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PT IPC Terminal Petikemas merupakan operator terminal yang memberikan pelayanan petikemas dengan sistem jaringan yang terintegrasi antar pelabuhan dan dikelola secara professional. Pada tahun 2019, PT IPC Terminal Petikemas telah beroperasi di 6 enam pelabuhan yang tersebar di Indonesia Bagian Barat dan Tengah, yaitu Pelabuhan Tanjung Priok, Jakarta; Pelabuhan Pontianak, Kalimantan Barat; Pelabuhan Panjang, Lampung; Pelabuhan Palembang, Palembang; Pelabuhan Teluk Bayur, Padang; dan Pelabuhan Jambi, Jambi. PT IPC Terminal Petikemas didirikan pada 10 Juli 2013 melalui Akta Pendirian No. 25 yang dibuat di hadapan Nur Muhammad Dipo Nusantara Pua Upa, dan disahkan oleh Menteri Hukum dan Hak Asasi Manusia Republik Indonesia dengan Keputusan No. tanggal 25 Juli 2013 dan telah memiliki izin Badan Usaha Pelabuhan BUP melalui Keputusan Menteri Perhubungan No. KP 853 Tahun 2014 tanggal 13 November 2014 untuk menyediakan jasa pengelolaan terminal petikemas dan fasilitas pelabuhan lainnya. PT IPC Terminal Petikemas adalah salah satu anak perusahaan dari PT Pelindo Terminal Petikemas dengan kepemilikan saham sebesar 99% dan PT Pelabuhan Indonesia Investama sebesar 1%. Jasa layanan PT IPC Terminal Petikemas didukung oleh fasilitas yang modern dan handal serta didukung sumber daya manusia profesional yang menjunjung tinggi kode etik bisnis Perusahaan sehingga mampu memenuhi ekspektasi para Pemangku Kepentingan yang mendorong arus pertumbuhan perdagangan Indonesia.
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Untukmemantau sebagian besar pergerakan kepelabuhan, saat ini di Pelabuhan Tanjung Priok telah dilengkapi 80 titik fasilitas CCTV (Closed Circuit Television) dari sebelumnya sebanyak 60.
This article has been translated by PwC Indonesia as part of our Indonesia Infrastructure News Service. PwC Indonesia has not checked the accuracy of, and accepts no responsibility for the content. Bisnis Indonesia Properti komersial Pelabuhan Patimban pacu relokasi industri 18 November 2020 By Rinaldi M. Azka Bisnis, Jakarta – Various parties are suggesting suspending the construction of Kalibaru Port or New Priok in Tanjung Priok Port in Jakarta as there is already Patimban Port in Subang, West Java. On the contrary, the Indonesian Industrial Estate Association predicts Patimban Port will lack visitors as access to the port is still lacking. Indonesia Transportation Society MTI Sea Transportation Forum Head, Leny Mayouri reckoned that the first stage of the development of Kalibaru Port, which leaves New Priok Container Terminal NPCT 2 and NPCT 3, must forecast the needs of the industries served. If Kalibaru Port is no longer required, he suggested that the development of Tanjung Priok Port should be suspended. “The development of NPCT and Kalibaru Port can continue if demand is forecasted. If most industries in Marunda and Cikarang do not need them or many industries are moving to Patimban and West Java, the development of Tanjung Priok can be suspended,” he said to Bisnis on Tuesday 17/11. He stated that PT Pelabuhan Indonesia II/IPC that was constructing New Priok could focus on the existing market with a total container flow of nearly 7 million TEUs per year. Besides that, IPC can provide the best service by improving service quality and efficiency. He is also suggesting the SOE to expand to services that derive from port business. With that step, Tanjung Priok Port can continue to operate and be competitive. Leny said that port services could be optimal if hinterlands of industrial estates were located in a radius of 300 km to 500 km. “Except if the port is also a transhipment port, so services of loading and unloading transhipment ships must also be effective,” he said. Leny aggress that Patimban port and Tanjung Priok Port are synergising and completing each other. He suggested both ports to share the market to improve the competitiveness of logistics in Indonesia internationally. “Tanjung Priok Port is also serving markets in Jakarta and around Jakarta until Cikarang. Patimban Port is serving markets around Patimban and West Java. Patimban Port will also lower traffic of long-distance land transportations,” he said. Indonesian Logistics Association ALI Chairman, Zaldy Ilham Masita also agrees to suspend the New Priok project. With Patimban port, he affirmed that the geographic location of New Priok was not worth maintaining. “For 10 years, Tanjung Prok has not been fit to support the growth of ports as it is located in Jakarta, while most port users are no longer in Jakarta,” he said. If the government forces