Simon Bridges is New Zealand’s new minister of Transport, in the post-election executive formed by PM John Key.
Touted by many pundits as a likely future prime minister, Bridges (aged 38) also shot up the executive rankings by nine places to take a seat on the ‘front bench’.
Bridges was a previous associate minister of Transport but lost that role last year in a pre-election shuffle which that saw him take on other more senior responsibilities.
A former lawyer and crown prosecutor with a formidable academic record, Bridges also retains the energy and resources portfolio, as well as becoming deputy leader of the House. He also holds associate ministerial roles.
Gerry Brownlee, the former Transport minister, continues as leader of the House and retains his roles in leading the Christchurch earthquake recovery. He has also been appointed Defence minister.
While Bridges is further down the cabinet rankings than Brownlee this is not regarded as particularly significant in terms of transport priorities, given that the big portfolio was not Brownlee’s primary concern. Bridges is likely to be more active in transport and infrastructure.
The new associate minister of transport is Craig Foss, one of the demotions in the new executive line-up. He is now a minister outside cabinet and is regarded as being on the way out, especially after losing his electorate during the election.
HEIGHTENED tensions between Russia and Ukraine and escalating geopolitical threats in the Middle East did not have the expected impact on passenger and freight movements in August, with both sectors relatively resilient according to the latest Airports Council International (ACI) report.
Passenger traffic increased by 5.3 per cent, slightly above the 12-month growth trend of 4.7 per cent. International passenger traffic was up 6.7 per cent and domestic by four per cent compared to August 2013.
European airports showed strong growth in passenger traffic at 7.4 per cent. While this represented a recovery in air transport demand over the previous year for certain airports that were beleaguered by weakened economies in the Euro area in 2013, Turkish and Russian airports remain some of the major contributors to overall growth for the region. In particular, the two Russian airports based in Moscow (DME and SVO), experienced double-digit growth of over 30 per cent in August.
Similarly, African airports experienced a strong recovery in passenger traffic. Despite the adverse effects of the ebola crisis on air transport in western parts of the African continent, Northern Africa rebounded after a bleak period in passenger numbers for 2012 and 2013. From the eve of the Egyptian army-led overthrow of president Morsi to its aftermath, the tourist economy was crippled as passenger traffic dropped significantly in 2013. Cairo (CAI) and Hurghada (HRG), two of Egypt’s major airports, saw passenger traffic jump back by 24 per cent and 76.7 per cent respectively for the month of August. Overall, African passenger traffic increased by 10.8 per cent.
The Middle East achieved growth of nine per cent for the month. Latin America-Caribbean, North America and Asia-Pacific had more moderate growth levels at 4.5 per cent, 3.9 per cent and 3.3 per cent respectively.
Air freight continued its recovery with growth levels above trend. The overall accumulated volumes for the past 12 months rose by 3.6 per cent while August freight volumes jumped by 5.8 per cent. Although weakness remains in domestic air freight markets, the trans-border shipment of air freight posted robust gains in August. International freight volumes jumped up by 7.5 per cent, coinciding with an expansion in international trade activity and increasing business confidence.
With Brazil slipping into a recession, Latin America-Caribbean experienced a decline in volumes by 1.7 per cent in August. All other regions achieved gains in freight volumes.
Dubai World Central (DWC) is now a major contributor to overall growth in freight volumes for the region. Although it has only recently commenced operations, in August alone air freight volumes at DWC quintupled to over 80,000 tonnes compared to the previous year. Month after month, with increased operations, DWC is becoming one of the busiest international freight airports in the world. Asia-Pacific also posted strong increases in volumes at 8.2 per cent in August. The world’s largest air freight hub, Hong Kong (HKG), increased volumes by 8.6 per cent for the month.
Europe and North America had more modest growth levels at 3.3 per cent and 2.1 per cent respectively. Africa only inched up slightly in overall freight volumes with growth of 0.5 per cent year-over-year.
“Despite some of the downside risks that that have persisted in 2014, such as the heightened tensions between Russia and Ukraine and the escalating geopolitical threats in the Middle East, passenger traffic has remained relatively resilient with above-average growth for August. The ebola outbreak, if not contained in the short run, may further depress traffic flows beyond the existing routes to and from the affected areas,” said Rafael Echevarne, ACI World’s economics director. “Similarly, air freight volumes also posted above average growth rates. Although growth in domestic freight volumes in Europe and North America showed weakness in August, international freight volumes showed robust growth in most regions, particularly at airports in the large exporting nations of the Asia-Pacific.”
