sketches of boats

sketches of boats 

MLC_A.Yayat Agung Yatmiko

Jumlah Arsip Menengah

Solusi Penanganan Arsip Jumlah Menengah

Yang dimaksud Penanganan Arsip Jumlah Menengah adalah jumlah dari arsip yang dikelola dengan perincian sebagai berikut :

• jumlah hingga 250.000 arsip / dokumen,
• hingga 10 lemari arsip (ukuran panjang 100cm x tinggi 200cm x lebar 40cm)
• membutuhkan 1 ruangan khusus

Penanganan pada kantor yang memiliki satu ruangan khusus, dengan jumlah arsip atau dokumen hingga 250.000 dengan 10 rak maka struktur organisasi mulai membutuhkan tenaga khusus penanggung jawab arsip yang memiliki tugas merawat dan mengelola arsip, serta aplikasi pun sudah menggunakan server sebagai pusat pengendali data yang dapat di lihat bersama.

Dalam aplikasi yang dikembangkan itu hampir sama dengan aplikasi untuk kemampuan mengelola gudang arsip, salah satunya ada peta atau denah ruangan arsip dengan informasi kodefikasi rak atau lemari arsip demi kemudahan pencarian fisik arsip atau dokumen saat dibutuhkan.

Dalam sistem aplikasi informasi terbagi menjadi 2 bagian yaitu informasi yang dapat dirubah dan yang tidak dapat dirubah. Yang dapat dirubah adalah informasi pengelompokkan secara sistem tetapi informasi penempatan fisik dokumen atau arsip tidak dapat dirubah karena jika ada perubahan maka letak fisik pun harus dirubah pula

PERGUDANGAN

MANAJEMEN PERGUDANGAN
 
Pengelolaan fungsi gudang yang baik ikut berperan penting dalam kesuksesan suatu perusahaan.
Penyimpanan dan penanganan barang yang efektif dan efisien perlu dipahami agar fungsi gudang bisa
lebih ditingkatkan. Training ini akan membahas unsur-unsur manajemen pergudangan, pentingnya
fungsi pergudangan, usaha menciptakan efektivitas pergudangan, konsep 5-R serta sistem informasi
dalam pergudangan.
Materi Training:
1. Aktivitas pegudangan:
a. Penerimaan & penanganan
b. Penyimpanan
c. Pengeluaran
d. Pengendalian/pengontrolan
e. Perawatan
2. Penerapan 5R dalam pergudangan, trik penyimpanan barang.
3. Inventory management (manajemen sediaan) meliputi: jenis-jenis inventory, fungsi inventory,
sasaran inventory control, prinsip-prinsip pemberian item code.
4. Dead stock management: penyebab dan langkah-langkah preventif
5. Stock opname: cycle counting, residual balance counting, tips untuk stock opname.
6. Sistem pengendalian inventory: pola permintaan, ordering system, utilisasi gudang
7. Material handling
8. Sistem FIFO
9. Konsep just in time inventory
Target peserta: Manager dan staf bagian pergudangan, bagian operasional, staf bagian produksi &
bagian pembelian.
Metode training: Pembahasan konsep, diskusi kasus, latihan.

EFFECTIVE WAREHOUSE MANAGEMENT (APLIKASI MANAJEMEN PERGUDANGAN)

PENDAHULUAN
Pernahkah Anda mengalami hal seperti berikut : kesulitan menempatkan material karena gudang telah penuh, kesulitan mengindentifikasi suatu produk karena penyimpanan tidak efektif, membutuhkan waktu yang lama dalam mencari suatu produk di gudang, menemukan karyawan gudang tertidur di shift 3 di sela-sela rak barang, dan lain sebagainya.
Dalam training ini peserta tidak hanya diajak mendesain suatu gudang yang tidak hanya rapi sesuai kaidah 5S, tetapi juga efektif dan efisien secara biaya pengelolaan.
SASARAN PROGRAM

• Memahami operasional pergudangan
• Mampu mengptimalikan proses kerja pergudangan
• Mampu mengelola gudang secara efektif
• Mampu menyimpan barang yang terkendali dan mudah di temukan
• Mampu mengelola pergudangan secar efisien

GARIS BESAR PROGRAM :

• FUNGSI GUDANG DALAM LOGISTIC MANAGEMENT
  • Mengapa perusahaan memerlukan gudang?
  • Pengendalian Inventory di gudang
  • Biaya-biaya pergudangan
• PENGENDALIAN PROSES PERGUDANGAN
  • Material Masuk
  • Pemeriksaan material masuk
  • Penyimpanan Material
  • Pengeluaran Material
• PENGENDALIAN INVENTORY GUDANG
  • Pengendalian safety stock
  • Pengendalian over stock
  • Pengendalian dead stock
  • Pengendalian barang limbah
• PEMELIHARAAN PERALATAN DAN FASILITAS GUDANG
  • Pemeliharaan material
  • Pemeliharaan Rak dan Bin Material
  • Pemeliharaan Peralatan : trolley, handlift, forklift, dll
  • Pemeliharaan Gudang : Garis batas rak, ventilasi udara, dll
• KPI DI GUDANG
  • Menentukan KPI,
  • menyusun KPI di bagian : penerimaan, penyimpanan, pengambilan, packing dan pengiriman
  • Mengukur KPI
• PENERAPAN K3 DI GUDANG
  • Gudang sebagai tempat kerja yang sehat dan aman
  • Dasar hukum Keselamatan dan Kesehatan Kerja
  • Teknik Safety di Gudang
• MANAJEMEN PENEMPATAN INVENTORY DENGAN 5S
  • Teknik 5S di Gudang
  • Strategi Implementasi 5S di Gudang
  • Infrastruktur dan Review implementasi
  • Langkah-langkah implementasi 5S di Gudang
• APLIKASI MANAJEMEN VISUAL GUDANG
  • Visual control
  • Visual display
  • Visual improvement

PESERTA

• General Manger
• Manajer,
• Assistant Manager,
• Supervisor
• Staff

TRAINING METHOD   :

1. Lecturing.
2. Ice Breaking.
3. Case Study and Discussion.
4. Presentation Results Discussion.
5. Role Play and Simulation.
6. Film pergudangan

