TASKING has announced the acquisition of 100% of LDRA, a provider of software tools for code analysis and software testing for safety-, mission‑, security- and business-critical markets.
LDRA has been a privately owned company with a team of more than 100 employees distributed across the United Kingdom (headquarters), United States, India and Germany. LDRA’s tools achieve early error identification and elimination by enabling bi-directional requirements traceability, static and dynamic code analysis, and unit- and system-level verification on a wide variety of hardware and software platforms. LDRA’s extensive reporting capabilities help critical application development teams to mitigate risk and demonstrate compliance to functional safety and security standards. LDRA’s certification services complement the LDRA tool suite offering with industry-specific subject matter expertise.
The integration of LDRA technologies further enhances TASKING’s safety- and security-oriented software ecosystem and broadens its capabilities as a trusted partner for embedded software development tools and services. LDRA’s impressive portfolio of software tools that automate code analysis and software testing for safety-, mission-, security‑, and business-critical markets is highly complementary to TASKING’s existing high-quality, functional safety-certified embedded software development tools and compilers.
“TASKING and LDRA have worked together in a trustful partnership for many years,” said Ian Hennell, operations director, LDRA. “We look forward to taking this collaboration to the next level. With the combination of our product portfolios, we enhance the customer experience. Together, we speed development and verification of critical embedded applications using industry best practices even on the most complex applications that leverage multicore processors.”
“With the acquisition of LDRA, we offer our customers a comprehensive portfolio to support the software development for safety-critical applications in a wide range of markets, including aerospace and automotive,” confirmed Gregor Zink, CEO, TASKING.
As organizations navigate an increasingly complex threat landscape, security leaders are making strategic shifts toward unified platforms and emerging technologies, according to the newly released 2025 State of Security and Identity Report from HID.
The comprehensive study gathered responses from 1,800 partners, end users, and security and IT personnel worldwide, and reveals a significant transformation in how businesses are approaching security, with mobile credentials and artificial intelligence emerging as key drivers of innovation.”The security industry is at a pivotal moment where the integration of modern technology with existing infrastructure is no longer optional — it’s imperative,” said Ramesh Songukrishnasamy, SVP of engineering at HID. “The fact that 73% of security leaders now prioritize software-driven unified solutions shows we’ve moved beyond traditional siloed approaches. Organizations are demanding platforms that can scale with their needs while providing actionable intelligence.”
Key findings from the report include:
A marked increase in mobile credentials and biometrics adoption, signaling a shift away from traditional access methods
The rapid rise of mobile credentials, with 61% of security leaders identifying their proliferation as a top trend, signals a significant shift away from traditional access methods. Nearly two-thirds are either deploying or planning to deploy mobile solutions. Concurrently, demand for biometric technologies such as fingerprint, iris, and facial recognition is on the rise: about 35% of respondents currently use biometric technology, while 13% plan to, indicating significant growth potential in this segment.
Growing demand for unified security management solutions that streamline operations
As organizations diversify security technology today, many security leaders (67%) are making moves to adopt software-driven security solutions, citing that unifying multiple data collection methodologies would be “somewhat” or “very important” (73%) to their organization.
Strong preference for open platforms that facilitate seamless integration
Interoperability has become synonymous with progress across the security industry over the last few years, and the trend continues as more than half of security professionals reported open solutions as being “extremely” or “very” important to their organizations.
Strategic focus on converging platform solutions rather than standalone products Nearly two thirds of organizations and 73% of integrators and consultants report a shift toward software-driven security solutions that bridge physical and digital functions like video surveillance, access control, and intrusion detection into a more unified platform.
Significant channel transformation driven by digital innovationThe security channel is undergoing significant transformation driven by digital innovation. While 77% of channel partners believe they are adapting well to these changes, growing end-user demand for AI, cloud solutions, IoT integration, and advanced analytics is reshaping service expectations. To thrive, the channel must continuously evolve and adapt to meet the evolving needs of the market and keep pace with digital transformation within the security sector.
Accelerated adoption of AI agents to enhance security operations AI agents are being rapidly adopted to enhance security operations. Use cases are proliferating across access control, identity management, video, and security management platforms. Key benefits cited include improved efficiency and speed of security processes (50%) and enhanced real-time data analysis capabilities (47%).
Continued emphasis on sustainability in security decision-making, budget allowing
Sustainability is still a key factor in security decision-making, with 75% of security leaders now factoring it into their solution selection process. However, sustainability is not the most critical factor when selecting new solutions as security and cost-effectiveness are still the highest priority for 80% of integrators and consultants.
Scientists have developed a detection system that could vastly improve the accuracy of human facial and activity recognition at long distances and through obstructions like fog, smoke or camouflage.
The researchers say their sensitive light detection and ranging (LiDAR) system can generate high-resolution three-dimensional images with double the efficiency of similar LiDAR systems being developed by other research groups, and at least 10 times better image resolution.
At 325 meters — the length of around three soccer pitches — researchers were able to 3D image the face of one of their co-authors in millimeter-scale detail.
The same system could be used to accurately detect faces and human activity at distances of up to one kilometer — equivalent to the length of 10 soccer pitches — the researchers say.
The research is published in the optics and photonics journal Optica and is a collaboration between the Single-Photon Group at Heriot-Watt University in Edinburgh, Scotland, led by quantum photonics expert Professor Gerald Buller, using equipment developed by NASA’s Jet Propulsion Laboratory (JPL) at California Institute of Technology and by Massachusetts Institute of Technology (MIT) in the United States, and by the James Watt School of Engineering at the University of Glasgow in Scotland.
Lead author Dr. Aongus McCarthy is a specialist in optical and optomechanical design and a Research Fellow at Heriot-Watt’s Institute of Photonics and Quantum Sciences (IPaQS). “The results of our research show the enormous potential of such a system to construct detailed high-resolution 3D images of scenes from long distances in daylight or darkness conditions,” said Dr. McCarthy. “For example, if someone is standing behind camouflage netting, this system has the potential to determine whether they are on their mobile phone, holding something, or just standing there idle. So there are a number of potential applications from a security and defense perspective.”
