Pkka Permit

[Lisa Nevilles]

ForeignFlag Vessel, calling into Indonesian Ports required certain preparations. The Ship Agent in Indonesia is MANDATORY to apply COUNTRY ENTRY PERMIT for FOREIGN FLAG VESSEL, in the Bahasa Indonesia word called PKKA stand for Pemberitahuan Keagenan Kapal Asing. The Document in brief is a PERMIT from Indonesian Government q.q Directorate General of Sea Communication, Ministry of Communication of the Republic of Indonesia, confirmed that the vessel is legally permitted to enter Indonesian waters

All Below Documents required COPY only

International Ships Safety Certificate

International Oil Pollution Prevention Certificates

Full Ships Particular

International Tonnage Certificate

IMO Crew List

Ships Registry Certificate

For TANKER VESSELS with Single Hull Construction and/or TANKER VESSEL older than 15 (FIFTEEN) Years Old since the date of Arrival at Indonesian Ports, Mandatory to Have : CAS (Certificate of Assesment Scheme) or CAP (Certificate of Assesment Plan). Without one of the Two certificates, Indonesian Director General of Sea Communication will NOT issue PKKA (Country Entry Permit), without PKKA, the vessel will never able to do in/out port clearance, it mean the vessel will never permitted to sail out of Indonesian Water.

Important Notice :

Besides having copy of certificates listed above, Agent required the following information

Name Last Port Call

Name of Indonesian Port Call

Name of Next Port of Call after Calling Indonesian Ports

Vessel call Activities (Discharging, Loading, Docking, Technical Inspection, Doing Customs Formalities, Charter Delivery/Redelivery etc)

Redundancy on Absent of PKKA

PKKA is one of Mandatory document to have for all foreign flag vessel calling Indonesian Ports, without PKKA the vessel will be treat as ILLEGAL and No ONE Port Authority/Harbour Master Office will serving In/Out Port Clearance Formalities. Without in/out Port Clearance Formalities, vessel is not allow to do any operations at Ports.

Cargo Related Documentation

Foreign Flag Vessel calling Indonesian Ports for Discharging/Loading (Carrying Import/Export Cargo). Agent is Mandatory to apply Customs Cargo Discharging Permit, maximum 24 hours before ships Arrival Time. Vessel calling for discharging, Agent must apply Customs Cargo Discharging Permit along with : Copy of Bill(s) of Lading and Cargo Manifest for Customs Declaration.

Customs Penalty :

Customs Office will apply Penalty at amount IDR 5,000,000.- for all Agent apply Customs Declaration less than 24 hours since ships arrival time. This Penalty apply for all vessel calling for cargo operations.

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the sellers obligation with respect to delivery will be fulfilled provided that the nominated vessel arrives at the customary anchorage at the discharge port and gives notice of readiness to deliver prior to 24 00 on the last day of the arrival period.

(c) The Charterers shall obtain any and all relevant permissions from proper authorities to perform ship to ship operations and such operations shall be carried out in conformity with best industry practice.

The key features of the vessel readiness involved the arrival of ships at STS position, the time of readiness with respect to and document and regulatory compliance all with specific to STS. Where customary anchorage is stated or implied, the term customary in general has a wider meaning specially when apply to ports and anchorages with no designated boundaries marked on the navigational charts. The conditions must be met in order a ship to be in a customary area is that the port authority should be able exercise their enforcements and services to the ship together with that ship should be able to received or deliver its goods specific to her trade in this case is STS.

Singapore port has charts with well-defined anchorage and they also contain notices reference to prohibited anchorages. STS operations are limited to port limit bunker tankers as per notice below:

Ship-to-Ship (STS) transfers by Port Limit Tankers are only permitted at Tuas Petroleum Holding Anchorage and Eastern Petroleum "B" Anchorage. At any time not more than two Port Limit Tankers are permitted to tie alongside each other. All STS transfers must be approved by the Port Master, MPA.

Where the anchorages and port limits are not defined the meaning of customary anchorage will be broader than in a defined case and question the validity of the position one may claim as customary anchorage however if the port covers a large sea area the meaning will be become vague. In the well-defined case where the limits are clearly marked in general it could be considered as the recommended STS anchorage.

