Towards Trusted Trade-lanes (CORE1207)

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Summary: The paper explores the concept of trusted trade-lane. In trusted trade-lanes operators implement an internal control system that makes possible to detect, handle and report dubious events in a way that meet requirements of customs agencies. Writers identify three essential characteristics of trusted trade-lanes: single partners are considered reliable and trustworthy, collaboration is based on long-term partnerships powered by viable business opportunities and managed by a clear decision-making mechanism, and control systems ensures integrity of traded goods and transferred data. In addition, the paper presents three alternative scenarios how the trusted partnerships can be designed in cross-border trade. The paper can be viewed here: https://pure.uvt.nl.

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Full review: The paper present recent developments in designing forms of partnerships that make possible to manage, predict and reconstruct supply chain operations and events. Customs agencies can use the control system to complete law enforcement and administrative tasks in a way they can reduce or even refrain from physical inspections and checks. The trading partners that have adopted the common control system and expanded it to the needs of regulatory bodies form trusted trade-lanes. Writers identify three essential characteristics of a trusted trade-lane. First, all partners operate transparently, reliable and trustworthy in their business relationships.  Second, partners are committed in long-term collaboration that gives all partners opportunities to succeed. The government structure has clear decision making mechanisms and selected legal representative. Third, partners must implement and manage a control system that ensures integrity of transported goods and transformed data within the partners and to the authorities.

The writers design three alternatives how partnerships can evolve into trusted trade-lanes. First, a focal company can act as a supply chain orchestrator and provider technical infrastructure for use of trading partners and logistics operators. The focal company lodges customs declarations and risk information to customs administrations on behalf of the trusted trade-lane partners. In the second alternative, a service provider manages a peer-to-peer information platform that supply chain operators use to communicate between each other and with customs agencies. Data on the platform is reused for both commercial and regulatory purposes (piggy packing). Partners can join and leave the platform as they see appropriate. The platform uses open standards and database management systems. Third, a service provider offers additional ‘assurance’ services for legally independent companies of a specific industrial area. The service provider acts as a trusted trader and defines common rules and requirements for the membership.

The paper demonstrates preliminary results in the CORE project. The project partners adapt trusted trade-lane concept in their own concrete business and logistics processes as well as in their information systems. The models and scenarios are further amended and developed during the project.

Reference: Hulstijn, J., Hofman, W., Zomer, G., & Tan, Y-H. (2016). Towards trusted trade-lanes. In H. J. Scholl, O. Glassey, M. Janssen, & E. (Eds.), Proceedings of the 15th IFIP E-Government conference (EGOV 2016): Electronic Government. (pp. 299-311). (Lecture Notes in Computer Science; Vol. 9820). Guimaraes, Portugal: Springer International Publishing.

 

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Three new Senior Experts

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We have the pleasure to announce that the following three top experts in illicit trade and maritime security have recently joined the CBRA’s Consulting Team, as Senior Consultants: Ms. Vittoria Luda di Cortemiglia, Mr. Michael Ellis and Mr. Lars W Lorenzen. We work closely with them in monitoring new calls and preparing project proposals – and, once new projects are funded, they play a key role in executing the actual research, consulting and training work. In the meanwhile, each one of them carries out other “non-CBRA professional activities”. In today’s CBRA Blog we introduce all the three of them, by sharing their short bios below. Please do not hesitate to contact us in case you see interesting joint project opportunities in the future! Have a great weekend everyone, Juha.

Ms. Vittoria Luda di Cortemiglia, Senior Consultant, Illicit Trade and Human Trafficking, Italy

Ms. Luda di Cortemiglia is a senior researcher and consultant with extensive experience on various criminal justice and supply chain security issues at international level. Experience specifically includes applied research and analysis as well as project management and training for professionals, in the field of illicit trafficking and supply chain security, including trafficking in persons, trafficking in counterfeit products, illicit trade in precious metals, illegal waste trade and eco-crimes, cybercrime and misuse of technologies. After graduating in Law at the University of Turin, Italy, 1999, Ms. Luda di Cortemiglia obtained a Master degree in International Relationships and Diplomacy at St. John’s University, New York, USA, in 2001, joining the United Nations in October 2001. Until September 2016 she has coordinated the programs and activities of the Emerging Crimes Unit at the United Nations Interregional Crime and Justice Research Institute (UNICRI). She has acted as UNICRI Focal Point for the United Nations Crime Prevention and Criminal Justice Programme Network (PNI), and from 2009 until 2016 she represented UNICRI within the United Nations Inter-Agency Coordination Group against Human Trafficking (UN-ICAT).

Mr. Michael Ellis, Senior Consultant, Illicit Trade in Global Supply Chains, United Kingdom

Mr. Ellis has nearly 40 years of experience in law enforcement, coming from an operational policing background. He served with the London Metropolitan Police fighting against serious international and organised crime for 20 years, He was then engaged in the corporate security function in multinational firms, dealing with anti-counterfeit and illicit trade issues on a global basis for a further 16 years. Michael was with Universal Music, with IFPI, the music industry’s trade association, and with Beiersdorf. Most recently he was the Assistant Director of Police Services at INTERPOL and the Head of the INTERPOL Program on Traffic in Illicit Goods and Counterfeit. Michael was responsible for managing and coordinating INTERPOL’s global strategy to fight against this criminal activity, and he lead the police organisations international efforts in this area. Michael has a Master’s degree in Social Science, where he specifically researched the extensive links between organised crime and illicit trade and counterfeiting. Michael joined CBRAs consulting team on 1 October, 2016, as a Senior Consultant. He will be involved in various projects related to illicit trade and counterfeit goods in global supply chains.

