BDP Trendwatch

February 21, 2011 - Shippers, freight forwarders and airlines carrying cargo to the US are grappling with the implications of a Transportation Security Administration (TSA) proposal that brings forward the deadline for screening all cargo heading for the US by a good two years. The TSA, which is charged with cargo security measures, has proposed that a framework to screen all air cargo destined for any US airport from abroad should come into effect as early as January 1, 2012 - much earlier than originally anticipated.

Originally the TSA was aiming to have a mandatory screening regime for inbound air freight shipments in place by the end of 2013, three years after the implementation of the final phase of the requirement covering domestic and export air freight.

Last summer, TSA assistant administrator John Sammon testified before the US Congress that cargo moving into the United States would be screened at 100 percent no later than 2013. At the time the TSA maintained that an earlier implementation date was not feasible because - unlike the export regime - this set-up requires the co-operation of countries from where cargo is flown to the US. Aligning their air freight security regulations with those of the US could not be accomplished in a shorter time frame.

These reservations do not appear to apply any longer in Washington. In a letter to airlines and forwarders that outlines the proposed new security requirements, the TSA cited recent global events - presumably attempts last October to blow up freighters with explosives concealed in printer cartridges that were sent from Yemen through FedEx and UPS to the US - as the reason for the need to accelerate air freight security measures.

The authority has given no indication of why it thinks that a target previously considered not feasible can now be achieved. It merely declared that some airlines were already screening more cargo than the administration had expected, which suggests that the TSA may be content to see US imports by air move on a handful of carriers while others scramble to establish similar mechanisms. Nor has the TSA explained how the more aggressive target can be reached. The move has come under fire from the Association of Asia Pacific Airlines. The AAPA pointed out that vastly disparate air cargo security regulations are in place in different countries and stressed the need for a harmonised regime with standard global security rules.

One forwarder argued that that the proposed deadline was not feasible and warned that it would lead to earlier cut-offs, higher security costs and disadvantage small and mid-sized cargo agents that cannot afford the necessary investment in screening technology. Only large forwarders and integrators stood to benefit. Similar comments surrounded the implementation of the full screening mandate for US exports and domestic shipments moving by air last summer, accompanied by predictions of bottlenecks and significant delays. In the event, the new regime commenced without serious disruptions, but a host of airlines raised security fees for unscreened cargo and extended cut-off times ahead of the implementation deadline. For the most part, small forwarders without the muscle to install their own screening equipment have delivered freight to the airlines unscreened, while some used third-party screening facilities.

Bill Gottlieb, past president of FIATA, said that the Global Air Cargo Advisory Group (a joint effort of IATA, FIATA, the Global Shippers' Forum and The International Air Cargo Association formed at last year's TIACA conference) would be presenting a joint response to the TSA's proposal. In a declaration published last December, GACAG stressed the need for harmonisation of cargo security regulations and urged for a multi-layered, risk-based approach.
Industry groups have not been given much time by the US authorities to raise their concerns and objections to their proposals. The TSA set the deadline for comments for February 24.

CargoNews Asia

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