Indonesian Sea Accident Analysis: Case Study from 2011 - 2015
Danny Faturachman
1
and Y. A. Dewanto
2
1
Marine Engineering Department, Faculty of Ocean Technology, Darma Persada University, Indonesia
2
Faculty of Ocean Technology, Darma Persada University, Indonesia
Keywords: Sea Accident, Indonesian Sea
Abstract: Indonesia is the world’s largest archipelago, 2/3 of the country is covered by sea. But due to many factors a
lot of ship accidents occurred every year, and claiming a large number of casualties. There are so many
accident in sea transportation in Indonesia. Accidents occurring in rivers, lakes, and crossing that reached
Marine Court in 2003-2013 is due to Total of Factor Ship’s Accident: human error 57%, force majeure 24%,
others 19%. Efforts have been done to improve the safety of domestic sea transportation, as the result to be
fully compliance to the SOLAS regulations, worsen by the varying sea and cargo characteristics, and low
educated passengers, they are very vulnerable to accidents. Most of the accidents occur due to the low
awareness of the aspects of security and safety of the crew. The figures differ from the manifest of passengers
and number of passengers on the ground become commonplace. There are four main issues in maritime
transport, i.e. no persons or Government agencies that are willing to hold the responsibility of safety and
security, tariff policy, the quality of human resources, as well as the implementation and enforcement of the
regulations is not clear. Safety of sea transportation should also start from the port conditions are sterile. The
port is the main key from out the influx of sea transport. Unfortunately, almost all ports in Indonesia does not
have any crossing facilities or equipment to control weight, dimensions, and other types of payloads in any
vehicle that boarded the ship. It becomes a threat to the safety of shipping crossing, particularly if a malicious
payload that went into the ship without appropriate handling procedures.
1 INTRODUCTION
Ship accident that occurred recently in the Indonesian
waters can occur at anytime and anywhere. Due to
unforeseen circumstances, the various parties
associated with industry transportation create a
variety of sea conditions are very strict with regard to
the safety and security of the ship in accordance with
the condition of the waters of Indonesia (Dewanto
and Faturachman, 2018). Sea transport old very
important role in maritime countries, such as in
Indonesia whose territory is an archipelago.
Associated with sea transport, there are three aspects
that are interlinked with each other, i.e. traffic and sea
transportation port and also safety and security
covering their cruise (Abrahamson, 1980). From
(Dewanto and Faturachman, 2018) Marine Court
Decision from 2003-2013 the total of ship accident in
Indonesia: sunk 31%, collision 26%, grounded 17%,
fired 17%, and others 9%. The total of Factor Ship’s
Accident: human error 57%, force majeure 24%,
other 19%, and the total of Ship Area of Accident:
western part of Indonesia 61%, centre part of
Indonesia 32% and eastern part of Indonesia 7%. In
this paper we will continue the result of the
Indonesian Sea Accident Analysis from 2013 until
2016. The methodology used in this research was
quantitative methods, the data founded from the
Marine Court and processed to know the
2 LITERATURE REVIEW
Basically, the safety of transport is the right of every
citizen, which is why the Indonesian Government
must perform and protect the organization from
transport that is safe, orderly, gentle and accessible.
Passengers are transported must obtain a guarantee of
security and the transported goods to the port of
destination in a condition as when received at the port
of loading. Transport with a guarantee of security
services that give a feeling of certainty and peace of
mind for the traveller or the owner of the goods, so
Faturachman, D. and Dewanto, Y.
Indonesian Sea Accident Analysis: Case Study from 2011 - 2015.
DOI: 10.5220/0008372400050008
In Proceedings of the 6th International Seminar on Ocean and Coastal Engineering, Environmental and Natural Disaster Management (ISOCEEN 2018), pages 5-8
ISBN: 978-989-758-455-8
Copyright
c
2020 by SCITEPRESS – Science and Technology Publications, Lda. All rights reserved
5
that the activities of the community economic, social,
noodles can be protected. If the aspects of safety in
transport is assured, and the rights of the users that are
protected, there would be no cost which appear
productive pro unnecessary and counterproductive.