ICC Banking Commission Recommendations in respect of On Board Notations

Document reference 1
Introduction At the ICC Banking Commission meeting held in Dubai in March 2009, it was agreed that the UCP 600 Drafting Group would prepare a document outlining the requirements for an on board notation in respect of transport documents presented for examination under articles 19, 20, 21 or 22 of UCP600. It has also been made clear by several national committees that there is a desire for this paper to become an official publication of the ICC. This document provides the unanimous views of the UCP 600 Drafting Group and is presented to the ICC Banking Commission for agreement as an official ICC document that is reflective of practice in respect of the requirement for an on board notation. Once approved, the contents will form part of the soon to be revised International Standard Banking Practice for the Examination of Documents under Documentary Credits.
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Requirements for an on board notation in respect of a transport document presented for examination under articles 19, 20, 21 or 22 of UCP 600
 Overview
Background and Introduction
1.1 From the first ICC Banking Commission meeting following the implementation of UCP 500, the ICC has been asked to respond to requests for opinions on the subject of on board notations i.e., in the context of when they are required and what form they should take, given a particular set of circumstances. This trend has continued following the implementation of UCP 600 in July 2007.
1.2 This document will: - aid beneficiaries in instructing carriers and logistics companies of the requirements for
any on board notation; - provide carriers and logistics companies with clear guidelines as to when an on board notation will be required to appear on a transport document and its data components; and - guide banks in the correct interpretation and application of the UCP in relation to on board notations for bills of lading, sea waybills and charter party bills of lading, and for multimodal or combined transport documents, where the first part of the carriage (as required by the credit) is by sea.
1.3 This document refers to the „on board notation‟ requirements of a Transport Document Covering at Least Two Different Modes of Transport (i.e., Multimodal or Combined Transport Document), Bills of Lading, Sea Waybills and Charter Party Bills of Lading. To avoid repetitive text and duplication of consistent requirements, this document focuses on bills of lading, the transport document with the most requests for an ICC Opinion. Whilst an on board notation may be required on any of these documents, the addition of a notation does not change the nature of such document as an article 19, 20, 21 or 22 type of document. The on board notation requirements in relation to all the referenced transport documents appear in section 5.
1.4 For ease of review and applying the requirements of this document, a simple flowchart (appearing in section 6) explains when an on board notation is required and the form that it is to take. Sections 2-4 give the background to the requirements of UCP and ISBP and the basis for how the conclusions, in section 5, have been drawn.
 ICC Opinions already given under UCP 600
1.5 Since October 2007, the first Banking Commission meeting following the implementation of UCP 600, ICC has responded to seven requests for Opinions on the subject of on board notations. ICC Opinions R.648 (TA.635rev) Query 3, R.644 (TA.665rev), R.645 (TA.667rev) and TA.679 have focussed on issues relating to bills of lading, whilst Opinions R.641 (TA.650rev), R.642 (TA.666rev) and TA.682 have been in respect of Multimodal or Combined Transport Documents.
1.6 The analysis and conclusions to Opinions R.644, R.645 and R.648 indicate that an on board notation will be required if the place of receipt was different to the port of loading “unless it is evident from the bill of lading that the shipped on board statement applies to the named vessel and the port of loading stated in the credit.” These opinions place the burden on the
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wording in the bill of lading to determine whether the on board notation requires more than just a date.
1.7 The conclusion to TA.679 was slightly different to that referred to above owing to the wording of the bill of lading (see section 2.6 for the wording). The conclusion in question stated: - “If the bill of lading evidences an inland place of receipt, the bill of lading will require a dated on board notation bearing the name of the vessel and port of loading stated in the credit, even if the bill of lading is pre-printed “shipped on board in apparent good order and condition ……” or similar.”
1.8 In order to fully understand the issues pertaining to these Opinions, and the content of the analysis and conclusion given, their full transcript should be reviewed.
Bills of Lading and the need for an on board notation
 UCP and ISBP provisions
2.1 During the revision of UCP 500, communications were sent between the Drafting Group and members of the ICC Transport Commission. As a result it was agreed that the bill of lading is a transport document covering shipment from a port of loading to a port of discharge and that the rules should reflect that position. It should be noted that ICC Publication No.680 “Commentary on UCP 600” refers to article 20 in the following manner: “[T]his article applies when the documentary credit requires presentation of a bill of lading covering transport by sea from one port to another port.” Additionally, ISBP Publication 681, at paragraphs 91 and 92 states “[I]f a credit requires presentation of a bill of lading (“marine”, “ocean” or “port-to-port” or similar) covering sea shipment only, UCP 600 article 20 is applicable.” and “[T]o comply with UCP 600 article 20, a bill of lading must appear to cover a port-to-port shipment but need not be titled “marine bill of lading”, “ocean bill of lading”, “port-to-port bill of lading” or similar.”
2.2 The main problems with on board notations arise when the bill of lading indicates place of receipt and/or pre-carriage details and the place of receipt is different to the port of loading stated in the credit, and therefore the question arises of whether or not there is a need for an on board notation showing the name of the vessel and the port of loading, even if they are the same details as shown in the respective fields on the bill of lading. An element of confusion initially arose through the UCP 600 not incorporating the wording that appeared in UCP 500 sub-article 23 (a) (ii) i.e., “If the bill of lading indicates a place of receipt or taking in charge different from the port of loading, the on board notation must also include the port of loading stipulated in the Credit and the name of the vessel on which the goods have been loaded, even if they have been loaded on the vessel named in the bill of lading. This provision also applies whenever loading on board the vessel is indicated by pre-printed wording on the bill of lading, and”.
2.3 The inclusion, in UCP 600 sub-article 20 (a) (ii) of “indicate that the goods have been shipped on board a named vessel at the port of loading stated in the credit” still requires a document examiner to be satisfied that the on board notation relates to the goods being on board the named vessel and not by any other means of conveyance for the pre-carriage (between a place of receipt and the port of loading).
2.4 It is often the case that the contract of carriage concluded between the carrier and shipper is not in line with the requirements for shipment expressed in the credit. The shipper may contract for the goods to be collected from an inland point for delivery to the port of loading for loading onto the vessel, but the letter of credit only refers to shipment from port to port. The bill of lading may consequently evidence a place of receipt that is different to the port of loading, and where there is a dated on board notation added to the bill of lading, or the bill of lading is pre-printed „shipped on board in apparent good order and condition …‟ the issue for the document checker is to determine whether or not the on board notation can be understood to „indicate that the goods are on board the named vessel at the port of loading stated in the credit‟.
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 Does “on board” always mean on board the named vessel?
2.5 Whilst a number of carriers, and their agents, specify verbally that they will not release a bill of lading unless the goods are actually loaded on board the vessel named in the bill of lading, this may not always be evident from the bill of lading itself and sub-article 14 (a) requires that a nominated bank acting on its nomination, a confirming bank, if any, and the issuing bank examine a presentation to determine, on the basis of the documents alone, whether or not the documents appear on their face to constitute a complying presentation (emphasis added).
