May 17, 2020

2012 has lowest jet accident rate say IATA

IATA
IOSA
accident
jet
Freddie Pierce
5 min
In 2012 there was one accident for every five million flights
IATA announced this week that the 2012 global accident rate for Western-built jets is the lowest in aviation history. The 2012 global Western-built jet...

IATA announced this week that the 2012 global accident rate for Western-built jets is the lowest in aviation history.

The 2012 global Western-built jet accident rate (measured in hull losses per million flights of Western-built jets) was 0.20, the equivalent of one accident every 5 million flights. 

This represented a 46% improvement over 2011, when the accident rate was 0.37, or one accident for every 2.7 million flights.

IATA’s 240+ member airlines recorded no Western-built jet hull losses in 2012.

“The industry’s 2012 record safety performance was the best in history. Each day approximately 100,000 flights arrive safely at their destination. Airlines, airports, air navigation service providers, manufacturers and safety regulators work together to ensure every flight is as safe as possible. Their dedication and cooperation has made air travel remarkably safe. Nevertheless, there is still work to do. Every accident is one too many and each fatality is a human tragedy. The first commercial airline flight took place on 1 January 1914. Since then the very first flight the airline industry has made continuous improvement in safety its top priority,” said Tony Tyler, IATA’s Director General and CEO.

However, following the fantastic success rate in the West, it is time to focus attention on Africa according to IATA, following a higher Western-built jet hull loss rate on the continent when compared to 2011 (3.71 vs. 3.27).

Poor rates in Africa

The region’s accident rate for all aircraft types more than doubled (12.44 accidents per million flights from 6.17 in 2011), with 13 accidents in 2012 (up from 8 accidents in 2011). 
African airlines on the IOSA registry had no accidents.

“Africa is a continent divided on performance. Airlines on the IOSA registry are performing at or above industry average rates. But the continent’s overall performance is far from satisfactory. It should be as safe to travel by air in Africa as it is in any other part of the world,” said Tyler.

In May 2012, IATA, with the International Civil Aviation Organization (ICAO) and a host of other organizations, committed to an Africa Strategic Improvement Action Plan aimed at addressing safety deficiencies and strengthening regulatory oversight in the region by 2015. The Plan was endorsed as part of the ‘Abuja Declaration’ by the Ministerial meeting on Aviation Safety and Security of the African Union in July and endorsed at the Assembly of the African Union in January 2013.

“Stakeholders are united in their commitment to bring all of Africa to world class safety levels through the adoption of global standards. Passage of the Abuja Declaration is a key step along this path,” Tyler said. Critical to the success of this plan is mandatory adoption of IOSA by African states.

Detailed Results

Safety by the numbers:

·         Close to 3 billion people flew safely on 37.5 million flights (29.8 million by jet, 7.7 million by turboprop)

·         75 accidents (all aircraft types, Eastern and Western built), down from 92 in 2011

·         15 fatal accidents (all aircraft types) versus 22 in 2011

·         6 hull loss accidents involving Western-built jets compared to 11 in 2011

·         3 fatal hull loss accidents involving Western-built jets, down from 5 in 2011

·         414 fatalities compared to 486 in 2011 

·         Fatality rate slightly increased to 0.08 per million passengers from 0.07 in 2011 based on Western-built jet operations

·         IATA member airlines outperformed the industry average for accidents of all aircraft types (0.71 accidents per million flights compared to 2.01), accounting for 13 of the 75 accidents

IOSA

Airlines on the IATA Operational Safety Audit Registry (IOSA) experienced no Western-built jet hull loss accidents. The total accident rate (all aircraft types) for IOSA registered carriers was 4.3 times better than the rate for non-IOSA carriers (0.96 vs. 4.11). Today 381 airlines are on the IOSA registry (www.iata.org/registry). For IATA’s 240+ airlines IOSA is a requirement for membership in the association. That some 140 non-member airlines are on the registry is a clear indication that IOSA has become the global benchmark for airline operational safety management.

“IOSA once again demonstrated its positive impact on aviation safety. Carriers on the IOSA registry recorded an accident rate that was more than four times better than their non-registered counterparts. Not only did IOSA registered carriers have a lower accident rate but the accidents were less severe in terms of fatalities and damage to aircraft,” said Tyler. 
During 2012, IATA continued its work with airline members to develop the Enhanced IOSA. Enhanced IOSA adds a further dimension with a focus on airlines’ internal quality assurance program to implement self-auditing methodology based on IOSA principles.

Regional highlights—Western-built jet hull loss rates

The following regions outperformed the global Western-built jet hull loss rate of 0.20: Commonwealth of Independent States (CIS) (0.0), Europe (0.15), Middle East and North Africa (0.0), North America (0.0), and North Asia (0.0)

The following regions saw their safety performance improve in 2012 compared to 2011: the CIS (from 1.06 to 0.00), Latin America and the Caribbean (from 1.28 to 0.42), Middle East and North Africa (from 2.02 to 0.0) and North America (from 0.10 to 0.0). 

