Description
Analysis (using template provided) plus 400 Words Summary of Findings, all in one (1) file Many SC companies attempt to adopt and implement new technologies to advance their operational efficiencies, reduce costs and increase profitability. However, many of them face significant challenges and often fail in these efforts. This assignment contains case studies of the processes and challenges involved.The assignment is informed by your learning from the first assignment. Having developed a general supply chain digital transformation plan and reflected upon how to go about successfully adopting and implementing new SC technologies in assignment one, you are now required to examine two particular cases of supply chain technology adoption, develop a comprehensive analysis and produce your key findings. Your analysis should identify and examine the motivations, the processes, the outcomes and the various key influencing factors in the technology transformation. You will develop your analysis based on 2 out of the six industry stakeholder interviews provided below. Once you have read and understood each of the interviews, use the following analysis template to present your analysis based on the different themes provided. Each interview analysis must be completed on a separate template so that you submit two separate analysis templates but in one (1) document.For each of the themes, you must develop a summary detail (column 2) and identify quotes (column 3) to illustrate every point identified under the theme. For example, if there are 3 motivations highlighted in the interview, you should illustrate them with one quote each. At the end, you need to develop a 400 Words Summary of Findings, and submit along with the two separate analysis templates, but all in one (1) file.
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Assignment 2 Interview Analysis Matrix
Introduction to the case organisation
Briefly describe the organisation, its business and explain why it is important for such a business to transform its
technologies.
Theme
Summary Detail
Illustration Quotes
Motivations:
-What problems was the
technology meant to address
Technology:
-What technology was chosen?
-What were the key features of the
technology?
Implementation Issues:
-What were the key challenges?
-What were the key mistakes made
in the adoption and
implementation?
Outcomes:
-What were the key outcomes?
-To what extent did the technology
address the operational issues?
-How did the implementation
challenges shape the outcomes?
Critical Analysis:
-What could have been done
better?
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FILE DETAILS
Audio Length:
109 minutes
Audio Quality:
High
Number of Facilitators:
One
Number of Interviewees:
One
Difficult Interviewee Accents:
Other Comments:
Average
Yes
Low
No
The quality of the recording was poor. There was background
static throughout the recording. Ellipses used in unclear
sections.
START OF TRANSCRIPT
Facilitator:
Okay [unclear]. Thank you very much for the time. Basically, this
project, as I’ve explained before, is about trying to see how and what
sort of measures the ports put in place to boost productivity,
efficiency, and different ports depending on the circumstances put in
place, different types of measures. I want to understand what it is that
the KPA has put in place recently. You are free to go as broad as you
can, but you can start from anywhere. So, take me through some of
the things that you’ve adopted.
Interviewee:
Okay. Thank you [Facilitator]. Thank you for this opportunity. I will
mainly touch on the [ICT] solutions, which have been [unclear]
contributed to adoption of best practices in the port to increase and
improve – improvement of efficiency and productivity. In KPA all this
began with the KPA board of directors coming up with a policy called
the [KPA ICT] policy. But this carries the basis for, as I will explain
later, different ICT solutions or applications. The policy was wanted in
the late ’90s, KPA ICT policy, and it is divided into three phases. The
first phase of the KPA ICT policy…
Facilitator:
Did you say ’90s?
Interviewee:
Late ’90s. Around about ’99, 2000. It’s in three phases. The first phase
was to oversee the implementation of an enterprise resource planning
system – an ERP system called SAP. SAP refers to Systems,
Applications and Products. SAP was mainly to automate the
administrative components of KPA. This would include, for example,
human resource functionalities, technical services functionalities,
[inaudible]. The system went live in 2002, in June.
[Unclear] words are denoted in square brackets and time stamps may be used to indicate their location within the audio.
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So, SAP essentially automated the administrative component of the
port Yes, the benefits are almost immediate. The amount of papers
that would be there, the timeframe for business processes – they were
reduced drastically. For example, where one [inaudible] opposed to
the then manual system where one had to fill in a set of six copies.
[Unclear] the head of …, head of department then to personnel and so
on.
Facilitator:
Six copies of everything.
Interviewee:
Of the leave form now.
Facilitator:
Oh, leave.
Interviewee:
Yes, leave form.
Facilitator:
Just a moment Interviewee. What did you say SAP stands for?
Interviewee:
Systems, Applications and Products.
Facilitator:
Yeah.