Principles of safety of transport for the attention of
the Government for long time, established in 1999
presidential decree number 105 year 1999 on the
establishment of the National Transportation Safety
Committee (NTSC). To minimize the occurrence of
accidents at sea, it requires an effort to rescue the soul
in order to satisfy all the rules by the standards and
even more to ensure the safety at sea, requires a
support in the world there are three organizations that
govern the safety of the ship. The IMO (International
Maritime Organization), ILO (International Labour
Organization) and ITU (International
Telecommunication Union), Indonesia is one of the
three members of the organization and has ratified the
convention. As a consequence of its membership,
Indonesia must implement the rules properly and
concretely demonstrated in certification through an
independent evaluation every 5 years. International
conventions governing the safety of the ship include:
1. SOLAS 1974 (Safety of Life at Sea) and
amendments; 2. MARPOL 73/78 and the protocols;
3. 1966 Convention on the load path; 4. Collreg 1972
(Collision Regulations); 5. Tonnage Measurement
1966; 6. STCW 1978 Amendments 95; 7. ILO. 147
of 1976 on Minimum Employment Standards for
Commercial Ship crew; 8. ILO Convention. 185 Year
2008 on the SID (Seafarers Identification Document)
which has been ratified by Law no. 1 Year 2009
(Faturachman and Shariman, 2012).
3 PROBLEM IDENTIFICATION
According to the research before (Dewanto and
Faturachman, 2018), if it is restricted to the scope of
the company (in terms of the micro), it appears that
the occurrence of accidents owing to the discrepancy
between the three major elements of production (sub
human systems, environment and management
physic) resulting in the occurrence of an action and
the circumstances are not safe. But directly of the
accident can be grouped into two outlines causes,
namely:
a. Unsafe actions of humans (Unsafe Acts) for
example: work without any authorize-failed to give a
warning, working with the wrong speed and so on.
b. A state of insecurity (Unsafe Condition) for
example: the safety equipment on board which are
damaged or are not usable, environmental and
weather on the waters is not good for malicious items
that can ship exploding/burning.
Marine accidents increases along with the increasing
number of ships. As has been widely understood,
marine accidents can be caused by human factors,
natural, and technical, as well as the interaction and
combination of all three of these factors. In sailing, a
man as transport users to interact with the ship and the
surrounding environment (including other ships,
cruise lines, ports, and the situation of local
conditions). These interactions are sometimes very
complex and related to various aspects of the. Aware
of the multiplicity of aspects related to the third of
these factors, seeking the safety of cruise through a
reduction in the number of accidents and the risk of
death and serious injuries due to accidents and goods
transported is certainly not enough attempted through
mono-sector approach, but rather takes a multi-sector
approach to the efforts. Operationally, these sectors
are grouped into five approaches known as 5-E
Approach, namely: engineering approach
(engineering), education (education), law
enforcement (enforcement), and raising
(encouragement), as well as the readiness of
emergency (emergency preparedness). The things
that hinder the process of improving safety of
navigation are as follows:
1. The division of responsibilities for safety
management of multi sector
2. The absence of adequate and accurate information
3. Inadequacy of actions to coordinate and to
implement's handling of safety in all sectors which
require improvement
4. Inadequacy of availability of human and financial
resources to support the action/preventive programs
crash.
Shipping safety programs have come back to much to
be done. But it is difficult to measure the degree of
success because these programs is still done
separately. If it exists coordination is very doubtful its
effectiveness. The problem of coordination between
institutions for programs increase safety of seafaring
still is very weak. Each party is still running singly
tracer, and as a result the impact of concrete in the
form of a decrease in the number of accidents is still
far from hope (Trans Asia Consultant, 2009; Global
Maritime Distress Safety System, 1992; ILO, 2008;
IMO, 1997; National Transportation Safety
Committee, 2009; Load Line Convention, 1966;
Marine Pollution, 1978; International Safety
Management Code, 1993; International Ship and Port
Facility Security Code, 2003).
ISOCEEN 2018 - 6th International Seminar on Ocean and Coastal Engineering, Environmental and Natural Disaster Management
6
4 RESULT AND DISCUSSION
Table 1: Number of Ship Accident According to
Marine Court Decision 2011-2015
No
Description
2011
2012
2013
2014
2015
Type of
Accident
1
Sunk
7
16
3
10
9
2
Collision
5
7
8
19
3
3
Grounded
3
3
14
13
2
4
Fired
4
6
5
5
3
5
Others
2
2
3
2
2
Number
of
Accident
21
34
33
49
19
Source: Marine Court, Secretary General, Ministry
of Transportation, Indonesia
Figure 1: Number of Ship Accident According to
Marine Court Decision 2011-2015
From Table 1 and Figure 1, describes five types
number of Ship Accident, dominantly in 2011, 2012,
2015 was Sunk, 2013 was Grounded, and 2014 was
Collision.
