9/11 – 18 years on

WTC 6, home to the US Customs Service, New York until September 2001

As unrecognisable as the building is, the same can be said for the world of Customs today. Few contemplated a ‘Customs’ parallel at the time; but, when the Department of Homeland Security was launched, the emergence of US Customs and Border Protection (USCBP) ushered in a new way of doing business. The world of Customs was literally ‘turned on its head’. Bilateral overtures seeking agreements on ‘container security’, ‘port security’ as well as an industry focussed ‘Customs and Trade Partnership Against Terrorism’ (C-TPAT) forced the World Customs Organisation (WCO) into swift action. After years of deliberation and negotiation several guidelines were released, later to be packaged as the WCO SAFE Framework of Standards. It seemed that the recent Revised Kyoto Convention (RKC) on simplification and harmonisation of Customs procedures was already ‘dated’. Customs as a proud solo entity was gone for ever, as country after country seemed compelled to address border security through wholesale transformation and upheaval of their border frontier policies and structures. Thus was born ‘border security’ and ‘cooperative border management’. In a manner of speaking, 9/11 put Customs onto the global map. Along with WCO developments, the tech industries brought about several innovations for risk management and other streamlined and efficient service offerings. Prior to 9/11, only the wealthy countries could afford non-intrusive inspection capabilities. One key aspect of the SAFE Framework’s was to include a pillar on Capacity Building. Through this, the WCO and business partners are able to offer tailor-made assistance to developing countries, to uplift their Customs and border capabilities. In particular, countries in Africa now are now in a position to consider ‘automated’ capabilities in the area of Customs-2-Customs information exchange as well as establishment of national Preferred Trader and Authorised Economic Operator (AEO) schemes. At the same time a parallel industry of ‘Customs Experts’ is being developed in conjunction with the private sector. The end result is the availability of ‘standards’, ‘policies’ and ‘guidelines’ fit for Customs and Border operations, focussed on eliminating incompatibilities and barriers to trade. Where these exist, they are largely attributed to poor interpretation and application of these principles. With closer cooperation amongst various border authorities still a challenge for many countries, there are no doubt remedies available to address these needs. In gratitude, let us remember the thousands of public servants and civilians who lost their lives that we can benefit today.

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WCO SAFE FoS – 2018 Edition

SAFE FoS 2018 Edition2

The WCO has published a 2018 edition of its Framework of Standards. The 2018 version of the SAFE Framework augments the objectives of the SAFE Framework with respect to strengthening co-operation between and among Customs administrations, for example through the exchange of information, mutual recognition of controls, mutual recognition of AEOs, and mutual administrative assistance.

In addition, it calls for enhanced cooperation with government agencies entrusted with regulatory authorities over certain goods (e.g. weapons, hazardous materials) and passengers, as well as entities responsible for postal issues. The Framework now also includes certain minimum tangible benefits to AEOs, while providing a comprehensive list of AEO benefits.

The updated SAFE Framework offers new opportunities for Customs, relevant government agencies and economic operators to work towards a common goal of enhancing supply chain security and efficiency, based on mutual trust and transparency.

Customs officers and trade practitioners also be on the lookout for then new WCO Academy course on SAFE and AEO. The Framework of Standards to Secure and Facilitate Global Trade is a unique international instrument which usher in a safer world trade regime, and also heralds the beginning of a new approach to working methods and partnership for both Customs and business. This E-Learning course aims to present this tool and the benefits of its implementation.

SARS Customs to introduce 24-hour Advance Rule and other Supply Chain reporting

SARS-RCG

Enter SARS RCG Webpage here!

This Friday, 20 April 2018, SARS Customs will implement its new Cargo, Conveyance and Goods Accounting solution – otherwise known as the Cargo Processing System (CPS). In recent years SARS has introduced several e-initiatives to bolster cargo reporting in support  its electronic Customs Clearance Processing System (iCBS), introduced in August 2013.

