Originally Broadcast Saturday, June 23, 2007
Washington, DC
Welcome to The Business of Government Hour, a conversation about management with a government executive who is changing the way government does business.
The Business of Government Hour is produced by the IBM Center for The Business of Government, which was created in 1998 to encourage discussion and research into new approaches to improving government effectiveness. You can find out more about the Center by visiting us on the web at businessofgovernment.org.
And now, The Business of Government Hour.
Mr. Morales: Good morning. I'm Albert Morales, your host, and managing partner of The IBM Center for The Business of Government.
One of today's greatest challenges is protecting our country against terrorists and the instruments of terror, while at the same time fostering the country's economic security through lawful trade and travel. With us this morning to discuss his program's role in facing this challenge, is our special guest, Lou Samenfink, Executive Director of the Cargo Systems Program Office at U.S. Customs and Border Protection.
Good morning, Lou.
Mr. Samenfink: Good morning.
Mr. Morales: Also joining us in our conversation is Alan Heath, partner in IBM's Customs and Border Protection Services Group.
Good morning, Alan.
Mr. Heath: Good morning, Al. Good morning, Lou.
Mr. Morales: Lou, perhaps you can begin by providing our listeners with some context. Could you tell us about the mission and the history of the U.S. Customs and Border Protection, sometimes referred to as CBP?
Mr. Samenfink: Absolutely, Al. I appreciate the opportunity to get on here and talk about the program that we're building, the automated commercial environment. In terms of Customs, it's been around since the beginning of the country really, but it was after 9/11 that a major change occurred -- and specifically, there were several agencies that were combined.
When I worked at the border, we had Customs, we had Immigration, we had different Agriculture folks working. And after 9/11, the Congress created the Department of Homeland Security and linked all these agencies together. And as a result, because of those events, while we've always been worried about smuggling, things coming into the country, illegal activity and so forth that we wanted to prevent -- public health and safety, the mission of the agency really changed. And quite simply, it's to prevent the entry of terrorists and their weapons coming into this country, while at the same time facilitating legitimate trade and travel. Commissioner Basham has often said -- my boss at Customs and Border Protection -- that if we hamper trade and travel and people and goods coming in and out of this country so severely to do the anti-terrorism mission, then in a sense, the terrorists have won as well.
Mr. Morales: Lou, this is obviously a very broad and critical mission to our country. But can you give us a sense of scale of this operation? How many miles of border are covered? How many ports? How many people and items pass through U.S. borders?
Mr. Samenfink: Well, I've got all kinds of numbers in front of me here, and without reciting them all down, and certainly, there's places that people can go to get more detailed information. But we have a 1900-mile land border with Mexico, a 5000-mile land border with Canada. There's 314 ports of entry around the country, and then of course outside of those ports, there's everything that the Border Patrol does in between the ports, 95,000 miles of shoreline that need protecting.
On a typical day, we process over a million passengers, collect about $80 million in revenue, we make almost 100 arrests across the country, seize 5,000 pounds of narcotics, and then, specific to the area that I'm involved in, which is international trade of cargo and so forth and imports and exports, we're processing hundreds of thousands of bills of lading coming in by various modes of transportation each day. There's 600,000 importers of record; people that pay duties, taxes and fees to this country, that we interact with. There's 2,800 automated interfaces we have with people that are giving us the information that they send in. In addition, as far as export is concerned, we deal with 135,000 different companies that are sending stuff out of the United States, that are reporting their exports that are going to other countries.
Mr. Heath: Lou, now that you've provided us a sense of the larger CBP responsibilities, perhaps you could tell us a little more about your specific role as the Executive Director of the Cargo Systems Program Office. What are your official responsibilities? How does the Program Office support the mission of CBP in the Department of Homeland Security?
Mr. Samenfink: Yeah. Sure, Al. We have an existing automated system that's been around for a couple of decades now; it's called the Automated Commercial System. It's still out there, it's still working, it's still doing a lot of processing. We're in the process of replacing it with a new system. But essentially, my mission and my job is to keep that existing system plugging along, working, doing the things that it has to do to support the mission of our officers and other staff in the field, and also build this new system. And in a sense, that's really it. It's interfacing with the business customers that I have, both inside the agency and our external stakeholders; members of the trade community, other participating government agencies; Food and Drug Administration, Department of Agriculture, Environmental Protection Agency and so forth, to make sure that what we're doing at those borders as cargo comes in, and what we're doing after the fact, to collect statistics, to protect the revenue and so forth, is all being supported by this technology.
Twenty years ago, when I came to Washington to work in Customs Headquarters, when I left the field, there was very little automation at the land border I was at. We had a few systems that we would query, and when I got to Headquarters, we were in the midst of building something that again is still out there today. And that automation, that ability to use that tool to eliminate a lot of paperwork, to speed up the ability of our officers to quickly check information, has really been a force multiplier. Our officers can do a lot more today using those systems than they ever could have done looking at pieces of paper one at a time.
Mr. Heath: What have been the top three challenges that you have faced, and how have you addressed those challenges?
Mr. Samenfink: That's a great question. And program management, I guess it's kind of a pain at times, depending on how you want to look at it. And I would put the top three things sort of in this order.
First of all, scope. We define a project, this is a development contract that we're on, there was not a very super-detailed set of specifications when we started off on this, Alan. You know that. And managing that scope, understanding the expectations that we have for both our internal and external customers, is so key.
Everybody wants everything. I can sit down with the trade community, "hey, Lou, wouldn't it be great if the system did this, and wouldn't it be great if the system did that?" And eventually you have to start telling people, "well, yes it would be," but guess what, I can't do that now because I've outlined a body of work and I have to maintain that. The folks don't want to hear that. So scope management is really I think at the top of the list.
The second beneath that is stakeholder management. There are a lot of cooks in the kitchen on this one. We have the trade community that has a lot of vested interests, other federal agencies that are engaged -- of course, my own senior management within Customs; the Department of Homeland Security. Congress is a huge player, and of course, just the American people. We're doing a show here today, doing outreach and stuff to folks in the Washington area. We've done other outreach across the country; we've been in a lot of newspapers and magazines. And the taxpayers are wondering how we're spending these billions of dollars on building this system, and what kind of value they're getting out of that.
