BATAS LAUT MENURUT UNCLOS 1982

GARIS PANGKAL/BASE LINE

Garis Pangkal Biasa untuk mengukur lebar laut teritorial adalah garis air rendah sepanjang pantai sebagaimana terlihat pada peta skala besar yang di akui resmi oleh negara pantai tersebut.

(United Nations Convention on the Law of the Sea, Article 5)

Normal baseline, Except where otherwise provided in this Convention, the normal baseline for measuring the breadth of the territorial sea is the low-water line along the coast as marked on large-scale charts officially recognized by the coastal State

Dalam hal garis pangkal lurus kepulauan sebagaimana dimaksud tidak dapat digunakan, maka digunakan garis pangkal biasa atau garis pangkal lurus sbb:

• Dalam keadaan pulau yang terletak pada atol atau pulau yang mempunyai karang-karang di sekitarnya, maka garis pangkal untuk mengukur lebar laut teritorial adalah garis air rendah pada sisi karang ke arah laut sebagaimana di tunjukan oleh tanda yang jelas untuk itu pada peta yang di akui resmi oleh negara pantai yang bersangkutan.

        (article 6, Reefs, 
        In the case of islands situated on atolls or of islands having fringing
        reefs, the baseline for measuring the breadth of the territorial sea is the
        seaward low-water line of the reef, as shown by the appropriate symbol on

        charts officially recognized by the coastal State.)


        Article 7
        Straight baselines

     1. In localities where the coastline is deeply indented and cut into, or
         if there is a fringe of islands along the coast in its immediate vicinity, the
         method of straight baselines joining appropriate points may be employed in
         drawing the baseline from which the breadth of the territorial sea is measured                                                                
     2. Where because of the presence of a delta and other natural
         conditions the coastline is highly unstable, the appropriate points may be
         selected along the furthest seaward extent of the low-water line and,
         notwithstanding subsequent regression of the low-water line, the straight
         baselines shall remain effective until changed by the coastal State in
         accordance with this Convention.
     3. The drawing of straight baselines must not depart to any appreciable
         extent from the general direction of the coast, and the sea areas lying within
         the lines must be sufficiently closely linked to the land domain to be subject
         to the regime of internal waters.

     4. Straight baselines shall not be drawn to and from low-tide elevations,
         unless lighthouses or similar installations which are permanently above sea
         level have been built on them or except in instances where the drawing of
         baselines to and from such elevations has received general international
         recognition.
     5. Where the method of straight baselines is applicable under
         paragraph 1, account may be taken, in determining particular baselines, of
         economic interests peculiar to the region concerned, the reality and the
         importance of which are clearly evidenced by long usage.

    6. The system of straight baselines may not be applied by a State in
        such a manner as to cut off the territorial sea of another State from the high

        seas or an exclusive economic zone.

LAUT TERITORIAL

Lebarnya adalah 12 mil di ukur dari garis pangkal yang di tentukan sesuai dengan konvensi ini. Negara pantai mempunyai kedaulatan atas Laut Teritorial, ruang udara di atasnya, dasar laut dan tanah di bawahnya serta kekayaan alam yang terkandung di dalamnya, dimana dalam pelaksanaannya kedaulatan atas laut teritorial ini tunduk pada ketentuan hukum internasional. 

Dalam Laut Teritorial berlaku hak lintas laut damai bagi kendaraan-kendaraan air asing. Kapal asing yang menyelenggarakan lintas laut damai di Laut Teritorial : 

• Tidak boleh melakukan ancaman atau penggunaan kekerasan terhadap kedaulatan, keutuhan wilayah atau kemerdekaan politik negara pantai 
•  tidak boleh melakukan kegiatan survey atau penelitian, mengganggu sistem komunikasi, melakukan pencemaran dan melakukan kegiatan lain yang tidak ada hubungan langsung dengan lintas laut damai.
•  Pelayaran lintas laut damai tersebut harus dilakukan secara terus menerus, langsung serta secepatnya, sedangkan berhenti dan membuang jangkar hanya dapat dilakukan bagi keperluan navigasi yang normal atau kerena keadaan memaksa atau dalam keadaan bahaya atau untuk tujuan memberikan bantuan pada orang, kapal atau pesawat udara yang berada dalam keadaan bahaya.

Di laut teritorial kapal dari semua negara, baik negara berpantai ataupun tidak berpantai, dapat menikmati hak lintas damai melalui laut teritorial, demikian dinyatakan dalam pasal 17 LOCS 1982. Dalam pasal 18 LOCS 1982, disebutkan pengertian lintas, berarti suatu navigasi melalui laut teritorial untuk keperluan :

1)      Melintasi laut tanpa memasuki perairan pedalaman atau singgah di tempat berlabuh di tengah laut atau fasilitas pelabuhan di luar perairan pedalaman ; atau

2)      Berlalu ke atau dari perairan pedalaman atau singgah di tempat berlabuh di tengah laut (roadstead) atau fasilitas pelabuhan tersebut.

Termasuk dalam pengertian lintas ini harus terus menerus, langsung serta secepat mungkin, dan mancakup juga berhenti dan buang jangkar, tetapi hanya sepanjang hal tersebut berkaitan dengan navigasi yang lajim atau perlu dilakukan karena force majure atau memberi pertolongan kepada orang lain, kapal atau pesawat udara yang dalam keadaan bahaya.

Selanjutnya dalam pasal 19 Konvensi menyatakan, bahwa lintas adalah damai, sepanjang tidak merugikan bagi kedamaian, ketertiban atai keamanan Negara pantai.sedangkan lintas suatu kapal asing dianggap membahayakan kedamaian, ketertiban atau keamanan suatu Negara pantai, apabila kapal tersebut dalam melakukan navigasi di laut teritorial melakukan salah satu kegiatan sebagai berikut :

1)      Setiap ancaman penggunaan kekerasan terhadap kedaulatan, keutuhan wilayah atau kemerdekaan politik Negara pantai, atau dengan cara lain apapun yang merupakan pelanggaran atas hukum internasional sebagaimana tercantum dalam Piagam PBB.

