2019년 우리나라 중요해상판결 9개를 평석하였는데 그 요약은 아래와 같다. 대법원 2018. 12. 13. 선고 2015다246186 판결에서는 해상운송주선인이 창고업무까지도 인수한 것으로 인정되어 창고업자는 그의 이행보조자로 인정되어, 손해배상책임을 부담하게 되었다. 대법원 2019. 7. 24. 자 2017마1442 결정에서는 정기용선된 선박도 선박우선특권의 대상이 된다고 판시되었다. 정기용선의 법적 성질이 선박임대차(선체용선)와 유사하여 상법 제850조 제2항이 유추적용되었다. 대법원 2019. 4. 11. 선고 2016다276719 판결에서는 서렌더된 선하증권은 상환성이 없기 때문에 선박대리점은 선하증권과 상환하여 인도지시서를 발급할 의무가 없다고 판시되었다. 이는 서렌더 선하증권에 상환성이 없다는 첫 대법원의 판결이다. 대법원 2019. 8. 29. 선고 2015다220627 판결에서는 선박소유자 책임제한절차에서 화재면책이 인정되었다. 화재면책이 되기 위하여는 운송인이 손해에 과실이 없어야한다는 점이 다루어졌다. 대법원 2019. 6. 13. 선고 2019다205947 판결에서는 상법 제814조의 제척기간의 기산점이 문제되었다. 내륙까지 운송되었어야하는 경우 내륙항구에 도착한 날은 인도할 날이 아니라고 판시되었다. 대법원 2019. 7. 10. 선고 2019다213009 판결에서는 종합물류계약이었지만, 그 핵심은 복합운송이라고 보아 상법 제816조가 적용되었다. 대법원 2019. 4. 23. 선고 2015다60689 판결에서는 화주의 실제운송인에 대한 손해배상청구에 국제사법 제32조 제1항을 근거로 손해의 결과발생지로서 법익침해 당시 법익의 소재지 법인 대한민국 법을 적용하였다. 대법원 2019. 10. 17. 선고 2019다14998 판결에서는 중국 선전시로 운송되던 화물이 세관에 의하여 폐기된 사안에서 상법 육상운송편이 아닌 항공운송편이 적용되어야 한다고 판단하였다. 대법원 2019. 12. 27. 선고 2017다208232, 208249 판결에서는 선박관리회사가 선체용선자를 대리하여 선체보험계약을 체결한 것으로 볼 수 없고, 문제되는 국적취득조건부 선체용선계약의 실질을 소유권유보부계약이 아닌 단순 선체용선계약으로 파악하였다.

In 2019, the Korean court rendered 9 decisions involving important maritime law issues. Summaries of the court decisions are as follows: (1) In the Korean Supreme Court case 2018. 12. 13. Docket No. 2015da246186, the freight forwarder was decided that the warehouse keeper was his servant and agent and he was liable for the damages. (2) In the KSC case 2019. 7. 24. Docket No. 2017ma1442, the time chartered vessel can be subject to the maritime lien under Art. 777 of the KCC. The court decided that the legal nature of the time charter party is similar to the bareboat charter party and thus Art. 850(2) of the KCC is mutadis mutatis applicable. (3) In the KSC 2019. 4. 11. Docket No. 2016da276719, the court decided that there is no presentation rule applicable in case that the B/L is reissued as surrendered type. As as result, the shipping agent who issued the delivery order without collecting original B/L was not liable for the loss of cargo against the original B/L. (4) In the KSC 2019. 8. 29. Docket No. 2015da220627, the carrier’s exoneration of liability caused by the fire was admitted during the shipowner’s limitation of liability proceeding. Whether the carrier’s negligence contributed or not was decided in the proceeding. (5) In the KSC 2019. 6. 13. Docket No. 2019da205947, the commencement time under Art. 814 time bar period was addressed. The arrival time of the cargo at port was rejected as the date to be delivered in case that the cargo was destined to be delivered to the inland depot. (6) In the KSC 2019. 7. 10. Docket No. 2019da213009, logistics contract was made. But the court decided that the core of the logistics contract was combined transportation and Art. 816 was applied. (7) In the KSC 2019. 4. 23. Docket No. 2015da60689, the court decided to apply the Korean law, which governs the place where the legal interest was existed at the time of infringement of the legal interest, on the tort claim made by a cargo interest against an actual carrier under Art. 32(1) of Act on Private International Law. (8) In the KSC 2019. 10. 17. Docket No. 2019da14998, the court decided to apply air carriage provisions in Korean Commercial Act on a cargo claim, where the loss of the cargo occurred before the completion of air carriage. (9) In the KSC 2019. 12. 27. Docket No. 2017da208232, 208249, the court declined to apply unnamed/unidentified principal doctrine in English insurance law to a bareboat charterer who was not listed as an assured in the hull & machinery policy. The court also found that the nature of the BBCHP contract in question was not a transaction based on the reservation of ownership but a general bareboat charterparty.

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freight forwarder, combined transportation, time charter party, maritime lien, surrendered B/L, exemption of liability caused by fire, logistics contract, air carriage provisions in Korean Commercial Act, applicable law in a claim against an actual carrier for tort, BBCHP (Bare Boat Charter Hire Purchase)