So keeping those stakeholders apprised, keeping them satisfied, telling them the truth, that sorry, this isn't going to happen the way you thought, but we'll get to it eventually; another challenge.
And then the final one -- and maybe that kind of goes to sort of what this show is about a little bit -- is contract management. We're using a set of government employees and contract employees to build this system to maintain what's out there. And there's really a challenge there. The challenge is, we have to work together. And when you enter into a business relationship with someone, there's task orders, there's written documents, there's contracting officers, there's money changing hands, and of course, companies run business to make money, and we have to appreciate that.
And then at the same time, if we get so wedded to all of these contracts, to all of these Is that we have to dot and Ts that we have to cross, we lose sight of the shared responsibility and the mission that we have to achieve. And finding that middle ground where the government and the private sector are truly working together in an open, honest and sharing environment where they're communicating effectively, it's key -- it's key to success, and it's a challenge. I don't think it's a challenge because we're sitting down pointing fingers at each other saying, "hey, I'm not going to work with you or I don't" -- it's a challenge because you have bosses that are looking for their bottom line and I have bosses that are looking to put product out there, and somehow we have to come together and hit both of those marks. So those are the three challenges that I see.
Mr. Morales: Lou, you made a reference earlier to working at a land border. Could you describe for us your career path? How did you get started in government?
Mr. Samenfink: Yeah, sure. I was living up near the Canadian border back in the '70s. And I took a test in Civil Service and was selected for a position as what was then called a Customs inspector, and I worked in Champlain, New York, which is south of Montreal and north of New York City. We used to get a lot of traffic on that interstate going between those two major metropolitan areas, worked there for about nine years, learned a ton, met people from all over the world, very interesting work.
In 1987, they picked me to go to headquarters. And I actually worked on the existing legacy system that we have, the Automated Commercial System. And then since I've been in headquarters, every two or three years, I bounced around to different jobs, doing a variety of things, and I've learned a lot -- not any real big secret or anything. But I ended up about 2-1/2 years ago in this position, managing the program that we're on.
Mr. Morales: So I'm curious, how has these movements around the organization prepared you for your current leadership role and shaped your management approach and your leadership style?
Mr. Samenfink: Change. It's all about change. Everything is always changing. Nothing stands still. And I guess that's just the way life is, and in this program, the Congress will pass a law, or the Administration has a requirement, or the trade community needs something done, or our field officers have something that they need the system to do immediately -- the list goes on. And all the change and all the different jobs that I've had, and all the reorganizations that we've been through -- from one to another, I think that's the biggest thing that has prepared me, as opposed to if somebody gave me a book and said, "hey, eventually you're going to be doing this job, this is how you do it."
It's going through all those different positions; it's not staying in a comfort zone. It's going into jobs where you don't really have a complete grasp of what's happening, and you have to learn when you get in there. And I think that's what prepared me the most for. It's being ready and prepared to just do something different and give it a shot.
Mr. Morales: That's fantastic.
What is the Automated Commercial Environment, or ACE? We will ask Lou Samenfink, Executive Director of the Cargo Systems Program Office at the U.S. Customs and Border Protection, to share with us when the conversation about management continues on The Business of Government Hour.
(Intermission)
Mr. Morales: Welcome back to The Business of Government Hour. I'm your host, Albert Morales, and this morning's conversation is with Lou Samenfink, Executive Director of the Cargo Systems Program Office at the U.S. Customs and Border Protection.
Also joining us in our conversation is Alan Heath, partner, Customs and Border Protection Services at IBM.
Lou, given the very complex nature of your efforts, before we dive into the specifics of your program, could you elaborate a little bit more on the impetus for the CBP modernization effort? What were some of the reasons for even pursuing modernization?
Mr. Samenfink: That's a good question. Back in 1993, I believe it was, then-President Clinton signed the NAFTA, the North American Free Trade Agreement, and attached to that was something that we call the Customs Modernization Act, that really served as the foundation and gave the Customs Service the authority, if you will, the blessing from the Hill, to go forth and modernize its business processes, the processes that the trade community uses to import and export stuff into and out of the country.
We had already been building something called the Automated Commercial System, or ACS. And as I've said before, that system is still out there and operating. Well, since that act was signed, there's been a number of efforts to build what we're now calling ACE, the Automated Commercial Environment -- and simply the replacement for the ACS, if you will. And what's evolved to this point is a contract that we signed just prior to 9/11, and in addition to really modernizing trade practice, to looking at the existing processes that we have, and not just automated processes but the business processes, the things that our field officers are doing and the things that the trade community is doing -- a lot of things have changed. And obviously again, it'd be remiss to not mention 9/11, and the real focus that we now have on making sure that the security component of this system is baked in.
In other words, when merchandise/cargo is coming into this country, or for that matter even leaving, are there any things that we have to be concerned about in terms of our terrorist mission? And that's really what is behind ACE at this point, it's to make sure that as we do and process this legitimate trade, that we're taking time to ensure that their cargo is safe, that there's nothing that we have to worry about, that from a public health and safety perspective, it's good to go. And essentially, that's what it is. Now, using more modern tools in ACE and replacing what we have in ACS will give our officers a greater ability, if you will, to achieve that mission. And that's what it's all about.
Mr. Morales: So now that you've referenced ACE, what specifically are the goals of ACE, and how is it facilitating trade, improving national security and enabling the creation of a transparent global supply chain, if you will?
Mr. Samenfink: Well, ACE -- again, the Automated Commercial Environment, the replacement for this legacy system, it's to take what we have already built to the next level. Right now, we have a mainframe system, our officers that are using it have to remember function codes and so forth and so on. So there's this technology component that's going to put it in and make it a web-enabled system so that it will look and feel -- you'll be able to click with mice and pull information together and so forth and so on.
Essentially, the way it's improving national security is we're taking a lot of different systems. I'd mentioned ACS, but there are some other systems that we use as well -- and linking these together, and not just bringing in information that Customs and Border Protection needs to achieve its mission, but also finding ways to bake in information from other participating government agencies to make sure that when our officers who are at that port going to do cargo release, or if they're looking at information after the fact, that they have all the information that they need from Customs sources, but also from those other government agency sources, to complete their job.