Mr. Lars W Lorenzen, Senior Consultant, Maritime and Port Security, Denmark

Mr. Lorenzen has had a career with the Maersk Group spanning 37 years within a number of business units, notably within container transportation in the broadest sense. His particular knowledge and expertise covers the operational, equipment management, security, safety, standardization and regulatory sphere. He has been leading the Maersk Group work in obtaining and maintaining US C-TPAT and EU AEO-F supply chain security certifications and validations since the inception of both initiatives, while engaging with customers in shaping their profiles. As part of his security tasks, Lars has built and maintained a security response programme for the Maersk Line organisation, being also the focal point and first responder to security breaches. For a period, he was a member of the WCO PSCG (World Customs Organization Private Sector Consultative Group). During the past 20+ years he has been an appointed national expert in standardization work, mainly within ISO TC104 and TC204, including leadership of working groups – while heading the Danish delegation. Lars has served as a civil expert to NATO and other military initiatives by appointment of the Danish Government for the past 12 years, providing commercial views and factual information relating to logistics, and in the course of this participated in developing and conducting table top and other exercises.

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Interview with Mr. Boley, SC Johnson, Switzerland

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17.11.2016: Today’s CBRA Interview with Mr. Bill Boley focuses on supply chain security management at SC Johnson

Hi Bill, and thanks for joining CBRA Interview, here at the TAPA EMEA Conference in Noordwijk, the Netherlands.

Good afternoon Juha, first I want to thank you and the CBRA team for all the great work you have done for the Supply Chain Security Community over the years. It seems that every time I attend an event CBRA is there…

We first met in 2008, and worked together on the World Bank Supply chain security guidebook, good ol’ times…. In your current job, which supply chain security standards and guidebooks your company follows?

Here at SC Johnson we actually first strive to meet the guidelines laid out in the WCO SAFE Framework of Standards. This is important for us as a global player, global citizen and manufacturer with many supply chains, to do our part in assisting Customs and Law Enforcement Agencies making the Global Supply Chain more safe and secure. At the same time, safe and secure supply chains support the overall optimisation and predictability, helping us to meet the customer and consumer demands. This is why we pursue the various AEO schemes already in place around the world, be it C-TPAT, EU AEO, or Kenyan AEO – in other words, we strive to certify so Customs can focus on the unknowns…  At the warehouse level we have adapted the TAPA FSR standard as the “SCJ standard”. As a global company with many different nationalities, languages and moving parts both upstream and downstream a universal standard written for the practitioners is a key for us. It is also a requirement for our service providers and the transporters moving our product. Soon we will start to give preferential consideration to those service providers who have the TAPA TSR certification, as part of the contract award process.

What about information on actual threats and risks with your global supply chain – which sources you use for that? 

As you are well aware, we are facing many threats around the world: stowaways, weapons and drug smuggling, hijackings, cyber threats particularly with the Internet of Things, and counterfeiting, just to name a few…  At SC Johnson we are fortunate to have a buy-in from our C-Suite on the importance of Supply Chain Security programmes and tools we have been implementing. We have established a Global Security Operations Centre at our World Headquarters and, our Product Supply, Logistics, and Procurement Leaders around the world are very proactive on the topic of supply chain security.  SCJ has actually built an own network of information providers such as BSI, IJet, OSAC, and of course Law Enforcement Agencies, as well as select Customs regimes. The TAPA IIS system, FreightWatch International, and yes, even CBRA, also feed into our information portal. Getting involved at every level to develop a community of interest on supply chain security is a key. As they say, it takes a network to defeat a network.

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Can you share any stories on how these supply chain security standards and risk information have helped you to do your job as a SC Johnson supply chain security manager better?

Yes absolutely, most recently we fell victim to two separate events. One was facility related while the other was on transport. We conducted an analysis on how our mitigation measures failed, and it became evident that we lacked timely, accurate and relevant information to change our measure to adapt to the latest Modus Operandi of the criminal networks. Delivery times to our facilities, pick-ups, chain of custody, liaison with local Law Enforcement and audits of our service providers have been instrumental. In fact, just last week local Law Enforcement in Nigeria was able to interdict and recover a high value shipment, thanks to our close communication and cooperation with the Government of Nigeria.

Yesterday I briefed you about our on-going TAPA study titled “Total Cost of Cargo Theft (TCCT)”… Would your company be interested to join the study?

SC Johnson would be very receptive to taking part of this study. First, as we have suffered Supply chain losses there is a misunderstanding on what is covered by insurance or not. And, second, if we can then place a more precise value or declaration on what those stolen finished goods will cost outside of the retail value, that would be great. Loss of customers or at least their confidence in a non-delivery, recovering our full costs of production, investigative costs, etc. are just some of the cascading effects and costs we encounter.

Great news, thanks a lot Bill, for both the interview and for agreeing to join the TCCT-study! Juha.

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Conflict resolution in supply chain security, 2009 (CORE1202)

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Summary: The paper presents a mathematical tool for conflict resolution based on conflict modeling theories. Decision and policy making on supply chain security is sensitive to technical, political, environmental, ethical and economical aspects. What aspects are emphasized depends on whom we ask. Consequently, broadly endorsed decisions and policies require balancing between these dimensions.  The presented conflict resolution approach identifies involved decision makers, their individual and collective goals and gives options how to agree on security interventions. A case study on trade facilitation and security enforcement illuminates the approach. The article can be purchased at: http://www.inderscienceonline.com.

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Full review: Conflicts are preprogrammed in supply chain security management, because different operators such as customs, port authorities, manufacturing companies, logistics providers and financial institutes collaborate with conflicting goals. For  example, a purchasing manager can be interested in ordering products manufactured in high-risk country due to lower cost while security manager might assess risks related to the seller exceeding the potential benefits. Port operation manager aims at loading and unloading cargo swiftly and safely to and from vessels under time pressure, while port security dislikes the idea of expediting shipments at the cost of inspections. Supply chain security is a multidisciplinary issue that can be addressed efficiently only through agreeing about decision-making and policy-making mechanisms.

The paper focuses on resolution of strategic conflicts that result from the interaction of different stakeholders that collaborate with different emphases in global supply chains. The approach enables conflicting parties to focus on critical aspects of the conflict resolution process. It identifies the roles of involved decision makers, individual preferences and collective goals, underlying causes of conflict and options to achieve conflict resolution. In other words, it provides bases for cooperation and collaboration between involved parties. In addition, the paper introduces a mathematical tool for conflict resolution based on conflict modeling theories.

