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- 주제어 : 국제선박등록제도 (검색결과 3 건)
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16∼17세기 에 영국선주들이 무역 또는 어로제한을 회피하기 위해 스페인이나 프랑스에 치적한 사례가 있다. 그러나 엄밀한 의미에서 1920년대 이전의 편의치적은 유사 편의치적제도로서 오늘날의 편의치적과 근본적으로 다르다 할 수 있다. 20세기 전의 편의치적제도는 단순히 외국선으로서 비경제적인 이유에서 발생한 것 이다. 이에 비해 20세기 편의치적선은 노동문제와 금융상의 이유, 또는 조세를 도피할 목적과 같이 주로 경제적인 이유에서 발달하였다 할 수 있다. 이 외에도 안전 및 환경에 관한 규제로부터 도피하기 위하여 상당수 선박이 편의치적으로 이적하고 있다. 이와 같이 경제적 이유에서 발달하기 시작한 편의치적선은 1939년 당시 총80만톤정도로 추정되며 세계선대의 1.2%를 차지하였다. 이후 1950년대부터 증가세가 두드러지면서 1970년대 후반에는 그 비율이 30%를 넘어섰고 지금은 세계선대의 과반수 이상이 편의치적선이라 할 수 있다. 결국 20세기의 세계 해운산업은 편의치적제도에 의해 지탱되어지고 있다고 결론 지을수 있다. 그러나 이러한 편의치적선제도를 세계 주요기관 및 국가들은 불법치적으로 간주하고 있는 추세이다. 모든 산업이 그렇듯 안전과 환경은 무엇보다 중요시 되어야 한다. 이러한 안전 및 환경규제의 강화로 더 많은 선주들이 편의치적제도를 악 이용하는 것에 대한 문제는 하루빨리 시정되어야 할 부분이라 할 수 있다. 이러한 문제를 해결하기위해 세계 주요 해운국들은 자국에 맞는 해운정책을 재정하여 제2선박제도 같은 국제선박등록제도를 시행 운영하면서 자국의 해운경쟁력을 과시하고 있다. 영국을 비롯 노르웨이, 독일 등 선진해운국가들은 자국상선대의 해외유출 방지와 국제경쟁력 강화를 위해 선박등록제도를 도입한데 이어, 최근에는 해운수입에 대한 법인소득과세를 대신하는 새로운 톤세제도를 도입하는 등 자국해운산업에 대해 적극적인 지원시책을 펼치고 있어 주목된다. 한국선주협회가 최근 조사분석한 “주요 선진국가의 해운지원정책 추진현황”에 따르면, 이들 국가들은 종전의 소극적인 해운지원정책에서 벗어나 직접적인 해운보조금을 지급하는 등 적극적인 지원을 통해 자국의 해운산업의 경쟁력을 강화해 나가고 있는 것으로 분석됐다. “Flags of Convenience" or "Open Registry" have developed in recent years as an economic necessisy costs to be cut in response to an over-tonnaged marketplace where low to non-existent profit margines were the nirm under the registers of the traditonal maritime nation. As such, it has been used to characterize national maritime sectors, however, there is still not complete agreement as to its proper definition and objectives. According to the ITF, the most important of these criteria in classifying a register as an FOC is whether the majority of vessels on the register are foreign owned or controlled. Second Registers are sometimes referred to as "Offshore" or "International Registers"and generally perceived as a response by the TMNs to the steady decline of tonnage registered under the flags of such countries. From the perspective of the ITF, a second register emulates an FOC in nearly all its criteria except that tonnage mostly consist of nationally-owned ships and the register usually has conditions in place which are acceptable to the unions of the flag state. Most of the Second Registers were specially created during the 1980s with the specific purpose of stemming the tide of flaggong-out. In addition to the definitive lists, where a vessel operates under flag of a second register but ownership lies outside the flag state, ITF will categorize and treat it as an FOC ship. Conversely, where owners of vessels are genuinely located within a designated FOC state, then the ITF advocates that their ships should not be treated as FOC. The NIS was established by the Norwegian government in 1987 as a means to halt this reduction of the Norwegian fleet and thereby maintain Norway's traditional maritime infrastruture. Foreigners owned 54 percent of the total NIS tinnage in 2004. This is an increase of 21 percentage points since 1998. The Norwegian-owned NIS tonnage was below 10 million gross tonnes in both 2003 and 2004. This is the first time has happened since the NIS was established in 1987. The Singapore Registry of Ship(SRS) was established in 1966 and efforts to promote it continue. The Singapore merchant fleet has been growing at a rate of about 10 percent in recent years. The autonomous Hong Kong Shipping Register was set up on 3 December 1990 under the Hong Kong Merchant Shipping. Upon the reunification with the People's Republic of Chana(PRC), the Hong Kong Special Administrative Region (HKSAR) is authorized by the Government of the PRC to maintain a separate register and issue certificates using the name "Hong Kong, China" This article analyses the growth of the Norwegian International Ship Register(NIS), Singapore Registry(SRS), Hong Kong Shipping Register and the basis for this growth. By way of introduction, the establishment of the NIS, SRS, Hong Kong Shipping Register and the motivation for the changes in main country shipping policy are presented.
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박찬홍 한국해양대학교 대학원 2010 국내석사
Historically, "FOC(flags of convenience, hereinafter refer to FOC)" has originated since World War I, and especially the Second World War and while its definition is still lacking, "FOC" generally refers to the practice of registering and operating merchant vessels by nationals other than by the registering country. The importance of "FOC" may be seen by the percentage of world shipping which reached 52.1% in 2008, compared with 12.4% in 1960. The reasons behind the "FOC" has been primarily the desire of the owners of the vessel to avoid heavy taxation and inconvenient, stringent, or demanding government rules and regulations such as those pertaining to labor and safety questions, their own countries. Liberia and Panama are the most popular "FOC" countries and, besides these, such countries as Cyprus, Malta, Hong Kong, Bermuda, Bahamas, Singapore can be listed in that category. By the way, it is clear that most FOC states, if not all, do not enforce the major international safety conventions - SOLAS, LL, MARPOL, STCW etc. - and that many vessels under FOC states are substandard and hazardous. For the past thirty years, many of the ships registered in FOC have been involved in the major maritime incidents. The reasons for these incidents are violations of the safety regulations and cheap, untrained crews. The flag state is primarily responsible for implementing IMO conventions and national laws and other standards as far as its own vessels are concerned. However, the most FOC states have lax enforcement rules and regulations to control vessels under their flags. Therefore, the international community attempted to define and regulate the "Genuine Link" between a vessel and its flag state through the incorporation of the Article relating to the definition of "Genuine Link" on the 1958 Geneva Convention on the High Seas, 1982 UNCLOS(United Nations Convention on the Law of the Sea) and 1986 UNCCRS(United Nations Convention on Condition for Registration of Ships). The IMO has spared no effort to enhance the safety of vessels and protect the marine environment through the adoption of the major international conventions and introduction of the Port State Control etc. Moreover, the Port States and Coastal States have exercised jurisdiction in their territorial seas and internal waters over vessels violating international accepted rules and regulations. By the way, there are no effective and substantial measures in substantial to control the substandard FOC vessels in order to enhance the safety of ships and protect the marine environment. Therefore, this paper aims at studying effective measures to ensure the safety of FOC vessels after identifying and analyzing the concepts of FOC vessels in international law, Flag State jurisdiction, Coastal State jurisdiction and Port State jurisdiction.
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