POSITIVE developments make it likely that 2014 will generate the highest air cargo revenue since 2011, according to new data from WorldACD.
August showed year-over-year (YoY) volume growth of 6.6 per cent. Revenues (in USD) increased by 7.4 per cent. Specific product categories again performed better than general cargo (volume +7.8 per cent and yield +1.4 per cent), while the volume of express cargo grew by almost 10 per cent.
YoY yields improved for the fourth month in a row, driven by Europe, North America and the Middle East & South Asia (MESA). Volume growth also came from Asia Pacific (+13 per cent) Africa and Central America. The world wide yield increase was less than in previous months, possibly a warning signal for the months ahead, said a spokesperson for WorldACD.
Of the 30 largest city pairs, Shanghai-Chicago grew in volume by 66 per cent. Hong Kong-Los Angeles and Hong Kong–London followed with growth of, respectively, 32 per cent and 22 per cent: All three also showed a yield increase. The worst performing of these top O&D’s was Hong Kong–Tokyo with volume minus 11 per cent and yield minus three per cent. Of this top 30, 20 had an origin in Asia Pacific and six in Europe (5x Frankfurt and 1x London). As for incoming business, MESA was strongest (revenue + 16 per cent), followed by North America (+12 per cent).
Foreign airlines take the largest part of the growth in each major region. The origin with the highest YoY revenue growth is Asia Pacific, but the growth goes mainly to carriers from MESA. The second growth region is Europe, where MESA-airlines grew fastest, followed by the North American carriers, whilst Europeans profited least. And in North America the situation was similar: MESA-airlines led the growth, but the North American carriers lagged behind.
The answer to which dynamics are at work may be found in part by monitoring changes in sales networks: What is a carrier’s retention rate among agents, which ‘new’ agents does it work with, which agents are ‘lost’, are the changes in each category related to volume, to yield or to both? WorldACD has begun researching this subject, and made a high-level comparison between July 2013 and July 2014.
Air cargo revenue in July 2014 increased by nine per cent YoY. Revenue made by airlines through ‘retained’ agents increased by eight per cent (thanks to additional volume), with airlines from Asia Pacific achieving the highest growth (+12 per cent). In analysis, they performed best in generating additional revenue through agents with whom they had also worked a year earlier. In Africa and MESA, airlines saw a decline in revenue generated through their retained agents.
Through its agent name standardisation program, WorldACD was able to segment the retained agents by size and found the smaller size agents appear to account for two-thirds of the absolute growth between July 2013 and July 2014. “Lost and new agents each represented about 25 per cent of the total number of agents the average carrier did business with,” said WorldACD. “This significant number shows that carriers may not enjoy long term relationships with a sizeable part of their agent network. Monitoring changes in distribution may be helpful in building such relationships.”
Qatar Airways Cargo has confirmed two new freighter destinations, Brussels in Belgium and Shanghai in China.
Brussels is now served four times weekly by the A330F. The freighter operates via Entebbe to Brussels on Wednesdays and Sundays and via Nairobi to Brussels on Mondays and Fridays.
The carrier has also added a three-times-weekly non-stop B777 freighter service on the Doha-Shanghai-Doha route.
And an additional B777 freighter frequency has been added on the Doha – Hong Kong route, bringing the weekly frequencies to 14.
“The new services create exciting opportunities for businesses, especially in the pharmaceutical industry in both these countries. Other importers and exporters also benefit from the increased capacity introduced on both these trade lanes,” said Ulrich Ogiermann, chief officer cargo, Qatar Airways.
Major exports from Belgium are pharmaceuticals, automotives, perishables, optical, technical and medical apparatus, chocolates, plus mineral fuels including oil, precious stones, pearls and metals.
Major industries in Shanghai are retail plus heavy industries such as steel-making and auto manufacture, high-tech and electronics. Shanghai is also a leading producer of ethylene, plastics, microcomputers, integrated circuits and mobile phones. In addition, Shanghai has the largest consumer market in China, leading to accelerated demand in all sectors, including cargo.
Qatar Airways Cargo recently strengthened its product portfolio with the launch of two premium services that optimise the transportation of ‘time and temperature-sensitive’ goods, including high-value pharmaceutical products and perishables. The new services, QR Pharma and QR Fresh, further enhance its capacity and flexibility to effectively move sensitive commodities in line with the highest world-class standards.