Decision supporting tools and port security management systems are developed in the CORE project, but they do not take into consideration possible conflicting goals in the decision-making. The CORE technologies and tools assist to mitigate identified negative threats and their consequences. However, negative effects have a threshold that must be exceeded to make different actors convinced about necessity of mitigation actions and controls. For example, estimated 0.2% annual profit loss due to possible security breach may give or not a reason to risk-profile suppliers or invest in container tracking systems. Especially when the questions are more strategic than operational the related decisions are prone to have conflicting interests. The CORE project does not try to address this problematic.

Reference: Lara Gracia, M. A., & Nof, S. Y. (2009). Conflict resolution in supply chain security. International Journal of Value Chain Management, 3(2), 168–186.

 

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The effect of supply chain security management on security performance in container shipping operations, 2012 (CORE1201)

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Summary: The study creates a supply chain security framework that can be adapted on assessing how security management measures affect on safety and customs clearance performance in container shipping firms. Security management interventions are clustered in four categories: facility and cargo management, accident prevention and processing, information management, and partner relationship management. Findings indicated that container shipping firms that mainly focus on facility and cargo management and less on partner relationship management are generally more dissatisfied with their company’s customs clearance performance than companies that prioritize partnerships with governmental and commercial companies. The governmental agencies and commercial actors can employ supply chain security management framework, its attributes and dimensions in order to assess the supply chain security performance of container shipping firms.  The reviewed document is available at: http://dx.doi.org.

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Full review:  Several authors have clustered supply chain security measures into different categories, but only few authors have provided statistical models to test how well these categories can be used to assess benefits of security measures. The study establishes four security categories/dimensions: facility and cargo management, accident prevention and processing, information management, and partner relationship management. The results imply that partner relationship management is positively related to customs clearance performance. Further, information management and partner relationship management are positively related to safety performance. However, facility and cargo management and accident prevention and processing were not found to have substantial positive impacts on security performance what is controversial to many safety studies. Improved access control, material handling, information processing and reporting of anomalies are clearly factors that are positively related to safety performance based on several work place safety studies. The difference is probably due to questions that defined safety performance: the study addressed accidents and property damages while safety studies measure often near misses and their reporting.

The FP7 CORE project utilizes key performance Indicators (KPIs) to assess and monitor organization’s performance at the operational level. Two CORE KPI’s measure address safety and customs clearance performance, consequently the supply chain security framework can well be adapted on the CORE context. Improved access control, cargo handling, shipping information processing and reporting of anomalies can be measured by using the construct for ‘facility and cargo management’. CORE Training and education can be embedded into the factor ‘accident prevention and processing’ that captures documenting and disseminating of security information. ‘Partner relationship management’ can be tested as a mediating factor that controls how strongly implemented CORE interventions influence on organizational performance indicators in specific demonstrations. Customs agencies can consider using four dimensions of supply chain security as criteria for assessing security performance in container shipping firms. Finally the dimensions and attributes of the framework provide a tool to analyse qualitative data in the project where getting reliable quantitative data is challenging.

Reference: Ching‐Chiao Yang, Hsiao‐Hsuan Wei, “The effect of supply chain security management on security performance in container shipping operations”, Supply Chain Management: An International Journal, Vol. 18 Iss: 1, pp.74 – 85

 

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CASSANDRA compendium. Private sector perspectives on risk management (Ch. 5) and crime prevention and security management in supply chains (Ch. 6)

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Summary: Chapters 5 & 6 of the CASSANDRA compendium provide a general overview on supply chain security risk management from the private sector perspective. Explaining the essentials of supply chain risk management, Chapter 5 introduces commonly used risk management models and tools (e.g., risk matrices and risk registers), discusses various classifications of supply chain risks, and elaborates current trends of risks and risk management in the supply chain context. Chapter 6 focuses on specific challenges of supply chain security risks – the risks that arise from intentional, man-made criminal activities such as terrorism, theft, trafficking, and sabotage. The chapter explains a few early classifications of supply chain security risks (e.g., motive-based typology and taxonomies based on private sector perspectives). Following the classifications of security risks, the chapter puts forth a few models for managing security risks in the supply chain context (e.g., the 8-layer model for supply chain security management). The chapter concludes with a detailed case study on security management of an international security company and a comparison of supply chain security management and the total quality management (TQM) management philosophy. The CASSANDRA compendium is available for download: www.cassandra-project.eu. Review by Toni Männistö (CBRA)

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Full review: Previous observatory entries have already shown the relevance of the CASSANDRA compendium to the community of supply chain management professionals. The compendium’s chapters 5 & 6 give a brief summary of risk management and security risk management in the context of international supply chains. The contents of the chapters are relevant and useful for people involved in FP7 CORE project, especially for those involved in work packages 3 (Multi-method Threat and Vulnerability Analysis Suite) and 4 (SC Situational Awareness Tools & Maps).

Chapter 5 elaborates a set of common supply chain risk management tools. The model of Waters (2007) summarises rather obvious three steps of the risk management process: identifying risks, analysing risks and responding to risks. The model proposes, for example, that managers can identify supply chain risks through analysis of past events, collection of opinions, and through operational analysis. The model also calls for managerial attention to prerequisites of successful risk management – mutual trust, cooperation and information exchange among relevant stakeholders involved in supply chain management – and highlights importance of continuous monitoring and controlling the risk management process. The chapter concludes with the four classic approaches to risk management: risk avoidance, risk reduction, risk transfer (e.g., insurance and contractual agreements), and acceptance. The classifications of supply chain risks include typologies focusing on risk sources (natural hazards operational failure and terrorism), risk consequences (e.g., risk to operations, risk to reputation and risk to profits), and objects of vulnerability (e.g., information, materials, personnel and financial flows).

