Evaluation The Implementation Of Traffic Separation

Scheme (TSS) In The Sunda Strait

A A Priadi1, R Ivan2,Darsani3, and C Anindhyta

1
Nautical Lecturer of STIP Jakarta
2
Head of Tanjung Priok Type B Navigation District
3
Head of VTS Merak
4
Universitas Negeri jakarta

Corresponding author: antoni.kemenhub@gmail.com

Abstract. The sea traffic separation chart or what is commonly called the Traffic Separation
Scheme (TSS) is generally used to assist international shipping navigation and is also part of a
country's maritime zone as mandated in UNCLOS 1982. In this case, Indonesia has
implemented TSS in the Sunda Strait and in the Lombok Strait on 1 July 2020. The Directorate
General of Sea Transportation, the Ministry of Transportation is the leading agency responsible
for enforcement of the scheme through the Directorate of Navigation and the Directorate has
established the Merak Vessel Traffic Service (VTS) system in the Province of Banten to
monitor the Sunda Strait and VTS Benoa in the Province of Bali to monitor the Lombok Strait.
Since the implementation of the TSS in the Sunda Strait until now, it turns out that there are
still many ships that do not comply with the traffic procedures in the TSS as regulated in such a
way. The research suggestion that violations in addition to administrative sanctions for those
ships who commit violations, also implement a violation reporting system application to speed
up the process of reports from VTS Operators to related officials.

1. Introduction
The sea traffic separation chart or commonly called the Traffic Separation Scheme (TSS) is generally
used to assist the safety of international shipping navigation and is also part of a country's maritime
zone as mandated in UNCLOS 1982. In this case, Indonesia implemented TSS in the Sunda Strait and
the Lombok Strait on 1 July 2020. The Directorate General of Sea Transportation, the Ministry of
Transportation is the leading agency responsible for enforcement of the scheme through the
Directorate of Navigation and the Directorate has established the Merak Vessel Traffic Service (VTS)
system in the Province of Banten to monitor the Sunda Strait and VTS Benoa in the Province of Bali
to monitor the Lombok Strait.
This TSS is the first of its kind to be adopted by an archipelagic nation. Legally, the Sunda Strait
and Lombok Strait are part of Indonesia's territorial waters, and no part of these areas is included in
international maritime territory or borders with other countries. In comparison, the Malacca Strait has
four states as its littoral, namely Indonesia, Malaysia, Singapore and Thailand. For Indonesia,
managing TSS itself is a new experience. This has sparked euphoria among the local community and
authorities such as port operators as well as parties involved in shipping, they are excited and see it as
an opportunity to organize commercial activities such as bunkering services, ship goods/food supply,
pilotage, alternative shipping routes, etc.
The legal basis for the application of the Sunda Strait TSS, namely:
1. IMO Circular Number COLREG.2/Circ.74 dated 14 June 2019 concerning New Traffic
Separation Scheme which contains an international circular regarding the announcement of the
implementation of TSS in the Sunda and Lombok Straits.
2. IMO Circular Number SN.1/Circ.337 Routeing Measures Other Than Traffic Separation
Schemes IMO which contains further explanation regarding areas of caution in the Lombok and Sunda
Strait TSS areas;
3. Government Regulation Number 5 of 2010 concerning Navigation, this regulation covers all
matters concerning sea navigation, establishing shipping traffics, route systems, traffic procedures, and
ship berthing areas according to their interests.
All ships sailing in the Sunda Strait TSS must comply with the provisions of rule 10 COLREGs
1972 related to TSS, consist of sailing in the direction of a suitable carriageway, stay away from the
separation line/ zone, sntering/leaving the traffic at the end of the traffic, avoid cutting traffic traffics,
avoid anchoring, avoid catching fish.
The Sunda Strait TSS is located in the Sunda Strait, the Province of Lampung and the Province of
Banten, Republic of Indonesia. In addition, the Sunda Strait TSS is also right on the Indonesian
Archipelagic Sea Traffics (ALKI - I) or SeaLine - I.
Some of the functions of implementing the Sunda Strait TSS among others reducing the number of
head-on situations to improve shipping safety, by separating opposing traffic flows. reducing the risk
of ship accidents caused by ships running aground on rocks, reduce the danger of collisions at
intersections by establishing alert areas. protecting the Marine Environment from the effects of
pollution in the event of a shipping accident or disaster.
It is known that the Sunda Strait TSS consists of
a) Northern Part of TSS
Overall Width : 2.67 Nm
Long Separation Zone : 0.30 Nm
Width : 2.60 Nm
b) Alert Area
North Side Width : 2,60 Nm
South Side Width : 1.20 Nm
Length : 2.80 Nm
c) TSS South Area
North Side Width : 1.20 Nm
North Segment Width : 1.25 Nm
South Side Width : 2.27 Nm
Traffic Length : 2.73 Nm
Total Length of TSS : 9.38 Nm
d) North and South Side Report Lines
e) East and West Side Report Lines
f) North and South Anchorage Areas
 Figure 1. The Chart of Sunda Strait TSS