We're using a portal, sharing information with the trade community. Right now, we have the ability through ACE to allow people that are doing business with Customs to come in and look at all the information that we have about them essentially in our legacy system. It's a window into that. Why do we do that? We do that because it improves trade compliance. Those individuals can look and see what information we have, what kinds of activities are going on, where we have done inspections and found problems and where we have done inspections and not found any problems. We're going to be able to better share information, not just within the Department of Homeland Security, but also across the government.
I had a meeting the other day with an administrator with the EPA, a deputy administrator, and we talked about how we can better share information about cargo coming in, to make sure that both agencies' missions are taken care of. And then I think finally, if we become more efficient using this tool, then it's going to free up our officers' time, not just on the frontline, but also those that are reviewing information after the fact, including regulatory auditors. It's going to give them more time to think about and to focus on their jobs, and to have a lot less time pushing paper around and taking care of rather mundane tasks.
Mr. Heath: Lou, speaking of supporting the trade, what is the ACE periodic payment process, and to date, how much in duties and fees have been paid through this process? And can you explain how the trade community benefits from periodic payments?
Mr. Samenfink: Sure. Part of the Modernization Act that I referenced before stated that Customs should find a way to collect money on a monthly basis instead of on a daily basis. Most folks -- up until this point when you're importing, you had ten business days after the cargo came in to pay us whatever duties, taxes and fees that we're owed. Our periodic monthly statement, since it's been out there, has collected more than $12 billion in revenue. In fact, we're doing almost 40 percent of all the duties and fees that we're collecting right now for periodic monthly statement. And essentially, the benefit to the trade community is float.
If you're a large importer and you pay $5 million, $10 million, $50 million or perhaps as much as $100 million a month in duty, which some importers do, instead of having to piece that out and give it to us every day of the week -- literally after certain transactions have occurred, if they can roll all that up, make one big payment and give it to us on a monthly basis, your float is increased. You don't have to be giving the money as frequently.
And furthermore, by making one payment instead of multiple payments, we've been told by a lot of business owners that that also was a cost savings to them, was much easier for them to manage. Now, on the Customs side, of course, the benefit is that we can fully realize all the benefits of ACE -- and we're still in process of deploying some of these things -- but when we have people in the field not shuffling pieces of paper around every day and actually doing these collection processes one day a month instead of every day of the month, it's going to be a big benefit to us as well.
Mr. Heath: A key component of your ACE modernization program is the advent of the eManifest functionality as mandated under the Trade Act of 2002. Lou, can you tell us a little bit about the eManifest capability? How did the eManifest decrease the processing times and help ensure border security?
Mr. Samenfink: Absolutely. This is a very visible part of ACE. We launched it a couple of years ago, and to be honest with you, it's been a tough go. We were linking actually four different systems together for our officers at the land border. When the Trade Act was passed as a result of 9/11, our then-Commissioner Bonner correctly realized that the only people that really know what's coming into the United States are carriers -- the people, the vessel operators, the air operators, the rail operators, the truck operators, that are actually bringing cargo to this country. And all of those individuals have to file a declaration.
Not surprisingly, we call it a manifest. Fancy word, but it's simply a declaration that says hey, here's my truck, I'm the driver and I've got 500 cartons of whatever on it. Getting that information in advance and allowing us to use it and take it against our watch lists to analyze it, to understand what it is -- the theory is and the reality is, it's a part of our layered strategy to defend the country against terrorism. Having that information in advance, screening it and making sure that that stuff is okay is what the Trade Act was all about.
When the Trade Act was signed in 2002, Customs and Border Protection, through its legacy system that I mentioned before, already had manifest systems for vessel, rail and air carriers. We had nothing for truck. And over the last few years, we've mandated the submission of that manifest information in advance for those three modes of transportation. Prior to that, the information did not have to be electronic and did not have to be in advance. It could be filed when the conveyance arrived. Now it has to be in advance.
Well, ACE, the first -- really, I would say big task that it took on, we have our portal that I mentioned before where trade folks can look at what we know about them, and periodic monthly statement is another piece of functionality. This truck manifest piece that we've deployed -- and are in the process of finishing our deployment -- is the same thing for trucks. It tells truckers when they're coming into the United States, hey, I want your electronic declaration. I want it electronic, I want it upfront, before you arrive in the United States, transmit it to me so that I can either a; tell you not to come to the United States because I'm concerned about what you have; or when you arrive, my officers will have already had an opportunity to understand whatever threat there might be with that.
Volumes are growing. We're having a lot of success with it at this point. And soon, I would say within a year, every truck arriving in this country is going to have an electronic manifest filed in advance.
Mr. Morales: You've used the term portal a few times now. So what is the ACE Secure Data Portal, and what features and abilities are provided by this portal?
Mr. Samenfink: Well, the portal is a means for viewing and transmitting ACE-related data. For example, in the truck manifest piece that I just talked about, there's two ways that the trade community can get us their electronic manifest information. They can become an EDI participant -- an Electronic Data Interchange participant. We have record sets out there that folks can transmit us the information in advance. Many times, larger carriers will do that -- carriers that have 800 or 1000 trucks in their fleets -- they will build that into their bill of lading software, their trip software or whatever, and they'll send us the information.
The other mechanism that carriers can use to send us their manifest information is the portal, the ACE portal. And I look at it just as signing on to Internet Explorer and clicking on a link, and bang, up pops a screen where there's all the information that we require for a truck arriving. You can sit down and type it in. In fact, I just had a conversation with a woman from Mexico, a Mexican trucker. She's doing about 25 manifests a day using the ACE portal and she loves it. She has no problems whatsoever. Users can go in there, they can store their equipment information, their driver information, they can store information about consignees and shippers and so forth, all the information on the manifest that they normally need to have. And they can save that in the portal, and then just put their manifests together as they need them.
The other thing that the portal will do for importers and brokers at this point -- if I'm a major importer -- I've had, again, the pleasure of talking to a lot of importers that are using it, they use that portal to go on and run reports. There's 100 different reports that are available on that portal right now. They can run all kinds of information. For example, if you're an importer and you're using a licensed Customs house broker -- that's somebody that we give tests, we issue licenses -- and if you're a licensed Customs house broker, you can file this entry paperwork on behalf of importers.