The chapter on crime prevention and security management (Ch. 6) in supply chains provides a concise summary on supply chain security management from the private sector perspective. The chapter starts by describing some early classifications of supply chain security risks. A motive-based taxonomy classifies such risks into the three categories: economic crime (profit as motive), other crime types (ideological, emotional and other reasons as motive) and facilitating crime that covers activities that do not bring direct crime benefits but help committing other rewarding crime crimes later on. (e.g., document fraud, bribery and use of intimidation). The chapter’s next section elaborates ways to mitigate security risks in the global supply chains, highlighting the key ideas of the so-called 8-layer model for supply chain security management (the model incorporates multiple aspects of risk assessment, hands-on design and planning, implementation of a variety of technologies, procedures, and incentives as well as preparation for dealing with the consequences of supply chain crime). The chapter provides also a case study with an international tobacco company that runs high security risk supply chain operations. The section also contrasts, rather interestingly, principles of security management against the fundaments of the total quality management (TQM) management philosophy. The chapter continues with a brief review of regulations (e.g., EU customs security and aviation security regulations) and standards on supply chain security management (World Customs Organization’s SAFE framework of standards, and industry standards of the Transported Asset Protection Association).

Reference

Hintsa, J. and Uronen, K. (Eds.) (2012), “Common assessment and analysis of risk in global supply chains “, Compendium of FP7-project CASSANDRA, Chapters 5 & 6

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First results from the WCO Cancun AEO benefit survey

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In today’s CBRA Blog we provide a sneak preview of the outcomes of the AEO Benefit survey carried out by CBRA research team at the 3rd Global WCO AEO Conference, in Cancun, Mexico, 11-13 May 2016.

We keep today’s Blog very simple. First, we would like to introduce a new test-categorization of Customs granted AEO benefits, with the following five groups:

  1. More streamlined / simplified Customs (and related) procedures
  2. Less frequent interventions by the Customs administration
  3. Increased priority over non-AEO companies (“getting to the front of the queue”)
  4. Increased (positive) attention by the Customs administration
  5. Increased number of other privileges granted by the customs administration

And second, we list the AEO benefits from our survey (only question 2 in the survey form, which focuses explicitly on Customs granted benefits to the supply chain companies, and not benefits for Customs themselves, or any kind of “side benefits” for the companies) under each of the five categories. The order of the benefits per category is based on the survey outcomes, i.e. the first bullet point benefit was the most common one in the survey, followed by the second bullet and so forth. Please note that there are no ranking indications between the five groups, neither when it comes to the groups per se, nor to the individual benefits – these will be included in our academic publications, bit later this year…

Group 1. More streamlined / simplified Customs (and related) procedures

  • Enjoying increased paperless processing of import/export shipments
  • Enjoying an access to / pre-qualification with various simplified customs procedures
  • Enjoying having a reduced number of data elements in the (final) declaration
  • Enjoying having entry/exit summary declarations with reduced data sets
  • Enjoying easier access to other governmental certification in the supply chain (e.g. in aviation security)

Group 2. Less frequent interventions by the Customs administration

  • Enjoying minimum number of cargo security inspections
  • Enjoying the option of audit-based / account-based controls (versus only transaction-based controls)
  • Enjoying access to self-audit or reduced audit programs

Group 3. Increased priority over non-AEO companies (“getting to the front of the queue”)

  • Enjoying priority use of non-intrusive inspection techniques when examination is required
  • Enjoying a priority status in Customs processing during a period of elevated threat conditions
  • Enjoying priority response to requests for ruling from Customs
  • Enjoying expedited processes to resolve post-entry or post-clearance inquiries
  • Enjoying priority treatment of consignments if selected for control
  • Enjoying preferential treatment at border crossings in post-disaster/post-attack situations
  • Enjoying a priority status in exporting to affected countries after a security incident

Group 4. Increased (positive) attention by the Customs administration

  • Privilege to deal with designated Customs contact points / assistance by Customs supply chain security experts
  • Privilege to receive training provided by Customs experts
  • Privilege to be notified of the intention to release goods prior to their arrival (“pre-clearance”)
  • Enjoying special treatment in some non-criminal legal cases
  • Privilege to exploit “extended Customs office opening hours”, during high peak / congestion times

Group 5. Increased number of other privileges granted by the Customs administration

  • Enjoying from tax privileges, such as speedier tax refunds and compensation
  • Enjoying the option to manage clearance formalities, inspections etc. at the business site
  • Enjoying from financial guarantee waivers, reductions or rebates
  • Privilege to self-manage the bonded warehouses
  • Enjoying tangible benefits due to mutual recognition agreements / arrangements (MRAs) with 3rd countries
  • Privilege to choose the place of controls (if selected for control)
  • Enjoying reductions on some Customs fees or charges
  • Privilege to conduct self-assessments when Customs automated systems are not functioning

And that’s about it! Please be reminded again that this CBRA Blog is just a first scratch on the surface to start publishing results from the WCO Cancun 2016 AEO conference… And by the way, we are also working to publish the results from the WCO Madrid 2014 AEO conference, as we have been waiting to publish the full results of the both conferences in a parallel manner / in a same paper. In the meanwhile, please email us any feedback, ideas and/or criticism regarding this Blog!

In Lausanne, 8 June 2016, CBRA Blog Dr. Juha Hintsa

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PS. Our earlier Blog with all the WCO Cancun 2016 AEO survey questions can be read at: https://www.cross-border.org/2016/05/08/aeo-benefits-or-no-benefits-thats-the/

PPS. Related literature by the Cross-border Research Association team and key partners:

Most of these papers are available for download at ResearchGate, https://www.researchgate.net/profile/Juha_Hintsa/publications . And all of them can be naturally requested by email ( cbra@cross-border.org )

Hintsa, J., Mohanty, S., Rudzitis, N., Fossen, C. and Heijmann, F. (2014), “The role and value of customs administrations in minimization of socio-economic negative impacts related to illicit import flows in freight logistics systems- three preliminary cases in Europe – FP7-CORE”, Proceedings of the 9th WCO PICARD Conference, September 17-19, 2014, Puebla.

