7th world cargo symposium - travel … · 2013-03-18 · •joint conference on enhancing air cargo...

7th WORLD CARGO SYMPOSIUM

DOHA 12-14 MARCH 2013

Regulation Track

2

Opening Remarks

↗Sergio Mujica

↗ Deputy Secretary General, WCO

3

Welcome Address

4

Air Cargo Security:

What ICAO, WCO and Industry are

Doing to Enhance it

↗ Panelists

↗ Gareth Lewis, Technical Officer WCO

↗ Magalie Troadec, Technical Officer ICAO

18 March 2013

IATA WORLD CARGO SYMPOSIUM 13 March 2013 — Doha, Qatar

Enhancing Air Cargo Security and Facilitation

ICAO developments and initiatives

Magalie Troadec Technical Officer

ICAO Security and Facilitation Policy (SFP) Section

Gareth Lewis Senior Technical Officer

WCO Enforcement & Facilitation

18 March 2013

BACKGROUND

– Mutual Consultation

– Exchange of Information

– Reciprocal Representation

– Technical Cooperation

ICAO-WCO MoU signed in June 2011

18 March 2013

• AVSEC Panel recommendations (March 2012)

• Joint Conference on Enhancing Air Cargo Security and Facilitation / 5-6 July 2012, Singapore

– Joint Communiqué Action Plan

• High-level Conference on Aviation Security, Montréal, Sept. 2012

– Key Principles on Air Cargo Security

– ICAO State Letter

KEY COOPERATIVE INITIATIVES

18 March 2013

– « Moving Air Cargo Globally », Sept. 2013

– Broad Public, all ICAO languages

– First step of a more global cooperative strategy with WCO in order to align and harmonize air cargo and mail security policies and technical work

KEY COOPERATIVE INITIATIVES (cont.)

ICAO-WCO Joint Publication on Air Cargo Security and Facilitation

18 March 2013

NEAR-TERM COOPERATIVE DEVELOPMENTS

• Joint Authorized Economic Operator (AEO)/Regulated Agent (RA) Pilot Programme

– Alignment of guidance materials

• Joint training initiatives

– Harmonize implementation

• Bahrain Conference on Air Cargo Security and Facilitation, 9-10 Oct. 2013

– Harmonize policies and determine new collaborative initiatives

18 March 2013

COOPERATION IN POLICY MAKING

• SAFE Framework and Annex 9

– 7th FAL Panel meeting (22-26 October 2012)

– Proposals to amend Chapter 4, Annex 9

• AEO Programmes; Single Window; AEO definition

– State Letter: Comments

– ICAO Council: November 2013

18 March 2013

Thank You

Magalie TROADEC

[email protected]

IATA WORLD CARGO SYMPOSIUM 13 March 2013

Doha, Qatar

Gareth LEWIS

[email protected]

mailto:[email protected]

mailto:[email protected]

12

What is Regulated by Civil Aviation Authorities and

How IATA ULD Regulations Can Help Industry

Stakeholders to Meet Their Obligations?

↗ Panelists

↗ Jean-Jacques Machon, Consultant, JMJ Consulting

↗ Chao Qun Xu, Deputy Director General, Aircraft

Airworthiness Certification Department, General

Administration of Civil Aviation of China

ULD Virtual Track Sponsored by:

ULD Regulations

What is regulated by Civil Aviation Authorities, and how IATA ULD Regulations can help the

industry stakeholders to meet their obligations

WCS 2013 Regulation track – ULD / 1 Presented by: Jean-Jacques Machon

Accidents caused by ULDs do occur and severe damage to aircraft much more often

The too often overlooked reality is :

ULDs in flight are part of the aircraft

• Aircraft flight safety regulations also apply, as for any other aircraft part, and are defined in:

• ICAO Annex 6, Operation of aircraft

• ICAO Annex 8, Airworthiness of aircraft

• and the derived national CAA regulations


Examples of applicable national CAA regulations:

State / Authority China CAAC

Europe EASA

Japan JCAB

USA FAA Area concerned

Aircraft airworthiness

CCAR-25 CS-25 Airworthiness

Standard Part 3 14 CFR Part 25

ULD design / tests and approval

CTSO C90 ETSO C90 JTSO C90 TSO C90

Carrier certification and operations

CCAR-121 EU-OPS 1 Civil Aeronautics Act

Chap VI & VII 14 CFR Part 121

Maintenance of

approved equipment

CCAR-43 CCAR-145

EASA Part M EASA Part 145

Civil Aeronautics Act

Art 20

14 CFR Part 43 14 CFR Part 145

(technical requirements of regulations in most cases identical)


ULDs specific guidance

• All these are applicable but general regulations • The only regulatory guidance material specific

to ULDs is:

FAA Advisory Circular AC 120-85 of 2005 Air cargo operations

developed after a major accident where cargo operations and ULDs were instrumental.


