Corresponding Author: Leonard Immanuel
E-mail: [email protected]
INTRODUCTION
Indonesia, as might as we all aware of, is the largest
Archipelagic State in the international community which founded has more than
17,000 islands with the populations of more than 200 million people. Therefore,
the sea transportation has played the most significant and important role in
Indonesia on serving the mobility of the populations, goods and services both
domestically and internationally. Sea transportation also has a role as a
supporting facility for the trade, industry and economy sectors as well as
other sectors. In addition, sea transportation is also expected to be able to
stimulate economic growth for certain regions, especially for areas that have
not yet been developed. Another role which is not less important in sea
transportation is that the sea transportation has the lifeblood of the
eco-sosbudhankamnas, and the performance of the sea transportation would
greatly affect the acceleration on national development.
Along with those number of islands and populations,
the mobility of ship�s movements and the demand for sea transportation�s
services are rougly high and tend to accumulate more interests annually
parallel with the progress of regional development based on regional autonomy
called the local goverment. The growth of sea transportation services, of
course, must also be supported by the high level of safety in each and every
sea transportation modes operation, therefore people who use sea transportation
services would feel comfortable, safe and secure.
So far, in the context of establishment and
improvement of the maritime security including the occupational and shipping
safety, the United Nations at its conference in 1948 had agreed to establish an
international agency that specifically dealt with maritime issues. The agency
was first formed under the name of the Inter-Governmental Maritime Consultative
Organization (IMCO). Ten years later, in 1958, the organization was finally
recognized internationally. It had changed its name into the International
Maritime Organization (IMO) since 22 May 1982. On 25 June 2010, this Special
Agency of the United Nations established as the International Maritime
Organization (IMO), and other major stakeholders in the global shipping and
manning industries, had officially acceptance and adopted the tremendous
International Treaty of the �Manila Amendment� to the International Convention
on Standard of Training, Certification and Watchkeeping for Seafarers 1978
(STCW1978) as amended, and other related regulations. The amendment has
arranged to keep STCW 1978 deliver with the latest consensus thereafter its
creation and initial application in 1978, and beyond amendments in 1995 (STCW
Convention and STCW Code 2017 Edition).
In addition, the Shipping Act Number 17 Year 2008 is
the evidence of the implementation and the enforcement of the ratified IMO
Convention. The Government Regulation Number 51 Year 2002 concerning shipping,
in article 5 paragraph 1, it is stated that every ship is obliged to meet the
requirement of Seaworthiness which include ship�s safety, ship�s manning,
management of ship�s safe operation, pollution preventive measure from ships,
stowage and legal status of ships.
Seaworthiness based on Shipping Act Number 17 Year
2008 is the condition of a ship that delivers the requirement for: ship�s
safety, pollution preventive measure from ships, ship�s manning, stowage and
load lines, working and living condition of seafarers and the health of
passengers, legality status of ships, safety management and pollution
preventive measure from ships and ship security management before sailing
related to their own trading area. The legal basis for implementing the
Seaworthiness is divided into two, namely based on International Treaty and
National Regulation. International Treaty 1. SOLAS Convention 1974 and its
amendments. 2. STCW Convention 1978/95 and its Amendments 3. ILO Convention 4.
TMS Convention 1969 5. Loadline Convention 1966. National Regulation 1.
Shipping Act Number 17 Year 2008 concerning Shipping 2. Government Regulation
Number 51 Year 2002 concerning Shipping 3. Government Regulation Number 7 Year
2000 concerning Kepelautan 4. The golden rule of the Minister of Transportation
Number PM 70 Year 2013 concerning Education and Training, Seafarer Watchkeeping
and Certification 5. The golden rule of the Minister of Transportation Number
PM 67 Year 2021 concerning Work Structure and Organization of the Ministry of
Transportation 6. Regulation of the Director General of Sea Transportation
Number HK.103/2/19/DJPL-16 concerning the Implementation of Seaworthiness of
Ships. Fulfillment of all Seaworthiness requirements is evidenced by the
issuance of certificates and/or documents by the authorized party, namely the
Directorate General of Sea Transportation. Therefore, the Technical
Implementation Unit of the Directorate General of Sea Transportation can
implement it properly to realize and ensure the safety of shipping in its
territory.