Hintsa, J. (2013), AEO – MRA Study for RTC- Thailand Europe Cooperation TEC-II, PDSC: Implementation of international standards on Supply Chain Security leading to a secure Trade Environment and to increased Trade Facilitation (Activity Code : TRA 4), Final Report, Bangkok.

Urciuoli, L. and Ekwall, D. (2012), “Possible impacts of supply chain security certifications on efficiency – a survey study about the possible impacts of AEO security certifications on supply chain efficiency”, Proceedings of Nofoma Conference, June 6-8, 2012, Naantali.

Hintsa, J., Männistö, T., Hameri, A.P., Thibedeau, C., Sahlstedt, J., Tsikolenko, V., Finger, M. and Granqvist, M. (2011), Customs Risk Management (CRiM): A Survey of 24 WCO Member Administrations, Study for World Customs Organization (WCO), February 28, 2011, Lausanne

Hintsa, J., Hameri, A.P., Männistö, T., Lazarescu, M., Ahokas, J. and Holmström, J. (2010), ”Conceptual model for measuring benefits of security in global supply chains”, Proceedings of the the 3rd International Conference on Transportation and Logistics (T-LOG), September 6-8, 2010, Fukuoka City.

Hintsa, J., Ahokas, J., Männistö, T. and Sahlstedt, J. (2010), “CEN supply chain security (SCS) feasibility study”, CEN/TC 379 Supply Chain Security, Final report, January 15, 2010

Gutiérrez, X., Hintsa, J., Wieser, P. and Hameri, A.P. (2007), “Voluntary supply chain security program impacts: an empirical study with BASC member companies”, World Customs Journal, Vol. 1 No. 2, pp.31-48.

Gutierrez, X. and Hintsa, J. (2006), “Voluntary supply chain security programs: a systematic comparison”, Proceedings of the International Conference on Information Systems, Logistics and Supply Chain (ILS), May 15-17, 2006, Lyon.

EU logistics security – an interesting decade

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I had a great pleasure to work intensively on the European surface transport security standardization efforts, some years ago – this CBRA Blog aims to summarize the main work done, and the key objectives achieved.

 

Couple of years after the US 9/11, 2001 terrorist attacks, the European Commission Directorate General of Transport and Energy, EC DG TREN, started to prepare a proposal for a regulation of the European Parliament and of the Council on enhancing cargo surface transport security. In the meanwhile, 9/11 was already triggering an avalanche of new customs, aviation and maritime supply chain security regulations, programs and standards, in the US, Europe and across the globe. But when it came specifically to surface transport security for road and rail cargo (and inland waterways, to that matter) in Europe, nothing was cooking before the DG TREN initiative “Secure Operator”, first announced in 2004. By 2006, the main goal of the EC proposal for a regulation on enhancing supply chain security (SCS) in the EU was shaped as to achieve greater protection of the European freight transport system against possible terrorist attacks. The specific objectives of the draft regulation were defined as: (i) to increase the level of security along the supply chain without impeding the free flow of trade; (ii) to establish a common framework for a systematic European approach without jeopardizing the common transport market and existing security measures; and (iii) to avoid unnecessary administrative procedures and burdens at European and national levels. In addition, the draft regulation related to the need to prevent a patchwork of various supply chain security standards and solutions across EU.

blog2105162However, it quickly became clear that there was no common sense of urgency in supply chain security regulations across EU Member States, particularly in the context of threat of terrorism to surface (cargo) transport. One was lacking a commitment towards an integrated approach, which would urge everybody to look at the holistic supply chain picture. The countries and especially stakeholder (or, lobby) organizations clearly focused on their specific interests on a part of the supply chain, thus appearing uncomfortable when trying to identify the “big picture”. Ultimately, the draft regulation was blocked in the European legislative process and finally officially withdrawn by the Commission, in 2010.

 

 

In the meanwhile, already in 2005, an expert group in supply chain security was formed under the umbrella of European Committee for Standardization (CEN) – and that’s when Cross-border Research Association started to play a role in the “EU land transport security regulations and standards play”, first as the rapporteur for the expert group, and later as the research party for the technical committee in supply chain security. The expert group was formed technically under the CEN working group “Protection and Security of the Citizen” (CEN/BT/WG161), and the (pre)standardization work was partly based on the Logistics Action Plan of the EC that indicated the need for standardization in the transport security domain for the whole logistic chain.

blog2105163Following the conclusions and recommendations by the expert group, the CEN Technical Committee in Supply Chain Security (CEN/TC 379) was established in 2008, producing ultimately three tangible outputs: Supply Chain Security Feasibility Study (in 2010); CEN Technical Report “Supply Chain Security — Good Practice Guide for Small and Medium Sized Operators” (in 2012, CEN/TR 16412:2012); and, a European Standard: Logistics – Specifications for reporting crime incidents (in 2013, EN 16352:2013-06). The first of the outcomes is available for free (ask by email:  cbra@cross-border.org ), and the latter two you can purchase e.g. from your national standardization institute web shop. All in all, great project experience behind us, couple of good publications, and many new contacts and even few friends for lifetime – thus, no regrets, and if asked, would become rapporteur and lead researcher on these important topics, again and again!

 

 

 

 

And finally, when it comes to the future of SCS regulation and standardization work in Europe – in particular in the land transport security sector (e.g. the LANDSEC expert group, Commission Decision 2012/286/EU): do not be shy in exploiting the tangible outcomes of a decade of our joint work, in particular the Euronorm EN 16352:2013-06, “Logistics: specifications for reporting crime incidents” – no reason to reinvent the wheel!