The ships crossing the Sunda Strait both entering the TSS from the North and from the South,
Ferry/ Roro/ Merak – Bakauheni Ferries when entering the Alert Area and the ships going to leaving
and entering ports in Banten, especially in Ciwandan, Cigading, Merak to Bojonegara, Banten are
currently using the reporting and management system of the Merak VTS, Class I Navigation District,
Tanjung Priok.
Technical instructions for ship management in the Sunda Strait TSS are contained in PM 130 of
2020 concerning traffic procedures in the Sunda Strait Traffic Separation Scheme (TSS). Meanwhile,
for Ferry/ Roro/Merak-Bakauheni ferries, schedule arrangements and entry and exit are regulated by
the Local Port Service (LPS) Merak and LPS Bakauheni belonging to BPTD Banten and BPTD
Bangkulu - Lampung the Directorate General of Land Transportation. For ships that will enter the
wharf at TERSUS and TUKS in the Banten KSOP area, it is regulated by the 3 (three) existing pilot
stations.
In reality in the implementation of TSS in the Sunda Strait since July 2022 until now there are still
many ships that do not comply with traffic rules in the TSS. This is under the supervision of the State
Patrol Ship belonging to the Sea and Coast Guard Unit (KPLP) Directorate General of Sea
Transportation, Ministry of Transportation.
The KPLP Patrol State Vessel conducted observations of vessels suspected of committing
violations in the TSS traffic based on information from VTS. After that, the KPLP State Patrol Ship
communicated via radio with the ship suspected of committing a violation on the TSS traffic to inform
of the violation, while at the same time observations were made with Radar, AIS, Marine Maps and
GPS on the State Patrol Ship. If the ship suspected of having committed a violation answers the
summons, then the Master of the State Vessel Patrol PLP will inspect the ship suspected of having
committed a violation. Meanwhile, if the ship does not answer the call, then the Captain of the State
Vessel Patrol KPLP will make a Report and Minutes of the Event to the local Syahbandar. For ships
that commit violations related to Traffic procedures on the TSS Traffic which are dangerous and can
cause accidents in the TSS area, law enforcement will be carried out by imposing sanctions in
accordance with the applicable Laws and Regulations.
In the Director General's Decree specifically for the Sunda Strait TSS, the person in charge of
Patrol in the context of Law Enforcement in the Sector of Traffic Safety in the Sunda Strait TSS is
carried out by the Tanjung Priok Class I PLP Base at any time, including from the Sunda Strait from
the North of the Java Sea to the South of Indian Ocean and vice versa for Indonesian-flagged ships,
from Merak to Bakauheni and vice versa, and from the north direction of the Java Sea to the south of
the Indian Ocean and vice versa for foreign-flagged ships. Based on the background above, the
formulation of the problem in this discussion is (1) What influences shipping on TSS; (2) How is the
evaluation of the implementation of the Sunda Strait TSS?

