supply chain. The worldwide pandemic has continued longer than anyone I could have predicted, continuing to present male industry challenges for all of us, like dramatically changing postal markets, oil prices increase, war conflicts, but also many, many legal challenges focused especially on the EAD exchange, electronic advanced data exchange. And that's the reason why UPU and Ayata continue to work through these challenges and focus on effort to lead ongoing initiatives and provide capacity building activities like this webinar and technical support to help our members to be ready for these challenges or regulations which have to come into effect during this time or those which are still upcoming. Thanks to our joint work with the Ayata, we already organized previously two successful webinars, the first one in November 2021 and the second one in April 2022. I hope that also today's meeting will be fruitful. We received more than 350 registrations for today's webinar and I count on your active participation. Next slide please. Next slide please, yes. I spoke about active participation so you can of course use a chat window to ask questions or you can raise your virtual hand if you want to have any comment or question. I'd like to let you know that the session is being recorded and we will use of course recording for you later because all slides presented today and the recording will be made available to you after the session both on the UPU and also on the Ayata websites and you will receive, I will remind you at the end of the meeting, you will receive also a link to fill your comments and evaluation of the workshop through the monkey survey. So to the next slide please, I will present on the next slide just a very shortly agenda for today. As you can see we have more or less four topics for today. First we will give a floor to the International Postal Corporation to present their tool to improve visibility of the mail. Hector will present mail registration device. Then we will have a block of three presentations focused on paper-free transport. Then my colleague Vini will present dangerous good in the post and we will present also the current EAD status by Meta Boisen from post-Nord. So I think that's very shortly from my side. I'd like to give a floor now also to André because as I said it's a joint Ayata UPU webinar and André Majere is the lead on the Ayata side to prepare this webinar. André, the floor is yours. Thank you Jan, thank you very much for giving me the floor. So again good morning, good afternoon, good evening everyone. So I'm André Majere, I'm working at Ayata as the head of cargo and mail operations and e-commerce as well. E-commerce goes into cargo or mail so obviously it's part of the business. I would like to join Jan in welcoming you to this webinar. It is in my opinion extremely important that we provide you with important information about ongoing activities in the airmail business. Very important because indeed the pandemic has not been extremely kind to us and though the cargo business has been extremely resilient throughout the pandemic there are some hard times ahead of us talking about energy prices, fuel rise, the prices of fuel, talking about geopolitical situations and so on. It's unfortunately affecting all of us and I suppose that in your countries you have already noticed those effects. So it is extremely important that we continue collaborating, post and airlines, extremely important that we continue collaborating and Ayata UPU as well to coordinate this at a higher level. We have been working Ayata and UPU together for about 70 years and we have a common MOU, Memorandum of Understanding for more than 50 years because airmail is the first commodity that has actually ever been flown by an airplane. So it's extremely important that we continue that cooperation and that we provide you with all the information that you need to perform your duties correctly. So we have a fantastic lineup of speakers today. The topics are also extremely relevant in these times, talking about digitalization and talking about safety. I think it's extremely important that we continue hitting the nail on that. Security with the AD is also at stake. So take this as an awareness this webinar and should you have any additional question you have again all the speakers and you will have your contact details at the end of the webinar and you can always get back to UPU and Ayata in order to get more details. So I wish you a good webinar and hopefully you will find an interest in all these topics and if you think that something is missing, well then of course as Jan mentioned there will be a survey at the end of the webinar and we will be able to then give the focus to these activities that you would like to see happen. So thank you very much again for being here and I'm looking forward to this webinar. I hope just like you. Thank you. Thank you very much André for your introductory remarks. I appreciate and I'd like to go to the next slide and start with the first presentation. I'd like to give a floor to Hector Martin Arias from the IPC. As I said he will present a very interesting and very useful tool to monitor the monitor the MAM operation critical processes in the operation and increase the visibility of the network.  Everything is okay? Can you start with your presentation? You can hear me? Yes we can hear you. We can see you. Am I sharing my presentation? It wasn't clear for me because there's a video involved and so I thought it was only the video but in any case I have my presentation here so I can share my screen and we can go straight to the presentation itself. So good morning, good afternoon, good evening everybody. My name is Hector Martin Arias. I work for the International Post Corporation as a senior manager network integration. As such I have been involved in projects relating with air mail management and air mail projects in general for about 15 years and one of these projects is the mail registration device tool. First of all before I start with the presentation I would like to start by thanking our friends from Ayata and UPU for giving us the opportunity to present this tool and to participate in this webinar which we fully support as IPC as an important platform to share knowledge and raise awareness about the available tools and the critical issues that the industry is facing. So thank you for that and I hope that the ones that are not familiar with this particular tool that IPC has been developing for many years will find some interesting content here. So I will proceed then with a bit of background on what the MRD is about because for some of you this is a tool that you know and you use for some others it's a completely new concept so why would we need such tool? First of all this comes out of of the observation of some operational issues that had to be addressed. First of all again we're talking about a number of years ago but some of these issues remain critical today. The insufficient or absent electronic database visibility of handover processes, the famous gray areas of the of the handover processes. We are supposed and airlines are processing and sending mail all over the world. We do not have a camera in each airport to know how things are going. We sometimes receive contradictory information and that's what the second bullet point is about. Not all the data that are provided and generated are necessarily trusted by all stakeholders. We enter into the discussions, meetings, sharing of information on a one-to-one basis. He says she said situations when it is about measuring or having an exact idea of when and how the handover processes took place. That's the key thing here. Handover comes with a physical transmission of a mail product but it also is a transfer of custody and a transfer of accountability and it often determines the fulfillment of a service. So it's a very important process, a very important process that it's not always properly monitored. So that is an observation of an operational issue. There's also situations where non-standard operational setups in some airports make it difficult to understand actually where and when the handover takes place. Even by observing the operations it is not easy to determine the exact moment and time of a transfer of custody of mail both at origin and destination airports. We're talking about two processes here. So again the gray zone in mail handover operations was identified a while ago as one of the biggest areas of waste in international postal transportation and IPC already in 2007 that's starting to date launched the mail registration device concept to try and support and to try and help bridge the gap in visibility in such processes. So this is a bit the context. A few points I always like to present when presenting the MRD because sometimes there are misunderstandings about this tool. What the MRD is about, the MRD as a concept as a project the mail registration device. Again providing visibility over two critical processes taking care of that gray zone. So handover at origin and over at destination in the airports. It is primarily oriented to monitor transport related operational events. So we are talking about trying to better understand the handover hence better understand and better manage the transport stretch and potentially of course improving the way this transport stretch is managed and making it more performing. The MRD is a tool that records events at ULD or unit and at receptacle level. So it is important because sometimes there are confusion around this that item level postal item being a package or a letter or a parcel is not in scope of it. When we are looking at a specific tracking event for an item we shouldn't at least primarily use the MRD for that. Although there are ways to be based on nesting information where we can also get information at item level but it is not the main focus so there may be gaps there as well. A key element about the MRD, a key message is that its success relies on the involvement of multiple parties. So the sending posts, the airlines, the receiving posts and the ground handings need to all be on board of this process because the data produced are a combination of what these parties are providing to the process. And because of the use of the MRD, the amount of events, critical events, Resid 21 delivery and Resid 74 possession origin events to key events, the amount of this type of Resid events can be increased.  