Thai AEO & MRA (2/2)
CBRA carried out an AEO&MRA study for the Royal Thai Customs during 2012-13. It becomes public this week. Here is part 2/2 of the key results.
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Thai AEO & MRA (1/2)
CBRA carried out an AEO&MRA study for the Royal Thai Customs during 2012-13, it becomes public this week. Here is a sneak preview of the key results.
De-minimis study
This blog focuses on a timely trade facilitation topic: The import VAT / duty de-minimis in the EU – Where should they be and what will be the impact?
Socio-economic damages
What are typical negative impacts caused by violations/non-compliance with import/export fiscal rules, restrictions and prohibitions?
Safe and Secure 2015!
Thanks to all CBRA blog readers for interesting feedback in 2014 – and all the best for year 2015! Below you find some blog plans for this year.
Security vs. quality
Time-to-time security and quality management in global supply chains are considered to be of similar nature – but are they really?
Time-based security
Could the good old phrase ´time is money´ – used already by B. Franklin, the 18th century – be applied to 21st century supply chain security?
Eyes on Horizon 2020
Horizon2020 is the biggest EU Research and Innovation program ever, with €80 billion in funding. CBRA aims to play an active role in H2020.
B2G bribery in logistics
News last week by the Transparency International on global corruption triggered CBRA´s blog topic to deal with B2G bribery in cross-border supply chains.
Dr. Naim on illicit trade
This is the first book review in CBRAs supply chain security blog, drilling into the complexities and challenges of global illicit trade.
CORE-Observatory
MARITIME SECURITY – Progress and Challenges with Selected Port Security Programs, GAO, June 2014 (CORE1019)
Summary: The report provides a comprehensive review of progress and challenges of various port security activities and programs the Department of Homeland Security (DHS) has carried out since 9/11. In essence, the report is a summary and an update of a number of more detailed GAO reports on maritime supply chain security. The report states that needs to strengthen further its efforts on maritime domain awareness through intensified communication among maritime stakeholders. Regarding the US domestic port security, the report recommends DHS to reassess its Port Security Grant Program (PSGP) that allows ports to request funds for security projects and to improve quality of vulnerability assessment in US ports. The report also urges DHS to overcome challenges of risk-based targeting and scanning of US-bound shipping containers. The findings and recommendations of this report help CORE consortium understand the current state of the US maritime security regime. This understanding benefits particularly the demonstrations of WP9 and WP14. Also educational and training as well as risk clusters of CORE may find the report’s information useful. The report is available for download at: www.gao.gov/assets/670/663784.pdf.
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Full review: This GAO document summarizes the US maritime supply chain security and provides useful information for the CORE project across its work packages. This information most obviously benefits WP9 and WP14 that involve US-bound maritime trade lanes. However, also the CORE’s risk cluster can find useful insight in the report, for example about challenges and opportunities of risk-based container targeting and screening approaches. This summary GAO document caters the needs of state-of-the-art work packages and the CORE’s educational and training cluster that aims to produce relevant and up-to-date material about supply chain security for a variety of stakeholders.
Cross-references:
- Combating Nuclear Smuggling: Additional Actions Needed to Ensure Adequate Testing of Next Generation Radiation Detection Equipment. GAO-07-1247T. Washington, D.C.: September 18,
- Supply Chain Security: CBP Has Made Progress in Assisting the Trade Industry in Implementing the New Importer Security Filing Requirements, but Some Challenges Remain. GAO-10-841. Washington, D.C.: September 10, 2010.
- Supply Chain Security: CBP Needs to Conduct Regular Assessments of Its Cargo Targeting System, GAO-13-9. October 25, 2012.
