International Operation In Maritime & Shipping Industry

Thesis Title: Careers and Labour Market Flexibility in Global Industries: The Case of Seafarers
The flexibilisation of labour in the global labour market has been a bone of contention among scholars from different disciplines over the past four decades. On the one hand, such employment is seen as a detrimental practice to employees, who might lose their occupational identity as well as constantly experience job insecurity and uncertainty. On the other hand, flexible employment is perceived as the pillar of freedom, enabling individuals to fulfil their potential through increasing labour market opportunities. In an attempt to assess these competing views within the context of a global industry where flexible employment is commonplace, the shipping industry has been chosen as the basis of an investigation to answer the following research questions:
1. To what extent are flexible employment arrangements perceived as beneficial to employers?
2. What are the perceived implications of flexible employment arrangements for employees?
3. What is the relationship between the flexibility of employment and the occupational identities of seafarers?
To answer these research questions, qualitative research methods were used to speak to over 70 participants. The methods included mostly semi-structured in-depth interviews and informal conversations conducted aboard a cargo ship.
The findings of the thesis can be largely divided into three main aspects. First, the thesis sheds light on the complexities of flexible employment in the shipping industry (i.e. the perceived negative and positive implications of such employment) for employers and employees. Secondly, using the shipping industry as an example, the thesis challenges current widespread views about the benefits of flexible employment to employers. Thirdly, the thesis presents the idea of a ‘double occupational identity’ to describe the often-complex occupational identity of seafarers related to differences in perceived labour market power.
Several strengths, limitations, and recommendations for policy and also for major stakeholders in the shipping industry are raised at the end of the thesis.
Key words: Career; Employment; Flexible Labour; Global Labour Market; In-Depth Interviews; Job; Occupational Identity; Precarious Work; Qualitative Research Methods; Seafarers; Seafaring Career; Shipping; Work.

Οι ναυτιλιακές επιχειρήσεις, ιδιαίτερα όσες δραστηριοποιούνται στις παγκόσμιες ναυλαγορές, αποτελούν ένα συναρπαστικό αντικείμενο μελέτης. Είναι πολύπλοκοι οργανισμοί, που καλούνται να λειτουργήσουν σε ένα σύνθετο και δυναμικό επιχειρηματικό περιβάλλον, το οποίο δεν έχει γεωγραφικά όρια. Οι ιδιαιτερότητες αυτού του περιβάλλοντος προσανατολίζουν τις επιχειρήσεις σε επιλογές που συμβάλλουν στην ενίσχυση της ανταγωνιστικότητάς τους, όπως η διαφοροποίηση του τόπου λειτουργίας πλοίων και γραφείων, αλλά και του θεσμικού πλαισίου τους, και η απασχόληση σε αυτές πολυπολιτισμικού ανθρώπινου δυναμικού. Όλοι αυτοί οι παράγοντες οδηγούν, αναπόφευκτα, σε προσαρμογές όσον αφορά την οργάνωση και τη διοίκηση των επιχειρήσεων, προκειμένου να αναζητηθούν λύσεις για τη βελτίωση της αποτελεσματικότητας και της αποδοτικότητάς τους.
Στην παρούσα μελέτη εξετάζεται η ναυτιλιακή επιχείρηση σε συνάρτηση με το περιβάλλον στο οποίο κινείται, αναλύονται οι λειτουργίες της, η οργάνωσή της και οι παράγοντες που την προσδιορίζουν, καθώς και η τμηματοποίησή της, ενώ αναπτύσσονται θέματα σχετικά με το ανθρώπινο δυναμικό της, τη διοίκηση ασφάλειας, την εξωτερίκευση λειτουργιών και την Εταιρική Κοινωνική Ευθύνη. Το θεωρητικό πλαίσιο συμπληρώνεται με μελέτες περιπτώσεων και αναφορές σε επιτυχημένες πρακτικές ναυτιλιακών επιχειρήσεων από την Ελλάδα και το εξωτερικό. Ιδιαίτερη έμφαση δίνεται στις επιχειρήσεις της χύδην φορτηγού ναυτιλίας, γιατί όχι μόνο αποτελούν την αγορά με τη μεγαλύτερη πολυμορφία και τις περισσότερες ιδιαιτερότητες, αλλά, επιπλέον, σε αυτήν δραστηριοποιούνται με απόλυτη επιτυχία οι περισσότερες ελληνόκτητες επιχειρήσεις.