2. Literature Review
VTS is a maritime coast-based service to assist ship traffic in certain areas, the VTS area. This service
is provided by a VTS operator (VTSO) using Very High Frequency (VHF) radio to provide
information essential for safe navigation within the area. Having been introduced after World War II,
the VTS was little more than a radar chain. When ships are delayed during periods of poor visibility,
port operations come to a halt, spreading ship delays throughout the inshore transport chain, regularly
causing disruptions and problems in the storage of goods. To minimize this interference, a coast-based
radar chain for traffic monitoring was implemented to ensure traffic flows efficiently in the port area
even during periods of reduced visibility. The first radar chain was deployed at Douglas, Isle of Man,
in 1948, but other major ports in northern Europe followed soon after, namely Amsterdam (IJmuiden)
in 1952 and Rotterdam in 1956 [1].
Currently VTS is on the verge of change and several simultaneous developments, such as e-
Navigation [2], chain planning [3], expanded ship-shore route planning [4], and encouragement for
advances in VTS system organization and technology. Originally introduced as a RADAR chain
system to assist secure port entry during periods of poor visibility [1], the VTS system is now a
complex socio-technical system realized in various ways around the world. Depending on local
conditions, VTS can offer services ranging from information services, containing information critical
to the safety of conducting, to complex traffic organization systems, where traffic is planned and
deconflicted prior to its arrival in the area.
VTS is a system with the goal of promoting safety and efficiency, Resilience Engineering (RE), has
been adopted as a theoretical framework to analyze and evaluate how VTS systems balance system
goals during day-to-day operations. The concept of resilience originally came from ecology and is
concerned with how a system maintains a stable state over time. In the JCS setting, resilience
describes how a system is able to maintain or regain dynamic stability which means producing stable
performance output based on dynamic input-status to be able to continue to function in the presence of
continuous stress in daily operations [5].
As in the VTS domain, system goals, such as efficiency and security, are often conflicting and
require trade-offs because the two goals cannot be achieved concurrently. As a result, human operators
in high-risk industries are often forced to improvise and find solutions to be able to cope with limited
resources [6]. In RE, resilience is the intrinsic ability of a system to maintain its function under various
operational conditions. As mentioned above, there are four cornerstones to endurance engineering;
monitor, respond, anticipate and learn. These four capabilities are essential for a system to be able to
recognize challenging conditions, respond to them, evaluate responses, and prepare for future events.
The four capabilities are interdependent, and each represents one facet of system function. By
analyzing day-to-day operations with the help of capabilities, the analyst is able to do so by identifying
ways in which the capacity of the system to know what to do (respond to), what to look for (monitor),
what to expect (anticipate) and what has been occur (learning) can be strengthened [6].
Due to several major oil spills in the 1970s, public awareness of accidents in the maritime area
increased. This is followed by the need for harmonization and cooperation between radar chain
operators and other actors, such as pilots. As a result, the existing radar chain that was originally
implemented to support the efficiency of traffic movement was changed to a shore-based assistant
service, VTS, which in addition to efficient operation, also strives to ensure that traffic flows safely
and reduce its environmental impact. In 1985, the International Maritime Organization (IMO) adopted
Resolution A.857, Ship Traffic Services Guidelines. This resolution was superseded in 1997 by IMO
Assembly Resolution VTS A.857(20). There are currently more than 500 operational services
worldwide offering VTS, with the main objective of promoting the efficient, safe and environmentally
friendly movement of maritime traffic in areas with high traffic density, such as the Hook of Holland,
and sensitive sea areas, such as islands or coral reefs [1].
The definition of Traffic Separation Scheme or in Indonesian language a shipping traffic separation
chart or a sea traffic separation scheme by quoting from IMCO Resolution A.284 (VIII) adopted on
20th November 1973 concerning Routeing Systems explains the meaning of a Sea Traffic Separation