Interviewee:
With the implementation of SAP, the HR module for example, leave
application and leave processing [unclear] now they don’t take time at
all. The element of processing payroll under the financial module because SAP has different modules. There’s the human resource
module, there’s a finance module, there’s a material management
module, there’s a plant maintenance module that is used by engineers
now.
For example, now we are able to have systematic scheduled periodic
maintenance of equipment, which did not affect operations, in the
sense that technicians are able to get periodic alerts through the
system and therefore notify the operations department that this
equipment is due to be withdrawn for maintenance or for service at a
specific time. So essentially then that helps the operations department
to plan, to see how best they are able to program as the operations
[inaudible].
It’s come up with audit trails where then you are able to literally
analyse data [inaudible]. If you want to analyse, for example, if an
equipment has a … So, you are able to get information like ship to
shore gantry plan number 16 is one. It has a perennial problem of
[inaudible] captured in the system. So, you are able to make those
analyses – you are able to analyse that data.
It went live in June 2002 and that [inaudible]. But you will appreciate at
this point that it only had improved – let me call it, a second [unclear]
component of the port, considering the primary element, the actual
operation – cargo handling operation – forecast and achieving a quick
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turnaround time of the vessel. So that now propelled the second
phase of the KPI strategy, which is the implementation of the Kilindini
Waterfront Automated Terminal Operating System. That is
abbreviated as KWATOS.
Facilitator:
KWATOS is Kilindini…
Interviewee:
Yes. Waterfront Automated Terminal Operating System.
Facilitator:
System?
Interviewee:
Yeah. So, the second phase essentially was to provide an ICT
solution to now the cargo handling component of the port. The
administrative part of the port was essentially tackled by the
implementation of SAP. So basically, then the process began in late
2005 and it culminated and went live in June of 2008. Now the
Kilindini waterfront system basically automates the operational
component of [inaudible] improved in the terminal, the conventional
cargo terminal, our outputs that are in the container depots – one at
Nairobi, one at Kisumu.
Of course, you cannot really satisfactorily talk of achieving efficiency in
terms of productivity and throughput if you only improve on handling
cargo without having to look at the marina component, which is
responsible for ships’ reception and departure from the port. So, the
marine department was also automated using the KWATOS system,
so as to cater for what needs of ship reception at the port, timely
berthing and mooring of ships, and of course the subsequent ship
operation. Again, after the culmination of [inaudible] then the
de-berthing the vessel and departure.
So that was taken [inaudible] KWATOS system. But I will give you an
elaborate presentation in PowerPoint on the impact it has had in port
operations and business processes and actually adopting best
practice – trying as much as possible to adopt best practice – and
challenges that have been experienced and are still being
experienced at this point in time. So that marked the second phase of
the KPA ICT strategy.
The third phase is what is now called the National Single Window.
Now the National Single Window eventually [inaudible] in the east
African maritime industry. … the revenue for [unclear]. It would include
Kenya Ports Authority, it would include banks, it would include
insurance companies, it would include transporters and it is actually
earmarking [inaudible] for example, an officer in Uganda Revenue, 32
… a phone [unclear] Port of Mombasa, then … use of the National
Single Window they’d be able now to trace any cargo bound for
Uganda, you know, electronically. That is expected to provide a
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solution to particularly the … cargo, you know, the transit cargo into
the local market in Kenya.
The project is funded by the Royal Bank. The key players who have
taken the lead in the implementation of the system – they make up an
implementation of the system – are Kenya Ports Authority and Kenya
Revenue Authority. National Single Window has now been made into
a state corporation – Cabinet has given approval – so at this point in
time as I speak, we are in the process of trying to come up with the
money levels and so on, so that then they would refer [unclear] to
basically then facilitate the implementation.
It has a secretariat in Nairobi, situated at [unclear]. Of course, the
people there are personnel from Kenya Revenue Authority and Kenya
Ports Authority seconded to that secretariat. Now the National Single
Window in essence – it is going to be a platform – just an electronic or
digital platform – where all the databases for all players in the maritime
industry would be sitting. Now based on our authorisation levels,
depending on the aspects of transactions that a user wants to make,
then what will happen is if I am an importer and am interested in a
specific cargo, having had a specific bill of lading number, then I will
log in and make a specific query.