The current impact of globalization greatly affects
the flow of world trade activities in the waters of Southeast Asia, especially
the Sunda Strait as the entrance point for the world's Very Large Crude
Carriers bound from the Middle East to the Asia-Pacific region, including
Indonesia. The Sunda Strait is a strait through which more than 90,000 ships
pass every year to carry various commodities, wide-ranging from crude oil to
finished refinery products from various regions of the Northern-Southern
Hemisphere. From this principle of the world's largest economies which
concentrated in the Asia-Pacific region has finally effect this route for doing
trade between the Middle East, known greatly as the Energy-Rich, and the
Africa, known greatly as the Resource-Rich. Thus, none exaggeration doubtly to
say that the Sunda Strait is considered as one of the busiest sea lanes as well
as functioning as an artery of the world economy.
The impact of the high volume and congested vessel
traffic, the number of serious disturbances to the safety of ship traffic and
the environment is expected to continue to increase and have a detrimental
impact. On the other hand, if the ship chooses to re-routing to avoid the Sunda
Strait, it will also result in an increasing in the cost of shipping goods and
of course it will cause a raise of price in commodity package. As the matter of
a fact, bearing in mind that more additional expensive cost would impact those
ships if they are doing the re-routing practice in maritime traffic, especially
Tanker Ships, Bulk Carriers and Container Ships. In addition, from the maritime
security aspect, the annual report of the IMB (International Maritime Bureau)
still states that piracy, including theft and arm-robbery, is still the biggest
threat to tankers crossing the Sunda Strait (Maritime Journal, Feb, 2018)
To improve maritime safety and security, protect the
marine environment, and maintain the sovereignty of Indonesia's territorial
waters, it also has a very important role in relation to international shipping
and has become the focus of attention of the International Maritime
Organization (IMO). Existing natural barriers with potential collisions or
groundings can result in pollution of the marine environment. However,
shipwrecks are not the only danger in the Sunda Strait. Over the years it became
a center of piracy which experienced a marked increase in the 2000s. Haze from
regional forest fires has also caused poor visibility for ships sailing in the
Sunda Strait, the region's weather has also been a factor in several accidents.
That is why, Tanjung Priok Port is an international
port that serves national and international shipping with a very high frequency
of ship visits, hence making Tanjung Priok Port as one of the largest
supporting sectors for the Indonesian economy with a reach of more than 60%.
Therefore, Tanjung Priok Port is expected to be an
example of other ports in the Unitary State of the Republic of Indonesia as an
economic barometer for the shipping sector. The following is the arrival
productivity data at Tanjung Priok Port, which shows an increase from 2017 to
2018.
Figure 1.�
Tanjung Priok Productivity
Source: LAKIP Kemenhub 2019
To find solutions to problems in the Sunda Strait,
Indonesia's interests in the Sunda Strait also need to be studied, particularly
in the terms of balancing the risk of increasing maritime traffic with the
contribution of user countries to the protection of maritime traffic and the
environment. As maritime traffic is expected to be greater amongst the
sustainable development goals, the risk of disruption to maritime traffic
safety will also increase in the future. From an ecological point of view,
collisions and contact with land have a high probability of polluting the
marine environment through oil spills from tankers. The continuing impact of
this is the disruption of the sustainability of the marine environment, local
fisheries, coastal community lifestyles, and border conflicts cannot be ruled
out, all of which require significant resources to resolve.