Followers of SARS’ New Customs Acts Programme (NCAP) will recognise that the CPS forms part of one of the three core pillars of the new legislative programme, better known as Reporting of Conveyances and Goods (RCG). The other two pillars are, Registration, Licensing and Accreditation (RLA) and Declaration Processing (DPR). More about these in future articles.  In order to expedite the implementation of the new Acts, SARS deemed it necessary to introduce elements of the new functionality via a transitional manner under the current Customs and Excise (1964) Act.

Proper revenue accounting and goods statistical reporting, can only be adequately achieved if Customs knows what goods ‘actually’ arrive, transit and exit it’s borders. Many countries, since the era of heightened security (post 9/11), have invested heavily in the re-engineering of policies and systems to address the threat of terrorism. This lead to a re-focus of resources and energies to develop risk management systems based on ‘advanced information’. SARS has invested significantly in automated systems in the last decade. Shortly, SARS it will also introduce a new automated risk engine with enhanced capabilities to include post clearance audit activities.

It should also not come as a surprise to anyone conversant with Customs practice, that international Customs standards such as the WCO’s SAFE Framework of Standards, the RKC and the Data Model are prevalent in the new Customs legal dispensation and its operational business systems.

South Africa will now follow several of its trading partners with the introduction of ‘advance reporting of containerised cargo’ destined for South African sea ports. This reporting requires carriers and forwarders to submit ‘advance loading notices’ to SARS Customs at both master and house bill of lading levels, 24 hours prior to vessel departure.

The implementation of CPS is significant in terms of its scope. It comprises some 30 odd electronic cargo notices and reports across the sea, air, rail and road modalities. These reports form the ‘pipeline’ of information deemed necessary to ensure that the ‘chain of custody’ is visible and secure from point of departure to final destination. For the first time, South Africa will also require cargo reporting in the export domain.

SARS_RCG_ Message_Schema 2018

Download a high resolution map of SARS Cargo Report Messages here!

It is no understatement that the CPS initiative is a challenge in particular to new supply chain entities who have not been required in the past to submit electronic reports. In order to meet these reporting requirements, a significant investment in systems development and training is required on the part of SARS and external trade participants. To this end, SARS intends to focus on ramping up compliance amongst all cargo reporters across all transport modalities. The first modality will be road, which is the most significantly developed and supported modality by trade since the inception of manifest reporting under the Customs Modernisation Programme. The remaining transport modalities will receive attention once road is stabilised. 

 

CargoX – World’s First Blockchain Bill of Lading

CargoX

Hong Kong-based CargoX raised $7 million through an initial coin offering to build its smart contract-based house bill of lading solution. CargoX, has designs on developing so-called smart contracts to transfer house bills of lading onto a blockchain solution it is building. House bills of lading are issues by non-vessel-operating common carriers (NVOs).

The coins, also called tokens, can be used to pay for CargoX’s smart contract solutions, but those interested in the blockchain-backed bill of lading solution can also pay with traditional currencies.

“Our platform will support all the legacy payment options with fiat money, but as we are a startup based on blockchain technologies, we are working on implementing cryptocurrency payment as well,” said CargoX founder Stefan Kukman. “There will be various service levels supported, and there will be additional features and services provided to holders and users of our CXO utility tokens.”

The ICO serves two purposes in this application. It helps CargoX raise funds as opposed to seeking venture capital investment, but the coins can also be used to transact within the solution. So, the sale of the CXO tokens is ancillary to the product offering.

That’s different from another crypto-token liner shipping model that emerged in the second half of 2017 called 300Cubits. That company issued tokens, called TEUs, to underpin a solution that would penalize shippers and carriers for no-show or overbooking behavior.

CargoX, meanwhile, said it wants to be a neutral platform for global trade documentation and is starting with the bill of lading approach. The solution comprises an app, a document exchange protocol, and a governing body, which is currently being established.

“The next step is to demonstrate the viability of our platform with a test shipment,” Kukman said.

That pilot, scheduled for the second quarter of 2018, links a logistics company with its clients on a shipment from Asia to Europe.

“Technology companies often lack the shipping and logistics expertise necessary to break into this industry,” Kukman said. “On the other hand, logistics companies venturing into the tech field may be held back by their reliance on established, old-school business practices.”

To register, CargoX collects “know your customer” and NVO license information “to establish roles and permissions on the platform.”

