1. Does the resolution amendment mean that electronic air waybill (e-AWB) will become mandatory from 1 January 2019?
No, it means that from 2019 the normal practice should be e-AWB. Paper documents are still usable, but should be considered nonstandard. The decision taken by the Cargo Services Conference is a very important step: it recognizes that “e-AWB” reflects the majority of shipments on enabled trade lanes. The old IATA rules stated that paper AWBs was required and electronic was optional (i.e. subject to agreement by the business partners). From 1 January 2019, the rules will dictate that electronic AWBs are the standard method on enabled trade lanes and that paper AWBs are optional (i.e. subject to agreement by the business partners).
2. Why did IATA take this decision?
When the air cargo industry raised this initiative at the end of 2017, more than 50% of the shipments were using the e-AWB as their digital shipment record. Over the past three years, the number of e-AWB almost doubled (+100%) while the total number of AWBs increased by 20%. The growing number of stakeholders using the electronic document demonstrated that the industry is ready to embrace full digitalization. IATA considered that this was the right momentum to capitalize on the increase of e-AWB adoption.
3. What is the long term view for e-AWB industry target?
The IATA Cargo Advisory Council (CAC) and the IATA Cargo Service Conference (CSC) endorsed an industry target to 100% e-AWB by end of 2022.
4. Will this change have an impact on how we do e-AWB?
No, in terms of implementation, the change does not affect the current e-AWB processes or standards.
Send FWB/FWBS for each AWB
FWBs are allowed until the merchandise is delivered in the terminal (FSU/RCS)
The eAWB does not exempt from the rest of the documentation (CUSTOMS/AVI/HUM/etc)
5. Where can we find information on airlines capable of handling e-AWB?
Information can be found on the IATA Matchmaker.
6. What are “enabled trade lanes”, and what proportion of cargo is now shipped on enabled trade lanes?
Around 70% of the total shipments by air are transported on feasible/enabled trade lane. A “feasible/enabled trade lane” is defined as such when the country of origin and the country of destination ratified the same treaty - either the Montreal Protocol No. 4 of 1975 (MP4) or the Montreal Convention of 1999 (MC99).
7. Will the IATA Multilateral Agreement (MeA) be required?
Yes, the MeA (or at least a bilateral agreement) will be necessary. We need an agreement process to comply with the international conventions requiring to have the consent of the shipper, among other reasons. It is also necessary to sign a MeA per country.
8. How can we sign the IATA multilateral agreement?
Contact IATA Multilateral e-AWB Agreement (MeA) email@example.com
9. There is another Multilateral Agreement required?
Yes, there is another Multilateral Agreement with the airline (IAG Cargo) firstname.lastname@example.org, by signing this agreement it will be activated for 075 and 125
10. Wich is the process for the IAG CARGO activation?
11. All paper documentation can be eliminated?
No, the eAWB does not exempt from the rest of the documentation (CUSTOMS/AVI/HUM/etc)
12. Under what circumstances will the paper AWB be preferred over e-AWB?
Paper AWB may still be required due to applicable international treaties, national law, or as bilaterally agreed between the parties.
13. What will happen with those enabled trade lanes where customs administrations still require the submission of a paper AWB?
Airline members are strongly recommended to comply with any authorities’ requirements. Therefore, they should be able to provide a paper AWB to any authority that asks for it. To help e-AWB adoption in such cases, IATA developed the Single Process concept.
14. Should airlines provide a list of destinations that require paper copies of AWB to Freight Forwarders customers?
To help the adoption of e-AWB adoption in such case, IATA developed the Single Process concept.
15. What is Single Process?
To help the adoption of e-AWB adoption IATA developed the Single Process concept.
16. Can I activate a FWB as eAWB if I use ECC?
No, freight forwarder can only use EAW/EAP and ECC/ECP is only for the airlines
The purpose of the EAW/EAP is to allow forwarders to signal to the airline whether the shipment is tendered with accompanying document (e.g. DGD) or pouch
EAW: e-AWB shipment without accompanying documents AND without pouch
EAP: e-AWB shipment with accompanying documents OR pouch
Airlines: The purpose of the ECC/ECP codes is to identify whether a printout of the AWB needs to accompany the shipment. This information is for the airline and GHA.
ECC: A paper AWB is not required
ECP: A paper AWB needs to be printed to comply to any applicable legislation
17. What type of technology can a freight forwarder use to transmit the required EDI data to IAG Cargo?
SITA messages (telegraphy based on CARGO IMP messages)
CCS (companies that transport the message from origin to destination)
XML (CARGO IMP messages but with XML format)
IAGCargo.com, for those clients who have not developed a system for sending CARGO IMP messages, IAG Cargo create a corporate tool to send these messages in in an easy and simple way.
18. Is there any penalty for using paper on lanes where e-AWBs are enabled?
We will be implementing a new policy starting on
03rd April 2023 that will introduce a charge, for Paper Air Waybills/Non eAWB. The fee will be captured and billed via the origin station. The charge will apply to all routes on the IAG Network, including eAWB restricted stations.
Currency and fees as below:
GBP - 10.00
EUR - 12.00
USD - 13.00
This change is part of our ongoing effort to reduce the amount of paper we use in our business and become more sustainable. We believe that this change will encourage our customers to switch to eAWB, which reduces the amount of paper we carry on our aeroplanes.