Four main regulated fields

• Aircraft type approval

(Type Certificate, Weight & Balance Manual = W&BM)

• Airline / carrier approval (Air Operator Certificate = AOC)

• ULD design approval (TSO authorization or STC)

• Continued airworthiness (inspection, maintenance)


1. Aircraft type approval

• Each aircraft is certificated (Type Certificate) by one or several authorities

• This includes approval of a Weight & Balance Manual, that defines what is allowable or not as regards aircraft loading

• The W&BM forms the basis for carriers to develop the required operating instructions


2. Carrier approval

• Each carrier’s operation is approved and controlled by its CAA under an Air Operator Certificate (AOC)

• The AOC and regulations require the carrier to maintain appropriate Operating Instructions

• The AOC holds the carrier responsible even when its operations are sub-contracted

WCS 2013 Regulation track – ULD /8 Presented by: Jean-Jacques Machon

3. ULD approval

• Certified ULDs design and airworthiness are approved by the CAA under Technical Standard Order (TSO) C90, or more seldom a Supplemental Type Certificate (STC), marked on the unit

• Contrary to frequent misconceptions, «Non-certified» containers also need approval, but indirectly, by meeting requirements of the approved W&BM, under carrier responsibility


4. Continued airworthiness

• The ULD manufacturer must provide approved Component Maintenance Manual (CMM)

• The ULD must be inspected prior to loading, and may be loaded only if it is in a condition meeting CMM (ODLN) minimum requirements

• If not, it must be repaired by an authorized agent and re-approved prior to return to service


How does it all fit together ?

Carrier approval

AOC

Operations Manual + Quality Control

CAA

Aircraft approval

W&BM

Carrier’s Operations

ULD Serviceability control +

Maintenance

ULD approval

TSO authorization

Component Manual

CMM


Who is responsible / liable ?

• The manufacturer, for demonstrating to the Authority that the ULD meets the applicable requirements, and justifying the contents of the CMM

• The operator/carrier, for … everything else !


The industry’s problem

• But can the operator/carrier do everything ?

• In today’s world, most ULD activities are performed by other parties: shippers, cargo terminal operators, ground services providers, forwarders, brokers, sales agents, ground transportation providers …

• All are supposed to work under the carrier’s Operating Instructions, but how many carriers ?


Just imagine …

• a container built and approved in China,

• belonging to a Singapore leasing company,

• filled up by a Mexican industrial shipper,

• flown by first a U.S. then a Brazilian airline,

• on board a European built/certified airplane,

• from Mexico to Miami to Johannesburg via São Paulo ... (contd)


• handled by a trucker in Mexico, then 4 different cargo terminal handlers and 4 different ramp handlers in Mexico, Miami, São Paulo, and Johannesburg, each of them handling dozens of other carriers ...

• Regulator’s control nightmare !

• Yet, the contents of the regulations to be complied with remain the same throughout !


Industry’s solution : a single set of regulations for all parties involved conforming to all legally applicable regulations


How can the ULDR help ?

• By providing in a single place all regulatory requirements applicable to ULDs, previously disseminated in many CAA regulations

• By stating the responsibilities of all parties, airline or non-airline, including quality control

• By setting the training standards and the bases for training programs development


Who can the ULDR help ? All industry stakeholders:

• Carriers

• Airport cargo & ramp handling organizations

• Forwarders & cargo agents

• Shippers & consignees who handle ULDs

• ULD manufacturers & repair agencies

• and … the Authorities themselves !


Carriers will be able to:

• Reduce their Operations Manual to specific data, W&BM derived and other if needed

• Satisfy sub-contractors training requirements through IATA approved training programs

• Satisfy their sub-contractors quality control obligations through ULDR compliance checks that can be mutualized


Cargo terminal and ground handlers:

• Can have a single operating requirements set instead of as many as customer airlines, except for specific data derived from W&BM

• Can use a single IATA endorsed training and qualification program for all their customers

• Can improve quality and develop systematic quality control on known bases


ULD manufacturers can:

• Refer for design to more precise ULD technical requirements common to all customer airlines

• Use industry approved operating conditions

• Ease Component Maintenance Manual (CMM) development and definition of intended use where legally required

• Overall, benefit from better defined liability

WCS 2013 Regulation track – ULD / 21 Presented by: Jean-Jacques Machonn

Civil Aviation Authorities

• in most cases, do not have legal control over non-airline (non-AOC holder) industry parties

• Good practices enforcement can be only take place through Carriers control

• With worldwide adhesion to ULDR, this will become easier to control and enforce


What’s new in the ULDR ?

The ULDR are much more than revamping the former IATA ULD Technical Manual. Additions include :

• Introducing the concept and usefulness of worldwide industry regulations

• Operators & others regulatory responsibilities

•Training requirements for all parties concerned (contd)


• Aircraft limitations

• Repair procedures

• Revised ULD general technical requirements

• Revised and new Technical Specifications

• Operating Specifications intended to be used by carriers to

develop their own Operations Manual, or by handlers who do not have any

• Handling guidelines


And what is to come ?

Enhanced 2nd edition will include:

• New Technical Specifications

• New Operating Specifications

• Improved more user friendly layouts

All improvement suggestions are welcome


Last but not least: training

Training is the essential component. To support the ULDR, IATA plans to develop for 2014 :

• ULD training programs in modules fitting the various functions and jobs

• including « Train the trainer » for instructors

• accreditations / endorsements for training schools and carriers courses


Thank you for your patience, and have a safe flight home !


ULD AIRWORTHINESS ADMINISTRATION

IN P. R. CHINA

Responsibilities and Tasks

Requirements and Operation Specifications

Airworthy ULD Import and Export

Challenges

Solutions & Cooperation

Suggestions & Comments

2013/3/18 CAAC

40

41

The Chinese Civil Aviation Law and Chinese Civil

Aircraft Airworthiness Regulation assign the

CAAC to be responsible for civil aircraft

airworthiness management in P. R. China.