Maybe I want to know if the ship carrying my cargo has arrived and if
yes, then where is my cargo at that point in time. So, when I log in into
the National Single Window what will happen is based on the query,
then the electronic platform will take it to the specific database. In this
case, for ship arrival and cargo discharge it will be KPA. So, the query
will be brought into KPA and that specific information will be [unclear]
and then displayed on the … user that the vessel has arrived. Then he
would get the dates of the vessel arrival, berthing. If the cargo has
been discharged, they are able to get that it was discharged on this
date and it is currently sitting on this location in the port premises.
If, at that point, I would like to know how far Kenya Revenue Authority
have gone with processing my customs entries that probably
unloaded some time ago, [unclear] make that query through the
National Single Window, then it takes me – okay these are things that
are happening in the background. Of course, on the screen you’re not
seeing that. But then it now relays the queries to the relevant
database – in this case it will be Kenya Revenue Authority – and then it
gives feedback.
In terms of the players in the industry, it is also going to help in cutting
down time. Currently you’ll find ship agents have to submit electronic
copies of manifests separately to Kenya Ports Authority to – in fact
Kenya Maritime Authority will submit hard copies. Kenya Revenue
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Authority also will submit an electronic copy. So, you see now, there’s
a duplicity there and time consuming. Then chances of disparity are
there as well. But now under the National Single Window what will
happen is the ship agent will upload that single electronic file on the
platform, which will only be accessed by KRA at that point.
Once KRA have gone through and are satisfied they now will be
uploaded back to the platform, which now becomes available to the
operators’ specific users. For example, now Kenya Maritime Authority
should be able to access the manifests, KPA should be able to access
the manifests, the ship agent themselves now should be able now to
access the now approved manifests by Kenya Revenue Authority. So,
in essence then it will essentially be digitalising the maritime industry
and therefore facilitate that efficiency in the industry.
What we are looking for to benefiting from the National Single
Window, particularly for forwarders or clearing, what emerges is that
the balance will also be sitting in that platform. So, payments through
electronic fund transfer would basically be [unclear]. I don’t need now or rather when it was live there’s no need for one to go to the bank to
trigger the bank to affect an EFT to KRA, for example, when they are
paying duties and the relevant taxes.
The user would really not need to really come to KPA to trigger the
payment of port [unclear]. All that he can do by triggering the bank for
that action from the comfort of his own home, office space, wherever
he may be, as long as they have Internet connection or connectivity.
National Single Window is yet to go live. It has had a rocky path. You
will appreciate – I mean with due respect to Government, I mean
Government processes – it’s quite a process. At first it began by being
called a community-based system. At some point there were some
disagreements, so maybe change the name to Port Community Based
System – PCBS. There were further disagreements and
misunderstanding and then it was changed to National Single
Window.
Facilitator:
Why were there disagreements with these other names?
Interviewee:
Actually, the names came out – it wasn’t specifically because of the
name but rather [inaudible] would be sitting there … That’s where the
tussle was. So, you find where one uses the – what they call the
muscle, the influence and power to [unclear], you know to overcome
someone else. You know, someone now comes up with a new idea
and then says, this one should not really be called Port Community
Based System, it should be called [unclear] Based System. Then
someone else comes in – is not happy with the predecessors, then
they say, no. The best name should be the National Single Window.
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Although now it seems the National Single Window is there to stay,
because now it’s got Cabinet approval to become a state corporation.
Facilitator:
Now this National Single Window. The parties who’ve got access – let
me see, you’ve got KPA?
Interviewee:
Yes.
Facilitator:
But then the KPA itself has different operations. Who exactly in KPA which section in KPA has got access?
Interviewee:
To? It’s operations.
Facilitator:
Operations?
Interviewee:
Yes.
Facilitator:
So, for example, a container terminal [unclear]…
Interviewee:
Yes.
Facilitator:
Then you’ve got KRA?
Interviewee:
Yes.
Facilitator:
And you’ve got ships’ agents? Then you’ve got – do you want to go to
freight forwarders?
Interviewee:
All of them. Freight forwarders would be there. Financial institutions
and insurance companies would be there. Basically, all players. In
essence where it is aiming to get is the time and environment that
unless you are automated then you cannot really transact business in
the maritime industry. So, it would [inaudible] time you are – we are
talking now, currently the active players are KPA and KRA. But what
they are doing – now the secretariat – the National Single Window
secretariat – what it is doing is that it’s now going around the different
stakeholders getting to [unclear] as is [inaudible] and then … who now
should never look that kind of assistant.
Facilitator:
So, I want to understand how these three systems interact and the
best way to do that is to explain to me from the beginning, from 1999
in a sequence.