“Once companies register, they will receive their public and private key for signing the Smart B/Ls. This can be done in the Smart B/L distributed application provided by CargoX, or with the help of the CargoX Smart B/L API (application programming interface) integrated into the company’s system.”

That integration can take a few hours or weeks, depending on the workflow of the company, CargoX said.

The ultimate goal of bringing bills of lading to the blockchain solution is to create a common, encrypted repository of data. The secondary benefit of that process would be the potential to eliminate bank-backed letters of credit for suppliers, as the smart contract would automatically trigger payment.

“The shipping industry currently wastes billions of dollars on spending related to letters of credit, which are used in global trade as a payment guarantees,” Kukman said.

In terms of how the blockchain-backed bill of lading would function in practice, Kukman said that data will be encrypted and stored in a decentralized storage application.

“These are much safer than centralized storage, as they use the same blockchain security mechanisms as the billions of dollars worth of cryptocurrencies such as bitcoin currently in circulation,” he said. “Actual ownership (of the document) will be traded (sent) in the same way people send tokens today, from one wallet to another.”

Visit CargoX website, click here!

CargoX Whitepaper, click here!

Source: American Shipper, E, Johnson, 14 February 2014

New Technology to Detect Illegal Nuclear Cargo at Ports and Borders

smoother1

Researchers at Sandia National Laboratories have developed new glass scintillators to detect suspicious nuclear material at borders and ports. The new scintillators are cheap, effective and more stable than the current scintillators in use.

Scintillators, which produce bright light when struck by radiation, are used extensively by the US Government in homeland security as radiation detectors. By observing the amount of light produced, and how quickly, the source of radiation may be identified.

Dr Patrick Feng, who led the Defense Nuclear Nonproliferation project, began to develop new types of scintillators in 2010, in order to “strengthen national security by improving the cost-to-performance ratio of radiation detectors”. To improve this ratio, he had to “bridge the gap” between effective scintillators made from expensive materials, and affordable but far less effective models.

Although there are many types of scintillator available, the best-performing scintillators are made from trans-stilbene. This crystallised form of a molecule allows border security tell the difference between gamma rays, which appear naturally everywhere, and neutrons, which are often associated with threatening materials such as plutonium and uranium, by producing a bright light in response.

The gold standard scintillator material for the past 40 years has been the crystalline form of a molecule called trans-stilbene, despite intense research to develop a replacement. Trans-stilbene is highly effective at differentiating between two types of radiation: gamma rays, which are ubiquitous in the environment, and neutrons, which emanate almost exclusively from controlled threat materials such as plutonium or uranium. Trans-stilbene is very sensitive to these materials, producing a bright light in response to their presence.

These crystals, however, are too fragile and expensive (around S1,000 per cubic inch)  to be used in the field, and instead, security personnel will tend to use plastic-based scintillators, which can be moulded into large shapes but are ineffective at differentiating between different types of radiation or detecting weak sources.

In order to find a good alternative, Dr Feng and his team at Sandia National Laboratories in Livermore, CA, began to experiment with organic glass components, which are capable of discriminating between different types of radiation.

Tests demonstrated that scintillators made with organic glass performed even better than the trans-stilbene scintillators in radiation detection tests.

The researchers were able to improve their design further when they drew a parallel between the behaviour of LEDs, which produce light when electrical energy is applied, and scintillators, which respond to radioactive sources. They found that adding fluorine, which is used in some LEDs, into the scintillator components helped stabilise them. This allowed for the organic glass to be melted down and cast into large blocks without becoming cloudy or crystallising upon cooling.

The result was an indefinitely stable scintillator able to differentiate between non-threatening radioactive sources, such as those used in medical treatments, and those which could constitute threats. The organic glass components are cheap and easy to manufacture, and do not degrade over time.

Next, the researchers will cast a large prototype for field testing, and hopefully demonstrate that the scintillator can withstand environmental wear and tear, for instance, due to the humidity of ports where checks are carried out. They also hope to adjust the scintillator to distinguish between safe sources of gamma radiation, and those which could be used to make “dirty bombs”. Source: Sandia Laboratory

Big Data – Mining Vessel History to Combat Smuggling

For thousands of years, maritime authorities have relied on tip-offs, patrols, investigations and random inspections to find smuggled goods. Today they have a variety of additional methods at their disposal, and one of the most promising is also the most intuitive: looking at every vessel’s historical behavior.

