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US air cargo – forced into a new dimension
As of 1 August 2010 the US Transportation Security Administration (TSA) has mandated that 100 percent of domestic and export air cargo must be security screened prior to loading on a passenger aircraft, at a piece-level basis. At the same time, the TSA will continue its efforts to see a similar level of air cargo being pre-screened before loading on aircraft inbound to the United States of America
W
hile we moved towards the implementation date, there was much discussion about the various internal process methods aimed at achieving the US outbound targets. But a
vital question now is: how will the major export economies around the world cope with the US inbound requirements? The European ‘euro zone’ and other advanced economies
are negotiating and working towards the introduction of harmonised reciprocal arrangements, indicating that they will be able to manage the new procedure and integrate it into their operations. For some of the world’s developing export regions, however, one potential outcome of this mandate is that it may not be possible to move certain cargo to the US by air. While these locations race against time to introduce an acceptable regime of air cargo security, those with an existing programme will have to at least revise their current procedures in order to meet the higher technical level of screening
needed to meet the TSA requirements. As with every major change, there will be a high cost factor, even when there are reasonably sophisticated air cargo security programmes already in place. The fact is that rules and regulations increase costs. So how ready are China’s
major export air cargo locations to meet the stipulations set by the TSA?
30 AIR LOGISTICSCHINA Fortunately, the Chinese air cargo industry has always
been quick and ready to respond to various new foreign inbound border security requirements. A prime example can be seen in the number of Chinese forwarders who were willing and technically capable of registering to be direct reporting agencies to the US advance manifest system (AMS) regulations introduced a few years ago. The US had been concerned that as China was its largest inbound air cargo market it could create the biggest problem for the AMS system. However, with good procedures in place and a high level of technical support, Chinese industry has been able to cope well with the changes. The readiness of exporting locations to meet the new
security screening requirements will be severely tested if the US moves to set a date for 100 percent inbound pre- screening any time soon. It should be remembered that the mandate has been agreed at the highest level within the US Congress and, therefore, it surely will be implemented at some point. So the time is fast approaching when the air cargo
landscape changes again and China, despite its enormous export air cargo volumes, will be ready to meet the 100 percent cargo screening challenge ahead of any deadline that is set. The US will have bigger problems elsewhere, if history is any guide.
Brian Lovell CEO, Australian Federation of International Forwarders (AFIF), Sydney
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