IMPLEMENTATION OF THE ISPS CODE AS MANIFESTATION A LAW ENFORCEMENT ON COMBATING PIRACY AND ARMS ROBBERY Presented on Seminar Maritime Law Enforcement at JAPAN

1. preliminary
September 11, 2001, known as 911, has made the world's maritime change the original point of view the operation of ships or harbor international rules on safety is a major factor that must be fulfilled, but after July 1, 2004 the International Maritime Organzation (IMO), SOLAS Convention to amandement CHAPTER XII 74-on 2 on the ISPS Code, the maritime world at present factor of safety and security is an obligation that must be fulfilled.


Lectures on Maritime Security which obtained relating to the amendments to SOLAS Chapter XII or called ISPS Code are :

Anti – Terrorism Countermeasures
by Mr. UCHIDA – JCG

Transnational Maritime Law Enforcement
By Mr. HAMAGUCHI - JCG

Implementation of ISPS Code in Indonesia supported by the following legality :
– Maritime Law No. 17 Years 2008
– Ministrial Decree No. KM. 33 Years 2003
– according Implementation in Indonesia.
Ministrial Decree No. KM. 3 Years 2004
– according Appointing the Director General
of Sea Transportation as Designated
Authority.

2. OBJECTIVE
To detect security threats and take preventive measures against security incidents affecting ships or port facilities used for international trade from the threat of piracy and robbery.

3. TARGET GROUP
• Port Security Committee (Port Administration, Port Authority, Sea and Coast Guard, Imigration, Costum, Hearth Port, Port Police, etc)
• Shipowner (CSO, SSO)
• Management of port facilities (PFSO)

4. EXPECTED EFFECT
provide understanding to the target group of special measures in order to prevent the occurrence of threats related to security measures of piracy, arms robbery and terror.

5. EXPECTED EFFECT
For Ship and Port Facilities
• Technical guidance
• Socialization Maritime Security
• Training
• Drill
• Exercise
• Seminar

For Port Security Commite
• Technical guidance
• Socialization
• Seminar
• knowledge of the verification
• knowledge communication and coordination between security committee




6. DIVISION OF ROLES
Designated Authority is Director General Sea Transportation (Headquarter)

Head of Port Administration, Port Authority, Port Office as Port Security comitte (Region Office)

Head of Field guard and rescue in the region as Port Security Officer

STRUCTURE OF PORT SECURITY COMMITTE

PENERAPAN PERATURAN INTERNASIONAL ISPS CODE DI INDONESIA

Posisi strategis Negara Kesatuan Republik Indonesia harus dimanfaatkan secara maksimal sebagai modal dasar pembangunan Nasional.


Peluang devisa dilaut yang begitu besar belum sepenuhnya dimanfaatkan oleh pihak-pihak Pemerintah maupun swasta. Sehingga Negara-Negara lain memanfaatkan peluang-peluang tersebut.

Kesinambungan dan peningkatan aktifitas pemakai jasa pelabuhan harus diiikuti perwujudan keselamatan dan keamanan pelayaran Kapal Penumpang, Barang, Cargo muatan kapal laut, maka faktor pengaturan untuk bidang keselamatan dan keamanan pelayaran yang memuat ketentuan untuk mengantisipasi kemajuan teknologi dengan mengacu pada konvensi Internasional cenderung menggunakan peralatan mutahir pada sarana dan prasarana keselamatan pelayaran. Disamping harus mengakomodasi ketentuan mengenai sistem keamanan yang termuat dalam International Ship and Port Security Code (ISPS Code).

Peristiwa 11 September 2001 yang dikenal dengan 911, telah membuat dunia maritim merubah sudut pandang yang semula setiap pengoperasian kapal atau pelabuhan aturan International tentang keselamatan merupakan faktor utama yang harus dipenuhi, tetapi setelah 1 Juli 2004 International Maritime Organzation (IMO) mengamandement Konvensi SOLAS-74-Pada BAB XII 2 tentang ISPS Code, maka dunia maritim pada saat ini faktor keselamatan dan keamanan merupakan suatu kewajiban yang harus dipenuhi.

International Maritime Organization, sebagai badan internasional yang bertanggungjawab terhadap masalah maritim mengambil langkah progresif melalui konferensi pada Desember 2002 di London, yang kemudian menetapkan International Ship and Port Facility Security Code atau yang dikenal dengan nama ISPS Code sebagai amandemen dari SOLAS 1974. Amandemen ini membuat SOLAS tidak hanya memberikan perhatian untuk masalah Keselamatan Jiwa di Laut, akan tetapi juga masalah Keamanan (Security) di Pelabuhan (Darat).

