -해운산업합리화 조치, IMF 구제금융과 글로벌 금융위기 극복방법을 중심으로-

하영석 ( Yeong Seok Ha ) 한국해운물류학회(구 한국해운학회) 2012 해운물류연구 Vol.28 No.3

우리나라 해운산업에 큰 충격을 주었던 해운산업합리화 조치, IMF 구제금융, 글로벌 금융위기 시에 정부가 취했던 전략과 정책은 무엇이며, 그것들이 위기극복에 유효했는지 비교?분석해 보는 것이 필요하다. 해운산업합리화 조치는 운임수입 변화 율에는 긍정적인 영향을 주었으며, 척당 운임수입도 1984년 이후 지속적으로 증가하고 있기 때문에 선대의 경제선화 추진에 긍정적인 영향을 미친 것으로 평가할 수 있다. IMF 구제금융 시기에 추진된 정부의 전략은 외부충격이 톤당 운임수입의 변화에 크게 영향을 미치지 않았기 때문에 기업의 내실화에 기여한 것으로 해석해 볼 수 있다. 한편 글로벌 금융위기시 정부가 취한 정책들은 운임수입 변화율의 움직임과, 척당 운임수입이 운임지수 하락 시 낮게 하락하고, 상승 시에는 더 높게 상승하는 측면에서 바람직한 결과를 유도하고 있는 것으로 평가할 수 있다. In this paper the suitability of strategies which Korean Government adopted to overcome the crises was analyzed for the cases of Shipping Rationalization Plan in 1984, IMF Bailout in 1997 and Global Financial Crisis in 2008. The effect of strategies on the Korean shipping industry was evaluated by means of the change rate of revenue per GT(CRGT) and revenue per ship(RPS). The strategies adopted for 1984 Shipping Rationalization Plan had positive effects on the both CRGT and RPS, showing that Korean shipping industry successfully had substituted economical fleet of ships for non economical fleet of ships. The strategies adopted for the time of IMF Bailout was fairly appropriate to promote internal stability. Finally the policies utilized in the case of Global Financial Crisis also led to desirable results in Korean shipping industry in terms of the movement of RPS.

해운산업 수익성 제고 투자의사결정 모델구축에 관한 연구

김원재(Weonjae Kim) 한국항만경제학회 2011 韓國港灣經濟學會誌 Vol.27 No.2

본 논문은 투자수익성을 극대화 할 수 있는 건화물선 운항기업의 해운투자 의사결정 모델을 제시하는 것이 핵심 내용이다. 얼마전 우리나라 4위 해운기업인 대한 해운(주)가 법정관리를 신청해 큰 충격을 주었는데, 그 이유를 살펴보면 전적으로 투자 의사결정이 잘못된데 기인한다. 즉 대한해운(주)는 해운 경기가 피크에 이른 2007, 8년도에 집중적으로 산물선을 장기용선 방식의 투자확충 의사결정을 내렸으나, 2009, 10년도에 부정기선 운임지수가 거의 1/10 수준으로 폭락하여 막대한 손실을 보아 결국 자금압박으로 회사가 부도 상태에 이르게 되었다. 이러한 문제는 지난 1980년대 초에도 발생된 바 있으나 여전히 반복되고 있다는 사실이 안타깝다. 따라서 본 논문은 해운 경기가 호황에 있을 때 오히려 일정 선박을 매각하고 필요한 선복량은 단기 용선하여 향후의 경기변동 상황에 대처하도록 하는 의사결정을 말한다. 즉, 해운 경기가 불황국면에 있을 때는 조선경기도 하락 하는 만큼 저가로 선박을 매수 또는 발주하고 서서히 해운 경기가 회복되고 본격적인 상승기에 역시 선가도 급격히 상승하는 시점에 일정 비율의 보유선박을 매각 처분하여 선박 매매차익을 실현하고 다시 경기가 하강한 시점에서 선박을 재매입하는 순환적인 투자 의사결정 모델이 건화물선 해운기업의 수익성 제고에 크게 기여할 수 있다고 본다. 이때 고객서비스 유지를 위해 필요한 선복량은 단기 용선으로 대체하여 가급적 선박 보유 비중을 낮추는 의사결정이 매우 중요한데, 이러한 전략적 투자의사결정 모델은 자본집약적 산업인 해운기업의 재무위험과 영업위험을 모두 낮출 수 있게 된다는 것이 논문의 핵심이다. This paper deals with a strategic investment decision model for improving investment profit in shipping industry. Despite the quantitative expansion of Korean shipping business, many shipping firms have suffered financial difficulties due to financial and operating risks that result from the characteristics of capital-intensive business as well as of volatility of shipping markets. As a result, managers in charge of making an investment decision, particularly in tramper business sector, are required to take both financial and operating risk factors into consideration. Put it differently, managers are strongly recommended to avoid these risks by ship asset play; buy-low and sell-high, which results in considerable capital gain and cost reduction. In addition, managers in shipping industry are also recommended to consider the ship chartering investment alternative when the freight markets show extreme volatility as the case of 2008 triggered by sub-prime mortgage financial crisis in USA. For example, the BDI suffered plunging down from 1000 in 2008 to 100 in 2010. Consequently, the 4th largest shipping company in Korea, DAEHAN Shipping Co., has collapsed primarily due to excessive tonnage expansion during the peak time of bulk market. In sum, the strategic investment decision model, suggested in this paper, is designed to include such factors as capital gain by asset play, timely chartering for alternative shipping service, and optimization of operating profit by tonnage adjustment in accordance with change in the shipping markets concerned.

