that sharing data could
also allow participants to
identify pinch points where
congestion and delays are
occurring or where costs are
being incurred. This would
enable them to rethink their
business processes where
necessary. It could mesh
with the Cargo iQ initiative
to improve the quality of
airfreight services. PAPERLESS
FREIGHT
amend the electronic record
and make it available to all
the other parties. The same is
true of the electronic security
declaration.”
If this sounds rather like
one of the advantages that
advocates of blockchain
technology talk about,
that is no coincidence, he
adds. “Cargo One does not
actually use the blockchain
as such, but it shares a lot
of its advantages.” (See
feature on page 22). This is
achieved without the cost
and processing power needed
for full blockchain operation.
In fact, information could
be passed from a blockchain
system to ONE Record.
Burgin adds: “As I
understand it, ONE Record
is a database that different
people can feed information
into, which is rather like the
blockchain.”
While mindful of the
airfreight industry’s (at best)
patchy record in taking
up new technology, Tutt
reveals that his members
and their customers have
been enthusiastic, and he
also expects the forwarding
industry to welcome the
proposals. AFSS has also
participated in IATA-led
discussions with Heathrow
airport and the UK
Department for Transport.
Henk Mulder adds
The question of security
Security has sometimes been
cited as a reason not to share
data, but multiple pieces of
paper attached to shipments
or lying about on desks or in
fi ling cabinets is no guarantee
against the ill-intentioned.
And, as Mulder points out,
organisations like the CIA
routinely send information
over the Internet, albeit behind
electronic security walls so that
no-one else can see it.
With ONE Record, Mulder
adds: “It would be possible
for parties to decide who they
share data with, and what
data that should be, at a very
granular level.”
IATA has set up half a dozen
pilot ONE Record schemes
in various parts of the world,
explains Mulder. Each has
been organised as a hub, with
shippers, airlines, forwarders
...ONE Record
is a database
that different
people can feed
information into
Gordon Tutt, UK Association of Freight
Software Suppliers
and, in some cases, customs authorities, exchanging data with
each other.
One pilot has been organised by German national airline
Lufthansa for the Frankfurt area. Another has been organised by
technology fi rm Ericsson involving also Finnair, Air France-KLM,
Schiphol airport and road freight operators.
A Hong Kong scheme involves national carrier Cathay Pacifi c
and handlers; there is a joint Singapore and Australia scheme that
includes the CCN community system, software fi rm Wisetech,
Sydney airport and Singapore Airlines; another in Canada
with Air Canada, forwarder Expeditors and software company
Descartes; and Qatar Airlines is using ONE Record internally.
Mulder hopes that perhaps three further pilots can be set
up soon, which could well include a Heathrow pilot scheme.
Meanwhile, Tutt at AFSS hopes that trials could start in about six
months’ time, possibly involving just two parties in order to keep
things simple.
In practical terms, software houses will need to develop
suitable electronic messages, perhaps starting with an AWB or
House AWB code and push data into it. Perhaps more exacting is
developing suitable security protection.
Some thought also needs to be given to the residual
documentation that cannot be made fully electronic, such as
licences or dangerous goods certifi cates, adds Tutt. In these
cases, there is no reason why the data they contain cannot be
made electronic and transmitted through ONE Record, even if
the paper document itself still needs to physically accompany
the goods.
And, if data can be shared between different airfreight
players so easily with ONE Record, why stop there? Mulder
notes that IATA is an active member of the European Union’s
Digital Transport and Logistics Forum that involves all modes
and stakeholders and which is about to start a project on crossmodal
integration that could, ultimately, lead to an “Internet
of Logistics.”
Seemingly, there are no limits to what is physically possible
in tracking or monitoring cargo. There are already prototype
systems that allow goods to be monitored for shocks, temperature
and humidity and unauthorised interference while the aircraft is
in the air, although some work does need to be done to ensure
consistent data standards throughout the world.
The spirit is willing…
Ultimately, the only remaining question is whether the airfreight
industry (and IATA) has the will to fi nally push through a major
digitisation programme for airfreight. People are mindful that
previous systems have shown promise, only to fail because of the
industry’s unwillingness or inability to give up legacy systems.
However, with business in almost all other walks of life rapidly
ditching paper, the industry must ask itself the question: ‘What
are the costs of not going electronic?’
As Mulder points out, if the airfreight industry is unwilling to
embrace digitisation, they could well have it forced upon them
by the likes of an Amazon or Alibaba…
20 August 2019 www.airlogisticsinternational.com
/www.airlogisticsinternational.com