Chart or Sea Traffic Separation Scheme commonly referred to as Traffic Separation Scheme is a
scheme which separates traffic proceeding in opposite or nearly opposite directions by the use of a
separation zone or line, traffic lanes or by other means which, when interpreted, can mean a scheme by
separation sea traffic lanes in the opposite or nearly opposite direction by using an area or separation
line for sea traffic lanes or other navigational aids.
The explanation regarding Local Port Service is based on the Decree of the Director General of
Land Transportation number KP – DRJD 4937 of 2022 concerning Local Port Services (LPS)
Equipment and Maintenance Standards at Ferry Ports. The definition of Local Port Services (LPS) is
ship traffic services at internal ferry ports. the framework of regulating and controlling the operations
of ships, ports, harbour and terminals at a crossing. Meanwhile, according to the Regulation of the
Minister of Transportation number PM 26 of 2011 concerning Telecommunications - Shipping
explains the meaning of Local Port Service as a ship traffic service which is limited to providing
information regarding data relating to the needs and operations of ports and terminals that are not
responsive to shipping traffic in related station coverage area.
The definition of Vessel Traffic Service or abbreviated as VTS according to the Minister of
Transportation Regulation number PM 26 of 2011 concerning Telecommunications - Shipping
explains the meaning of Vessel Traffic Service is ship traffic services in designated areas that are
mutually integrated and carried out by the authorized party (Ministry of Transportation) and designed
to improve ship safety, navigation efficiency and protect the environment, which has the ability to
interact and respond to ship traffic development situations in the VTS area by means of radio and
navigation electronic devices.
The explanation regarding the Directorate of Navigation is one of the Directorates under the
auspices of the Directorate General of Sea Transportation with the main task of carrying out the
formulation and implementation of policies, preparation of norms, standards, procedures and criteria,
provision of technical guidance and supervision as well as evaluation and reporting in the field of
navigation.
The Directorate of Sea and Coast Guard Unit is one of the Directorates under the auspices of the
Directorate General of Sea Transportation with the main task of carrying out the formulation and
implementation of policies, preparation of norms, standards, procedures and criteria, provision of
technical guidance and supervision as well as evaluation and reporting in the field of patrols and
security, enforcement law and advocacy, orderly shipping, disaster management and underwater work,
facilities and infrastructure. The explanation regarding state ships regulated in Law number 17 of 2008
concerning Shipping explains the meaning of state ships are state-owned ships used by certain
Government agencies that are given functions and authorities in accordance with statutory provisions
to enforce the law and other Government tasks.
The Office of the Land Transportation Management Center or hereinafter abbreviated as the BPTD
Office is the Technical Implementation Unit within the Ministry of Transportation which is under and
responsible to the Director General of Land Transportation. BPTD which carries out the management
of land transportation in areas with land characteristics that have road transportation services, as well
as river, lake and commercial and pioneer crossing. Explanation regarding Terminals for Own
Interests/ TUKS according to Minister of Transportation Regulation Number PM 51 of 2011
concerning Special Terminals and Terminals for Self Interests explains Terminals for Self Interests are
terminals located within the Work Environment Area and Port Interest Environment Area which serve
their own interests in accordance with main business.The definition of a Special Terminal/TERSUS
according to the Regulation of the Minister of Transportation Number PM 51 of 2011 concerning
Special Terminals and Terminals for Own Interests explains that a Special Terminal is a Terminal that
is located outside the Work Environment Area and Port Interest Environment Area which is part of the
nearest Port to serve its own interests according to the main business.
The Port Authority and Port Authority Office is a Technical Implementation Unit under the
auspices of the Ministry of Transportation with the task of carrying out supervision and law
enforcement in the field of shipping safety and security, coordinating government activities at ports as
well as regulating, controlling and supervising port activities at commercially operated ports.