2.6 Banks may encounter bills of lading containing specific wording as to the place to which the on board notation will apply. One such example has been given in ICC Opinion TA.679. This request for an Opinion highlighted the following wording that had been seen in a bill of lading: “[W]hen the place of receipt of the goods is an inland point and is so named herein, any notation of “on board”, “shipped on board” or words to like effect on this BL, shall be deemed to mean on board the truck, rail car, aircraft or other inland conveyance… from the place of receipt of the goods to the port of loading”. When incorporated into the pre-printed text on the bill of lading, the use of this form of wording clearly indicates that “shipped on board” or similar terms does not equate to „shipped on board a named vessel at the port of loading stated in the credit‟ (as required by sub-article 20 (a) (ii)).
2.7 Wording of similar effect has been found on the face of other bills of lading such as “[W]hen the place of receipt box has been completed, any notation on this bill of lading of “on board”, “loaded on board” or words to like effect, shall be deemed to be on board the means of transportation performing the carriage from the place of receipt to the port of loading.”
2.8 This raises the questions: should a document examiner be required to examine pre-printed text on the face of the bill of lading to determine whether shipped on board really means shipped on board the vessel (at the port of loading) and under what circumstances can a document examiner reasonably be expected to apply an on board notation to the named vessel and port of loading? Document examiners must recognise that in reviewing a pre-printed shipped on board statement i.e., “shipped on board in apparent good order and condition …….” the wording that follows thereafter determines the effect and application of that shipped on board statement and must be read. If, as indicated above, the wording indicates that „on board‟ means on board the conveyance from the place of receipt to the port of loading stated in the credit, then the document examiner must refuse the documents for absence of an on board notation in relation to the vessel and the port of loading. Document examiners should only read the pre-printed text as far as is necessary to determine the place of loading “on board” the conveyance for the sea journey.
2.9 Subject to a bill of lading not incorporating wording to the effect shown above, it is the opinion of the ICC Banking Commission that a distinction can be drawn between bills of lading that evidence a place of receipt and a means of pre-carriage or those that only evidence a means of pre-carriage and those that only evidence a place of receipt – whether the place of receipt is the same as the port of loading or different. If the bill of lading only shows a place of receipt, with no reference to the means of pre-carriage, in the pre-carriage or place of receipt fields, an on board notation, or pre-printed wording to that effect can only be seen to apply to the named vessel and port of loading. Where a place of receipt and/or a means of pre-carriage is shown, there is doubt as to whether the on board notation or pre-printed wording refers to the named vessel and port of loading.
 Which article of UCP 600 is applicable for examination of a transport document?
Transport documents must be examined under the article that is applicable to the conditions stated in the credit. These conditions include: the type of document that is to be presented and the details given with respect to the shipment of the goods e.g., those shown in fields 44A, E, F or B of the MT700, 710 or 720. Transport documents are not examined under the article applicable to the type of document that has been presented. For example, an MT700 is issued requiring presentation of a bill of lading with field 44E showing Rotterdam and field 44F showing Hong
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Kong. A transport document that is presented showing as place of receipt Paris, port of loading Rotterdam and port of discharge Hong Kong will be examined under article 20 and not article 19. For avoidance of doubt, any document called for by a credit containing the phrase “bill of lading” and asking for port to port shipment (i.e., meeting the requirement of article 20 reading “A bill of lading, however named”) is to be examined against article 20, not article 19.
Note the following description for the SWIFT fields quoted above:
44A Place of Taking in Charge/Dispatch from …/Place of Receipt
44E Port of Loading/Airport of Departure
44F Port of Discharge/Airport of Destination
44B Place of Final Destination/For Transportation to …/Place of Delivery
 Selecting the appropriate transport document
This is a key issue and one that banks should pay particular attention to. By selecting the transport document that reflects the correct routing and appropriate means of conveyance, many of the issues seen today can be avoided.
The structure of UCP 600, in particular in changing the order of the transport documents, was to emphasise that in most shipments today there is an element of multimodal or combined transport and that, perhaps, applicants should be calling for more multimodal or combined transport documents than bills of lading.
Banks are invited to educate their customers in selecting the correct transport document for the carriage that is being undertaken and that where transport by more than one means of conveyance will occur, to request the presentation of a multimodal or combined transport document instead of a bill of lading. This process can be aided significantly by the incorporation of SWIFT fields 44A, E, F and B into LC application forms. The correct completion of these fields, by the applicant and/or the issuing bank, will identify the suitable form of transport document e.g.
Fields 44E and F only = Bill of Lading, Sea Waybill, Charter Party Bill of Lading or Air Waybill
Fields 44A and B only = Multimodal or Combined Transport Document, Road, Rail or Inland Waterway or Post / Courier
Any 3 fields from 44A, E, F or B (or all of them) = Multimodal or Combined Transport Document
The recommendation for incorporation of these fields into the LC application form also pre-supposes that the form allows for the applicant to select from a range of transport documents and not only from a bill of lading or air waybill.
(3) Requirements of UCP 600 (in respect of bills of lading)
 The pertinent rules in article 20 are:
Sub-article 20 (a) (ii):
 indicate that the goods have been shipped on board a named vessel at the port of loading stated in the credit by:
 pre-printed wording, or
 an on board notation indicating the date on which the goods have been shipped on board.
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The date of issuance of the bill of lading will be deemed to be the date of shipment unless the bill of lading contains an on board notation indicating the date of shipment, in which case the date stated in the on board notation will be deemed to be the date of shipment. If the bill of lading contains the indication "intended vessel" or similar qualification in relation to the name of the vessel, an on board notation indicating the date of shipment and the name of the actual vessel is required. Sub-article 20 (a) (iii):
 indicate shipment from the port of loading to the port of discharge stated in the credit.
If the bill of lading does not indicate the port of loading stated in the credit as the port of loading, or if it contains the indication “intended” or similar qualification in relation to the port of loading, an on board notation indicating the port of loading as stated in the credit, the date of shipment and the name of the vessel is required. This provision applies even when loading on board or shipment on a named vessel is indicated by pre-printed wording on the bill of lading. (4) Selected wording from the ICC Publication No. 680 “Commentary on UCP 600”
 Commentary on UCP 600 Pages 89-92 Article 20
This article applies when the documentary credit requires presentation of a bill of lading covering transport by sea from one port to another port. As a bill of lading covers shipment from a port to a port, the wording that appeared in UCP 500 sub-article 23 (a) (ii) was seen to encourage the presentation of a document that covered pre-carriage of the goods to the port of loading. The wording of this sub-article reads: “If the bill of lading indicates a place of receipt or taking in charge different from the port of loading, the on board notation must also include the port of loading stipulated in the Credit and the name of the vessel on which the goods have been loaded, even if they have been loaded on the vessel named in the bill of lading. This provision also applies whenever loading on board the vessel is indicated by pre-printed wording on the bill of lading.” Where pre-carriage by road, rail or air and shipment by sea is envisaged, the parties should ensure that the credit allows for a transport document to be presented that would be subject to examination under UCP 600 article 19. The Drafting Group recognized that whilst UCP 600 conveys that the bill of lading is a port-to-port document, there will be occasions when the shipping company or its agent will include reference to a place of receipt or taking in charge that is different from the port of loading. To cover this eventuality, the content of sub-article 20 (a) (ii) reads: “indicate that the goods have been shipped on board a named vessel at the port of loading stated in the credit by:” The emphasis in this condition is that the document checker must be able to determine that the bill of lading appears to indicate that the shipped on board statement (pre-printed wording or by a separate notation) relates to loading on board the named vessel at the port of loading stated in the credit and not to any pre-carriage of the goods between a place of receipt or taking in charge and the port of loading. Unless it is evident from the bill of lading that the shipped on board statement applies to the vessel and the port of loading, the bill of lading will require, as was the case in UCP 500, an on board notation showing the port of loading and the name of the vessel, even if the goods are loaded on the vessel named in the bill of lading. [emphasis added]