Sebagai penanggung jawab terhadap implementasi ISPS Code di Indonesia telah ditunjuk sesuai Keputusan Menteri Perhubungan Nomor 3 tahun 2004 adalah Direktur Jenderal Perhubungan Laut selaku Designited Authority (DA), dan karenan kesibukan Dirjen Hubla, maka sebagai penanggung jawab harian implementasi ISPS Code dipercayakan kepada Direktur Kesatuan Penjagaan Laut dan Pantai (KPLP) yang saat ini di jabat oleh Capt. Djoni A. Algamar.

Tidaklah mudah menerapkan suatu aturan baru yang notabene melibatkan banyak pihak yang terkait, karena secara phisikologis aturan setingkat Menteri dapat melemahkan perangkat aturan yang lebih tinggi seperti Peraturan Pemerintah dan Undang-Undang.
Peran dan fungsi suatu institusi pemerintah, khususnya yang menangani masalah keamanan sepertinya belum terkoordinasi dengan baik, sehingga terkesan adanya tumpang tindih bahkan terkadang mengabaikan konvensi Internasional seperti ISPS Code. Namun demikian, institusi-institusi tersebut tidak berarti diabaikan begitu saja, karena keberadaannya dipayungi hukum perundang-Undangan, Peraturan Pemerintah, dan Keputusan Menteri yang bersangkutan, sehingga untuk mengabaikan aturan induknya adalah tidak mungkin dan untuk melaksanakan aturan lainnya merupakan hal yang tidak mudah. Tentunya implementasi dari ketentuan tersebut memerlukan kerjasama dan pemahaman yang efektif dan terus menerus antara semua yang terkait, kapal dan fasilitas pelabuhan.

Dilematis memang, antara kenyataan dan aturan yang harus dijalankan, khususnya aturan Internasional, contoh kecil tentang aturan yang harus dipenuhi adalah : Dalam Kawasan lini 1, pelabuhan seharusnya tidak ada kegiatan pabean. Karena kawasan lini 1 merupakan daerah terbatas yang harus sterile. Di kawasan daerah terbatas harus betul-betul terindentifikasi dengan menggunakan ”special ID”, seperti yang telah diatur dan ditetapkan dalam PFSP (Port Facility Security Plan), untuk itu mari kita lihat aparat - aparat yang berkepentingan diwilayah terbatas (Restricted Area), apakah menggunakan special ID? Tetapi lebih menonjolkan Uniform masing-masing, daripada ID tersebut. Hal seperti itu dapat dilihat dengan mudah oleh pihak United Stated Coast Guard (USCG), sehingga pada saat dilakukan kunjungan untuk melakukan penilaian terhadap fasilitas pelabuhan yang menerapkan ISPS Code akan melihat “Bagaimana jika ada ancaman”. Pada 22 (dua puluh dua) PF (Port Facility) yang comply ISPS Code, di temukan 6 PF (Port Facility) yang tidak optimal menerapkan ISPS Code. Sebetulnya ISPS Code telah menyatakan bahwa untuk Comply ISPS Code tergantung dari DA / Pemerintah yang bersangkutan dan tidak ada intervensi dari Negara manapun, tetapi pada kenyataannya, Amerika, karena mempunyai aturan tentang Maritime Transportation Security Act, dengan dalih pertahanan, maka Amerika mempunyai kewenangan melakukan Assessment terhadap pelabuhan asal yang kapalnya singgah di Pelabuhan Amerika dan apabila ditolak, maka Pemerintah Amerika akan memberlakukan PSA terhadap semua kapal yang berasal dari Negara yang menolak Assessment tersebut. Tentu saja hal ini akan berdampak pada kredibilatas pelabuhan di Indonesia. Julukan ”Black Area ” akan disandang oleh Pelabuhan Indonesia, apabila tidak menyikapi kehadiran USA untuk mengakomodir Assessment tersebut.

Keberhasilan penerapan ISPS Code pada akhirnya sangat bergantung pada kondisi suatu bangsa. Ada tiga kesimpulan yang dapat dipakai sebagai parameter untuk menilai penerapan ISPS Code disuatu negara, yaitu :
1. Sistim, peralatan dan teknologi yang dimiliki suatu negara;
2. Budaya masyarakat (culture) dan
3. Tingkah laku masyarakatnya (attitude).