The aircraft airworthiness is one of the key elements

contribute to the civil aviation safety.

The ULD is definitely a part of the aircraft when it is

installed onto the aircraft.

The airworthiness of ULD is also necessary for the civil

aviation safety.

2013/3/18 CAAC

41


42

The CAAC conducts aircraft airworthiness management

including Initial Airworthiness Management and Continuing

Airworthiness Management:

The CAAC Aircraft Airworthiness Certification

Department is in charge of Initial Airworthiness

Management, including all certification, approval and

surveillance activities for aircraft, as well as onboard

equipments (including ULDs), type design and

production.

The CAAC Flight Standard Department is in charge of

Continuing Airworthiness Management, including all

certification, approval and surveillance activities for

aircraft operation and maintenance, as well as onboard

equipments (including ULDs) maintenance and repair.

2013/3/18 CAAC

42


43

ULD Initial Airworthiness Management Person who designs and manufactures ULDs, or equips the aircraft

with ULDs shall apply CAAC approval.

For ULD type design and production, the CAAC certifies the ULD and

the manufacturer by issuing TSO article Authorization (CTSOA) per

Chinese TSO C90c.

For aircraft ULD installation design, the CAAC certifies the ULD

installed aircraft by issuing the aircraft Type Certificate (TC),

Supplement Type Certificate (STC), or Modification Design Approval

(MDA) per Chinese Airworthiness Standards, such as CCAR25.

The CAAC will oversee all ULD CTSOA and relevant aircraft TC, STC,

or MDA holders to be sure all produced and installed certified ULDs

are airworthy and in safe condition for operations.

When necessary, an Airworthiness Directive (AD) will be issued to

correct existing or potential unsafe condition.

2013/3/18 CAAC

43


44

ULD Continuing Airworthiness Management Person who operates aircraft where ULDs are installed or

maintain and repair ULDs shall apply CAAC approval. For operation of aircraft where ULDs are installed, the CAAC

certifies the operator (air carrier) by issuing Operation Certificate and Specification per Chinese Civil Aviation Regulation, such as CCAR91, CCAR135, and CCAR121.

For ULD maintenance and repair, the CAAC certifies the maintenance organization or repair station by issuing Maintenance Organization and Repair Station Certificate per Chinese Civil Aviation Regulation, such as CCAR43, CCAR145.

The CAAC will oversee all operators of aircraft where ULDs are installed as well as maintenance organization and repair station certificate holders to ensure their operations or maintenance and repair activities are following approved procedures and airworthiness of aircraft/ULD are properly maintained.

2013/3/18 CAAC

44


45

ULD Airworthiness Requirements

For aircraft equipped with ULDs, as provision in the CCAR25,

the installation of ULD is required to be airworthy, such as

Tie-down equipment (including containers, bins, and pallets)

used in each cargo and baggage compartment must be

constructed of materials that meet the required burn rate.

For ULD itself, the Chinese Technical Standard Order (CTSO)

C90c, “cargo pallets, nets, and containers” which is similar

to FAA (TSO) C90c identified the Minimum Performance

Standard for ULD to be applied.

2013/3/18 CAAC

45


46

ULD Operation Specifications The ULD shall be maintained and repaired in accordance with the

CAAC approved data.

CAAC guidance, national standards, and industry standards apply to aircraft ULD operations, such as:

Aircraft cargo loading goods transportation (CAAC Advisor Circular)

Aircraft Lower deck containers, pallets, nets specification and testing (National Standard)

Air cargo insulated containers Thermal efficiency requirements (National Standard)

Wide body aircraft main and lower deck container/pallet loader Functional requirements (National Standard)

Basic requirements for aircraft loading equipment (National Standard)

Acceptance standards for the interchange of transferred unit load devices (National Standard)

Air cargo Handling systems for ULDs Symbols for pictorial representation. (Industry standards)

…

2013/3/18 CAAC

46


47

New ULDs Import: the CAAC accepts all imported new ULDs attached

with airworthiness release tag issued by foreign authority

under the condition of the design of ULD or its installations

are approved or validated by the CAAC.

Export: the CAAC will issue the airworthiness release tag for

export ULDs stating the ULDs conform with the design data

approved or validated by the importing state authority.

Used ULDs The CAAC accepts all ULDs maintained, repaired and

airworthy released by the CAAC Certified maintenance and

repair stations.

2013/3/18 CAAC

47

Airworthy ULD Import and Export

48

Challenges on ULD Airworthiness

Administration in P. R. China at present

Lack of CAAC regulations and standards on special purpose ULDs, e.g. initial certification requirements for Temperature Controlled Active Containers, ULDs for Live Animals, wing pallets, straps, ULD with RFID tags, etc.

Unclear administration on non-certified ULDs

Insufficient requirements for ULD Operational Damage Limits Notice (ODLN) to support continuing airworthiness management

Lack of standards and procedures for ULD operations and logistics management across the ULD operational chain including parties such as shipper, freight forwarder, trucker, ground service provider, ULD pooling/leasing provider, ULD repair station, ULD manufacturer, and any organization having involvement in ULD activities.