Where there is a notice to indicate that anchoring or STS operations are prohibited outside the marked area the marked anchorage will limit the meaning of customary very clearly to limits shown in the navigation chart on the contrary where, such prohibition notice or regulations do not exist the marking on the navigational chart is considered as mere recommended anchorages and the customary STS position could not be limited the boundaries given in the navigational chart.

Documentations procedure involved furnish of necessary documents and application of permits and special operations permits to individual ships in particular and to both the ships as joint for the purpose of STS operation.

The charterer normally arrange all permit requirement with regards to STS (see BIMCO ship to ship transfer clause given above) where delay in furnish of information by receiving ship could possibly affect the STS operation then the question arise as to who is responsible for the delays and pay the demurrages. The approach to this question has been controversial therefore not always the party who is late in providing required documentation will be to blame. In deciding the late submission of documentation or information the factors normally taken into account will be whether the receiving ship had given sufficient notice and allowance for existing Saturdays, Sundays and holidays even though these days may be included in the laytime calculations they may be excluded under the above circumstances specially on a spot charter cases..

Dahsuskim permit in Indonesia is an ease of access given to foreign nationals who work as captains, ship crew/floating equipment operating in Indonesian territorial waters such as archipelago, continental shelf, and Exclusive Economic Zone (ZEE). In particular, this ease of access is granted in the form of visas, immigration permits, foreign registration and re-entry permits.

Foreigners who work in the sea are surely obliged to have a Waters Limited Stay Permit (KITAS Perairan). Dahsuskim or Water KITAS can be extended by applying for an extension of stay permit at least 14 working days before the stay permit expires.

Assisting non-Indonesian crew who will be working in Indonesia to get their work permit. Examples include Dahsuskim approval & endorsement, immigration multiple re-entry permit, immigration registration fee, transit visa, visa on arrival, visa conversion and others.

Assisting non-Indonesian crew who will be working in Indonesia to get their work permit, such as Dahsuskim approval & endorsement, immigration multiple re-entry permit, immigration registration fee, transit visa, visa on arrival, visa conversion and others.Sign on : creating transit visa for arriving crew to enter Indonesia. Next, we will continue to create RPTKA, DPKK, and IMTA so foreign crew can continue to work in Indonesia. For local crew, only sign-on is needed. This permit is required before joining the ship.

First established in 1969, PT. Sinma Line started out as an inter-island shipping company. Based in Surabaya, PT. Sinma Line transports general cargo between Surabaya and ports all over Eastern Indonesia. Despite having their headquarters in Surabaya, PT. Sinma Line also offers services in multiple ports across Indonesia including Batam, Medan, Jakarta, Semarang, Bali, Balikpapan, Makassar, Ambon, Sorong, Kupang, and Reo. In 1987, PT. Sinma Line expanded by establishing the Offshore Support Integrated Service.

Regarding claims pertaining to collisions, they must be filed within two years from the date of the collision or when the damage becomes apparent. Please be informed that Indonesia has also ratified the Convention on the International Regulations for Preventing Collisions at Sea of 1972 through Presidential Decree No. 50 of 1979.

Every vessel that operates or sails in Indonesian waters must meet the requirements for seaworthiness, which encompass measures for preventing marine pollution. The owners or operators of these vessels are also obligated to obtain and maintain an insurance policy to cover pollution liability.

In accordance with Article 231 of Shipping Law, the owners or operators bear strict responsibility for any pollution caused by their vessels. Failure to comply with these regulations can result in fines or imprisonment.

In the context of pollution, Indonesia has ratified several international conventions. These include the United Nations Convention on the Law of the Sea of 1982 through Law No. 17 of 1985, the International Convention for the Prevention of Pollution from Ships of 1973 (as amended by the Protocol of 1978 and Protocol of 1997) through Presidential Decree No. 46 of 1986 and Presidential Regulation No. 29 of 2012, as well as the International Convention on Civil Liability for Oil Pollution Damage of 1969 and its 1992 amendment (CLC) through Presidential Decree No. 52 of 1999.

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