The system uses pulses of laser light to measure the distances to objects in a scene. The team’s breakthrough involved being able to measure the time it took for a laser pulse to travel from the system to the object and back with an accuracy of approximately 13 picoseconds — a picosecond being one million millionth of a second. This timing is around 10 times better than the researchers had been able to do previously.
“The timing is really phenomenal,” Dr. McCarthy explained. “It allows us to measure variations in depth very, very accurately — on a millimeter scale — which means we can distinguish between closely separated surfaces at very long distances.”
The system could lead to “step change improvements” in applications such as facial and human activity recognition, and the imaging of scenes through “clutter and atmospheric obscurants,” the researchers say.
A key advantage of the system is being able to accurately measure distances in broad daylight — when scattered light from the sun typically has a negative impact on the measurement process. By using a laser wavelength greater than can be seen by the naked eye — at 1550 nanometres — the daylight background is significantly reduced. This wavelength is also ideal for very high transmission in the atmosphere and in optical fibers.
Another advantage is that the laser output of the system is low power and “eye safe” — meaning the laser beams from the system are safe to look at from any distance.
The researchers tested their system at three distances they could see from their rooftop laboratory. These were a neighboring rooftop 45 meters away, a location on the ground 325 meters away and a distant radio mast exactly one kilometer away. It was at the 45 meter and 325 meter locations that research co-author Gregor Taylor posed while his colleagues scanned his head.
Dr. McCarthy said he would now like to test the system over much longer distances.
“Could we recognize a vehicle type at 10 kilometers, whether it’s a car or a van or a tank?” Dr McCarthy asked. “These kind of distances would be of real interest.”
Dr. McCarthy said the system could also be used to monitor the movement of buildings or rock faces to assess subsidence or other potential hazards.
The team built the system using a highly advanced detector developed by NASA’s Jet Propulsion Laboratory and Massachusetts Institute of Technology, which are well known for their groundbreaking scientific and technological research. This detector, called a superconducting nanowire single-photon detector (SNSPD), has to be cooled to a very low temperature of approximately minus 272 degrees Celsius — or 1 Kelvin — the base unit of thermodynamic temperature measurement. It then becomes ‘superconducting’ and has no resistance to electrical current flow until a photon of light lands on it.
The special cryocooler fridge that cooled the team’s detector to the low temperature to carry out their research was another crucial component of the research.
This compact cooling system was designed and developed by the Quantum Sensors group of Robert Hadfield, Professor of Photonics at University of Glasgow’s James Watt School of Engineering.
The research was funded and supported by the UKRI Engineering and Physical Sciences Research Council (EPSRC), the European Research Council (ERC), the DARPA DSO Invisible Headlights program, the NASA ROSES-APRA program, and the Alliance for Quantum Technologies INQNET framework.
The research paper is entitled, high-resolution long-distance depth imaging LiDAR with ultra-low timing jitter superconducting nanowire single-photon detectors.
Prior to leaving office, the Biden administration pledged $600 million for a multi-country rail project in Africa as one of his final acts as his administration comes to an end. Biden said the continent had been “left behind for much too long” to a group of African leaders. “But not anymore. Africa is the future.”
Biden used his last day of a visit to Angola to travel to a port city of Lobito and tour the Atlantic port terminal that is a planned part of the railway redevelopment.
The project was described as the largest U.S. investment in a train project outside of the United States. The plan calls for the refurbishment of 1,200 miles of train lines connecting the Congo and Zambia and will take years to complete. The project has mutual benefits for both Africa and the U.S. because it will give better access to critical natural resources like minerals such as copper, cobalt and others.
A new operation to tackle the emerging trend of human trafficking facilitated by technology, including social media, apps and other digital platforms, has been launched by INTERPOL and the Organization for Security and Co-operation in Europe (OSCE).
The initiative is a response to a worrying pattern of victims being trafficked from Latin America, lured by fake or deceptive job offers. They are then taken to another country, increasingly in Europe, where they are subject to exploitation, mainly through prostitution.
This first-of-its-kind operation took place in November 2024, during which the participating officers were supported by INTERPOL’s capabilities in human trafficking, facial recognition, cybercrime and criminal analysis.
Throughout the action days, participating countries worked side by side poring over information from websites and messaging apps. Significant results included the identification of:
68 potential victims
146 potential exploiters, recruiters and facilitators
365 usernames and 162 URLs linked to suspicious activity.
“Technology is, now more than ever, facilitating all forms of organized crime — human trafficking is no exception,” said Cyril Gout, INTERPOL’s acting executive director of police services. “This innovative operational week at INTERPOL’s headquarters successfully brought together officers at both ends of this troubling trafficking flow between Latin America and Europe. Their hard work led to the detection of hundreds of incidents and data elements that will be the basis for further investigation.”
In one case, the Netherlands and Venezuela were able to collect facial images of women advertised as Venezuelan escorts on European websites and run them through INTERPOL databases. A match was made to a Blue Notice — a notice which seeks to collect information about a person’s identity or location because of a suspected connection to, or knowledge of, a criminal investigation.
The operation also detected an influx of Brazilian women on adult service websites advertised in Ireland, with one individual suspected to be behind the numerous accounts. Police from Ireland and Brazil worked together to identify a suspected recruiter with links to an organized crime group. A similar pattern was observed by the United Kingdom, which identified a domestic services website closely connected to a page offering sexually explicit content.
Officers from Spain and Colombia teamed up to investigate the recruitment of Colombian women to work as escorts in Spain, only to be forced into prostitution. To be released from their debt, victims were being asked to pay EUR 12,000.
Meanwhile, police from the Netherlands focused on examining active Telegram groups featuring offers for sex workers which showed signs of exploitation. They were able to extract a range of images, usernames and even telephone numbers, which were shared with all participating officers, prompting multiple further probes.