Sub-article (a) (iii) states that if a bill of lading does not indicate the port of loading stated in the documentary credit as the port of loading, it must contain an on board notation which indicates the
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port of loading stated in the documentary credit, the date of shipment and the name of the vessel. The same criteria apply if the bill of lading indicates the qualification “intended” or similar in respect of the port of loading.
An example of where a bill of lading does not indicate the port of loading stated in the documentary credit as the port of loading would be when the port of loading stated in the documentary credit is shown as the place of receipt, since in the field “port of loading” it shows the port where transhipment is to occur. The documentary credit requires shipment from Rotterdam to Hong Kong. Sub-article (a) (iii) requires the bill of lading to indicate shipment from the port of loading to the port of discharge stated in the credit.
The bill of lading shows:
Pre-carriage Moon Lagoon
Place of receipt Rotterdam
Ocean Vessel Sun Lagoon
Port of Loading Dubai
Port of Discharge Hong Kong
The bill of lading will require, according to sub-article (a) (iii), an on board notation showing the vessel Moon Lagoon, the port of loading Rotterdam and the on board date.
(5) Conclusions
The opinion of the ICC Banking Commission is as follows:
 Bills of Lading
(a) where the bill of lading indicates a place of receipt that is the same as the port of loading , for example, place of receipt Rotterdam CY and port of loading Rotterdam BUT there is NO indication of a means of pre-carriage (either in the pre-carriage field or the place of receipt field) then:
(i) if the bill of lading is pre-printed shipped on board, the date of issue will be deemed to be the date of shipment and no further on board notation is required;
(ii) if the bill of lading is pre-printed received for shipment, a dated on board notation will be required and the date appearing in the notation will be deemed to be the date of shipment.
(b) where the bill of lading indicates a place of receipt that is different from the port of loading i.e., place of receipt Amsterdam and port of loading Rotterdam BUT there is NO indication of a means of pre-carriage (either in the pre-carriage field or the place of receipt field) then:
(i) if the bill of lading is pre-printed shipped on board, the date of issue will be deemed to be the date of shipment and no further on board notation is required;
(ii) if the bill of lading is pre-printed received for shipment, a dated on board notation will be required and the date appearing in the notation will be deemed to be the date of shipment.
(c) where the bill of lading indicates a place of receipt that is different from the port of loading i.e., place of receipt Amsterdam and port of loading Rotterdam AND there is an indication of a means of pre-carriage (either in the pre-carriage field or the place of receipt field) then:
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(i) if the bill of lading is pre-printed shipped on board, a dated on board notation will be required indicating the name of the vessel and the port of loading. The date of the notation will be deemed to be the date of shipment;
(ii) if the bill of lading is pre-printed received for shipment, a dated on board notation will be required indicating the name of the vessel and the port of loading. The date of the notation will be deemed to be the date of shipment.
The exception to the above is where the bill of lading contains wording such as that quoted in section 2.6 or 2.7 of this paper. Where such wording is incorporated into the pre-printed wording, a dated on board notation will be required that also indicates the name of the vessel and the port of loading. As a result of the contents of this document, the conclusion given to Opinion R.644 will be replaced by that under (b) above. In the context of this document, „pre-carriage‟ refers to the carriage between a stated place of receipt and the stated port of loading on a transport document. The flowchart in section 6 explains the requirements for an on board notation in relation to the data content of the bill of lading as may be presented.
 Sea Waybills Same position as for bills of lading.
 Multimodal or Combined Transport Documents Article 19 provides for an indication of the goods being dispatched, taken in charge or shipped on board. The applicable wording will depend upon the mode of conveyance for the first leg of the carriage. It should be noted that article 19 does not require an on board notation as a default position for most of the time. However, in line with ICC Opinion R. 641 (TA.650rev), a dated on board notation is clearly required when the credit so requests. It is also required when the credit requires shipment to be effected from a port to the place of final destination i.e. the first leg of the journey, as required by the credit, is by sea. If a multimodal or combined transport document nonetheless evidences a place of receipt that is different to the place stated in the credit, and that place stated in the credit is a port, the dated on board notation will require the addition of the name of the vessel and port of loading, unless the transport document evidences that the on board notation or pre-printed shipped on board wording applies to the named vessel and port of loading. The key, therefore, is for the credit either:
(a) to expressly require an on board notation, or absent that;
(b) to make clear whether the place from which the goods are to be taken in charge by the carrier is a sea port.
 Charter Party Bills of Lading
The content of the flowchart in section 6 will apply where the bill of lading contains an indication that it is subject to a charter party (charter party bill of lading).
ICC Banking Commission Recommendations in respect of On Board Notations
9 Document reference
(6) Bill of Lading Flowchart
Y
Footnotes/Guidance:
1. *“With or without place of receipt” if only a place of receipt is shown, it can be the same place or a different place provided there is no mention of a means of pre-carriage in the pre-carriage or place of receipt fields on the document.
2. **”Indication of a means of pre-carriage” – where an indication of the means of pre-carriage is given i.e., by truck or rail, the bill of lading will require an on board notation indicating the name of the vessel and the port of loading, whether or not a place of receipt field is completed.
3. An on board notation is also required where the ocean vessel and/or port of loading are stated to be “intended”. In this event, the on board notation is to include the name of the vessel and/or the port of loading. Alternatively, the word “intended” may be deleted and the deletion authenticated by the carrier or their agent.
4. Where the port of loading stated in the credit is shown as the place of receipt (the ocean vessel and port of loading fields, in this case, are reflecting the transhipment details) with shipment by sea from that port, a dated on board notation is required evidencing the port of loading stated in the credit and the vessel that is leaving that port.
5. Where the bill of lading indicates the place of receipt as the same as the port of loading, for example, place of receipt Rotterdam CY and port of loading Rotterdam but there is no indication of the means of pre-carriage, the date of a pre-printed shipped on board bill of lading will be deemed to be the date of shipment. If the bill of lading is pre-printed received for shipment, a dated on board notation will be required and that date will be deemed to be the date of shipment.
6. The exception to the above is where the bill of lading contains wording such as that quoted in section 2.6 or 2.7 of this paper. Where such wording is incorporated into the pre-printed wording, a dated on board notation will be required that also indicates the name of the vessel and the port of loading.
Does L/C require a port-to-port shipment with presentation of a bill of lading?
Bill of lading is pre-printed “received for shipment”
Bill of lading is pre-printed “shipped on board” with an additional on board notation or completion of a box labeled “shipped on board date”
Bill of lading is pre-printed “shipped o

