This thesis seeks to answer the question - 'To what extent did Scotland's membership that trading system, later dubbed 'mercantilism', dictate the course and direction of her maritime institutions and shipping industry? ' Its resolution sets four primary objectives. Firstly, to set Scottish maritime affairs in context with the evolving political, economic and administrative aspects of the system. Secondly, to evaluate the impact of the Union and the imposition of the English customs model on the emerging Scottish shipping industry. Thirdly, to analyse the role played by the endemic warfare and smuggling inherent to the sytem contributed, in the growth rate and shift in the regional distribution of the components of the Scottish marine - 'foreign', coastal' and fisheries'. Fourly, to review the influence of the system on the regional development of navigational aids, port facilities and shipbuilding. The unresolved status of Scotland as an independent trading nation resulted in retaliatory Navigation Acts and aggressive acts that dispelled the prospect of a peaceful co-existence with England. The Union resolved this impasse granting full access rights to Scottish shippers re-registering under the British Navigation Acts. By the 1730s the nucleus of expertise and hulls had been accumulated to exploit the Scottish ports' locational advantage in the Atlantic economy. After 1750 the bounty system nurtured the Scottish herring and whaling industries. The American War of Independence breached the Navigation Acts while stimulating the shipbuilding industry. The subsequent Act of Registry (1786) set new standards in maritime administration. The following Consolidation Act (1787) removed many of the disincentives from the existing fiscal regime. The mode of operation of the Scottish shipping industry was significantly altered thereafter.

Globalization refers to the reduction of economic, cultural and social differences among different regions. It describes the process of these regional aspects to become integrated through the advancement of transportation, communication and trade. The goal is to form a more unify entity through exchange, interaction and interdependence between each nations without being limited by the distances. Under the globalization influences, the world¡¦s marine affairs has been in focusing on the peaceful coexistence and sustainable development of the sea. A single country is no longer independent off the development and activities around the sea without join cooperation at regional territory or with the world, especially the nontraditional maritime security. Nations have been dealing with these problems through international convention, regional conventions and multilateral agreements. The present work carried out a comparative analysis with regard to the recent development of marine affairs between China and Taiwan. The research has perceived to examine the differences of policy, legal system and institutional management, and enforcement that exist at the cross-strait. The main focus is to identify the feasible issues for cooperation in order to breaking the dead lock among the cross-strait maritime affairs. There are problems of direct talk without communication platform and appropriate mechanism at the both sides of cross-strait. In addition, both sides have different focus on policy, legal systems, management, and enforcement compare to international trends. As a result, the differences cause the difficulties for the integration between the cross-strait on the sustainable development, maritime safety, cooperation development, and peaceful coexistence. This thesis conclude that the cross-strait could resolve the issue through proper communication platform and cooperation mechanism to deal with the low political sensitivity issues such as the marine affairs, by implementing a cross talk on a regular basis , and lead to the signing of the agreement for marine affairs at least for the short term. In the long run, the cross-strait shall create a legal system abided by both sides, where it meets with the international framework. For this it is imperative to establish the marine affair department responsible for integrating the marine management between the cross-strait. The research survey provides the key issues and suggestions that the cross-strait can precede a radical improvement in marine affairs and improve practical cooperation without causing serious dispute or disagreement.

