The marine environment’s evolving discourse on oil pollution in the High Seas since the 1958 Convention on the High Seas and the Convention on Fishing and Conservation of the Living Resources of the High Seas is of great significance. This research aims to investigate the changes and developments in this discourse, shedding light on the importance of addressing oil pollution and its impact on the marine environment. By examining the changes in discourse, the study aims to highlight the difficulty of the problem and the potential implications of its resolution. The approach involves analyzing the 1958 Conventions, GESAMP reports, and the 1982 United Nations Convention on the Law of the Sea. The findings indicate that the 1982 treaty successfully addressed the semantic ambiguity of the terms ships and oil found in the 1958 Conventions. The inclusion of the term vessels in the treaty provided a more comprehensive definition, ensuring coverage of all types of ships. Furthermore, the discourse expanded beyond a singular focus on oil, encompassing a broader range of pollutants and environmental concerns. These results signify progress towards a more holistic approach to combat oil pollution in the high seas. The implications of these findings underscore the importance of ongoing efforts to protect and preserve the marine environment.

The maritime industry must deal with several challenges and difficulties to tackle climate change. Organisations and companies are pursuing strategies to decarbonize the operations and provide an efficient and sustainable model for the shipping sector that would not damage the natural environment. The International Maritime Organisation (IMO) and the European Union have implemented a set of regulations to tackle the rapid increase of Greenhouse Gas emissions, researching and developing new marine fuel technologies. Decision-making processes have been usually used with the participation of several stakeholders, concluding on an eventual ranking of several alternatives. However, this master thesis assesses with the aid of a Multi-criteria Decision Analysis (MCDA) methodology, and the Distance To Target weighting scheme four marine fuels technologies. It takes into consideration science-based targets, especially the Planetary Boundaries framework and the United Nations Sustainable Development Goals, with the overall goal to assess the robustness of the results and compare them with other conducted analyses. The final results shows that hydrogen is defined as the most sustainable fuel, based on 5 selected criteria, followed by ammonia, LBG and LNG. However, there are differences between conventional MCDA and current research’s results when it comes to the weighting of the sustainability criteria, which is based on assumptions that have been made during the analysis. More accurate data on marine fuel technologies, and specific science-based targets for the maritime industry would assist decision-making methodologies, leading to objective outcomes.

"The use of advanced materials in the construction of high-speed craft is becoming more commonplace. However, there are certain requirements set in the High Speed Craft Code (published by IMO) that restrict the use of materials based on results from full scale room fire testing (ISO 9705). An obvious benefit would be gained by simulating the results of these full-scale tests using bench scale data from the Cone Calorimeter and LIFT apparatus. A flame-spread algorithm developed by Henri Mitler at the National Institute of Standards and Technology was selected for implementation into the zone fire model CFAST. This algorithm was modified from its original form, so that it could simulate flame spread on wall/ceiling lining materials for both sidewall and corner scenarios, including ISO 9705 as prescribed in the High Speed Craft Code. Changes to the algorithm included geometry of flame spread across the ceiling, flame height, radiation exchange, ignition burner heat flux maps, and multiple pyrolysis zones. The new flame spread algorithm was evaluated against room corner test data from four different marine composite materials tested per ISO 9705."