Mandar Lanka Celebes

Mandar Lanka Celebes

 

transshipment indx

Transshipment 

PT Pelayaran Indx Lines Tbk.

A.Yayat Agung Yatmiko-Jkt

Diatur di tingkat regional, sub-regional, dan nasional di Barat dan
Central Samudera Pasifik. Pada tingkat regional instrumen utama yang digunakan adalah Konvensi
Pengelolaan sediaan ikan yang beruaya Konservasi dan di Barat dan Tengah
Samudera Pasifik (Konvensi) dan Konservasi dan Tindakan Manajemen (CMMS)
ditetapkan oleh Komisi WCPFC. Tingkat sub-regional diwakili oleh larangan
di laut transshipment diadopsi pertama oleh Pihak Perjanjian Nauru (PNA) dan
kemudian oleh Forum Kepulauan Pasifik Perikanan Agency (FFA). Di tingkat nasional, Pasifik
Negara-negara anggota island FFA (PICs) mengontrol berbagai aspek transshipping menggunakan lisensi
kondisi serta instrumen peraturan.
1.1 KONVENSI DAN KONSERVASI DAN PENGELOLAAN TINDAKAN
Transshipment didefinisikan dalam Konvensi sebagai berarti "bongkar muat seluruh atau ikan
di atas kapal nelayan untuk kapal penangkap ikan lain di laut atau di pelabuhan "1, dan dibahas dalam
beberapa tempat di dokumen. Peraturan transshipment ditutupi sesuai dengan syarat dan
kondisi untuk memancing di Annex III, dengan larangan transshipment di laut oleh Seiners tas
(tergantung pengecualian khusus) dibahas dalam Pasal 29 ini dan referensi lain yang relevan dengan
transshipment dalam Konvensi yang terkandung dalam Lampiran 1.
The CMMS meliputi transshipment, terutama CMM 2009-06 dijelaskan di bawah ini, yang sering
hasil dari proses negosiasi yang melelahkan dan berlarut-larut yang mungkin mencakup beberapa tahunan
Komisi sesi dalam upaya untuk memenuhi keprihatinan semua pihak. Hasil
Proses itu mengandung kompromi dan konsesi yang dibuat untuk kepentingan memindahkan
Proses regulasi ke depan, dan tidak selalu mewakili kata akhir dari
Komisi pada subjek.
Komisi ditempatkan kondisi tertentu pada transshipment di adopsi dari CMM 2009-06,
isi peraturan yang dimulai paling lambat Juli 2010 untuk sebagian besar
operations2. Salah satu tujuan lain dari ukuran yang komprehensif ini adalah untuk memperoleh dan verifikasi data
pada jumlah dan spesies transshipped untuk memastikan pelaporan yang akurat dari tangkapan dan untuk meningkatkan
penilaian saham. Hal ini sesuai dengan ayat 3 Pasal 29 Konvensi yang
mengharuskan Komisi untuk "mengembangkan prosedur untuk mendapatkan dan memverifikasi data kuantitas dan
spesies transshipped baik di pelabuhan dan di laut di wilayah konvensi ".
Perlu dicatat bahwa sementara Konvensi itu sendiri tidak menyebutkan ilegal, tidak dilaporkan dan
tidak diatur memancing (IUU) langsung, pembukaan di CMM 2009-06 mengakui bahwa "tidak diatur
dan transshipment dilaporkan dari tangkapan sediaan ikan yang beruaya di laut, di atas tertentu
Kapal 1 Fishing secara luas didefinisikan dalam Pasal 1 Konvensi untuk memasukkan "setiap kapal yang digunakan atau dimaksudkan
untuk digunakan untuk tujuan memancing, termasuk kapal dukungan, kapal pembawa ... "
1 Januari 2013 2 untuk ikan troll-tertangkap atau tiang-dan-line tertangkap,
13
laut lepas, memberikan kontribusi untuk pelaporan menyimpang dari tangkapan saham tersebut dan mendukung IUU
memancing di Konvensi Area ".
CMM 2009-06 memerlukan pelaporan tertentu dengan bongkar kapal dan operator, termasuk
transshipment deklarasi disampaikan oleh kedua bongkar muat dan menerima kapal untuk masing-masing
transshipment di wilayah Konvensi. The transshipment deklarasi yang akan dikirim ke
Direktur Eksekutif Komisi dalam waktu 15 hari dari penyelesaian setiap transshipment
di laut lepas. Tidak ada persyaratan ditempatkan pada status port untuk melaporkan transshipment di pelabuhan
Direktur Eksekutif Komisi.
Hal ini berguna untuk dicatat beberapa fitur dari CMM 2009-6 yang berlaku untuk diskusi dalam penelitian ini:
· Dengan pengecualian pengecualian diberikan kepada PNG yang ada dan Filipina kelompok seine
operasi (ikan terus kapasitas 600 ton atau kurang) referensi untuk regulasi
transshipment oleh Komisi umumnya geografis berbasis, yaitu di pelabuhan,
perairan nasional, dan laut lepas.
· Container di pelabuhan atau di perairan di bawah yurisdiksi nasional suatu negara anggota,
bekerja sama non-anggota dan berpartisipasi wilayah (CCM) dilakukan di
Sesuai dengan hukum nasional yang berlaku.
· CMM 2009-06 tidak berlaku untuk transshipment di mana ikan diambil dan transshipped
sepenuhnya di perairan kepulauan atau laut teritorial
· CCMS bertanggung jawab untuk melaporkan oleh kapal yang mengibarkan bendera mereka. Negara pemborongan adalah
bertanggung jawab ketika kapal dioperasikan di bawah piagam, menyewakan atau serupa lainnya
