A note on ship shares and modern ship ownership
Hi,
In the real world I'm a naval architect, and before that I had spent some time at school studying a variety of things, trying to make up my mind on what I wanted to do with the rest of my life. Eventually before going away to study naval architecture, I had begun to focus in on a business administration major (primarily considering focusing on accounting). After getting my degree in naval architecture & marine engineering though, I still retained an interest in ship operations and economics, and I collected a number of books, etc in the field of ship finance, accounting and operations.
Although its been awhile (at least 10 to 15 years) since I've looked through them, the discussions on Mongoose Traveller and its ship shares system, had gotten me to dig them out again, and I thought it might be worthwhile to the discussion to provide a little insight into what they say, as well as also provide some more recent info from the Organization of Economic Co-operation and Development (OECD) website.
Here are two documents from the OECD website, that although they deal mostly with ownership and control of ships, how the actual ownership of a vessel can be hidden within these frameworks, and how this may impact maritime security, they give alot of insight into some of these differing types of ownership.
http://www.oecd.org/dataoecd/53/9/17846120.pdf
http://www.oecd.org/dataoecd/62/39/32049167.pdf
In general, modern commercial ships can be owned through a wide array of different institutional devices, not limited to just standard corporations, such as Private Limited Companies, International Business Corporations, Trusts, Foundations, and/or Partnerships.
In accordance with the book "Financing Ship Acquisitions" by Francis Paine its not uncommon for an organization that owns more than one ship to structure itself so that each ship is owned by a separate subsidiary company to help in limiting liability, with separate sister companies often providing the manning, operations support, and other services.
Additionally, the 1st document from the OECD website notes that:
This paper goes on to note that shares can be 'ordinary' shares, or 'bearer' shares, where ordinary shares appear to include some degree of registration and tracking of the shareholder (though a 'nominee shareholder' can be appointed by an owner to act on his behalf, if he wishes to not expose his idenitity) while 'bearer' shares are not really registered by any means and as such;
Anyway, I guess from all this, it seems to me is that even for modern ocean going ships, simple corporations are not the only means of ship ownership, and;
Anyway, I thought it was interesting reading about how convoluted modern ocean-going ship ownership can be and I just wanted to share this data and the two links above, as I thought they may help others in deciding whether the method outlined in MGT for ship shares seems reasonable or not in comparison to modrn real-world practices.
Regards
PF
Hi,
In the real world I'm a naval architect, and before that I had spent some time at school studying a variety of things, trying to make up my mind on what I wanted to do with the rest of my life. Eventually before going away to study naval architecture, I had begun to focus in on a business administration major (primarily considering focusing on accounting). After getting my degree in naval architecture & marine engineering though, I still retained an interest in ship operations and economics, and I collected a number of books, etc in the field of ship finance, accounting and operations.
Although its been awhile (at least 10 to 15 years) since I've looked through them, the discussions on Mongoose Traveller and its ship shares system, had gotten me to dig them out again, and I thought it might be worthwhile to the discussion to provide a little insight into what they say, as well as also provide some more recent info from the Organization of Economic Co-operation and Development (OECD) website.
Here are two documents from the OECD website, that although they deal mostly with ownership and control of ships, how the actual ownership of a vessel can be hidden within these frameworks, and how this may impact maritime security, they give alot of insight into some of these differing types of ownership.
http://www.oecd.org/dataoecd/53/9/17846120.pdf
http://www.oecd.org/dataoecd/62/39/32049167.pdf
In general, modern commercial ships can be owned through a wide array of different institutional devices, not limited to just standard corporations, such as Private Limited Companies, International Business Corporations, Trusts, Foundations, and/or Partnerships.
In accordance with the book "Financing Ship Acquisitions" by Francis Paine its not uncommon for an organization that owns more than one ship to structure itself so that each ship is owned by a separate subsidiary company to help in limiting liability, with separate sister companies often providing the manning, operations support, and other services.
Additionally, the 1st document from the OECD website notes that:
"It is implicit that private companies must have at least one share, and at least one shareholder. Generally such companies are created with a structure that contains more than one share, but compared to public companies there are far fewer shares in private companies (counted in single digits rather than millions) so it is far easier for such private companies to be controlled by a small number of people, or perhaps only one person."
This paper goes on to note that shares can be 'ordinary' shares, or 'bearer' shares, where ordinary shares appear to include some degree of registration and tracking of the shareholder (though a 'nominee shareholder' can be appointed by an owner to act on his behalf, if he wishes to not expose his idenitity) while 'bearer' shares are not really registered by any means and as such;
"Because of their very nature bearer shares provide a high level of anonymity and are easily transferable ... [which] is especially the case when these bearer shares are issued by private limited companies."
Anyway, I guess from all this, it seems to me is that even for modern ocean going ships, simple corporations are not the only means of ship ownership, and;
- in some instances individual companies often exist for the sole purpose of owning a specific ship (with items such as operating and maintaining the ship being handled by other sister companies),
- if privately held the distribution of the ownership of shares in the company that owns the ship can be very limited, and
- these shares can either be normal 'registered' shares or 'bearer' shares which can easily be transferred from person to person.
Anyway, I thought it was interesting reading about how convoluted modern ocean-going ship ownership can be and I just wanted to share this data and the two links above, as I thought they may help others in deciding whether the method outlined in MGT for ship shares seems reasonable or not in comparison to modrn real-world practices.
Regards
PF
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