The carrier has also completed the transition from a manually handled cargo environment to a fully-automated cargo terminal at Hamad International Airport. The cargo terminal offers the very latest technology.
AUSTRALIA needs to play to its strengths and transition from traditional manufacturing into new areas of competitive advantage according to the CSIRO, which proposes the new direction in its discussion paper Equipping Australian Manufacturing for the Information Age: iManufacturing - Is Australia Ready?
The Australian Customs & Border Protection Service (CBP) has, as is well known, been tackling the inter-related issues of criminal infiltration, corruption and serious misconduct within the agency. It’s a campaign that is bearing fruit, according to CBP chief executive Mike Pezzullo, and some useful lessons have been learned along the way, writes Kelvin King.
Speaking to the Security in Government conference held in Canberra recently, Pezzullo said that CBP’s integrity problem was a global issue and not one limited to Australia.
“In our direct experience, an increasing value is being placed by transnational organised crime groups on border-related law enforcement intelligence and operational information.”
Other problems included the “inherently high exposure to corruption risks” in the work undertaken by border officers in facilitating the movement of cargo and people and the formation within agencies of “sub-cultures of misplaced loyalty”.
He suggested the risk of compromise could well have increased “through the proliferation of social networks which devalue the collective good and the power of the state to ensure this collective good, along with increased tolerance in relation to illicit and anti-social behaviour – including recreational drug use”.
Other border agencies could learn from the CBP’s discoveries during the past two years, Pezzullo believes.
“I cannot stress enough the need for a positive integrity regime that is greater than the elements of rules and regulations that are put in place. It is about creating a strong culture as the fabric that binds the rules and the processes; it means tackling integrity risks before they become a material problem; and truly holding people to account for integrity and professional standards, from the chief executive down.”
Another lesson was that investigators found that criminal conspiracy within the CBP “grew out of a combination of circumstances, including an organisational culture that was frankly naive to key elements of the corruption and infiltration risk environment, notwithstanding the best endeavours of the management team of the day”.
Pezzullo outlined to the conference the actions of CBP, the Australian Federal Police and other investigating bodies – AirCargo AP has covered these in earlier reports. He also stressed yet again that the integrity issues have involved a small minority of staff and that the vast majority were delighted with CBP’s clean-up as well as hugely supportive.
Formation of an integrity and professional standards branch within the integrity, security and assurance division was another step worthy of consideration by border services elsewhere. “This now provides a more integrated approach to managing end-to-end professional contact in our workplaces, from fighting corruption and criminal infiltration, and dealing with misconduct, through to drawing the attention of local management to issues that require early intervention.”
Pezzullo said that ‘by combining protective security with integrity, risk and assurance functions, we have been able to build a stronger security culture through policy and education, which are backed up by technical controls that protect our information holdings regarding traders and travellers, and our partners’ intelligence data.
“Aligning our systems integrity with personal integrity has meant that it is now much more difficult for corrupt officers to use our systems for personal advantage or hide their activities from observation. “It also means we are better protected from information handling accidents.”
Among other lessons learnt, he added, was the need for restrictions on the use of personal mobile and electronic devices in operational workplaces, a strong outside employment policy identifying “high-risk secondary employment situations which could potentially compromise officers or create perceived or actual conflicts of interest,” tightening procedures for reporting misconduct and strengthening protection, a new employment screening model known as organisational screening assessments, and a “declarable associations” policy that requires officers to avoid or at least mitigate integrity risks associated with contact of individuals, groups or activities presenting a conflict of interest to CBP’s mission.
Pezzullo explained too that CBP had developed a set of “core behaviours” to support the process of cultural change. “The values and behaviours constitute a body of norms that bind us and show that, no matter at what level an officer is or which area they work in, there are fundamental cultural settings that bind all officers in the way they approach their work and perform their duties.”
And, he said, “the service is building a culture of transparent decision making which has clear lines of accountability and responsibility within a strong governance framework. This includes revitalising our approach to risk management and generating a better understanding of overall compliance and management oversight needs.
“By critically examining the effectiveness of control frameworks, we are able to generate improvements in efficiency, support resource allocation decisions and feed into the planning processes to allow the executive enhanced visibility over emerging risks.”