Although it sounds like it because I talk enthusiastically about it, I am not selling this to you. We are not going to make any money as an organization out of this. We simply cover the cost of installation and this comes from our members mandate to us, the postal operators that are members of IPC, to provide solutions that improve operations in a network approach. We don't claim that this is the only system that can provide the value that we think it provides. There are other systems, there are system vendors providing scanning equipment and other solutions to provide the visibility. There are alternatives to it, but since these are not deployed in every airport and by every airline, the MRD provides a universal way to provide, to record handover information. Again, as I mentioned earlier, we're not monitoring item events. We can derive item events, but it's not the primary objective of it. And we are not using the MRD to determine liability on operational issues. We often get the question, what if a bag gets lost on the tarmac? What is, if there's damage of a mail bag, how can we use the MRD to better address that? Well, the answer is, you cannot. That's not what the MRD is about. There are other ways defined by the, among others, by the UPU operational guidelines to address these type of situations. The MRD is meant to, again, record very specific information. This is a bit of an old picture, but for the ones that are not familiar with it, the MRD is pretty much physically what you see on screen. It's a box, a metal box, typically. Sometimes the box is removed for ease of use. It has a scanner, a printer, and a terminal, a touch screen, a computer that is used to record a bit of information upon the delivery of mail. It is installed at specific locations. And it's very important the concept of specific locations identified as handover points at origin or a destination of mail consignments in airports, basically. This is an air mail monitoring tool, as it should be. Regarding the operations, we use a video that many of you probably have seen already, but that helps us convey everything that is critical to know about an MRD operation on the proof of delivery scenario. So we are talking about one of the two main uses of an MRD, the one to record the handover at destination. And we use for that the most standard process that one can find in airports, which is the so-called push scenario, where the ground handler is bringing mail to the postal facility and delivering it into a yard or into a warehouse where the post will take over that mail and will further process it in their system in their network. So the classic, it's not the only one, and we have solutions adapted to others. As the last bullet point says, IPC develops alternatives to these, let's say standard use to adapt them to operational scenarios in different airports. So this is just a one use that shows the main principles of use. And I had opened the video already here, so I'm going to go from here. I hope you can see on screen. It's a YouTube video, and I use it. It has no sound. I use it as a support for the presentation of the MRD concept. So the MRD is based on a two-step process approach. First is a handler operation. Second, there's a postal operation. This video was shot in Copenhagen, Amsterdam, and Paris. It's a combination of images from these three sites. Here we're seeing the post-Nord, Denmark airmail unit in Copenhagen in the airport. And I pause here the video every time because the first element of an MRD is where is it physically located? It's critical that the MRD is located at a meaningful point from a handover point of view. In this case, the entrance of the building of a postal building. You see a shed with a little plant here behind the truck. That's where the MRD machines are installed. And it is extremely important that it is determine where it should be installed based on where the handler releases custody of mail to the destination post. In this case, in Denmark, it is on this yard that you saw at the beginning of the video. So first element, the MRD is physically located at the handover point. Second element of importance, and you'll see now there's a first process by the handler. The handler only processes nest-level information. So we have a deposit here again, we have here a handler in this example. You see on the back, there are two carts with mail receptacles on them. So this handler will only need to scan twice, two times, because there are two carts. The expectation is not that the ground handers need to scan every bag, because we will see later how we consolidate the data in a way that the receptacle-level information can be derived from this nest-level operation. So we see our friend here, he's going to go to the MRD, he's going to grab the scanner, and he's going to go and scan again. Two scans here, one per cart. He's using receptacle IDs as a scanning source. Here we have other examples. You see, look for one bag ID and they take it, whichever, doesn't matter. It's not a matter of what is scanned as long as it is one unit ID at a time. It could be the ULD ID you saw in the Paris, it could be in Paris or in CTG that it was a ULD ID on a delivery bill. The important here is that there's one scan per nest. So then comes the operation on the MRD, identify myself as a handler. They have the two units here and identify the flight information for these units that I am delivering. So in this case it's KL592 and Amsterdam and both units that were scanned come from that flight. So what I'm saying here is these two units, these two carts, contain receptacles that were flown on KL592. It could be different flights, it could be even a mix of flights. The system then prints two labels, one per cart. In this case it could be three, there had been three scans and a third one which is a proof of delivery label, a ticket, that in this case the handler is using as equivalent of a signature by the post to confirm the delivery of this unit. So the units, the ULD units scan are listed on the paper you just saw and they have a proof of delivery with a time of delivery. Then the labels that are printed at the previous step are attached to the corresponding units. These are the labels that you're just so coming out of the printer to the differences in Amsterdam for instance and that's it. From a handler point of view the process is done. So the first advantage of the MRD, the handler is scanning very little, just a couple of times, a couple of operations on the touch screen saying this comes from this flight. It's a matter of 30 seconds in many cases, in most cases less than a minute and that's the end of it for the handler and at that point the handler is tapping the clock for these units. It's saying these two units were delivered at this time. Now you will ask yourselves that's very nice but what about the content of the cart because for the moment the process is not telling us which bags were delivered at that time. It's only telling us there were two units from these flights that were delivered at this time and that's where the second part of the process starts which is the postal part. The post has a role to play in consolidating the information. As you see our colleague here in Copenhagen is grabbing the same label that the handler puts there at the unit level and is starting with his own scanner, in this case IPS, the system that is the most widespread supported by the UPU and the PTC, so most posts have that process and the PTC is supporting the configuration of the system to be able to fulfill this process. We'll start with that scanner, the start barcode here on the label here in Amsterdam, same system start barcode.  These are not scans that are mandatory because there is an MRD. These are scans that the posts are doing anyway to generate postal EDI so we are not asking the post to do an extra work, just the little additional scan on the MRD label before they start. And then once the unit is empty you will see now in a second they scan all the bags. Once the unit is empty they will scan a stop barcode from the MRD label. There's our friend in Amsterdam here in Copenhagen and by doing that they are telling us which bags were associated with that label. So what we have now is from the MRD we know which flight was delivered at what time, that's what the handler recorded, from the start and stop process and the labels that were scanned in between the two. We know which bags belong to that unit and by consolidating this information is forwarded to us from the postal system and by consolidating the two sources of information we can say that each individual bag that was denested, that was linked to the unit ID was delivered at the same time that was recorded with the MRD. So by this consolidating process we can tell all the stakeholders involved that these bags were delivered at 10.43 p.m. in this case a.m. and here this is another key aspect of the MRD and I'm going back sorry with the video because it's an important message here is that all these data are shared one way or another with all the stakeholders. Everybody involved in the process has access to these data and either through reports that we make available to the stakeholders through our K platform which is free of access for both posts carriers and handlers so they see all this information on reports but also we have file sharing with carriers and handlers or with posts upon request all this data sharing brings transparency and is shared with everybody and comes from a third party source so there's no bias there's no interest in manipulating the data. All the stakeholders that are currently using the MRD acknowledge that the information coming out of it is not always complete because some steps of the process can go wrong it is always accurate in terms of the information recorded. All right so this is as far as the video is concerned I will take questions at the end of a session on this and other elements I'm about to present but the principles of the MRD are there. Nest levels scanned by the ground handlers so for the handlers and the carriers this is a very important sorry closing the video it's very important for the handlers and the carriers that they don't have a very heavy task up on delivery so it's a few scans only in a machine that is provided by a third party located at the handover point and that's an assessment that IPC makes and a consolidation of data and sharing with all the stakeholders so everybody has access to the same information there's no longer the again the discussion about different sources of information reporting different data from different systems okay. The implementation status today this is almost outdated already we have a few ongoing assessments the MRD is constantly growing again we started in 2007 we have a number of active locations some others that are being assessed or have been assessed part of our job is to actually expand the use of the MRD because the users of the data from the MRD are asking us to do so they think that the data they see from the MRDs are useful and reliable adding value and they are encouraging IPC and its members to support the expansion of the MRD so as you can see we started initially with IPC's membership as a focus because in the beginning it's what it was but now we are expanding further and we keep exploring new installations we are constantly in talks with new candidates for installation. A quick word on the POC MRD the proof of custody MRD so it's the same type of principle for the origin MRD so again the post physically nests into a container the hander uses the MRD to record the nest handover and IPC consolidates data in slightly in a similar way as for the POD MRD but with using different sources we use carded information which is a postal EDI message for pre-advice for the carriers in the room the equivalent of the FWB or XFWB and we consolidated the information and again the principle is nest level process but receptacle level information for handover and we have a few sites equipped a bit less it started later the progress of POC MRD but again we keep expanding and we have now good prospects for future installations in the near future we have already some ongoing that have been confirmed and and we are expanding the POC MRD installations as well. An example of reports I'm not going to hold on this one too long we have all kinds of reports based on the principle we have KPIs that will tell us how good the process is in a certain airport we show receptacles and delivery times at some point on the reports but I would like to focus on well there are some for carriers as well I will not go in detail into these because I don't want to go over time now but key message here everybody has it have their own set of reports available carriers handlers posts and they can have valuable information out of them because of the use of the MRD that's what the incentive to use the MRD by all the stakeholders is the value they get in return and that is the amount of data they can get for not for limited efforts in operations. This is an example of an extract of a receptacle and what the MRD is telling us this is a carrier delivering mail in Amsterdam and if there was no MRD the carrier would have reported a delivery of the mail to the sending post on the 15th of September at 11 23 Resid 21 okay so that's what you see here and the next available information would have been the postal scan for Rescon at 11 26 five days later so for a sending post the two pieces of information would have been the carrier is telling me they delivered on the 15th