Kami mengharapkan dalam dunia maritim tidak menjalani hambatan ataupun kendala, khususnya menjelang masa pembaharuan (Renewal), karena Implementasi ISPS Code telah memasuki masa Intermediate kedua akhir tahun 2011 ini

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DEKLARASI DJUANDA 1957

Deklarasi Juanda yang dicetuskan pada tanggal 13 Desember 1957 oleh Perdana Menteri Indonesia pada saat itu, Djuanda Kartawidjaja, adalah deklarasi yang menyatakan kepada dunia bahwa laut Indonesia adalah termasuk laut sekitar, di antara dan di dalam kepulauan Indonesia menjadi satu kesatuan wilayah NKRI.

Sebelum deklarasi Djuanda, wilayah negara Republik Indonesia mengacu pada Ordonansi Hindia Belanda 1939, yaitu Teritoriale Zeeën en Maritieme Kringen Ordonantie 1939 (TZMKO 1939). Dalam peraturan jaman Hindia Belanda ini, pulau-pulau di wilayah Nusantara dipisahkan oleh laut di sekelilingnya dan setiap pulau hanya mempunyai laut di sekeliling sejauh 3 mil dari garis pantai. Ini berarti kapal asing boleh dengan bebas melayari laut yang memisahkan pulau-pulau tersebut.

Deklarasi Djuanda menyatakan bahwa Indonesia menganut prinsip-prinsip negara kepulauan (Archipelagic State) yang pada saat itu mendapat pertentangan besar dari beberapa negara, sehingga laut-laut antarpulau pun merupakan wilayah Republik Indonesia dan bukan kawasan bebas. Deklarasi Djuanda selanjutnya diresmikan menjadi UU No.4/PRP/1960 tentang Perairan Indonesia. Akibatnya luas wilayah Republik Indonesia berganda 2,5 kali lipat dari 2.027.087 km² menjadi 5.193.250 km². Dengan perhitungan 196 garis batas lurus (straight baselines) dari titik pulau terluar, terciptalah garis maya batas mengelilingi RI sepanjang 8.069,8 mil laut[1].

Setelah melalui perjuangan yang penjang, deklarasi ini pada tahun 1982 akhirnya dapat diterima dan ditetapkan dalam konvensi hukum laut PBB ke-III Tahun 1982 (United Nations Convention On The Law of The Sea/UNCLOS 1982). Selanjutnya delarasi ini dipertegas kembali dengan UU Nomor 17 Tahun 1985 tentang pengesahan UNCLOS 1982 bahwa Indonesia adalah negara kepulauan.


Pada tahun 1999, Presiden Soeharto mencanangkan tanggal 13 Desember sebagai Hari Nusantara. Penetapan hari ini dipertegas dengan terbitnya Keputusan Presiden RI Nomor 126 Tahun 2001, sehingga tanggal 13 Desember resmi menjadi hari perayaan nasional.

INDONESIAN MARITIME LAW ENFORCEMENT ON COMBATING PIRACY AND ARMS ROBBERY FOR SAFETY AND SECURITY OF NAVIGATION

Safety vs. Security
• The terms are not interchangeable
• Safety is the avoidance of accidents – fortuities brought about by human error, structural or mechanical failure or stress of weather
• Each of these elements can be examined by the use of statistical techniques
• Security is concerned with the detection and suppression of active human malignity
• A terrorist, a pirate, a drug smuggler or a common thief will each study your system and apply their human intelligence to finding your weak spot
• Accidents do not do that
• Modern merchant ships are safer due to efforts over the past two centuries by seamen, engineers, naval architects, ship builders and class societies
• Accidents still happen, but not as often or as severe as in the past
• Many potential accidents have been designed out of the ship as a system
• Ordinary merchant ship of 200 years ago – built by rule of thumb methods, no double bottoms or bulkheads, stability unknown, generally overloaded, at the mercy of wind, navigated by luck, lead, log and lookout – was, by our standards terribly unsafe
• Yet, the ship was armed with guns and cannons and had a large crew trained in their use
• It was a far more secure ship
Safety vs. Security
• Modern merchant ships, from a security point of view, are vulnerable and easy targets
• Small crews that are too busy and fatigued to offer any realistic protection against any persons actively seeking to use the ship for their own purposes
• International Maritime Bureau reports that pirate attacks worldwide rose to 370 in 2001.
• Violent attacks are becoming more frequent
• Merchant ships can no longer rely on the developed world’s navies to keep their ships and crews safe and prevent hijackings
• Methods that are used to pursue safety cannot be used for security
It must be understood that:
• from a security point of view, international shipping can never be made totally safe, regardless of how much money is thrown into security protection
• there is no protection against an ultimate act of terror
• seagoing trade can be disrupted very easily

THE ISSUE

• INDONESIAN as archipelagic state with about 8.6 million km2 sea territory and with the coastal length about 81,000 km is the biggest area among the south east Asian countries, difficult to control and monitor with limitation of facilities, lack of fleet asset patrol and Personnel.