In another example, officers from Germany detected a potentially underage victim being advertised in Switzerland. The case was communicated to Swiss authorities via INTERPOL’s secure messaging system for further investigation, helping to verify the victim’s age and locate potential traffickers.
This inaugural event provided valuable intelligence that will be used to initiate many more new investigations and support ongoing cases. It was also an opportunity for countries to share experiences, exchange knowledge and acquire new detection strategies, ultimately enabling them to better navigate this complex criminal landscape.
The operation, led by INTERPOL, was supported by Europol, META, STOP THE TRAFFIK, the United Nations Office on Drugs and Crime (UNODC) and financed by Global Affairs Canada and the OSCE.
Addressing the growing challenges of counterfeit identity documents, data tampering, and identity theft, IDEMIA Smart Identity has unveiled IDQR, a new security feature that combines the reliability of physical security features with the versatility of digital technology. IDEMIA says IDQR ensures data authenticity and tamper-proof protection.
IDQR is a laser-engraved QR code permanently embedded during the personalization process within a polycarbonate document. The QR code includes a full-color photo of the identity document holder and the biographical information. The full dataset is digitally signed by the issuing country, guaranteeing the data integrity.
“IDQR represents a significant step forward in combining traditional security features of physical identity documents with the convenience and advantages of digital technology,” said Serge Wsevolojskoy, senior product manager, IDEMIA. “With IDQR, anyone can remotely verify their biometric data with a standard smartphone.”
The document’s authenticity is verified, and a biometric selfie check, performed using a smartphone, confirms that the individual matches the portrait stored in the QR code. Both public and private sector users can easily scan the QR code and verify identities through a user-friendly reading app.
Artificial intelligence is helping hackers spy better on networks and build faster, more efficient and more convincing tools for attacking them. Rail operators, suppliers and regulators around the world face key policy, security and operational challenges in the coming year.
These include fortifying industrial bases against intense competition from China’s state-owned rail car manufacturer, as well as warding off security threats from the operational technology and information technology (IT) in its products.
Another concern centers on cybersecurity risks intensifying as attackers tap the capabilities of readily available artificial intelligence (AI) tools and techniques. An underlying element is ongoing weaknesses in cyber resilience efforts of enterprises across the globe.
Also, in the face of ongoing criminal and terrorist threats, rail must maintain physical security for its customers, tracks, facilities and far-flung wayside infrastructure.
Concerning China’s influence, U.S. efforts started 2025 with a boost. Effective January 21, the Federal Railroad Administration (FRA) put in place new freight car safety standards that target Chinese products.
A key change to the Code of Federal Regulations, Title 49, Part 215 says new freight cars “must be manufactured, assembled, and substantially transformed in a qualified facility by a qualified manufacturer” and restricts components “from countries of concern and state-owned enterprises.”
The changes were championed by American rail car makers, suppliers and unions, as well as the Canadian Association of Rail Car Suppliers.
“Protecting the constant movement of critical goods and supplies on the U.S. freight rail interchange is not optional,” said Erik Olson, executive director of the Rail Security Alliance, a lobbying outfit that also backed the changes. “Freight rail touches every state and economy in the U.S.” Olson expressed confidence that President Donald Trump, who took office Jan. 20, would back the new standards.
CRRC is a key state-owned enterprise targeted by them. It is considered the world’s largest rail car manufacturer, with contracts in more than 110 countries.
“The safety and security of our nation’s freight rail system are of the highest importance,” said FRA administrator Amit Bose prior to his departure at the end of President Joe Biden’s administration. Required by 2021’s bipartisan infrastructure investment law, the rule is “aimed at preventing the exploitation of freight cars for illicit purposes and the potential compromise of sensitive technologies within the industry” by stringently controlling “where freight car technology and materials originate.”
In October 2022, the U.S. Defense Department included CRRC in a list of 60 “Chinese military companies” operating in the U.S. to support China’s military-civil fusion strategy. It aims to modernize China’s military, the Pentagon said, by having Chinese companies, universities and research programs “that appear to be civilian entities” acquire and develop “access to advanced technologies and expertise.” (That followed a 2020 finding that also included CRRC. In 2021, then-President Trump banned Americans from investing in companies on that list.)
An October 2024 congressional report declared that the Chinese Communist Party “is engaging in warfare tactics against the [U.S.] with increasing efficacy.” Published by the Republican majority staff of the U.S. House of Representatives’ oversight and accountability committee, the report, “CCP Political Warfare: Federal Agencies Urgently Need a Government-Wide Strategy,” made several points. Among them: Chinese state-owned entities “manufacture over 95 percent of containers in the world’s market, including U.S. domestic train and truck intermodal containers.” Also, they are “the sole manufacturers” of 53-foot containers used by U.S. intermodal rail and trucking companies.
The U.S. Department of Homeland Security (DHS) said it expects domestic and foreign adversaries “will continue to threaten the integrity of critical infrastructure with disruptive, destructive attacks.”
Despite past warnings, the report said, “CRRC has made aggressive and dangerous inroads” in American rail, including CRRC’s 2015 opening of a Springfield, Mass. factory and a second in Chicago in 2017. From 2015 through 2020, the report said, CRRC won four U.S. passenger rail projects, in Boston, Chicago, Philadelphia and Los Angeles “by significantly undercutting the competition through below-market bids” with Chinese state-backed financing.
The U.S. is not alone in its concerns over industrial base harm.
Early last year, the European Commission (EC) launched an investigation into whether CRRC’s Qingdao Sifang Locomotive Co., Ltd. used a market-distorting foreign subsidy to give it an unfair advantage in bidding for a Bulgarian government tender for 20 push-pull locomotive sets and related services. That was the EC’s first use of new foreign subsidiaries regulation powers.
Weeks after the investigation started, CRRC withdrew its Bulgarian bid. (Siemens and Alstom had cited growing, subsidized competition from CRRC as a justification of their 2017 plan for Siemens to acquire Alstom. The EC blocked that plan.)
