Air cargo security has been and continues to be significantly enhanced. The Air Transport Association member airlines are firmly committed to ensuring the highest possible level of security and continue to implement measures that further protect the critical air cargo industry, balancing both security and practicability.
Carriage of cargo by air is critical to both the nation’s economy and the airline industry that provides this service. It currently generates an estimated $4.7 billion in annual revenues for the U.S. passenger airlines and $21.1 billion for all-cargo airlines1, and directly accounts for more than 100,000 U.S. jobs. Air cargo shipments include time-sensitive high-tech and high-value goods (e.g., computer chips; automotive parts; pharmaceuticals; medical supplies; and perishable commodities such as fruits, fish, vegetables and flowers). Greater than 80 percent of revenues from air cargo carried on passenger planes are derived from one-to two-day deliveries. Express delivery services that rely on air cargo services are a critical element of “just-in-time” manufacturing assembly and distribution facilities.
These considerations underscore the need to use a multi-layered, risk-based approach to maintaining the security of air cargo.
Background
Following the events of September 11, 2001, the security of the nation’s transportation systems (including air cargo carried on both passenger and all-cargo airlines) was significantly upgraded. Although the “Aviation and Transportation Security Act” (ATSA) that created the Transportation Security Administration (TSA) clearly defined aviation security, and by extension air cargo security, as an inherently governmental function, airlines implemented a number of measures to enhance air cargo security. The Transportation Security Administration (TSA) subsequently issued mandates to further refine and strengthen air cargo security. These efforts continue unabated.
TSA and airlines are working to augment security of passengers and cargo. This collaboration has produced important improvements. For example, airlines voluntarily participated in the TSA-sponsored Aviation Security Advisory Committee (ASAC), providing some 43 recommendations to improve air cargo security in shipper acceptance procedures, security requirements for freight forwarders and standardizing security programs for all-cargo airlines. The TSA incorporated most of these recommendations in a new air cargo security rule. Passenger airlines participate in TSA’s Known Shipper Database, which utilizes data and information technology to verify the identity and authenticity of cargo shippers. Airlines have collaborated with TSA and the U.S. Postal Service to develop and implement a canine mail-screening program for mail carried on passenger airlines. In addition, airlines have often outpaced the government, implementing significant cargo inspection and screening measures that were later mandated by Congress or TSA. Airlines continue to assist TSA in programs to evaluate the utility of explosive detection systems (EDS), explosives trace detection (EDT) and canines for cargo screening.
ATA POSITION: ATA member airlines are committed to ensuring the highest possible level of security, while maintaining critical services vital to our nation’s economic well being through a multi-layered, risk-based, comprehensive system of cargo screening.
As Congress confirmed in the ATSA, aviation security is an inherently governmental function, and the government should and must bear the costs. Despite the Congressional mandate for TSA to provide for the screening of cargo, both passenger and all-cargo airlines continue to perform most cargo security procedures and bear those associated costs.
To meet both the letter and the spirit of ATSA, ATA strongly supports:
· Expanded funding for TSA’s Explosive Detection Canine program. Canine teams used to screen cargo are extremely effective, available and cost-efficient. Canines can screen pallets and loose pieces of freight and screen large quantities much more quickly than any other methods. More than 400 canine teams are in place today at more than 80 airports. Canine teams are mobile, which permits quick and effective deployment. In conjunction with the current canine program, ATA also supports the certification of additional canine training facilities and adequate funds to implement the program.
· Continued funding of critical research and development efforts by TSA and the Department of Homeland Security (DHS) to create certification standards and, ultimately, certify screening technology that will be effective and efficient in screening cargo. ATA is pleased that the FY07 DHS appropriations bill provided $55 million for the evaluation of cargo screening technology.
· Continued efforts by TSA to bolster security throughout the supply chain by leveraging shipper databases to increase shipment targeting.
· Greater deployment of explosive trace detection units to increase cargo screening. Congress should require immediate deployment of any underutilized units and authorize the necessary funding for TSA to acquire additional units and to train their operators.
Conversely, ATA opposes mandating the physical inspection of every piece of air cargo carried on passenger airlines. Such a policy would undermine the viability of passenger air service, dramatically increase costs for air cargo shippers, and jeopardize cargo services to many small communities. The just-in-time inventory strategy that is indispensable to U.S. industries would be thrown into disarray. Imagine automotive manufacturing facilities idled due to the lack of airbags or other parts, restaurants closed because seafood did not arrive, or flower shops without flowers on Mother’s Day and other holidays. These are very real concerns.
While it is not practicable or the best use of security resources to provide one-hundred percent physical inspection of air cargo, a risk-based management system that identifies those shipments that pose a risk and applies layers of security at various points throughout the supply chain is the best approach. It applies well-conceived security measures to cargo in a manner that accommodates the needs of the U.S. economy.
1Source: U.S. DOT Form 41, Year-End September 2006
January 2007
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