• INDONESIAN MARINE SECURITY COORDINATION quite a lot, difficult to coordinate among them, each institution has their own limited budget and fleet asset, and this situation give an advantage to arms robbery and pirates groups.

• The new structure of Indonesian Maritime Security Coordination Agency has been propose to have Presidential Decree, The Chairman of the agency is Coordinating Minister for Political and Security Affairs.
• Lead by Navy as focal point and the agencies coordinating such Sea Comm/KPLP, Custom, Marine Police, and Department of Marine affairs and fisheries.
• Under this new structure, the whole agencies will be coordinated on Combating Piracy and Arms Robbery against ship, and respond for all maritime security threats.


Limitation of budget for continuous patrol and fleet asset maintenance give an advantage for piracy group.


• According to UNCLOS 1982 article 101 the definition of “piracy” consist of the following acts:
( a ). Any illegal acts of violence or detention, or any act of depredation, committed for private ends by the crew or passengers of a private ship or a private aircraft, and directed:
( i ) on the high seas, against another ship or aircraft, or against person or property on board such ship or aircraft;
( ii ) against a ship, aircraft, person or property in a place outside the jurisdiction of any state
( b ) any act of voluntary participation in the operation of a ship or an aircraft, with knowledge of facts making it pirate ship or aircraft;
( c ) any act of inciting or of intentionally facilitating an act described in subparagraph (a) or (b)

• So far there is no definitions agreed to arms robbery against ship, among the contracting government except the only IMO definitions for “Arms Robbery against ship means any unlawfull act of violence or detention or any act of depredation, or threat thereof, other than an act of “piracy” directed against ship or against persons or property on board such a ship, within a state’s jurisdiction over such offences” by MSC at Circulation 984 (MSC/Circ.984).
• Unfair Remarkable, “IMO and IMB have their own definition for whole security incident occurred along of Malacca Straits, Bangka Straits, Gelasa Straits and at Indonesian Ports are Piracy and arms robbery.


PROPOSAL TO SUPPRESS PIRACY AND ARMS ROBBERY ALONG MALACCA STRAITS, BANGKA AND GELASA.

- Provide Indonesian Maritime Law Enforcement with a fleet of Patrol Boat for 365 days a year for operations along of those Straits.
- Or
- Allowed Indonesian to provide PILOT and Arms guard on board every vessel plying those straits, as a services to assist safety and security of Navigation along those straits.
- Why….???
- About 621 mile long straits of Malacca with narrow channels and shallow reefs made slow traffic to the 900 big and small commercial vessel can be a pirate’s dream.
- The Collision, Grounding, oil spill and Piracy in the area has historically been a regular occurrence.
- UNCLOS 1982 article 41, 42, 43, 44 while International community enjoys the benefit of the waterway through the Malacca straits, Indonesia and Malaysia are left with the burden of financing Navigational safety measures and bear the consequences of oil spill or other shipping disaster.
- Indonesia and Malaysia believe that transit rights for all countries ship, through the straits can not be absolute given, that their own security could be at risk from major accident, and there is 30 accident average per year.
- More than 200 vessel every day plying in the Malacca strait, one third of them are tankers. The ladden VLCC and product tankers normally eastbound transit.
- The crowdest and high marine traffic area in the world, with the high potential for collision and grounding or oil spill or even bigger disaster such nuclear warship accident.
- Need to establish integrated system such vessel traffic surveillance, information exchange and two way direct communication between ship and ISC or reporting point in the area. For Safe Navigation and Secure from pirates threats.
- Piloting and Arms Guard on board will be planned and implemented for EASTBOUND LANE for every ship by Indonesian SeaCom to assist shipping lines in safe navigation and secure from pirates threats.
- INDONESIA need affirmative support from all state parties and shipping community in the world to provide Malacca straits Pilot and Arms guard for Safe Navigation and Secure Navigation from the Pirates threats.