Based on data from Tanjung Priok Class I Marine and
Coastal Guard Base Realization in Quarter I there were 3 (three) reports that
occurred in February, the KMP ship fire. BSP I in the waters of Merak Besar
Island and fishing boat fire in Muara Baru Harbor, in March there was a fire on
the fishing boat Riki Baru in the waters of the Kepulauan Seribu, for the
second quarter there was no sea transportation accident, in the third quarter 1
(one) incident occurred in August, the ship�s name was TB. Buana Nusantara 7 in
Wilper Merak, Banten and in the fourth quarter there were no sea transportation
accidents. Thus, the total number of marine transportation accidents has
reached 4 (four) reports and the performance achievement against the target is
80%. In The 2019 Performance Agreement, the target specified is 2 (two)
reports, but in realization there are no reports of security disturbances on
the ship.
Figure 2. Marine Transportation Accident Report 2019
Source: LAKIP Kemenhub 2019
Figure 3. Security Disturbances in Sea Transportation
Modes 2019
Source: LAKIP Kemenhub 2019
The person in charge of port security according to
Shipping Act No. 17 of 2008 is the Port Security Committee under the
coordinating of the Harbour Master. The Port Security Committee consists of
KPLP, National Police, Navy, PT. Pelindo, terminal security guards and so on.
Terminal Nusantara Pura Tanjung Priok on a hazard map/record of the estimated
threat of illegal labour workers, theft, cubis and extortion. In addition, the
Nusantara Pura Terminal on the Vital Objects as the national security under the
susceptibility map is in the first place with vulnerable points for entrance
and exit of the passenger terminal, cadets and piers, parking lots. Estimates
of existing threats are commotion among passengers due to scramble to board the
Pelni ship, smuggling of alcohol and drugs, congestion during embarkation and
debarkation, fire and terror/sabotage.
In order for the terminal to comfortably support
economic, commercial and tourist activities, the terminal must be free from any
security incidents and, to ensure such conditions, security measures must be
implemented at the terminal facilities, in particular by minimizing disruption
or transportation. Conduct intensive supervision of visitors, prospective
passengers and crew as well as merchandise entering the terminal area. The
level of security is very important so that it becomes one of the things that
shows the success of a public service where in the end customer loyalty is
expected.
Based on the golden rule of the Ministry of
Transportation Number KM 65 of 2002 concerning of Work Structure and
Organization of the Class I Tanjung Priok Marine and Coastal Guard Units, it is
described as follows: The duties of the Tanjung Priok Class I Marine and
Coastal Base Office are technical implementing units within the Ministry of
Transportation under and is responsible to the Minister of Transportation
through the Directorate General of Sea Transportation who has the task of
carrying out guarding, saving, securing and controlling activities as well as
enforcing regulations in the field of shipping in Sea and Coastal waters.
The Readiness and the Organizational Commitment of
Seafarers at Tanjung Priok Class I Marine and Coastal Guard Units in dealing
with disasters to support shipping safety at Tanjung Priok Port is increasing
along with economic developments and the trend towards globalization, national
and international flows, ships, international sea transportation through
Indonesian territory which requires guaranteed availability of Search And
Rescue operation in case of an accident and incident occurred at Tanjung Priok
Port. Without this, however, the Tanjung Priok Port is classified as a
"black zone" for shipping. The status of a "black zone"
could have a negative impact on Indonesia's international economic and
political relations.
To ensure the safety of the ship and its cargo when
the voyage begins, the Master of the Ship needs a ship�s pilot who knows the
traffic so well before begin the voyage. Shipping activities are one of the
efforts to ensure the safety of ships including passengers and cargo while
boarding the ship. For Indonesia to carry out command control in the waters of
the Sunda Strait, Indonesia needs to increase the institutional capacity of the
command by developing command aid facilities and infrastructure that meet the
requirements to support ship navigation services in the waters of the Sunda
Strait. In addition, it is necessary to increase the latest navigation resources
in terms of knowledge and skills in the field of navigation so that official
pilots can carry out their duties in order to maintain navigation safety during
the transit.
The safety of fishing vessel is also the most
important part which is always expected to be greater amongst the sustainable
development goals in food and agriculture security. For the crew and captain,
this point does not have to be done in any different approach. On the other
hand, the roles that can be fostered to ensure the safety of marine fisheries
is the captain of ports and fishing ports throughout the archipelagc state.