Additional keywords: Maritime security, Port Security Grant Program (PSGP), risk-based controls, targeting, container scanning
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MARITIME SECURITY – Progress and Challenges in Key DHS Programs to Secure the Maritime Borders, GAO, November 2013 (CORE1018)
Summary: This report is a summary of previous GAO reports on US maritime supply chain security and border controls. The report focuses on progress and challenges in four main areas of the Department of Homeland Security’s (DHS) activity on the maritime security. The report highlights that DHS and its component Coast Guard agency could improve its maritime domain awareness through increased information sharing and more advanced vessel-tracking systems. The Customs and Border Protection (CBP) in turn could step up its role in securing US-bound container traffic by conducting more frequent risk assessment audits in key foreign ports that ship cargo into the US and by fostering more close relationship with foreign authorities. The GAO report also recommends the Coast Guard to rethink its maritime surveillance, interdiction and security operations because current protection and support is not adequate in high priority locations. The report also calls for more collaboration and coordination among maritime authorities, port operators and ocean carriers. Finally, the report encourages the DHS to develop performance metrics and data collection procedures the agency uses to assess and monitor its maritime security programs and activities. This report gives a recent update on the US maritime security activities that might be helpful for CORE demonstrations and clusters. The report is available for download at: www.gao.gov/assets/660/659087.pdf.
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Full review: This summary GAO documents provides detailed background material about the US maritime security programs. This information is very relevant for the CORE demonstrations WP9 and WP14 that involve shipping cargo from and into the US. The information this document offers also help the CORE’s risk and IT clusters to learn lessons from the US approach to risk-based maritime security and security-related IT integration.
Cross-references:
- Maritime Security: Ferry Security Measures Have Been Implemented, but Evaluating Existing Studies Could Further Enhance Security. GAO-11-207. Washington, D.C.: December 3, 2010.
- Supply Chain Security: DHS Could Improve Cargo Security by Periodically Assessing Risks from Foreign Ports. GAO-13-764. Washington, D.C.: September 16, 2013.
Additional keywords: Maritime security, maritime surveillance, risk-based controls, targeting, container scanning
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Review of Cargo 2000, C2K – an IATA interest group with the mission of creating and implementing quality standards for the worldwide air cargo industry, 2015 (CORE1043)
Summary: Cargo 2000 is the quality standard for the tracking, measuring general air cargo shipments. It is a project commenced in 1997 and is supported by a self-funded group of the world’s leading Airlines, Forwarders, Ground Handling Agents and specialist IT providers. IATA then provides oversight, administration and facilitation on behalf of the Membership. Cargo 2000 (C2K) uses standard recognized IATA Cargo-IMP (Interline Message Procedures) already used within the air cargo industry to provide reference points for measurement. These are known as FSU (Freight Status Update) messages. The key metrics under C2K are NFD (Notified for Delivery), in which case the destination has received both the physical cargo shipment and the information (paper or electronic) is available for collection by the Agent of the Consignee, and FAP, Flown as planned. In this case, the service delivered matches that which was promised to the customer in terms of timings and flights. In order to simplify and standardize the various processes that support C2K, as it is used by multiple stakeholders in a live environment, the C2K Master Operating Plan (MOP) was completely revised in 2012. The result is a very visual process description that allows every stakeholder to clearly see the part they play in the overall end-to-end routing of the shipment. The visual nature of the schematics, also allows the assessment of any new legislation, processes or procedures to be predicted both up and down the chain. Available to General Pubic at the IATA Website, this standard is hyperlinked here: http://www.iata.org
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Full review: 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 CORE Work Packages are directly impacted by the C2K Industry Standards:
- WP7: CORE Connectivity Infrastructure and Solutions Development Environment – provide an integrated set of tools for developing solutions for the Demonstrators in line with SCSRF utilising 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, Cargo 2000 and mutual recognition with the US will become evident.
The following CORE Work Packages are primarily contributed by C2K:
- 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 emphasising international co-operation to promote harmonisation of regulations, and to support further development and implementation of international standards.
