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NEWS


The trade could be missing a trick when it comes to the Modernised Customs Code, says ASM chairman, Peter Macswiney. The MCC process has fallen into a bit of a legal limbo - the old legislation is expiring and, with the delays, the implementation of the new systems required by the new legislation have not yet been introduced and are not likely to be before the deadline of 24 June 2013. That though could be a great opportunity – if only the trade would take advantage of it, he points out. it would be possible


for the trading community to request that HMRC implements those aspects of the MCC that it would most like to see, but try to change the elements that the trade is less in favour of. However, a recent poll of companies revealed an alarming lack of awareness among the industry of MCC and its implications, says Mr Macswiney. “It’s a real pity – you don’t have many chances to cherry-pick or change


EU legislation, but this could be one.” In part, he blames the


demise of the SITPRO trade simplification ‘quango’; for the lack of knowledge. Few if any organisations have sufficient handle on MCC to be able to comment


knowledgeably on


the issue. The trade bodies representing the forwarding sector in general do though seem far more up to date with the MCC than some others. Given this, it is important that the bodies representing


freight forwarders


to get together with bodies representing the airlines and the couriers to make representations


to Brussels.


He is also in favour of the existing Joint Customs Consultative Committee in the UK


being strengthened, with


compulsory attendance by senior officials from other government departments such as Defra, BIS and the UKBA. Meanwhile, the International Trade Facilitation Committee set up by BIS as a mechanism to encourage Government departments to work more closely together and avoid duplicating effort already seems to have become moribund, he adds.


Lack of clarity holds back airfreight security


Efforts to harmonise global air cargo industry security are being hampered by the lack of a clear ultimate goal. There should also be a greater emphasis on training staff to recognise potential security risks.


Those were two of the key points to emerge from a discussion about ‘Security Requirements – Their Impact on the Supply Chain’ at the recent Air Cargo Europe Conference 2011 in Munich, Germany. Opening that debate, Des


Vertannes, global head of cargo for IATA (International Air Transport Association), suggested that the biggest challenge the international air cargo industry


faced when it came to security was the lack of harmonised regulations around the world. “Any new initiatives should


be put in place in such a way that all airlines can introduce a particular security directive in one harmonised approach so that the marketplace does not have to engage itself with a variety of different elements,” he suggested.


One important recent development, continued Vertannes, was the formation of the Global Air Cargo Advisory Group (GACAG) by TIACA (The International Air Cargo Association), IATA, FIATA (the International Federation of Freight Forwarders Associations) and the


GSF (Global Shippers’ Forum). Through that group, he said, all sectors of the air cargo industry


could work together


to formulate one overall set of principles for creating a secure supply chain which could be both recognised by the relevant regulatory bodies and implemented in countries where such solutions did not exist. “So rather than a government and a civil aviation authority having to start from scratch, we have a series of principles acknowledged by the regulatory bodies which can be put in place so at least they have a foothold for kick-starting the process,” explained Vertannes.


However, another speaker, Stephan Wagner, professor and chair of logistics management at the Swiss Federal Institute of Technology in Zurich, said the major problem when it came to harmonising air cargo industry security around the world was that the ultimate goals were unclear.


“Do we look at inbound and outbound, do we look at single aisle and widebody, do we look at domestic and international? Without a clear goal, it is very difficult to talk about harmonisation of the efforts to achieve air cargo security. I know how difficult that is but the goal needs to come first,” he argued.


Screening rule will hit airfreight, warns TIACA


Airfreight could be badly disrupted if the US Transportation Security Administration enforces its end-December deadline for 100% screening of all international inbound cargo on passenger aircraft, warned The International Air Cargo Association.


At its executive summit in Bangkok Delta Air Lines senior vice president and TIACA board member Neel Shah also voiced his concern over the lack of progress


in certifying foreign country air cargo security programs. “Unless TSA and, more broadly speaking, the


entire US government


Neel Shah: Concerned over lack of progress in certification


focuses the necessary resources on reviewing the process and timeline by which foreign security programs are validated and placed into the TSA’s National Cargo Security Program (NCSP), we will face some significant disruptions to the global supply chain. It’s critical that we get more foreign programs under


review and certified into the NCSP in the next few months- especially if TSA is considering an accelerated deadline for 100% inbound screening.” Doug Brittin, the TSA’s general manager for air cargo said the TSA is still considering whether 31 December 2011 should be the new deadline, two years earlier than originally planned. However, he conceded that there would be many challenges in meeting that timeframe.


TPC Global has appointed Alistair Arthur as group managing director. The group, which includes TPC Freight Management and Thistle International Freight, offers global logistics solutions in the FMCG, food and beverage, chemicals, engineering and publishing sectors through its network of companies and offices in Scotland, Russia, Estonia, Sweden, Hong Kong, Thailand and Singapore. Alistair Arthur in his 33-year career has worked for for organisations such as JF Hillebrand


and


Merzario as well as the Port of Fujairah.


He told FBJ: “Like most organisations in the freight industry, TPC Global is facing up to challenging times. Rising fuel costs are putting pressure on the UK haulage sector. Internationally, growing political unrest in the oil- belts of the Middle East and North Africa continues to pose challenges for the logistics industry across the board. An increase in complex industry legislation, particularly in Europe, adds to the burden.” Despite this, though, TPC had reported steady growth throughout the past three years


ISSUE 3 2011 Legal limbo could be an opportunity New MD for TPC


and in the last year had enjoyed a 68% growth in pre-tax profits and the successful acquisition of Thistle International Freight. TPC now has plans to realise opportunities in the Middle East market, he said.


“At TPC we understand our position in the market. We know what we are good at. To maintain our position we’ve had to develop expertise in challenging freight and challenging locations because that’s what our customers need from us. We can deliver because we


have a solid


global network of offices and partners. More than that, we have experience and a strong, professional team.”


Davies Turner takes a closer look at security


Davies Turner Air Cargo (DTAC) says it has become the first UK freight forwarder to acquire and install a large Rapiscan pallet-sized X-ray machine at its Heathrow gateway. DTAC has invested a six-figure sum in the machine, which can screen ULDs, ISO standard, lower deck and large cargo pallet-type freight. The machine, which is over 11m long and almost 3.5m high can handle individual pieces up to 3,000kg.


The key advantage is that the innovative dual-view technology generates a horizontal


and


vertical view of the object. By providing two perpendicular views, the machine provides a more detailed perspective of scanned items, regardless of orientation, which aids threat detection. The tunnel entrance at 1,800 mm x 1,800 mm allows large pieces to be screened and reduces the need to break down and reassemble freight.


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