Both sides are at the cutting edge of ship safety. In order for this role to
function optimally, all parties involved must be able to comply with Job Creation
Act Number 11 of 2020 and Government Regulation Number 27 of 2021 concerning
Implementation in the Marine and Fisheries Sector which is according to what
had been said by the Director General of Capture Fisheries at the Ministry of
Maritime Affairs and Fisheries (DJPT KKP) Muhammad Zaini, According to the gap
research carried-out by previous research (Felayati et al., 2019) said that the human factor is the cause of ship
accidents, (Rudianto et al., 2014) said that competence and discipline affect crew
performance fleet of ships on a voyage, (Thamrin, 2015) revealed that training can improve the skills and
quality of ship crews if carried out properly.
Maritime Transport Law which is famously named with
Shipping Act No. 17 of 2008 stipulates that sea transportation security
includes transportation security in port waters, as well as the protection of
the marine environment. The safety of transportation by water is a prerequisite
for the navigation and navigation of ships. To ensure the safety of water
transportation, the government is responsible for planning, procurement,
operation, maintenance and monitoring. The maritime navigation and
telecommunications assistance system complies with international regulations,
as well as the determination of maritime routes and upstream.
According to (Siswantara, 2015) the basic principle of marine safety stipulates that
ships wishing to sail must be in a seaworthy condition. This means that the
ship must be able to naturally handle various falls or natural events in the
shipping world. In addition, it is important to transport cargo around the
world and protect the safety of the cargo and its crew. To be suitable for a
ship, the ship's structure and engine must be in good condition.
(Lasse, 2014) says: �A boat that endangers the safety of navigation
must be able to follow every regular movement because it is equipped with
engines, propellers, oars, anchors, moorings, communication equipment and crew,
all of which meet the necessary approval requirements". According to (Soewodo, 2013), marine transportation safety (maritime safety) is
now a condition of ships that depends on the captain of the ship.
According to (Umar, 2001), ship safety covers a very wide spectrum of aspects,
including the following topics:
1.
Ship safety
concerning the construction, equipment and maintenance of ships, including
aspects of container safety;
2.
Ship tonnage
measurement;
3.
Ship�s manning;
4.
Prevention of marine
pollution from ships.
The
usage of shipping safety indicators are
1.
Ship safety and
security in the waters
2.
Maritime
environmental protection
3.
Shipworthiness and
navigation
Based on the narrative above, it might be synthesized
that shipping safety is the fulfillment of maritime safety and security
requirements in the context of transportation in waters, ports and the marine
environment, namely the condition of the fulfillment of ship factors that meet
requirements and outside factors of the ship that affect shipping safety.
In the recognition of international relations, the
study of security is strongly influenced by the vision of realism. Where
security studies examine things such as threats and the use of military force
to counter these threats. The main actor in security studies is the State,
which is assumed to be a rational actor in its behavior that interacts in its
efforts to assert its national interests (Viotti & Kauppi,
2019). The pattern of actions and interactions of actors in international
relations is also growing. International relations actors, which now involve
not only states but also non-state actors, make maritime security even more
complex.
The discussion on security in international relations
is divided into traditional security and non-traditional security. In this work
the researcher will focus on traditional security. The traditional notion of
security in international security studies is a concept that uses "use of
force" and is defined as "use of military force by States" that
dominates threats to a country militarily (Buzan & Hansen,
2009).
When identifying the concept of maritime security
according to (Bueger, 2015), three things must be kept in mind, namely (1)
"semiotics", which is intended to represent different meanings when
examining the relationship between maritime security and other concepts, (2)
"Securitization", a framework that provides a means to understand how
various threats to maritime security are included, and (3) a theory of security
practice that aims to understand what actions are taken in the name of maritime
security.
According to the National Police for the Tentrem Kerta
Raharja (TTKR) quoted by (Brotodiredjo, 2012), "safe" is defined as containing four main
indicators, namely: feeling free from physical and psychological disturbances
(security); feeling free from worry (surety); feeling free from risk (safety);
and a feeling of inner and outer peace. These four elements create enthusiasm
for work and ultimately material and spiritual welfare of the community is
achieved.
