NVOCC register created and minimum standards set for the
Issuance of NVOCC Bills of Lading
FMC defines NVOCC – Non-Vessel-Operating Common Carrier as:
- A common carrier that holds itself out to the public to provide ocean transportation, issues its own house bill of lading or equivalent document and does not operate the vessels by which ocean transportation is provided
- A shipper in its relationship with the vessel-operating common carrier involved in the movement of cargo
As there is no global regulatory body to register, control or regulate NVOCCs around the world, it is difficult to see how many NVOCCs are currently in operation around the world or where they are based..
- It is widely believed that the US market has the largest number of NVOCC operators in the world.. USA may also be one of the few countries where an NVOCC needs to be registered prior to offering services..
- NVOCC registration is also required in China as per certain publications which say that the operator must be registered with Ministry of Transportation..
- Not just in terms of their registration, but there doesn’t seem to be a clear definition on whether the NVOCC operator needs to register their bill of lading or not..
- Similarly, the requirement or need for registration of an NVOCC in other major jurisdictions is clear as mud..
What is the function of an NVOCC..??
An NVOCC is often termed as a “carrier to shippers” and “shipper to carriers”.. What does this mean..??
At the most basic level, an NVOCC enters into volume-based ocean freight arrangements with the various shipping lines operating across the various trade lanes.. An NVOCC then creates their own tariff based on which they sell space on these liner services to their various clients..
Depending on certain jurisdictions and markets, NVOCC’s activities may include but not restricted to below :
Ok, now to the subject of this post..
The ICC International Maritime Bureau (IMB) estimates from its work in verifying Bills of Lading that over 95% of all improperly issued Bills of Lading are issued by – yeah you guessed it – Non-Vessel Operating Common Carriers (NVOCCs)..
The IMB identified that there is a prevalence of issuance of incorrect NVOCC bills of lading by the NVOCC which is then presented to banks and other stakeholders in the trading and finance chain, with the aim of defrauding the trade finance system, possibly for the purposes of multiple financing, money laundering, etc..
The IMB has developed a business solution to mitigate the effects of this problem..
The IMB has established a register for Non Vessel Operating Common Carriers (the Register) who agree to abide by the IMB Code of Conduct for the proper issuance of NVOCC Bills of Lading..
The purpose of the Register is to improve anti-fraud standards and provide a mechanism to recognise participating NVOCCs who adhere to a minimum standard of anti-fraud measures in their operations..
Banks who are members of the IMB can now check whether the NVOCC named on the bill of lading presented to them has signed up to the IMB Code of Conduct..
This provides some sort of assurance to the banks and customers that the NVOCC bills of lading issued by these NVOCCs meet acceptable standards.. There are of course consequences for NVOCCs who fail to comply..
TT Club noted that in terms of banking scrutiny, The International Chamber of Commerce’s Commercial Crime Services division has a primary function of protecting the integrity of international trade by seeking out fraud and malpractice and providing reports based on this activity to its members..
Commercial banks conduct thousands of investigations each year in relation to fraudulent bills of lading and these investigations are undertaken by the IMB..
As part of the investigation process, IMB conducts due diligence on all trade documents, including bills of lading, and seeks independent third-party verification to provide an extra level of confidence in transactions..
Safeguard against shipping and freight fraudThis supports banks in relation to their compliance procedures to prevent fraud, money laundering and sanctions breaches, especially since banks are not obligated or have no resources to verify if the goods have been shipped on board..
Suspect bills of lading are those which have false content including the wrong ship, dates, description of cargoes, container numbers or parties..
Perpetrators present such bills of lading to banks to facilitate fraudulent activity including money laundering, fraud, illegal capital flight and to by-pass sanctions..
Shipping and Freight Resource fully supports this initiative of the IMB which sets out the standards for the issuance of NVOCC bills of lading, and also the fact that there will now be a register where NVOCCs can be tracked..
What is your opinion on this initiative..??
This is hugely beneficial to the shipping and freight industry and will surely reduce potential exposures to fraudulent activity throughout the supply chain..
Hopefully, in due course, this will become a regulatory requirement for NVOCCs and maybe even Freight Forwarders, much like a customs broker or clearing agent licence.
PS: As a point of interest, only the ICC and IMB seems to be expanding NVOCC as Non-Vessel Owning Common Carrier whereas everyone else including FMC, World Shipping Council, TT Club seems to expanding NVOCC as Non-Vessel Operating Common Carrier..
Although it could mean both Owning or Operating, would be interesting to hear the rationale.
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폰테크는 보통 자금이 급히 필요한 상황에서 많이 찾는 방식으로 언급됩니다. 요즘은 비대면 진행, 당일 입금, 미납요금 대납, 전국 상담 같은 요소가 함께 붙으면서 소개 방식도 많아졌습니다. 하지만 실제로 알아볼 때는 빠르다는 말보다 진행 구조를 먼저 봐야 합니다. 어떤 절차로 접수되고 진행되고 입금되는지 보는 것이 우선입니다.
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전체 진행 순서는 대체로 비슷합니다. 전화·문자·카카오톡으로 접수를 받고, 그다음 기종과 조건을 맞춰 상담을 진행하고, 원하는 거래 방식을 선택하고, 기기 수령 이후 당일 지급으로 연결되는 형태입니다. 순서는 짧아 보여도 실제 확인 항목은 적지 않습니다. 상담 단계에서 진행 가능 여부와 조건을 명확히 해야 이후 혼선이 적습니다.
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상담 채널은 보통 대표전화, 카카오톡, 상담신청 버튼처럼 바로 연결되는 구조로 잡힙니다. 보통 이런 채널 옆에는 신속 진행이나 1:1 상담 문구가 함께 배치됩니다. 실제로 봐야 할 것은 문구보다 운영 방식과 설명의 명확성입니다.
정리하면 핵심은 세 가지입니다. 빠른 진행 가능성, 비대면과 전국 대응, 단순한 진행 흐름이 주된 포인트입니다. 이용자 기준에서는 빠르다는 말보다 조건과 절차를 먼저 보는 편이 맞습니다.
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