Simon Bridges is New Zealand’s new minister of Transport, in the post-election executive formed by PM John Key.
Touted by many pundits as a likely future prime minister, Bridges (aged 38) also shot up the executive rankings by nine places to take a seat on the ‘front bench’.
Bridges was a previous associate minister of Transport but lost that role last year in a pre-election shuffle which that saw him take on other more senior responsibilities.
A former lawyer and crown prosecutor with a formidable academic record, Bridges also retains the energy and resources portfolio, as well as becoming deputy leader of the House. He also holds associate ministerial roles.
Gerry Brownlee, the former Transport minister, continues as leader of the House and retains his roles in leading the Christchurch earthquake recovery. He has also been appointed Defence minister.
While Bridges is further down the cabinet rankings than Brownlee this is not regarded as particularly significant in terms of transport priorities, given that the big portfolio was not Brownlee’s primary concern. Bridges is likely to be more active in transport and infrastructure.
The new associate minister of transport is Craig Foss, one of the demotions in the new executive line-up. He is now a minister outside cabinet and is regarded as being on the way out, especially after losing his electorate during the election.
HEIGHTENED tensions between Russia and Ukraine and escalating geopolitical threats in the Middle East did not have the expected impact on passenger and freight movements in August, with both sectors relatively resilient according to the latest Airports Council International (ACI) report.
Passenger traffic increased by 5.3 per cent, slightly above the 12-month growth trend of 4.7 per cent. International passenger traffic was up 6.7 per cent and domestic by four per cent compared to August 2013.
European airports showed strong growth in passenger traffic at 7.4 per cent. While this represented a recovery in air transport demand over the previous year for certain airports that were beleaguered by weakened economies in the Euro area in 2013, Turkish and Russian airports remain some of the major contributors to overall growth for the region. In particular, the two Russian airports based in Moscow (DME and SVO), experienced double-digit growth of over 30 per cent in August.
Similarly, African airports experienced a strong recovery in passenger traffic. Despite the adverse effects of the ebola crisis on air transport in western parts of the African continent, Northern Africa rebounded after a bleak period in passenger numbers for 2012 and 2013. From the eve of the Egyptian army-led overthrow of president Morsi to its aftermath, the tourist economy was crippled as passenger traffic dropped significantly in 2013. Cairo (CAI) and Hurghada (HRG), two of Egypt’s major airports, saw passenger traffic jump back by 24 per cent and 76.7 per cent respectively for the month of August. Overall, African passenger traffic increased by 10.8 per cent.
The Middle East achieved growth of nine per cent for the month. Latin America-Caribbean, North America and Asia-Pacific had more moderate growth levels at 4.5 per cent, 3.9 per cent and 3.3 per cent respectively.
Air freight continued its recovery with growth levels above trend. The overall accumulated volumes for the past 12 months rose by 3.6 per cent while August freight volumes jumped by 5.8 per cent. Although weakness remains in domestic air freight markets, the trans-border shipment of air freight posted robust gains in August. International freight volumes jumped up by 7.5 per cent, coinciding with an expansion in international trade activity and increasing business confidence.
With Brazil slipping into a recession, Latin America-Caribbean experienced a decline in volumes by 1.7 per cent in August. All other regions achieved gains in freight volumes.
Dubai World Central (DWC) is now a major contributor to overall growth in freight volumes for the region. Although it has only recently commenced operations, in August alone air freight volumes at DWC quintupled to over 80,000 tonnes compared to the previous year. Month after month, with increased operations, DWC is becoming one of the busiest international freight airports in the world. Asia-Pacific also posted strong increases in volumes at 8.2 per cent in August. The world’s largest air freight hub, Hong Kong (HKG), increased volumes by 8.6 per cent for the month.
Europe and North America had more modest growth levels at 3.3 per cent and 2.1 per cent respectively. Africa only inched up slightly in overall freight volumes with growth of 0.5 per cent year-over-year.
“Despite some of the downside risks that that have persisted in 2014, such as the heightened tensions between Russia and Ukraine and the escalating geopolitical threats in the Middle East, passenger traffic has remained relatively resilient with above-average growth for August. The ebola outbreak, if not contained in the short run, may further depress traffic flows beyond the existing routes to and from the affected areas,” said Rafael Echevarne, ACI World’s economics director. “Similarly, air freight volumes also posted above average growth rates. Although growth in domestic freight volumes in Europe and North America showed weakness in August, international freight volumes showed robust growth in most regions, particularly at airports in the large exporting nations of the Asia-Pacific.”
