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  Reporting through a single window.pdf
Felicity Landon Lloyds list
For governments, it should bring good governance, efficient distribution of resources, better collection of duties and fees, more compliance by business and more security for business. Its benefits should include efficiency, lower costs because of time saved on document preparation, faster release of goods, predictable and efficient description and implementation of rules, along with more transparency. According to EPCSA, port community systems already handle significant parts of a single window, particularly the business and administration information flows. “We are working hard to ensure that, in the rush to implement single window requirements, the EC doesn’t undermine what port community systems are already doing,” says Mr Morton.
List_of_certificates.pdf
IACS
List of Certificates and Documents required on Board. Only certificates and documents required by international conventions and mandatory codes are listed. In addition Port and Flag States might have more extended requirements.
ECSA_NOTE_ON_ADVANCE_CARGO_DECLARATION.pdf
ECSA
As from 1 January 2011, any failure of an economic operator (e.g. shipping company) to comply with the obligations laid down in the EU advance cargo declaration regime, will result in individual EU Member States imposing penalties in accordance with their national legislation. The rules on EU advance cargo declaration will apply in addition to existing customs rules laid down in the Community Customs Code.
Single Windows considering the port reporting formalities directive CP Valencia 25Oct10.pdf
Christos Pipitsoulis DG MOVE
Directive on reporting formalities for ships arriving in and/or departing from ports of the MS. Key differences between 2010/.. and 2002/6 Time frame for publication, adoption and compliance Articles of the new directive Annexes of the new directive Implication for Single Windows development Directive summary
Directive on reporting formalities for ships arriving departing from EU ports.pdf
THE EUROPEAN PARLIAMENT
DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on reporting formalities for ships arriving in and/or departing from ports of the Member States and repealing Directive 2002/6/EC. The transmission of data required upon arrival in and/or departure from ports under Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship generated waste and cargo residues , Directive 2002/59/EC of the European Parliament and of the Council of 27 June 2002 establishing a Community vessel traffic monitoring and information system , Regulation (EC) No 725/2004 of the European Parliament and of the Council of 31 March 2004 on enhancing ship and port facility security , Directive 2009/16/EC of the European Parliament and of the Council of 23 April 2009 on port State control (recast) , and, where appropriate, the International Maritime Dangerous Goods Code adopted in 1965, with the amendments thereto adopted and having entered into force, covers the information required by FAL forms. Therefore, where that information corresponds to the requirements in the above mentioned legal acts, FAL forms should be accepted for providing it.
FAL 36-5-1.pdf
FAL
Draft recommendations and guidelines for setting up a single window system in maritime transport by: FAL-36-5-1 ‘These guidelines will attempt to provide more specific guidance on maritime transport clearance, including the clearance of the ship. Clearance is defined as getting the permits (written, electronically, informally) to allow a certain process to be performed. In the scope of these guidelines, the following clearances are relevant: a. Clearance for ship to enter national waters. b. Clearance for ship to berth. This will normally include clearance for cargo or c. Passenger to proceed to import/immigration control. d. Clearance for ship to leave berth. e. Clearance for cargo to be imported or exported. Other forms of clearance may also be relevant, e.g., clearance to enter ship reporting areas, port fairways, channels, locks or other restricted traffic areas. However, this is normally part of traffic management. The guideline proposes an approach including an Inter-modal transport and supply-chain actors’ model. The target is to approve the final guidelines at FAL 37 in 2011.
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