Questions have also been raised about CRRC’s practices during bidding in Bolivia, Chile, Mexico and Peru.
Homeland Threat Assessment in U.S.
Regarding American rail security, the U.S. Department of Homeland Security (DHS) said it expects “domestic and foreign adversaries … will continue to threaten the integrity of our critical infrastructure” with disruptive, destructive attacks because they believe “targeting these sectors will have cascading impacts on U.S. industries and our standard of living.”
Its 2025 Homeland Threat Assessment sees China, Russia and Iran as the most pressing foreign threats, with China continuing to pre-position itself on U.S. networks “for potential cyberattacks in the event of a conflict” with America. (Last March, the U.S. Department of Justice indicted seven Chinese nationals based in China as members of a hacking group backed by that nation that targeted US-based critics, businesses and political officials. The group reportedly has been active for about 14 years.)
DHS said state actors will join criminal hacktivists (attackers infiltrating systems to achieve political aims) and financially motivated criminals in honing their techniques to disrupt services or spy for vulnerabilities in U.S. networks.
Europe Attempts to Prioritize Cyber
In Europe, the latest threat landscape report from the European Union Agency for Cybersecurity (ENISA) said “transport is the second most targeted sector.” Executive director Juhan Lepassaar said, “The recent emergence of cybersecurity attacks in railways, along with geopolitical tensions, indicate that it is crucial to prioritize cybersecurity to safeguard critical infrastructure.”
Achieving prioritization is a cybersecurity challenge in itself. A survey of 2,600 IT cybersecurity leaders across the globe is among the latest reports on the gap between corporate statements of concern about cyber vulnerability and actual spending on efforts to build cyber resilience.
Commissioned by the global cyber security software company Trend Micro, Sapio Research interviewed the leaders from organizations of all sizes and various activities and prepared the report, “The CISO Credibility Gap: A Global Trend Micro Study.”
Many CISOs (chief information security officers) “struggle to be heard by their boards,” the report found. “That creates a fundamental credibility gap which many are finding difficult to close.”
Those interviewed were aware of the close link between cyber and business risk but cannot convince top executives and boards of directors, the report said. That jeopardizes their organization’s cyber resilience of the organization.
Over a third of leaders interviewed said cybersecurity is still treated in their organization as part of IT rather than a business risk. Eighty percent said their board of directors would only be incentivized to act decisively on business risk if a cyber breach occurred.
Nearly 80 percent said they have felt pressure from the top “to downplay the severity of cyber risks facing their organizations,” the report said. “Of those, 43 percent said it was because they are seen as being repetitive or nagging, while 42 percent said they are viewed as overly negative. A third claimed that they had been dismissed out of hand.”
Cyberattacks Doubling Annually
Trends suggest cyberattacks on railways are doubling annually, according to analysts for the engineering consultancy Ricardo. The firm’s global managing director for rail, Michael Newman, and its leader for independent security assessment (Cyber), Tony Gao, operators and others in Belgium, Denmark, France, Germany, Italy, India, Poland, the United Kingdom and the U.S. have all reported malicious network assaults recently.
“Rail systems are undergoing a profound digital evolution, integrating advanced technologies like the Internet of Things, the Cloud, AI, and connected control systems to deliver day-to-day efficiencies,” Newman said. “However, these advances have also brought increased exposure to cyber threats.”
One force behind the rising threat against railroads is Russian interest in disrupting European countries’ ability to support Ukrainian efforts in fighting the ongoing Russian invasion there. For instance, in late 2023 hackers infiltrated the VHF radio system of Poland’s rail network, sending emergency stop messages throughout the network and causing widespread disruption. Last September, Poland deputy prime minister, Krzysztof Gawkowski, told Reuters cyberattacks had doubled since then, particularly targeting Polish organizations that run military deliveries to Ukraine.
“Cybersecurity is an arms race between attackers and defenders,” American Association of Railroads president and CEO Ian Jeffries told the U.S. House Homeland Security Committee Nov. 19, 2024. He said the industry taps highly skilled, well-trained employees to “guard against cyberattacks that threaten the safety and integrity of our operations.”
The battlefront in that arms race is continually expanding as cybercriminals as well as agencies and accomplices of national governments refine their techniques and exploit new “attack vectors.”
“The threat surface is getting bigger all the time,” said Daryl Plummer, managing vice president and chief of research for Gartner, Inc. last October in Orlando, Fla. at that technological research and consulting firm’s annual information technology symposium, Xpo.
Cyber threats must be countered while rail operators also guard against physical attacks on their infrastructure. That was highlighted on July 26, when saboteurs torched signal lines along tracks connecting Paris with Lille, Bordeaux and Strasbourg in the north, west and east, respectively. (An attack on the line south to Lyon and Marseille was foiled.) The attack came on the opening day of the Summer Olympics. Based in Paris, the Games held events elsewhere, including the four other cities. The attack disrupted service for approximately 800,000 people.
Further proof of rail’s physical vulnerability came the following week in Germany when fires damaged signaling on Deutsche Bahn lines between Bremen and Hamburg and, days later, between Berlin’s main station and Spandau to its west.
In Pakistan on the morning of Nov. 9, a suicide attacker blew himself up in a crowded station in Quetta, the capital of the western province of Baluchistan. The blast, responsibility for which was attributed to a provincial separatist group, killed 32 and injured 65.
Although leaders in the business community express concern about cyber vulnerability there is a gap in the actual spending on efforts to build cyber resilience.
AI To Play A Role in Cyber Threats
A big part of the growing cyber threat surface that Plummer cited is the already-evident rapid increase in attackers’ application of artificial intelligence (AI) to their efforts.
More and more malicious actors will adopt AI tools to aid online operations throughout attack life cycles, numerous analysts said. They foresee more convincing phishing efforts as well as “vishing” — phishing attacks using convincing phone calls relying on faked but familiar voices — and other social engineering attacks to steal identities and commit other fraud.