of September the post is telling me they received it on the 20th of September I have a five-day gap and I don't know what happened okay that's the gray zone they have two parties introducing two different types of claims but luckily for us we have a POD MRD and the POD MRD actually tells me that the delivery into the handover point was recorded by the carrier on the 20th by the carrier's representative the handler so it wasn't the post making this registration it was the handler on the 20th at 9 13 so the real story here is that something happened between the moment where the Resid 21 was generated by the carrier and the actual delivery of the mail and MRD is giving me a bit more of a true story here this is an example of a report where you see a flight that was this one record for that flight and then 11 receptacles had a proof of delivery timestamp based on that registration so it's one scan gives me 11 proof of deliveries as a carrier okay this is the this is the handler report by the way that is available to handers the carrier report is pretty much identical so what to do with the MRD installation again I'm not going to give many details here there is a whole process that IPC follows want the different parties express interest and it's important that all the stakeholders are on board from the beginning so we don't usually take a request from an airline or from a post individually we need that all the stakeholders in a certain airport are informed and are on board because all of them have a role to play in the operations so we have a preparation phase where we are preparing assessing the whole operation will an MRD be suitable with the operation what should be the setup and so on then we prepare the machines we ship them they are activated and then we support and monitor operations available documentation and contact details we have a website with plenty of documents available the MRD handbook it's password protected but anyone can ask for credentials and pretty much we agree to most of the request the MRD handbook is a big not a big yeah it's a big but it can be used in small pieces a big document that has all the practical information about the MRD it is ideal to get started because it contains what you saw in this presentation links to the user guys that are also available on the website but also operational maps of the different sites where MRDs are installed so you don't need to be aware of what the operational setup is in Budapest for instance to be able to tell a carrier or a handler you could use the MRD it is located at the entrance at this particular point in the in the process so that's also available all the available reports the different stations that are equipped etc etc and so the MRD web pages of course what we're trying to centralize all the information but you can also directly contact IPC and I know there are some contact information that is also provided after this meeting I put my name there but my colleague Claudia who is also present today is about to take over the management of this project so either of us will be still in the loop for a while together so for more information for a detailed presentation our colleague Martial is our analyst supports supports the different users of the MRD and the reports provides training and helps with action plans to improve performance and when there are operational or technical issues which unfortunately we cannot avoid we have a help desk in IPC that can be contacted to report issues with the data sharing or with the actual machines also it is fair to say that the UPU, Jan I appreciate that support personally with you and your colleagues have been supporting the efforts of communication around this project and have been also letting us know about interest expressed by some stakeholders with them so pretty much the messages one way or another we get the information and we can be contacted and we will be in touch in case an MRD installation is foreseeable somewhere so normally I have like about two minutes of questions open so I would gladly take any questions from the participants and yeah I open the floor for that. Thank you very much Hector and I'd like now to give a floor to anybody to raise hand or a comment in the chat. There was a question on the chat but I don't know if it was you. I do not see any question in the chat do you see some question? No, I saw it but it was not related. No thank you very much Hector of course your contact will be as you mentioned on the last slide we will share all presentations on the UPU and IATA website so anybody who is interested can contact you or can contact of course UPU and we will share that request with you and you will answer. Good so there's something more to add Hector? No thank you really for your time and your and your attention here and happy to to address after the meeting any any other questions or requests for further information thank you very much on behalf. Thank you very much I think it's really very important to have as many as possible available tools to improve the visibility of the mail of the handover processes especially these two lists for handover processes as you understood so we support any technical solutions to improve visibility and quality of the postal supply chain. Thank you very much and now I'd like to give a floor we would like to move to another topic we would like to focus now on a paper-free transport and I hope that we are able to give a floor also to our next speaker QN from Vietnam Post so I'd like to ask Irina to share her slides and I'd like to ask QA raise your hand and we will give you a floor please. So I see QA is asking for a floor can we manage to give her a floor can I get a support from the PTC or can you not speak QA I cannot hear you. Hi John can you hear me? Yes we can hear you very well now and Irina will take care about your slides so floor is yours QA thank you. Yeah thank you John and hi everybody it's also nice to join the webinar of UPUs today actually Vietnam Post we just already shared some of our experience on how we can do on our project of CN38 paper-free project so at the beginning I would like to share something about the digitalization so all the DRL want to know what is it and how we can approach to this and once the UPU particularly the committee one just a kick off the project of paper-free of CN38 and also the AEAD model to all the DRL Vietnam Post with our understanding we see that it is like a very nice opportunity to kick off the background and to help Vietnam Post to approach with the digitalization to our supply chain so today we would like to share something like a case study of Vietnam how we can do and how we can expand more the project to the other destination after the kickoff project by Vietnam Post and the post not so on the screen you see that it is like a milestone how Vietnam Post start and now how we do of course you see by January of 2021 it's not very nice time to start up our project of CN33 paper-free actually because it was seen as a pandemic COVID-19 but because it was very nice opportunity and Vietnam Post is very confident with our credit and credit extrending with all the carriers who have contracts with Vietnam so we do agree with John and Mete that Vietnam Post is a volunteer to join this project so at first we kick off by January of 2021 we do a lot of processing together and then we have decided to trial time until the May of 2021 and after the trial so we find out that it is very good and everything was smoked so we just kick off as officially next slide please so it also did is how we implement in the operation processing Vietnam Post and post not have decided that we chose a choice together both outbound and inbound from Vietnam to post not and we also have addressed all the IMPC code office of a train who will enjoy to our project of paper-free next slide please and after that we have also the review and we have also the checklist for all the deal who want to get more experience if you want to join also the paper-free of CN38 project the first you have to be confident that both origin and destination deal having the credit and receipt message with the AI carrier that it is objects of our project as well the second one all the scope of service have addressed also for example in our case study Vietnam Post and post not we did agree together that we will cover all the letter poll, password and EMS and the next one we have to think over how to do it means that we have to set up also the procedure to push up our project so here you can see the mark from the beginning at the end at first we need also the meeting of agreed meetings together by three parties and based on the three-party agreement we have a size together to get all the scope all the objective and also the processing how to do by three sides and then you can take the trial time after trial and time you can the review and then we can kick off the official implementation so here like the hand checklist for all the deal that want to do how to process here and the key point of the agreement and checklist you need to remember it is we need to address the operation and handing over processing is very important perhaps operations by the post is no problem but the operation and also the handing over between the ally and also the GHA is also the issue that we need to look over and the next one the key point that we have to keep together it is edi message so what is edi message and how we can understand to support this our project here next slide please here this is the answer uh the name of our project it is a paper free of cn 38 how we can replace on cn 38 manual paper so it means that you have to understand all the edi that can support this so we just a list here all the edi can support the first precom and rest com cut it and rest it and the message of edi precom rest com and cut it rested it is the all the edi with full information the preceptical we pre-advice a preceptical our confirmation a preceptical arrive and also the full cn 38 data to confirm as the proof of handing over a dispatching origin airport our confirmation to origin post on the proof of dispatching arrival to the destination airport so here it means that all the edi can support we to replace cn 38 manual paper but then we understand that uh with all the electronic edi here it is really as a proof to support all the deal who joined the project here for the payment later on next one please and after very successful uh cooperation with the post not uh of course with the support from jan with the support from the manamete so vietnam post would like to make more progressive status in this so here did either my soul how we do how we're trying to expand our project to the other destination with the support from different carrier here uh so by august of 2022 with the cooperation of the kata highway and with the support from mr jan we just open more the three party agreement signed by vietnam post and dutch port and by september 2021 2022 we just have a officially implementation but with the dutch post vietnam post we just open only for the outbound but inbound not yet uh because dutch port have some issues in this uh next week we also have the asian meeting post of our community so the objective of vietnam post in this conference vietnam would like to extend more the our paperless project to all the other 10 members of the asian community and with some the uh a carrier at highway um high away vietnam ally and also singapore ally uh and our ambition also expand to the europe to uh uh brit britain france and some the other destination that we have a much more the volume next like this so this is our understanding or also the review after we have a very successful projects with the post not and also uh dutch port the first it is benefit uh it is only understanding of deal who can draw here we can speed up and level up a performance of our service the second one with the project of paper free we can reduce cost of material or processing otherwise we can support the