Confusion reigns over air cargo security regime
Industry unsure how much signing up to new EU regulation will cost and whether smaller shippers will bother
Shippers, forwarders and airlines remain in confusion over a new EU air cargo security regime due to be implemented next month.
EU Framework Regulation 300/2008, which comes into force on 29 April and replaces Aviation Security Regulation 2320/2002, is designed to take loopholes out of the system and make it easier for operators in Europe to comply with a strengthened US regime scheduled to come into play in August.
It incorporates three new elements: independent validation of known consignors; a mandatory EU cargo database embracing known and unknown or unaccredited consignors; and a distinction between direct and transit cargo.
The new regime is designed to ensure that each member state recognises known consignors and regulated agents in the rest of the community, although Eckard Seebohm, head of the European Commission’s aviation security unit, said he expected the number of known consignors to fall sharply after 29 April, with many smaller consignors simply not bothering.
Harald Zielinski, head of security and environmental management at Lufthansa Cargo, said it was still unclear how much the new known consignor accreditation would cost shippers and expressed concern about would happen if 20,000 of Germany’s 50-60,000 consignors decided they could not afford it.
A representative of Volkswagen said it was not just smaller shippers, but even large manufacturers, who would question if they should bother seeking authorised status.
“Everything we do, except some vehicles we manufacture for the domestic market, is theoretically air freight,” he said.
“It’s so broad – where do you start and end with accreditation? How do you build up shipments from your own in-house departments and parts producers? Do you just dump them all at the airport as non-secure goods?” he asked.
Jürgen Knipfer, supply chain manager at Siemens, said: “I believe in taking supply chain security very seriously, but certified consignor status will increase our costs drastically. Do all 80 of my locations have to be certified every five years?”
He was not clear how parts brought in from external suppliers would be classified, or how those could be linked into the system.
“It’s impossible to comply with all regimes [in different countries],” he said.
“They have different standards and administration processes, but they don’t increase security. Can we ever really be certified safe?” Knipfer asked.
“What will be the impact on air freight delivery times? And what is the additional cost?”
Those doubting the industry’s ability to secure the full supply chain claimed centralised screening would have to be carried out at or near airports, but Seebohm warned of major potential bottlenecks.
A freight forwarder attending Lufthansa Cargo’s security conference last week said his company built its own pallets, but the airline had to break them down for re-inspection.
He asked how soon his company could expect to be recognised as an “indirect air carrier” to prevent this happening for shipments to the US?
Seebohm said the EC was concluding that a three-year transition period was needed to allow systems to be introduced that would eliminate pinch points at airports.
“We first thought a shorter period would be possible, but it’s complex,” he said. “There are many preparations still to be made in some countries.”
See today’s feature: Air cargo security: more questions than answers
EU Framework Regulation 300/2008, which comes into force on 29 April and replaces Aviation Security Regulation 2320/2002, is designed to take loopholes out of the system and make it easier for operators in Europe to comply with a strengthened US regime scheduled to come into play in August.
It incorporates three new elements: independent validation of known consignors; a mandatory EU cargo database embracing known and unknown or unaccredited consignors; and a distinction between direct and transit cargo.
The new regime is designed to ensure that each member state recognises known consignors and regulated agents in the rest of the community, although Eckard Seebohm, head of the European Commission’s aviation security unit, said he expected the number of known consignors to fall sharply after 29 April, with many smaller consignors simply not bothering.
Harald Zielinski, head of security and environmental management at Lufthansa Cargo, said it was still unclear how much the new known consignor accreditation would cost shippers and expressed concern about would happen if 20,000 of Germany’s 50-60,000 consignors decided they could not afford it.
A representative of Volkswagen said it was not just smaller shippers, but even large manufacturers, who would question if they should bother seeking authorised status.
“Everything we do, except some vehicles we manufacture for the domestic market, is theoretically air freight,” he said.
“It’s so broad – where do you start and end with accreditation? How do you build up shipments from your own in-house departments and parts producers? Do you just dump them all at the airport as non-secure goods?” he asked.
Jürgen Knipfer, supply chain manager at Siemens, said: “I believe in taking supply chain security very seriously, but certified consignor status will increase our costs drastically. Do all 80 of my locations have to be certified every five years?”
He was not clear how parts brought in from external suppliers would be classified, or how those could be linked into the system.
“It’s impossible to comply with all regimes [in different countries],” he said.
“They have different standards and administration processes, but they don’t increase security. Can we ever really be certified safe?” Knipfer asked.
“What will be the impact on air freight delivery times? And what is the additional cost?”
Those doubting the industry’s ability to secure the full supply chain claimed centralised screening would have to be carried out at or near airports, but Seebohm warned of major potential bottlenecks.
A freight forwarder attending Lufthansa Cargo’s security conference last week said his company built its own pallets, but the airline had to break them down for re-inspection.
He asked how soon his company could expect to be recognised as an “indirect air carrier” to prevent this happening for shipments to the US?
Seebohm said the EC was concluding that a three-year transition period was needed to allow systems to be introduced that would eliminate pinch points at airports.
“We first thought a shorter period would be possible, but it’s complex,” he said. “There are many preparations still to be made in some countries.”
See today’s feature: Air cargo security: more questions than answers
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