3. Methodology
This type of research is Descriptive Quantitative Observational which will be carried out from 1 July
2020 to the end of 2022 in the Sunda Strait TSS. Descriptive research is research that seeks to answer
existing problems based on data. The process of analysis in descriptive research is presenting,
analyzing, and interpreting [7]. In descriptive quantitative observational research, descriptive research
presents the frequency distribution of the data presented (known as univariate data analysis). This
descriptive research is considered lower than analytic research, of course, there are times and times
when a research needs to be done descriptively or analytically.
Case Reports and Case Series are part of a descriptive quantitative observational research design.
The sample size is about 2,600 merchant ships that commit violations. In this study, systematic
random sampling was used, which is a simple sampling technique that was carried out systematically
at random. The sampling technique for systematic random sampling according to [8] is a sampling
technique based on the sequence of population members who have been given serial numbers. The
steps of this technique are: (1) Determine the target population, in this study the respondents that are
the target population; (2) Determination of checkpoints; (3) Determine the time to be used to
determine sampling; (4) Organizing the field, especially at checkpoints. This orientation will be used
as the basis for determining the basic interval for the number of respondents. (5) Determine the sample
size (n) to be surveyed. The type of data collected is primary data which is carried out by structured
observation using data collected by VTS Merak.

4. Disussion

4.1. Factors Influencing Shipping On The TSS in The Sunda Strait

There are 4 (four) important things in the navigation and reporting system in the Sunda Strait TSS
which affect the creation of sailing safety in the Sunda Strait TSS, there are all ships sailing in the TSS
of both straits must comply with the provisions of rule 10 COLREGs 1972 related to the TSS, namely:
(i) Sailing in the direction of an appropriate carriageway; (ii) Stay away from the separation line/zone;
(iii) Entering/leaving the traffic at the end of the traffic; (iv) Avoid cutting traffic traffics; (v) Avoid
anchoring; (vi) Avoid catching fish.
Then, communication between ships on voyages in the Sunda Strait is carried out through easy-to-
understand and short conversations. Communication in the Sunda Strait TSS via VHF Radio on
channel 22 or 68, with the nickname Merak VTS. All ships passing through the TSS must fully carry
out listening watch duties.
The Reporting and Navigational Information System in the Sunda Strait is mandatory for all
Indonesian-flagged ships passing, crossing or crossing the TSS in the alert area. As for foreign ships, it
is highly recommended to participate in the Navigation Information and Reporting System
About report format, in the interests of safety of navigation and protection of the marine environment,
it is highly recommended for all ships that wish to pass through the TSS in the Sunda Strait to provide
information on vessel size, both in ballast and loaded conditions; the type of cargo, whether it is toxic
and dangerous as defined in the relevant international conventions.
4.2. Analysis of Ship Trafic Discrepancies in The Sunda Strait
Since the implementation of the Sunda Strait TSS on July 1 2020 until December 2022 there have
been no accidents or ship accidents in the Sunda Strait TSS. This cannot be separated from the role of
VTS Merak in its task of monitoring and serving ship traffic in the Sunda Strait, especially in the TSS
according to the type of VTS service on VTS Merak that has been implemented, namely Information
Navigation Service (INS) and Navigational Assistance Service (NAS).
The role of the VTS is very vital in the implementation of the Navigation Reporting and Information
System, considering that ships will communicate with the VTS, related to the ship reporting function,
as well as related to the INS (Information Navigation Service) and NAS (Navigational Assistance
Service) services, where all ships sailing in both straits is recommended to use the information
broadcast by VTS Merak.
The number of ship traffic crossing the Sunda Strait for the period July 2020 to November 2022 was
52,484 (this number does not include roro ferries crossing from the Merak ferry port to Bakauheni and
vice versa)

Table 1. Table of Ship Traffic in The Sunda Strait

Jan Feb Mar Apr May June July Aug Sept Okt Nov Dec
202 1598 1711 1708 1731 1616 1563
0
202 1492 1261 1577 1600 1804 1987 2019 1964 1831 1910 1851 1942
1
202 2050 1754 1958 1961 1846 1928 1860 2067 1880 2071 1948
2

In Table 1. which displays Ship Traffic in the Sunda Strait, it can be seen that from year to year, from
January 2020 to December 2022, the trend of ship traffic in the Sunda Strait is always increasing. The
highest increase occurred in October 2022 where it touched 2071 ship traffic that occurred.