한국해운산업의 위기극복사례 비교연구 - 해운산업합리화 조치, IMF 구제금융과 글로벌 금융위기 극복방법을 중심으로 -

하영석 한국해운물류학회 2012 해운물류연구 Vol.28 No.2

In this paper the suitability of strategies which Korean Government adopted to overcome the crises was analyzed for the cases of Shipping Rationalization Plan in 1984, IMF Bailout in 1997 and Global Financial Crisis in 2008. The effect of strategies on the Korean shipping industry was evaluated by means of the change rate of revenue per GT(CRGT) and revenue per ship(RPS). The strategies adopted for 1984 Shipping Rationalization Plan had positive effects on the both CRGT and RPS, showing that Korean shipping industry successfully had substituted economical fleet of ships for non economical fleet of ships. The strategies adopted for the time of IMF Bailout was fairly appropriate to promote internal stability. Finally the policies utilized in the case of Global Financial Crisis also led to desirable results in Korean shipping industry in terms of the movement of RPS. 우리나라 해운산업에 큰 충격을 주었던 해운산업합리화 조치, IMF 구제금융, 글로벌 금융위기 시에 정부가 취했던 전략과 정책은 무엇이며, 그것들이 위기극복에 유효했는지 비교․분석해 보는 것이 필요하다. 해운산업합리화 조치는 운임수입 변화율에는 긍정적인 영향을 주었으며, 척당 운임수입도 1984년 이후 지속적으로 증가하고 있기 때문에 선대의 경제선화 추진에 긍정적인 영향을 미친 것으로 평가할 수 있다. IMF 구제금융 시기에 추진된 정부의 전략은 외부충격이 톤당 운임수입의 변화에 크게 영향을 미치지 않았기 때문에 기업의 내실화에 기여한 것으로 해석해 볼 수 있다. 한편 글로벌 금융위기시 정부가 취한 정책들은 운임수입 변화율의 움직임과, 척당 운임수입이 운임지수 하락 시 낮게 하락하고, 상승 시에는 더 높게 상승하는 측면에서 바람직한 결과를 유도하고 있는 것으로 평가할 수 있다.

해운시황에 따른 컨테이너 선박의 규모의 경제 효과에 대한 실증 연구

윤종혁 ( Jong Hyuk Yun ),오용식 ( Yong Sik Oh ) 한국해운물류학회(구 한국해운학회) 2014 해운물류연구 Vol.30 No.4