2)      Setiap latihan atau praktek dengan senjata macam apapun.

3)      Setiap perbuatan yang bertujuan untuk mengumpulkan infomasi yang merugikan bagi pertahanan atau keamanan Negara pantai.

4)      Peluncuran, pendaratan atau penerimaan pesawat udara di atas kapal.

5)      Perbuatan propaganda yang bertujuan mempengaruhi pertahanan dan keamanan Negara pantai.

6)      Bongkar atau muat setiap komoditi, mata uang atau orang secara bertentangan dengan peraturan bea cukai dan imigrasi.

7)      Perbuatan pencemaran laut yang disengaja.

8)      Kegiatan perikanan.

9)      Kegiatan riset.

10)  Mengganggu sistem komunikasi.

11)  Kegiatan yang berhubungan langsung dengan lintas.

ZONA TAMBAHAN

Lebar Zona Tambahan ( contiguous zone) tidak melebihi 24 mil dari garis pangkal darimana lebar laut teritorial di ukur.

ZEE (Zona Ekonomi Ekslusif)

Lebar ZEE tidak boleh melebihi 200 mil dari garis pangkal darimana lebar laut teritorial diukur.

International Convention for the Unification of Certain Rules of Law relating to Bills of Lading ("Hague Rules"), and Protocol of Signature (Brussels, 25 August 1924)

Article 1

In this Convention the following words are employed with the meanings set out below:

(a) "Carrier" includes the owner or the charterer who enters into a contract of carriage with a shipper.

(b) "Contract of carriage" applies only to contracts of carriage covered by a bill of lading or any similar document of title, in so far as such document relates to the carriage of goods by sea, including any bill of lading or any similar document as aforesaid issued under or pursuant to a charter party from the moment at which such bill of lading or similar document of title regulates the relations between a carrier and a holder of the same.

(c) "Goods" includes goods, wares, merchandise and articles of every kind whatsoever except live animals and cargo which by the contract of carriage in stated as being carried on deck and is so carried.

(d) "Ship" means any vessel used for the carriage of goods by sea.

(e) "Carriage of goods" covers the period from the time when the goods are loaded on to the time they are discharged from the ship.

Pasal 1

Dalam konvensi ini istilah- istilah berikut ini berarti sbb :

a) "Pengangkut" adalah termasuk pemilik kapal atau pencarter kapal yang mengadakan perjanjian pengangkutan dengan pengirim barang.

b) "Perjanjian Pengangkutan" diterapkan hanya kepada perjanjian pengangkutan yang di lindungi oleh sebuah B/L atau sejenis dokumen lainnya yang sama, sepanjang dokumen tersebut berhubungan dengan pengangkutan barang-barang melalui laut, termasuk setiap B/L atau dokumen serupa lainnya spt tersebut di atas yg di keluarkan atas dasar atau menurut perjanjian carter dari waktu  yang sama di mana B/L atau dokumen yang serupa itu mengatur hubungan antara pengangkut dan seorang pemegang B/L atau dokumen yang sama itu.

C) "Barang/muatan" termasuk segala jenis barang yang di perdagangkan kecuali binatang hidup dan muatan yang di dalam perjanjian pengangkutan di nyatakan akan di angkut di dek dan memang di muat di atas dek.

d) "Kapal" adalah setiap kapal yang di gunakan untuk pengangkutan barang -barang melalui laut

e) Pengankutan barang-barang" meliputi suatu periode dari saat dimana barang -barang itu di muat sampai kepada barang-barang tersebut di bongkar dari atas kapal.


Article 2

Subject to the provisions of Article 6, under every contract of carriage of goods by sea the carrier, in relation to the loading, handling, stowage, carriage, custody, care and discharge of such goods, shall be subject to the responsibilities and liabilities, and entitled to the rights and immunities hereinafter set forth.

Pasal 2

Dengan mengecualikan pasal 6, dalam setiap perjanjian pengangkutan barang melalui laut, pengangkut,harus memiliki tanggung jawab dan kewajiban  dalam hal pemuatan, penanganan, pemadatan, pengangkutan, pemeliharaan dan pembongkaran terhadap barang-barang dan disamping itu pengangkut juga memiliki hak dan pembebasan tanggung jawab sebagaimana yang di atur sbb :


Article 3 1. The carrier shall be bound before and at the beginning of the voyage to exercise due diligence to:
(a) Make the ship seaworthy.
(b) Properly man, equip and supply the ship.
(c) Make the holds, refrigerating and cool chambers, and all other parts of the ship in which goods are carried, fit and safe for their reception, carriage and preservation.