The C2K Standard will have the secondary effects on the following Work Packages:
- WP3: Multi-method Threat and Vulnerability Analysis (MTVA) Suite
- WP4: SC Situational Awareness Tools & Maps
- WP5: Real-time Lean Agile Resilient Green Optimised (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, optimisation and interoperability of the global supply chain, including Port, Container, Post, Truck, Rail, Maritime and Air. Cargo 2000 contributes thence directly to CORE vision.
Cross References: Introduction to Cargo 2000 by IATA, http://www.iata.org/whatwedo/cargo/cargo2000/Documents/c2k-introduction.pdf
Full Citation: IATA Website, Cargo 2000 Page, accessed 22 September 2014: http://www.iata.org
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Review of TRANSPark truck parking service (CORE1041)
Summary: As a response to the increasing security concerns surrounding goods transport by road, the IRU Membership has been providing information on safe and secure truck parking areas to road hauliers and truck drivers for more than two decades. Since the early 1990s, this information was disseminated in the form of a printed handbook. In 2007 the online website was launched. In 2013 a smartphone app was launched. Currently initiatives are taken to encourage the use of TRANSPark globally. It does not have much documentation available, except promotional fliers and the website and the app themselves. Available to the General Public at: http://www.iru.org and through the Android and iPhone TRANSPark app, which can be downloaded from the stores. Overall relevance to CORE is high, as truck transports constantly risk being attacked by organised crime with the aim to either steal fuel, cargo or potentially even to use a truck for terrorist purposes. Therefore, ensuring that trucks are parked at safe and secure truck parking areas is essential for drivers, road hauliers, shippers and other stakeholders involved in supply chain security.
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Full review: The current strengths include: Bringing information on safe and secure truck parking areas to drivers and road hauliers; Offering a driver-haulier-shipper-enforcement social network, enabling info sharing on latest road cargo related security threats; and providing flexible platform with expected future expansions to further ensure information sharing between key road haulage actors. Future opportunity is: Using this established communication channel for two-way information sharing with truck drivers, road hauliers, shippers and enforcement. And future threat is: The success of this community, as any other, depends strongly on the uptake by users.
Detailed analysis and relevance for CORE: The CORE implementation objectives depend on securing every element of the supply chain, and ensuring swift information sharing between different actors. TRANSPark could be relevant to following Work Packages:
- Research and Analysis: TRANSPark-relevant information could contribute to understanding the amount of crime against road hauliers on roads, such as fuel theft and cargo theft.
- Demonstrators: TRANSPark webservice and app(s) could be made available to the CORE demonstrators. Certain TRANSPark functionalities could be amended to suit CORE developments better, in all demonstrators where trucks need to take a rest or stay at truck parking areas.
CORE Impact anticipation: CORE could have a strong impact on future developments of the TRANSPark webservice and the app. The service is constantly evolving and is looking for new ways to improve security of the road haulage for drivers, hauliers, and other relevant stakeholders.
App and video:
Available to General Public at: http://www.iru.org and through the Android and iPhone TRANSPark app, which can be downloaded from the stores.
Youtube video on TRANSPark: https://www.youtube.com
CORE 1041
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Review of the TIR Convention and its accompanying Security and Risk Management electronic tools, 2013 (CORE1040)
Summary: The Customs Convention on the International Transport of Goods under Cover of TIR Carnets (TIR Convention, 1975) constitutes the international legal framework for the TIR system. TIR is the only universal Customs transit system, today operational in 58 countries, that allows the goods to transit from a country of origin to a country of destination in sealed load compartments with Customs control recognition along the supply chain. This minimizes administrative and financial burdens, while Customs duties and taxes that may become due are covered by an international guarantee (covering more than USD 1 billion worth of international trade every day). In order to ensure the security of the TIR System, electronic controls run in parallel with the security elements already specified in the TIR Convention. TIR handbook can be found at: http://www.unece.org
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Full review: The TIR system is an international Customs transit system for goods. ‘TIR’ stands for Transports Internationaux Routiers (International Road Transport) and is an international harmonized system of Customs control that facilitates trade and transport whilst effectively protecting the revenue of each Country through which goods are carried. It is based on six essential principles and an electronic security and risk management control system composed of four tools:
- Secure vehicles or containers: Goods are carried in sealed vehicles or containers which are approved for use by Customs and re-approved every two years.
