Supply chain security culture: measure development and validation, 2009 (CORE1200)

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Summary: Supply chain security culture (SCSC) is as an overall organizational philosophy embracing norms and values that keep employees vigilant when performing supply chain security practices. The article presents a scale that makes possible to gauge supply chain security culture and its correlation to organization’s ability to respond to unexpected disruptions. Employees are asked to assess two topics: security strategy of the company and impacts of significant supply chain breech to business operations. According the study improved supply chain security culture makes company more resilient against major disruptions. This research helps executives to justify their expenditures on security efforts. The reviewed document can be purchased here: http://dx.doi.org.

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Full review: Researchers have stressed the importance of having an organizational culture that highlights proactivity and vigilance toward supply chain security breaches. In security-focused supply chain management environment workers are empowered to detected and handle supply chain security threats without seeking formal permission from supervisors and managers. Company security strategy gives specific attention how SCS concepts are embedded into firm processes and procedures. Alignment with organizational culture and business or corporate-level strategies is believed to result in enhanced organizational performance. In addition, organization culture encompasses supply chain continuity management. The paper presents a scale for measuring supply chain security culture defined as the overall organizational philosophy that creates supply chain security as a priority among its employees through embracing and projecting norms and values to support secure activities and to be vigilant with security efforts.

The study makes possible to assess how implemented FP7-CORE security technologies, tools and practices influence on supply chain resilience based on the perception of company managers and employees. The article gives also guidelines how to develop survey forms and protocols in order to assess the influence of implemented security measures on other KPIs such as supply chain visibility and reliability. The survey tools based on perceived operational and organizational changes complete toolbox to measure impacts of introduced security interventions.

Reference: Zachary Williams, Nicole Ponder, Chad W. Autry, “Supply chain security culture: measure development and validation”, The International Journal of Logistics Management, Vol. 20 Iss: 2, pp.243 – 260

 

CORE1200

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Controlling access to pick-up and delivery vans: the cost of alternative measures (Haelterman et al. 2012)

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Summary

The situational crime prevention theory suggests that preventive security measures often backfire. For this reason, it is problematic that many managers do not have a holistic picture which kind of considerations should precede selection of implementation of security measures. A paper by Haelterman et al. (2012) tests the practical feasibility of a new management model that is designed to highlight the most promising preventive security measures given a set of preconditions and costs. The authors apply this model in the context of pick-up and delivery van operations at a Belgian branch of a major express courier company. Such transport operations are subject to risk of theft and terrorism, especially if unauthorized people managed break into pick-up and delivery vans. To test the management model, the authors collect views of of supply chain practitioners in two expert panels and through a survey. Their analysis covers a broad array of preventive security measures including key card, audible alarm, silent alarm + GPS, notification on vehicles, awareness training, no company logos, formal instructions / compliance checks & sanctioning, double drivers, over security escorts. The abstract is available at: http://link.springer.com.

Review by Toni Männistö (CBRA) based on his doctoral thesis.

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Full review

The research of Haelterman et al. (2012) sets a solid theoretical basis for practical supply chain security work. All CORE work packages that cover aspects of road transport benefit from the analysis of this research paper. The research shows that a set of preconditions influence outcomes of preventive security measures: availability (legal, infrastructure), practicability (perceived), required knowledge, required expertise, user awareness, user belief, use commitment (anticipated), and co-operation. Security measures also incur different kinds of costs: financial costs, ethical/social cost (labeling, distrust, civil liberties, inequalities), aesthetical cost. Finally, as the theory on situational crime prevention suggests, security measures may result into various reverse effects, including crime displacement (geographical, temporal, target, tactical, crime types), escalating effects (e.g., use of violence), creative adaptation, and enticement effects.

Reference

Haelterman, H., Callens, M., & Vander Beken, T. (2012). Controlling access to pick-up and delivery vans: the cost of alternative measures. European Journal on Criminal Policy and Research, 18(2), 163-182.