Tanjung Priok Port to be the main port of domestic and international services by increasing its capacity, he predicts that that will increase the price of delivery and cause Jakarta to be more congested. He reckoned that the New Priok project proposed by the IPC President Director at the time, RJ Lino, was supported by a direct route from Kalimalang, which was a new toll road. “RJ Lino opposes the construction of Cilamaya to replace Tanjung Priok. Finally, Cilamaya is cancelled by Jusuf Kala and Patimban Port is constructed to replace it,” he revealed. In line with the development in the last 10 years, he affirmed that Tanjung Priok Port was not suitable to be a main port that supported industrial estates around Jakarta. He reckoned that the construction of Patimban Port was crucial and was a main agenda of Japanese investors so that various industries, especially the automotive industry, in Indonesia could remain competitive. “The mistake of the government was making a large investment in IPC to construct NPCT that will not be competitive with Patimban,” he said. He suggested that Patimban Port should not complement Tanjung Priok Port, but it must be prepared to replace Tanjung Priok with a transition period of 5 to 10 years. PT Pembangunan Perumahan Tbk Persero Corporate Secretary, Yuyus Juarsa stated that the firstt stage of Kalibaru port project was suspended due to contract issues. Moreover, in line with the new contract, NCPT 2 and NCPT 3 can be constructed in 2022. “It is true that the construction was suspended due to contract administration [issues]. There is an agreement for the dispute, so the project continued as of August 2020,” he explained to Bisnis. PP prepared NPCT 2 and NPCT 3, but PP does not construct the terminals. “Our contract ends by the end of 2022, which is for PT PP to construct the first stage of NPCT 1. For the construction of NPCT 2 and 3, PP only handles the stake, the dredging, and the breakwater,” he said. IPC President Director, Arif Suhartono previously guaranteed that he would continue the Kalibaru Port project. He claimed that the company was finishing several constructions from the previous contractor, namely the construction of the breakwater and seaway 57. He targeting to tender NPCT 2 by the first quarter of 2021. Arif affirmed that global bonds that were used to construct this port would still be utilised excellently. Patimban’s potential During a webinar on Patimban Port held by the Transportation Ministry, Indonesian Industrial Estate Association HKI Chairman Sanny Iskandar said that Patimban Port might be lacking visitors as the access to the port was still limited. He said that Patimban Port’s condition that had operated first before the development of the special area around Cikopo-Palimanan Cipali toll road corridor would be a challenge for the operation of the port. “From what I have seen, Patimban is a port that has been constructed, but the development of the industrial estates, especially around Cipali toll road corridor, namely in Subang, Majalengka, Sumedang, and Cirebon, has only commenced,” Sanny said. He mentioned that there were companies and factories in the industrial zone around the area, but the number of the companies and factories did not meet the capacity of Patimban Port. For example, he said that Surya Cipta Industrial Estate would commence groundbreaking this week. He predicts that the industrial estate will finish construction in the next to 2 years. Moreover, several other factories and industrial estates will only be built next year. He suggested to divide the industrial estates around the Jakarta-Cikampek toll road corridor between Tanjung Priok Port and Patimban Port. “These [industrial estates] must be encouraged to use Patimban, so that industrial estates in the west side of Jakarta, namely in Banten, Jakarta, and some part of Bekasi will use Tanjung Priok Port. Some parts of Bekasi, Karawang, and Purwakarta can go to Patimban,” he explained. On the other hand, he mentioned that, to access Patimban Port, visitors could temporarily go through the north beach road. This is because the connected access from Cipali interchange to the port will only finish in the next three years. “A special forum to manage the industrial estates in Bekasi, Karawang, Purwakarta is required. The companies in the industrial estates, namely Yamaha, Honda, Suzuki, Toyota, Wuling, and Hyundai will be collected in the forum, as well as the automotive component industry and other industries, such as consumer goods, chemicals, and food and drink, so that they can be facilitated by Patimban,” he said.