- International chain of guarantee: Duties and taxes due in case of irregularity are secured by an international guarantee chain throughout the journey.
- TIR Carnet: The goods are accompanied by the TIR Carnet: a harmonized control document accepted by the Customs authorities of the countries of departure, transit and destination.
- Mutual recognition of Customs controls: Control measures taken in the country of departure are accepted by countries of transit and destination.
- Controlled access: Access to the TIR system for national issuing and guaranteeing Associations is given by the competent national authorities, and for transport operators, by the national Customs authorities and the national Association.
- SafeTIR: An electronic control system for TIR Carnets that provides traceability and risk management, as described in Annex 10 to the TIR Convention.
Real-Time SafeTIR (RTS) allows customs officers to enhance their risk management procedures and comprises following three modules:
- SafeTIR data transmission module: Once a TIR operation is terminated, RTS automatically sends a SafeTIR message to the IRU.
- TCHQ: TIR Carnet Query Module allows any customs office to obtain immediate information on the status of the Carnet for the prompt detection of any possible irregularities.
- SafeTIR Reconciliation Automation module: automates the SafeTIR data reconciliation procedure.
TIR Customs Portal is an online service developed by the IRU, which allows customs officers to:
- obtain immediate information on the status of the TIR Carnet for the prompt detection of any possible irregularities; and
- transmit SafeTIR data on the termination of the TIR operation.
ASKTIRweb makes it easier for TIR associations to manage the entire life-cycle of the TIR Carnets from the time of order and delivery from IRU until their return to the IRU and the subsequent administrative procedures such as claims and SafeTIR. ASKTIRweb is a mandatory TIR Carnet management system for all new TIR associations.
The TIR-EPD application is intended for submission of advance information on transported goods to Customs Authorities. Fully compliant with WCO SAFE Framework of Standards and with the national regulations of connected countries, TIR-EPD enables Customs Authorities to perform advance risk analysis. TIR Carnet Holders can send advance information free-of-charge simultaneously to the Customs Authorities of the countries according to their itineraries.
In order to ensure the security of the TIR System, electronic controls run in parallel with the security elements already specified in the TIR Convention.
The perceived strengths of the TIR-system include: Access to 58 TIR operational countries; Management of a low cost, high value guarantee; Intermodality; Security in the supply chain; Reduced delays and costs for the international transit of goods; and Trade facilitation – goods move across international borders with minimum interference. Future opportunities include: Increased trust with national Customs; Encouragement of international trade; and Economic benefits for supply chain actors and nations.
Detailed analysis and relevance for CORE:
Research and analysis: The TIR system is based on proven business-to-governments solutions and both CORE and the TIR system could benefit from an investigation and evaluation of the legal, technical and operational feasibility as well as the business benefits of integrating TIR data to the CORE ecosystem and CORE concepts and solutions such as “trusted trade lane”, “data pipeline”, “piggy-backing” for customs and “dashboards”.
Demonstrators: The use of TIR and its security and risk management electronic tools in the framework of CORE demonstrators can have four different types of advantages which meet CORE’s overarching objectives to optimize the security of global supply chain whilst maintaining or improving business performance:
- Compliance with customs requirements: customs duties attached to the goods guaranteed by the TIR guarantee chain.
- Security of exchanges: transmission of safety and security data, in accordance with e.g. EU Customs legislation, to national customs before the arrival of the goods at borders.
- Facilitation of international trade: mutual recognition of customs controls for all TIR countries and reduction of customs formalities at borders.
- Visibility of data: use of TIR security and risk management electronic tools to check the status of TIR operations in real-time.