49

Solutions & Cooperation

The new IATA ULD Regulations (ULDR) is milestone for industry standardization management as well as education!

The IATA ULDR clarifies the regulatory requirements from CAAs and ICAO Annexes and also aligns with ISO standards, CAAC will continue to cooperate with IATA to ensure harmonization between CAAC’s ULD airworthiness administration and IATA’s global industry standards.

CAAC will support the adoption of international standards including IATA ULDR into national standards and domestic industry standards.

CAAC will update various CTSO to ensure alignment with major CAAs such as FAA and EASA.

50

Suggestions and Comments on

Non-certified ULDs

Non-certified ULDs, e.g. DPE and DQF, only apply to Boeing 767, which made airlines’ management and CAA’s ULD airworthiness administration complicated and with safety risks.

CAAC suggests that non-certified ULDs should have the same airworthiness certification requirements as certified ULDs.

In order to unify standards and follow the ICAO Annex 9 to simplify procedures, CAAC requests IATA ULD Panel to seek clarification on the confusion between certified and non-certified ULDs in the industry.

ULD AIRWORTHINESS ADMINISTRATION

IN P. R. CHINA

~Thank You!~ We appreciate your comments and suggestions to

improve our ULD airworthiness administration.

2013/3/18 CAAC

51



Coffee Break Sponsored by

53

Lithium Batteries in Mail

↗Gregory Crabb

↗ Inspector in Charge, Revenue, Product and

Global Security

LITHIUM BATTERIES IN MAIL IATA WORLD CARGO SYMPOSIUM - MARCH 13, 2013

Introduction

• Inspector in Charge, Revenue, Product and Global Security

• US Government Employee for over 20 Years

• U.S. Postal Inspector since 1995

• Manage Law Enforcement and Security Professionals

Assigned to the United States Postal Services International

Offices of Exchange

• United States Postal Service Chairs the Universal Postal

Union's Postal Security Group and the newly formed ICAO-

UPU Contact Committee

Dangerous Goods In The

Mail Generally Dangerous Goods Are Not Acceptable

In The Mail

Except for Limited Quantities of:

• Patient Specimens

• Radioactive Material

• Infectious Substances

• Lithium Batteries

Strong Global

Cooperation

International Civil Aviation Organization

•Dangerous Goods Panel

Universal Postal Union

•Dangerous Goods Working Group

International Air Transport Association

ICAO DGP WORKING GROUP OF THE WHOLE ON LITHIUM

BATTERIES, MEETING, 6 to 10 February 2012

Key Amendments to the Technical Instructions:

•Permit lithium batteries contained in equipment for

posts

•Civil aviation authority approval required for postal

procedures in handling dangerous goods

•Training requirements for postal authorities

USPS Obtained Approval

The US FAA approved the US Postal Service's:

• Acceptance procedures;

• Training program;

• Procedures to report dangerous goods incidents;

• Emergency procedures; and,

• Document retention.

USPS Training Aid

USPS Training Excerpt

Breadth of USPS Training

UPU Maintains Approved List As of January 21, 2013,

the following posts are

approved:

Australia, Denmark, Great

Britain, Hungary, Japan,

Netherlands, Norway,

Saudi Arabia and United

States

For the most up to date list visit http://www.upu.int

Select "Activities", Select "Postal Security" and

Select "Dangerous Goods".

http://www.upu.int

UPU Postal Security Group:

Next Steps • Deploy a Postal specific dangerous goods

training program for all postal administrations

• Provide guidelines for posts to engage their civil

aviation authorities

• Provide centralized reporting of dangerous goods

in the mail

• Continue to engage ICAO via the newly formed

ICAO-UPU Contact Committee

Contact Information

Gregory Crabb

Inspector in Charge

Revenue, Product and Global Security

[email protected]

70

Panel Discussion: Changing Advance Reporting Requirements

↗ Moderator

↗ Axel Klein, Senior Manager Customs and Authorities, Lufthansa Cargo

↗ Panelists

↗ Paul Brennan, Head of Sector Risk Management and Security,

DG TAXUD EU Commission

↗ Elizabeth Shaver, Director, A4A

↗ Jorgen Van Mook, Manager International Post Corporation

Communication on

Customs Risk Management and the Security of the Supply Chain

COM(2012) 793 final

Brussels, 8.1.2013

Context: Customs and security

• September 9/11

Security amendments to the Customs code (Regulation 648/2005)

Customs Risk Management Framework (CRMF)

• Yemen Incident – October 2010

• Assessment of Risk Management Framework – June 2012

Weaknesses

• Quality and availability of trade data,

• Need for new forms of partnership with trade,

• Need for broadened recognition of AEO status

• Uneven Implementation of legislation/ not as effective as expected

Way Forward: Assess in advance - Intervene where required

Way Forward: potential options

• Increased quality and availability of trade data;

• Quality of data

- Air Cargo on-going work as a basis

- Filing arrangements to absorb data from carrier and other parties (take account of different business models)

• Availability of data

- As soon as possible and before loading

- To multiple MS. Changing filing arrangements may lead to data presented in more than 1 MS. Needs to be addressed

Way Forward: potential options (cont.)