본 연구는 선박의 규모의 경제 효과가 시황에 따라 달라질 수 있다는 가정 하에 이의 검증을 목표로 작성되었다. 이를 위해 3년에 이르는 컨테이너 선사의 실제 운항자료를 바탕으로 선박의 규모와 단위비용, 시황과의 관계에 착목하여 실증을 시도한 것이다. 본 연구의 결과는 전체적으로 컨테이너 선박에 있어서 규모의 경제 효과가 다시 한번 입증되었다고 볼 수 있다. 다만 해운시황의 영향은 항로에 따라 미묘한 차이를 보이고 있다. 즉, 북미서안항로에서는 거의 시황에 관계없이 강력한 규모의 경제 효과가 발견되지만, 유럽항로에서는 불황기에 규모의 경제 효과가 나타나지 않고 있다는 것이다. In this study, we tried to verify the hypothesis of changing ship scale economies based on shipping cycle. For this research purpose, we collected actual cost data per voyage from a container shipping company for 3 years and tested it empirically focused on the relations among unit cost, ship size and market index. The results of empirical test show the strong effect of ship scale economies in shipping industry again, but the effect can be different along market cycle in some route. That is, we can see the powerful effect of ship scale economies regardless of cycle in transpacific route. But, in Far east-Europe route, we could not find any evidence of ship scale economies during the deep market recession.

영국 및 한국 해상보험법상 추정전손과 그 형식적 성립요건으로서의 보험위부에 대한 법적 고찰

박세민 ( Se Min Park ) 韓國海法學會 2009 韓國海法學會誌 Vol.31 No.2

우리 해상보험실무상 영문해상보험증권과 약관이 사용되고 있고 이 약관과 보험증권상의 준거법조항에 의해 영국의 법률과 관습이 우리에게 직접 적용되고 있다. 선박보험의 경우엔 영국법이 당해 보험에 관한 모든 법률문제의 준거법이 되고 있고 적하보험의 경우엔 보험금청구에 대한 보상책임의 유무와 지급방법에 관한 사항에 대해 영국법이 적용되고 있다. 이러한 현실에서 해상보험법상 특유한 제도인 추정전손과 보험위부에 대한 영국 판례 및 법조항과 약관에 대한 정확한 이해는 매우 중요하다. 본 논문은 영국과 한국 해상보험법상 추정전손과 보험위부에 대해 해석상 견해가 나뉘고 있는 쟁점사항들-선박과 적하의 점유 박탈과 관련하여 상당한 기간 동안 회복할 가능성이 없는 상황에서 그 개시시점을 무엇으로 보느냐의 문제, MIA 제60조 제2항 제2호의 `future`의 의미를 어떻게 해석해야 하는가의 문제, 수선후 선박의 가액의 의미, 보험위부에 대한 보험자의 승인에 대한 법적 의미, 승인거절에 따른 추정전손 판단기준의 시점의 문제, 보험자가 승계하게 되는 권리의 범위 문제, 권리 이전의 시기 문제, 보험자가 승인을 하지 않고 보험의 목적에 대한 소유권을 승계하지 않은 경우 보험 목적에 대한 책임 귀속 문제점 및 우리 상법 제717조와 제718조 사이의 해석상 문제-를 포함하여 추정전손과 보험위부 전반에 대해 분석하였다. The hull insurance in Korea is subject to English law and practice. The cargo insurance in Korea is understood and agreed to be subject to English law and practice only as to liability for and settlement of any and all claims. This legal circumstance is caused by the provision of applicable law in the marine insurance policy in Korea. Under this situation, a precise understanding as regarding the constructive total loss which is a kind of loss peculiar to marine insurance and abandonment in English Marine Insurance Act 1906 is crucial. In addition, a legal analysis on the English common law and the Institute Time Clauses-Hulls and the Institute Voyage Clauses-Hulls is very important. This article deals with some arguable issues about the constructive total loss and abandonment such as ① where the assured is deprived of the possession of his ship or goods by a peril insured against and it is unlikely that he can recover the ship or goods during reasonable time, what should be the criteria for starting point, ② the legal meaning of the word `future` in the Article 60 (2) (ii) of the MIA, ③ the legal meaning of the repaired value of ship, ④ the legal meaning of the insurer`s acceptance of abandonment, ⑤ the criteria of time in determining the constructive total loss when the insurer refuses to accept the abandonment, ⑥ the scope of the rights which the insurer is entitled to take over as a result of abandonment, ⑦ the question of liability about the subject-matter insured when the insurer refuses to accept the abandonment and does not take over the rights, ⑧ finally, the interpretation of Article 717 and 718 of the Korean Commercial Law(Insurance Law).