AI-based attacks can be particularly effective at bypassing customer-identification and due-diligence elements of know-your-customer (KYC) security safeguards through their greater capability to develop deep-fake avatars of real people. AI also provides actors with greater, faster capability to do reconnaissance on a target company and test the vulnerability of its employees and systems.
That AI aspect will worsen as business enterprises expand their replacement of workers with AI agents (systems or programs designed to autonomously perform tasks currently done by humans). Boston Consulting Group’s latest AI Radar report, released in January, surveyed 1,800 executives worldwide on their companies’ plans. Three in four said AI is a top-three strategic priority for their companies. Two-thirds of companies are exploring the use of AI agents, respondents said. The consultancy noted “2025 could mark a turning point for their adoption.”
By 2028, Gartner analysts predict, one in four cyber assaults will exploit AI agents. Humans can’t respond to the speed and efficiency of AI-based attacks, Plummer said, so enterprises must invest in more mature security environments.
AAR’s Jeffries said the American rail industry’s cyber challenges include a lack of analysis of cyber incidents by the federal government, which can leave operators unaware of developing threats and how to reduce susceptibility to them. “Further analysis of an attack or other incidents by the government can inform railroads’ decisions about strengthening our network,” he said.
Another challenge, Jeffries said, is the U.S. government’s focus on transportation company cybersecurity risks that overlooks ensuring the security of industry suppliers. “Suppliers play a critical role in various aspects of railroad operations,” he said. “The government should consider how best to directly address their vulnerability to cyber incidents.”
Security has long been a front-of-mind issue for commercial aircraft owners/operators. Security risks are just as real in the business aviation sector. Security threats to business aviation are everywhere, so businesses and individuals who operate in the business aviation community must make sure to have a plan in place that’s active, effective and dynamic. Risks are incredibly varied and can be of a geopolitical, social, cyber, weather or medical-related variety among others, security experts say.
In a bid to address these risks, the International Business Aviation Council (IBAC) hosted an online course this past fall, entitled, “Business Aviation Security Fundamentals” (BASF). It was hosted by Dyami Security Intelligence and IBAC’s International Standard for Business Aircraft Operations (IS-BAO)/International Standard for Business Aircraft Handling (IS-BAH).
According to the BASF course description, “this new live, virtual, two-day course is designed to equip business aviation professionals with the essential tools to safeguard their operations. Learn about aircraft and passenger security, threats from emerging conflict zones, climate activism, and information security. Participants will gain a deeper understanding of effective risk-management strategies, integrating security practices into their organizational framework, and mitigating these potential threats. The course will provide insight into conforming to IS-BAO/IS-BAH standards and its security chapters.”
“Dyami founder and CEO Eric Schouten is the course presenter,” the BASF course description added. “He brings his aviation intelligence and expertise in espionage, terrorist plots, and the MH17 disaster that inspired him to create Dyami, aiming to make security and intelligence services accessible and affordable.”
During the two-day workshop, the business aviation topics covered included security rules and regulations, security awareness and culture, and risk assessment strategies and mitigation. The content was put together by Schouten, IBAC’s IS-BAO director, Andrew Karas, and IBAC’s IS-BAH director, Terry Yeomans.
In a wide-ranging discussion with Transport Security International after the BASF course was held, these three gentlemen explained the motivation for creating it, the security threats faced by business aviation, and the ideas that were shared to address these threats.
Transport Security International: What was the impetus for creating the Business Aviation Security Fundamentals course, and who was it aimed at?
Andrew Karas, IBAC’s IS-BAO director
Andrew Karas: Here at IBAC, we had thought about it for a couple of years. There’s been a growing need for an awareness of security tailored to business aviation operations.
The course itself was designed to educate people such as flight department personnel, security managers, aviation professionals, and both air operations and ground handling to enhance their understanding of security and best practices as well as touch on some regulatory requirements.
We reached out to Eric and his Dyami team to get some subject matter expertise and bring to the table his experience and the experience of his team, so that they can educate business aircraft operators as well as ground handling organizations on security.
Terry Yeomans, IBAC’s IS-BAH director
Terry Yeomans: I think as the reach of safety management systems expands into the ground handling sector, that we need to work out how we’re aligning the practices that we do with our standards and recommended practices between the IS-BAH and IS-BAO systems and how they can interface with security matters. After all, safety and security starts on the ground, and it’s all about trying to get people to talk, to engage, and to understand where those interfaces are and how we can make everyone safer and more secure. So there was a very simple logic behind why we decided to do something.
Transport Security International: Eric, what is your expertise in business aviation security?
Eric Schouten, founder/CEO Dyami
Eric Schouten: As a former intelligence liaison from the Dutch Security and Intelligence Service, I have found that the business aviation industry really needs support in knowing how to handle the security threats that are out there. For the people who have to deal with it, who are not doing this on a daily basis or as a full-time job, they need to understand what threats are out there, how to discuss this with the leadership, and also how to deal with it within the budgets that they have in place.
I worked over 13 years at the Dutch Security and Intelligence Service, and most of the time I was the aviation liaison serving the aviation industry with intelligence reporting and awareness. I was dealing with airports, FBOs, and airlines, providing them with the intelligence they needed to have a safe and secure operation on a global level.
I was involved with MH17 crisis management. I shared intelligence on counter-terrorism and counter-espionage situations. And I discovered during my career at the agency that the business aviation industry really needed support in dealing with these threats because airlines usually have large security departments, while the business aviation industry does not. So they also need that same type of intelligence.
Transport Security International: With respect to business aviation security, what are the threats facing the industry today?
Schouten: The most common threat right now is what’s happening in the world. The world is changing rapidly, and geopolitical risks are in place.
So you can’t just run an aircraft operation like you did four to five years ago. Countries are in conflicts. You have to deal with overflight risks, and you also have to understand the destination and what’s happening over there. Civil unrest is rising, which is why you have to understand what’s happening in the country of destination. Is it safe to park your aircraft over there, and how do you deal with espionage risks for your clients?