Many of these importers are concerned that there's brokers out there filing entries that they don't want filing entries for them anymore. They can use the ACE portal to go out and make sure that only those people they've authorized are filing entries on their behalf. They can also go out and see if entries haven't finished the liquidation process; is there anything overdue? Is there anything that they have to be concerned about?
One user of the portal told me that when his boss, his CEO, was taking a trip to a foreign country, he used the portal to go out and find out and get a summary of all the types of imports that that company has nationwide from that particular country -- in this case it was China. Within minutes, he was able to provide a report to his boss and he looked pretty good. So the portal also serves that function as well. And finally, we've allowed over 200 members of other federal agencies access to the portal so that they can look at information that Customs collects that could be supportive of their missions.
Mr. Morales: Will carriers be able to continue using some of the other entry release systems such as the Pre-Arrival Processing System, otherwise known as PAPS, and the Free and Secure Trade FAST program to submit entries and obtain cargo releases?
Mr. Samenfink: Absolutely, absolutely. That's a good question, and I'm going to go down into the weeds just a little bit for the listeners out there. I talked before about carriers coming in having to file a declaration -- a manifest, if you will, saying, here's what's my on conveyance -- let's use trucks as an example. Here's what's on my truck, I've got so much stuff. That declaration does not result in the payment of any duties, taxes and fees. That occurs through an entry, which is another declaration that we get from either the importer or his licensed agent -- a person that I talked about before, a Customs house broker. That entry paperwork can be filed in any number of ways. And yes, that entry process, if you will, is baked into and links into that manifest process, and the reason it does is we want to clear as many trucks as we can on primary.
When you enter the United States via a land border, you stop at a booth normally, and you talk to a Customs officer. Trucks do the same thing. The goal is to have as many trucks that are compliant, that we have no concerns about, that we've done all of our pre-screening and so forth, be released into the country right from that primary point. In order to do that, we have to make sure that we're going to collect the appropriate money later on those goods that are being imported, by matching up that various entry information -- and that's when you talked about PAPS and so forth, the Pre-Arrival Processing System, those things are baked in.
Another system that you mentioned, the Free and Secure Trade System, or FAST, was another brainchild, if you will, of then-Commissioner Bonner after 9/11, and that system allows us to do a lot more pre-vetting on transactions coming into the United States. For example, anything that's coming in under that program, the driver of the truck has already been pre-screened. We've gotten fingerprints, we've gotten declarations from that individual; we've been able to do our screening.
The carrier bringing that information or bringing that cargo in is a participant in that C-TPAT program, or that high level security program that I mentioned before. The importer in the United States is a participant in that C-TPAT program. So definitely, ACE truck manifests supports that program, and in fact, we're in the process of merging that into ACE so that we just have one piece of software to maintain. But the business process will go on.
Mr. Morales: How does collaboration factor into the success of the CBP modernization effort?
We'll ask Lou Samenfink, Executive Director of the Cargo Systems Program Office at the U.S. Customs and Border Protection, to share with us when the conversation about management continues on The Business of Government Hour.
(Intermission)
Mr. Morales: Welcome back to The Business of Government Hour. I'm your host, Albert Morales, and this morning's conversation is with Lou Samenfink, Executive Director of the Cargo Systems Program Office at the U.S. Customs and Border Protection.
Also joining us in our conversation is Alan Heath, partner in IBM's Customs and Border Protection Services group.
Lou, I want to go back to our discussion on eManifest, if you will. With use of eManifest currently at a relatively low percentage of the total number of manifests filed, could you tell us how is CBP going to handle a sudden influx that requires 100 percent of manifests be filed electronically at the ACE ports?
Mr. Samenfink: Well, I would say that it's not really a relatively low percentage anymore. We've gone up over the last year from perhaps getting 1,000 or 2,000 manifests a month to probably close to 60,000 to 70,000 manifests per week at this point right now. The reason that has happened is because we've said that folks have to participate. When we rolled out this eManifest process, we told the trade community, all right, it's something new. We're going to put it out there, start deploying it at the ports. We'd like you to give it a try, see how it works, so we can get any bugs out of it.
And frankly, a lot of folks didn't jump on board, and I think the reason for that was that the Customs Service was giving them pretty good service at the ports, they had to make an investment to participate in eManifest. And we had a few early adopters, we ran a lot of bugs out of the system and that was great. What we've done in the last year is put out, based upon the Trade Act, regulations that say all right, everybody, we told you that it was optional, but now it's mandatory. For example, right now in the states of Arizona, Washington and parts of North Dakota, a truck arriving that has not pre-filed an electronic manifest will be turned around at the border and not allowed to come into the United States, which is the ultimate punishment, I think, for a trucker, because he wants to deliver their cargo.
So we still have a ways to go. 75,000 manifests a week is lot less than we have to get to; we probably have to get to 300,000 to 400,000 per week, if I was to guess a number. So maybe we're getting close to 25 percent. And what's great about the way we're rolling it out and implementing it in stages is that we can make sure that the system can handle that volume as it goes forward. We did a lot of checks, and if we get to a point where we move forward and the system can't handle that volume, we'll just stop our implementation plan, do whatever we have to do with the system to get it forward.
But I'm confident that it's going to work, it's going to work well, and that we're going to start saving time. In fact, we're already seeing some crossings experience 15- to 20-second decreases in the time it takes to process a truck in primary, because our officers are no longer swiping light pens across documents, they're not handling pieces of paper by the bang of a license plate or perhaps from even an RFID tag on a truck. Information is popping up on their screens with one mouse click -- literally, if there's nothing to be concerned with on that load, they can let something proceed down the road and into the commerce.
Mr. Heath: Lou, could you elaborate on some of the outreach efforts that you're using to inform and encourage the use of eManifest?
Mr. Samenfink: Yeah. We're doing a ton of outreach. And in fact, we're doing something called an ACE Exchange. We'll be in Laredo, we'll be in Buffalo, we've been in Tucson, we've been in Detroit, and we've met with truckers in all those locations. We've met with importers, brokers, all members of the importing community that deal with truck manifests. We've done national radio broadcasts to get information out; we've done lots of media outreach; we have trucking company representatives that are baked into out development plans; we have a couple that we call ACE ambassadors.