 

CBRA Blog by Dr. Juha Hintsa on 21.5.2016

 

Summarizing the main milestones of the surface transport security 2004-2014 regulatory and standardization process tracks:

A) Regulatory process -track was largely driven by the European Commission Directorate General for Transport and Energy (EC DG TREN), comprising of the following five sequential steps:
A1. Preparation of the Secure Operator legislation at EC DG TREN (2004-2006)
A2. Publication of the legislative proposal (EC, 2006a)
A3. Publication of an impact assessment study (EC, 2006b)
A4. Announcements and debates at European Parliament and Council (2006-2009)
A5. Withdrawal of the proposal by the Commission, (18.9.2010)

B) Standardization process -track – for which the European Committee for Standardization (CEN) was responsible – consisting of the following seven, chronologically ordered steps:
B1. Establishment of an Expert group in supply chain security, under CEN/BT/WG161, “Protection and Security of the Citizen” (2005)
B2. Publication of the final report of the Expert group, approved by CEN/BT/WG161 (14.11.2006)
B3. Establishment of the CEN Technical Committee in Supply Chain Security, CEN/TC 379 (2008)
B4. Publication of Supply Chain Security Feasibility Study (15.1.2010)
B5. Publication of the CEN Technical Report, CEN/TR 16412:2012 “Supply Chain Security — Good Practice Guide for Small and Medium Sized Operators” (2012)
B6. Publication of a European Standard: Logistics – Specifications for reporting crime incidents, EN 16352:2013-06 (2013)
B7. Closure of the CEN Technical Committee in Supply Chain Security, CEN/TC 379 (2014).

 

blog2105164

Main references / bibliography:

  • CEN (2013), “Logistics: specifications for reporting crime incidents”, EN 16352:2013-06
  • CEN (2012), “Supply chain security (SCS): Good practice guide for small and medium sized operators”, CEN/TR 16412:2012
  • CEN (2006), “Expert group: Supply chain security”, approved by CEN/BT/WG161, 14.1.2006
  • EC (2012), “Commission Staff Working Document on Transport Security”, SWD(2012), 143 final.
  • EC (2006a), COM(2006)79 final, 2006/0025(COD), COMMUNICATION FROM THE COMMISSION TO THE COUNCIL, THE EUROPEAN PARLIAMENT, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS on enhancing supply chain security Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on enhancing supply chain security, (SEC(2006)251)
  • EC (2006b), SEC(2006)251 COMMISSION STAFF WORKING DOCUMENT. Annex to the COMMUNICATION FROM THE COMMISSION TO THE COUNCIL, THE EUROPEAN PARLIAMENT, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS on enhancing supply chain security and Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on enhancing supply chain security – IMPACT ASSESSMENT – {COM(2006)79 final}
  • Hintsa, J., Ahokas, J., Männistö, T. and Sahlstedt, J. (2010), “CEN supply chain security (SCS) feasibility study”, CEN/TC 379 Supply Chain Security, Final report, 15.12010

 

 

Interview with Mr. Warwick on global security profession

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20.5.2016: CBRA had the pleasure to interview Mr. Roger Warwick, who has over 40 years of hands on experience in the European and global security industry.

Hi Roger, and thanks for joining a CBRA interview. Can you first tell a bit about yourself, and your professional background?

I have been active in corporate security for over forty years with a background in both fraud investigations and security consulting.  I studied economic crime investigative techniques at Jesus College, Cambridge annual workshops from 1990 to 1995 and certified CPP – protecting people, property and information – in 1999. I am British but for most of my career I have been based in Italy providing services to international corporations with business interests in Italy and Italian organisations operating in other countries.   I am a frequent speaker at international security conferences on security and investigations topics.

We first met around 2005 in a CEN, European Committee for Standardization, supply chain security expert group – under CEN/BT/WG161, Protection and Security of the Citizen. I think you joined as the representative of UNI, the Italian Organization for Standardization – do you recall the good old days?

I certainly do. We were discussing a European response to the US C-TPAT and similar supply chain security programs in an attempt to find a unifying, user friendly system, for the secure international flow of goods – beyond the Customs driven EU AEO program.  Following that I did more work regarding standards and qualified with RabQsa, now trading as Exemplar Global, as a Lead Auditor for security management systems, including ISO28000 and then as a certified Skill Examiner. By the way I audited, for ISO 28000, the DP World port in Peru. In 2013, on behalf of the Italian Government I developed a Critical Infrastructure Organisational Resilience standard that was later published by UNI.

You are also active in international security organizations and associations, including ASIS International. Can you tell bit more about them?

ASIS is a worldwide association of security professionals, first launched in the US in 1955. It has today over 38,000 members around the globe of which 3,000 in Europe.  I put in a lot of work with the ASIS to get the association on the quality management standards track. I am a member of the Standards and Guidelines Commission which has already developed a number of security and organisational resilience standards, which are ISO compliant, including PSC1, Management System for Quality of Private Security Company Operations, which has been adopted by ICoCA, the International Code of Conduct Association for private security operations. We will soon begin to work on a Security Awareness -standard. My role in ASIS in Europe, is to the Chair of the EC Liaison Sub Committee, our aim being the promotion and consolidation of the voice of the security profession and security professionals within the EU.

Your main day job is with Pyramid International and with the TEMI Group, is that correct? Can you tell more about these companies, and the services you offer to your clients?

I am the CEO of Pyramid International ( www.pyramid.it ) which has been based in Italy for over 30 years. It is a corporate security and investigations organisation, which caters mainly for multinational corporations. We have grown to become the security point of reference for corporations trading in southern Europe. In 2008 I formed, together with long term colleagues and friends, each operating in their own jurisdiction around the world, Temi Group ( www.temigroup.com ), which has grown to be what we call the World’s furthest reaching security partnership.  Recently we set up TGI, the Temi Group International Verein in Geneva, of which I am proud to be the Chairman.  Our individual companies are each members of TGI and each is specialised in various security sectors and geographical areas.  Pyramid International, together with Temi Group partners, is the coordinator of our Travel Risk Management services which are now active across the world, in particular Africa and Asia.  We provide both management assistance and protective services.  Our motto is “Safety for staff abroad means peace of mind for management at home.” We are founder members of ICoCA and have rapidly become a market leader for European companies; our customers are amongst Europe’s largest engineering corporations.  They are well aware of the importance of duty of care and operating with organisations, such as ours, that not only are experienced and competent but are also certified and appropriately insured.