electronic custom clearing activity because in vietnam under the control of the government uh we are just joining also the single window custom clearance for the post mail as well if you want to join this project of the government we also have all the electronic processing with the air carrier with the custom and also the post so it is a very benefit from vietnam post here and the last one as my beginning it is so nice that uh good approaching by vietnam post to reform and also to digitalize the transformation in our supply chain to the customer but the benefit that we can get from our project there is some the difficulty and also the challenge that we need to get the overview and also try to get the solutions for this the first one we find out that not 100% digital processing by gha and li this is like a bottleneck when we just start up with the first kata when we was in the trial time with the post not uh sometimes the card available and li with the post available too but li with the gha not available so when we get the cooperation with gha we face with a lot of challenges in this the second problem during the exchange of edi some the technical issue can be arise missing credit rested message extra and the last one uh after the operations of paperless perhaps uh we have to think over about the payment by IPS and past as a platform uh for the payment with the electronic proof of cn38 next slide please and these are our lessons for this perhaps uh i hope can help all the other deal who are interested in the paperless uh projects can learn something here the first lesson uh it is a how to establish the process before we can start up uh each deal need to analyze evaluate and establish internal processing for both in bout and out bout between the deal ally ground handling and custom also very important if you want to avoid the bottleneck between gha and li the second one strengthens cooperation it is so necessary to have a close cooperative relationships between the deal local custom ally and ground handling in all situations because without these the support of all the circle between the custom ally and also ground handling we cannot do anything here and the next one it is a connective ability of course it is like the mandatory condition if you want to join the paperless because we use only the edi message to replace all the manual documents of cn38 and the last one it is also we need the support from the ebu uh we would like to be we would like to ask ebu as the contact point a project between the origin deal the destiny destination deal and ally and until now i always believe that jan and madam made a very perfect in the these positions to support vietnam to solve and the guy all the mandatory principle on how the payment will be implemented with the paperless after operate operations of paperless of course now we need to take to take consideration how to do for the next step of payment with the electronic proof of cn38 and the last one uh to support of the e payment we need to research on an upgraded version of rps integrated with the past so this is some the experience things and also my understanding uh at the level of position of the deal cooljoy the as a volunteer to the projects of paperless of cn38 thank you very much for the listening if any question you can share with me thank you very much qa for a great presentation and not only for presentation but also great support of vietnam post to promote this idea to implement this idea in the region i really appreciate due to the time concern i will give a floor for some comments or questions after a whole block of three presentation focus on paper three but this presentation was an excellent example that uh that implementation of electronic advanced data exchange or edi messages mentioned in the presentation should not be seen only as an additional costs of pause or carriers to meet some legal requirements but it should be seen also as an opportunity to simplify the processes you saw in the presentation that paper free transport means not only to transport me without papers but it could mean also a step towards paper free custom clearance for example or paper free accounting as was mentioned by by qa in the last slide so now i'd like to give a floor also to two carriers to say a little bit about paper free transport and we are very happy that pascal life from from kathai pacific is ready now to share his experience and his ideas regarding the paper free transport so pascal floor is yours pascal i cannot hear pascal so uh can you hear can you hear me pascal can you speak yan is it fine now we can hear you now yes go ahead okay sure good morning good afternoon and good evening everyone uh first of all i would like to uh thank uh yan and upu for giving me the opportunity to speak about cafe digital experience and by going paperless my name is pascal and i'm the cargo customer solutions manager at cafe pacific airways where i oversee the time sensitive solutions and the developments in our cargo division okay so let me proceed to uh to discuss about my slides uh next slide please okay uh we believe that going from paper to paperless has a substantial impact on our mail solutions and process not only it can optimize our internal process but it also improves our ability to provide better service to our customer previously with all the paper handings we were not able to control our performance the way we handle mail was very manual and disjointed and of course this led to lack of ability to satisfy post requirements including low shipment visibility and low commitment to shipment delivery uh from airline's perspective one of the key elements to improve the internal process and performance is to ensure that the mail shipment can be uh uh flown as booked meaning that we have to create a booking for the mail shipment uplift and handle it as per the booking however with the paper handling we were not able to create booking for the shipment accurately not only because of the unreliable forecast in most of the cases with the CN38 document we also found quite a lot of gaps between what have been listed in the CN38 and what we physically accepted from the post resulting in incomplete information for our control therefore the mail could not be delivered as expected as well in addition in handling the account billing and payment disputes we could only rely on CN38 in which most of the cases the records might not necessarily totally with the actual uplift from the flight which causes a lot of issues throughout the end end to end process next slide please okay since 2018 CAFE has been working with postal partners to address the post office operation ping points basically we integrated our mail handling system with our cargo operation system providing different tools and facilities to us to support our partners including to redesign the whole end-to-end journey with a digitized mail handling process which we can see that there's a big improvement so far up to now next slide please so in terms of us of our solution in March 2020 CAFE upgraded its mail services provided to post the solution is mainly to expand and optimize the use of edi to enable end-to-end solution through the postal a will be concept one that is similar to to how we handle the cargo it allows us to use one system to handle all shipment types including mail which it greatly increases our control and visibility of shipment transportation with the postal a will be a solution we can create mail booking automatically for the credit we receive from the post we can capture the flow data automatically and the data will be of course will be used and carried forward for our billing process uh in addition it also allows us to to leverage existing cargo technology for example the capability to send the pre-loading advanced data to customs the capability to locate each specific mail back in the warehouse which greatly improve our visibility on the shipment movement next slide please so uh okay next one uh i think it's the the preview okay uh no no no sorry yeah yeah correct yes so we've digitized end-to-end process and the data transparency it gives us an opportunity to upgrade our scanner app as well we streamline our scanning process to make the process and more efficient and effective for example we have automated the nesting process previously it was a separate flow that we need to generate the nesting barcode in the system we have to print it out and attach it to the uld uh but in most scenarios by the time when the uld was arrived at the at the transit port or at the destination the paper was missing so the only option for us was to scan every mail back unfortunately this was one of the root causes that we found out our flow visibility at the destination so with the new function in place we can simply scan each mail back and the uld at the origin it automatically links each mail back with the uld and creates the nesting without the usage of nesting barcode it streamlines our process with the paperless nesting solution and of course it greatly improves our visibility as well at the transit hub as well as at the destination next slide please uh data transparency is essential for building trust with our customers therefore with the track and trace platform uh it allows us to uh to uh and also as well as the customers to retrieve the shipment transport information through our system it greatly improves the visibility of the shipment according to the result of our kpi performance uh around 30 of the shipments we handle today are without carded or without a proper carded for the mail shipment so in a way it's very important for our customers to have the disk platform to retrieve the required information they need including for example the booking information as well as the status of the shipment in receptacle level next slide please so when it comes to cargo capacity weight and volume are the units to measure how much capacity the cargo will take up on a flight however for mail it's only measured by weight during the booking stage or even at the time of shipment acceptance it's hardly for us to measure the volume of the mail back therefore it's important for us to determine the volume of the mail back with the historical data it gives us the ability to determine the volume with the defined density factor for every customer for a different kind of product or even on od level it's it's quite specific to for us to to find the specific density factor for the shipment and it gives us the ability to determine the volume with the defined density factor to us of course it helps us to maximize the use of load capacity in a more efficient way but to our customers it also improves our delivery commitment commitment because it decreases the frequency of shipment over time as well next slide please with the system integration between our mail and cargo systems through the postal a b concept it also allows us to connect the shipment data information retrieved from the credit with our cargo system handling therefore to fulfill all these kind of regulatory requirements including the ics-2 requirements that will be implemented in march 2023 in addition to that we also have enhanced our scanner app to ensure that we have the control and visibility of the shipment status by checking the AR flag in the in the carded for every mail back that we accept from the post so i think especially as a start it's very important for us to control that and make sure that we can fulfill the requirement before we uplift the shipment on the flight next slide please coming next we have the mail kpi dashboard that will be implemented in q 2023 with the data insights and the analytics it helps us to have a deep understanding of our performance in different stations it also helps us to uncover which part we need to we need more work to increase performance and whether the performance is met according to customer needs next slide please and it's the postal accounts reconciliation platform i think this is also one of the pain point from post office