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The displacement effect in cargo theft (Ekwall 2009)

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Summary

Cargo theft has always been a problem for shippers and logistics service providers. Even so, regardless of the persistent efforts to reduce cargo theft, crime continues to strive. This classic supply chain security paper by Daniel Ekwall analyzes and explains why cargo theft continues to occur in the transport network despite all implemented countermeasures. Focusing on Swedish transport and logistics facilities, the Ekwall’s research builds on interviews with six subject matter experts, survey with four terminal operators, and macro-statistics from TAPA (Transported Asset Protection Association). The paper finds some evidence on crime displacement in terms of method (modus operandi): cargo thieves target increasingly cargo in-transit because logistics facilities are nowadays better protected. However, displacement is likely to be partial in contrast to complete displacement. This means that absolute theft risk can be reduced. Download the abstract here: http://www.emeraldinsight.com.

Review by Toni Männistö (CBRA) based on his doctoral thesis.

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Full review

The Ekwall’s research gives an interesting overview on criminological theories underpinning supply chain security research. The theoretical outlook provides the foundation for the CORE work and all CORE work packages can therefore benefit from the analytical discussion and findings of this research paper. The main lesson is that criminals and terrorists are calculating antagonists who adapt their behavior in response to information on risks and rewards of crime opportunities. More specifically, Ekwall argues that professional cargo thieves seem to target increasingly “cargo on wheels” instead of warehoused goods. He explains this shift in the behavior with the fact that, facility security has improved relatively more than in-transit security over the past decade. However, he stresses that it is hard to establish a causal relationship between security interventions and changes in criminal behavior. He holds further that if displacement occurs, it is likely to be partial rather than complete.

Reference

Ekwall, D. (2009b). The displacement effect in cargo theft. International Journal of Physical Distribution & Logistics Management, 39(1), 47-62.

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Interview with Mr. Thorsten Neumann on TAPA EMEA

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21.6.2016: Today’s CBRA Interview is with Mr. Thorsten Neumann, from TAPA EMEA and Microsoft.

Hey Thorsten, can you first tell a bit about yourself and what you do?

Hey Juha, thanks for the opportunity to give an interview for the CBRA. First of all, my name is Thorsten Neumann, and I’m the chair of the Transport Assets Protection Association TAPA Europe, Middle East and Africa. I’m leading the board of directors in EMEA and I am the representative in the TAPA Worldwide Council. Furthermore, I’m the director for channel security management at Microsoft within the ANTIPIRACY services department, and I’m leading all our risk management-related Original Equipment Manufacturer (OEM) and Volume Licensing (VL) efforts inside our company. I’m in charge of business resilience, as well.

Can you tell more on TAPA EMEA: What are your main activities in the field of supply chain security?

Since TAPA was founded in 1997 in the US by four major global manufacturing companies, the organization has transformed into a completely new business model. And what we mainly do is, that we connect the dots within the end-to-end supply chain security world. In TAPA EMEA, we have people who are experts in various technologies, industries and countries. If you take a look what we’ve achieved in the last ten to twenty years, you can see that our security certification model has been very successful. It is today one of the most important pillars within the TAPA organization globally. The certification program covers mainly the Freight Security Requirements (FSR) and the Truck Security Requirements (TSR). We are now also working on new Parking Security Requirements (PSR). We also offer a lot of other services and systems, like the Incident Information Service (IIS) that provide tremendous benefits to our members. TAPA is involved in regulatory affairs, as well: we are interacting with the European Commission, the United Nations, the World Customs Organization and other great institutions – they all see us as the leading industry association fighting cargo theft in the global supply chain.

How would you describe both the benefits and challenges of conducting industry-academia research in the field of supply chain security?

Considering the ongoing TAPA-CBRA work, I think increased transparency and the opportunity to identify and fix the weakest security links in the supply chain are the main benefits. I do strongly believe in proactive partnerships with research experts who are capable of identifying and analysing return on investment linked to the great work we are doing as an association. I trust on CBRA’s professional skills and their outstanding network. I’m convinced that, with inputs from TAPA members, CBRA will build the most robust model possible for estimating the total cost of cargo theft. From the study point of view, I’m looking forward to work with you guys.