Well, good catching up with you Roger, and thanks a lot for the interview. Maybe we could start looking for opportunities regarding joint projects in the future, what do you think?

Thank you Juha very much for the opportunity.  That would be great.  Although we have moved on from protecting goods in the supply chain to the protection of people travelling and working abroad there are many affinities and I am sure that there are many projects we could work on together, in our usual productive manner!

 

Web resources:

CPP: https://www.asisonline.org

Exemplar Global: www.exemplarglobal.org

UNI Critical Infrastructure Organisational Resilience standard: http://catalogo.uni.com

ICoCA, the International Code of Conduct Association for private security operations: http://icoca.ch/

Pyramid International: www.pyramid.it

Temi Group: www.temigroup.com

AEO benefits, or, no benefits, that’s the?

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“To be, or not be – that is the question”, was Prince Hamlet wondering already some 412 years ago. 400 years later, the CBRA research team started to raise the question of “AEO benefits, or no AEO benefits – that is the ?”…

 

Around year 2004, we first started to study the emerging AEO-types of programs in Europe and globally, working intensively with multinational companies (clothing, cigarettes, machinery etc.), and with multiple governments. Initially, we reviewed any data available from C-TPAT, StairSec, BASC and TAPA programs, and later we concentrated on EU AEO and all other AEO programs across the globe. After 12 years of research our intention is to publish an academic journal paper summarizing all the knowledge from the literature as well as from our own research on AEO benefits for Customs administrations and for supply chain companies – focusing on the tangible, realized benefits, instead of “paper tiger / lip service” types of benefit checklists.

As the last step of data collection, we are now launching the study: “Customs Supply Chain Security Programs (AEO, C-TPAT etc.) – Survey on Supply Chain and Government Benefits – WCO 3rd Global AEO Conference, Cancun, Mexico, 11-13 May 2016 – Research project by CBRA, ZLC, UCR, HEC UNIL and FP7-CORE”. This survey is a direct follow-up with the one CBRA did in the 2nd Global AEO Conference in Madrid two years ago. Ms. Susana Wong Chan from the University of Costa Rica and Cross-border Research Association is presenting the survey in Cancun next week, and collecting as many replies as possible, in person during the conference (and by email after).

We have three main questions in the Cancun AEO survey, each one with multiple sub-questions (all questions are presented with a five-point Likert scale, plus one option for “cannot say”):

  • Question for Customs administrations, supply chain companies, and all other experts in cross-border supply chains and Customs supply chain security programs: How often are the supply chain security program certified companies in your country benefiting from the following Customs granted incentives?
  • Question for Customs administrations only: What are the benefits for the Customs administration in your country arising from the supply chain security program?
  • Question for supply chain companies only: What are the additional benefits for the supply chain companies in your country, arising from the supply chain security program participations / certifications?

blog 08.05.20162The full list of questions and sub-questions is shared at the end of this blog. In addition, you can download the questionnaire in word-format, in English and in Spanish, at:  https://www.cross-border.org/downloads/

 

 

 

 

 

 

 

 

Why don’t (near) perfect AEO benefit -papers exist yet in the literature? One would think that the topic attracts lots of academics to carry out such research, and to publish their exciting findings, rather sooner than later… Well, it is quite challenging topic to study: where is the objective, non-biased data located, and how do you get access to it? How to deal with all the politics linked to the topic, as maybe many countries would like to be perceived as “leading edge AEO program holders, with a set of fantastic, innovative benefits delivered to the trade and logistics…”? How to differentiate between all the AEO marketing materials and incentive promises from what is actually implemented on the ground, for the real benefit of supply chain companies; and so forth..? To expand on these thoughts, one could revisit our article on the WCO News No 74 of June 2014. The table on page 45 includes a row on challenges and peculiarities with different categories of possible AEO benefits, sharing following observations and notes:

  • As some of the Customs granted benefits existed in many countries before the AEO era, companies which have enjoyed “such pre-AEO benefits” may fear a potential reduction in existing trade facilitation measures – instead of the introduction of truly new benefits.
  • Due to the dynamics in the cross-border flow of goods, outcomes might vary considerably over time – ‘seeing is believing’; in particular, the benefits linked to ‘elevated threat’ and ‘post-incident recovery’, may appear quite theoretical until such situations actually emerge (and the benefits materialize – or, not).
  • Some could also consider that the AEO system may become a technical trade barrier – the ´become an AEO or die´ scenario.
  • Some might think that an AEO program deters crime, as criminals would rather choose an easy target (i.e. a non-AEO target), for example in the case of warehouse theft; and, alternatively, other might think that an AEO program attracts criminals, as they know there are likely to be fewer Customs interventions – the smuggling of narcotics, for example.

 

Blog_080520163Dear CBRA Blog reader: although this is very challenging research topic, and one should not dream of reaching “one ultimate truth out there” – we kindly ask that if you are in Cancun 11-13 May for the 3rd Global AEO Conference, please take 10 minutes to reply the questionnaire..! Next to the good vibrations gained from participation in this highly important study, you will join a lucky drawing of a nice Costa Rican souvenir! In Lausanne, 9 May 2016, Juha Hintsa.

 

 

 

 

 

 

 

PS. List of benefit survey questions, for the CBRA Blog readers:

Customs Supply Chain Security Programs (AEO, C-TPAT etc.) – Survey on Supply Chain and Government Benefits – WCO 3rd Global AEO Conference, Cancun, Mexico, 11-13 May 2016 – Research project by CBRA, ZLC, UCR, HEC UNIL and FP7-CORE

 

Question for Customs administrations, supply chain companies, and all other experts in cross-border supply chains and Customs supply chain security programs: How often are the supply chain security program (AEO, C-TPAT etc.) certified companies in your country benefiting from the following Customs granted incentives?

