For transport security there is a variety of technologies developed to detect dangers and indentify hazards in freight transport. One of the greatest difficulties in approaching container transport security is that there is no single system that regulates the international container traffic, since this type of transport is characterized by complex interactions between market players, industries, regulatory bodies, other means of transport, operation systems, guaranteeing regimes, legal frameworks etc. Many of the security problems of the entire container transport chain are linked to the land transport routes and freight integrators who operate the first and the last services in this network.
Apart from the suppliers of security systems for freight and operators who buy these systems to ensure the well-functioning of transport to the end customer, the authorities also play their part in the system, as they have to get involved in the transport security process.
It is very important for the transport authorities to differentiate the types of threats, because if measures are not properly adjusted and implemented, they will determine the slowdown and even the deadlock of freight flows at national and international level, while, conversely, concrete measure can facilitate commercial exchanges.
The authorities have the important role of consolidating security in every important aspect of freight traffic. This will also involve transport operators who have to take into account the security measures concerning the integration of containers, their closing system and ensure the container access and facilitate their supervision, which has a significant importance for authorities as this can help supervise the transport weak points on the entire network.
Generally, the measures used in reducing threats include container screening, ensuring the integrity of the containers, controlling container access, supervising containers and evaluating container risks by analysing data and information.
Container security is a common responsibility among players, since any infringement of security ensuring methods can compromise the entire system of container transport security. Consequently, carriers have to follow pre-established security procedures, to buy adequate security systems to ensure transport and to initiate tests to ensure containers by installing seals. These technologies are sure for container transport, but are difficult to implement since there are many incompatible operation standards and the experience is still limited, which determined the EU to initiate pilot projects.
There should also be clarity between the security relevant data (for example the condition of the seal and the number of containers) and the data concerning the management of the supply network (the packaging lists, consigner, the identity of the consignee etc.)
The vulnerability of containers is much higher in depots and in railway or sea terminals, when container loading or transport is undergone. Efforts to minimise non-authorised access risks need to be done if these terminal nodes determine risks on the container transport security. Therefore, transport operators have to check the identity of the employees and develop protocols with other operators regarding the container access in conformity with national laws.
Screening and scanning of containers, while complimentary, are not the same. 100% container screening is possible, 100% scanning, on the other hand, is not practical, since present technology cannot fulfil all requirements. In case of container protection, the transport authorities have to assist the Customs to make sure that the information regarding the operators and the authorizations are made available in evaluating risks.
“If all countries world-wide would apply the 100% scanning policy, the total projected cost for the world could be in the order of EUR 150 Billion annually and this concept does not eliminate the possibility of tampering with cargo after the scan was performed and it is also focused on a single transport mode, when solutions for all modes are needed. For example, the systematic scanning of transhipment containers would be practically impossible to organise. Modern technology can contribute to the improvement of cargo and container integrity during the whole transport cycle: sealing, tracking and tracing, positioning”, declared Algirdas Šemeta, EU Commissioner for Taxation and Customs Union, Audit and Anti-Fraud.
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