In the same timeframe since the enactment of the Sunda Strait TSS, not all ships have sailed according
to the applicable provisions according to PM 130 of 2022 concerning procedures for traffic in the
Sunda Strait TSS. With a percentage of 4.5% (2,401 ships) that violated it and 95.5% followed the
rules that had been determined.

Figure 2. Chart of Ship Contravention in The Sunda Strait TSS

From Figure 2, which displays the trend of ship violations (contravention) in the Sunda Strait TSS
from July 2020 to November 2022, it is noted that the smallest number of violations was in September
2022 with 42 violations, but there was a spike in violations in November 2022 of 159 violations, this
figure reached 3 times the number of violations (contravention) in the previous month.

Figure 3. Graph of TSS Traffic and Violation Comparison

From Figure 3. which shows a comparison of the amount of traffic with the number of violations on
the TSS, it can be seen that the least quantity of violations was in 2020, in the number 9927, while in
2021 it experienced a significant increase of 21234 and in 2022 it has increased again with a number
of achievements of 21323.
Table 2. Table of Comparison of Traffic and TSS Violations
Year Jan Feb Mar Apr May June July Aug Sept Okt Nov Dec
202 aoc 1598 1711 1708 1731 1616 1563
0
vio 110 106 59 96 60 53
202 aoc 1492 1261 1577 1600 1804 1987 2019 1964 1831 1910 1851 1942
1
vio 53 43 67 110 102 81 113 90 70 97 89 76
202 aoc 2050 1754 1958 1961 1846 1928 1860 2067 1880 2071 1948
2
vio 107 76 78 121 100 126 97 72 42 59 159
*aoc: amount of
vio: volation

From the Table 2. above it can be seen from Table 2. that in 2020 from January to November there
was a decrease in the number of violations. As well as in 2021 and 2022 from January to September
there was a tendency for violations to decrease, but the number of violations in November 2022
increased sharply. Graph of Increased Violations in the Sunda Strait Traffic Separation Scheme (TSS)
Since July 1, 2020 Implementation
 Figure 4. Graph of The Number of Offending Vessels
Data on the number of ships recorded is the data of ships monitored on VTS Merak, Ships recorded as
vessels that commit violations (Contravention) are ships that do not report and are called via VHF
Radio communication CH 22 but do not respond to VTS Merak calls, some ships can respond
summons and was advised by the VTS Operator to follow traffic procedures in the Sunda Strait TSS
but did not heed the advice given. Types of violations in the TSS
Every ship that sails through the TSS must follow the rules of the Collision Regulation, especially rule
10 rules in the TSS, including:
a) Sailing in the direction of an Appropriate traffic flow;
b) Stay away from traffic separation lines/zones;
c) Entering/leaving the traffic at the end of the traffic;
d) Avoid cutting traffic traffics;
e) Avoid anchoring;
f) Avoid catching fish;
g) Vessels of less than 20 m in length or sailing vessels shall not obstruct the passage of the TSS;
h) Prohibition of ships to overtake other ships at a certain LOA size in accordance with the
provisions of the route system;
i) The ship is anchored in an unspecified area;
j) Dispose of garbage, waste and other materials from the operation of the ship.

VTS Merak recorded 3 categories of types of violations that were often committed by ships, namely:
a) The ship is sailing not in the direction of traffic / the ship is on the wrong track (false track);
b) The ship crosses the traffic traffics (Crossing Separation Zone/ line);
c) Ships whose LOA exceeds 20 M enter the Inshore Traffic (ITZ) area
 Figure 5. Graph of violation type