• In depth engagement with traders;

• AEOs

- International recognition

- Recognition by similar programs

• In general

- Awareness of the importance of the quality of data

- Increasing knowledge of the supply chain in order to better identify vulnerabilities and threats


• Addressing risk management capacity differentials at Member States and EU level;

• Member State level - Adjusting national risk engines

- Adequate resources (time and quality/expertise)

• EU level - Supplementary to national risk management

– strengthen the capacity to identify and target risks immediately,

– increase the visibility of international supply chains,

– improve capacity to identify and detect diversions and port shopping quicker and more systematically,

– permit effective data quality management, risk evaluation and review in real-time,

– create a platform for information sharing with other authorities and third countries


• Integrated cooperation and sharing of information with other authorities and agencies;

• Need to streamline risk information and intelligence from specific agencies on

serious threats related to cargo movements

• Participate in EU-level threats and risk assessment and ensure its integration in

customs risk management


• Increased international cooperation.

• Bilateral

- Mutual recognition of trade partnership programmes

- Support joint training

- Developing common standards

• Multilateral

- Support work on international standards (e.g. WCO, ICAO, IMO, UPU)

ACAS TIMELINE

• December 2010 – First ACAS transmissions by integrated express carriers • February 2011 – All integrators transmitting to ACAS • October 2011 – First ACAS transmissions by passenger carriers • July 2012 – First ACAS transmissions by freight forwarders • TBD – First ACAS transmissions by all-cargo carriers

Business Model Full Production Test Development

Integrated Express 4 n/a n/a

Passenger 5 8 1

All-Cargo 0 3 1

Freight Forwarder 3 9 4

Other??? n/a n/a n/a

ACAS – Air Cargo Advance Screening Key factors underlying success

Leveraging the organic flow of the supply chain

Flexible system

functionality

The Right Assessment based on the Right Data that is delivered at the Right Time by the Right Party

ACAS – Carrier Two-Part Filing

Subset of Air

AMS data:

7+1 data

elements

Carrier

Air AMS

ACAS

Status Messages

Full Air AMS

Data Set

Status Messages

ATS - Automated

Targeting System

ACAS – The Right Assessment at the Right Time

Subset of Air

AMS data:

7+1 data

elements

Carrier

Air AMS

ACAS

Status Messages

Full Air AMS

Data Set

Status Messages

Does the shipment present an IMMEDIATE SECURITY RISK to

the AIRCRAFT?

Does the shipment present a SECURITY/REGULATORY RISK to

the UNITED STATES?

“PRE-DEPARTURE” ACAS “Load-ability”

PRE-ARRIVAL Air AMS Admissibility

ACAS The Right Data (and Data Format)

7+1 data

elements

Carrier

ACAS Data Elements:

7 “substantive” elements for risk assessment

• Shipper Name

• Shipper Address

• Consignee Name

• Consignee Address

• Cargo Description

• Pieces

• Weight

+ 1 “identification” element

• House bill number

BASELINE RISK ASSESSMENT

No referral

• Data Hold • Enhanced Screening Hold • Do Not Load Hold

ACAS

REFERRAL

7+1 data

elements for

HAWBs

Carrier

Full Air AMS

Data Set

Timing

• HB data transmitted as soon as practicable– may be several hours/days prior to departure

• Allows very early identification and resolution of issues

• Air cargo business model requires that functionality be built to deal with a smaller % of shipments that will be transmitted very close to departure

Timing

• 4 hours prior to arrival

ACAS

The Right Time – as early as possible, with provision for last-minute shipments

Air AMS

ACAS

“PRE-DEPARTURE” ACAS PRE-ARRIVAL Air AMS

HAWB data

7+1 data

elements for

HAWBs

ACAS

Passenger

Carrier

Air AMS

Full Air AMS

Data Set

Status Messages

Freight Forwarder

7+1 data

elements for

HAWBs

Status Messages*

Status Messages*

ACAS The Right Party for the 7 + 1 Data Elements

“Forwarder-Carrier Dual-Filing” Option

“PRE-DEPARTURE” ACAS PRE-ARRIVAL Air AMS

ACAS ISSUES

Business Model Differences

• Input into ACAS • Integrator cargo on conventional carriers • Volume • Passengers

• Output from ACAS • “Assessment complete”

Supply Chain Approach • Multiple Party Filing • Decoupling of Shipment / Transport Data • Industry message standards

Limited Pre-Departure Risk Assessment • “Load-ability” versus Admissibility • Limited Data Elements

Timing of Regulatory Process

Base slide provided courtesy of the Global Express Association

TRANSIT AIRPORT LAST PORT

OF DEPARTURE

TO US

FIRST AIRPORT

OF ARRIVAL IN US

ORIGIN AIRPORT

FREIGHT FORWARDER

CONSIGNOR

DECONSOLIDATOR

CONSIGNEE

ACAS Early transmission helps secure the supply chain

ACAS most

desirable here

Secure once at origin utilizing risk based protocols

Ensure secure transport, transit and chain of custody to destination

28

© IPC, 2013 IATA WCS, Doha, March 13, 2013 89

Jörgen van Mook

Head of Supply Chain Integration

International Post Corporation

March 13, 2013

Doha, IATA WCS

Advance Electronic Information (AEI) requirements

The postal perspective


A different Convention

Air Mail


Airmail is specifically excluded from the International

Conventions for carriage by air (Warsaw, The Hague, Montreal)