台灣位居西太平洋第一島鏈中央地帶，地處遠東至北美航線的樞紐，扼控台灣海洋、巴士海峽及鄰近太平洋海域，為太平洋與印度洋之間聯絡要道，故其地理位置與戰略地位相當重要。由此特性來看，台灣的國家安全與海洋是密切相關的，其作為重要緩衝空間，是維護國家安全的屏障和門戶。 台灣擁有豐富的海洋資源，對於海洋資源的合理開發與相關海域的有效管理，關係著台灣的生存、安全與發展。尤其我國屬海洋國家，數十年來倚賴全球性的海上貿易，創造了蓬勃的經濟發展，並藉此擴大國際活動空間，與世界各國建立了實質的經貿關係；其中，進出口貨物絕大多數是透過海上的交通線來進行，因此海上的交通線堪稱「生命線」。不論是平時或戰時，維持這條生命線的暢通，不僅是保護我國的生存空間，同時也是維護全球經貿所必須。 有關海洋事務除海軍外，行政院海岸巡防署亦為一重要力量，海岸巡防署自2000年1月28日成立以來，以現有的人力約21,453人，各式巡防艦艇160餘艘，岸際雷達77座；平時除擔任海岸管制區之管制、防止滲透及槍毒走私、防疫等攸關國家安全事項，戰時則依據「國防法」及「行政院海岸巡防署組織法」規定，依行政命令納入國防軍事作戰體系；另自「911事件」後，為維護我國海域、海岸安全，依行政院反恐怖行動小組指示，協力執行反制海上及漁港船舶遭受劫持或破壞等恐怖攻擊事件。 2008年馬英九先生當選總統，在海洋政策領域中提出了「藍色革命、海洋興國」的口號與願景，欲成立海洋事務部，雖是根本解決之道，由於海洋事務範圍廣泛，涉及機關眾多，為避免現行各部會反彈，採循序漸進的可行方式，而先成立「海洋事務委員會」之協調規劃機關，共同與各相關部會推動海洋事務工作。期能匯集國力，維護海洋權益，加強海域防衛能量，以遏止海上威脅，確保國家安全。 / Geographically located at the central area of the first island chain of Western Pacific Ocean, Taiwan is regarded as the pivotal point of the navigation from Far East to Northern America as well as the channel linking the Pacific Ocean with Indian Ocean, holding the reins of Bashi Channel, the sea surrounding Taiwan and the neighboring Pacific Ocean, all of which manifest itself as one significant role geographically and strategically. Viewed from this perspective, the development of marine affairs in Taiwan not only has a close correlation with the maritime law enforcement, but serves as a valve to the national security also. The appropriate advances of marine resources and efficient management of neighboring sea areas has proven very important for the security and development of Taiwan, a country blessed with rich and diverse marine resources. Over the past decades, Taiwan’s economy has relied heavily on international marine commerce, creating prosperous economic developments and thereby expanding its space on the international arena through the economic and financial links with other countries. Most of these exports and imports have transported through sea, hence the marine transportation should be seen as the line of life and should be kept workable at the period of peace as well as at wartime, in order to protect the status of Taiwan and maintain the economic and financial pulses all over the globe. Apart from the Navy, Coast Guard Administration, Executive Yuan (shortened as Coast Guard) has been an essential source of power in addressing marine affairs. Founded on January 28, 2000, Coast Guard is currently staffed with 21,453 persons, equipped with more than 160 patrol frigates and 77 coastal radars. Coast Guard takes charge of coastal-area regulation tasks and national safety matters including preventing the smuggling of guns、 drugs and curbing epidemic spread in the time of peace. During the period of war, Coast Guard shall be integrated into the military defense system according to the decrees from the National Defense Law and the Institutional Regulations of Coast Guard Administration. After the 911 incident, Coast Guard has cooperated in counterattacking the terror attacks such as hijacking or destruction of boats or vessels at sea or near fishing ports in accordance with the anti-terror team of Executive Yuan, so as to protect the national security of our coast and sea areas. As Ma Ying-jeou was elected as President in 2008, he proposed a vision with the campaign slogan of “Blue Revolution, Ocean Nation”, promising to establish Maritime Affairs Ministry. Although such ministry might be the solution for creating an ocean country, but due to the diversity of marine affairs, which involve a wide range of government institutions and agencies; what is more, probable protests may arise from existing government offices. Therefore, in order to conduct such relevant maritime affairs, the establishment of “Maritime Affairs Committee” is to act as ccoordinated institution across departments and offices. We hope to maintain our marine rights, strengthen marine defense capabilities and gather our national momentum so that marine threats can be contained while national security can be preserved.

Les commissaires de la Marine sont les officiers chargés, jusqu’en 2010, du soutien logistique et du service financier dans la Marine française. Ces compétences sont un reliquat de celles qu’ils exercent jusqu’à la veille de la Première Guerre mondiale. En effet, outre le service administratif de la Marine, les commissaires sont compétents, au XIXème siècle, pour les affaires maritimes : la navigation commerciale, la pêche maritime, le statut professionnel des marins, les colonies. Ils interviennent dans l’ensemble des matières relevant du ministre de la Marine et des colonies. Cette situation est héritée de l’Ancien Régime. Elle témoigne de l’influence des idées de Colbert sur l’administration des affaires maritimes. Quand il devient secrétaire d’État à la Marine, il met en place non pas un ministère technique chargé des opérations navales, mais une administration chargée de développer l’activité maritime française. Il s’appuie, à cette fin, sur les commissaires de la Marine. Cette situation ne cesse qu’avec l’apparition des navires modernes, en acier et propulsés par vapeur, au XIXème siècle. / Commissioners of the Navy had been, until 2010, the officers in charge for logistical support and financial services in the French Navy. These areas of responsibility are merely a remainder of their former competences, which they had been exercising until the eve of the First World War. As a matter of fact, commissioners of the Navy were not only in charge for administrative services of the French Navy, but also for all maritime affairs, such as maritime navigation, marine fisheries, the professional status of sailors, and the colonies. They intervened within the field of competence of the Ministry for the Navy and the colonies. This situation is a legacy of the Monarchy and demonstrates the influence of Colbert’s doctrine with regard to the administration of maritime affairs. When he became Secretary of State for the Navy, he did not set up a ministry only concerned by naval warfare, but an administration in charge of the development of French maritime activity. For this purpose, he relied on commissioners of the Navy. This situation ceased only in the 19th century with the emergence of steamships.

With the majority of the oceans lying outside the borders of national jurisdiction, it is not easy to preserve them healthy and secure as the ‘shared responsibility’ is not recognized unambiguously in the global world. The recent turn to the maritime sphere is visible in the UN 2030 Agenda on Sustainable Development that has been widely advocated by the EU. The latter’s commitment to sustainable ocean governance involves action beyond borders, which has a considerable impact on the global maritime sphere as well as on developing countries depending on the seas. On the one hand, the EU’s pursuit of sustainable ocean governance is informed by the norms and values that the organization possesses and tries to promote in its response to global challenges. On the other, the normative principles and the EU’s flowery rhetoric serve as a mean to rationalize Union’s pursuit of self-interest. This study analyses both dimensions of the organization’s engagement in the maritime sphere, considering oceans as a ‘placeful’ environment that has to be treated in the same way as the land is. By exploring the external dimension of EU’s action in the field, the thesis allows to see that EU’s pursuit of sustainable ocean governance has to be understood as a process in which the strategic aims are imbued with genuine moral concerns. Nevertheless, those can sometimes be undermined by the material policy outcomes visible in the West African coastal states such as Mauritania and Senegal.