Israeli firm Windward was founded to collect, vet and analyze AIS, along with a variety of other commercial data sources on maritime traffic. Just having access to the massive quantity of data that the world’s fleet generates is not sufficient: it could take weeks for a human operator to sift through the records of just a few hundred ships, and law enforcement agencies need actionable intelligence in real time.

This is where Windward excels. Its system uses proprietary algorithms to find specific ships that may be involved in illicit activity based on a number of “red flag” behaviors. Loitering just off of a village or an uninhabited bay may be a sign that a vessel is engaged in tendering goods or passengers from shore. Similarly, when a ship turns off its AIS transmitter or changes its AIS reporting name near smuggling hotspots, it may be taking on contraband. And a ship with a well-established trading pattern that suddenly heads to a troubled region may be engaged in a new (and not entirely legitimate) line of business.

These behaviors are obvious when Ami Daniel, Windward’s CEO and co-founder, walks through a few examples in a live presentation. The novel development isn’t the signal pattern – it is the fact that his firm can automatically find it, without knowing which ships to examine in advance. It doesn’t matter if a vessel is operated by a reputable company or a known North Korean front – Windward’s system analyzes records for the entire fleet, and if a vessel looks suspicious, it gets flagged.

A few cases illustrate the potential of this approach. In Windward’s best-known example, a Cyprus-flagged reefer with a history of trading between Northern Europe and West Africa headed to a port in Ukraine – well outside its normal pattern. It returned towards the Strait of Gibraltar, but before passing through to the Atlantic, it lingered off of Algeria and Morocco for 12 days. It turned its AIS on and off multiple times in busy shipping lanes during this loitering period. Windward notes that this region is at high risk for the smuggling of arms and narcotics.

After passing through the Strait of Gibraltar, the vessel headed north towards Scotland, where it arrived on January 14. It loitered again for half a day in a small bay off the isle of Islay – an area without a port for a 4,200 dwt ship. Windward’s system flagged this behavior as a potential sign of a smuggling drop-off, though it is also possible that the ship anchored up to wait out foul weather or to time its arrival.

This particular case made headlines in the UK when Windward told media that hundreds of vessels with suspicious records entered British waters in the first two months of 2017. The story was picked up by the Global Mail, Sky News and the Daily Record, and Scottish politicians called on the authorities to look into the matter: “This requires investigation, certainly by the police and, I suspect, by the security authorities to clarify what’s going on,” said member of Scottish Parliament Mike Russell.

These results capture attention, and Daniel says that the firm is marketing the system’s abilities to multiple government agencies. The kind of smuggling/trafficking behavior that it can identify is often associated with organized crime and the financing of terrorism, so it has a great deal of appeal for intelligence applications as well as maritime security / maritime domain awareness. He suggests that for now, commercial users (traders, brokers and others) are not a target market, nor does he foresee branching out into similar offerings for trucking or air freight. Windward does one thing well – very well – and Daniel expects that it will invest in its core strength for some time to come. Original article published in The Maritime Executive.

Maersk and IBM in joint “blockchain” venture – future of the shipping industry?

International trading involves many participants all around the globe. These participants may not necessarily have the needed trust of all parties, especially at the initial stages, when newcomers join the trade. Blockchain can provide the needed trust to capture key transaction activities as immutable records, as well as storing and sharing encrypted legal and financial documents.

Visibility of transaction records and documents are tightly controlled by blockchain, permitting sharing only among entrusted and allowed parties. In this demo, IBM demonstrates how blockchain may support such an application.

The blockchain solution being built by the two companies is expected to be made available to the ocean shipping industry later this year, according to a joint statement from International Business Machines Corp and the container unit of A.P. Moller-Maersk. It would help manage and track the paper trail of tens of millions of shipping containers globally by digitizing the supply chain process from end to end.

