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Comparing container terminal rate of North Port and New Port in Busan, it was judged that New Port was maintaining an appropriate level of rate for import/export and transshipment compared to the service cost. On the other hand, for North Port, it could be seen that the rate for import/export compared to service cost was higher than the cost, but the transshipment rate was lower than the cost. Such phenomenon is expected to be a big obstacle to rate stabilization of North Port container terminal in future due to open low-price bidding by foreign shipping companies and reduction of transport quantity. In this study, in order to resolve such problems of container terminal rate, the following rate stabilization plan was proposed: first, the method by governmental regulations and law amendments; second, rent reduction through transport quantity linked rent system method or a separate incentive reimbursement; third, introduction of port pooling system; fourth, mixed type of transportation quantity linked rent system method and port pooling system; lastly, increased size of container terminal operator. It is positively judged that through good utilization of these five, the rate of North Port can also be stabilized and thus the competitiveness of Busan port can be consistently maintained.

On June 13, 2003 Korea Supreme Court (2001da42660) rendered that the insurance policy was terminated because the insured stopped marine transportation and returning the cargo intentionally, and also went beyond the ordinary course of transit. In respect of this case, the district court and the high court considered the meaning of insured accident, marine perils under ICC(A), exclusion under policy, terms and conditions for insurance cover and finally rendered that the insurer should establish the burden of proof, if not, the loss of cargo should be deemed as like insurance matter under all risk policy in ICC(A). However, the Korea Supreme Court interpreted the cause of termination in this insurance policy and considered the meaning of ordinary course of transit under the article 8 of ICC(A), and then finally reached the decision that the insured decided to stop the transportation and it was beyond the ordinary course of transit, then the insurer had no responsibility to pay any insurance money to the insured, even if any practical transportation was not taken. If there is any deviation of the ordinary court of transit, any existed marine transportation contract will be terminated and new marine transportation will be stared under MIA, 1906 and the article 8 of ICC(A). Therefore, I agree to the decision of court based upon the above theory.

본 논문은 2011-2012년 설정된 중국 해양경제시범구들을 연구대상으로 하여 각 시범구의 정책특징을 정성적인 비교분석 방법을 통하여 분석하였다. 4개 시 범구의 비교 준거기준은 각 시범구의 경제발전 목표, 과학과 교육방안, 외부지역 과의 발전연계방안, 정치적 기능들이며, 그 연구결과는 다음과 같다. 첫째, 경제발전목표 측면에서 산동(산동반도남색경제구)은 ‘중국북부 해양경제 의 핵심’을, 절강(절강해양경제발전시범구)은 ‘지역해양경제 강화’을, 광동(광동 해양경제종합시범구)은 ‘중국전체 해양경제의 핵심’을, 복건(복건해협남색경제시 범구)은 ‘지역해양산업의 촉진’을 각각 내세우고 있다. 둘째, 과학과 교육 측면에서 산동이 가장 강점이 크고, 절강은 상대적 강점을 가지지만 과학적 성취능력이 부족하고, 광동은 상대적 취약성과 연구기금체계 부족이, 복건은 과학적 능력 부족의 특징을 각각 가지고 있다. 셋째, 외부지역과의 발전연계방안 측면에서 산동은 북중국 및 동북아시아와의 넓은 연계망을, 절강은 지역중심의 좁은 영역만을, 광동은 남중국과 남동아시아 와의 넓은 연계망을, 복건은 대만 중심의 가장 좁은 영역을 대상으로 한다. 넷째, 정치적 기능 측면에서 산동은 ‘서구세계에 정치적 의지 표현과 동북아시 아 국가들의 협력 촉구’를, 절강은 ‘남중국해 조어도분쟁 해결과 전략적 안보물 자 공급 확보’를, 광동은 ‘광동-홍콩-마카오의 통합 강화와 남중국해 분해결 촉 진’을, 복건은 ‘대만과의 정치적 신뢰 및 친선유지’를 각각 도모하고 있다.