Can you elaborate a bit on the “Total Cost of Cargo Theft” study background and the expected outcomes of it?

In the first kick-off phase, we try to estimate the total cost of cargo theft in all three TAPA regions – EMEA, Americas and APAC. This study gives us a unique, global overview on the total cost of cargo theft and estimates on various cost components that account for the total cost. I’m proud to work together with CBRA, the Borås University in Sweden and Texas A&M in the US. The plan is also to engage the Singapore Institute for Materials Management (SIMM) in the study.

The background and motive of this study is the following: we are operating in a very competitive business environment, and therefore security managers need to justify and explain budget that they spend on cargo security. With this study, we could underline how dramatic impact cargo theft has not only on company profits but also on the entire economy of a country. If you take a look on what is happening right now for example in Germany, Italy, Netherlands, France, but also in South Africa, Brazil, Malaysia and so forth, you realize the seriousness of modern cargo crime. The study would give us the analytical background and results we need to sell what we do also to the government, to our own companies, to the CEO, CFO, but also of course the WCO, as one of the driving factors of fight against criminals within the supply chain.

Thanks a lot for this interview, Thorsten! By the way, HEC University of Lausanne Executive MBA students learn every spring about the latest & greatest in supply chain security management, including from “TAPA activists” like our buddy Gilad…. Maybe next year you could also join as a guest lecturer at the UNIL eMBA class?

I would be really happy and proud to be a guest lecturer at your university. This fits quite nicely my current activities as I’m already running lectures at the University in Bremen. Count me in and see you in the class room next year. Thanks!

Review of TAPA TACSS – Air Cargo Security Standards, 2012 (CORE1045)

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Summary: TAPA TACSS – Air Cargo Security Standards (TACSS) is a certifiable security program for the air cargo industry to close down, as much as possible, all risks for high value freight whilst being handled and transported on the ground. Available to General Public at the TAPA Website, this standard is hyperlinked here: https://www.tapaemea.com

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Full review: The Transported Asset Protection Association (TAPA) is a self-funded industry group comprising of manufacturers, shippers, logistics providers and law enforcement agencies that share the objective to eliminate loss of product by criminal act. The theft of high value, high risk products moving in supply chains in Europe costs businesses in excess of € 8.2 billion a year.

Although the focus of TAPA is to stop the unauthorized removal of items from the logistics chain, many of the methods used by criminals to achieve this are entirely relevant to the other security threats seen within the industry. E.g. unauthorized entry, deception techniques, tampering of shipments etc.  TAPA has created a number of certifiable security standards:

  • FSR (Freight Security Requirements)
  • TSR (Trucking Security Requirements)
  • PSR (Parking Security Requirements)
  • TACSS (TAPA Air Cargo Security Standards)

The latter one, TACSS is a set of security standards designed specifically for Air Cargo Handling Facilities. It takes into account the mode of operation of such terminals often having open doors, and yet often operating inside a secure area within an airport, behind a fence. By providing comprehensive requirements and a certification scheme for the protection of air cargo whilst being transported on the ground, TAPA hopes to provide its own members and industry partners with viable options for improving and/or maintaining an effective air cargo security program.

There are two levels to the Standard. Level 1 & Level 2, with 1 being the higher level of security, and the decision of which Level to certify against is decided by risk assessment which takes into account the geographical location of the facility and crime levels in the area. Certification is by Independent Validator against a checklist and valid for 2 years.

Detailed analysis of relevance for CORE: The CORE implementation objectives, which specify what will be done and how to reach the vision, are all subject to the Policies, Regulations, and Standards that exist within the Security Domain of the Global Supply Chain. Among all Work Packages of the project, some are directly impacted by the project, while others are solely primarily or secondarily contributed. Among these Work Packages, the CORE demonstrators will validate the applicability and benefits of the CORE approach in representative operating scenarios characteristic of the global supply chain. They will specifically show the way towards a Global Secure Supply Chain. The overriding goal is to demonstrate substantial gains in security and facilitation covering every major facet of the supply chain security sector.