Interviewee:
Okay.
Facilitator:
I’ve got a container on a ship…
Interviewee:
Okay.
Facilitator:
…and I’ve got [inaudible] practice. I’m a shipper, I’m involved in a
logistics company – say a freight forwarding company.
Interviewee:
Okay.
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Facilitator:
Then of course you have the involvement of the ship’s agents to
secure [unclear] space on board and you’ve got KPA – or let’s say
you’ve got a container terminal, because this is a container. You’ve
got KRA.
Interviewee:
You will have…
Facilitator:
To you the vessel – now I’d like you to take me through that sequence
from the time the container leaves my yard until it’s loaded on board.
Interviewee:
Okay. Well look – I’ll begin from the last port of loading before the ship
comes to the port of Mombasa.
Facilitator:
The ship that is going to take the container?
Interviewee:
Yes. From that point after you have secured space on a vessel and of
course that is the premise on the sales [unclear] between you the
shipper and the consignee at this end. Once you have secured space
you will [inaudible] possession of … or bill of lading from the shipping
company. That is…
Facilitator:
Before the vessel arrives?
Interviewee:
Yes. Once you have handed over your cargo for export at the port of
loading and once your cargo has been loaded on board the vessel at
the port of loading, [inaudible] the port of – the agents – the ship agent
at the port of loading sends an electronic message to their
counterparts at the port of discharge – in this case Mombasa – of files,
one, which is called a Baplie file or a Bay Plan File. Now the Baplie file
would list for you the containers actually loaded on board, their
weights, their storage position on the vessel. So, the Baplie actually is
a confirmation for what is expected to be discharged, or what should
be discharged at the next port of discharge.
Secondly, they would also send a file called a manifest.
Facilitator:
A Baplie. Did you say…
Interviewee:
Yes. A Baplie. B-a-p-l-i-e. Baplie is a short form for Bay Plan File
Facilitator:
Yes. [Inaudible]
Interviewee:
So, it’s basically…
Facilitator:
It is sent…
Interviewee:
[Inaudible] by the ship agent at the port of loading.
Facilitator:
When are you saying the port of loading – loading which container?
Because I want to look at it from my perspective.
Interviewee:
Okay.
Facilitator:
It’s my container in Kenya I’m sending to…
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Interviewee:
Ah. To – you’re exporting now?
Facilitator:
I’m exporting [unclear].
Interviewee:
Okay.
Facilitator:
But because I was going to come to be receiving, but I think now
continue with that sending.
Interviewee:
Okay.
Facilitator:
So, I’m not expecting a container – because you’ve sent it back I’m not
expecting a container.
Interviewee:
All right. Okay.
Facilitator:
So let me just see if I’ve got it right. The container is loaded. Who
sends the Baplie?
Interviewee:
The ship agent.
Facilitator:
From the [unclear] loading port?
Interviewee:
From the loading port, yes, to the ship agent at the discharge port.
They will also send a manifest.
Facilitator:
Somehow the Baplie is different from a manifest.
Interviewee:
Okay. Baplies list cargo actually loaded on board.
Facilitator:
Yeah – and details?
Interviewee:
And details, yes. Manifest is what was documented to be loaded on
board. Because it is based on a shipping order. You know – the
original [unclear] is the shipping order. Now I may book space and
secure a shipping order for a shipping 10 containers. But because of
poor logistics I end up delivering and handing over seven containers.
Facilitator:
So, the manifest – the difference between the Baplie and the manifest
is the three containers.
Interviewee:
Yes, exactly. Yeah. Because now there’ll be situations of cargo
shutout, cargo left behind which the Baplie would capture the actual
loaded, where the manifest would just give the [unclear].
Facilitator:
So, it was [inaudible] the Baplie…
Interviewee:
And the manifest, yes. What now happens is that the ship agent will
forward a copy of the manifest to Kenya Revenue Authority for
[inaudible] for approval. Then they would forward to the ports both the
Baplie and the manifest. That is for a regular ship calling. If it’s a
maiden calling, what can happen is they would also send to KPA
[inaudible] a vessel definition file. Now a vessel definition file is a file
that actually defines the vessel, which subsequently enables now the
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KWATOS system to do the berth planning for the vessel, because it
would have given information for the length overall of the ship and the
draught.
It would help KPA to do the ship planning in terms of doing the
[unclear] sequence. How many cranes can be assigned to which
hatches to begin discharge from which hatch going to which hatch and
so on.