Article 3 1. The carrier shall be bound before and at the beginning of the voyage to exercise due diligence to:
(a) Make the ship seaworthy.
(b) Properly man, equip and supply the ship.
(c) Make the holds, refrigerating and cool chambers, and all other parts of the ship in which goods are carried, fit and safe for their reception, carriage and preservation.
2. Subject to the provisions of Article 4, the carrier shall properly and carefully load, handle, stow, carry, keep, care for, and discharge the goods carried.
3. After receiving the goods into his charge the carrier or the master or agent of the carrier shall, on demand of the shipper, issue to the shipper a bill of lading showing among other things:
(a) The leading marks necessary for identification of the goods as the same are furnished in writing by the shipper before the loading of such goods starts, provided such marks are stamped or otherwise shown clearly upon the goods if uncovered, or on the cases or coverings in which such goods are contained, in such a manner as should ordinarily remain legible until the end of the voyage.
(b) Either the number of packages or pieces, or the quantity, or weight, as the case may be, as furnished in writing by the shipper.
(c) The apparent order and condition of the goods.
Provided that no carrier, master or agent of the carrier shall be bound to state or show in the bill of lading any marks, number, quantity, or weight which he has reasonable ground for suspecting not accurately to represent the goods actually received, or which he has had no reasonable means of checking.
4. Such a bill of lading shall be prima facie evidence of the receipt by the carrier of the goods as therein described in accordance with paragraph 3(a), (b) and (c).
5. The shipper shall be deemed to have guaranteed to the carrier the accuracy at the time of shipment of the marks, number, quantity and weight, as furnished by him, and the shipper shall indemnity the carrier against all loss, damages and expenses arising or resulting from inaccuracies in such particulars. The right of the carrier to such indemnity shall in no way limit his responsibility and liability under the contract of carriage to any person other than the shipper.
6. Unless notice of loss or damage and the general nature of such loss or damage be given in writing to the carrier or his agent at the port of discharge before or at the time of the removal of the goods into the custody of the person entitled to delivery thereof under the contract of carriage, or, if the loss or damage be not apparent, within three days, such removal shall be prima facie evidence of the delivery by the carrier of the goods as described in the bill of lading.
If the loss or damage is not apparent, the notice must be given within three days of the delivery of the goods.
The notice in writing need not be given if the state of the goods has, at the time of their receipt, been the subject of joint survey or inspection.
In any event the carrier and the ship shall be discharged from all liability in respect of loss or damage unless suit is brought within one year after delivery of the goods or the date when the goods should have been delivered.
In the case of any actual or apprehended loss or damage the carrier and the receiver shall give all reasonable facilities to each other for inspecting and tallying the goods.
7. After the goods are loaded the bill of lading to be issued by the carrier, master, or agent of the carrier, to the shipper shall, if the shipper so demands, be a "shipped" bill of lading, provided that if the shipper shall have previously taken up any document of title to such goods, he shall surrender the same as against the issue of the "shipped" bill of lading, but at the option of the carrier such document of title may be noted at the port of shipment by the carrier, master, or agent with the name or names of the ship or ships upon which the goods have been shipped and the date or dates of shipment, and when so noted, if it shows the particulars mentioned in paragraph 3 of Article 3, shall for the purpose of this Article be deemed to constitute a "shipped" bill of lading.
8. Any clause, covenant, or agreement in a contract of carriage relieving the carrier or the ship from liability for loss or damage to, or in connexion with, goods arising from negligence, fault, or failure in the duties and obligations provided in this Article or lessening such liability otherwise than as provided in this Convention, shall be null and void and of no effect. A benefit of insurance in favour of the carrier or similar clause shall be deemed to be a clause relieving the carrier from liability.

Article 4 1. Neither the carrier nor the ship shall be liable for loss or damage arising or resulting from unseaworthiness unless caused by want of due diligence on the part of the carrier to make the ship seaworthy and to secure that the ship is properly manned, equipped and supplied, and to make the holds, refrigerating and cool chambers and all other parts of the ship in which goods are carried fit and safe for their reception, carriage and preservation in accordance with the provisions of paragraph 1 of Article 3. Whenever loss or damage has resulted from unseaworthiness the burden of proving the exercise of due diligence shall be on the carrier or other person claiming exemption under this Article.
2. Neither the carrier nor the ship shall be responsible for loss or damage arising or resulting from:
(a) Act, neglect, or default of the master, mariner, pilot, or the servants of the carrier in the navigation or in the management of the ship.
(b) Fire, unless caused by the actual fault or privity of the carrier.
(c) Perils, dangers and accidents of the sea or other navigable waters.
(d) Act of God.
(e) Act of war.
(f) Act of public enemies.
(g) Arrest or restraint or princes, rulers or people, or seizure under legal process.
(h) Quarantine restrictions.
(i) Act or omission of the shipper or owner of the goods, his agent or representative.
(j) Strikes or lockouts or stoppage or restraint of labour from whatever cause, whether partial or general.
(k) Riots and civil commotions.
(l) Saving or attempting to save life or property at sea.
(m) Wastage in bulk or weight or any other loss or damage arising from inherent defect, quality or vice of the goods.
(n) Insufficiency of packing.
(o) Insufficiency or inadequacy of marks.
(p) Latent defects not discoverable by due diligence.
(q) Any other cause arising without the actual fault or privity of the carrier, or without the actual fault or neglect of the agents or servants of the carrier, but the burden of proof shall be on the person claiming the benefit of this exception to show that neither the actual fault or privity of the carrier nor the fault or neglect of the agents or servants of the carrier contributed to the loss or damage.
3. The shipper shall not be responsible for loss or damage sustained by the carrier or the ship arising or resulting from any cause without the act, fault or neglect of the shipper, his agents or his servants.
4. Any deviation in saving or attempting to save life or property at sea or any reasonable deviation shall not be deemed to be an infringement or breach of this Convention or of the contract of carriage, and the carrier shall not be liable for any loss or damage resulting therefrom.
5. Neither the carrier nor the ship shall in any event be or become liable for any loss or damage to or in connexion with goods in an amount exceeding 100 pounds sterling per package or unit, or the equivalent of that sum in other currency unless the nature and value of such goods have been declared by the shipper before shipment and inserted in the bill of lading.
This declaration if embodied in the bill of lading shall be prima facieevidence, but shall not be binding or conclusive on the carrier.
By agreement between the carrier, master or agent of the carrier and the shipper another maximum amount than that mentioned in this paragraph may be fixed, provided that such maximum shall not be less than the figure above named.
Neither the carrier nor the ship shall be responsible in any event for loss or damage to, or in connexion with, goods if the nature or value thereof has been knowingly misstated by the shipper in the bill of lading.
6. Goods of an inflammable, explosive or dangerous nature to the shipment whereof the carrier, master or agent of the carrier has not consented with knowledge of their nature and character, may at any time before discharge be landed at any place, or destroyed or rendered innocuous by the carrier without compensation and the shipper of such goods shall be liable for all damage and expenses directly or indirectly arising out of or resulting from such shipment. If any such goods shipped with such knowledge and consent shall become a danger to the ship or cargo, they may in like manner be landed at any place, or destroyed or rendered innocuous by the carrier without liability on the part of the carrier except to general average, if any.
Article 5 A carrier shall be at liberty to surrender in whole or in part all or any of his rights and immunities or to increase any of his responsibilities and obligations under this Convention, provided such surrender or increase shall be embodied in the bill of lading issued to the shipper.
The provisions of this Convention shall not be applicable to charter parties, but if bills of lading are issued in the case of a ship under a charter party they shall comply with the terms of this Convention. Nothing in these rules shall be held to prevent the insertion in a bill of lading of any lawful provision regarding general average.
Article 6 Notwithstanding the provisions of the preceding Articles, a carrier, master or agent of the carrier and a shipper shall in regard to any particular goods be at liberty to enter into any agreement in any terms as to the responsibility and liability of the carrier for such goods, and as to the rights and immunities of the carrier in respect of such goods, or his obligation as to seaworthiness, so far as this stipulation is not contrary to public policy, or the care or diligence of his servants or agents in regard to the loading, handling, stowage, carriage, custody, care and discharge of the goods carried by sea, provided that in this case no bill of lading has been or shall be issued and that the terms agreed shall be embodied in a receipt which shall be a non-negotiable document and shall be marked as such.
Any agreement so entered into shall have full legal effect.
Provided that this Article shall not apply to ordinary commercial shipments made in the ordinary course of trade, but only to other shipments where the character or condition of the property to be carried or the circumstances, terms and conditions under which the carriage is to be performed are such as reasonably to justify a special agreement.
Article 7 Nothing herein contained shall prevent a carrier or a shipper from entering into any agreement, stipulation, condition, reservation or exemption as to the responsibility and liability of the carrier or the ship for the loss or damage to, or in connexion with, the custody and care and handling of goods prior to the loading on, and subsequent to, the discharge from the ship on which the goods are carried by sea.
Article 8 The provisions of this Convention shall not affect the rights and obligations of the carrier under any statute for the time being in force relating to the limitation of the liability of owners of sea-going vessels.