The following Work Packages are directly impacted by the TACSS initiative:

  • WP7: CORE Connectivity Infrastructure and Solutions Development Environment – provide an integrated set of tools for developing solutions for the Demonstrators in line with SCSRF utilizing results from reference projects particularly e-Freight and ICargo.
  • WP12: Demonstrator Schiphol – apply global data pipeline concept to air cargo supply chains, managing air freight specific trade compliance requirements, and offering supply chain visibility in dashboards. Trade lanes with e.g. Africa, involving multiple inspection authorities.
  • WP17: DHL Demonstrator – managing airfreight trade compliance requirements EU-US in the context of fast supplying of parts. In this demonstrator, TAPA TACSS and mutual recognition with the US will become evident.

The following Work Packages are primarily affected by TAPA TACSS, as airfreight is part of global supply chain:

  • WP14: Demonstrator FALACUS – FastLAne through CUStoms – implement an extensive supply chain of ceramics products along international corridors between Italy and USA.
  • WP15: Decathlon Demonstrator – operational and security related Key Performance Indicators (KPIs) within the CORE framework will be applied to monitor the overall level of security within the supply chain for different supply chain actors Taiwan to retail shop destinations across Europe implementation of this new transit modality and the impact it would have on the overall performance of the supply chain.
  • WP19: Stakeholder Engagement – Knowledge Diffusion and Sustainable Development – Specify and apply an inclusive Stakeholder Engagement Strategy emphasizing international co-operation to promote harmonization of regulations, and to support further development and implementation of international standards.

The TACSS Initiative could also help with the following Work Packages, with the following secondary effects:

  • WP3: Multi-method Threat and Vulnerability Analysis (MTVA) Suite
  • WP4: SC Situational Awareness Tools & Maps
  • WP5: Real-time Lean Agile Resilient Green Optimized (LARG+O) SC
  • WP16: ENI Demonstrator
  • WP22: Analysis and Testing of a Secure Hybrid Composite Container

CORE Impact anticipation: CORE seeks to give consolidated solutions and develop the resilience, optimization and interoperability of the global supply chain, including Port, Container, Post, Truck, Rail, Maritime and Air. Air freight is thence a part of the global vision of CORE. TAPA TACCS contributes thence directly to CORE vision. Impact?

Cross-references: Air Cargo World on TAPA TACSS and air cargo crimes: www.aircargoworld.com

Full citation: TAPA EMEA Website, TACSS Page, accessed 23 September 2014: https://www.tapaemea.com

 

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AVIATION SECURITY – Federal Efforts to Secure U.S.-Bound Air Cargo Are in the Early Stages and Could Be Strengthened, GAO, April 2007 (CORE1008)

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Summary: This GAO reports reviews the current state and future challenges of the Transportation Security Administration’s (TSA) and the Customs and Border Protection’s (CBP) efforts for enhanced security of foreign origin US-bound air cargo. The report also discusses how the Department of Homeland Security (DHS) has reached out to the air cargo industry and foreign authorities in order to strengthen the international air cargo security. The GAO report recommends that the DHS would establish a risk-based air cargo security strategy, improve interagency communication nationally, to step up compliance monitoring for the air cargo industry’s stakeholders and to assess the foreign authorities’ intent and capabilities to meet US expectations on the air cargo security that is the foundation for mutual recognition and international harmonization of regulatory frameworks on the air cargo security. This GAO report is going to be useful for the CORE risk and education cluster as well as for all the demonstrations that involve shipping of air cargo by air. The report is available at http://www.gao.gov/assets/600/590789.pdf.

