In the development and utilization of living marine resources, fish resources have faced the hazard of exhaustion due to the over-fishing of those resources. Thus, to preserve world food security for future generations, sustained conservation of living aquatic resources has been the objective of the new International Fisheries Management System. Taiwan is one of the major ocean-going fishing countries which will bear the brunt. In recent years, strict measures have been adopted by the new International Fisheries Management Convention, the competition of foreign fishing fleets of other countries has increased, and the Taiwanese government¡¦s has implemented a reduction policy on the number of purse seine fishing vessels. Therefore, some shipowners purchased used vessels or built new vessels and registered those vessels under flags of convenience ¡]FOC¡^in order to avoid the above mentioned Restrictive Policy on the building of new fishing vessel which complies with the requirements of Responsible Fisheries and the Conservation and Management of Straddling Fish Stocks and Highly Migratory Fish Stocks. The FOC vessels are the consequence arising from this situation. The FOC vessels are boycotted by the international society and are unable to obtain the quota from the International Fisheries Management Organization since they are beyond the management and control of the law and regulations. There will be a threat of survival if those vessels fail to find normalization. First of all, the purpose of this research is to analyze the future development of the fishing industry, in the Western and Central Pacific Ocean, and the impact of the FOC vessels on this development. Second, it is to find methods in which the shipowners of those FOC vessels can relocate their statuses and integrate the resources of the owner¡¦s countries and coastal countries, under the requirements of United Nations Convention the Law of the Sea and the international documents which were developed in pursuance of this Convention. At the same time, we hope to find a suitable balance between competition in the fishery industry and the marine biosphere through the evaluation of the advantages and strategies on the localization of foreign investment for FOC vessels and the analysis of cases studies. Then we may work out the best investment strategy of the localization and normalization of the FOC vessels. We wish that shipowners of FOC vessels could base themselves on Taiwan¡¦s development, obtain legalized status and a new opportunity for survival, under the new development trend of International Fisheries Management Convention and coordination of the investment plan in the costal countries. Finally, we hope that during the processing of the FOC vessels¡¦ normalization from its present status, shipowners will be able to give consideration to our government¡¦s weak status in international society and the advantages of costal countries. We will then be able gain the rewards from the best investment strategy. Keyword: fishery, flags of convenience, responsible fisheries, localization, foreign investment

Under international law, every state has the sovereign right to establish the conditions under which it will grant its nationality to a vessel. By consequence, different schemes for ship registration have been developed, traditionally the nationalist and open system. While the nationalist system imposes strict requirements regarding national ownership and manning, along with burdensome fiscal regimes for the shipping industry, the open system offered flexible requirements and a friendly taxation environment, that help shipowners to minimize their operation costs. / Open registries have been criticized for not complying with international accepted shipping standards in safety, environmental, and labour aspects. However, some of them have made great efforts to raise these standards, mainly obliged by the new demands of the shipping industry. Nonetheless, the shift to a new culture of quality shipping is not only a responsibility of flag states, but of all the actors of a maritime scenario.

Thesis (Ph.D.)--University of Wollongong, 2007. / Typescript. Includes bibliographical references: leaf 317-342.