Article 9 The monetary units mentioned in this Convention are to be taken to be gold value.
Those contracting States in which the pound sterling is not a monetary unit reserve to themselves the right of translating the sums indicated in this Convention in terms of pound sterling into terms of their own monetary system in round figures.
The national laws may reserve to the debtor the right of discharging his debt in national currency according to the rate of exchange prevailing on the day of the arrival of the ship at the port of discharge of the goods concerned.
Article 10 The provisions of this Convention shall apply to all bills of lading issued in any of the contracting States.
Article 11 After an interval of not more than two years from the day on which the Convention is signed, the Belgian Government shall place itself in communication with the Governments of the High Contracting Parties which have declared themselves prepared to ratify the Convention, with a view to deciding whether it shall be put into force. The ratifications shall be deposited at Brussels at a date to be fixed by agreement among the said Governments. The first deposit of ratifications shall be recorded in a procès-verbal signed by the representatives of the Powers which take part therein and by the Belgian Minister of Foreign Affairs.
The subsequent deposit of ratifications shall be made by means of a written notification, addressed to the Belgian Government and accompanied by the instrument of ratification.
A duly certified copy of the procès-verbal relating to the first deposit of ratifications, of the notifications referred to in the previous paragraph, and also of the instruments of ratification accompanying them, shall be immediately sent by the Belgian Government through the diplomatic channel to the Powers who have signed this Convention or who have acceded to it. In the cases contemplated in the preceding paragraph, the said Government shall inform them at the same time of the date on which it received the notification.
Article 12 Non-signatory States may accede to the present Convention whether or not they have been represented at the International Conference at Brussels.
A State which desires to accede shall notify its intention in writing to the Belgian Government, forwarding to it the document of accession, which shall be deposited in the archives of the said Government.
The Belgian Government shall immediately forward to all the States which have signed or acceded to the Convention a duly certified copy of the notification and of the act of accession, mentioning the date on which it received the notification.
Article 13 The High Contracting Parties may at the time of signature, ratification or accession declare that their acceptance of the present Convention does not include any or all of the self-governing dominions, or of the colonies, overseas possessions, protectorates or territories under their sovereignty or authority, and they may subsequently accede separately on behalf of any self-governing dominion, colony, overseas possession, protectorate or territory excluded in their declaration. They may also denounce the Convention separately in accordance with its provisions in respect of any self-governing dominion, or any colony, overseas possession, protectorate or territory under their sovereignty or authority.
Article 14 The present Convention shall take effect, in the case of the States which have taken part in the first deposit of ratifications, one year after the date of the protocol recording such deposit.
As respects the States which ratify subsequently or which accede, and also in cases in which the Convention is subsequently put into effect in accordance with Article 13, it shall take effect six months after the notifications specified in paragraph 2 of Article 11 and paragraph 2 of Article 12 have been received by the Belgian Government.
Article 15 In the event of one of the contracting States wishing to denounce the present Convention, the denunciation shall be notified in writing to the Belgian Government, which shall immediately communicate a duly certified copy of the notification to all the other States, informing them of the date on which it was received.
The denunciation shall only operate in respect of the State which made the notification, and on the expiry of one year after the notification has reached the Belgian Government.

