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Commentary by Erik Hoffer, President CGM Security Solutions Inc.
During each day over 38 million major cargo shipments and 75 million courier shipments begin and end at our door steps. We take in cargo as a matter of course and welcome the couriers and drivers as they deliver products to us. Little consideration is given to much of this cargo as to where it has been, or who handled it, who shipped it or the fact of its relative safety or security, we just sign the form and take it in!
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ASSET RETENTION TECHNOLOGY
THE A.R.T. OF SECURITY
Erik Hoffer
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By Erik Hoffer
Remarkably, the need to protect and secure unattended transported cargo, seems to be a debatable concept? Documented losses through damage far exceed those from theft. In fact losses in some industries and from certain products through counterfeiting, diversion and all forms of fraud, also seem to exceed those quantifiable losses from supply chain theft. So where should business rank theft, and a secure supply chain, in terms of a budgeted priority and corporate strategic focus against other known threats? Is it worth caring about this problem at all? Who is financially responsible for remedy and then who is responsible for the loss? Is it smart to seek remedy proactively or do you wait to become a victim before taking action? Does the same entity pay when goods are stolen as when goods are damaged? What role does the shipper have vs. the carrier in reducing or assuming risk? All of these questions elicit a variety of unrelated answers depending on who is being asked and what products they transport or ship. This array of answers defines the dilemma of where does cargo security fall in corporate strategic planning from a shipper or carrier prospective?
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By Erik Hoffer
In the most personal sense, getting your possessions back after a theft is of real importance. The memories, the attachment, the sense of closure and the reversal of the personal violation make recovery the most important factor in the tragedy. This is debatable however in a corporate sense. Recovery of items such as computers, pharmaceuticals, specialized machinery, and time dated items such as clothing, explosives or cosmetics is less than favorable.
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Today’s U.S. airport security policy rests on a fallacious proposition. By applying equal screening resources to all passengers and all bags, the system acts as if security officials believe that every passenger and every bag is equally likely to be a threat. This premise wastes limited security resources on low-risk passengers and bags, thereby devoting less resources to higher-risk passengers and bags. In addition, this approach has created a “hassle factor” at airports that drives away airline passengers.
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By Erik Hoffer
DEFINING VULNERABILITY: The overwhelming perception is that the global air freight system is both dynamic and efficient as it moves millions of packages worldwide on a daily basis. Little thought is given to possible disruptions in service or to the vulnerability of our fragile supply chain, especially as it relates to an airfreight based catastrophe. Logisticians routinely discount the myriad of threats to commerce as they use the air cargo system. Air cargo’s intrinsic vulnerability to financial loss seems to be almost transparent to them and therefore little is done or funded by business to reduce these perils at a corporate level. Only recently has our government dedicated resources to identify these risks worldwide and, unfortunately, has yet to create oversight standards to mitigate them.
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By Erik Hoffer Our transportation industry serves as the pulse of commerce, and the heart of our economy. Collectively we move food, clothing, and most other essential goods by truck, rail and air. The question I propose here deals with the transparent nature of logistics masking the fact that we are not alone in our efforts. There a black side to logistics and no one sees it. There are contra-logistic forces out there which replicate our processes for their personal gain. and commonly deliver stolen, diverted and counterfeit goods to clients right under our noses! Besides essentials, contraband drugs and illegal weapons are also commonly transported using commercial trucks and courier services.
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By Erik Hoffer
The 911 attack created a new reality and a broad-based credible fear in America. The awareness of terrorism has spread from the living room to the boardroom. Business is suddenly acutely aware of terrorism as a major threat to profitability. Before 911 business risk usually dealt with lost sales, not death or destruction. Today, the threats of biologics or explosives infiltrating our plants and offices is real. Media feeds the paranoia but the basis of concern is genuine. Those who were prone to dismiss certain threats to personnel and profits now open their mail with apprehension! Times have changed. In commercial transportation, we have seen passenger inspection reach new heights. It is now common to see a National Guardsman with his M-16 at Newark Airport where just 2 months ago, we would have seen a complacent untrained and typically non-English speaking inspector! The fact that we now have openly addressed the fears of the travelling public is good, but that is merely the first drop in an ocean of need. Clearly every plan to totally eliminate risk falls short. I believe that the people who changed our way of life are somewhat less likely to repeat that game plan. We know they are neither naive nor foolish. We also know that they are well funded and that they have access to weapons of mass destruction. In order to prevent a second attack, we have to think as they do. Preplanning a threat assessment strategy can prevent another tragedy. A repeat of 911 is far less likely by someone but something such as a pallet, sea container, rail car or letter. How do you plan for a threat when the threat is yet undefined and faceless?
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