mekanisme, sebagai bagian integral dari armada domestik negara pesisir di
Konvensi Area.
· CCMS wajib melaporkan dalam Laporan Tahunan mereka kepada Komisi ringkasan
semua kegiatan transshipment ditutupi oleh CMM 2009-6 (termasuk transshipment
aktivitas yang terjadi di pelabuhan atau ZEE), yang dilakukan oleh kapal-kapal nelayan untuk
yang CCM bertanggung jawab. Lampiran II dari CMM 2009-6 menggambarkan transshipment yang
informasi yang akan dilaporkan setiap tahun oleh CCMS.
· Sebagai bagian dari kompilasi Laporan Tahunan isi yang berkaitan dengan transshipment, CCMS harus
mengambil semua langkah yang wajar untuk memvalidasi dan bila memungkinkan, informasi yang benar yang diterima
dari kapal melakukan transshipment menggunakan informasi semua tersedia seperti menangkap
dan data usaha, data posisi, laporan pengamat dan data monitoring pelabuhan.
Pengecualian tertentu untuk larangan pada di laut transshipment oleh Seiners tas yang mungkin dalam
WCPFC Konvensi framework3. CMM 2009-6 mengidentifikasi operasi purse seine yang mungkin
memenuhi syarat dan menetapkan prosedur dimana bendera CCM negara dapat mengajukan permohonan pengecualian ini.
Ini termasuk pengecualian untuk "operasi seine kelompok" dari Filipina dan PNG, serta
kegiatan transshipment melibatkan Selandia Baru kapal berbendera purse seine domestik di mana semua
memancing dan aktivitas transshipment berlangsung dalam Selandia Baru perairan perikanan.
CMM 2009-06 memberikan definisi "Port" untuk memasukkan terminal lepas pantai dan instalasi lainnya
untuk mendarat, transshipping, pengolahan, pengisian bahan bakar atau resupplying4. Dari sudut pandang praktis,
PICs memungkinkan transshipment di pelabuhan umumnya digunakan oleh pelayaran internasional. Port ini membutuhkan
ke dalam dan keluar izin dari pemerintah. Seperti "pelabuhan masuk" adalah
disebutkan dalam undang-undang Bea Cukai nasional atau undang-undang atau peraturan lainnya.
3 Lihat paragraf 25-30 dari CMM 2009-6.
4 Pasal 1, ayat 5
14
Secara teoritis setidaknya, kapal dianggap "di pelabuhan" selama itu berada dalam yurisdiksi
entitas diberi wewenang oleh undang-undang untuk mengelola dan mengatur port tersebut. Sebagai contoh, port di bawah
kontrol Otoritas Pelabuhan PNG telah menetapkan batas geografis yang diidentifikasi pada
grafik yang digunakan untuk tujuan tersebut. Studi ini menemukan bahwa para pejabat dalam beberapa PICs tidak jelas jika
frase "di pelabuhan" itu terkait dengan batas geografis seperti ditetapkan yang akan menentukan mereka
yurisdiksi. Seorang pejabat Kepulauan Marshall Port Authority mengatakan bahwa Otoritas
yurisdiksi dimulai dari stasiun percontohan di pintu masuk ke Majuro laguna. Dia mengasumsikan
kapal bertekad untuk menjadi "di pelabuhan" setelah telah melewati stasiun percontohan.
1.2 PACIFIC ISLANDS FORUM PERIKANAN BADAN
Harmonized Minimum Persyaratan FFA dan Ketentuan Fishing Vessel Asing Access
(MTCs) kontrol alamat dan pemantauan transshipment dengan mewajibkan operator asing
memancing kapal, antara persyaratan lain, untuk:
· Tidak transship di laut dalam keadaan apapun kecuali untuk transfer menangkap dengan
kelompok seine lisensi untuk kapal pengangkut berlisensinya yang dalam performa yang baik di
Register Daerah;
· Menyediakan 72 jam pemberitahuan ke negara lisensi dari permintaan untuk transship salah satu atau semua
ikan di kapal dan harus memberikan nama kapal, yang internasional
panggilan radio tanda, posisinya, tangkapan di atas kapal oleh spesies, waktu dan port
mana transshipment tersebut diminta untuk terjadi, dan suatu usaha untuk membayar semua
biaya yang diperlukan berdasarkan hukum negara perizinan;
· Hanya transship pada saat, pelabuhan, dan daerah yang ditunjuk disetujui resmi untuk
transshipment oleh negara lisensi;
· Menyampaikan laporan lengkap tentang transshipping pada formulir yang ditentukan. (FFA 2011)
The MTCs FFA dapat dimasukkan dalam perjanjian bilateral perikanan dan / atau dilaksanakan secara sepihak
oleh PICs kondisi lisensi. Mereka tidak namun secara universal diterapkan untuk semua kapal. The
Ketentuan berlaku hanya untuk tuna memancing atau memancing tuna kapal dukungan yang beroperasi di
zona ekonomi atau perikanan eksklusif negara anggota dan bukan bagian dari domestik
armada negara di zona yang operasi terjadi.
Jalan A PIC untuk menuntut untuk pelanggaran lisensi ketika pembuluh berlisensi transship di laut mungkin
terbatas pada kegiatan di perairan perikanan PIC transshipping. Dalam insiden terbaru di Solomon
Kepulauan sebuah longliner berlisensi ditemukan transshipping di laut lepas. Upaya untuk
menuntut kapal untuk pelanggaran lisensi memancing digagalkan ketika pemerintah