CORE Impact anticipation: CORE can have an important impact on the TIR system by reinforcing its place as a global multimodal logistics and trade solution. The investigation and evaluation of the legal, technical and operational feasibility as well as the business benefits of using the existing features of the TIR system within the CORE ecosystem and opening cargo-related datasets can contribute to improving freight and logistics services provision and operations by shippers, LSPs, transport operators, ports and customs authorities. The efficiency and security upgrades will come by significantly reducing waiting times and administrative burden at borders and at the same time providing a more cost efficient way of improved supply chain visibility and traceability of cargo to the benefit of all private and public stakeholders.
Cross-references:
Application of the TIR Convention in the EU: Council Regulation (EEC) No 2913/92; Commission Regulation (EEC) No 2454/93 and Regulation (EU) No 952/2013 of the European Parliament and of the Council applicable as of 1 May 2016.
Youtube video on TIR: https://www.youtube.com
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Draft SADC guidelines for Coordinated Border Management: A Practical Guide on Best Practices and Tools for Implementation, 2011 (CORE1115)
Summary: The 15 member states of the Southern African Development Community (SADC) are looking ways to ease the transition of their regional Free Trade Area towards a more integrated Customs Union where people and cargo would cross borders without excessive delays and administrative burden. The countries expect that the smoother cross-border traffic would contribute to the economic growth in the region. Central to the integration effort is coordinated border management, i.e., closer collaboration among various border control agencies, both nationally and internationally. The SADC guidelines provides a comprehensive catalogue and description of best practices of border agency cooperation and guidance how to implement them in the Southern-African context. Besides the guidelines, the document also features a comprehensive glossary of coordinated border management vocabulary. You can download the guidelines here: http://www.sadc.int. Review by Toni Männistö (CBRA)
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Full review: The guideline document suggests that coordinated border management depends on three levels of coordination: 1) intra-agency coordination within boundaries of one organization, 2) inter-agency cooperation between separate border control agencies or between the agencies and associated ministries and other policy-making bodies, and 3) international cooperation among border control agencies at both sides of a border or among governments at various supranational political forums.
The guideline document discusses in detail six key areas of coordinated border management. The most fundamental of the management areas is the legal and regulatory framework that defines a necessary legal basis for inter-agency and international cooperation and exchange of information. The second key management area is the institutional framework that is about governance and organizational structures underlying border control operations and high-level decision-making. The third management area concerns the procedures for cooperation at the borders. The fourth management area focuses on human resources and training, and the fifth on exchange of data, information, and intelligence. The sixth and the last management area is about providing infrastructure and equipment that supports other areas of coordinated border management.
Reference: Southern-African Development Community, 2011. “Draft SADC guidelines for Coordinated Border Management: A Practical Guide on Best Practices and Tools for Implementation”
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Governmental actors in supply chains & Governmental procedures, compliance and risk management – CASSANDRA Compendium Chapters 4 & 7, 2012 (CORE2007c)
Summary: The fourth and seventh chapters of the CASSANDRA compendium elaborate on the roles of government agencies in international logistics and supply chain security (SCS). A broad range of government actors – customs, police agencies, border guards and many others – play a crucial role in enforcing and facilitating cross-border traffic through the global supply chains. These government agencies are critical stakeholders to be involved in the development, design and implementation of the two central CASSANRA concepts: the end-to-end data pipeline and the risk-based approach to cargo inspections and company audits. The CASSANDRA compendium highlights that there are important differences in the national laws and regulations, even within the European Union, that complicate international government collaboration. The differences in the legal framework and organisational cultures must be taken into account when designing new SCS solutions in the CASSANDRA and other projects. The CASSANDRA compendium is available for download: www.cassandra-project.eu. Review by Toni Männistö (CBRA)
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Full review: The CASSANDRA compendium describes how the role of government agencies in the cross-border supply chain operations is changing. The trading community and high-level policy-makers are strongly advocating trade facilitation, to make international commerce faster, more cost-efficient and less cumbersome. To address the demand for trade facilitation, many border control agencies are adopting risk-based approaches for controlling cross-border trade and travel. They exploit information increasingly to identify and target high-risk cross-border movements while facilitating low-risk traffic. To further lowering administrative hurdles to the cross-border trade, many government agencies are eliminating duplicative and redundant reporting requirements and building modern ICT systems to enable fast and reliable digital exchange of data and information.