POSITIVE developments make it likely that 2014 will generate the highest air cargo revenue since 2011, according to new data from WorldACD.
August showed year-over-year (YoY) volume growth of 6.6 per cent. Revenues (in USD) increased by 7.4 per cent. Specific product categories again performed better than general cargo (volume +7.8 per cent and yield +1.4 per cent), while the volume of express cargo grew by almost 10 per cent.
YoY yields improved for the fourth month in a row, driven by Europe, North America and the Middle East & South Asia (MESA). Volume growth also came from Asia Pacific (+13 per cent) Africa and Central America. The world wide yield increase was less than in previous months, possibly a warning signal for the months ahead, said a spokesperson for WorldACD.
Of the 30 largest city pairs, Shanghai-Chicago grew in volume by 66 per cent. Hong Kong-Los Angeles and Hong Kong–London followed with growth of, respectively, 32 per cent and 22 per cent: All three also showed a yield increase. The worst performing of these top O&D’s was Hong Kong–Tokyo with volume minus 11 per cent and yield minus three per cent. Of this top 30, 20 had an origin in Asia Pacific and six in Europe (5x Frankfurt and 1x London). As for incoming business, MESA was strongest (revenue + 16 per cent), followed by North America (+12 per cent).
Foreign airlines take the largest part of the growth in each major region. The origin with the highest YoY revenue growth is Asia Pacific, but the growth goes mainly to carriers from MESA. The second growth region is Europe, where MESA-airlines grew fastest, followed by the North American carriers, whilst Europeans profited least. And in North America the situation was similar: MESA-airlines led the growth, but the North American carriers lagged behind.
The answer to which dynamics are at work may be found in part by monitoring changes in sales networks: What is a carrier’s retention rate among agents, which ‘new’ agents does it work with, which agents are ‘lost’, are the changes in each category related to volume, to yield or to both? WorldACD has begun researching this subject, and made a high-level comparison between July 2013 and July 2014.
Air cargo revenue in July 2014 increased by nine per cent YoY. Revenue made by airlines through ‘retained’ agents increased by eight per cent (thanks to additional volume), with airlines from Asia Pacific achieving the highest growth (+12 per cent). In analysis, they performed best in generating additional revenue through agents with whom they had also worked a year earlier. In Africa and MESA, airlines saw a decline in revenue generated through their retained agents.
Through its agent name standardisation program, WorldACD was able to segment the retained agents by size and found the smaller size agents appear to account for two-thirds of the absolute growth between July 2013 and July 2014. “Lost and new agents each represented about 25 per cent of the total number of agents the average carrier did business with,” said WorldACD. “This significant number shows that carriers may not enjoy long term relationships with a sizeable part of their agent network. Monitoring changes in distribution may be helpful in building such relationships.”
Qatar Airways Cargo has confirmed two new freighter destinations, Brussels in Belgium and Shanghai in China.
Brussels is now served four times weekly by the A330F. The freighter operates via Entebbe to Brussels on Wednesdays and Sundays and via Nairobi to Brussels on Mondays and Fridays.
The carrier has also added a three-times-weekly non-stop B777 freighter service on the Doha-Shanghai-Doha route.
And an additional B777 freighter frequency has been added on the Doha – Hong Kong route, bringing the weekly frequencies to 14.
“The new services create exciting opportunities for businesses, especially in the pharmaceutical industry in both these countries. Other importers and exporters also benefit from the increased capacity introduced on both these trade lanes,” said Ulrich Ogiermann, chief officer cargo, Qatar Airways.
Major exports from Belgium are pharmaceuticals, automotives, perishables, optical, technical and medical apparatus, chocolates, plus mineral fuels including oil, precious stones, pearls and metals.
Major industries in Shanghai are retail plus heavy industries such as steel-making and auto manufacture, high-tech and electronics. Shanghai is also a leading producer of ethylene, plastics, microcomputers, integrated circuits and mobile phones. In addition, Shanghai has the largest consumer market in China, leading to accelerated demand in all sectors, including cargo.
Qatar Airways Cargo recently strengthened its product portfolio with the launch of two premium services that optimise the transportation of ‘time and temperature-sensitive’ goods, including high-value pharmaceutical products and perishables. The new services, QR Pharma and QR Fresh, further enhance its capacity and flexibility to effectively move sensitive commodities in line with the highest world-class standards.