From the Figure 5. above it is explained that 3 violations were occupied by False Track with
percentage of 7%, crossing separation with percentage of 3%, other with percentage of 2%, and the
biggest influence is occupied by Inner Inshore Traffict Zone (ITZ) with 88%.
Table 3. Table of violation type
False Track 175
Crossing Separation 70
Inner Inshore Traffic Zone
(ITZ) 2276
Other 66
From the types of violations committed by ships, the most were violations by ships entering the Inshore Traffic
Zone (ITZ) with a percentage of 88%, then types of violations by ships on the wrong track 7% and ships that cut
the separation zone and separation line 3%, the remaining 2 % is a ship that violates other rules in TSS such as
anchoring, drifting and others.The large number of vessels that commit violations by entering the Inshore Traffic
Zone, with a total of 2,276 violations committed by the same ship or by different ships. It was recorded that
several ships committed the same violation more than once for the same type of violation. VTS Merak also
records the type of ship that often commits violations, dominated by tugs with barges. Types of ships that often
carry out can be seen can be seen in the graphic data below:

Figure 6. Graph of The highest violation ship types

VTS Merak also records foreign or local ship categories that do not comply with regulations in the TSS, the data
can be seen in the graph below:

Figure 7. Comparison chart of foreign and Indonesian Violater Vessels

From Figure 7. above, it can be seen that from 2020 to 2022 there has been an increase in violations in the Sunda
Strait TSS, where the most significant of these occurred in the vulnerable years 2020 to 2021.VTS Merak also
recorded data on the ports of destination and origin of ships that committed violations in the TSS. Panjang Port is
the port of origin and destination for Tug ships which often commit violations by entering the Inshore Traffic
Zone.
In accordance with the VTS Merak SOP and existing regulations, if a ship in traffic commits a violation, such as
sailing in the dividing channel or does not turn on AIS, the VTS operator will inform the Tanjung Priok PLP
Base patrol boat via VHF Radio CH 67 for follow-up.

4.3. Findings Research with The Existing Literature on Violations in Ferries

VTS Merak has made a major contribution to the Sunda Strait region in increasing the level of safety by
reducing collisions and grounding accidents, more effective time with a fast response in the event of a fire or
explosion, and reducing fatalities such as people at sea. or death. at sea.
In line with research conducted [16] where the results obtained from the basic study show that there is still room
for improvement considering the still high number of violations. Technical and technological developments in
the field of shore-based monitoring, including e-Navigation and rapid digitalization, as well as better traffic
management, are expected to soon enable or even require more proactive traffic control in terms of organization
and coordination of vessels. traffic. Supported by research conducted by [17] that the implementation of the
Traffic Separation Scheme in the Sunda Strait will guarantee the safety of ships sailing both on the Indonesian
Archipelagic Sea Route 1 and the crossing route between Marak Harbor and Bakauheni Harbor, as well as the
occurrence of collisions between vessels. ship can be avoided. Furthermore, the government urges the
implementation of the Traffic Separation Scheme in the Sunda Strait, including a traffic monitoring system, as a
solution to traffic congestion on the Merak and Bakauheni crossings and its intersection with the Indonesian
Archipelago Sea Route 1, in order to maintain traffic safety in the strait.Therefore, operational procedures need
to be further developed, and operators on land must be sufficiently trained to be ready to carry out their complex
tasks to ensure the safety and efficiency of maritime transport.
The presence of VTS can provide certain information to ships and prevent unwanted physical contact with
navigational landmarks, such as offshore objects or objects at sea. Like the Merak VTS, the existence of the
Warnemünde VTS Center is very much in line with the VTS function described by the IMO. For example, there
is another VTS in Germany that reports 1,000 deliveries to VTS in a month. Fire or explosion accidents occurred
one and eight years ago, and two cases of grounding were reported. Recently, almost no collisions have occurred
in the water area. There is a strong relationship between the technology used on the VTS and the ease of
operation by personnel to ensure navigation safety. Technology that can help avoid undesirable situations such
as wider ground radar coverage to reach long-range ships as well as in bad weather and emergency conditions,
more Navigational Aids as navigation markers. Following specific area requirements and advanced VTS
software systems to provide alarm or warning management. However, 24-hour internet connection access,
CCTV along the water and complete communication equipment are also needed to support and facilitate VTS
services.