Based on the narrative above, it is synthesized that
sea transportation security or ship traffic security is a condition that is
free from threats, disturbances, fears and risks/dangers that can cause public
unrest both naturally and mentally. (Griffin, 2014) reveals that terminology of an Organizational
Commitment is a behavior and the reflection of which an individual or employee
knows and it is bound by his or her organization. (Mehmud et all, 2015) have said that with the respect of specific
Commitment can only be developed if employees can find their expectations and
fulfill their needs from the Organization. (Langton et al., 2013) states that Commitment is a condition in which an
employee sided with an exclusive Organization and its goals and intends to
maintain membership in their Organization.
(Sopiah, 2016) states that Organizational Commitment is a condition
where employees believe and want to achieve Organizational goals that will
permanently stay or will not leave the Organization. (Baron, 2012) also mention that Organizational Commitment is the
degree to which employees who are not only exist inside the Organization but
also want to be permanent as members, which in it contains the behavior of
loyalty and willingness of employees to work aphorically for the Organization
where the employee worked.
(Zurnali, 2010) also support the previous statement and has said that
Organizational Commitment is a psychological state that has character reference
of employee interactions with the Organisation that suggest whether employees
are permanently stay with the Organization or not. (Kaswan, 2015), however, make a different consideration about the
Organizational Commitment that should have been trusted to be the level of
employee dedication to the Organization where he or she works and have the
willingness to work on behalf of or for the benefit of the Organization. Kaswan
had said that Organizational Commitment constitutes of three indicators:
1.
Affective Commitment.
Shows a strong exquisite desire from all staff to conform the existence of
their additional values, therefore their goals and desires remaining in the
Organisation can be realized. Affective Commitment can only be appear and
positively related in an Employee through: their age, their individual
characteristics, their Organisational structure, their task importance, their
diverse skills, others feedback from executives including the implementation of
in management knowledge and best practices. Employees with affective commitment
are tend to stay in an Organisation because they have full self-confidence in
the Organization's Vision and Mission.
2.
Continuous
Commitment. By all means that one Commitment is based on concern for the loss
of something achieved by the organization in its process, for example: the
salaries, facilities and so on. The Commitment that might be the cause of
obligation�s sustainability is including the age, the job�s position and the
institutional differences as well as different achievements. This Commitment is
reduced because the various facilities and benefits received by Employees are
reduced.
3.
Regulatory
Commitment. Demonstrate the employee's moral and value responsibility which
must remain in the Organisation. The deal part of the particular Commitment is
social-economic demands resulting from personal experience in dealing with
other people. In the beginning of permanent adherence, such role models or the
owner of the Organisational just based on the remuneration, social, cultural or
religious rewards.
METHOD
The methodology used in this study is a
quantitative method. The population is taken from all stakeholders, especially
the skipper Tanjung Priok Marine and Beach Guard Unit which amounted to 191
people in 2019 for the western part of Indonesia from 400 captains throughout
Indonesia sampling in this study using random samples (random sampling)
sampling using the formula from Taro Yamane or Slovin 66 sample skipper Tanjung
Priok Marine and Beach Guard Unit. After the questionnaire data collection was
completed, the Likert scale weight score was used to convert the data into
quantitative data. In this study, the data is processed and presented in
graphical form, and SmartPLS (Sekaran & Bougie, 2016).
RESULTS AND DISCUSSION
Based on the data obtained through the distribution of
questionnaires and the results of calculations with smartPLS 3.0, as well as
checking the results of the hypotheses made, as follows:
1. The effect of shipping safety at sea on Organisational
Commitment
The effect of shipping safety on Organisational
Commitment is 0.894 with the results of testing the first hypothesis showing that
ship safety at sea has a direct effect on Organisational Commitmentat the
Tanjung Priok Marine and Coastal Guard Unit in 2020. This explains that the
research results obtained are in line with previous research that the safety of
marine transportation at sea has an impact on organizational commitment. The
security factor is important because it is closely related to performance and
subsequently to agency performance. The more safety devices there are, the less
likely an accident is to occur, where safety refers to protecting one's
physical well-being from injury related to organizational obligations. This
marine transportation safety guideline is the obligation of agencies related to
the quality of occupational health and safety of employees and their operations
in carrying out business processes and activities. The agency is committed to a
healthy and safe workplace, prevention of occupational accidents and diseases,
and prevention of environmental pollution.