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This article has been translated by PwC Indonesia as part of our Indonesia Infrastructure News Service. PwC Indonesia has not checked the accuracy of, and accepts no responsibility for the content. Bisnis Indonesia - Pelayanan Pelabuhan Tanjung Priok Segera benahi persoalan mendasar 22 June 2021 By Anitana W. Puspa and Hendra Wibawa Jakarta – Several basic technical problems are still hindering the loading and unloading performance of Tanjung Priok despite the illegal levies prevention in the area recently. The Indonesian Logistics and Forwarders Association ALFI is asking terminal operator to optimise the watchtower facility to detect bribery activities at the port. They are also proposing the uniformity of the digitalisation system through the National Logistic Ecosystem NLE to decrease the queue of document handling in the largest and busiest port in Indonesia. The inequality of the performance and the service capacity in the terminal or the port in the morning, at noon, and at night is also highlighted by various parties. ALFI Chairperson, Yukki Nugrahawan Hanafi, affirmed that optimising supervision was crucial to ensure port service met the service level agreement SLA and the service level guarantee SLG that had been agreed by the operator and the port’s users. “They [SLA/SLG] can be references, so the details of such activities can be reported to be followed up,” he said on Monday 21/6. Yukki agrees that loading and unloading services in Tanjung Priok Port have been sluggish for several days after several loading and unloading workers were arrested for illegal levies. However, he received information that the sluggish performance was caused by technical issues, such as broken equipment. This means it is not related to the dozens of workers arrested for illegal levies. On a separate occasion, Indonesian Truck Operators Association Aptrindo Chairperson, Gemilang Tarigan, stated that loading and unloading activities in Tanjung Priok Port was hindered due to workers being arrested. The operator must adjust their work pattern and divert their human resources to replace the arrested workers. “It is now normal. [Performance was hindered] only on that day [when the workers involved with illegal levies were arrested], but it was immediately handled.” Meanwhile, PT Pelabuhan Indonesia II/IPC President Director, Arif Suhartono, stated that his company had prepared a prevention system so that there would be no more bribery after 12 workers who were involved with illegal levies were arrested in the working area of Tanjung Priok Port. “We are also committed to prevent it.” Hence, several anticipatory activities are conducted, such as the optimisation of the whistleblowing system for the port’s stakeholders who saw or heard of bad practices, such as illegal levies, gratification, bribery, and similar activities. Besides that, ISO 370012016 on Anti-Bribery Management System is also implemented in all port areas of IPC Group and its partners. IPC is also encouraging partners and users to maximise the available digital port services. The operator is also guaranteeing that port services will be carried out for 24 hours in a week according to the SLA and the SLG of the terminal. PT Jakarta International Container Terminal JICT Vice President Director, Budi Cahyono, previously set to pursue million TEUs of container traffic throughout 2021 while eradicating illegal levies in Tanjung Priok. According to him, Tanjung Priok Authorty Office has set a maximum time of 117 minutes for deliveries and 85 minutes for collections. The current time for deliveries in JICT is 109 minutes, while the current time for collections is 72 minutes. Container traffic Hence, JICT can also improve from the set standard. As of May 2021, the container traffic in the port reached 807,239 TEUs. “So, the target is million TEUs this year. We are optimistic about achieving it. Last year, we only realised million TEUs due to Covid-19,” he said. To accelerate container loading and unloading process, JICT has implemented an integrated system called NGen. As part of Hutchison Port, NGen is implemented in all ports of Hutchison Port Holding HPH all over the world. The system can be implemented over long distances, so, if there is a problem with human resources of a port, other ports can provide support. JICT is also fitted with the Auto Gate System to handle containers coming of the terminal using trucks more effectively. There are currently 12,000 trucks registered, and the operator has issued the Truck Identification card for truck companies to access the terminal. The system can significantly lower transaction time at the gate and the waiting time in the parking area. Besides that, to boost productivity and accelerate loading and unloading activities in JICT, several initiatives have been implemented. For example, the strength and the working hours of the operator is increased and the utilisation of rubber-tired gantry cranes is prioritised to serve activities in the field compared to ships in case of congestions. Maritime expert from Teknologi Sebelas November Institute in Surabaya, Saut Gurning, explained that the basic problem that had yet to be solved in Tanjung Priok Port was the inequality of the performance and the service capacity of the terminal or the port, especially from the morning to noon and at night between sessions 1 and 2 and session 3. There are currently more ships docking at night compared to at noon. “At night, there are denser queues compared to at noon. Maybe this long queue is causing the behaviour to not follow the first in, first service policy,” Saut stated. According to him, the imbalance of docked ships and ship arrival in the port must be evaluated by shipping players, terminal operators, forwarders, deports, and truck operators. Meanwhile, JICT President Director, Ade Hartono, denied that loading and unloading services were sluggish after illegal levies were eradicated. Cargo loading and unloading process for imports must be finished in 117 minutes. In practice, he said that the loading and unloading process was finished in 109 minutes on average.
IPCjuga mengurangi interaksi antarmanusia di pelabuhan. Sunday, 2 Muharram 1444 / 31 July 2022
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