In fact, not just with trucks but across the industry, we have about 25 to 30 trade members that we call trade ambassadors. These individuals actually underwent background checks, as a federal employee would, to make sure that they could get really involved in our requirements development. Well, it's bringing in experts in the trucking industry like that that's allowed us to build a system that will actually work. And I don't have a number here to give you, but I would say that probably close to 100 different individual conferences have occurred -- around both countries, in fact, not just in the United States, but also in Mexico and Canada -- free events where individuals can come and get information about using truck manifests.
There's an online free training syllabus that one can do in both English and Spanish that will show you how to fill out an ACE portal and so forth. And we're going to keep doing this. I just had a letter the other day from the Border Trade Alliance along the southwest border, and Maria Louisa O'Connell, who is their president. We had a meeting with her, and she had some concerns about the outreach that We're doing in Spanish for the Southwest border, for a lot of the Mexican firms that are going to have to be compliant with truck manifests. So she's going to help us figure out the best place to go for more outreach events.
Mr. Heath: Lou, to what extent does the success of the ACE program and the overall CBP modernization effort rely on input from the trade and transportation community?
Mr. Samenfink: It relies heavily on it. I talked before about stakeholder management, and it's very important because I'm working as a -- and I see myself as a Customs officer -- that whatever we build meets the needs of the federal government. But all the information that we receive in advance electronically, that we have been for 22 years, but now post-9/11 -- takes on a whole new role. What is on their conveyance? Who is sending what to whom? That information is critical to national security. And because of that, it's imperative that the people that we're receiving that information from -- and those are importers, carriers and so forth -- that that information be accurate, that they can provide us that information in such a way that it does not hinder their ability to move cargo into and out of this country and so forth.
To make sure that we have their requirements identified, and to make sure that as ACE is fielded and built in stages over the coming years, we have developed a trade support network. It's got about 300 members in the trade community in it. It's broken into a variety of committees that look at things from vessel manifests to legal policy issues to deployment issues to issues that have to deal with participating government agencies and so forth. We have committee meetings throughout the year. We have plenary sessions where we gather everybody together for a couple of times a year, and we rely heavily on those individuals that are on those committees, those trade members, to look at us and say, "you know, you guys are out of your minds if you do it that way."
And you know, I'll tell you something, Alan: many times, they have solutions that we didn't even think of, and those solutions help us achieve our mission and at the same time ensure that -- going back to, I guess, the first thing I said -- you know, preventing the entry of terrorists and their weapons, but at the same time facilitating legitimate trade and travel. They're helping us achieve that objective, giving us accurate upfront information that we can rely upon, while at the same time not slowing down the movement of those goods.
Mr. Morales: Lou, I want to turn this topic about reach around for a moment. Given the large-scale transformation that's being created by the ACE program, can you tell us about your internal CBP outreach strategy, and any formal training programs available to educate CBP employees about ACE?
Mr. Samenfink: Right now, we actually have a lot of field people in that are looking at out next delivery of ACE that's coming up in August of this year, where we're going to have all of our import specialists and some of our entry officers -- perhaps 1000-plus employees -- actually starting to use ACE for various parts of their jobs. And what we have done is, after we've built this thing and we've got it in a state where they can come in and actually take a look at it in one of the development phases that it's in, we bring these folks in to show it to them to get their opinions on it to see if we have once again hit the mark.
The training that we're doing is, we have internal stakeholder conferences, for example, on the eManifest roll-out -- we've gotten together on several occasions with field supervisors to make sure that we've taught them and discussed with them all of the issues that they're facing with the system. We have weekly phone calls that are doing outreach to the land borders to make sure that the officers that are out there are using the system, if they have questions and problems, they can get their questions answered.
We have a 7/24 help desk where folks from inside Customs can call and if there's a problem -- it could be as simple as, "I forgot how to sign on or I forgot my password." Or it could be more complicated: "The system isn't doing what you told me it was going to do, what is wrong with this?" And we open up work tickets and so forth. We have field advisory committees from the field that we use to not only help us understand what the system is, but give us advice on how to train people. You know, any organization like Customs is always introducing new things that people have to do.
An automated system is just one of those tools. And reaching out to the supervisors out there that are using the various systems and so forth to get their buy-in is important. There's web-based classroom training that we're going to be offering. As we deploy parts of the system, we've developed a field readiness network, our next -- again, release of ACE in August -- we've established and reached out in advance to all of the field officers that we have that are going to be using the system.
There's 20 field offices. Within each of those field officers, we've developed a cadre of field readiness coordinators that we can reach out to to make sure that the proper computer terminals, if we had upgrade them, have been installed; to make sure that the individuals that are going to be using the system have had the requisite classroom training, or have available to them a superuser that has been assigned to give them some hands-on training.
Mr. Morales: To stay with this topic of an internal view of the program, performance and accountability frameworks are important for ensuring that promised capabilities and benefits are being delivered on time and within budget. Could you elaborate on the ACE program's established accountability framework, and how does the program measure its progress and performance against these established commitments?
Mr. Samenfink: The accountability framework, it's interesting. There was a -- when I first got into this position, the Government Accountability Office, we have tons of oversight on this. And sometimes you get frustrated by it because everybody is kind of looking over your shoulder. But on the other side of the coin, at the end of the day, I find it reassuring because it's great having another set of eyes looking at things and if you're doing something really dumb, they say, hey, you shouldn't be doing that. One of the findings that the Government Accountability Office came out with was that -- and they recommended that we create an accountability framework so that me as the manager of the program could do a better job.
And I remember sitting down talking to a few representatives from the GAO and asking them, "hey, can you tell me what do you mean by this? What is it talking about?" And it was through those discussions that it really came to me that for each one of these chunks of ACE that we're building, there are certain key things that I need to know, and I need to know them on a daily basis. I have to be able to pull that information up immediately as I need it. I need to understand the capabilities that we're building in each one of those releases. And while that doesn't necessarily change a lot, especially as we get towards release, it's important that it be there.
I have to understand what this thing is costing me. Now, the Office of Management budget has mandated that programs use earned value measurement. And I'm not going to talk to your listeners here and certainly bore them to tears with earned value measurement. But essentially in my mind, the way I look at it is hey, I said I was going to spend this amount of money, and as I'm spending that money, it actually measures how much money I've spent on the work that's actually being done. And I can compare that to what was budgeted, and if I see those lines going the wrong way, I can take early action and find out what is wrong, keep things within budget.