This will enhance transparency and make the sharing of information among trading partners more secure.

When adopted at scale, the solution based on the Linux Foundation’s open source Hyperledger platform has the potential to save the industry billions of dollars, the companies said.

“Working closely with Maersk for years, we’ve long understood the challenges facing the supply chain and logistics industry and quickly recognized the opportunity for blockchain to provide massive savings when used broadly across the ocean shipping industry ecosystem,” said Bridget van Kralingen, senior vice president, industry platforms, at IBM.

IBM and Maersk intend to work with a network of shippers, freight forwarders, ocean carriers, ports and customs authorities to build the new global trade digitization product, the companies said.

The product is also designed to help reduce or eliminate fraud and errors and minimize the time products spend in the transit and shipping process.

For instance, Maersk found that in 2014, just a simple shipment of refrigerated goods from East Africa to Europe can go through nearly 30 people and organizations, including more than 200 different communications among them.

The new blockchain solution would enable the real-time exchange of original supply chain transactions and documents through a digital infrastructure that connects the participants within the network, according to IBM and Maersk. Source: Reuters

3D-printed fake seals being used to mask cargo thefts

Cargo thieves have used 3D printers to make fake security seals to hide when a shipment has been compromised.

In some cases the cloned seals are so ingenious they even match the identification numbers on the original, according to third-party logistics organisation SpedLogSwiss, which reports an incident in which the scam was used in the theft of a pharmaceutical shipment.

In 3D printing, three-dimensional work pieces are built up in layers on relatively cheap devices. This construction is done by computer control of one or more liquid or solid materials. Typical materials are synthetic resins, plastics, ceramics and metals. This new technology opens up new possibilities in the manufacture of products. The advantages of this technology have now been discovered by organized crime.

A victim of seal counterfeiting has provided the following images to raise the awareness of other freight forwarders and shippers. In the below incident, a shipment of pharmaceutical goods loaded in a container was sealed with an intact shipper seal (Figure 1) and a seal from the shipping transport company was also applied to the container (Figure 2):

 

Security seals

Upon arrival of the container at the end customer dock, the seals were removed and the container opened. It was then found that most of the load had been stolen in transit. The original seals had been removed during transport, the goods were removed, and the container was resealed with new, but fake seals. (Figure 3)

Security seals1

“The advantages of this technology have already been discovered by the organized crime,” says SpedLogSwiss, which notes that some 3D printers can prepare the fake seals in as little as 10 minutes.

The organization has issued a circular describing the incident in order to raise awareness of the issue.

According to freight security specialist Freightwatch International, there were just over 500 thefts in the Europe, Middle East and Africa (EMEA) in the second quarter of 2015.

Belgium, Germany, the Netherlands, France, the UK, Austria, South Africa, Spain and Russia topped the list of countries affected, with electronics, clothing and accessories, food and drink the most stolen product categories. Source: www.securingindustry.com

Dutch Customs awards Rotterdam World Gateway AEO Certification

RWG-terminalRotterdam World Gateway says it is the first deep sea container terminal with minimal customs presence in the European Union. Ronald Lugthart, Managing Director of Rotterdam World Gateway,has received the definitive customs permit and AEO certificate for RWG, handed over by Anneke van den Breemer, Regional Director of customs at the port of Rotterdam.

Lugthart said: “Due to the high degree of automation at RWG, the introduction of a 100% pre-announcement procedure for containers and cargo via Portbase and the implementation of simplified customs procedures, over 95% of the administrative process is now completely digitised.

“This means that the administrative process can operate independently of the logistic process at the terminal, enabling fast and reliable handling.”Anneke van den Breemer commented: “As Dutch customs, our goal is to minimise any disruption to the logistic process caused by the required customs formalities. RWG and customs have recently been collaborating intensively.

“At the RWG terminal, optimal use is now being made of the simplified customs procedures. This is in the best interest of all parties: not just of the terminal and customs, but of freight forwarders and hauliers as well.”

By applying these simplified customs procedures, RWG is able to implement a fully automated gate process for road hauliers. This has great benefits for hauliers because no physical customs handling has to take place at the RWG terminal and thus no stop has to be made.