Pas de résumé / Doctorat en droit / info:eu-repo/semantics/nonPublished

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Made available in DSpace on 2016-04-26T20:20:46Z (GMT). No. of bitstreams: 1 Marcelino Andre Stein.pdf: 1124431 bytes, checksum: c1ffbf0839b099ad8f101e78bf0f31fa (MD5) Previous issue date: 2012-03-21 / This study aims to discuss the main legal and economic aspects of flags of convenience (FOC). Its specific objectives, are to help reduce dependence by Brazilian users of shipping services provided by carriers that make extensive use of flags of convenience. As justification for the study, we note that it is an important issue for long-term strategic interests of the Brazilian State. The development of a long-term State Maritime Policy is critical to a Country that has one of the largest coasts and internal waterway networks in the world. The hypothesis addressed in this work is the study of the major legal and economic aspects of flags of convenience as well as the possibility of using the WTO through the GATS, to combat this practice or, alternatively, adapt it to the entire international maritime community so all Countries and their Merchant Marines can enjoy the same legal framework. The method is inductive, since the author will depart from particular issues to achieve generalized conclusions. This method extends the freedom of the researcher, allowing him to consult a variety of sources, so that, intuitively, the author can reach the proposed result. Emphasis will be given to the impact that these flags of convenience cause to the development of a Brazilian Maritime Power as well as a Brazilian strong Merchant Marine and possibilities of using the WTO Word Trade Organization, to curb this practice. It is argued that this practice violates the GATS (General Agreement on Tariffs and Services) rules, highlighting unfair competition in the international maritime market / Esta dissertação tem como objetivo geral contribuir para a redução da dependência dos usuários brasileiros de serviços de transportes marítimos prestados pelos navios de bandeiras de conveniência. Trata-se de tema importante para os interesses estratégicos de longo prazo do Estado brasileiro, o que justifica a relevância desta pesquisa. A elaboração de uma Política Marítima de Estado, de longo prazo, é fundamental para um país que tem uma das maiores costas e malhas hidroviárias do mundo. A hipótese desta pesquisa sustenta que o estudo dos principais aspectos jurídicos e econômicos das bandeiras de conveniência, bem como a possibilidade de uso da Organização Mundial do Comércio, através do Acordo Geral de Tarifas e Serviços GATS (General Agreement on Trade in Services - GATS), para combater tal prática, ou adequá-la para que toda a comunidade marítima internacional possa dela usufruir. O método utilizado é o indutivo, pois partir-se-á de questões particulares para conclusões generalizadas. Este método amplia a liberdade do pesquisador, ao lhe dar a liberdade de beber em diversas fontes para que, intuitivamente, chegue ao resultado proposto. Será dada ênfase ao impacto que tais bandeiras causam na construção do Poder Marítimo brasileiro e possibilidades de uso da Organização Mundial do Comércio para coibir tal prática. Sustenta-se que tal prática viola o GATS tendo em vista a concorrência desleal no mercado internacional marítimo

Certains Etats pratiquent la libre immatriculation, également connue sous le terme péjoratif de « pavillons de complaisance » : ils enregistrent des navires chez eux sans considération de la nationalité ou de la résidence effective des propriétaires, et leur permettent ainsi d’échapper au cadre légal de leur pays d’origine. Aspect de la mondialisation, le phénomène qui a pris de l’ampleur dans les 30 dernières années est aujourd’hui largement répandu, voire universel.Au-delà des aspects juridiques (chaque Etat organise son droit à immatriculer les navires), la libre immatriculation a des conséquences économiques fortes car la législation de l’Etat d’immatriculation – dit « Etat du pavillon » – détermine certains coûts ou certaines facilités pour l’entreprise qui l’adopte.Le présent travail propose une lecture de la libre immatriculation des navires en tant qu’objet récent de la science économique et tente, à ce titre, de lever le voile sur la portée de cette activité sur les pays d’accueil, en prenant le cadre restreint de petites économies insulaires de la Caraïbe, berceau historique de cette activité et des centres financiers offshore.Sur la base de données économiques sur 30 ans concernant 7 pays de libre immatriculation de la Caraïbe (produits intérieurs bruts et éléments des balances des paiements), la recherche menée montre qu’hormis peut-être le cas à approfondir d’Antigua, aucune corrélation significative n’existe entre le nombre de navires immatriculés et les gains économiques dans les pays d’accueil. Ces résultats vont dans le sens des critiques de la libre immatriculation : cette activité ne présente pas, en soi, un gain pour les petites économies insulaires étudiées. / Some States host Open Registers (also known under the pejorative term of “flags of convenience”): ships are registered regardless of their actual owners’ nationality or residence, and thus States enable them to escape from their country of origin’s legal framework. By being an aspect of globalization, this phenomenon has been growing up for 30 years, and is nowadays widespread, or even universal. Because each State fixes the conditions for implementation of its right to register ships, the phenomenon is a legal one. But it has strong economic implications too. Indeed, the laws of the State of registration – namely “flag state” – determine certain costs or some advantages for the company that adopts it, and can be attractive or repellent as for them.This work proposes an economic reading of the open registers of ships as a recent object of economics and tries to highlight the contribution of this activity to small islands’ economies, especially through some Caribbean examples (the Caribbean is by the way the historical cradle of this activity and offshore financial centres).Based on data concerning the last 30 years and 7 open-registry countries of the Caribbean (Gross Domestic Products and some items of the balances of payments), the research conducted here shows that, except perhaps Antigua, no significant correlation exists in host countries between the fleets registered and the economic gains : the “open registration” is not, by itself, a gain for small island economies surveyed.