Article 16 Any one of the contracting States shall have the right to call for a fresh conference with a view to considering possible amendments.
A State which would exercise this right should notify its intention to the other States through the Belgian Government, which would make arrangements for convening the Conference.

LETTER OF INDEMNITY

                                                                                                ………………..,   ………  2013

To the Captain and/or Owner of the MV…………………………….

Dear Sirs,

We should be obliged by your granting us clean Bills of Lading for the under mentioned goods, Mate’s Receipt being claused : ………………………………………………………… an in consideration of your so doing we undertake to pay  on demand all freight and/or General and Particular Average and/or Charges there may be thereon to indemnity your and each of your against all claims and/or demand which may be made against your or any of your in respect of the under mention goods and to hold your harmless from any and all consequences that may arise by your granting such clean Bills of Lading and acting thereon including losses, damages, cost or any other expenses which your or any of your may sustain or incur by reason of the promises or in any way relating thereto.

If any proceeding be instituted against your or any of your from time in respect of the said goods, we further undertake to provide your with sufficient funds to defend the same and to meet any proved claims and if called upon, undertake at any time whilst the said goods are in our hands to deliver the same to you.

We further undertake that the underwriters of these goods shall be informed of this indemnity should a claim in respect of these goods made upon them

Marks & Numbers	Packages		Shipped By	Port of shipment	Port of discharge
	Quantity	Description

Bill of Lading number………                                                                                 Shipper

Dated ……..                                                                                                  ……………………..

Complete List of IMO Conventions

1. Maritime Safety
2. Marine Pollution
3. Liability and Compensation
4. Other Subjects

1. Maritime Safety 

International Convention for the Safety of Life at Sea (SOLAS), 1974

International Convention on Load Lines (LL), 1966

Special Trade Passenger Ships Agreement (STP), 1971

Protocol on Space Requirements for Special Trade Passenger Ships, 1973

Convention on the International Regulations for Preventing Collisions at Sea (COLREG), 1972

International Convention for Safe Containers (CSC), 1972

Convention on the International Maritime Satellite Organization (INMARSAT), 1976

The Torremolinos International Convention for the Safety of Fishing Vessels (SFV), 1977

International Convention on Standards of Training, Certification and Watchkeeping for Seafarers

(STCW), 1978

International Convention on Standards of Training, Certification and Watchkeeping for Fishing

Vessel Personnel (STCW-F), 1995

International Convention on Maritime Search and Rescue (SAR), 1979

2. Marine Pollution

International Convention for the Prevention of Pollution from Ships, 1973, as modified by the

Protocol of 1978 relating thereto (MARPOL 73/78)

International Convention Relating to Intervention on the High Seas in Cases of Oil Pollution

Casualties (INTERVENTION), 1969

Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter

(LDC), 1972

International Convention on Oil Pollution Preparedness, Response and Co-operation (OPRC),

1990

Protocol on Preparedness, Response and Co-operation to pollution Incidents by Hazardous and

Noxious Substances, 2000 (HNS Protocol)

International Convention on the Control of Harmful Anti-fouling Systems on Ships (AFS), 2001

International Convention for the Control and Management of Ships' Ballast Water and

Sediments, 2004

3. Liability and Compensation

International Convention on Civil Liability for Oil Pollution Damage (CLC), 1969

International Convention on the Establishment of an International Fund for Compensation for Oil

Pollution Damage (FUND), 1971

Convention relating to Civil Liability in the Field of Maritime Carriage of Nuclear Material

(NUCLEAR), 1971

Athens Convention relating to the Carriage of Passengers and their Luggage by Sea (PAL), 1974

Convention on Limitation of Liability for Maritime Claims (LLMC), 1976

International Convention on Liability and Compensation for Damage in Connection with the

Carriage of Hazardous and Noxious Substances by Sea (HNS), 1996

International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001

4. Other Subjects

Convention on Facilitation of International Maritime Traffic (FAL), 1965

International Convention on Tonnage Measurement of Ships (TONNAGE), 1969

Convention for the Suppression of Unlawful Acts Against the Safety of Maritime Navigation

(SUA), 1988

International Convention on Salvage (SALVAGE), 1989

UNDANG - UNDANG TENTANG ZONA EKONOMI EKSKLUSIF INDONESIA

             UNDANG-UNDANG REPUBLIK INDONESIA

 NOMOR 5 TAHUN 1983

 TENTANG

 ZONA EKONOMI EKSLUSIF INDONESIA 

DENGAN RAHMAT TUHAN YANG MAHA ESA

 PRESIDEN REPUBLIK INDONESIA

Menimbang :

1. bahwa pada tanggal 21 Maret 1980 telah dikeluarkan Pengumuman Pemerintah Republik Indonesia tentang Zona Ekonomi Eksklusif Indonesia;
2. bahwa peningkatan kesejahteraan bangsa dengan memanfaatkan segenap sumber daya alam yang tersedia, baik hayati maupun non hayati, adalah tujuan dan tekad bulat Pemerintah dan Bangsa Indonesia;
3. bahwa untuk mencapai tujuan tersebut, sumber daya alam yang terdapat di dasar laut dan tanah di bawahnya serta ruang air di atasnya harus dilindungi dan dikelola dengan cara yang tepat, terarah dan bijaksana;
4. bahwa semua kegiatan penelitian ilmiah mengenai kelautan di perairan yang berada di bawah kedaulatan dan yurisdiksi Indonesia harus diatur dan dilaksanakan untuk dan sesuai dengan kepentingan Indonesia;
5. bahwa lingkungan laut di perairan yang berada di bawah kedaulatan dan yurisdiksi Republik Indonesia harus dilindungi dan dilestarikan;
6. bahwa segenap sumber daya alam hayati dan non hayati yang terdapat di Zona Ekonomi Eksklusif Indonesia baik potensial maupun efektif adalah modal dan milik bersama Bangsa Indonesia sesuai dengan Wawasan Nusantara;
7. bahwa baik praktek negara maupun Konvensi Hukum Laut yang dihasilkan oleh Konperensi Perserikatan Bangsa-Bangsa tentang Hukum Laut Ketiga menunjukkan telah diakuinya rezim zona ekonomi eksklusif selebar 200 (dua ratus) mil laut sebagai bagian dari hukum laut internasional yang baru;
8. bahwa berhubung dengan hal-hal tersebut di atas perlu ditetapkan undang-undang sebagai landasan bagi pelaksanaan hak berdaulat, hak-hak lain, yurisdiksi, dan kewajiban-kewajiban Republik Indonesia di Zona Ekonomi Eksklusif Indonesia;