The following regions saw safety performance decline in 2012 compare to 2011: Africa (from 3.27 to 3.71), Asia-Pacific (from 0.25 to 0.48) and Europe (from 0.0 to 0.15). 

Latin America and the Caribbean posted a second consecutive year of improvement (0.42 vs. 1.28) but the region’s rate was still higher than the world average.

Africa registered a higher rate, from 3.27 in 2011 to 3.71 in 2012, and it is still the worst performer by a large margin. 

Share article

Jun 19, 2021

Driver shortages: Why the industry needs to be worried

Logistics
SCALA
supplychain
Brexit
Rob Wright, Executive Director...
4 min
Logistics professionals need urgent solutions to a shortage in drivers caused by a perfect storm of Brexit, COVID-19 and compounding economic factors

While driver shortages are a global problem, with a recent survey from the International Road Transport Union suggesting that driver shortages are expected to increase by 25% year-on-year across its 23 member countries, the issue has very much made itself felt for UK businesses in recent weeks. 

A perfect storm of factors, which many within the industry have been wary of, and warning about, for months, have led to a situation wherein businesses are suddenly facing significant difficulties around transporting goods to shelves on time, as well as inflated operating costs for doing so. 

What’s more, the public may also see price rises as a result due to demand outmatching supply for certain product lines, which in turn brings with it the risk of customer dissatisfaction and a hit to brand and stakeholder reputation. Given that this price inflation has been speculated to hit in October, when the extended grace period on Brexit customs checks comes to an end, the worst may be yet to come.

"Steps must be taken to make a career in the industry a more attractive proposition for younger drivers, which will require a joint effort from government, industry bodies, and the sector as a whole"


That said, we have already been hearing reports of service interruption due to lack of driver availability, meaning that volumes aren’t being transported, or delivered, to required schedules and lead times. A real-world example of this occurred on the weekend of 4-6 June with convenience retailer Nisa, with deliveries to Nisa outlets across the UK affected by driver shortages to its logistics provider DHL.

But where has this skills shortage stemmed from? 

Supply is the primary issue. Specifically, the number of available EU drivers has decreased by up to 15,000 drivers due to Brexit alone, and this has been further exacerbated by drivers returning to their home country during the COVID-19 pandemic, as well as changes to foreign exchange rates making UK a less desirable place to live and work. This, alongside the recent need to manage IR35 tax changes, has also led to significant inflation in driver and transport costs.

COVID-19 complications have also meant that there have been no HGV driver tests over the past year, meaning the expected 6,000-7,000 new drivers over the past year have not appeared. With the return of the hospitality sector we understand that this is a significant challenge with, for instance, order delivery lead times being extended.

It is little surprise, therefore, that the Road Haulage Association (RHA) earlier this month became the latest in a long line of industry spokespeople to write to the government about the driver shortage for trucks. The letter echoed the view held by much of the industry, that the cause of this issue is both multi-faceted and, at least in some aspects, long-standing. 

So, many in the industry are in agreement as to the driving factors behind this crisis. But what can be done? 

Simply enough, outside of businesses completely reorganising their supply chain network, external support is needed. In the short-term, the government should consider providing the industry with financial aid, and this can also be supported more widely with legislative change. 

Specifically, immigration policy could be updated to place drivers on the shortage occupations list, which would go some way towards easing the burden created by foreign drivers returning to their home countries. Looking elsewhere, government should also look for ways to increase the availability of HGV driver tests after the blockage created by the coronavirus lockdowns.

Looking more long-term, steps must be taken to make a career in the industry a more attractive proposition for younger drivers, which will require a joint effort from government, industry bodies, and the sector as a whole. As it stands, multiple sources suggest that the average age of truck drivers in the UK is 48, with only one in every hundred drivers under the age of 25. We must therefore do more to increase the talent pipeline coming into the industry if we are to offset more significant skills shortages further down the line. 

On the back of a turbulent year for the supply chain industry, it has become increasingly clear that the long-foretold shortage of drivers is now having a tangible and, in places, crippling effect on supply chains. 

Drivers, and the wider supply chain industry, have rightly been recognised for the seismic role they played in keeping the nation moving and fed over the past year under unprecedented strain. If this level of service is to continue, we must now see Government answer calls to provide the support the sector needs, and work hand-in-hand with the industry to find a solution. If we do not see concrete action to this effect soon, we are likely to be in for a turbulent few months. 
 

Rob Wright is executive director at SCALA, a leading provider of management services for the supply chain and logistics sector

Share article