Airmail is ruled under the Universal Postal Union (UPU)

Convention

Airmail is carried under UPU postal documentation and

UPU postal EDI message standards

The universal postal service is provided by licensed

designated postal operators (DPOs)

These DPO’s have a universal postal service obligation to

provide postal services to all citizens and households, from

anywhere to everywhere

Airmail A different convention


From a Swiss mountain top


To the bush in Australia


A different business model

Air Mail


A mix of social and commercial mail, in different formats

and service levels, mostly C2C and B2C:

80% correspondence, mailings

Airmail A different business model

Characteristics:

• 6 mm x 20cm x 30cm

• < 500 grams

• Up to 1 litre

• Correspondence

• Postage ~ €1.00

• Priority letter mail

• Small and Flats


Characteristics:

• 3 cm x 20cm x 25cm

• ~20 € content value

• Up to 2 litres

• 250 gr – 1 Kg



• Flats & Bulky

• Untracked


and service levels:

15% low value merchandise



Characteristics:

• 3 cm x 20cm x 25cm

• ~ 80 € content value

• Up to 2 litres

• 1 – 2 Kg



• Item ID

• Bulky


and service levels:

4% medium value merchandise



Characteristics:

• 30 cm x 30cm x 60cm

• ~500€ content value

• Up to 45 litres

• 2 – 20 Kg

• Postage ~ €50.00

• Parcels & EMS

• Item ID


and service levels:

1% high value merchandise and EMS (express)



Different volumes Postal items into EU 70 million per month

EMS

small letters

flat letters

"blind" packets

tracked packets

parcels

Untracked

packets


Challenges

AEI postal traffic


AEI challenges postal traffic Customs declaration ??

80% no customs declaration,

Likely out of scope AEI 15% of postal items with CN22

Simple declaration

No address data included in declaration

Most of them without item identifier

5% of postal items with CN23

Declaration integrated in address label

Item identifier integrated in label

Only for 25% of packages all AEI required data are on customs declaration


AEI challenges postal traffic Data capture at induction point ??

Only for 50% of items data can be captured at induction point


AEI challenges postal traffic Postal item identification ??

Only 25% of packages have a unique bar coded item ID

<= 75% of all postal packages


What Posts have done

AEI postal traffic


What have posts done ?

More and more posts put in place on-line data capturing

systems and API with mailers to capture electronic

customs declaration data

Some posts are putting in place retail data capturing

solutions or downstream data capturing solutions

Posts have UPU technical standards in place to transmit

customs declaration data between posts: ITMATT

The IPC MEDICI project has helped to expand ITMATT

exchange starting in 2007

Currently 6 sending posts – 14 receiving posts

More posts are building capacity

During 2013 significant expansion expected


ITMATT RETAIL API

SME / Business

Postal EDI

network

Local Custom build interface

Copy ITMATT

Data quality checks

IPC MEDICI model: • Capture declaration Sender electronically

• Origin Post sends ITMATT to Destination

post with declaration data

• Destination Post processes ITMATT for

electronic declaration to Destination

customs

• Copy ITMATT to IPC for data quality checks

IPC MEDICI Post-to-Post-to-Customs

http://www.google.be/url?sa=i&rct=j&q=royal+mail&source=images&cd=&cad=rja&docid=5eR4GK0X6vTbHM&tbnid=KaU7eSJdvTaMtM:&ved=0CAUQjRw&url=http://www.mad4filmcells.com/page24.htm&ei=jrQ5UY3xBIPD0QWarYCADg&bvm=bv.43287494,d.d2k&psig=AFQjCNH-8sqBRqpS459w4wvgmhWPnmu14g&ust=1362822663506692


Items pre-advised in ITMATT

IPC MEDICI

0

2,000,000

4,000,000

6,000,000

8,000,000

10,000,000

12,000,000

14,000,000

16,000,000

2007 2008 2009 2010 2011 2012

items

items


Pilot Trials in EU and US

AEI Postal Traffic


AEI for security risk assessment US DHS and pilot trials for postal traffic

• Single filing by Destination Posts based on ITMATT from origin

post

• Scope: EMS and parcels

• ITMATT data to be migrated into an Automated Targeting

System to conduct a single review prior to departure

• Initial focus on data quality ITMATT data, data in general OK

• Scheduled a 30 day pilot at JFK International Mail Facility to test

automated targeting and the hold / release process

• Participation: Korean Post, La Poste, Royal Mail sending

ITMATT, USPS making declarations to CBP (other posts join

later in 2013)

• Time line pilot 2013


AEI for security risk assessment EC DG TAXUD and pilot trials postal traffic

• Phase I pilot test:

• Single filing by Destination Post

• Scope: use current ITMATT data for EMS and Parcels

• Include security and fiscal clearance in scope of trial

• Map ITMATT data to ENS to feed into ICS for security risk

assessment

• Post-Custom pairs test different interface scenario’s

• Posts sending ITMATT: KPG member posts, Canada Post

• Posts making declaration: bpost, Correos, Deutsche Post, La

Poste, Royal Mail, Poste Italiane, PostNL, PostNord

• Time-line:

• Q2-Q3 2013 develop ICS interface for pilot

• Q4 2013 start pilot test


A UPU standard Postal Model for AEI

AEI Postal Traffic


Some important facts

Destination Post is “broker” for clearance postal items

All postal items enter the postal facility at destination

All incoming postal items are processed by the Destination Post and cleared by customs in the postal facility