nasihat hukum adalah bahwa pemerintah tidak memiliki kekuatan ekstra-teritorial yang akan memungkinkan seperti
penuntutan.
1.3 PIHAK ATAS NAURU PERJANJIAN
Penerapan persyaratan Konvensi untuk Seiners dompet untuk transship di pelabuhan itu mendahului
oleh larangan semua pada transshipment laut oleh kapal nelayan asing yang ditetapkan oleh Pihak
Perjanjian Nauru (PNA) pada tahun 1990 yang mulai berlaku 15 Juni 1993 Larangan menjadi bagian
Penataan Kedua PNA Pelaksanaan Perjanjian Nauru Pengaturan Forth Tambahan
Syarat dan Ketentuan dari Akses ke Zona Perikanan Para Pihak.
15
Larangan transshipping di laut diperkenalkan sebagai bagian dari inisiatif PNA untuk menangkap lebih besar
manfaat ekonomi dari kegiatan transshipment dan untuk memantau lebih dekat tingkat nelayan
dan upaya dalam ZEE mereka untuk membuat keputusan yang lebih pada manajemen dan
konservasi sumber daya mereka tuna (Tong dan Rodwell, 1995). Seperti yang tertulis, larangan PNA berlaku
untuk semua jenis peralatan tetapi telah diimplementasikan paling efektif dengan perikanan purse seine:
Pemilik, menyewa, operator, guru atau orang lain yang bertanggung jawab untuk operasi
dari kapal berlisensi (selanjutnya disebut sebagai "operator") tidak akan transship ikan di
laut apakah transshipment tersebut dilakukan dalam zona perikanan Pihak lisensi atau
di laut lepas dan akan transship hanya melalui pelabuhan yang ditunjuk oleh lisensi
Partai.
Ini akan salah untuk menganggap bahwa larangan PNA pada transshipping di laut secara universal diikuti
oleh semua pihak. Ketentuan-ketentuan dalam FFA MTCs atas hasil dalam beberapa ambiguitas untuk PNA
members5 dan interpretasi sempit persyaratan PNA. Misalnya, untuk berbagai
alasan dan terlepas dari kata-kata di atas PNA, transshipment di laut diperbolehkan oleh setidaknya dua
Negara-negara PNA untuk longliners berbasis lokal. Salah satu negara PNA memungkinkan longline transshipment dalam Surat
ZEE untuk maskapai domestik berbendera.
1.4 KERANGKA NASIONAL DI NEGARA PASIFIK PULAU
PICs menangani berbagai aspek transshipment melalui dua metode. Yang pertama berlaku banyak
peraturan yang ada dan persyaratan pelabuhan yang berlaku untuk jenis lain pengiriman ke
operasi transshipment. Ini termasuk imigrasi dan bea cukai, kontrol port, dan
peraturan lingkungan, antara lain.
Sebuah cara kedua memaksakan persyaratan peraturan adalah melalui pemberlakuan undang-undang,
kondisi peraturan, dan / atau perizinan yang memberikan efek pada konvensi dan perjanjian dikutip
di atas, dan melalui kondisi lisensi khusus yang mencakup transshipment.
Di PNG, misalnya, kondisi lisensi umum ditempatkan pada "kapal bilateral asing dan
operator asing "mencerminkan larangan purse seine transshipment di laut dan spesifik nasional
persyaratan:
· Semua kapal: tidak ada transshipment di laut
· Semua kapal: Container harus dilakukan di pelabuhan yang ditunjuk PNG di bawah
pengawasan pengamat atau Perikanan Petugas
· Seiners Purse: pemberitahuan transshipment harus dikirim ke NFA 48 jam sebelum sebenarnya
transshipment
· Operator: operator bongkar diperlukan untuk mengisi formulir menangkap bongkar. Ini harus menjadi
disampaikan kepada NFA segera setelah setiap transshipment
5 Menanggapi pertanyaan tentang status aspek PNA Kedua Pelaksanaan Pengaturan, yang
PNA Kantor menegaskan hal itu masih berlaku untuk semua anggota PNA.
16
Lisensi akses Perikanan merupakan prasyarat untuk kelayakan untuk terlibat dalam transshipment di pelabuhan di
Kiribati, Kepulauan Solomon dan FSM. Papua Nugini dan Kepulauan Marshall tidak seperti
requirement6.
1,5 diijinkan DI LAUT DOMPET SEINE transshipment
Papua Nugini adalah satu-satunya PIC yang mengotorisasi transshipment di laut oleh Seiners tas. dalam
Untuk memberikan pembebasan dari larangan di laut purse seine transshipment dan untuk melacak
Ketentuan WCPFC disebutkan di atas, PNG "Ketentuan untuk transshipment dalam PNG oleh PNG
Izin Kapal Asing Bilateral "berlaku di mana:
... Catcher memiliki 600 atau kurang dari 600MT daya dukung dan bahwa ia telah
didukung oleh Negara untuk memiliki induk Operation7 dengan syarat bahwa kedua kapal
(penangkap & induk) memiliki pengamat atau Pejabat Perikanan di papan untuk memantau
transfer.
1.6 TRANSSHIPPING DI LAUT DENGAN longliners BERDASARKAN PELABUHAN PIC
Beberapa PICs memungkinkan transshipping oleh longliners domestik berbasis untuk memungkinkan ikan segar dan / atau beku
ikan untuk dibawa ke pelabuhan di PIC itu. Ini memberikan kesempatan bagi perusahaan lokal untuk mendapatkan
keuntungan finansial yang lebih tinggi untuk itu sebagian dari tangkapan mereka daripada yang mungkin terjadi jika terpaksa
kembali ke pelabuhan atau mempertahankan menangkap onboard untuk jangka panjang.