The Automatic Identification System (AIS) is intended, primarily, to allow ships to “view” marine traffic in their area and to “be seen” by that traffic; it is an automatic tracking system used on ships and by Vessel Traffic Services (VTS). AIS integrates a standardized VHF transceiver with a positioning system such as a GPS receiver, with other electronic navigation sensors (such as a gyro-compass or a rate of turn indicator). Vessels fitted with AIS transceivers can be tracked by AIS base stations located along coast lines or, when out of range of terrestrial networks, through a growing number of satellites that are fitted with special AIS receivers which are capable of "de-conflicting" a large number of signatures. AIS is an open-sourced system that relies on VHF broadcasts on open frequencies. It is therefore vulnerable to malicious transmissions and runs the risk of being manipulated by individuals seeking to deceive the system. Briefly, the system under discussion is vulnerable to data manipulation, spoofing and hacking. It is also necessary to point out that there are two main type of manipulation: a) Internet based and b) “actually” altering AIS transmissions. The most common and widely recognized issue of AIS manipulation has been with Internet-related usage of AIS data on publicly available websites that display data compiled from multiple sources. The other manipulation possibility is within the live AIS network of transmissions to and from vessels via VHF.

This article discusses the International Maritime Organization's (IMO) theme for 2013, namely, “Sustainable Development: IMO’s Contribution beyond Rio+20.” The theme will serve for the World Maritime Day, coinciding on 26 September 2013. The article highlights some of IMO's more salient achievements in its 55 years of existence in the quest for sustainability. Challenges and limitations in IMO's governance paradigms are also emphasised, pointing to measured expectations.

The most controversial and the most recently discussed matter between the country’s professionals and the government of Sri Lanka is the ETCA agreement, which will be signed with INDIA. As per the government sources the framework of this agreement will be signed in the December, 2016. Amidst the situation that a proper draft has not been issued to the public, many do concern about the conditions and the sentences which may include in the agreement.

This is an earlier and substantially lengthier version of the European Commission’s Green Paper on Ports and Maritime Infrastructure, which I had prepared as a member of Commissioner Neil Kinnock’s wise men group.

The Green Paper has often been described as the most influential port policy document ever produced by the EC. The current version does not in any way commit the European Commission and interested readers are advised to refer to the final version of the Green Paper as published by the EC.

The present work requires careful and persistent reading so that the reader bypasses the necessary bureaucratic 'superficiality' and identifies my core arguments which, I am happy to say, have not changed to the slightest in the 15 years since its publication. Many of these arguments had been described as ‘politically dangerous’ and, consequently, did not find their way into the Green Paper. I quote one of them in p.7 (emphasis added):

…The Commission’s White Paper on the future development of the common transport policy  laid down a new vision for transport policy, following the principle of sustainable mobility; i.e. a strategy that acknowledges the need for a more balanced transport system that would fulfil its economic and social role while, at the same time, containing its effects on the environment. The overall objective of such an approach, as clearly described by the European Parliament , is to …promote sustainable, efficient transport systems which meet the economic, social, environmental and safety needs of European citizens; help reduce regional disparities; and enable European business to compete effectively in world markets… Again, the ‘challenge’ is apparent: a more balanced  pan-European transport system with the above objectives is in stark contrast with hub-porting; concentration of traffic to selected ports; longer distances; and consequent transport externalities. It is thus increasingly felt that the European Commission needs to depart from its all-pleasing ‘statements’ and make hard-nosed decisions in order to effectuate its cohesion and regional development objectives which are the overarching ones…(unquote).

A closing note of caution on my use of the word 'superficiality': With remarkable consistency, European institutions involved in the maritime sector have been focusing all along on issues such as safety and environmental protection; issues which, among others, have allowed the proliferation of various monopolies in the port sector. I believe this has not happened accidentally. I believe instead that the focus on the ‘secondary’ has obscured and diverted attention from the ‘primary’, which comprises the ‘politically sensitive’ issues of port pricing; infrastructure financing; state aids; transparency of port accounts; and, finally, a European ‘port governance’ model.

This article attempts to answer a much doubted question through a Graduate perspective. Here, considerations made by other technological premonitory personnel, who have predicted that marine transportation as a whole will be completely automated is reviewed, and also their reasoning is taken forward for a prediction.