RWG adds that it is the first terminal in the port of Rotterdam to act as an Authorised Consignee, which means the customs transit will be automatically ended upon arrival at the terminal. This gives parties involved extra assurance that this transit has been cleared properly.

In addition to simplified customs procedures, constructive cooperation between customs and RWG has resulted in the establishment of a new scanning facility that is fully integrated into the terminal’s automated logistic process and operates 24/7.

Furthermore, nuclear radiation detection takes place for all truck and rail handling, and a high percentage of the containers arriving and departing by barge will be inspected as well.  Source: WorldCargoNews

Rapiscan introduces advanced dual-view X-ray system

rapiscan_638dv-320_version2__largeThe new Rapiscan 638DV 320kV is an advanced dual-view X-ray system with a 1837 mm wide by 1800 mm high tunnel opening for screening ULD type, ISO standard, and large cargo pallet type freight.

The new 638DV 320kV features high penetration, dual-view technology and explosives and narcotics detection alert supporting secure inspection and higher throughput for air cargo screening and customs applications.

Detection of Explosives and Narcotics Alert
Target™ and NARCScan™ are designed to assist operators in the detection of a wide range of explosives and narcotics respectively in real time during the scanning process by marking a potential threat on the X-ray image. Rapiscan detection algorithms are based on regulatory material analysis techniques.

Dual View Advanced Technology
As mandated by US and EU regulators, the 638DV 320kV utilizes a dual-view technology which produces two simultaneous images (vertical and horizontal views) of the scanned object. It provides a more complete image, thereby reducing the need for repositioning and rescanning and enabling rapid, accurate and comprehensive threat detection.

Ease of Use Providing Highest Throughput
With over 14 image processing tools and detection alert algorithms, the feature-rich software allows the operator to more easily and accurately search for contraband. Source: Rapiscan

EU fighting Customs Fraud – JRC research leads to new legislation

ConTraffic HomepageA new regulation adopted by the European Parliament and the Council will allow customs to access information to track the origins and routes of cargo containers arriving in the EU to support the fight against customs fraud both at EU and national level. The Joint Research Centre (JRC) has been instrumental in the conception and adoption of this legislation as it provided the scientific evidence on the importance of analysing the electronic records on cargo container traffic.

The EU customs authorities have been long aware that information on the logistics and actual routes of cargo containers arriving in Europe is valuable for the fight against customs fraud. However, they had very limited ways to obtain such information and no means to systematically analyse cargo container traffic both for fraud investigations as well as for risk analysis. On the other hand, the ocean carriers that transport the cargo containers, as well as their partners and clients, have easy on-line access to the so-called Container Status Messages (CSM): electronic records which describe the logistics and the routes followed by cargo containers.

jrc-cargo-container-routes-world-mapIn collaboration with the European Anti-Fraud Office (OLAF), the JRC has worked extensively on how to exploit CSM data for customs anti-fraud purposes. The JRC proposed techniques, developed the necessary technology, and ran long-term experiments involving hundreds of EU customs officers to validate the usefulness of using CSM data. The results of this research led the Commission to bring forward a legislative proposal that would enable Member States and OLAF to systematically use CSM data for these anti-fraud purposes. It also served to convince Member States of the value of the proposed provisions.

The financial gains from the avoidance of duties, taxes, rates and quantitative limits constitute an incentive to commit fraud and allow the capacity to properly investigate in cases, such as mis-declaration of the origin of imported goods. The information extracted from the CSM data can facilitate the investigation of some types of false origin-declarations. With the new legislation an importer will no longer be able to declare – without raising suspicions – country X as dispatch/origin of goods if these were transported in a cargo container that started in country Z (as indicated by the CSM data).

jrc-csm-dataset-world-map (1)The technologies, know-how and experience in handling CSM data, developed by the JRC through its experimental ConTraffic platform, will be used by OLAF to set up the system needed to implement this new legislation applicable as from 1 September 2016. The JRC will continue to analyse large datasets of CSM records (hundreds of millions per year) as these are expected to be made available through the new legislation and will continue to support not only this new regulation but to exploit the further uses of this data notably for security and safety and real-time operations. Its focus will be on data mining, new automated analysis techniques and domain-specific visual analytics methods. Source and Images: EU Commission

Devastation at Port of Tianjin

South African Air Cargo Security Systems receive International thumbs up!