Awalnya ini terjadi di PNG sebagai bentuk konsolidasi menangkap secara rotasi, dengan satu
kapal pada waktu yang ditetapkan untuk kembali ke pelabuhan dengan menangkap segar dari beberapa kapal di armada,
dan kembali dengan umpan dan perlengkapan untuk semua. Praktek ini berkembang menjadi pekerjaan sebuah kapal sebagai
pembawa khusus, biasanya sebuah kapal nelayan mantan longline yang mengumpulkan hasil tangkapan dari orang lain di
armada dan memberikan umpan dan perlengkapan lainnya pada jadwal teratur. Tergantung pada ukuran
pembuluh yang bersangkutan, pembawa dapat melayani 7 atau 8 longliners atau lebih selama satu perjalanan koleksi.
Fiji dan PNG memungkinkan transshipping oleh longliners domestik berbasis operator seperti dijelaskan di atas.
Di Fiji, tiga perusahaan domestik diperbolehkan untuk melakukan praktek dengan kapal berwenang
untuk ikan di ZEE Fiji. Operator harus melakukan pemantau dan perusahaan harus memberikan kompensasi
Departemen Perikanan untuk pengamat dan biaya terkait. Situasi serupa terjadi di PNG.
Utara Khatulistiwa, Palau telah resmi transshipment oleh longliners Taiwan memberikan kepada
Palau. Sebaliknya, FSM dan Kepulauan Marshall secara khusus dilarang transshipment di
laut atau menangkap konsolidasi dan transshipment oleh longliners berbasis lokal.
6 Di Kepulauan Marshall sebuah kapal purse seine tanpa izin dapat transship di pelabuhan Majuro, tetapi harus membayar dua kali
Biaya transshipment biasa.
7 "Mothership Operasi" terminologi yang digunakan di PNG setara dengan "kelompok operasi purse seine" di
Penggunaan WCPFC untuk tujuan peraturan, bahkan jika etimologi dari dua istilah yang tidak sama.
17
2 TINJAUAN KEGIATAN transshipment DI WCPO
2.1 UMUM ALAM DAN OPERASI POLA DI PORT DOMPET SEINE
transshipment
Sifat umum DWFN purse seine di pelabuhan transshipment tidak berubah secara signifikan dalam
lima tahun sejak tahun 2007 ketika dijelaskan secara rinci dalam laporan ke FFA8. industri
peserta sudah terbiasa dengan praktek, dan dalam transshipment umum telah
diterima sebagai perkembangan ekonomi yang positif oleh negara-negara di mana host port yang
berada. Tas baru kapal seine dirancang untuk memungkinkan bongkar cepat menangkap mereka,
berkontribusi terhadap peningkatan efisiensi yang hilang ketika di transshipment laut dilarang di pertengahan
1993 Container terus terdiri dari tiga komponen umum:
· Armada purse seine dari Jepang, China, Taiwan, Amerika Serikat, Vanuatu, Korea, Federasi Serikat
Mikronesia, Kepulauan Marshall, Kepulauan Solomon, dan lain-lain;
· Perusahaan pialang ikan internasional yang berbasis di Jepang, Taiwan, dan Amerika Serikat dengan daerah
kantor di Asia dan tempat lain, dan operator mereka beroperasi atau piagam;
· Agen pengiriman dan penyedia layanan di pelabuhan transshipment utama pulau Pasifik
negara.
Beku segmen pengangkut ikan dari industri pelayaran pada umumnya tidak dikenal untuk PICs
sebagai seine armada purse mereka layanan. Untuk alasan ini, bagian berikut meringkas beberapa
informasi yang relevan pada operator didinginkan terlibat dalam purse seine di pelabuhan transshipment PIC.
2.1.1 Peran pendingin Fish Carriers di Purse Seine Tuna Container
Operator ikan didinginkan merupakan bagian yang tidak terpisahkan dari WCPO purse seine tuna perikanan, dan memainkan
peran penting dalam segmen perikanan rawai juga.
The lesu dari operator di PICs telah menjadi lebih umum dalam beberapa tahun terakhir. dalam
Februari 2010 WCPFC CMM 2009-01 mendirikan Interim Daftar WCPFC Non
Anggota Carrier and Bunker Kapal. The Register diatur untuk berakhir 60 hari setelah Tahunan
Regular Sidang Komisi pada bulan Desember 2012 kecuali Komisi memutuskan
Jika tidak, pada sesi tersebut. The Register memuat pengangkut ikan dan bunker kapal berbendera ke
Negara-negara yang tidak CCMS. Kapal yang terdaftar di Register berwenang untuk digunakan dalam
Konvensi Lokasi untuk menerima transshipment ikan yang tercakup dalam Konvensi dan bunker atau
jika tidak menyediakan kapal penangkap ikan berbendera CCM digunakan untuk ikan untuk sediaan ikan yang beruaya di
Konvensi Area9.
Hingga Mei 2012 hanya ada 10 operator di Register Interim, turun dari estimasi 60
atau lebih operator yang mendukung operasi penangkapan ikan di wilayah Konvensi yang ditandai dengan
non-CCMS pada tahun 2006 ketika masalah ini pertama kali ditangani oleh WCPFC. Sebaliknya, tujuh
8 McCoy, MA (2007) Peraturan transshipment oleh Pasifik Perikanan Barat dan Tengah
Komisi: isu dan pertimbangan bagi negara-negara anggota FFA. Forum Perikanan Agency, Honiara
9Citation dari www.wcpfc.int/vessels#Register33

A Shadow Image Of The Transhipment