When you look at security risks from an FBO/airport level, they’re dealing with the rise of activism and it’s not just climate activists. It could also be activists dealing with what’s happening in another side of the country and all of a sudden your operation is affected. It could be that there is a facility at your airport that is providing services or is part of the supply chain of a war abroad and activists find you. So you really have to understand the why and how to counter this.
Transport Security International: So how did you tackle this during the two-day BASF course?
Schouten: Well, the first thing we did was to share stories together. We taught the students to drink coffee together and to share information.
I personally think that’s a very core principle of risk management. You have to be able to share information with others or be able to get help from other organizations, and then you have to identify what are the types of risks. Then you have to feed the risk management assessment with intelligence. You have to feed it by identifying what type of organization you are and what are the threats coming ahead of you.
As it turned out, we had a mix of students. Some of them are aircraft operators and others are FBO type of operations. They have different threat levels. An aircraft operator has to deal with geopolitical risk. What’s happening over there? Meanwhile, the operation on the ground really has to deal with the local risks. So you have different risk appetites. (Note: The Institute of Risk Management defines a risk appetite as “the amount and type of risk that an organization is willing to take in order to meet their strategic objectives.”)
Transport Security International: What relationship does the notion of “risk appetites” have on business aviation security?
Karas: I’ll touch on that, and then I’ll hand it over to Terry if he has any other comments.
My program is the International Standard for Business Aircraft Operations (IS-BAO). Like the IS-BAH program, IS-BAO has a chapter that covers security. That chapter asks organizations to establish and maintain a security program that’s proportional to the threats against the organization. So it asks their personnel and their facilities and their oversight to look at their vulnerabilities and see what requirements they need. Do they have regulatory requirements? Do they have corporate requirements? Do they have individual person requirements? So, our standards provide those questions for operators to answer.
Yeomans: Since the Pan Am incidents (such as the Lockerbie bombing of Pan Am Flight 103), there’s been increased heightened activity about airside activity and airside security. It’s been about trying to get people to think about what their risk appetite is and to start considering what they need to do, not necessarily just to deal with the regulation, but going beyond what the regulation’s looking for.
That being said, the regulation is really aimed at airline security. It’s not designed for business aircraft security. And we do have different risk appetites in terms of the business structure that we have. So it’s good to get people talking to open up and think about, “Well, maybe I’m not alone, maybe I can work this journey with other people that do this in the same way.” And that’s why we’re trying to bring everybody together; ground handling, aircraft operations, security intelligence saying, “Okay, what is out there? What do you think has happened? What have you seen happen in the past? And how can we better educate everybody to think outside the box?”
Transport Security International: So how was the BASF course structured?
Schouten: It was a two-day online virtual course, and what’s important to understand is that we truly made it an interactive course. It wasn’t a PowerPoint slide deck that people see all the time. No, it was all about sharing stories and experiences and deep diving into that with best practices. The best practices are key.
The most important part of the course was to take assumptions away. What organization is doing this? Is that organization doing this for you within the company? Are people doing this or your client assumes that you are taking care of their security risk assessments? Well, in reality, you may not. So you really have to understand that the security culture has to be in place, and also how to work with your board because it’s all about understanding.
Transport Security International: So what did you students learn about business aviation security during the BASF course?
Schouten: Basically what we noticed was a lot of eye-openers taking place.
For instance, the people in charge of business aviation security often get the task because they have backgrounds in the police force or in defense or something like that. And all of a sudden, they’re responsible for the security part of this business aviation operation where there is a challenge and they can’t do this alone. So we saw a lot of students really have an opening up like, “Oh wow, so this is all we need to do, but we need help with this.” And that was very interesting to see.
What I noticed — and Andrew and Terry can correct me or at least add to it — is that business aviation is a fast business. “We have to be somewhere quickly and it’ll be alright.” However, given the world today with the new threats out there, you can’t just operate like you used to.
Yet the assumption that everything will be fine is still there. I really notice it. I was at an aviation conference and you still see this mentality, and that really has to change. We have to change the security culture of assumptions about everything is still okay. We really need to change that.
Karas: To piggyback on what Eric said, from the aircraft operator side the assumptions are that the security situation will be handled at various steps to their destination; that there’s already security measures in place that allow them to have the awareness of overflight risks; the security at their destination, at their hotel or transportation is in place; and that the security situation at the destination is being managed appropriately by the state or the local police authorities. Those are the assumptions that I think many operators have and those assumptions, like Eric probably alluded to, may no longer be valid. I’ll pass it over to Terry because he handles the ground operations side.
Yeomans: Generally all of aviation — particularly in our sector — is very much inward facing: “What’s the security threat to me? What’s the security threat to my company, my workers, my employees?”
What we’re trying to get people to think about is how you can open up those silos; how you can bridge that and work together as a team, rather than that insular inward-looking focus all the time. Because by reaching out and speaking to people saying, “Okay, well what do you see? What do you hear? Can you help me with this?” — that’s going to open up and make everybody much safer in the way we operate.
Transport Security International: So how did the BASF course turn out? And does IBAC plan to offer it again?
Karas: We had seven in this class. We are offering this course as schedules permit, but it’d be offered a few times a year. It’s based on everybody’s availability. We don’t have anything set, but we do plan to offer it in the future.
Schouten: We are very willing to offer this every three months or every two months. And we’re seeing interest in this because a lot of people are struggling with how to deal with the threats out there. Look at the situation right now in the Middle East; it’s really a discussion point at this time. So people are interested in how to deal with emerging conflicts. It’s becoming a topic, so they need guidance and IBAC is providing this now.
Yeomans: Everybody knows there’s a risk, but they believe that it’s covered or somebody else is covering it for them. This course is opening up a pathway to get people to talk about where the gaps are in business aviation security today, and how we can address those gaps.
Implementing correct chemical transportation guidelines and standards can prevent a potentially volatile situation.