Table 2: Number of Marine Court Decision by
Factor Ship Accident 2011-2015
No
2011
2012
2013
2014
2015
Ship Accident
Factor
1
19
17
18
25
7
2
0
11
7
18
11
3
2
6
8
6
1
21
34
33
49
19
Source: Marine Court, Secretary General,
Ministry of Transportation, Indonesia
Figure 2: Number of Marine Court Decision by
Factor Ship Accident 2011-2015
From Table 2 and Figure 2 describes three types
number of factor ship accident, from 2011 until 2014
caused by Human Error factor, 2015 was Force Major
Factor.
Table 3: Number of Victims According to Marine
Court Decision 2011-2015
No
Description
2011
2012
2013
2014
2015
Ship
Accident
Victims
1
Injured
0
14
0
3
0
2
Missing
12
35
1
40
0
3
Death
32
68
8
16
7
Number of
Accident
44
117
9
59
7
Source: Marine Court, Secretary General,
Ministry of Transportation, Indonesia
Figure 3: Number of Victims According to Marine
Court Decision 2011-2015
From Table 3 and Figure 3 describes number of
Victims, from 2011 until 2013 and 2015 mostly death
victims, 2014 missing victim.
Table 4: Number of Marine Court Decision by Ship
Area of Accident 2011-2015
No
Description
2011
2012
2013
2014
2015
Ship Accident
Victims
1
Western
part
Indonesia
8
20
21
33
13
Indonesian Sea Accident Analysis: Case Study from 2011 - 2015
7
2
Centre part
Indonesia
10
12
12
15
4
3
Eastern
part
Indonesia
3
2
0
1
2
Number of
Accident
21
34
33
49
19
Source: Marine Court, Secretary General,
Ministry of Transportation, Indonesia
Figure 4: Number of Marine Court Decision by Ship
Area of Accident 2011-2015
From Table 4 and Figure 4 described number of
Ship Area of Accident, from 2011 – 2015 mostly
happened in Western Part Indonesia.
5 CONCLUSION
From the Marine Court decision from 2011-2015,
after processing the data, by percentage:
1. Total of ship accident:
Sunk 45 from 156 accident = 29%.
Collision 42 from 156 accident = 27%.
Grounded 35 from 156 accident = 22%.
Fired 23 from 156 accident = 15%
Others 11 from 156 accident = 7%.
Total of ship accident number dominantly was Sunk.
2. Total of factor of ship accident:
Human error 86 from 156 accident = 55%.
Force Majeure 47 from 156 accident = 30%.
Others 23 from 156 accident = 15%.
Total of factor number of ship accident
dominantly was Human Error.
3. Total of victims:
Injured 17 from 236 victims = 7%.
Missing 87 from 236 victims = 37%.
Death 131 from 236 victims = 56%.
Total of victims number dominantly was death.
4. Total of ship area of accident:
Western part Indonesia 95 from 156 accident =
61%
Centre part Indonesia 53 from 156 accident =
34%
Eastern part Indonesia 8 from 156 accident =
5%
Total of ship area of accident number dominantly was
in Western part Indonesia.
REFERENCES
Abrahamson B.J., 1980. International Ocean
Shipping: Current Concepts and Principles
(Boulder, Colorado: West View Press, Inc.
Faturachman, Danny and Mustafa, Shariman, 2012.
Sea Transportation Accident Analysis in
Indonesia Procedia 40.
Global Maritime Distress Safety System, 1992.
ILO (International Labour Organization), 2008.
Convention No. 147 year 1976 & No. 185.
IMO, IMO/MSC Circular, 1997. Interim Guidelines
for the Application of Formal Safety Assessment
to the IMO Rule-making Process. London.
International Safety Management Code, 1993.
International Ship and Port facility Security Code,
2003.
Load Line Convention, 1966.
Marine Pollution, 1973/1978.
National Transportation Safety Committee, 2009.
Number of Marine Court Accident by Factor Ship
Accident, Jakarta.
Trans Asia Consultant, 2009. Sea Accident Analysis
Trend Report, Jakarta.
Y.A. Dewanto, D. Faturachman, 2018. Indonesian
Sea Accident Analysis (Case Study From 2003-
2013), IOP Conference Series: Earth and
Environmental Science, Volume 135.
ISOCEEN 2018 - 6th International Seminar on Ocean and Coastal Engineering, Environmental and Natural Disaster Management
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