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題名:台灣執行港口國管制運作機制之研究
作者:劉詩宗
作者(外文):Liou, Shy-Tzong
校院名稱:國立臺灣海洋大學
系所名稱:航運管理學系
指導教授:張志清
林光
學位類別:博士
出版日期:2011
主題關鍵詞:港口國管制海事安全次標準船灰色關聯性分析層級分析法Port state controlMaritime safetySub-standard shipGrey relation analysisAHP
原始連結:連回原系統網址new window
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台灣位居國際海運要衝,川航途經台灣水域年約數萬艘次船舶,近年來在該週邊海域陸續發生改裝、老舊外籍貨輪沉船事件,突顯港口國對外籍船舶之安全檢查亮起紅燈。檢視國外文獻,各國為提升海運運輸安全,均成立專責組織,以進行港口國管制(Port State Control; PSC)檢查業務,其目的除了預防海難事故發生及提升安全性外,並期於專責組織之成立可以確保其獨立性與公信力。惟台灣現行港口國管制之檢查業務由各商港營運機構負責,一旦船舶被檢查出有重大缺失,常令商港營運機構負責人陷入扣船與否之兩難,亦被外界質疑其公正性與客觀性。
台灣執行港口國管制面臨挑戰,檢查業務之執行係由各國際商港調訓人員擔任,均屬兼任性質,致檢查業務非屬核心業務,執行績效不被重視;亦未設置專責之港口國管制執行單位,難發揮團隊功效;復以,台灣非屬國際海事組織(International Maritime Organization; IMO),諸多公約規範與會議無法及時取得與參與,港口國管制執行法令與程序標準訂定,與國際接軌恐有落差,以上俱屬運作機制體系,有待檢討改善。
本文透過相關歷史資料與專家焦點訪談獲取執行所面臨問題,經應用層級程序分析法與灰關聯分析來設計最適之執行港口國管制組織方案,並擬定檢查項目及遴選制度。本研究獲致,(1)執行港口國管制組織方案,以「在交通部設置部屬獨立機關」最適,但初期可先採用「在交通部內設港口國管制委員會」。 (2)建立優先遴選港口國管制抽檢船舶對象計算表。(3) 執行港口國管制以專業素質最為重要,其次為人力規模。 (4) 臺灣國際商港港口國管制檢查員(Port State Control Officer; PSCO)優先遴選船舶檢查之主要考量為「明顯證據」與「船旗國」兩大因素,與相關文獻運用不同研究方法所得到結果相似,也是Tokyo MOU要求各國執行遴選目標船之重要參採考慮因素。另依據文獻研究發現,次標準船與被檢查出缺失、海難之間常存在因果關係。故建議政府當局宜儘速設置港口國管制專責組織,俾投注更多專業人力,加強港口國管制檢查,以減少次標準船在台灣週邊海域肇事,提升海運運輸安全。
As one of the major international shipping hubs in Asia, Taiwan has tens of thousands ships navigating through its waters every year. Recently, numbers of incidents such as the sinking of badly-converted and old foreign-flag ships have happened in its surrounding waters signaling a warning of the inspection mechanism of port state safety of foreign-flag ships calling and transiting Taiwan waters. Many countries have set up a dedicated organization to carry out port state control inspections and thus to enhance maritime transport safety. However Taiwan's existing port state control (PSC) inspection is carried out by the respective port operators. Once the ship is detected to have a major defect, the port operators often fall into a dilemma of whether or not to detain the vessel impartially and objectively.
The implementation of PSC in Taiwan is currently facing challenges. The related matters implemented by part-time staffs of respective port authorities is considered as non-core business within their organizations. It is not taken seriously. There is not any selected agency for PSC to produce team effectiveness. Furthermore, Taiwan is not an International Maritime Organization (IMO) member yet, it can not join international conventions to timely access lots of related required information, and thus there is a gap between international standards and its procedures to implement relevant PSC acts. The above difficulties, all need to be reviewed and improved.
This thesis firstly obtain information from reviewing the historical data and secondly to interview with experts’ opinions. It also applies AHP to design the optimal implementing organization of PSC programs. Developing examination items and selection of system for Grey relational analysis are carried out. The conclusions of this thesis are as follow: (1) to set up an independent authority or to set up a PSC Committee under Ministry of Transportation and Communications (MOTC) are all feasible alternatives for the implementation of PSC organization; (2) to establish the priority table for selection and sampling of PSC ships; (3) to enforce PSC professional quality is the most important job, and then follows the human scale; (4) the Port State Control officer (PSCO)’s main considerations in the priority for selection of ship inspections in Taiwan Ports are "clarity of evidence" and "flag state", similar to the results obtained and advocated by the Tokyo memorandum of understanding (Tokyo MOU) requirement. In addition, there has often relationship between the defect and the casualties of sub-standard ships. This thesis suggests that Taiwan government set up a designated PSC organization to provide more professional human resources, thus to strengthen the PSC examination, to reduce the casualty of sub-standard ships in the surrounding waters, furthermore, to improve the port state control of Taiwan, and to enhance maritime transport safety.
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