This accountability framework, in addition to keeping those capabilities on the forefront so that I understand what I am building, we use earned value management to make sure that we're hitting those promised benefits. Schedule is always a challenge. You know, we estimate a year-and-a-half from now, "oh, we're going to deliver such and such in 2008." And I'll tell you, between now and 2008 a lot of things can change. The accountability framework has to take into account schedule.
Risk. We've got things that we've identified that we're concerned about. And you mentioned a few of them before. Training. Are our officers ready to receive this information? Scope. Somebody came in from the Hill and said, "hey, we want you to do things like this now. We want you to get additional advanced information to enhance national security and so forth." We have to identify those risks and build them into this framework so that as we're deciding if we're on target and doing what we have to do, that those risks are being properly mitigated.
You know, what is the benefit of what we're doing; what is the mission value; are we going to process trucks quicker? Are we going to bounce more information off of our terrorist watch lists? Are we going to protect the revenue better? Are we going to enforce the rules of other participating agencies, other federal agencies, in a better manner? We have to keep that mission value and that benefit up there so that we keep driving towards what we said we were going to do.
And then finally, measures. Are we actually doing what we said we were going to do? We said we were going to clear our process -- more and more duties and fees via periodic monthly statement, or what were your goals, and you set them out there, and are you tracking those as you move forward?
That is what the accountability framework is. It's kind of a fancy name for a management tool that allows me to not have to go through 50 PowerPoint slides, but have on one or two pieces of paper a high-level snapshot of a specific ACE release, and also a program-level release to make sure that we're hitting the basic scope, schedule, and cost of our program.
Mr. Morales: That's fantastic.
Going back to this theme of collaboration, could you elaborate on the International Trade Data Systems, or otherwise known as ITDS? How does this enable the expansion of ACE participation among other border enforcement agencies and ensure a coordinated cargo security strategy?
Mr. Samenfink: ITDS is really a misnomer. And when folks hear that, they say well, you're talking about the Automated Commercial Environment, now you're talking about the International Trade Data Systems, sounds like a couple of different systems. At one time, the International Trade Data System, or ITDS, was a separate system. It was over at the Department of Treasury in the late '90s, and it never really got done over there. There was a lot of discussion, a lot of things about what it should be, and now it's really a part of ACE.
ACE is the system that Customs and Border Protection is building, that the Department of Homeland Security is building, that is going to be the platform for import/export activity in this country as far as all federal agencies are concerned. And essentially, I think it was about last fall, the Congress passed a Safe Port Act -- Security and Accountability for Every Port Act -- and that Act mandated that any federal agency that was involved or had a mission with import/export activity into or out of the United States needed to participate in this ITDS thing that we're talking about.
Well, there's a concept that's known as single window, and I think the best way to look at this is from the perspective -- well, two perspectives. One would be the trader. If you're somebody that's importing something into the United States -- let's say it's a food product -- well, you need to give Customs information so that we can collect duties, taxes and fees and so forth and so on. But if it's a food product, you probably also have to give something to the Food and Drug Administration. They have rules and regulations; they want to make sure that the food is safe and so forth and so on.
And it's not uncommon for a lot of imports to have regulations that apply to those commodities across the whole range of federal agencies. Environmental Protection Agency is another one. A good one as far as hazardous materials are concerned. Well, what as a trader you wouldn't want to do is say hey, Customs, build ACE, and I'm going to give them their information herein; oh, Food & Drug built another system, great, I'll send the information they need over here," and "oh, EPA has this and so forth." The goal here's to create the single window.
Through ACE, traders are going to be able to send us the information they need to the federal government, to the entire federal government, that says here's my shipment of food, Customs, and here's all the information I know about it. I'm going to give it to ACE." ACE will take that information and segment off that stuff that the Food & Drug Administration needs and send it to them. Now, right now, with our truck manifest system, we're doing this with the Department of Transportation -- specifically the Federal Motor Carrier Safety Administration -- responsible for truck safety in the country, and we're collecting a lot of valuable information for them that that we're currently passing to them so that they can support their mission.
Things like, are trucks properly insured, are drivers properly licensed? If it's a hazardous material truck, has it got the right driver behind that wheel? Great idea of sharing information -- so instead of saying to truckers coming in, hey, send Customs this -- and by the way, you have another system you have to comply with, these guys in DOT. It's one thing coming in. And that's it. That's the vision of the single window. Now, two perspectives -- I'll give you the other perspective, that of a Customs officer standing in that primary booth on the land borders.
Cargo comes in, he looks at it and he says oh, here's a shipment of food. The goal is to have that result come back to him when he looks at that computer screen and say, hey, as far as Customs is concerned, don't worry about it. We have an entry, that thing I referred to before. That means we're going to get our duties taxes and fees. And oh, look, the trader has also told the Food and Drug Administration all about it and there it is, there's the response from Food and Drug that says good to go, don't worry about it, officer.
That way, our officer who is responsible for knowing literally the rules and regulations of dozens of different federal agencies can relax and know that as far as Food & Drug and trade compliance is concerned, that requirement has been met. And then going back to a point I made earlier about security and efficiency, because that information is being taken care of and collected and put in front of our officers so that he can understand it, he can spend time asking questions off that truck driver, looking at the conveyance, thinking about his environment.
He can spend time doing his job that he has been trained for, and not worry about, did I get this piece of paper; did I get this, did I get that. Oh, look, there it all is, it's there, it's electronic; it's in advance, thank you. And he can do all the things that the computer doesn't do, because the computer can't do it all. There's a human factor there, and that human factor is very important in the equation.
Mr. Morales: So this is as much about security as it is about facilitating trade?
Mr. Samenfink: Absolutely, absolutely. It's about security and it's also about helping those federal agencies meet their mission requirements. The Department of Transportation is all excited about collecting information from us. They're going to be opening up the Southwest border at some point, I think, for Mexican drivers doing long haul in the United States. It's a controversial issue for some folks. Customs being able to give them electronic information about everything that's coming into this country and those arriving conveyances is going to help the Department of Transportation ensure that what's happening is according to their regulations.
Mr. Morales: Fantastic.
What does the future hold for the CBP's Automated Commercial Environment and its overall modernization effort?