Many law enforcement agencies are also facing budget cuts and increasing work loads, which forces them to look for new ways to increase productivity. Increased collaboration among border control agencies has been proposed as a solution for boosting productivity. The efforts towards further coordinated border management (CBM) are clearly manifested as joint-border control posts, regional single window systems (an online interface enabling trading companies, customs and other border control agencies to exchange trade-related information) and mutual recognition agreements (MRA) that harmonize customs and security related regulatory requirements across jurisdictions.
Reference: Hintsa, J. and Uronen, K. (Eds.) (2012), “Common assessment and analysis of risk in global supply chains “, Compendium of FP7-project CASSANDRA, Chapters 4 & 7
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Better Management of EU Borders through Cooperation, 2011 (CORE1114)
Summary: This report by the Center for the Study of Democracy investigates existing forms of cooperation between Border Guards and customs administrations in the European Union. The study highlights obstacles to cooperation and proposes solutions and best practices for overcoming them. The study finds that despite the common policy interest on border agency cooperation and the associated pan-European standardisation efforts, the individual Member states decide the extent and forms of customs-border guard co-operation on their own. As a result, the current state of border agency collaboration and potential for improvements differ substantially between the member states. The main differences arise from the institutional set-up (e.g., number and roles of border control agencies), powers and competencies of the border control agencies, and the legislative basis (especially legal differences in terms of privacy, data protection and confidentiality of trade information). Download the report here: http://ec.europa.eu. Review by Toni Männistö (CBRA)
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Full review: The study concludes with a large number of recommendations for the European Union, the member states, and for the customs and border guards. The European Union should generate political will to act upon remaining challenges of border agency cooperation by creating awareness through public debates, communications and impact assessments. The EU bodies should act mediators to reconcile institutional interests of different border control agencies. The EU could also commission pilot projects on border agency cooperation, encourage joint training and increase funding of related research and development activities. Also the mandate of Frontex could be expanded to cover customs cooperation.
The individual member states should, according to the report, also mediate negotiations between border control agencies to overcome possible conflicts of interest. The member states should also evaluate impacts of various forms of customs-border guard cooperation.
The border guards and customs administrations themselves should identify and exchange best practices for strengthening their mutual collaboration. The agencies, the report recommends, should take responsibility for the pilot projects and for evaluating outcomes of the different forms of cooperation. To further improve the cooperation across the entire EU customs union, the customs and border control agencies should use Frontex more as their platform to conduct joint operations at the EU’s external border.
Reference: Center for the Study of Democracy, (2011), “Better Management of EU Borders through Cooperation”, Study to Identify Best Practices on the Cooperation Between Border Guards and Customs Administrations Working at the External Borders of the EU
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A Decade of GAO’s Supply Chain Security Oversight, 2015 (CORE1113)
Summary: The US Government Accountability Office (GAO) is an independent government watchdog organization that has been publishing many reports on the US government’s supply chain security initiatives over the past ten years. This article reviews 25 most relevant GAO’s reports that discuss strengths, weaknesses and future challenges of the US policies and regulations on supply chain security. The review findings reveal interesting facts about similarities and differences of the US and the EU approaches to supply chain security. This comparison opens new venues for further Transatlantic benchmarking as well as harmonisation and mutual recognition of supply chain security programs. This review was conducted as part of European FP7-Project CORE. The reviewed document is available for download here: https://hicl.org. Review by Toni Männistö (CBRA)
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Full review: The GAO reports suggest that the US administration has been struggling with effective performance monitoring and auditing of its supply chain security initiatives. The reports indicate that there is some confusion about costs of security initiatives for the government and for the business community. There is also a lack of common understanding about the actual benefits of many of these programs. The GAO reports also urge US government officials to adopt risk-based approach to supply chain security, for example to use information and intelligence to assess risk levels of specific shipments, people, trading companies, and other entities, and then employ security solutions that are commensurate to the risk level. The GAO reports also emphasize the importance of involving the industry in the process of defining new policies and regulations.