The carrier has also completed the transition from a manually handled cargo environment to a fully-automated cargo terminal at Hamad International Airport. The cargo terminal offers the very latest technology.
AUSTRALIA needs to play to its strengths and transition from traditional manufacturing into new areas of competitive advantage according to the CSIRO, which proposes the new direction in its discussion paper Equipping Australian Manufacturing for the Information Age: iManufacturing - Is Australia Ready?
The Australian Customs & Border Protection Service (CBP) has, as is well known, been tackling the inter-related issues of criminal infiltration, corruption and serious misconduct within the agency. It’s a campaign that is bearing fruit, according to CBP chief executive Mike Pezzullo, and some useful lessons have been learned along the way, writes Kelvin King.
Speaking to the Security in Government conference held in Canberra recently, Pezzullo said that CBP’s integrity problem was a global issue and not one limited to Australia.
“In our direct experience, an increasing value is being placed by transnational organised crime groups on border-related law enforcement intelligence and operational information.”
Other problems included the “inherently high exposure to corruption risks” in the work undertaken by border officers in facilitating the movement of cargo and people and the formation within agencies of “sub-cultures of misplaced loyalty”.
He suggested the risk of compromise could well have increased “through the proliferation of social networks which devalue the collective good and the power of the state to ensure this collective good, along with increased tolerance in relation to illicit and anti-social behaviour – including recreational drug use”.
Other border agencies could learn from the CBP’s discoveries during the past two years, Pezzullo believes.
“I cannot stress enough the need for a positive integrity regime that is greater than the elements of rules and regulations that are put in place. It is about creating a strong culture as the fabric that binds the rules and the processes; it means tackling integrity risks before they become a material problem; and truly holding people to account for integrity and professional standards, from the chief executive down.”
Another lesson was that investigators found that criminal conspiracy within the CBP “grew out of a combination of circumstances, including an organisational culture that was frankly naive to key elements of the corruption and infiltration risk environment, notwithstanding the best endeavours of the management team of the day”.
Pezzullo outlined to the conference the actions of CBP, the Australian Federal Police and other investigating bodies – AirCargo AP has covered these in earlier reports. He also stressed yet again that the integrity issues have involved a small minority of staff and that the vast majority were delighted with CBP’s clean-up as well as hugely supportive.
Formation of an integrity and professional standards branch within the integrity, security and assurance division was another step worthy of consideration by border services elsewhere. “This now provides a more integrated approach to managing end-to-end professional contact in our workplaces, from fighting corruption and criminal infiltration, and dealing with misconduct, through to drawing the attention of local management to issues that require early intervention.”
Pezzullo said that ‘by combining protective security with integrity, risk and assurance functions, we have been able to build a stronger security culture through policy and education, which are backed up by technical controls that protect our information holdings regarding traders and travellers, and our partners’ intelligence data.
“Aligning our systems integrity with personal integrity has meant that it is now much more difficult for corrupt officers to use our systems for personal advantage or hide their activities from observation. “It also means we are better protected from information handling accidents.”
Among other lessons learnt, he added, was the need for restrictions on the use of personal mobile and electronic devices in operational workplaces, a strong outside employment policy identifying “high-risk secondary employment situations which could potentially compromise officers or create perceived or actual conflicts of interest,” tightening procedures for reporting misconduct and strengthening protection, a new employment screening model known as organisational screening assessments, and a “declarable associations” policy that requires officers to avoid or at least mitigate integrity risks associated with contact of individuals, groups or activities presenting a conflict of interest to CBP’s mission.
Pezzullo explained too that CBP had developed a set of “core behaviours” to support the process of cultural change. “The values and behaviours constitute a body of norms that bind us and show that, no matter at what level an officer is or which area they work in, there are fundamental cultural settings that bind all officers in the way they approach their work and perform their duties.”
And, he said, “the service is building a culture of transparent decision making which has clear lines of accountability and responsibility within a strong governance framework. This includes revitalising our approach to risk management and generating a better understanding of overall compliance and management oversight needs.
“By critically examining the effectiveness of control frameworks, we are able to generate improvements in efficiency, support resource allocation decisions and feed into the planning processes to allow the executive enhanced visibility over emerging risks.”