We will ask Lou Samenfink, Executive Director of the Cargo Systems Program Office at the U.S. Customs and Border Protection, to share with us when the conversation about management continues on The Business of Government Hour.
(Intermission)
Mr. Morales: Welcome back to The Business of Government Hour. I'm your host, Albert Morales, and this morning's conversation is with Lou Samenfink, Executive Director of the Cargo Systems Program Office at U.S. Customs and Border Protection.
Also joining us in our conversation is Alan Heath, partner, Customs and Border Protection Services at IBM.
Lou, how has the face of trade changed over the last three years? And how has that change manifested in new trade law enforcement regimes? Could you elaborate on the fundamental principles of CBP's trade strategy now and into the future?
Mr. Samenfink: Well, that's a good question. And in my mind, I see the following as how trade has changed: obviously, when 9/11 hit, getting advanced electronic information, supply chain security and so forth and so on, has become imperative. It's something that we have to do, and that has been a very significant change. And in fact, the Safe Port Act that I mentioned before, the Congress has mandated that the Department of Homeland Security look for even additional advanced information that we can get to ensure the safety of this country.
In terms of -- when I hear trade strategy, it's all not just security. There are things that we have to do to make sure that, for example, the intellectual property rights, or trademarks and copyrights of various U.S. companies, are protected from merchandise coming in, that public health and safety is taken care of. I mean, the Food & Drug Administration and the Customs helping them has a very important role to make sure that only safe things get into this country in the first place. And there's revenue to protect. We do collect duties, taxes and fees; about 30 billion bucks a year. So we want to make sure that that's being protected.
The changes that I see in that arena are as follows: free trade agreements. The Administration is very big on free trade agreements. When free trade agreements are signed -- most recently, Singapore, Chile, obviously the NAFTA with Mexico and Canada, and others that are in the works -- that affects how we do our job. It requires the automated systems to recognize that things are coming in from countries where we're not going to be worrying about duties and fees. But it also layers and other regulations that we have to take into account: is this stuff really coming from those countries where they are free?
There's a much greater emphasis I think, and it's greater all the time, on global cooperation from Customs organizations across the world. The World Customs Organization, based in Brussels, has the mission of making sure that, to the extent possible, Customs processes are harmonized across the world. If you're a trader, the ideal would be to have one packet of information that would serve as import into one country and export from another, and just allow your cargo to go across the world.
Many companies that are multinational meet with the WCO on a regular basis to make sure that those requirements are met. I was in Veracruz, Mexico recently, meeting with some WCO representatives and also members of Customs administrations across the country. And as we try to harmonize our procedures and so forth, some of the changes that I see in trade are, how do you identify individuals involved in the supply chain? You know, in the United States we rely on things like Internal Revenue taxpayer IDs and Social Security numbers. Well, those things don't exist in other countries. But yet we want to know who in those foreign countries is sending us, or is responsible for sending things to the United States.
People have suggested that ACE create a unique identification number for companies. But would other companies use that? Folks have suggested that we use third-party validators like Dun and Bradstreet, or D&B, but are we going to mandate that everybody in the world go out and get a D&B number? These are tough challenges and things that we have to face as we try to bring the world closer together, as we try to bring customs administrations closer together.
Another thing that we discussed while we were down there was product identification. There's a harmonized tariff code, it has about 15,000 numbers in it, that everything that's imported can be broken down and understood by those codes. Well, the Food & Drug Administration has hundreds of thousands of product codes, because to say medicine or aspirin isn't enough, they want to know dosage; they want to know where it was made, and so forth and so on. They have a much different product code database that they use. And the reason I mention this is that as we build ACE, as we move forward, and as Customs tries to understand what's coming into the United States, and if we have to look at it, or if we have to get folks from other agencies to look at it before it can be released, we have to make sure that we have all the information that's necessary.
So I think a change you're going to see in trade in the future is a greater focus on trying to identify commodities using some sort of global numbering system, whatever it might be. And there are some out there, that folks will tout GS1 is one -- it's non-profit and so forth. That's going to be stuff that's going to be facing the trade community and governments across the world.
And then the single window concept; we mentioned it before with ITDS. Again, when I was meeting with folks and vendors from around the world that we're talking about what they could do for Customs, this focus on having one packet of information that satisfies all of the country's needs. Very, very important -- and it makes sense, and it's efficient, and it's something that we have to move towards.
And then finally, the workforce. Our workforce is changing within Customs. And as we deploy things like ACE, and use other types of technology to do our jobs, the traditional role of someone sitting at a desk and getting pieces of paper in an inbox and looking at them and making decisions, and maybe banging stuff into a computer screen now and then; that's going to change. They're going to be doing more analysis. They're going to be looking at trade patterns. They're going to try to understand, not just transactionally, but from an account basis, what is it that's coming at me in my port today? And this particular importer, not just this one transaction, but I want to look at everything that they're doing. I want to understand better what they're doing.
As far as CBP's trade strategy is concerned, we're going to continue to maintain a focus on our anti-terrorism mission. That can't go down. We're going to look for more and more ways to get additional information, to better screen that information, to use technology to ensure that what's coming into the country is safe. And on the backend, if you will, on that trade compliance end, I say we're going to use more and more of a reg-audit approach. We're going to keep records -- before, I mentioned in the Modernization Act the whole business of informed compliance and telling folks that are importing, hey -- or exporting -- here's the rules, here's what you need to do, and you've got to keep records so that we can check on you.
I think the thing that scares folks more than somebody stopping a load coming into the United States is, you know what, we're going to make sure that you've got all the records that you're supposed to have, and we're going to make sure that the way you estimated duties, taxes and fees is correct. And guess what, we've got a team of regulatory auditors that are going to visit your office next week and they're going to spend the next month with you and really go through your books -- you know, like a ton of bricks. I see that is how we're going to be focusing on making sure that the trade is compliant.
Mr. Heath: Lou, you've mentioned a couple of times the importance of securing our nation. With recognition that the War on Terror's impacting the budgeting priorities of all our homeland security agencies, how will the ongoing War on Terror impact CBP, and in particular the ACE program in the coming years?
Mr. Samenfink: I believe that, and I know that the Department believes, otherwise they wouldn't be approving expenditure plans for us, that ACE is playing a key role in homeland security. Again, the information that we're collecting from the trade community and doing our advance screening on is what we're collecting via our legacy system, and now with truck manifests through ACE. It's important that that tool work, that it be efficient, that it pass that information correctly over to our targeting systems, that it receive information back and display it to our officers on the line exactly what it is, if anything, that they have to be concerned about.