and as well as the airlines we have a plan to implement this function in q4 next year one of the key objective is of course to allow us to provide the receptacle level data to post therefore to facilitate the account reconciliation process another objective is to streamline and speed up our billing process that allow for higher transparency which it it improves the accuracy of mail invoicing and our reconciliation ability next slide please so with the data transparency it gives us another opportunity to collaborate collaborate with our partners to improve the performance together which it facilitates mail handling benefits such as innovation or solving the problem in a more efficient way for example we are able to share the credit quality with our partners so we can work with them to address the issues together and it improves the overall performance very fast next slide please okay so moving to my last slide with the introduced digital digitized solutions and the tools in the previous slides basically we are ready to implement paper-free transport moving forward we would like to extend it to our partners as well so starting from next year we have a plan to work with different partners to implement the change unfortunately this would take some time to process as it will it involves adjustment in the contractual agreement with the post so we are also looking for if there's any simplified way to implement it that would even be better for example to replace the bilateral or trilateral agreement by a global agreement yeah I think that's all for my update if you have any comment or question I'm happy to to answer it and thank you thank you very much Pascal for your excellent presentation I see one question in the chat maybe you can answer in the chat or we will give a floor to some additional questions also after the third presentation focus on paper-free after Meta's presentation but I really appreciate your your support we are very happy with cooperation with Qatar Pacific but also Qatar Airways or Lufthansa as was mentioned in earlier presentation and we hope that we will continue in such cooperation as will be presented by Meta in the next presentation so Pascal please answer the question in the in the chat if if you may and if not we will give you a floor later now I'd like to give a floor to Meta. Meta floor is yours thank you Jain for those of you who don't know me I am Meta Baizen and I work for post-naught apart from working for post-naught I am also the co-chair of the UVU transport group and the yes UVU contact committee and maybe I should also start apologizing if I'm not that clear I've got a very terrible cold at least I think it's terrible and it's not always easy yes may I have the next slide please the question is how to get started here and it all depends on the experience you have for those who have no experience the best way to start could be to contact either IB or IPC and express an interest in becoming a paper-free partner and together with these two parties one of them both of them define the contact details get a presentation of the paper-free guidelines and define the routes that are in scope and obtain contact details and then follow the process for implementing paper-free transports if you are an experienced partner it would of course be just to jump to point free here next slide please this process diagram has been developed based on a lot of experience it's no secret that we in post-naught prefer paper-free transports and are already paper-free to a lot of destinations it is developed based on on the post the origin post being the starting point but it can of course be both the carrier and the destination post so the first thing is to express an interest in being paper-free and contact the partners if they're not interested everything stops immediately I mean that's how it is if all parties are interested there's a checklist in the guidelines that can be used and once you've gone through the checklist and everything is okay then you can have the travertide agreement which Pascal just spoke about and you can talk about if there's need for pilot or not it's my experience that pilots can be good sometimes if you're starting with a new carrier but if you're already doing it with a carrier that you already have several destinations paper-free then there's no need but you can go through it and once you've done the pilot is it successful yes well do you want to continue or is there are there some corrective actions that need to be implemented and this way you can actually go through it and fairly easy become paper-free next slide please this slide shows the paper-free partners as our first November 2020 and I know I speak for operations both in Denmark and Sweden the more the merrier we our operations are very keen to get rid of the paper they think it helps them a lot in their daily work life that they don't have to handle all these papers the list will be kept updated and an updated section will be available in the UPU website next slide please Rina if you want more information about paper-free transport you are welcome to contact the transport group at the UPU or engage at IPC and if you want to find the paper-free route implementation guidelines they are available on the UPU website and in five different languages so that was my short presentation here thank you very much Mette for your short but very clear presentation there is really link to contact the IPC or UPU for those of you who are interested to join this very promising activity to decrease our costs and simplify our processes and as understood I hope from a previous presentation there are some preconditions to join this project it means that first of all post and carrier must be EDI capable it means that they must to exchange card and resident messages but not only exchange but they the messages must be in a good quality so from that point of view I would strongly recommend also to join UPU compliance project it's there is a report on monthly basis free of charge for all carriers or posts participating in the project to see the quality of the messages which are of course very important you need also to involve customs so it's not easy sometimes but as we succeed in many countries I'm sure that we can continue and use this project in more and more countries I also appreciate comments for example from Pascal that there are some ideas how to maybe simplify our current guidelines simplify the processes and we will discuss then we will consider them and and hope we will we will make it even easier for all of you to join this activity I don't know whether we have some comments or questions maybe if I may Pascal I'd like to ask you to answer the question which I saw in the chat how does your density dashboard really works and where do you get data about the density from so could I ask you to answer this question please yes hello yes we can hear you continue go ahead okay okay yeah basically it's all from our historical data depends on the weight of the shipment and also depends on the unit size to define the density factor so based on the historical data we can make use of the density factor and the point of volume of the shipment okay thank you and then I see also the question maybe out of the scope as it is written in the chat does up you have a info on system providers that can offer carded postal available solution mainly for ICS requirements yes we have a contact with a few IT suppliers or system providers and I am happy to say that also many of them are already able to meet all ICS requirements we are testing with some of them or piloting solutions and if you would like to get more information please contact me by email after the webinar and I will be more than happy to give you contacts to such system providers thank you so I do not see more questions or raise hands and and so I'd like to close this this block of three presentations focused on paper three thanks all all speakers and I'd like to encourage all who are interested in this activity contact me or contact the IPC the links are on the slides which will be available on the UP and IATA websites immediately after the workshop after the webinar so now I'd like to give a floor to my colleague Vincent Desiderio from the International Bureau of UPU who will present who will present something more about about the dangerous goods in the post about recognition of this dangerous good and reporting these incidents or this dangerous good in the mail so Vinnie yes I can hear you and see you very well perfect all right good morning good afternoon good evening everybody thank you for taking the time out of your busy schedules to join us today my name is Vinnie Desiderio and I'm serving as the Postal Operations and Safety Expert for the Universal Postal Union at the IB here in Burns Switzerland first off I'd like to thank the IATA UPU Contact Committee for this opportunity to present this message on dangerous goods today as you're probably aware the movement of dangerous goods both declared and undeclared represents a significant challenge to mail transport especially in this new e-commerce driven world hopefully some of the information presented here will be useful with respect to helping you navigate the significant challenge to to safety and security in our environments so just real quick the goals and objectives here are to provide a high level overview of dangerous goods sometimes referred to as DG provide an overview of the UPU dangerous goods regulations and where they fit within the context of the international regulatory framework discuss the importance of dangerous goods recognition and the way such materials may be found during acceptance and transportation discuss the importance of reporting non-compliant dangerous goods shipments and highlight some recent efforts that the UPU has either been involved with as a collaborator or developed in-house with the goal of making the post safer with respect to the transportation of dangerous goods so just real quick what are dangerous goods for those of you that don't know these are articles or substances which are capable of posing a significant risk to health safety property or the environment during transportation these are materials that are put into nine classifications with some of those classes having subdivisions in them and if I can just point to one of those real quick compressed gases right here class two is split into three divisions you have division 2.1 flammable gases division 2.2 non-flammable non-toxic gases and division 2.3 toxic gases and some of these other classes have subdivisions as well but it'll take too long to go through that and that's a whole nother training that everybody should be taking anyway I will highlight class nine over here because this is kind of the catch-all for things that are relatively dangerous that don't fall into any of the other eight classes and includes most notably lithium batteries that we'll touch on a little bit more in a bit so with respect to the regulatory framework the UN model regulations serve as the foundation for basically building the other regulations that fall into line with that and you can think of this as a pyramid the UN model regulations and as you go up that pyramid things get more specific so with respect to air transportation the foundational regulations are found in the IKO technical instructions which are on the left of your screen and IOTA with their dangerous good regulations takes that a little bit further because they they kind of streamline the requirements into a more manageable book that's easier to comprehend for everybody but they also add in carrier specific restrictions that have all been agreed upon or even certain carriers that have specific requirements with respect to the acceptance of dangerous goods on their own and then on top of that is when you approach the top of the pyramid and things get a little bit more specific we have the UPU convention manual specifically article 19 of that manual which outlines the dangerous