The Standard Post model AEI principle is:

In case of Aviation Security Risk the origin post shall intercept the postal item prior to loading the postal item into a receptacle

In all other risk cases (e.g. counterfeit, drugs), destination customs should order the destination post to intercept the postal item on arrival at destination post facility

Very limited air carrier involvement in AEI postal items

Standard Postal Model for AEI Pre-arrival and Pre-departure aspect


Standard Postal Model for AEI The data flow


114

Air carriers do not handle postal items

• Posts send AEI for each postal item on receipt from sender

• Postal item IDs are scanned into receptacles

• Receptacle IDs are scanned into handover equipment for consignment

• Receptacles are consigned to air carriers

• Air carriers receive and handle receptacles/equipment, carriers do not

handle postal items

• Air carriers provide event status information on receptacles to posts

• 00’s to 000’s of postal items in 0’s to 00’s receptacles are consolidated

in a single consignment

• That means 0,000’s of AEI files per consignment

Airmail and AEI filing Post – carrier aspect


1 2 3

Destination PostTransportOrigin Post

Designated

Postal Operator

International Mail

Processing Center

2 – 4 Hrs (Max)

Item

Induction

Data Flow Timeline

EDI/Event Messages

Time between Pre-Dep. Manifest and Item Nest

Package

Customs Forms

Item

Nesting

Receptacle

Close

Dispatch

Close

Consignment

Close

Carrier Uplift

PREDES PRECON CARDITRESDITRESDITRESDIT(s)

Item

ScanITMATT

Item

Scan

(A) (B)

Recept.

Scan

(C)

Pre-Dep. Manifest

Data

Do Not Load/ACAS Message

Do Not Load/ACAS

Alert

1 62 3 54

Where to intercept postal item …?

ITMATT

declaration

XX hrs.

30-60 min

Interception at “bagging” stage


The UPU Congress in Doha 2012 included in the Convention language to support the provision of AEI for security risk assessment purposes

A proposal with principles for a standard postal model for AEI have been drafted for consultation by UPU members

The UPU Postal Council in April 2013 is expected to approve the principles

Promote the postal model through the contact committees:

UPU-IATA/WCO/ICAO contact committees

Promote the standard postal model to authorities currently involved in AEI pilot trials to align regulation:

EC DG TAXUD

US DHS

Standard Postal Model for AEI Pre-arrival and Pre-departure aspect

117

Panel Discussion: Changing Advance Reporting Requirements

↗ Moderator

↗ Axel Klein, Senior Manager Customs and Authorities, Lufthansa Cargo

↗ Panelists

↗ Jorgen Van Mook, Manager International Post Corporation

↗ Elizabeth Shaver, Director, A4A

↗ Paul Brennan, Head of Sector Risk Management and Security,

DG TAXUD EU Commission



Networking Luncheon Sponsored by

119

Panel Discussion:

ACC3 Requirements, Impacts and Solutions for the Industry

↗ Moderator

↗ Alain Breuer, Head of Security, Cargolux

↗ Panelists

↗ Howard Stone, Director Europe Region SCS and Aviation Security, UPS

↗ Mike Woodall, Project Leader, IATA

↗ Joost Rooijackers, Senior Policy Officer, Counterterrorism, Dutch Civil

Aviation, Security Department

↗ Neil Williams, Acting Head, Aviation Security Regulations, UK

Department for Transport



Coffee Break Sponsored by

121

Air Cargo Security and Safety Cross

Cutting Activities

↗Gordon Wright

↗ Senior Manager Cargo Security Processes &

Standards, IATA

122

Air Cargo Security and Safety

– Cross Cutting Activities

123

Background

↗ 9/11 environment

↗ Concerns expressed regarding DG goods

circulating in different transport modes

↗ Annex 18 Technical Instructions amended to

include DG Security – binding

↗ Annex 17 and Guidance material at the time

focused on passenger only – Non Binding

124

Current Challenges

↗ Regulator defined high risk countries

↗ Countries with emerging economies lacking

regulatory structure

↗ Capacity building needs

↗ Lack of equipment

↗ Limited technical expertise

125

AVSECP & DGP Task Force

↗ ICAO Council recently expressed concerned

regarding security gaps between Annex 17 & 18

↗ ICAO SG asked AVSECP & DGP Chairs to form

a joint TASK Force

↗ Develop guidance on the prevention of DG for

acts of unlawful interference

126

Objectives of the Task Force

↗ Review of the DG Security provisions in Annex 18

↗ Review of distinction between “high consequence” and

“high risk” definitions

↗ Increase detection of DG in cargo and passenger

baggage

↗ Harmonization of Annex 17 Security Manual and Annex

18 Technical Instructions

↗ Review of training

↗ Incident Reporting

127

Case Study 1

128

Case Study

↗ April 2012 – mail bag arrived on a long haul flight into

Heathrow

↗ Bag contained various packages for several destinations

↗ Fire broke out in bag

↗ Source of fire – originated from a package containing a

lithium battery

↗ Package was neither labeled nor described correctly

129

Click to edit Master title style

↗ Click to edit Master text styles

↗ Second level

• Third level

Fourth level

131

Lithium Battery Incident LAX

132

Solutions to mitigate the threat of DG being

used in acts of unlawful interference

↗ Better use of Advance Electronic Information for security

(ACAS model)

↗ Enhanced border management approach (e.g. Customs,

transport security agencies)

↗ Raise awareness in the DG and Security communities of

common threats

↗ Consider new ways of sharing threats and profiles

133

Thank You

↗ Questions?