Cargo Screening [www.aircargonews.net]

Cargo Screening [www.aircargonews.net]

Both the European Union (EU) as well as the United States’ Transport Security Administration (TSA) have approved South African air cargo security systems.

Poppy Khoza , The South African Civil Aviation Authority (SACAA) director, says, “The two affirmations place South Africa in a unique position, making the country the only one on the continent with such recognition and agreements in place.”

“This essentially means that, following audits by the European Union and the United States, South Africa is acknowledged as one of the countries where the level of aviation security is regarded as robust and reliable. This will benefit air carriers operating between South Africa and the two regions.”

In the case of the US, the TSA carries out yearly assessments of South Africa’s aviation security regime with the last audit conducted in June 2014.

The results of the audit indicate that South Africa did not attract any findings or observation and in some instances, the standards were found to be higher than in previous years.

“The TSA audit comes after almost a year since the SACAA and the TSA concluded a recognition agreement on air cargo security programmes, thus acknowledging that South African systems are on par with the stringent requirements of the USA.”

“This agreement also enhances air cargo security measures and initiatives between the two countries. Most significantly, the agreement enables quicker facilitation of goods between the two countries, and helps eradicate duplicative or redundant measures while still ensuring the highest levels of security that both the TSA and the SACAA require.”

The EU recognition means that South Africa has been included in the list of third countries where air carriers are exempted from the application of the ACC3 (Air cargo and mail carrier operation into the EU from a third country airport) regime of which the requirements are viewed as stringent to operators from countries outside the EU.

In terms of the ACC3 process, carriers wishing to carry cargo into the EU have to request an ACC3 status, and this process requires rigorous screening of air cargo or the existence of a properly functioning and secure air cargo system.

As from July this year, cargo operators flying to the EU destinations must therefore either hold a valid EU validation report, proving that they have adequate security measures in place, or in the absence of such assurance, cargo operators will have to use the services of EU validators to pronounce their cargo as secured.

“The services of EU validators are not free and come at a cost to air carriers, but it does acknowledge that security measures applied in South Africa and the EU are equivalent.”

“This recognition by the EU is a significant milestone for the country and South African carriers, as this means that they can now benefit from an exemption from the ACC3 regime, provided that the level of risk remains similarly low, commensurate with a robust oversight system being in place.”

Source: SAnews.gov.za

Thermal imaging technology for port security

Thermal imaging cameras produce high-quality video in challenging lighting conditions. [Picture: Pelco-Schneider Electric]

Thermal imaging cameras produce high-quality video in challenging lighting conditions. [Picture: Pelco-Schneider Electric]

Millions of tonnes of cargo and billions of Euros in goods value represent the activity of a small city with miles of perimeter fencing, uneven infrastructure, blind spots and ever-changing weather conditions. Port security is no small task yet increasingly, security operators are asked to assume more responsibilities with static, if not shrinking, budgets. As drivers of a global economy, the demands placed on port security continue to grow and with it, the challenges and complexity increase exponentially.

Unlike traditional retail, commercial, and many industrial applications, ports present unique security issues that must be anticipated and addressed. Typically, high security installations rely on a variety of solutions, including – and often heavily relying upon – video security and surveillance. The combination of legacy analogue and more modern IP-based video cameras, recording and video management systems, Physical Security Information Management (PSIM), analytics and more provide a digital extension of security personnel.

Once restricted to the military due to prohibitive cost, thermal imaging is an increasingly relied upon technology for an ever-growing array of security – as well as process and operations management applications. As price points have dropped, integration of thermal technology into today’s video security and surveillance camera systems has become more prevalent, providing a wealth of information and functionality previously unavailable.

Port security however is anything but typical. From miles of unguarded, unlit perimeters to ever-changing lighting and weather conditions, traditional video security has a difficult time providing the comprehensive intelligence demanded by such a high-security facility. For more details read the full article at Port Technology International, by clicking the hyperlink.