Altogether, the review team found that the GAO documents are not only highly relevant for SCS management and governance but also of high quality. The study concludes that it might be useful for the EU to establish a quality-assurance organization similar to the US GAO. This new EU body would oversee spending of the EU and its member states on supply chain security programs and projects and this way improve efficiency of such investments.
Reference: Männistö, T., and Hintsa J., (2015), “A Decade of GAO’s Supply Chain Security Oversight,” Proceedings of the Hamburg International Conference in Logistics (HICL), September 24-25, 2015, Hamburg
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Supply Chain Security: Survey on Law Enforcement Agencies’ Training Needs, 2015 (CORE1112)
Summary: In a recent study, a joint CBRA-INTERPOL research team investigates what kind of training material would help law enforcement agencies to fight crime in the context of global supply chains. The team conducted a pilot survey at the LE TrainNet Meeting (Networking Meeting of the Law Enforcement training institutions) which took place in Baku, Azerbaijan, 28- 29 April 2015. Findings of the pilot survey will be used to launch a large EU-wide survey on law enforcement agencies’ training needs regarding supply chain security. The survey findings also guide production of new training and educational material that the FP7 CORE is currently producing. The reviewed document is available for download here: https://hicl.org. Review by Toni Männistö (CBRA)
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Full review: The article concludes that law enforcement agencies generally recognise supply chain security training as a worthwhile investment for their organisations. In partuclar, the law enforcement agencies call for new supply chain related training material especially regarding narcotics and drug precursor trafficking, corruption financial crimes and tax evasion, trafficking in human beings, trafficking in counterfeit goods, terrorism and cybercrime. They advocate increasing use of modern training techniques and tools, such as e-learning, case-based teaching, and role-playing exercises.
Other findings show that law enforcement agencies consider it very useful to develop new training and educational material that would help them to enable and encourage multi-agency collaboration, for example data sharing between police agencies and customs. The survey respondents also expressed their interest in new training material that would focus on human factors of transnational crime (e.g., motives and underlying social dynamics) and intelligence-led policing.
It is important to notice that only 16 people responded to the Baku pilot survey. The response rate was 23.2%, given there were 69 delegates registered for the LEA TrainNet meeting. The relatively low number of respondents and the relatively low response rate indicate that there is a definite need for a larger EU-wide follow-up survey.
Reference: Hintsa, J., Ahokas, J., Gallagher, R., and Männistö, T., (2015), ”Supply Chain Security: Survey on Law Enforcement Agencies’ Training Needs”, Proceedings of the Hamburg International Conference of Logistics (HICL), September 24-25, 2015, Hamburg.
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Interviews
Revista de Seguridad en el Transporte
We continue on the expert interviews in this week´s CBRA supply chain security-blog: Dr. Andrew R. Thomas & Journal of Transportation Security.
J. of Transportat. Security
We continue on the expert interviews in this week´s CBRA supply chain security-blog: Dr. Andrew R. Thomas & Journal of Transportation Security.
Programa de control de contenedores
This is our third blog-interview, this time focusing on United Nations Office for Drugs and Crime, UNODC, and the Container Control Program, CCP.
Container Control Program
This is our third blog-interview, this time focusing on United Nations Office for Drugs and Crime, UNODC, and the Container Control Program, CCP.
More on crime taxonomies
Continuing to explore supply chain crime taxonomies (blog 13.10.2014) – an interview with PhD Candidate Toni Männistö on his latest research results.
Más en categorizaciones del crimen
Continuing to explore supply chain crime taxonomies (blog 13.10.2014) – an interview with PhD Candidate Toni Männistö on his latest research results.