good regulations for the international post how can you get there if you want to find article 19 and you can go to the UPU website you go to where it says about UPU you'll get a drop down and then that'll take you to this header right here which says acts of union and other decisions and then you could just go down to manuals and three volumes you click on that you get a pop-up window and you can see the convention manual here and then you can just go to the English update or the most recent version that's there click on that and that will get you in so my convention within article 19 there are very few classes of dangerous goods that are allowed in the international post and this is also codified in the IKO technical instructions and AI out of dangerous goods regulations as well but it's easier therefore to discuss what is allowed as opposed to what is not because pretty much everything is not allowed in the international post so within article 19 articles 19-001 and 19-003 of the UPU convention outline the three types of materials that are admitted exceptionally and these include accepted quantity radioactive materials which is kind of surprising you wouldn't think radioactive materials would permit it but these are radioactive materials with extremely low activity the international atomic energy association is on top of that agency excuse me that's where those regulations come in but the significant restrictions involved here typically include the regulatory authorities of the countries of acceptance and delivery being involved in the decision to be able to ship those materials and also along with accepted quantity radioactive materials is infectious substances but there's also significant restrictions there and infectious substances we're talking about UN 3373 category B infectious materials things that are not that infectious that can be transported as well as exempt human specimens for example DNA kits that can be transported internationally but more economically important and I think of concern to everybody's equipment containing lithium batteries so these are allowed in the post but it must be noted that in order for somebody to accept these into their posts and transport them on an international basis in air transportation that post will need to have the approval of their civil aviation authorities and there's a process that we've built out here to help guide both the post and the CAA in that country navigate that process which is which could be pretty arduous one other thing that I'll note we're concentrating on air transportation but there is an allowance for other classes of dangerous goods to be transported in the international post between member countries however those two countries and any countries that those materials are transiting through we need to agree that those are permitted through their space the items need to be in compliance with all national international requirements and the materials cannot be carried in air transportation so that agreement basically limits transportation the road rail and marine transport only so this is important and more or less the reason why we're here recognition of dangerous goods marks and labels primarily is critical with respect to the recognition of declared DG so dangerous goods need to be prepared very specifically in accordance with the rules and regulations and that includes internal packaging external packaging marking and labeling requirements and very often documentation as well compliant dangerous goods shipment when they're prepared properly and meaning that they're compliant will have various obvious marks that are really good indicators that DG is in the package the problem there being that sometimes consumers will reuse boxes and they don't understand what the dangerous goods marks and labels are on those packages so that makes things confusing we still need to be vigilant one point that I'll throw out there is that even if somebody's shipping cookies for the holidays and it's in a box that contains any of these prohibited marks that mark that box cannot move through the system it should not be accepted it should not get to the air carriers and it should not be delivered on the other end regardless of what the description of the material is so on this slide there are two exceptions regarding some of the marks that are allowed in the post and basically these are the only two DG marks that can be sent via international post I did mention equipment containing lithium batteries before equipment containing lithium batteries are permitted with the CAA approval for acceptance however the boxes should not or the packages should not bear any lithium battery marks and there's a reason for this and that reason being that anything that bears that mark is over the limit at which the post would be able to accept those for transportation through the post and that limit is typically for cells for individual cells or two batteries with a hundred watt hour limit on the batteries we can get into you can probably do an entire webinar on lithium batteries alone and the requirements for to be able to ship them now I was talking about the Claire dangerous goods those are compliant shipments where people are actually trying to do the right thing however there's a bigger problem out there now with the emergence of e-commerce we have a lot of unknowledgeable people entering the shipping and transportation industry that are selling materials that they don't even realize are dangerous goods so undeclared dangerous goods are always prohibited and often very dangerous because you don't know what's in that box you don't know what's in the package so some commonly encountered materials include various household items that most people aren't aware of their status as dangerous goods such as flammable liquids in the form of perfumes or hand sanitizers compressed gases most notably flammable aerosols as spray disinfectants hairspray spray paint etc safety and strike anywhere matches the strike anywhere matches being a really significant concern because just under pressure these things can ignite an ignition involving strike anywhere matches and an aircraft is just an unacceptable thing to occur and then of course lithium batteries so if you look on the screen we have this little power pack right here that's what's known as a un 3480 lithium battery which would not be allowed in international air transportation via the post this is a very common item but once again it would be prohibited unfortunately though some people are fully aware of what they're doing and they're typically shipping in a non-compliant manner to avoid packaging costs and dg fees or dangerous good fees that would be required through cargo networks and this presents an elevated risk primarily because these are higher volume shippers and they know the risk of what they're doing and putting those materials into the system regardless the recognition of undeclared dg this is a really significant challenge because if the box is sealed you don't know what's in there but there are ways of preventing that but there's also ways of viewing that so one of the best ways of preventing undeclared dangerous goods from entering the postal network is educating your acceptance personnel and interacting with your customers to educate them as well provide awareness and determine if they're shipping dg any acceptance office really should have very noticeable posters in there maybe some guidance or the knowledgeable staff can help walk people through so that people realize what they're shipping is a dangerous good and they shouldn't be putting in that box and it should not be getting on an airplane open box submission is really a best practice along these lines so if acceptance personnel can see what's in the box when the person presents it to them they can educate the shipper right on the spot and prevent these materials from entering the system unfortunately this option is not always feasible all around the world due to various local restrictions but if it's something that can be enacted it is definitely a best practice as a second line of prevention x-ray screening can be used where allowed again to detect and remove dg from postal networks prior to transportation so if you look on the screen you see some obvious stuff in there that pops out of you obviously there's a handgun and this may or may not be restricted depending upon how it's being sent and where it's going well what i want to point out right below that is the the aerosol can which would always be prohibited in international post whether it's flammable or not it's it's compressed gas and it's always prohibited in the international post via air transportation along with those two techniques that i just mentioned there's another line of defense being created here at the upu through the postal technology center or ptc and that's the dangerous good search tool and this is a data driven tool that is basically going to produce probabilities that something contained that a package contains something dangerous so there's going to be a lot of inputs into the system that are important and then there'll be some some outputs that go to the post and they'll be able to make decisions based on the information they're receiving as whether or not something contains a dangerous good so in line with this i want to jump into reporting of dangerous goods because the reported information can be fed into this dangerous good search tool to help refine the algorithms that are being used to determine whether something might be dangerous in the package so the post is a significant nexus that interacts with shipper recipients in various modes of transportation the overlap with aviation with this consideration is especially significant and especially significant to the international post as most routes require air transportation to move mail in a fast and efficient manner so it's therefore imperative that open lines of communication exist between all parties involved with that being said if anything is found in any network at any point involving the mail to contain a dangerous good it should be reported to the upu we do have a mechanism for doing that on the screen you see our dangerous goods at upu.int mailbox on the postal security group site portion of the upu website there is a form that can be filled out and submitted to that mailbox and once again that information once received it can be communicated to the post of acceptance for their awareness but it also can be stored and used to help refine that algorithm and the dangerous good search tool that's being developed and last but not least i just want to go through a couple of resources that are out there and then i can finish strong collaborative efforts with iota are constantly ongoing you continue to produce important documents and opportunities for outreach and joint learning this webinar being one of those outputs that come out of these collaborations but i also want to highlight the iota upu mail safety guidelines which is an excellent document and provides some great guidance also a couple other things that exist out there that should be hitting the website soon or already exist on the website or our updated dangerous goods training which can be open source to any post that's willing to accept it it's been updated to include new regulations regarding lithium batteries highlight some of the challenges that exist out there that are being spoken about right now and then on the right side of the screen we have our resource page once again under the postal security group site on the upu website there's a lot of really great resources that are on there that can be used as open source materials and that being said i thank you for your time and i really appreciate your willingness to listen have a great day everybody thank you very much minni for your presentation i appreciate that you really was able so to manage the presentation within the time slot dedicated for you we are 10 minutes in the schedule but everything is