Facilitator:
That is done by KWATOS?
Interviewee:
That’s done by KWATOS, yes.
Facilitator:
Okay. So KWATOS is the marine interface?
Interviewee:
Marine – in what sense?
Facilitator:
I mean, KWATOS [inaudible] – it comes into play at the point of
scheduling the vessel, berthing the vessel, loading, discharging?
Interviewee:
Exactly. Yes.
Facilitator:
Yeah?
Interviewee:
And up to delivery of cargo.
Facilitator:
Out of the port?
Interviewee:
Out of the port. From [unclear] we continue. So – and vessel definition
file is just once. You just send it once and that’s it. Every other
subsequent [unclear] that ship they will always be … yeah. If there are
any changes probably then they send an updated vessel definition file.
Facilitator:
So, the Baplie, the manifests and perhaps the definition file – you said
they are sent to KRA – they are forwarded to KRA?
Interviewee:
No, no. KRA – they would only take the manifest…
Facilitator:
Okay.
Interviewee:
… to seek now the necessary [unclear]. Because KRA would want to
know what is coming into the country so that now…
Facilitator:
Shouldn’t the Baplie be the one to show them what is…
Interviewee:
Indeed, it should, but then they don’t have that system capacity. The
KRA [unclear] system does not have the formats or cannot interpret
the Baplie file if sent to them. Yeah. Their system is not – their system
is designed more on documentation than aspects to do with cargo on
boat or vessel. Yes.
Facilitator:
But won’t there be a discrepancy?
Interviewee:
There is. There is. The fact as we speak – they always [inaudible] to
send them to reconcile the information. But let me explain something
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further then I can pick up this point again. Now indeed it’s true that if
they have the Baplie then it would solve most of their problems.
Because what is actually happening on the ground now is that either
shippers or consignees, they collude with ship agents. So, you will find
the manifest sent to KPA is different – has different information from
the one sent to KRA, because they know that will be one of the bases
for determining duty.
So, you will find, for example, where weight will become a factor. The
manifest sent to KPA may read 20 tons for container X. The same
manifest sent to KRA for container X will have 10 tons. So, there’s that
discrepancy, which, for us, we have the benefit of getting the actual
information because we’re able to [unclear] with the Baplie. The ship’s
Master cannot compromise on the Baplie because of now the actual
weights carried and the balancing of the ship and so on. So, he
cannot [inaudible].
Facilitator:
[Inaudible] ballasting…
Interviewee:
Yes.
Facilitator:
…balancing…
Interviewee:
Exactly so. So once a Baplie and manifest has been received in KPA
what we do is we reconcile it. We – there’s a function actually to
reconcile – it’s just a click of a button. Then [inaudible] we can get
something appearing on the Baplie and it’s not showing in the
manifest or vice versa it will be given a red font colour. So, if you have
something with a red font colour throughout in Baplie, it means it’s
missing in the manifest. The [unclear] actually appear – you’re able to
see them. If it’s just a specific component – maybe now weight, for
example, then the field for weight will now be given a red font colour.
So, then you know there is a problem with the weight declaration.
So, if you check on the manifest [unclear] you will see there’s a
discrepancy. Of course, Baplie [inaudible] it takes precedence or it
takes the higher – it’s what we will go for and by that fact that is the
reason why [inaudible] to send them the consignment [unclear].
Facilitator:
But considering that that is very significant – that sounds to me like a
very significant omission.
Interviewee:
Indeed, it is.
Facilitator:
Because then it means that you are doing double. If it was the case
that KRA could receive the Baplie, then they don’t have to double
back and check to find it and it wouldn’t provide the window for that
[unclear].
Interviewee:
Indeed.
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Facilitator:
So, what is KRA doing about it?
Interviewee:
I doubt if they have – they’ve given thought about the Baplie. I doubt.
The only steps I see them doing is basically [unclear] those writing
letters and requesting us to send them the consignment information.
They’re … I think to them the solution is to compare with KPA,
because I was tempted to think in this light that come the National
Single Window, we would be sharing the same information. But you
see that will be manifest information and may not necessarily be
Baplie.
Facilitator:
Why? Because it’s going to be the same window, and these
documents are essentially meant to be uploaded onto the same
platform, so why is it not the case that – once these documents have
been uploaded then they are accessible to KRA including the manifest
and the Baplie anyway. So KRA – it would view the same and…
Interviewee:
KPA.