Hazardous chemicals play a part in everyday life. They support virtually every aspect of our lives — to grow food, protect the safety of our water, make life-saving medicines and equipment and produce energy, among countless other uses. And these chemicals, and the facilities where they are manufactured, stored, distributed and used, are essential to today’s economy. It is a top priority that chemicals are handled and transported safely.
Recent tragedies have reminded us, however, that doing this is not without risk. The 2023 train derailment in East Palestine, Ohio — heavily covered in the media — has understandably raised many questions and concerns. A Norfolk Southern freight train was carrying hazardous materials when 38 cars derailed. Several railcars burned for more than two days; hydrogen chloride and phosgene were released into the air.
Safety must be a top priority for the U.S. chemicals manufacturing industry. Storing chemicals is never easy and transporting them can be one of the riskiest procedures carried out, because at no other time is accidental release and exposure more likely.
Chemicals that contain carcinogens and toxins and/or are unstable, caustic, water-reactive, flammable or explosive are considered hazardous. Any chemical that does not cause harm to one’s health is referred to as non-hazardous.
Hazardous and Non-Hazardous Chemicals
Examples of hazardous materials in the chemical industry include flammable liquids (e.g., gasoline, ethanol), corrosive substances (e.g., sulfuric acid, hydrochloric acid), toxic gases (e.g., chlorine, ammonia) and radioactive materials (e.g., uranium, plutonium). The difference between hazardous chemicals and non-hazardous chemicals is generally based on the harm the chemicals can cause if humans, animals or the environment are exposed to them. Chemicals that contain carcinogens and toxins and/or are unstable, caustic, water-reactive, flammable or explosive are considered hazardous. Any chemical that does not cause harm to one’s health is referred to as non-hazardous.
The Hazard Communication Standard (HCS) of the U.S. Occupational Health and Safety Administration (OSHA), has definitions of physical and health hazards as:
• Physical hazard. There is scientifically valid evidence that the chemical is a combustible liquid, a compressed gas, explosive, flammable, an organic peroxide, an oxidizer, pyrophoric, unstable (reactive) or water-reactive.
• Health hazard. There is statistically significant evidence that acute or chronic health effects may occur in people exposed to the chemical. This includes many chemical types, including carcinogens, irritants, corrosives and agents that damage the lungs, skin, eyes or mucous membranes. There are nine different classes of hazardous materials that are further broken down into divisions based on the type of hazard present.
• Chemicals in Transit. Chemical transportation modes include road and railway, each offering unique advantages like flexibility and cost-effectiveness, but also posing specific risks and limitations. These modes move chemicals while adhering to strict regulations and standards. Federal and state laws carefully control the safe and secure transport of chemicals across all modes of transportation, including highway, rail, aviation, maritime and pipeline to reduce the risk of spills or accidents.
The Environmental Protection Agency (EPA) enforces the Hazardous Materials Transportation Act (HMTA) to control how potentially dangerous chemicals are moved across the United States. The HMTA includes detailed provisions for procedures, labeling, packaging requirements, employee training and operational rules involved in chemical transport. Violations of the HTMA are federal offenses and can carry serious criminal penalties including jail time and fines up to $75,000.
When shipping chemicals, whether through standard or expedited freight services, there are many factors to be considered. Individuals transporting chemicals must be familiar with the material’s hazards and know what to do in the event of a release or spill. At the forefront of chemical transport is having all parties clearly understanding the chemical being shipped.
All transportation partners should be aware of the chemical’s characteristics. Accurate shipping documentation can help do this. A bill of lading (BOL) is a key document that outlines the type, quantity and handling instructions for the chemicals being transported, along with how they are being shipped and the path it will take. A BOL includes all necessary documentation, labels, emergency contact information, hazard communication information and safety data sheets (SDS). A SDS is a good source of information; it allows better understanding of additional product specifics.
Chemical Product Specifics and Characteristics
• Temperature. Chemicals are highly temperature-sensitive, so transport companies must plan for this. Some chemicals may require refrigeration, for example. Other chemicals must not fall below a certain temperature. Also, be sure to consider how the weather may factor in.
• Density. The weight per gallon will help us determine the number of trucks required to handle a shipment pH and viscosity. A chemical’s pH level can dictate what types of tanks or trailers it can be safely transported in (e.g., low pH items will require rubber-lined tanks which are harder to come by than stainless steel and aluminum). A chemical’s viscosity dictates whether the product can be pumped or if an air compressor can be used.
• Packaging. One of the primary safety considerations in chemical transportation is correct packaging. When choosing the right type of packaging, consider all the properties and hazards of each substance. Packaging must prevent leaks, spills and potential reactions between different substances. It also ensures that the material remains intact during transit. Also, accurate and visible labeling is crucial for identifying the hazardous material and alerting personnel and emergency responders to potential risks. Labels must include hazard warnings, identification numbers and other essential information. Will the shipping company require special protection while transporting the chemicals? Determine whether the chemicals require hazmat or non-hazmat shipping. When choosing the right liquid bulk tanks, make sure the containers are classified based on their contents. For example, some chemicals might not work well with plastic; they may need stainless steel or carbon steel. Were there incompatible chemicals in the tank or trailer prior to a new shipment? Incompatible chemicals must be kept separated during transport. Secure the packaging for chemical transport. When in movement, packaged chemicals should not be able to come loose or even minimally jostle. Should this occur, damage to the shipping container and/or the substance inside is possible.
• Acids and bases. Segregate mixed classes of substances, like acids and bases, during the transport process. This will eliminate issues or even a potential catastrophe if an accident occurs and the containers are damaged and chemicals react with each other.
• Destination and origin. When shipping chemicals, the location of origin and destination likely have specific regulations that must be followed. A shipping company should know standards compliance.
• Time frame. Just as some chemicals are temperature-sensitive, others are time-sensitive. Communicate this accurately and take advantage of expedited shipping to ensure safe transportation. Be aware of supply chain interruptions. Should severe weather impact hazmat trucking, it can cause delays in arrival or even cause time-sensitive chemicals to be disposed of. Some interruptions cannot be avoided, but those that can be predicted (like severe weather) should be part of the chemical transportation strategy.