주제별 논단 : 기타 ; 선박운항과 관련된 담보제도 및 개선에 대한 연구

최세련 ( Se Ryoun Choi ),김인현 ( In Hyeon Kim ) 한국금융법학회 2012 金融法硏究 Vol.9 No.1

Shipowner possesses several vessels. The value of the vessel is very high. The shipowner tries to borrow money by putting the vessel as a security for the payment of debt from the bank. The most widely engaged security in shipping business is the mortgage. The shipowner puts the vessel as a collateral for the payment of debt which it owes to the bank. The KCC allows the shipowner of the vessel to put the vessel as the collateral for the mortgage. The vessel over 20 tons is not allowed to be the collateral for the pledge. The maritime lien is a very special security for the counter party of the shipowner. Even though it is not required to be registered in the registration book, the maritime lien holder always prevails over the mortgagee, as a result which affects the right of the mortgagee such as the bank negatively. In the meantime, the shipowner enters into the COA with volume cargo owner for the long term basis. The total freight amount is enormous in the long term COA. Under the Korean law, the shipowner puts its right to collect future freight from the cargo owner as a collateral for the payment of debt it owes to the bank as the lender. In addition, the liner shipping company owns container boxes. The company wanted to borrow money from bank by putting the containers boxes as security. However, the mortgage was not allowed for the container boxes. New Act of Security for Movable came into effect as of June 2012 and the shipowner is allowed to put its movable such as the container boxes to the banker while it still maintains the possession of the movable and thus it can make use of the movable in its business. Under the Act, the shipowner as the creditor for the future freight against the charterer (cargo owner) is also put its right for the future freight as a security when it tries to borrow money from the bank. Small vessel under 20 tons is subject to the pledge. However, under the Korean law the owner of the movable should hand over the possession of the movable to the pledgee, which resulted in the detrimental effect to the owner because it can no longer make use of the vessel for its business. This difficulty was solved when the Korean government passed the Mortgage Act for small vessel in 2007. However, the motor yacht is still not the subject to the mortgage. The authors suggest that a new kind of insurance may help the shipowner to solve the issue of low appraisal of the value of the vessel from the bank as the lender, due to the existence of the maritime lien under the Korean law. In this insurance, the shipowner enters into the insurance with the insurer for the benefit of the third party bank as the lender. When a vessel is subject to the maritime lien and thus the bank could not satisfy the debts which the owner owes to it fully from the auction amount of the vessel, the insurer will indemnify the loss to the bank as the third party beneficiary.

항해용선계약상 운임청구권자와 지급의무자의 범위에 관한 연구

김종석 경남대학교 산업경영연구소 2022 지역산업연구 Vol.45 No.4

Regarding the scope of the parties that can be the claimant and the payer of the freight in the voyage charter, Korean Commercial Law only mentions the carrier and the consignee, but there are no specific regulations on the scope. On the other hand, Britain Common Law recognizes the right to claim freight to the shipowner and the master. Where the ship is sold during the voyage or where the mortgage is established on the ship, the buyer of the ship or the mortgagee has the right to claim freight. And where the ship chartered is sub-chartered and the sub-charterer issues a bill of lading, he/she is also entitled to claim the freight. In addition, where the freight is paid at the port of loading, the shipping broker has the right to claim the freight on behalf of the shipowner, and where the ship is abandoned to the insurer during the voyage, he/she is entitled to claim the freight. And not only the charterer and the consignee, but also the legal holders of the bill of lading are obligated to pay the freight under the voyage charter. Unlike Korean Commercial Law, the Britain Common Law specifically stipulates the scope of the freight claimant and the payer in the voyage charter, and the contents are also considered to be very useful for practical application. Therefore considering the importance of voyage charter in international shipping practice, I think It is necessary to establish regulations on the scope of the claimant and payer of the freight by referring to the contents of the Britain Common Law in Korean commercial Law.

定期傭船契約의 傭船其間에 관한 硏究 : 상법 개정방안을 중심으로 the Amendment of the Regulations of Time Charter Party in Korean Commercial Code

염정호 한국해법학회 2006 韓國海法學會誌 Vol.28 No.1