You know, we have a program plan in place, and we hope to finish delivering this system sometime in the year 2011, all aspects of it, retooling the existing systems that we have. I can tell you that with the existing legacy system that we have, that perhaps that system was never really completed. It's still changing, as it needs to. And I predict that same will happen for ACE, that when we've got that basic foundation laid, that those -- our leaders both in Congress and Capitol Hill are going to demand that we do even more with that system to protect the homeland better.
So I would suggest that after we finish building ACE that we're going to continue to receive the investments that we need to make this program even better. That goes back to us being able to demonstrate that there's real business value, not just to the trade community: "hey, you're saving money, this and that," but also to the government, that there's a real tangible benefit to having ACE in place, and to allow that information to be to the people that need to have it when they've got to have it.
Mr. Morales: Lou, given your statements about the importance of ACE, and given the breadth and technical complexity of ACE, would you elaborate on your ACE workforce strategy? And what steps are you taking to attract to maintain a high-quality technical and professional workforce?
Mr. Samenfink: We have really two groups of folks working on this as a team. We have our government team and we have our contractor team. And that's been a successful model force in the existing system that we have, our ACS or legacy system. We're using that in ACE as well. And so I would cite kind of our contract oversight. Certainly, we've looked at the team that we're working with right now to bring properly skilled people to the table.
As we develop task orders, and as we develop work products that we have to achieve, my team sits down with the contractor team and looks at the specific skill sets that are coming to the table. I've been tracking things like contractor turnover, as you know very well: are individuals that we've attracted to the program staying in place? I've made it my personal mission to meet with everybody that's working on the project so that I can sit down and tell them, you know, you're down into this particular part of the system, you're testing, you're writing code, you're doing development activities, you're doing outreach activities, you're managing the money."
Like the conversation we're having here today, let's take the blinders off for a minute and look across the program. And I'm trying to let folks understand how and what they are doing in terms of their technical expertise is actually making the country safer. Truck manifests is again a good one.
The government workforce, as we're moving from one technology to another, a lot of folks have expressed concern and angst, if you will, over what's the future for me here? I mean, I know these types of technologies, but clearly those are going away. We're going to turn ACS off. We're going to be in a new platform. And we're working with them to make sure that there's proper training opportunities available so that they can improve their skills and stay with us on the program.
At the end of the day, it goes back to the point I made earlier. I think that this is a team effort. The integration has to come from both sides. The contracting side has to rely upon the government to give clear direction, consistent direction, and at the same time, the government side needs to make sure that the contracting folks that are working on this are working as one, and that there's not stovepipes over there going in different directions.
Mr. Morales: Lou, you've had a very successful career and just a tremendous amount of passion for the mission and public service. I'm curious, what advice would you give to someone who may be out there thinking about starting a career in public service?
Mr. Samenfink: That's a tough question. And I think my opinion, others are going to certainly see it their own way. You know, I'm nearing the end of my federal career, and it's hard to believe that it's been almost 30 years. And when I think back to working on the border and doing that mission for almost a decade and then coming into headquarters and working a variety of different jobs, I would tell you that it's been very fulfilling. As I think about moving on and retirement and all the things that that holds, it's with a certain amount of -- I don't know; sorrow -- that I look back and think that this thing is over.
You know, it's not just a job where you're making dollars for a corporation. And I've done a lot of things before I came with the government. I was a salesman. I worked in a machine shop making stuff, and those jobs have their own thing.
When 9/11 happened and I was over at the Department of Treasury, and that was great job. I enjoyed what I was doing over there, but I looked back at Customs where I was, and I realized that that frontline organization was really going to have this heavy lift in what it had to accomplish, and the challenges that it has every day. And a lot of us that had drifted off and gone into different organizations came back to Customs, came back to work there because of this sense of mission.
It would be wrong for me to sit here and say that, yep, that's it, we can protect this country and there's absolutely no risk whatsoever to everything coming in. I mean, we live in a free country, but I can tell you for a fact that all of the things that we've been doing and continue to do have made the country much safer than it is.
You know, I don't envy the Secretary of Homeland Security's job, my Commissioner's job, you know, the President's job and all of this. But being part of, I hope, the solution to really do what's important for the country has been very important for me. So I would encourage people to look at government service. There's job fairs that you'll see. I think the Department of Homeland Security recently had one, and I know they'll have more. I know Customs did. I would encourage anybody out there to at least consider a career in the federal service, to look at what it has to offer, and to consider it. It's very rewarding.
Mr. Morales: That's wonderful advice and a great perspective. Unfortunately, we have reached the top of our hour, and we're out of time.
I want to thank you for fitting us into you busy schedule, but more importantly, Alan and I would like to thank you personally for your dedicated service to our country in securing and facilitating trade to and from the United States.
Mr. Samenfink: Well, hey, thanks a lot to both of you for bringing us on here. It's great to talk about the program and so forth. And I guess my final thing to the world out there would be if you want to learn more about ACE, because we really just scratched the surface here, or about the Customs mission, I think the best place to go is on our website, cbp.gov. If you go on there, there's tons of information about our mission, how we've evolved, about ACE modernization, the programs I mentioned before, C-TPAT; other programs that we have about who is leading the agency right now.
You can also link over to the Department of Homeland Security's site from there. So I would encourage you if you're interested in careers, or interested in more information about these topics, to use that as a resource.
Mr. Morales: That's great.
This has been The Business of Government Hour, featuring a conversation with Lou Samenfink, Executive Director of the Cargo Systems Program Office at the U.S. Customs and Border Protection. My co-host has been Alan Heath, partner in IBM's Customs and Border Protection Services Group.
As you enjoy the rest of your day, please take time to remember the men and women of our armed and civil services abroad who can't hear this morning's show on how we're improving the government, but who deserve our unconditional respect and support.
For The Business of Government Hour, I'm Albert Morales. Thank you for listening.
This has been The Business of Government Hour. Be sure to join us every Saturday at 9:00 a.m., and visit us on the web at businessofgovernment.org. There, you can learn more about our programs and get a transcript of today's conversation.
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