okay and this presentation was was included to the to this webinar because as you know during these weeks and months we are talking mostly about ics to electronic advanced data ebi exchange but we just wanted to confirm that safety and security always was is and must be also in the future uh one of the priorities and we we are really taking care about that jointly with the iata as minni mentioned for example mail safety guidelines but many other capacity building activities we are jointly uh uh doing together with the iata uh to uh to arrange that all mail handed over to carriers is uh safe and meeting all uh security uh requirements so thank you very much i do not see at this moment any any go ah i see some there are uh some uh request for a for a floor so i i gave a gave a floor to samir could you yeah you okay floor is your you can raise your question okay it's not a question but i want to to put uh uh normally the the dangerous goods recognized by uh marking or labeling are are easy to detect but the problem of dangerous goods which knows which is not detectable there is no marking no labeling that's the problem so we try in upu especially in training program to improve this this kind of training to detect and um label and uh remarkable dangerous goods and that's all thanks you uh thank you very much samir for your comments i don't know whether uh winnie would like to add something more but thanks for the comment pinning i mean in the interest of time i think it's a very important thing to point out but i wouldn't dwell on it too much because it's a it's a full conversation but obviously yeah undeclared dg represents a significant issue and that's kind of where the reporting comes into because some things eventually going to break open somewhere along the line and if that breaks open and it gets reported at least we have awareness of that shipper we've seen that over the last or even if customs find something so and that's all another conversation if customs find something it should be reported to the post the post can report it to the upu then we can get it back to origin we recently had shipments coming out of one country involving um sodium metal uh that was being shipped undeclared and that that's really bad because if that stuff breaks open in flight just atmospheric moisture can cause it to eventually ignite and it's something we definitely want to be made aware of thank you winnie i'd like to give a floor now to let echo floor is yours can you raise your question yes you hear me yes we can hear you go ahead okay uh normally i i asked the question but that again okay i'm asking about dangerous goods which is labelling and remarkable we can recognize it in in poster mail but the problem is with the uh and remarkable goods like alcohol like like perfume there is no thing we would show to to the agent that there is dangerous goods in this good in this parcel uh i'm sorry but we can we lost to you your internet connection probably is not the best but i think that you raised the same question as a few minutes ago and and uh and uh winnie already answered so if i may i'd like to move and ask let echo colloy uh to to provide this question because uh you are asking for a floor can you can we cannot hear you can you raise your question please hello yes hello hello i think i'm speaking about i'm sorry samir but we we cannot hear you and we need to move uh so uh i'd like to i see that qa is also asking for a floor qa can you you can you have a floor you can ask your question i don't know what's the problem but i cannot hear anybody who is asking for a floor maybe one more try with lereco okay i see that there is no no chance to to to hear you so i see in the qa part of the zoom platform that there is a thanks for a good presentation to focus on the awareness of dangerous good from nicole smith and there is also a question whether we provide online live dangerous good training or awareness training for designated operators so we have maybe winnie you could answer whether we are providing and how we are providing dangerous good training on or awareness training for designated operators please um and yon i don't know if you want to expand upon it but we just we're working on an agreement with iota right now to get some iota training to designated operators i don't know if if you want to expand upon that but the other training that it's just general it's a it's a power point that it has notes in there it's basically kind of a train the trainer situation will be posted on the website and available for anybody that wants to use it i think if anybody wants anything more than that they can just reach out using the dangerous goods at upu.int and and something can be arranged thank you when yes you are right we can mention that we are in a close cooperation with the iota preparing a dangerous good certification for the for people around the world it will be it will be prepared region by region we should start with the caribbean and we will contact designated operators to nominate the the people to participate in that training and the people should get also certificate if they need of course a requirement in the last try to give a floor to qa qa can you hear me and you can ask the question so sorry yeah something wrong with my with my microphone so now i i would like to ask something about the digi because the digi is a really hard topic for all the deal but the same as the other deal we would like to have the support because now every year vietnam post that we sent our staff at all the level from the management and also the operation side to join all the digi workshop and also the digi training course and then we have to pass the licensing issuing uh exams to get the certificate of digis to all the staff at the c at for at least and c at sick for the management staff so if the upu and iat to open and host some the training course to all the deal the force of benefit we can raise up the knowledge of the digi the second one we can have the training annually to get more the knowledge and then we can pass easily to get the certificate as digi to all the deal so it is my questions to vince and you also thank you john thank you very much thank you very much qa for your comments noted and as we said we are picturing regional workshops and we will consider also your comment how to manage with usage of some funds for example coming from from the us or other countries to support capacity building activities in this important issue thanks a lot for all your questions can i ask vince yes please yeah uh otherwise each deal need also the publication of the digi list published by the iat so it is often published on the website of iat so it possible so can share the with the all the deal by the file or shop shop files is okay because now if you want to get it because it's very important to update all the lists of dangerous goods and also the others and uh i i believe that all the deal have to buy every year i myself also have to buy uh to update all the my knowledge and also i can upgrade to all the stuff of my level so it is a very good and good opportunity if you can work with iat to have the software of the directory of dangerous goods annually and then can deliver to all the deal by the workshop or even that by the poc session thank you thank you we need could you answer um yeah and this has been an internal conversation because there's the cds database that contains a lot of that information that that should be accessible to any designated operator and there has been it basically references the the dangerous goods regulations and their list of dangerous goods um you know it's it's a constantly evolving field so it's really kind of outside the scope of the upu i don't know if andre or mathew wanted to answer from from iata's perspective on that i understand you know the books are relatively expensive and you need them but it's really worth having and and worth the price of getting it so you understand what's going on it honestly it's not going to change very much from year to year from the post perspective because we're looking at what's exceptionally admitted not everything else when it's classified it's basically prohibited so with the exception of accepted quantity radioactive materials u n 33 73 infectious substances exempt human specimens and equipment containing lithium batteries that are either two batteries or four cells or less everything else would be prohibited thank you very much we need i need to close the the this discussion because we have one more topic and i'd like to give a floor to to metter boyson but i see there there are some questions in the in in in the chat so i can promise that all all questions will be answered by me or by speakers very soon and there are also questions regarding the slides and and presentations as i can repeat again and again that all presentations will be available on the upu and iata website and you can contact me if you have any problem to to get these slides so but now i'd like to give a floor to metter boyson from post-nord and iata upu contact committee co-chair and transport group co-chair she's doing great job and she would like to present a few slides regarding the electronic advanced data status so metter floor is yours thank you yen and irina would you find my slides please irina we cannot see the slides could you share the slides please i don't know metter what's going on but do you have your your presentation could you share your screen please um then i have to find it first i haven't gotten near me i don't know maybe maybe irina will come soon with your slides looks like this there thanks irina great thank you for giving me the floor to to give this last topic a few words and ead status you see on the left side the global postal model i think you all know it but just to shortly say it describes of course the message flow between the various stakeholders and it shows the number of different entities and the path and ead request needs to follow we are working with one global postal model i think all of us are happy we don't have to implement several postal models and it's based on the joint principles from mikao and wco shortly to mention there are different countries and regions working on ead with for example the canada the eu and the uk ics2 which is the one the eu is working on is probably the best known where we already had release one in march 2021 we have released two coming up march 2023 and then there'll be a third release in april 2024 next slide please irina shortly where are we right now now the origin post sends the upu standardized message it mad and the pre-desk to destination post and the destination post in europe will transfer the information from those messages to the destination customs message standards for transmitting a customs referral also code item ref in our language and origin to post response in reacting to these referrals the ref response have been approved in versions ready for pilot testing but there's only a limited number of posts who actually are transmitting and receiving referrals in it tests pilot testing of transmitting referrals and acting upon them is ongoing these are the flows free for four plus and four plus plus if you look at the first picture and with plans for testing operational procedures performed in support of reserves received there has been developed an ead check in order to ensure that no items with open referrals are handed over to a carrier for transport to a placer destination this is being implemented around the world in various posts some posts have started sending carded with the ar flag you may know that the ar flag says that there are no open referrals or outstanding referrals i should probably say for a placer destination and we have adopted the upu regulations to require transmission of carded with the ar flag when mail is transported to placer destinations with a date of effectiveness 1st january 2023 so that's just around the corner next slide arena please there are a number of challenges