Since its appearance in 2003, the what has come to be known as “The Erasmus Report” has been making headlines throughout the world. This, mainly due to its finding that “liner shipping conferences have a stabilizing effect on freight rates and are thus a low cost ‘necessary evil’ for trade promotion and for the survival from destructive competition of this most crucial of industries”.

Unfortunately, this result was not to the liking of DG COMP who, as it became clear, had already made its decision to do away with conferences, expecting the Erasmus Report to just rubber stamp its decision. Ten years later (2012) the Report continues to prove how right it was. European shippers now vehemently complain about rate volatility and this is just music to my ears.

the Atlantic, as seen from the South and the top, in On a Marché sur la Lune, Hergé, with the young reporter Tintin, the great Professeur Tryphon Tournesol, and poor treacherous Wolf ouverture, the grand Mare Nostrum, then a Mare Clausum: Tordesilhas XVI Century Portuguese commercial routes (in blue) and "Spanish" ones (in white)

This paper is a chapter of the collective monograph "Ukrainian Dignity Revolution, Russian Agression and Intertational Law" (Kiyv, 2014). The chapter is devoted to the problem of legal status of the property that was withdrawed illegaly in Crimea by separatisit regime and by occupational Russian authorities in 2014. Much examples of illegal usage of state Ukrainian property in maritime industry is given. Some parts of this chapter, devoted to the theory of property statute in conditions of foreign occupation are made by Kuzmenko Lydia R., Ph. D. (Law), l.r.kuzmenko@gmail.com

The main task of the conference is to develop scientific and creative activity of students, graduate students and young scientists, involve them in solving current scientific and technical problems in the transport industry, discuss a wide range of new scientific and practical results of modern innovations and technologies in maritime and inland water transport. tasks of modern science, the formation of a single scientific and educational space, the establishment of scientific links between young scientists.

Sub-Title: Wem gehört das Meer vor Somalias Küste?

Short article about the piracies on Somali shores in the 19th century and in the early 2000s. The article dicusses the practices to take a toll for traders and trading ships in the region throughout the centuries up to today and how to earn money from tolling. It relates to european tolls and taxes for trading goods and with to the german shipping interests in the greater area of the Gulf of Aden.

About 8.4 billion tons of loaded goods have transported by maritime shipping in 2010 with an estimated increase of 7% than 2009. These shipments were distributed throughout the globe via complex sea routes network and central checkpoints like Hormuz strait and Suez Canal which both recorded more than 5000 journeys of vessel bigger than 10000GT annually. On the other hand less than 50 ports are accounted as the most centralized ports of the world; however, these routes are projected to number of threats varied from pollution as in transatlantic routes, piracy attacks as in Gulf of Aden, political unrest as in Hormuz, and climate changes as well. Hence an Importance of each main shipping route has to assessed in terms of Cargo type and volume, traffic information, and a sensitivity analysis has to be applied for each risk category to the most important routes in order to identify the potential consequence and the priority of risks and to discuss the alternatives and the global emergency response measurements that have to be taken in such cases.

ABSTRACT
The purpose of this study is to evaluate maritime pilotage through a process modelling. Inorder to continuously develop the work of pilots, a process description of pilotage was
created.

Firstly, an a priori process flow description was created based on a literature review. Secondly, the process model was analysed and finalised through interviews with the pilots
and several observations of pilotage on board. Finally, the process model was reviewed in a workshop including pilots.

Pilotage can be described as a process. In all of the pilotage tasks, a number of common phases, as well as activities belonging to these phases, can be found. The process flow
approach gives the possibility to define measureable indicators in pilotage, and through them it is possible to evaluate the effectiveness of pilotage.

Further work is required to validate and evaluate the proposed process approach using several cases and thus generalizing the adopted approach. This study provides a foundation for Finnpilot Pilotage Ltd to develop its operations, and it
introduces a completely new way to approach pilotage in both Finland and internationally through a process flow description.
The results present a novel approach to studying pilotage as a process.
Keywords: Maritime pilotage, Passage plan, Bridge co-operation, Process approach,
Continuous development.