5. Conclusion
There are 4 (four) main things which are the most significant influencing factors in traffic safety in the
Sunda Strait TSS, consist of all ships sailing in the TSS of both straits must comply with the
provisions of rule 10 COLREGs 1972 related to the TSS, Communication between ships on voyages
in the Sunda Strait is carried out through easy-to-understand and short conversations, the Reporting
and Navigational Information System in the Sunda Strait is mandatory for all Indonesian-flagged ships
passing, crossing or crossing the TSS in the alert area. and last about report format, when in the course
of implementing the TSS in the Sunda Strait, it has been observed that there has been an evaluation of
its implementation because violations have been found. Even though it can be said that the level of
violations that occur is quite fluctuating every year and with a variety of different causes, but the
number cannot be said to be small, this clearly represents that there is still a large enough gap in the
possibility of violations so that further efforts are needed to be able to suppress the occurrence of
violations in the Sunda Strait TSS in particular.

References
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Scheme and number SN.1/Circ.337 Routeing Measures Other Than Traffic Separation
Schemes IMO
[3] Seignette, R. 2012. Vessel traffic management in the Port of Rotterdam. Port Technology
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[9] Undang-Undang Nomor 17 Tahun 1985 tentang Pengesahan United Nations Convention on the
Law of the Sea (Konvensi Perserikatan Bangsa-Bangsa Tentang Hukum Laut) (Lembaran
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[10] Undang-Undang Nomor 6 Tahun 1996 tentang Perairan Indonesia (Lembaran Negara Republik
Indonesia Tahun 1960 Nomor 22, Tambahan Lembaraan Negara Republik Indonesia Nomor
1942);
[11] Peraturan Pemerintah Nomor 36 Tahun 2002 tentang Hak dan Kewajiban Kapal Asing Dalam
Melaksanakan Lintas Damai Melalui Perairan Indonesia (Lembaran Negara Republik
Indonesia Tahun 2002 Nomor 70, Tambahan Lembaran Negara Republik Indonesia Nomor
4209);
[12] Peraturan Pemerintah Nomor 37 Tahun 2002 tentang Hak dan Kewajiban Kapal dan Pesawat
Udara Asing Dalam Melaksanakan Hak Lintas Alur Laut Kepulauan Melalui Alur Laut
Kepulauan Yang Ditetapkan (Lembaran Negara Republik Indonesia Tahun 2002 Nomor 71,
Tambahan Lembaran Negara Republik Indonesia Nomor 4210);
[13] Peraturan Pemerintah Nomor 20 Tahun 2010 tentang Angkutan di Perairan (Lembaran Negara
Republik Indonesia Tahun 2010 Nomor 26, Tambahan Lembaran Negara Republik
Indonesia Nomor 5108) sebagaimana telah diubah dengan Peraturan Pemerintah Nomor 22
Tahun 2011 tentang Perubahan atas Peraturan Pemerintah Nomor 20 tahun 2010 tentang
Angkutan di Perairan (Lembaran Negara Republik Indonesia Tahun 2011 Nomor 43,
Tambahan Lembaran Negara Republik Indonesia Nomor 5208);
[14] Peraturan Pemerintah Nomor 21 Tahun 2010 tentang Perlindungan Lingkungan Maritim
(Lembaran Negara Republik Indonesia Tahun 2010 Nomor 27, Tambahan Lembaran Negara
Republik Indonesia Nomor 5109);
[15] Peraturan Pemerintah Nomor 5 Tahun 2010 tentang Kenavigasian, Menteri Perhubungan wajib
menetapkan alur-pelayaran, sistem rute, tata cara berlalu lintas, dan daerah labuh kapal
sesuai dengan kepentingannya;
[16] Baldauf M, Fischer S, Kitada M, Mehdi R A, Al-Quhali M A and Fiorini M 2019 Merging
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[17] Sunaryo S, Priadi A A and Tjahjono T 2015 Implementation of traffic separation scheme for
preventing accidents on the Sunda Strait International Journal of Technology 6 6