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Full review: This GAO report provides a comprehensive picture of the air cargo security in the US, in a country that is no doubt the leading force in supply chain security in general, and in air cargo security in particular. All CORE work that is related to air transport might benefit from the insights and information this GAO report offers. The DHL demonstration, that involves transport of parts for military aircraft from the US to Spain, is the most obvious work detail in CORE that can directly benefit from this GAO report. In addition, the CORE’s risk cluster can use the description of the US approach to risk-based air cargo security as a starting point when designing the CORE-specific risk-based strategies. Given that the report is very detailed and informative, the CORE’s education cluster can benefit from the report’s analysis and learn from its conclusions.

Cross-references:

  • GAO, Aviation Security: Federal Coordination for Responding to In-flight Security Threats Has Matured, but Procedures Can Be Strengthened, (Washington, D.C.: July 31, 2007).
  • GAO, Aviation Security: Transportation Security Administration May Face Resource and other Challenges in Developing a System to Screen All Cargo Transported on Passenger Aircraft
  • GAO, Aviation Security: Federal Efforts to Secure U.S.-Bound Air Cargo Are in the Early Stages and Could Be Strengthened, GAO-07-660 (Washington, D.C.: April 2007).
  • GAO, Aviation Security: Progress Made in Systematic Planning to Guide Key Investment Decisions, but More Work Remains, GAO-07-448T (Washington, D.C.: February 13, 2007).

Additional keywords: Air cargo security, mutual recognition, regulatory harmonization, screening, advance cargo information, and counterterrorism

CORE1008

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Mr. Mike Ellis, INTERPOL, on illicit trade and counterfeiting

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Today’s CBRA Interview is with Mr. Mike Ellis who is the Assistant Director of Illicit Trade and Anti-counterfeit Sub-crime Directorate at INTERPOL, Lyon, France.

Hi Mike, can you first tell a bit who are you and what you do?

I am the Assistant Director for Police Services at INTERPOL, based in Lyon France.  INTERPOL is the world’s largest international police organization. Our role is to assist law enforcement agencies in our 190 member countries to combat all forms of transnational crime. We work to help police across the world meet the growing challenges of crime in the 21st century by providing a high-tech infrastructure of technical and operational support. Our services include targeted training, expert investigative support, specialized databases and secure police communications channels. I am responsible for the coordination of all activities related to illicit trade, smuggling of illicit goods and counterfeiting for the organization and police forces within our 190 member countries.  I lead a team of expert officers who are engaged in training, capacity building, and operational support who operate along with my analytical support who manage risk awareness and intelligence handling.

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From your perspective, how bad is the current situation with counterfeit and other illicit trade in global supply chains? Can one for example see links between illicit trade and transnational organized crime groups; or, even terrorist organizations?

For many years the clear link has been established between the trafficking of illicit goods and transnational organized crime. Criminal organizations are attracted by the lucrative profits involved in trading counterfeit or fake goods, or in trading legitimate goods through illicit channels. The criminals involved manufacture and trade illicit goods on a regional and increasingly global scale.  It is well documented that they use the profits to fund other criminal activities such as drug trafficking and people smuggling, and for investment into funding subversive political groups.  Selling fake or counterfeit products is one aspect of illicit trade, as is selling genuine goods on the black market to avoid paying taxes. By avoiding regulatory controls, the criminals behind these activities peddle dangerous and illicit goods with a complete disregard for the health and safety of consumers. The phenomenon has grown to an unprecedented level, posing tremendous risks to society and the global economy. Counterfeiting harms businesses which produce and sell legitimate products, governments lose tax revenue from products manufactured or sold on the black market, and consumers are at risk from substandard products.

By the way, we met first time about one year ago in Lyon at an INTERPOL workshop linked to FP7-Project CORE. One of the main objectives of CORE-project is to develop leading edge education and training materials on supply chain security – for the benefit of law enforcement agencies, supply chain practitioners, and academics alike. Can you share your views about law enforcement – academia – industry cooperation in education material development, as well as in the broader field of supply chain security management?