8000 Definitions in Navigation, Seamanship, Rigging, Meteorology, Astronomy, Naval Architecture, Average, Ship Economics, Hydrography, Cargo Stowage, Marine Engineering, Ice Terminology, Buoyage, Yachting, etc.
BY
C. W. T. LAYTON, F. R. A. S., M. R. I. N.. Assoc. R. I. N. A.
REVISED BY
PETER CLISSOLD
Commander R. N. R. (Retd.), Master Mariner, Younger Brother of Trinity House, Fellow of
the Royal Institute of Navigation.
THIS EDITION REVISED BY Captain A. G. W. MILLER, Extra Master

A logistics centre is the specific area where commercial operators carry out all activities dedicated to transport, logistics, and goods distribution-both for national and international transit. Selecting suitable logistics centre location is very important for obtaining optimal solutions for a country's logistics infrastructure. This may involve many various decision criteria to decide where each logistics centre should be established. Therefore, valid criteria should be identified and a proper methodology implemented. Given the importance of the topic, this study conducted a systematic literature survey to classify relevant articles. The systematic literature review was completed in two stages. First, the main decision criteria are considered in the evaluation process; second, the most common evaluation methods for the logistics centre location decision are examined. Last, the discussion is performed whether logistics centre location problem is still relevant.

Total USD = USD 37, 753-Price difference if permanent repair carried out = USD45,800-37,753 = about USD8000.00 Soft patched 370mm L = 3390mm OD = 414mm Judgment: We anticipated that, during the last repair, machining down of sleeve up to its permissible tolerance (6mm) was not achievevable. It meant that, it was expected that though the sleeve is machined down up to the max permissible, the porosities (due to corrosion) still can't be removed. Thus, the sleeve was slightly machined down and its surfaces were smoothened by Belzona. 31/08/2014-afloat repair at accessible area only with DEVCON – minor patch-up-used spare seal-Belzona coating was in bad condition + broken – (detached)

In The End of Grand Strategy, Simon Reich and Peter Dombrowski
challenge the common view of grand strategy as unitary. They eschew
prescription of any one specific approach, chosen from a spectrum
that stretches from global primacy to restraint and isolationism,
in favor of describing what America’s military actually does,
day to day. They argue that a series of fundamental recent changes
in the global system, the inevitable jostling of bureaucratic politics,
and the practical limitations of field operations combine to ensure
that each presidential administration inevitably resorts to a variety
of strategies.
Proponents of different American grand strategies have historically
focused on the pivotal role of the Navy. In response, Reich
and Dombrowski examine six major maritime operations, each of
which reflects one major strategy. One size does not fit all, say the
authors—the attempt to impose a single overarching blueprint is no
longer feasible. Reich and Dombrowski declare that grand strategy,
as we know it, is dead. The End of Grand Strategy is essential reading
for policymakers, military strategists, and analysts and critics at advocacy
groups and think tanks.

Phronetic organizational research is an approach to the study of management and organizations focusing on ethics and power. It is based on a contemporary interpretation of the Aristotelian concept phronesis, usually as ‘prudence’. Phronesis is the ability to think and act in relation to values, to deliberate about ‘things that are good or bad for humans’ in the words of Aristotle (1976:1140a24–b12). Phronetic organizational research effectively provides answers to the following four value-rational questions, for specific problematics in management and organization studies: 1. Where are we going with this specific management problematic? 2. Who gains and who loses, and by which mechanisms of power? 3. Is this development desirable? 4. What, if anything, should we do about it?

Nigeria projects to be the hub of West African ports as vision 2021 and in meeting the demand, the need for the ports to run efficiently cannot be over emphasized. Efficiency of a port is an important indicator of port performance. An efficient portreduces the cost of transportation, eliminates congestion and brings down turnaround time of vessel. This study focuses on assessing the efficiency of Nigerian ports from 2008 to 2017 by applying Data Envelopment Analysis. Cargo throughputs, labour, berth occupancy, vessel turnaround time and vessel traffic are theSecondary data used, and the data was sourced from Nigeria Port Authority Abstract from 2008 to 2017, for the three sampled seaports (Apapa, Onne and Rivers ports). The findings reveal the operational performance of the Onne port as the most efficient, followed by Apapa and lastly by Rivers Port. Variable Return to Scale (VRS) yielded more efficient results than C0nstant Return to Scale results over the years of the study. The ports operating under constant return to scale are efficient, while the ones operating at increasing return to scale needs to be improved to make them efficient.