Use the following scale: Very frequently – Frequently – Occasionally – Rarely – Never / Not applicable in our country (or, this is nothing specific for certified companies) – Cannot say

  • Are companies submitting entry/exit summary declarations with reduced data sets?
  • Are companies benefiting from reduced number of data elements in their final declaration?
  • Are companies benefiting from increased paperless processing of import/export shipments?
  • Are companies offered the option of audit-based / account-based controls (versus only transaction-based controls)?
  • Are companies having access to / pre-qualification with various simplified customs procedures?
  • Are companies self-managing their bonded warehouses?
  • Are companies benefiting from tax privileges, such as speedier tax refunds and compensation?
  • Are companies benefiting from financial guarantee waivers, reductions or rebates?
  • Are companies benefiting from reduction of any Customs fees or charges?
  • Are companies benefiting from access to self-audit or reduced audit programs?
  • Are companies allowed to conduct self-assessments when Customs automated systems are not functioning?
  • Are companies benefiting from designated Customs contact points / assistance by Customs supply chain security experts?
  • Are companies benefiting from training provided by Customs experts?
  • Are companies enjoying easier access to other governmental certification in the supply chain, e.g. in aviation security?
  • Are companies benefiting from the option to manage clearance formalities, inspections etc. at the business site?
  • Are companies benefiting from a minimum number of cargo security inspections?
  • Are companies being notified of the intention to release goods prior to their arrival? (“pre-clearance”)
  • Are companies benefiting from “extended Customs office opening hours”, during high peak / congestion times?
  • Are companies benefiting from choice of place of controls, if selected for control?
  • Are companies benefiting from priority treatment of consignments if selected for control?
  • Are companies benefiting from priority use of non-intrusive inspection techniques when examination is required?
  • Are companies guaranteed a priority Customs processing during a period of elevated threat conditions?
  • Are companies guaranteed preferential treatment at border crossings in post-disaster/post-attack situations?
  • Are companies guaranteed a priority in exporting to affected countries after a security incident?
  • Are companies benefiting from expedited processes to resolve post-entry or post-clearance inquiries?
  • Are companies benefiting from priority response to requests for ruling from Customs?
  • Are companies benefiting from privileges in any kind of non-criminal legal cases?
  • Are companies enjoying tangible benefits due to mutual recognition agreements / arrangements (MRAs) with 3rd countries?

blog 08.05.20164

 

Question for Customs administrations only: What are the benefits for the Customs administration in your country arising from the supply chain security program (AEO, C-TPAT etc.)?

Use the following scale: Strongly Agree – Agree – Neither Agree nor Disagree – Disagree – Strongly Disagree – Cannot say

  • Better overall allocation of governmental resources
  • Improved indirect tax revenue collection
  • Improved prevention of trafficking and illicit trade
  • Improved detection and/or seizures in trafficking and illicit trade
  • Improved prosecution to judgements -ratio (= higher percentage of successful prosecutions)
  • Increased confiscations of criminal assets and/or proceeds of crime
  • Improved collaboration with supply chain companies
  • Improved collaboration with other national government agencies
  • Improved international collaboration with Customs administrations in other countries

 

Question for supply chain companies only: What are the additional benefits for the supply chain companies in your country, arising from the supply chain security program participations / certifications (AEO, C-TPAT etc.)?

Use the following scale: Strongly Agree – Agree – Neither Agree nor Disagree – Disagree – Strongly Disagree – Cannot say

  • Improved customer service
  • Improved customs loyalty
  • Increased market share/ gaining more new customers
  • Improved security commitment of employees
  • Improved company image and credibility
  • Reduced overall vulnerability of the supply chain
  • Improved supply chain resiliency
  • Reduced cargo theft incidents
  • Reduced tax fraud incidents
  • Reduced illicit trade / trafficking incidents
  • Reduced insurance fees
  • Improved inventory management
  • Fewer delayed cross-border shipments
  • Reduced lead time variability in the cross-border supply chain

blog 08.05.20165

 

PPS. Related literature by the Cross-border Research Association team and key partners:

Most of these papers are available for download at ResearchGate, https://www.researchgate.net/profile/Juha_Hintsa/publications . And all of them can be naturally requested by email ( cbra@cross-border.org )

Hintsa, J., Mohanty, S., Rudzitis, N., Fossen, C. and Heijmann, F. (2014), “The role and value of customs administrations in minimization of socio-economic negative impacts related to illicit import flows in freight logistics systems- three preliminary cases in Europe – FP7-CORE”, Proceedings of the 9th WCO PICARD Conference, September 17-19, 2014, Puebla.

Hintsa, J. (2013), AEO – MRA Study for RTC- Thailand Europe Cooperation TEC-II, PDSC: Implementation of international standards on Supply Chain Security leading to a secure Trade Environment and to increased Trade Facilitation (Activity Code : TRA 4), Final Report, Bangkok.

Urciuoli, L. and Ekwall, D. (2012), “Possible impacts of supply chain security certifications on efficiency – a survey study about the possible impacts of AEO security certifications on supply chain efficiency”, Proceedings of Nofoma Conference, June 6-8, 2012, Naantali.

Hintsa, J., Männistö, T., Hameri, A.P., Thibedeau, C., Sahlstedt, J., Tsikolenko, V., Finger, M. and Granqvist, M. (2011), Customs Risk Management (CRiM): A Survey of 24 WCO Member Administrations, Study for World Customs Organization (WCO), February 28, 2011, Lausanne

Hintsa, J., Hameri, A.P., Männistö, T., Lazarescu, M., Ahokas, J. and Holmström, J. (2010), ”Conceptual model for measuring benefits of security in global supply chains”, Proceedings of the the 3rd International Conference on Transportation and Logistics (T-LOG), September 6-8, 2010, Fukuoka City.

Hintsa, J., Ahokas, J., Männistö, T. and Sahlstedt, J. (2010), “CEN supply chain security (SCS) feasibility study”, CEN/TC 379 Supply Chain Security, Final report, January 15, 2010