134

Updated IATA Requirements for

Transport of Temperature Sensitive

Products

↗Franco Nanna

↗ Head of Management Network Support,

Cargolux

Updated IATA Requirements for Transport of

Temperature Sensitive Products

Franco NANNA

Manager

Head of Management Network Support

Cargolux

[email protected]

Industry Cooperation

Temperature Sensitive Products

Perishables Healthcare Products

From Guidance to Regulations

Perishable Cargo Manual (PCM) first published

Recommendations

Establishment of the Perishable Task Force

IATA Perishable Cargo Regulations (PCR)

Industry standard

1996

2005

2007

PCR Chapter 17 – Air Transport Logistics for Time

and Temperature – Sensitive Healthcare Products

New T&T Sensitive Label

2010

2013

2012 PCR Chapter 17

Mandatory T&T Sensitive Label

Challenges of the Air Cargo Industry

+32ºC -10ºC

60% of the total time a package travels by air is spent at the airport

As much as 54% of temperature excursions of healthcare freight

occurs while in possession of the airlines

Why is this such an issue?

Transport of temperature sensitive cargo

requires more attention

Risks and associated costs

Absence of minimum standard requirements

e-2-e supply chain processes require clarity

High number of temperature sensitive

products,

remember, ambient products are also

temperature sensitive

Increased focus by regulators

Importance of Standards & Regulations

Increases safety & ensures consistency of service,

transparency and effective communication

Standards are set by

Airline members

Government representatives

Supply chain and industry partners

Standards contain

Minimum requirements to avoid conflicting government rules

Industry experience, knowledge and know-how

To avoid further confusion in the industry….

Why are Standards needed?

The same shipment

No T+T Label

Labeling Error

Mandatory IATA Time & Temperature Sensitive label

effective since July 1st, 2012

Shipment label, specific to the healthcare

industry, that must be affixed to shipments

booked as time and temperature sensitive

cargo

The label is part of the overall process

The importance is to ensure the initial

step of the process is appropriate

Implementation of Standards

+2ºC to +8ºC

Industry Survey Timeline: August – October 2012

59 Countries / Regions

180 Stakeholders

Industry Feedback on the Implementation

of the T&T Sensitive Label

Work ahead

Enhance the applicability of the regulations

Define standard documentations

Review the use of temperature monitoring devices

Engage with supply chain stakeholders

Emphasize on audits procedure

Ensure appropriate training

Temperature Sensitive Healthcare

Regulations

Supply Chain Approach

Pharmaceutical industry requiring a standalone

healthcare regulation

New Temperature Controlled Regulations

(TCR)

Based on the requirements of the IATA Perishable

Cargo Regulations (PCR) 12th Edition

Guide enabling stakeholders involved in the

transport and handling of pharmaceutical product

to safely meet the requirements

(e.g. T&T Sensitive label)

IATA Standard Acceptance Check List

For Time And Temperature Sensitive

Healthcare Shipments

In combination with the label requirements

States the minimum requirements a

checklist must contain

Standard Documentation

Standardize the use of Temperature

Monitoring Devices

Dedicated Working Group

Identify the minimum requirements and

provisions for the use of the devices

Define standard process for the carriers’

approval of those devices

Temperature Monitoring Devices

Origin

Freight Forwarders

Origin-Destination

Carrier

Destination

Freight Forwarders

Shippers

Consignees

Ground Handlers /

Terminal Operators

at Origin

Ground Handlers /

Terminal Operators

at Destination

Physical flow - freight

Engage with Supply Chain Stakeholders

Compliance - Audits

Healthcare Audit Working Group

Issues

Numerous auditing of airlines by

pharmaceutical companies and freight

forwarders & lack of a common audit format

Objective

Standardize the audit process by

recommending an industry common format for

healthcare audits

Used by healthcare companies and freight

forwarders

Reduce the total number of audits per year of

each airline/GHA

Key to move Time and Temperature Sensitive Cargo

safely in compliance with standards and regulations

Develop a training product that can be universally

utilized

IATA Training & Development Institute (ITDI) owns the

Pharmaceutical Cargo Handling Training with IATA

Cargo

Essential to continuously educate and train industry

partners

Ongoing Training

Meeting the Challenges

Supply Chain Collaborative Approach

Implementation of Standards & Harmonized Procedures

Communication and Cooperation from start to end

Thank you for

your attention!

For more information: [email protected]



Regulation Track –

Closing Remarks

156

Gala Dinner

↗ Location and Details

↗ The Ritz-Carlton Doha

↗ 19:30 – 23:00

↗ Dress code for this event is business casual attire.

↗ Buses will begin departing the Sheraton Hotel at the

Convention Center Entrance at 18:45 sharp for the Ritz-

Carlton, Doha.

↗ Busses will drop off at The Sheraton later in the evening.

7th world cargo symposium - travel … · 2013-03-18 · •joint conference on enhancing air cargo...

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