El presente libro, es un manual práctico de recopilación, de casi toda la información necesaria para comprender a cabalidad, la responsabilidad de gestionar el proceso de transportar Mercancías Peligrosas por vía Marítima, desde la documentación, hasta el tomar consciencia de la propia importancia a la hora de cometer algún error, cuyas consecuencias, suelen ser fatales.

Podéis acceder a través del código QR o a través del link: https://n9.cl/5jcbf

El libro está estructurado en 7 capítulos, en los cuales se abordan fundamentalmente, los conceptos básicos y la forma de gestionar desde el operador logístico, la documentación propia relacionada con este tipo de cargas.Adicionalmente, se estudian algunos de los principales accidentes, donde se analizan los errores cometidos, así como las necesarias reflexiones, que a ciencia cierta, nos permitirán evitar que vuelvan a ocurrir, siniestros como los mostrados. Es pues un manual vivo, abierto a modificaciones, a sugerencias y a actualizaciones necesarias, pero que urgía de una versión en castellano, para la gran comunidad hispana, que permita formar y capacitar a los colaboradores de nuestro gran sector logístico y marítimo, Finalmente, cerramos esta edición, con el aún reciente accidente de Beirut, que se ha cobrado lamentablemente, vidas humanas. Por ellos y por sus familiares, nuestro compromiso en formar de una forma adecuada a quienes nos siguen en esta maravillosa aventura de la logística y los negocios marítimos. Los autores hemos llevado a cabo un trabajo conjunto de recopilación de reglamentos, modos operativos y legislación, con un criterio fundamentalmente práctico, mediante el cual pretendemos que el lector pueda entender y desarrollar la manera de organizar y ejecutar un embarque marítimo de mercancías peligrosas. Encontrará aquí referencias a textos legales que se pueden encontrar en internet de modo que no necesitan ser reproducidos, para el caso que su curiosidad intelectual le requiera un mayor grado de información.

Podéis acceder a través del código QR o a través del link: https://n9.cl/5jcbf.

The use of Kongsberg simulation technology for training purposes has been a feature of several industries for many years. The aircraft industry is one outstanding example of the use of simulation. By using their learning tools and learning outcomes the maritime shipping industry will gain benefit from their experience in that field. Conducting simulation training to enhance the competency of masters and watch-officers students will help to prevent marine accidents and environmental pollution. And also it is important to evaluate the knowledge and performance of seafarers. This study points out the importance of structured ship-bridge simulation training to enhance the competency of seafarers regarding the STCW Manila amendments, that came into force on the first of January 2012, which reflects that it is a major priority to train ship’s officers with sufficient skills, which can provide sufficient safety at sea and, as a result, protection of the marine environment.

This study to achieve a better understanding of effectiveness of Kongsberg simulations thru maritime education technology. This study focuses on effectiveness of Kongsberg simulations thru maritime education technology training. In this research, participants were students, professors and officials of maritime industry. The research respondents were in Palawan Polytechnic College located at Palawan Puerto Princesa and the Mindanao Aeronautical Technological School in Davao City this two school are located in the Philippines. The research presents a small scale quantitative study on the effectiveness of Kongsberg Simulation Thru in METIs specifically, the role of educational technology in affective education and future’s perspective for improvement in MET. It is hoped that finding can enhance the importance of affective education in maritime education and training institutions.

Jasa keagenan kapal laut ptsbn (ship agent Indonesia) WA: +62 813-8333-2284 memberikan pelayanan yang profesional kepada seluruh calon atau pengguna jasa keagenan kapal laut baik lokal maupun keagenan kapal asing untuk jenis kapal pengangkut kontainer maupun kapal kargo di Jakarta dan Surabaya. Sebelum masuk pada bagian penawaran jasa keagenan kapal laut ptsbn ada baiknya sedikit kami jelaskan untuk yang belum mengetahui apa itu jasa keagenan kapal ?. Agen pelayaran adalah sebuah perusahaan yang bergerak dalam bidang kegiatan dalam aktifitas kapal laut atau juga merupakan perusahaan bidang jasa perkapalan. Pada prinsipnya jasa keagenan kapal bekerja bila suatu kapal berlabuh di pelabuhan maka dapat dipastikan kapal akan membutuhkan pelayanan. Kapal asing maupun lokal pastinya akan memiliki keperluan yang semuanya harus dipenuhi untuk melanjutkan lagi rute pelayaran kemudian. Untuk dapat melayani berbagai macam keperluan dari perusahaan kapal yang berlabuh tersebut, perusahaan pelayaran akan menunjuk keagenan kapal yang bisa saja sebagai general agent, sub

The research begins with a macroeconomic evaluation in 2000 and the repercussions on the derived demand for the seaborne trade, focusing the studies in the dry bulk sector. Subsequently, with the information provided in the case study, the financial assessment was developed through the Long-Term Asset Value (LTAV) method. The result of the analysis allows describing the positions of the three parties involved in the negotiation and their viability. What contractual details are necessary to adjust in further negotiations to be able to carry out the investment, as well as the embedded options available like abandon and expand the investment.