there's no need to to hide that and i think we're all aware of it we have first of all the data capture of electronic customs information on all items with goods in order for the post to be able to send the ead mad message we have the data quality of the information being provided in the ead mad message we all know that there's someone popular wants to send garbage in garbage out if we don't get the right data we can't send it not all posts have currently implemented capability to exchange item ref and ref response nor the operational functionality needs to support the response protocols to referrals received stakeholders and that's not just posts but also carriers have not enough information on how the referral slash response process actually are in order to jointly implement an effective and pragmatic procedure both it wise and operational we see that exchange of carded rested between posts and carriers is not done on all links we have a number of carriers who are transporting me into Europe and according to a survey carried out by IPC they're not all ready to find their part of the information to the European authorities the post and carriers have discussed late referrals from theoretical point we need pilots we need to use it in real life and then look at it again and see where does it need to be adapted then there's an ongoing discussion with the European Commission about transit and transshipment as this represents a significant challenge to all parties involved next slide arena if I look at the principles for the next steps the overall objective is that we not just as pro but as carriers we're in it together we need to comply with the security regulations and maintain high availability for the common benefit we need to minimize the process change and costs and the technical development costs for all involved stakeholders I think as Andre who said in the beginning that we're all we're having some difficult times after some years with covid we don't need more costs than necessary and we need to define and resolve the policy and regulations issues as they impact the development of IT tools needed we must together retain a standardized model as much as possible but with flexibility that could accommodate for possible varieties in the different regions regulations on the regulations on the placing requirements we need to find solutions that will not hamper the main flow nor require performing processes that are unnecessary complex for us and we also must have in mind that pilot testing will provide us with some experience and may in then also influence the possible solutions but we might as well also be honest no matter what we do it will be complex post and carriers we need to work together as partners in order to find the right way forward and the right solution in the end next slider right now there's an ongoing dialogue with the European Commission regarding transit and transshipment and I can tell you that there's planned a meeting with the European Commission in the beginning of December to continue this talk there's a continued focus on carded rest exchange between origin post and the contracted carrier and also test version of carded with AR flag for use in cargo manifesting systems by airlines we are analyzing the outcome of the pilots until three four four plus and four plus plus the referrals and acting upon them we need to determine the predictable timeframes on when referrals are issued and when posts receive them we need to determine metrics on the types of referrals issued and also find a standardized and consensus understanding of the reasons and the gravity for their issuance and other lessons learned to be able to implement operational support procedures without significantly disrupting the flow of mean we need to analyze the outcomes of pilots and to gather draft the joint roadmap on how to deliver agreed steps and solutions in a reasonable time frame so in short we need to work together finding possible solutions that are acceptable for both parties and that of course includes evaluating the possible solutions presenting them to the interview contact committee for discussion of them and in then we need to present them to the relevant bodies at UPU and EITF for approval next slide I don't think there's more no that was short status on that it is ongoing work that takes a lot of effort you very much matter for your information and I really appreciate your slides I think that thanks to the numerous transport group and IATA UPU contact committee capacity building activities the number of designated operators or posts and carriers that can exchange carded resisted messages has increased dramatically I would say now we have about 160 posts around the world EDI capable it means ready to send all messages needed to meet ICS2 requirements or EAD requirements in other regions we have 70 carriers already exchanging carded resisted messages but we need to do as you mentioned earlier a lot to pilot more and more all flows of the global postal model it means flows focused on customs or flows focused on transport part of this model to to get more information to finalize the discussion with European commission and be ready to meet all these legal requirements soon so I'd like to ask all of you who are interested to be involved in the piloting because we have an ongoing piloting with many carriers to exchange not only carded resisted messages but carded resisted messages with applicable regulation flag AR flag which Meta mentioned to confirm that all items handing which we would like to hand over to the carrier are meeting all requirements there are no open referrals we would invite all other carriers to join us in this piloting or post to pilot and then I'm sure that step by step we will be ready to meet these challenges I think it was the last presentation I I see the feedback from from Carlos to Meta excellent presentation just to let you know that Brazil is piloting in production with PTA this week about ICS2 an AR flag in production with Luthansa feel free to contact me about some more details yes Brazil is very active I appreciate support from Brazil pause and their their piloting with Luthansa I mean regular touch with Carlos and the outcome of this pilot we will share with with EAD steering committee and also with the Ayata UP contact committee and as I said we will we will share this information with others to to make all of you ready to meet these requirements I think there is more questions coming yeah sorry but there is a question if I have any idea if there might be a pushback for the March 1st 2023 date release for release two sorry I am not aware of it I think we're all hoping for it but I've not heard anything but rumors and I don't think it would be fair to give rumors on so sorry yes we cannot we do not have any official information from European Commission as Meta already mentioned the next meeting with European Commission is scheduled on 9th of December we will we will continue in our discussion we already asked European Commission for more flexibility regarding the deadlines on ICS2 release two it looks that there will be some kind of flexibility but more information I hope we will get after the meeting on 9th of December and of course it will depends also on the progress in our piloting to get more arguments to discuss with European Commission to postpone maybe some deadlines or give a little bit more time for all stakeholders to be ready to meet these requirements we are preparing also some some proposals to amend UP regulations but of course this is just for consideration of our members it takes some time and all of these issues are discussed with European Commission but it looks that implementation window will be a little bit postponed and post probably are expected not earlier than in June to meet these ICS2 requirements but as I said it's still not fixed and we will inform you later thank you very much Meta once again for your information we are trying to answer your questions one by one also in the chat so I hope that we will answer all of them but now I'd like to close this topic and move to the closing remarks I hope that the topics were interesting I hope I'd like to thanks to all speakers for excellent excellent job and let you know that all presentation will be available on the UPU and Ayata website and if you have any problem just contact me and we will help you but we would like to improve maybe next time in the webinar we would like to find relevant topics for you and that's the reason why we would like to ask you help us and feel the the questionnaire on the monkey survey link you can see here you will receive a link after the webinar and you will be asked to provide your feedback your opinion on of the webinar and provide some topics which you would like to see maybe in the in the near future or any other comments or suggestions to help us better meet your needs next time so I hope that you will help us you will provide your feedback it takes maybe three minutes not more and together with the Ayata we will analyze your feedback and we will prepare topics for the next webinar according to your needs according to your needs now I'd like to give a floor to André to make some closing remarks please André Flor is yours thank you thank you very much I don't know about you but I really enjoyed this webinar I think again some excellent information shared with all our participants it's very important again as I said at the very beginning that we all come together have a dialogue and collaborate on on particular issues you know that safety is extremely important dangerous goods in the mail is something that we have to discover some of them are permitted they are indicated in various regulations manuals and so on it's extremely important that we find those that are not accepted for transport because of the risk it poses to the safety of our passengers crew members and the aircraft itself so it's extremely important the collaboration we've had now with the UPU has been extremely successful there is more to do and we are we are jointly collaborating on that so a safety is certainly the number one priority on the digitalization part we've been there for a while I think CN38s are really disappearing from the surface of the globe but we would like to do a bit more so EDI exchange is extremely important not only on the postal side but definitely on the carrier side as well we have explained at the last webinar the solution to convert mail messages into cargo messages and it could also be applied the other way around from cargo messages into mail weather messages so that we synchronize a little bit the mail system and the cargo system so digitization extremely important and then obviously security wise and what we do with the electronic advanced data filing is of utmost importance so I would invite you to really really connect with your UPU counterparts I mean the one that will connect with UPU from your postal organization the same on the airline side with IATA so that we can try and and and make sure that these pilots that we organize are successful because those pilots are extremely important for us to validate to most of the assumptions that we make when we develop best practices and standouts so it's extremely important that you have a voice and that you provide that to us so again the survey at the end of this webinar is going to help us drive some activities forward and it will also tell us a little bit more what your concerns are and what we should develop then maybe for the next webinar beginning of next year so thank you again for your participation and really looking forward to see you at our next webinar and to hear what you would like to see okay thank you thank you very much bye to you thank you thank you Andres thank you to all of you it was excellent your closing remark was excellent nothing more to add I'd like once again just to thanks for your participation speakers for excellent job and see you next time goodbye thank you thank you all thank you bye