2. The influence of shipping safety at sea on the safety of
ship traffic
The
effect of shipping safety on ship traffic security is 0.488, which is supported
by the results of the second hypothesis testing which finds that shipping
safety at sea has a direct effect on ship traffic security.at the Tanjung Priok
Marine and Coastal Guard Unit in 2020. This explains that the research results
obtained are in accordance with previous studies that the safety of shipping at
sea has an influence on the safety of ship traffic. Reliable and
well-maintained equipment will make it easier for the captain to carry out each
of his work. If the organization has the right equipment with adequate quantity
and quality, then the safety of the shipping will increase and vice versa if
the organization is not supported with adequate equipment, the captain will
have difficulty in carrying out his work and in the end the performance or
productivity of the Organisation will be low.
3. The Influence of Organisational Commitment on ship
traffic safety
The
influence of Organisational commitment on ship traffic safety is 0.501 which is
supported by the results of the third hypothesis testing which finds that
Organisational Commitment has a direct influence on ship traffic security.at
the Tanjung Priok Marine and Coastal Guard Unit in 2020. This explains that the
research results obtained are in accordance with the research conducted that
organizational commitment can affect the safety of ship traffic. The captains
who have the expertise, skills and abilities are expected to be able to operate
the ship safely, comfortably and safely as regulated in the STCW convention and
the International Safety Management Code (ISM Code). These skippers, at least
have been proven by certificates of expertise and skills issued by the
government of the flag country. If the expertise and skills of the captains are
judged to have not met the requirements, the management must try hard to find a
replacement that is in accordance with the expertise and skills needed to crew
the ship that will sail.
4. The effect of shipping safety at sea on the safety of
medicated ship traffic Organisational Commitment
The effect of shipping safety on ship traffic security
mediated by Organisational Commitment is 0.447 which is supported by the
results of the fourth hypothesis testing finding that Organisational Commitment
mediates the effect of shipping safety at sea on ship traffic security� at the Tanjung Priok Marine and Coastal Guard
Unit in 2020. This shows that the research results obtained are in accordance
with explaining that Organisational Commitment mediates the effect of shipping
safety at sea on the safety of ship traffic. Organisational Commitment is said
to have an influence on shipping safety, because discipline shows an attitude
of obedience of a personnel to the rules or regulations that apply in the
agency, namely joining the agency on the basis of conviction, not an element of
coercion. If a personnel has a high attitude of obedience to all applicable
rules or regulations, then this condition will affect the safety of the voyage
in carrying out their duties. Ship safety is the next variable that is
considered to have a significant influence on shipping safety. This is because
with the existence of high ship security in each personnel, these personnel
will carry out their main duties and functions properly in accordance with
their respective fields of duty. This makes the safety of the ship a
significant influence on the safety of shipping.
CONCLUSION
Based on the discussion above, it can be
concluded that shipping safety at sea has a direct effect on Organizational
Commitment at the Tanjung Priok Marine and Coastal Guard Unit in 2020. Shipping
safety at sea has a direct effect on the safety of ship trafficat the Tanjung
Priok Marine and Coastal Guard Unit in 2020. Organisational Commitment has a
direct influence on the safety of ship traffic at the Tanjung Priok Marine and
Coastal Guard Unit in 2020. Shipping safety at sea has an indirect influence on
the safety of ship traffic which is mediated by Organisational Commitment at
the Tanjung Priok Marine and Coastal Guard Unit in 2020.
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Received:
06-06-2022�������������������� ��������������� Accepted: 09-06-2022���������������������� ��������������� Published: 15-06-2022������ 