Freedom and safety of navigation in the South China Sea is a complicated and sensitive issue concerning politics, economy, military affairs, diplomacy and law. The authors have studied the issue mainly from the legal perspective, using international law instruments such as the Charter of the United Nations and the UN Convention on the Law of the Sea (UNCLOS). The authors first reviewed the evolution of the concept of freedom of navigation, analysed the navigation regime under the UNCLOS, and then concluded that the hot issue of freedom of navigation in the South China Sea is essentially an issue of navigation freedom in the Exclusive Economic Zones (EEZs). On the basis of this conclusion, the authors continued to analyse the legal status of the EEZs, study the exercise of navigation freedom in the EEZs, and discuss factors affecting free and safe navigation in the South China Sea. Finally they have offered suggestions to sustain navigation freedom and safety in the South China Sea.

Economy crisis are initiated by Lehman Brothers and global economy has been recessed. The economic environment has gradually been recovered but there are still some unfavorable factors exist, which were combined with over supply capacity and decrease in the quantity of goods transports globally. Those seriously make all liners' financial statement deteriorated and unexpected hikes of oil price had added, which leaded global economy to the endless plunge which can not see the turn around. Thus some recovery strategies have been emerged by global shipping companies in various aspects to save the operational cost. While these trials are proposed by global No.1 shipping liner that introduces new concept of service to the market in Sep,2011 called Daily Maersk Services which is brand new in terms of schedule reliability. In order to reduce the uncertainty of existing shipping transportation and possible extra cost in case of vessel delay or cargo rolling due to several reasons this is was not only to save the operation cost but also to serve the Absolute Reliability to for the customers.

Shipbuilding industry has been one of the most significant heavy industries in Korea. Under export-centered economy, furthermore, shipbuilding industry has been dominant position for a long time in Korea. In addition, shipbuilding industry is closely related to ship finance. A ship has been legally considered as a kind of real estate. The reason is that a ship is a valuable asset. Therefore, a ship is regarded as useful target of finance. A shipbuilder as a seller makes a shipbuilding contract with a shipping company as a buyer. In shipbuilding process, the shipbuilder may face various risks. The shipbuilder may by accident or unexpectedly experience loss or damage of a ship. Likewise, an insurance company covers the risks of the shipbuilder. Generally speaking, Institute Clauses for Builders' Risks have been widely used in the world. In Korea, the insurance company has used the Institute Clauses for Builders' Risks until now. However, under the domestic insurance market it is necessary to make new clauses in respect of shipbuilding as a substitute of the Institute Clauses for Builders' Risks. The reason is that the domestic shipbuilding insurance market may enlarge in the future according to the growth of the shipbuilding industry. Therefore, new clauses for builders' risks are proposed in this paper.

Marine oil pollution accidents are resulted by collision in many cases. This kind of accidents have the characteristics of all of the accidents for a claim for damage, accidents for a claim for insurance, liability-limited accidents and accidents for a right to indemnity. Regarding these and other accidents accompanying a claim for damage resulted from oil pollution accidents, in this thesis, we reviewed the jurisdiction of civil trials for claim for damage, claim for insurer's compensation, limited-liability accident and claim for indemnity resulted from collision, in each view point of the International conventions, the Korean law. Firstly, in case of claim lawsuit for damage resulted from oil pollution accident, the court of the occurrence country of pollution accidents or of the execution country of prevention measures will have the jurisdiction according to Liability Convention, 1992, and IOPC Fund. And, in both cases, the specific jurisdiction is decided according to the national law of the each treaty power concerned. According to the Korean law, Seoul Central District Court is the jurisdiction court. Secondly, in case of claim for compensation by insurer, needless to say Seoul Central District Court, the court in the area in which the insurer's headquarters is located or the district court in the area to which the responsible Korean person's address is registered can have jurisdiction according to the Korean law. Thirdly, in case of raising a lawsuit claim for indemnity in accidents from collisions, according to the Korean Law.

This paper is to analyse the regional difference of international trade openness and economic growth, employing a concept of relative trade openness and relative economic growth between regions with annual data of Chinese provinces for the period of 1978-2010. The results of this paper are as followings; first, the Chinese provinces vary considerably in the degrees of relative trade openness. the degrees were high and increasing in eastern regions of China, whereas low and unchanging in western regions. second, the degrees of relative economic growth have likewise great differences between regions. In the east the degrees were high and increasing, but in the west low and even decreasing. so the disparity between east and west was widen over the periods. third, in conclusion a positive relation between trade openness and economic growth was found.