Mengingat :

1. Pasal 5 ayat (1), Pasal 11, Pasal 20 ayat. (1), dan Pasal 33 ayat (3) Undang-Undang Dasar 1945;
2. Ketetapan Majelis Permusyawaratan Rakyat Republik Indonesia Nomor II/MPR/1983;
3. Undang-undang Nomor 4 Prp Tahun 1960;
4. Undang-undang Nomor 44 Prp Tahun 1960;
5. Undang-undang Nomor 11 Tahun 1967;
6. Undang-undang Nomor 1 Tahun 1973;
7. Undang-undang Nomor. 8 Tahun 1981;
8. Undang-undang Nomor 4 Tahun 1982;
9. Undang-undang Nomor 20 Tahun 1982;

Dengan persetujuan 

DEWAN PERWAKILAN RAKYAT REPUBLIK INDONESIA

MEMUTUSKAN

Menetapkan :

UNDANG-UNDANG TENTANG ZONA EKONOMI EKSKLUSIF INDONESIA

BAB I

 KETENTUAN UMUM

Pasal 1

Dalam undang-undang ini yang dimaksud dengan:
a. Sumber daya alam hayati adalah semua jenis binatang dan tumbuhan termasuk bagian-bagiannya yang terdapat di dasar laut dan ruang air Zona Ekonomi Eksklusif Indonesia;
b. Sumber daya alam non hayati adalah unsur alam bukan sumber daya alam hayati yang terdapat di dasar laut dan tanah di bawahnya serta ruang air Zona Ekonomi Eksklusif Indonesia;
c. Penelitian ilmiah adalah semua kegiatan yang berhubungan dengan penelitian mengenai semua aspek kelautan di permukaan air, ruang air, dasar laut, dan tanah di bawahnya di Zona Ekonomi Eksklusif Indonesia;
d. Konservasi sumber daya alam adalah segala upaya yang bertujuan untuk melindungi dan melestarikan sumber daya alam di Zona Ekonomi Eksklusif Indonesia;
e. Perlindungan dan pelestarian lingkungan laut adalah segala upaya yang bertujuan untuk menjaga dan memelihara keutuhan ekosistem laut di Zona
Ekonomi Eksklusif Indonesia.

BAB II ZONA EKONOMI EKSKLUSIF INDONESIA

Pasal 2

Zona Ekonomi Eksklusif Indonesia adalah jalur di luar dan berbatasan dengan laut wilayah Indonesia sebagaimana ditetapkan berdasarkan undang-undang yang berlaku tentang perairan Indonesia yang meliputi dasar laut, tanah di bawahnya dan air di atasnya dengan batas terluar 200 (dua ratus) mil laut diukur dari garis pangkal laut wilayah Indonesia.

Pasal 3

1. Apabila Zona Ekonomi Eksklusif Indonesia tumpang tindih dengan zona ekonomi eksklusif negara-     negara yang pantainya saling berhadapan atau berdampingan dengan Indonesia, maka batas zona ekonomi eksklusif antara Indonesia dan negara tersebut ditetapkan dengan persetujuan antara Republik Indonesia dan negara yang bersangkutan.
2. Selama persetujuan sebagaimana dimaksud dalam ayat (1) belum ada dan tidak terdapat keadaan-keadaan khusus yang perlu dipertimbangkan, maka batas zona ekonomi eksklusif antara Indonesia dan negara tersebut adalah garis tengah atau garis sama jarak antara garis-garis pangkal laut wilayah Indonesia atau titik-titik terluar Indonesia dan garis-garis pangkal laut wilayah atau titik-titik terluar negara tersebut, kecuali jika dengan negara tersebut telah tercapai persetujuan tentang pengaturan sementara yang berkaitan dengan batas Zona Ekonomi Eksklusif Indonesia termaksud.

BAB III HAK BERDAULAT, HAK-HAK LAIN, YURISDIKSI DAN KEWAJIBAN-KEWAJIBAN

Pasal 4

1. Di Zona Ekonomi Eksklusif Indonesia, Republik Indonesia mempunyai dan melaksanakan :
a. Hak berdaulat untuk melakukan eksplorasi dan eksploitasi, pengelolaan dan konservasi sumber daya alam hayati dan non hayati dari dasar laut dan tanah di bawahnya serta air di atasnya dan kegiatan-kegiatan lainnya untuk eksplorasi dan eksploitasi ekonomis zona tersebut, seperti pembangkitan tenaga dari air, arus dan angin; 

b. Yurisdiksi yang berhubungan dengan :

1. pembuatan dan penggunaan pulau-pulau buatan, instalasi-instalasi dan bangunan-bangunan lainnya;
2. penelitian ilmiah mengenai kelautan;
3. perlindungan dan pelestarian lingkungan taut;

c. Hak-hak lain dan kewajiban-kewajiban lainnya berdasarkan Konvensi Hukum Laut yang berlaku.