政策是公權力對大眾利益表現一種型態，為確保其一貫施政品質，公共治理的理論，逐漸重視政策的效果 - 政策論證（policy argument），尤其以全民政治為基礎的政策治理，對於整體資源的投入/產出，必須強化其自體檢核功能。 航運的操作有兩項基本的動因，一個是船，另一個是船員，兩者缺一不可，然後貨才能「暢其流」，尤其船員的因素，是航運興衰的關鍵動因。我國在邁進開發國家之列時，對於各類專業人才必須予以適當的培訓及保障，整體經濟的生產力才能提升，並能強化競爭力，邁向國際化，航運業界、政府及學界均應有此共識，在面對國際船員訓練、發證的考驗時，同心協力，參與國際海事組織(IMO)船員訓練發證政策的挑戰，突破港口國管制(PSC)的檢查，使船員在工作保障及社會福利有所依循，以符合船員訓練STCW 78/95國際公約修訂的檢查及港口國管制(PSC)的要求標準。 中國方面，因為是國際海事組織(IMO)的會員，對於船員訓練及發證，均按照STCW78/95國際公約的規定與要求，頒布一系列規章及訓練規範，而且根據中國「民法通則」規定，法律條約沒有規定的，可適用國際慣例，中華民國的船員執業證照則處於相對不確定的狀況，尚待政府的國際政策躓琢。 由於兩岸經濟依存，政治對立，各自表述，在意識形態上產生不接軌的現象，再加上國際情勢發展的不對稱影響，我國船員訓練主管單位及相關港監部門及學術組織，本於國家利益的基礎上，為謀我國航運業的發展及保障船員的工作權，除強化國內的船員訓練品質，另確有必要務實的參與國際組織相關活動及其相互間的合作，將我國現職船員訓練符合STCW 78/95國際公約之發證政策與執行規定，順利遞送國際海事組織(IMO)的秘書處，並確認發證履行報告，完成從第三走廊(軌道)列入〈白名單〉（White List）之列(如本論文第五章敘述)。 本研究肇因於國際公約的修訂，影響我國船員訓練執業證書的認可，政府從一貫的船員政策實施過程為核心，配合考試、適任評估，目標是符合國際公約STCW 78/95的標準及船員證照認證的公共治理為論證(policy argument)，從質性研究的模式，並依政治學方法論的比較研究法及政策論證的步驟與國際關係（IR）的談判元素，全文以建構類型(constructive typology) 理論，作為理論架構，驗證第三軌道的模式。 / Decision-making is the pattern that shows a certain type of state authority; administrative power displays the attitude to the general interests based on effectiveness of administration. In order to guarantee its consistent administrative quality, the administration theory shows how a state manages its public policy. Also, governments undoubtedly pay much attention to the outcome of them. How those public policies are approved (i.e., policy arguments), also exemplify the fact that decision-making is based on the participation of individuals in whole society. Inputs/output model could strengthen our knowledge from the key function of physical examination. There are two basic theories regarding the operation of shipping. One is the ship; with the other one names the seafarer. None of them can be dispensed with—can commodities be transported smoothly only through this understanding. Seafarer's role, in particular, is the key factor attributing to the shipping frequency. The Republic of China (ROC) on Taiwan has to offer proper crew training so as to guarantee all kinds of qualified personnel in a specific field are sufficient while striding forward to develop its economy. Only if the productivity could be promoted, can the ROC strengthen competitiveness, march forward to further internationalization. Shipping could reflect a certain country’s industrial level, governmental effectiveness and its educational development. As local trains’ seafarers— instead of by international authorities, this country encounters the license-issuing problem. Only through concerted efforts, can this country meet ordeals when participating in International Maritime Organization (IMO)’s training and license-issuing process, pass through the inspection that the port state controlled (PSC), make seafarers’ rights guaranteed. In addition, the ROC has to assure seafarers’ welfare, in accordance with the inspection of the international convention revising (STCW 78/95) and to the standard demanded by the port state control (PSC). The People’s Republic of China (PRC) is a member of International Maritime Organization (IMO). The PRC obeys the regulations and request of international convention STCW78/95, the general rule of the civil law, and announces a series of training rules when training seafarers and issuing licenses. The PRC also declares that they could apply to international custom if their lacks of local regulations. In contrast, the seafarers of the Republic of China are still not for sure that they could be issues operation certificates. The ROC government is awaited to do something. Economies along the two sides of the Taiwan Straits have become mutually interdependent, whereas their political relations are still stridently confrontational. Due to the huge gap between their international statuses, the authorities that responsible for seafarer training and harbor supervisors, as well as scholars, have to promote the training quality of our seafarers, participate caucuses and activities of various international organizations so as to assure the ROC’s sea transportation and their working opportunities. The government has to submit its 78/95 STCW regulations training post crewman to the Secretariat of the International Maritime Organization (IMO), confirm license-issuing and fulfill the report, enlist itself to the White List from the “Third Track (as noted in Chapter 5).” This research could be attributed to the revision of the international convention, which affects the validity the ROC’s approval to the certificates in seafarer training and issuing licenses. The government designs courses from consistent policies of seafarer training, helping seafarers pass examination and evaluation and finally reach the standard of international convention named STCW 78/95. In addition, one of the government’s objectives is to comply the policy argument of governance concerning license issuing. This author tries to apply to quality research, comparative methodology, and negotiating factor in international relations (IR), and constructive typology for the purpose of verifying the operation of the “Third Track.”

Pour réglementer les activités de navigation civile internationale, aérienne et maritime, les États ont choisi d’agir au moyen de deux institutions spécialisées du système des Nations Unies. L’Organisation de l’aviation civile internationale (OACI) et l’Organisation maritime internationale (OMI) ont été investies du pouvoir de superviser l’élaboration de règles techniques applicables à ces matières. De façon générale, les règles adoptées par ces Organisations doivent, pour prendre effet, être acceptées par les États, sous diverses formes (tacites ou expresses, collectives, voire individuelles). Leur application est tributaire d’actes unilatéraux des États, qui agissent parfois collectivement, étant souvent amiablement contrôlés par l’OACI ou l’OMI. Derrière une apparente clarté, se dissimulent des zones d’ombre. Outre, la situation des tiers et des personnes privées, et les rapports entre l’ordre international et les ordres juridiques étatiques, la nature de ces institutions normatives interroge. Y voir des autorités normatives agissant sur le fondement de pouvoirs constitués serait, en effet, ignorer le jeu incessant de la volonté des États, qui, partout là où il étire les pouvoirs de l’institution, montre l’irréductible liberté contractuelle et constituante de ces mêmes États. Le degré de centralisation de ces systèmes s’effacerait sous le constat que leur effectivité repose sur la volonté même de leurs sujets, plus ou moins tenue par des nécessités techniques, ce qui n’est pas sans conséquences pratiques. / In order to regulate the international civil navigation (air and maritime), the States have chosen to act through two specialized United Nations agencies. Hence they confered the International Civil Aviaton Organization (ICAO) and the International Maritime Organization (IMO) the power to oversee the elaboration of technical rules relevant to this field. In general, the rules adopted by these organizations require various forms of States acceptance to be effective (i.e. express or implied, collective or individual forms). Their implementation depends on unilateral acts of States, that can sometimes act sometimes collectively. And the States are often amicably controlled by the ICAO or the IMO. Behind the apparent clarity, lay some gray areas. Beyond the situation of third and private individuals, and the relationship between international order and national legal systems, one can wonder about the nature of these normative institutions. These could be perceived as normative authorities acting on the basis of an established power. However, this interpretation would ignore the incessant game of States’ will. Whenever the will of the States stretches the power of the institution, the irreducible constituent and contractual freedom of the States appears. The degree of centralization of these systems would be blurred by the observation that their effectiveness depends on the willingness itself of their subjects, which is more or less held by technical necessities, and that would not be without practical consequences.