• Quantity. Whether an entire shipment is hazardous or if just one barrel will impact how the shipping company approaches the shipment. The dry and liquid content will also determine shipping storage, so give an accurate measurement.
Immediate response protocols and coordination with local authorities are vital to contain and mitigate the impact of accidents and spills. NTSB image.
Accidents Will Happen
Despite stringent safety measures, accidents and spills can still occur during chemical transport. Immediate response protocols and coordination with local authorities are vital to contain and mitigate the impact of such incidents. Companies should regularly review and update their emergency response plans to ensure effectiveness.
A spill kit should be available suitable for cleaning up the materials that are being transported. In general, this would consist of personal protective equipment (e.g. gloves, eye protection), absorbent materials and plastic bags to contain clean-up debris. If refrigerant is used during the transport, then the operator should have a pair of cryogenic gloves available in the vehicle.
Drivers involved in hazmat transportation must obtain a hazmat endorsement on their commercial driver’s license (CDL). This endorsement demonstrates their understanding of hazmat regulations and safety protocols. Employers should also provide specialized training to drivers to enhance their awareness of potential hazards and the proper handling of hazardous materials.
When shipping chemicals, the regulations in the region where the freight is being sent must be considered. This will ensure complete compliance. Once the necessary information is provided, a shipping company can take care of the rest. One way to ensure safe chemical transport is via chemical logistics management. This encompasses the planning, implementation and control of the flow of chemical products. It requires a wholly integrated approach to transportation, storage, handling and distribution, ensuring that chemicals reach their destination safely and efficiently.
The chemical industry can contribute to continuous improvement in hazmat transportation safety by investing in research and development for safer transport technologies and materials. Through rigorous training, adherence to best practices and the use of advanced technology, chemical freight service providers can maintain high safety standards and operational efficiency. This includes real-time tracking of shipments, risk assessments and continuous improvement processes. Companies can also share best practices, learn from past incidents and collaborate with regulatory bodies to shape effective and up-to-date regulations. Embracing a proactive safety culture and prioritizing environmental sustainability are additional ways the industry can drive advancements in chemical transportation safety.
The global security order is facing unprecedented challenges. Russia’s war of aggression against Ukraine, growing geopolitical tensions, and the vulnerability of critical infrastructures are demanding an increased commitment to defence and security issues from Germany and other European countries. DSEI Germany will be held for the first time from 19 – 22 January 2027 at the Messegelände Hannover (Hannover Exhibition Grounds) to address this demand.
DSEI Germany is organised by Deutsche Messe AG in partnership with the organisers of DSEI UK and DSEI Japan, the world’s leading security and defence exhibitions. DSEI UK and DSEI Japan take place every two years in London and Tokyo respectively.
DSEI Germany will showcase the modern military equipment, armaments, technologies, products, processes, and materials required to ensure national defensive potential, the ability to meet alliance commitments, and geopolitical security. The event will support industrial companies and their suppliers to meet the increasing demand brought about by the “Zeitenwende,” the turning point which is transforming Germany’s defense policy.
The security policy priorities of NATO and the EU will form the basis of the debate, with military leaders and civilian decision-makers discussing strategic defence issues and opportunities for partnerships.
Following the historic “Trinity House” agreement between the UK and Germany, with the aim of deepening security and defence cooperation between the two countries, DSEI Germany will provide a forum for consolidating and expanding partnerships and alliances both within Europe and worldwide, while promoting cooperation in security policy.
Today’s defence requirements are becoming increasingly complex and demand comprehensive, networked solutions in all areas of the modern army. The trade fair offers industry partners a platform to present capabilities and technologies tailored to the respective military needs.
DSEI Germany is receiving comprehensive support from Germany’s Federal Ministry of Defence and Bundeswehr: “The turning point in Germany’s defence policy not only requires us to reorientate our defence strategy but also calls for technological and industrial capabilities to be promoted in a targeted manner,” explained Boris Pistorius, the Federal Minister of Defence. “DSEI Germany can provide Germany with an important platform to demonstrate its defence capabilities, technological leadership, and innovative strength on the international stage.”
Olaf Lies, Lower Saxony’s Minister of Economic Affairs, said: “The announcement of DSEI Germany is an important signal for Lower Saxony as an important industrial location. After all, the view of the defense industry has changed fundamentally, not least as a result of Russia’s war of aggression against Ukraine. In view of the current geopolitical challenges, the importance of close cooperation between industry, research and politics to develop new solutions for the security and defence capabilities of Germany and Europe is more evident than ever. Our security and resilience are directly linked to the operational readiness and capabilities of our armed forces. Hannover as the location of this new leading trade fair not only strengthens our defence industry, but also numerous suppliers and partners who play a key role in the value chain. Lower Saxony is an important location for industry in Germany and it is therefore only logical that Deutsche Messe AG is also involved in this sector and makes a decisive contribution to networking the industry.The Zeitenwende described by Federal Chancellor Olaf Scholz requires us as a society to set the right course for the business location. DSEI Germany offers a platform on which strategies, innovations and new partnerships can be established in order to meet the challenges of our time with combined forces. The fact that we in Lower Saxony are hosting this event shows that we are prepared to take responsibility here”.
“DSEI is a long established and respected brand in the defence and security sector and has a strong reputation for delivering events of outstanding value for the global audience we serve at both DSEI in London and Tokyo. DSEI Germany presents a key opportunity to bring the domestic industry together with its allies and partners to demonstrate capability and concepts,” said Chris Gallon, CEO, EMEA for DSEI.
“No other trade fair company has a national and international political network that can match that of Deutsche Messe,” said Dr. Jochen Köckler, CEO of Deutsche Messe. “Together with the DSEI team, and in combination with our modern premises which have a long track record of hosting world-class industrial trade fairs, we can wield our strengths in a targeted manner to make an important contribution toward strengthening security in Germany and elsewhere in Europe.”