2. Sepanjang yang bertalian dengan dasar laut dan tanah di bawahnya, hak berdaulat, hak-hak lain, yurisdiksi dan kewajiban-kewajiban Indonesia sebagaimana dimaksud dalam ayat (1) dilaksanakan menurut peraturan perundang-undangan Landas Kontinen Indonesia, persetujuan-persetujuan antara Republik Indonesia dengan negara-negara tetangga dan ketentuan-ketentuan hukum internasional yang berlaku-
3. Di Zona Ekonomi Eksklusif Indonesia, kebebasan pelayaran dan penerbangan internasional serta kebebasan pemasangan kabel dan pipa bawah laut diakui sesuai dengan prinsip-prinsip hukum laut internasional yang berlaku.

BAB IV KEGIATAN-KEGIATAN DI ZONA EKONOMI EKSKLUSIF INDONESIA

Pasal 5

1. Dengan tidak mengurangi ketentuan Pasal 4 ayat (2), barang siapa melakukan eksplorasi dan/atau eksploitasi sumber daya alam atau kegiatan-kegiatan lainnya untuk eksplorasi dan/atau persetujuan internasional tersebut.
2. Dengan tidak mengurangi ketentuan ayat (1), eksplorasi dan/atau eksploitasi sumber daya alam hayati harus mentaati ketentuan tentang pengelolaan dan konservasi yang ditetapkan oleh Pemerintah Republik Indonesia.
3. Dengan tidak mengurangi ketentuan Pasal 4 ayat (2), eksplorasi dan eksploitasi suatu sumber daya alam hayati di daerah tertentu di Zona Ekonomi Eksklusif Indonesia oleh orang atau badan hukum atau Pemerintah Negara Asing dapat diizinkan jika jumlah tangkapan yang diperbolehkan oleh Pemerintah Republik Indonesia untuk jenis tersebut melebihi kemampuan Indonesia untuk memanfaatkannya.

Pasal 6

Barangsiapa membuat dan/atau menggunakan pulau-pulau buatan atau instalasi-
instalasi atau bangunan-bangunan lainnya di Zona Ekonomi Eksklusif Indonesia harus berdasarkan izin dari Pemerintah Republik Indonesia dan dilaksanakan menurut syarat-syarat perizinan tersebut.

Pasal 7

Barangsiapa melakukan kegiatan penelitian ilmiah di Zona Ekonomi Eksklusif Indonesia harus memperoleh persetujuan terlebih dahulu dari dan dilaksanakan berdasarkan syarat-syarat yang ditetapkan oleh Pemerintah Republik Indonesia.

Pasal 8

1. Barangsiapa melakukan kegiatan-kegiatan di Zona Ekonomi Eksklusif Indonesia, wajib melakukan langkah-langkah untuk mencegah, membatasi, mengendalikan dan menanggulangi pencemaran lingkungan laut.
2. Pembuangan di Zona Ekonomi Eksklusif Indonesia hanya dapat dilakukan setelah memperoleh keizinan dari Pemerintah Republik Indonesia.

BAB V GANTI RUGI

Pasal 9 

Barangsiapa melakukan tindakan-tindakan yang bertentangan dengan ketentuan-ketentuan peraturan perundang-undangan Republik Indonesia dan hukum internasional yang bertalian dengan pulau-pulau buatan, instalasi-instalasi dan bangunan-bangunan lainnya di Zona Ekonomi Eksklusif Indonesia dan mengakibatkan kerugian, wajib memikul tanggung jawab dan membayar ganti rugi kepada pemilik pulau-pulau buatan, instalasi-instalasi dan bangunan-bangunan lainnya tersebut.

Pasal 10

Dengan tidak mengurangi ketentuan Pasal 7, barangsiapa di Zona Ekonomi Eksklusif Indonesia melakukan tindakan-tindakan yang bertentangan dengan ketentuan-ketentuan peraturan perundang-undangan Republik Indonesia dan hukum internasional yang berlaku di bidang penelitian ilmiah mengenai kelautan dan mengakibatkan kerugian, wajib memikul tanggung jawab dan membayar ganti rugi kepada Republik Indonesia.

Pasal 11

1. Dengan tidak mengurangi ketentuan Pasal 8, dan dengan memperhatikan batas
ganti rugi maksimum tertentu, barangsiapa di Zona Ekonomi Eksklusif Indonesia menyebabkan terjadinya pencemaran lingkungan laut dan/atau perusakan sumber daya alam memikul tanggung jawab mutlak dan membayar biaya rehabilitasi lingkungan laut dan/atau sumber daya alam tersebut dengan segera dan dalam jumlah yang memadai.

2. Dikecualikan dari tanggung jawab mutlak sebagaimana dimaksud dalam ayat (1), jika yang bersangkutan dapat membuktikan bahwa pencemaran lingkungan laut dan/atau perusakan sumber daya alam tersebut terjadi karena :
a. akibat dari suatu peristiwa alam yang berada di luar kemampuannya;
b. kerusakan yang seluruhnya atau sebagian, disebabkan oleh perbuatan atau kelalaian pihak ketiga.

3. Bentuk, jenis dan besarnya kerugian yang timbul sebagai akibat pencemaran lingkungan laut dan/atau perusakan sumber daya alam ditetapkan berdasarkan hasil penelitian ekologis.