One of our principle functions is capacity building and training.  At INTERPOL we recognize that capacity building brings with it raised identification of the impact of illicit cross-border trade and counterfeiting and all our new operations, or established operations in new regions, are preceded by a capacity building workshop.  The public domain is represented by police, customs, border control officials, and prosecutors, as well as representatives from various regulatory bodies including trading standards.  In addition, INTERPOL TIGC, the Trafficking in Illicit Goods and Counterfeiting program which I am heading, has developed a Mentoring Program which aims to increase cross-border, cross-industry law enforcement operational interventions by: strengthening capacity to deal with all types of cross-border trafficking in illicit and counterfeit products. We have also developed an online International Intellectual Property Crime Investigator’s College and have built already a robust network of over 10.000 law enforcement officers, and partner stakeholders with specialist knowledge and skillset.  This online training course provides specialist knowledge on transnational organized crime.  It is aimed at all law enforcement officials, regulatory authorities and private sector investigators who are committed in the fight against illicit trade and intellectual property crime.   We aim to provide crime professionals with specialist awareness and learning on the subject of transnational organized intellectual property, IP, crime, and illicit trade, by delivery of leading-edge training that meets international standards and allows crime investigators from any discipline to quickly identify other certified investigators.  Through this learning platform we also facilitate cooperation between the public and private sectors in the fight against IP crime, and ensure all public and private sector crime investigators have a common understanding of the problems facing them, while being aware of each other’s competencies and roles.  We seek to promote knowledge on what intervention strategies and tactics work, in order that all stakeholders are better able to work together in partnership in enforcement operations.

Thank you Mike for this highly interesting interview. It complements well our previous interviews on similar themes – with non-law enforcement experts including Mr. David Hamon and Mr. Tony Barone. CBRA and the whole FP7-CORE consortium, around 70 partners in total, wishes to continue the great cooperation in research and education material development with INTERPOL, throughout the CORE-project, until April 2018 – and beyond!  Juha.

 

Trade and money laundering uncontained (the Economist, May 2014, CORE2006)

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Summary

International trade is becoming one of the main instruments for cross-border money laundering aside common bank transfers, remittances and cash smuggling. The ”trade-based money laundering” disguises illegal trading as seemingly legitimate commercial transactions. The most common technique is mis-invoicing in which fraudsters undervalue imports or overvalue exports to repatriate ill-gotten money from abroad. For example, official records show that Mexican exports to US are much higher than the US imports from Mexico, a discrepancy that signs fraud by Mexican criminals, most likely drug cartels. In general, the trade-based money laundering offers new financial tools for a broad range of drug traffickers, arms smugglers, corrupt politicians, terrorists and evaders of taxes, duties and capital controls. Review by Toni Männistö (CBRA)

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Full review

International trade is becoming one of the main instruments for cross-border money laundering aside common bank transfers, remittances and cash smuggling. The ”trade-based money laundering” disguises illegal trading as seemingly legitimate commercial transactions. The most common technique is mis-invoicing in which fraudsters undervalue imports or overvalue exports to repatriate ill-gotten money from abroad. For example, official records show that Mexican exports to US are much higher than the US imports from Mexico, a discrepancy that signs fraud by Mexican criminals, most likely drug cartels. In general, the trade-based money laundering offers new financial tools for a broad range of drug traffickers, arms smugglers, corrupt politicians, terrorists and evaders of taxes, duties and capital controls.

The new methods for cross-border money laundering and tax evasion concern most CORE demonstrations, especially those involving international cargo movements. The emerging risk of trade-based money laundering calls for new and more effective enforcement of trade transactions. CORE is developing new solutions (e.g., data pipeline and system-based supervision) for capturing and sharing trade information across logistics operators and law enforcement agencies. The new solutions likely improve law enforcement’s capability to detect suspicious trade transactions that may have something to do with the trade-based money laundering. However, building such capability requires IT integration (e.g., interoperability), risk awareness and education and training. CORE consortium addresses these complementary activities in work carried out in risk, IT and educational clusters.

Reference

Trade and money laundering uncontained, the Economist, May 3rd 2014

CORE2006

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