In the territorial waters of a country – defined under the law of the United Nations as at 12 marine kilometers of the earth – “it is more likely that the state can apprehend this ship,” he said, understood for environmental and security reasons.
Beyond that, it is “much more limited,” added Pryl. For example, in limited circumstances, countries can act beyond the border if they see a threat to natural resources in their “exclusive economic zones”.
In these areas and in international waters later, the ship’s flag – which indicates where it is recorded – determines which country has legal authority on the ship; Often these countries are far away. Also in such places, the right of free passage devoted to the United Nations law. becomes legally replaced.
In the Gulf of Finland – the narrow sea where Russian cargoes have navigated in the region – commercial ships retain the right of free passage under the treaties of the Cold War era. Piracy laws, generally, police ships attacking other ships, not underwater power cables, added Prysmor.
This is to impose national laws to seize ships an “incredibly risky” company, said Isaak Hurst, principal lawyer for the law firm of the International Maritime Group. “It will absolutely be challenged under international law,” he added, which costs countries to cost “tens of millions”.
Add to that the cost of maintaining the crew on the front ships, the management of related immigration problems and the “return of projection of the state of the flag,” he said. “Politically, it’s just a hot mess.”
Politices