Finally, the project concluded recommending a different pre-delivery trench approach, made investment of equity in the money market (term deposit) and the request of a short loan at LIBOR interest rate to cover the shipyard contract, for the initial Special Purpose Company (SPC) and a second SPC (SPC2) to expand the project through a different source of capital.  Thus, the strategy was built after the analysis of the Discounted Cash Flow (DCF) and the comparison of the discount rate to the Internal Rate of Return (IRR).

Due to the growing demand for hydrocarbons, explorations at sea have increased with particular challenges such as exploitation in ultra-deep waters and frozen seas, which has led to the development of new technologies. Offshore activities are considered high-risk, with accidents and a high fatality rate as well as severe damage to the environment. This article will analyze the importance of design for safety in offshore oil and gas platforms and the good practices from the MODU CODE. Then will concentrate on the implication of technical standards with safety cases. Also, it will examine the industry in the Colombian Caribbean coast, focusing on the recent concerns in the offshore sector, potential oil spills, and how to enforce the design for safety in the country. Finally, it will conclude with some suggestions and recommendations to improve this industry in Colombia and protect the environment.

Morocco, member of many international transverse agreements, is confronted with an increasingly hard international competition, which proves to be a real challenge with a future for the penetration of the overseas markets. Thus, the development of many infrastructures of the Kingdom is revealing dynamism of the sector: it is the case of the harbor complex Tangier Med. This site makes it possible to support the economic development of the country but also to reduce the costs in logistics of the companies. The purpose of this article is to contribute to improving logistics performance of Tangier Med port in view of making it more competitive at the international level. To do this, the article proposes a literature review related to the management of container terminals  and  a measure of performance test using certain criteria of container terminal management model for Tangier Med  port and competitiveness relative to its competitors.

Este libro es un resumen de apuntes, de conceptos, de formas de hacer y gestionar, que no lograba encontrar en libros propios de la economía la dinámica portuaria; desde entonces he comenzado recopilación que lleva casi 18 años, donde he ido actualizando, ya como profesor universitario, para hacer que este conocimiento pueda llegar a más personas y sobre todo a quienes puedan inspirarse en estas formas de hacer, y extrapolando estos principios, puedan transformar sus puertos, generando, empleo y riqueza para sus ciudadanos.

Es por tanto una obra recopilatoria, resultado de años de escribir y narrar, habiendo aprendido de los mejores, sin pretensión de mostrar como propio, aquello que he recibido en la Academia, y que, como todo conocimiento, es y será siempre propiedad de dicha Academia, y espera solo servir de cápsula formativa para aquellos valientes ávidos de conocimiento inicial portuario, que deseen sumergirse luego, en formaciones más complejas. Disponible en Amazon:  https://www.amazon.es/dp/8409278634?ref_=pe_3052080_397514860#detailBullets_feature_div

Maritime Domain Awareness (MDA) merupakan pemahaman secara komprehensif mengenai aspek-aspek yang berhubungan dengan maritim dan mempengaruhi keamanan, keselamatan, ekonomi, atau lingkungan, dan juga akan menjadi kunci dalam menyusun kebijakan kelautan di dunia serta menjamin keselamatan perdagangan maritim . Dalam rangka menjamin keamanan maritim, maka diperlukan kekuatan dan kemampuan sebuah negara yang tinggi untuk menangkal segala ancaman yang mengganggu kestabilan keamanan maritim.  Melalui Maritime Domain Awareness (MDA), diharapakan semua kegiatan yang ada di perairan suatu negara dapat diawasi, dikontrol, dan diawasi secara detail dan real time, sehingga aksi-aksi penindakan terhadap dugaan pelanggaran dapat dilaksanakan dengan cepat.