Pasal 12

Ketentuan tentang batas ganti rugi maksimum, tata cara penelitian ekologis dan penuntutan ganti rugi tersebut dalam Pasal 11 diatur dalam peraturan perundang-undangan sebagaimana dimaksud dalam 

BAB VI PENEGAKAN HUKUM

Pasal 13

Dalam rangka melaksanakan hak berdaulat, hak-hak lain, yurisdiksi dan kewajiban-kewajiban sebagaimana dimaksud dalam Pasal 4 ayat (1)

1. aparatur penegak hukum Republik Indonesia yang berwenang, dapat mengambil tindakan-tindakan penegakan hukum sesuai dengan Undang-undang Nomor 8 Tahun 1981 tentang Kitab Undang-undang Hukum Acara Pidana, dengan pengecualian sebagai berikut :

• a. Penangkapan terhadap kapal dan/atau orang-orang yang diduga melakukan pelanggaran di Zona Ekonomi Eksklusif Indonesia meliputi tindakan penghentian kapal sampai dengan diserahkannya kapal dan/atau orang-orang tersebut dipelabuhan dimana perkara tersebut dapat diproses lebih lanjut;
• b. Penyerahan kapal dan/atau orang-orang tersebut harus dilakukan secepat mungkin dan tidak boleh melebihi jangka waktu 7 (tujuh) hari, kecuali apabila terdapat keadaan force majeure;
• c. Untuk kepentingan penahanan, tindak pidana yang diatur dalam Pasal 16 dan Pasal 17 termasuk dalam golongan tindak pidana sebagaimana dimaksud dalam Pasal 21 ayat (4) huruf b Undang-Undang Nomor 8 Tahun 1981 tentang Kitab Undang-undang Hukum Acara Pidana.

Pasal 14

1. Aparatur penegak hukum di bidang penyidikan di Zona Ekonomi Eksklusif Indonesia adalah Perwira Tentara Nasional Indonesia Angkatan Laut yang ditunjuk oleh Panglima Angkatan Bersenjata Republik Indonesia.
2. Penuntut umum adalah jaksa pada pengadilan negeri sebagaimana dimaksud dalam ayat (3).
3. Pengadilan yang berwenang mengadili pelanggaran terhadap ketentuan undang-undang ini adalah pengadilan negeri yang daerah hukumnya meliputi pelabuhan dimana dilakukan penahanan terhadap kapal dan/atau orang-orang sebagaimana dimaksud dalam Pasal 13 huruf a.

Pasal 15

1. Permohonan untuk membebaskan kapal dan/atau orang-orang yang ditangkap karena didakwa melakukan pelanggaran terhadap undang-undang ini atau peraturan perundang-undangan yang dikeluarkan berdasarkan undang-undang ini, dapat dilakukan setiap waktu sebelum ada keputusan dari pengadilan negeri yang berwenang.
2. Permohonan untuk pembebasan sebagaimana dimaksud dalam ayat(1),dapat dikabulkan jika pemohon sudah menyerahkan sejumlah uang jaminan yang layak, yang penetapannya dilakukan oleh pengadilan negeri yang berwenang. 

BAB VII KETENTUAN PIDANA

Pasal 16

1. Barangsiapa melakukan tindakan-tindakan yang bertentangan dengan ketentuan Pasal 5 ayat (1), Pasal 6, dan Pasal 7 dipidana dengan pidana denda setinggi-tingginya Rp 225.000.000,- (dua ratus dua puluh lima juta rupiah).
2. Hakim dalam keputusannya dapat menetapkan perampasan terhadap hasil kegiatan, kapal dan/atau alat perlengkapan lainnya yang digunakan untuk melakukan tindak pidana tersebut dalam ayat (1).
3. Barangsiapa dengan sengaja melakukan tindakan-tindakan yang menyebabkan rusaknya lingkungan hidup dan/atau tercemarnya lingkungan hidup dalam Zona Ekonomi Eksklusif Indonesia, diancam dengan pidana sesuai dengan peraturanperundang-undangan yang berlaku di bidang lingkungan hidup.

Pasal 17

Barangsiapa merusak atau memusnahkan barang-barang bukti yang digunakan untuk melakukan tindak pidana sebagaimana dimaksud dalam Pasal 16 ayat (1), dengan maksud untuk menghindarkan tindakan-tindakan penyitaan terhadap barang-barang tersebut pada waktu dilakukan pemeriksaan, dipidana dengan pidana denda setinggi-tingginya Rp 75.000.000,- (tujuh puluh lima juta rupiah).

Pasal 18

Tindak pidana sebagaimana dimaksud dalam Pasal 16 dan Pasal 17 adalah kejahatan.

BAB VIII KETENTUAN PERALIHAN

Pasal 19

Segala ketentuan yang mengatur mengenai eksplorasi dan eksploitasi sumber daya alam hayati, yang dibuat sebelum diundangkannya undang-undang ini, tetap berlaku sampai ada perubahan yang ditetapkan oleh peraturan perundang-undangan yang dikeluarkan berdasarkan undang-undang ini.

BAB IX KETENTUAN PENUTUP

Pasal 20

1. Pelaksanaan ketentuan-ketentuan dalam undang-undang ini diatur lebih lanjut dalam peraturan perundang-undangan lainnya.
2. Peraturan Pemerintah yang mengatur pelaksanaan ketentuan undang-undang ini dapat mencantumkan pidana denda setinggi-tingginya Rp 75.000.000,- (tujuh puluh lima juta rupiah) terhadap pelanggaran ketentuan-ketentuannya.

Pasal 21

Undang-undang ini mulai berlaku pada tanggal diundangkan.
Agar supaya setiap orang mengetahuinya, memerintahkan pengundangan undang-undang ini dengan penempatannya dalam Lembaran Negara Republik Indonesia.

Disahkan di Jakarta
pada tanggal 18 Oktober 1983

PRESIDEN REPUBLIK INDONESIA,

 ttd SOEHARTO

Diundangkan di Jakarta 

pada tanggal 18 Oktober 1983

 MENTERI/SEKRETARIS NEGARA REPUBLIK INDONESIA,

 ttd SUDHARMONO, S.H.