Cargo security front and center at coming IATA meeting

When the issue is air cargo security, it might not be a bad thing for the industry to view the topic as those outside the commercial aviation industry see it, opines Air Cargo News. Many people believe that air cargo on airplanes is vulnerable. This notion may be based in part on misinformation, but the air cargo industry is huge with complex supply chains as freight forwarders, integrators, and air carriers strive to open new revenue streams and grow market share in an increasingly competitive, low yield, environment. In Bangkok on 17-19 September, at IATA’s Fourth Cargo Claims & Loss Conference, air cargo security will be front and center as IATA Head of Cargo Security, John Edwards speaks. The last CC&L gathering was held just last February 2007, so the fact that the group is again meeting is clear indication that the fate of developing standards and broad based industry understanding through enlightened security discussion will not be relegated to some session-empty venue at a otherwise mostly commercial industry trade show somewhere. IATA’s John Edwards speaks to the issue:

Many industry stakeholders are familiar with politically driven proposals to screen 100% of cargo prior to its uplift on a commercial flight. There is lots of confusion about what this means. For example, does it include known shippers or not? If not, then “most experts agree that, even if this is desirable (and many believe it is not) there is, for competent security, no silver bullet. The case for harmonization of requirements, which are, so far as is practical, internationally recognized and accepted, appears to be strong. We know from experience that it is unrealistic to target harmonization of complete national programs. The cultural, political and practical obstacles are simply too large. But we also know, from EU initiatives and from various other rulemaking, that when the industry speaks with one voice, it has a much better chance to be heard. Collectively the industry has the strength and influence to enhance regulatory thinking and development, and it must exploit this. Harmonization historically has primarily been regional and focused on detailed security program requirements. They have not been based on a cohesive industry harmonization strategy nor adequately coordinated.

To offer a solution, IATA Cargo is developing a Secure Freight Program, which aims to establish global supply chain standards for aviation security and crime prevention. It will be based on a quality assurance program and audit, for which IATA hopes to gain recognition from regulators and stakeholders alike. “At the last CC&L we advanced thinking and cooperation in several areas. In Bangkok we expect to update our progress and continue to seek common ground for even more dramatic advancement in the future.” Edwards points to this from the U.S. Congressional Research Service released in February 2008 “It is estimated that direct losses due to cargo theft across all transportation modes total between $10 and $30 billion annually in the United States. The large range in this estimate reflects the fact that cargo theft has not been a specific crime category and therefore reliable statistics are unavailable.” Later the report continues, “In addition to theft, smuggling is a problem for air cargo security. Smuggling operations are often linked to organized crime, and may provide support for terrorist activities.”

Likewise TAPA, The Transported Asset Protection Association brings forward some numbers worth examining. During 2005, twenty-one incidents with a loss value of €9,070,069 Euros were reported. By 2006 that number had risen to thirty-three incidents with a loss value of €4,773. “Secure Freight is a developing concept to address remaining vulnerabilities from terrorism and crime in a collaborative effort to defeat the common enemy. The air cargo industry has a compelling business motive to protect its longevity — by ensuring it is a fast, reliable, secure means of moving freight globally — and a moral duty to safeguard human life. It must tackle head-on the remaining vulnerabilities within cargo security and address crime. There is an expectation that the industry will take ownership of its own aviation security issues. What is needed is a global voluntary supply chain security quality assurance program intended to address vulnerabilities. Also needed are effective regulatory programs that would be universally recognized “We want to establish a Secure Freight Steering Group and Work Groups to develop specific program elements and importantly, ensure the views of industry stakeholders are properly considered.”