Facilitator:
…KPA would see the same.
Interviewee:
Yeah. But you see only to the extent where they will appreciate or
recognise the importance of the Baplie. Then it will make sense to
them. Otherwise, because you see again, they need to invest further
into enhancing their available system so that then it is able to pick and
read the Baplie file as sent.
Facilitator:
Now, what you described is prior to the coming into effect of the
National Window?
Interviewee:
Yes.
Facilitator:
But it to me it seems – it sounds like once the National Window comes
into place the current system [inaudible] upload different files to
different – to KPA and to KRA. Won’t they just … same platform?
Interviewee:
Okay. Because I’m also looking at it – okay, I’m not so elaborately
exposed on the makeup of the National Single Window and so on.
However, I may want to appreciate the obligations that two different
players may have to one another. Because you may find the ports
interaction with the ship agent – there are some [unclear], there are
some levels that do not necessitate the involvement … with other
stakeholders. For example, now when it comes to ship planning looking at the [inaudible] that may not really concern any other person
except the ship agent and KPA.
So, I think to that extent then the National Single Window will not be
applicable. Because, I mean, that information – how we let – contribute
positively or [unclear] processing on a National Single Window level.
These are some of the prerequisites that may remain between more
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or less buyer-seller kind of a relationship. Equally a client loading a
customs entry – it may be there, but only to – you know, the two
people. So, it may not necessitate the uploading of everything to that
platform.
Facilitator:
Okay.
Interviewee:
So once reconciliation has been done of course in the background
berth planning is done, because the ship agent would have already
made the declaration that we’re expecting this ship to arrive on such
and such a date. So based on that then of course the planning is
done. So, upon arrival of the vessel, she is received, she is brought in,
she is berthed – then the actual arrival time, actual berthing time, the
actual time of work is captured in the system. Once that is done,
particularly the actual time of work, then it triggers everything.
So that all information is made available to any module within
KWATOS. Once you activate – or rather once you indicate the actual
time of work, what happens is that the information is now made
available to [unclear] handheld terminals. It’s essentially a shift from
tally board to tally sheet on pen to an electronic [unclear] simply call
up the container record using the last 20 years. If it appears,
everything is okay. You are just simply to confirm that it has landed,
and of course to capture, for example, the serial numbers and then
the damage condition, if any, of the container. So that cannot be made
available unless the actual time of work has been indicated in the
system.
So once the container is discharged of course you may want to
consider in the background that the client has submitted the
necessary documentation to [unclear] hazards or clearing and
forwarding … Now it is law here that you cannot clear cargo from a
port as itself. You must enlist the services of a customs registered
[inaudible] interpretations … the industry very, very … You could have
… agents, you could have various people clearing themselves, but
they must declare everything. So, you can’t be able to trust them in
the event.
So that is why now the Minister of Finance, through the [unclear]
authority – they say … to register these people, create specific
standards that they should meet and … So right now, if you put
anything you cannot be able to lodge documents to customs for
clearance unless you are a registered [unclear] or you do it through a
registered clearing and forwarding agent. So, to the clearing agent to
submit … is … go then will engage the customs process. After … then
you will go to the bank, because now you don’t pay direct to KRA. You
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deposit to the bank and the bank literally now transfers the amount
from, you know, pays now on the entry number and so on to KRA.
Once that is done and if you get a direct release what happens – when
KRA issues a release in [unclear] or … system. The two systems are
integrated. So, when they issue a release in … or in … system, the
same electronic message is now transferred to KWATOS to now
capture and indicate that this cargo and this container has been
released to this port. At that point it will be the port. On the basis that
[inaudible] that is … then they would indicate the vessel name and the
bill of lading number. Then what happens is that at that point when
they submit the document to KPA electronically, in the background the
system [inaudible] this bill of lading … release was it to this border, or
was it to someone else?
If there’s a discrepancy it sends back an error message and does not
allow that person to proceed with the transaction. It literally terminates
that transaction. So, it’s a security check [unclear]. On the other hand,
if your cargo has been targeted for verification, they will target it using
the symbol system, but because the two systems are now integrated,
depending on what they have targeted. Because they can target your
cargo for scanning – they have an x-ray scanner at the port. They can
target your cargo for 100 per cent verification, which now is a different
component altogether. Or they may just target it for sight and release,
depending on the profiling they’ve done.
So, if the target has been made, then it trickles down to K
