7.
board. Such operations were very often counted as "rescues". In more recent times, a smaller scale "ferry-boat" service has come into operation. Refugees pay for safe passage on a fishing vessel which usually carries some 40 refugees per voyage. Such vessels are seaworthy and have no reason to appeal for "rescue". Refugees arriving on this service are counted as direct arrivals not rescues. (UNHCR does not condone this service, which is discouraged by the authorities of first asylum countries.)
44.
Another factor complicating comparison over time is the extent of mercy ship activity. This was very high until 1982. There was none in 1983 and 1984 and there was a comparatively small operation in 1985.
V.
45.
CHANGING PATTERNS OF MARITIME ACTIVITY
Many European shipowners have sought to explain the decline in rescue, 1982-1984, in terms of general economic decline which has caused a reduction in shipping in the South China Sea. If there are less ships around, there are fewer rescues.
46.
Annex 10 shows the total number of visits by merchant vessels in all the major ports of the region. The total number of such visits has been increasing steadily from 94,067 in 1979 to 129,188 in 1985. The only country with a decrease in merchant traffic is the Philippines, whilst the increase is most dramatically evident in the Republic of Korea, Taiwan and Thailand (undoubtedly these changing patterns of maritime activity reflect the changing economic fortunes of these countries). More specifically significant for this Report however, is the fact that merchant traffic in Singapore has increased by 26% and Hong Kong by 31%. Since the shipping line between Hong Kong and Singapore is also the "refugee line" (the route taken by refugee boats), the increase in port traffic figures suggests that more ships are in the South China Sea and that there should therefore be more rescues.
This is, unfortunately, a rather simple logic.
47.
It will be noted from Annex 11, Merchant Traffic in Hong Kong and Singapore, that most of the increase in maritime activity is made up of vessels flying Asian flags, particularly the People's Republic of China and the Republic of Korea, but it also includes all Southeast Asian countries. (Figures for Hong Kong shipping are not available, since the Lloyds Register includes them in a single figure under "UK & colonies".)
48.
The number of vessels flying Panamanian flags has increased by about one-third in both ports. It is interesting to note however that visits by ships flying the other major convenience flag, that of Liberia, has decreased in both ports. The hypothesis arises therefore that a large measure of switching has taken place from Liberian to Panamanian flags. On balance it is true to say that whilst the number of ships flying flags of convenience has increased, this increase seems to be proportionate to the general increase in merchant traffic in the two ports.
49.
The greatest increase in merchant traffic is evident among ships flying flags of countries which are not noted for their encouragement of rescue at sea. The presence of ships flying flags of RASRO countries has generally declined. Ony Denmark has enlarged its presence to any notable degree. Visits by United States' merchant vessels show a slight increase. Ships flying the flags of Australia, France, Netherlands, Sweden and Switzerland
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