The uncertainty of tariffs and components, collusion between the port providers service, and breach of the agreement on import tariffs for the service Less Container Load (LCL) is still frequently occur in the Lini II, Tanjung Priok, Jakarta. This causes had make the high-cost which should paid by the exporters and importers and impact to lower down the competitiveness.
The port user such as importers often charge higher more than had agreed by the Joint Expedition Forwarder and Indonesia (GAFEKSI) and the Association of Corporate LOADING / UNLOADING Indonesia (APBMI) on 28 May 2007.
Based on Article 3 paragraph 1 of the agreement, the importer and exporter should charge only nine parts of the tariffs, but the actual, component tariffs imposed is more than nine items. This often happens due to the enforcement of the law is still weak. Port administrator, who actually have the authority to take legal action against the violations that occurred when this was still not provide sanctions or any warning.
Meanwhile, the uncertainty of tariffs and the components of the Minister of Transportation Decree No. KM 72 2005, Article 1 paragraph b3, which set the tariff problem, is a multi interpretatif, which in turn is used by service providers to determine the scale and reducing costs that are not clear such as the cost of the extra movement, change of status, and other ". We can not do anything, other than pay. We fear our goods will 'hostage/hold' and also will disturb the smoothness of the business," said Chairman of the IEI, Amalia Achyar.
The collusion between port service providers such as warehouses company, and the stevedoring company (PBM) occurred because importers can not choose directly the warehouse desired. Nonetheless, the warehouse providers company can determine the different renting price of the same warehouse. Importers can not choose the "A" warehouse, although this "A" warehouse is cheaper. Port service providers always harbor transaction in the unilateral determination of the warehouse, without the involvement of importers. Importers are in the weaker parties, and soft targets to be the provider of port services.
Thus, both parties will provide recommendations to the government to revise the memorandum, which can be accommodating the interests of all stakeholders of the port, such as forwarder, the stevedoring company, port administrators, businessman, shipping company, and others. The Government also needs to define types, classes, and tariff components should be imposed for the container service on Lini II, so the clarity and legal certainty can be guaranteed.
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