Maritime Security Barriers

Throughout the many different types of establishments that currently exist today, there are risk assessments methodologies which are used to estimate or determine risk. According to the Department of Homeland Security (DHS) Risk Lexicon (2010), risk assessment methodologies are defined as, “set of methods, principles, or rules used to identify and assess risk and to form priorities, develop courses of action, and inform decision-making” (p.25). Whether it is a risk assessment tailored for the government or private companies, the methods and principles are similar in a sense that they all aim at evaluating risk. Once risk can be determined, they can then decipher what types of strategies and decisions that should be used. Of the many risk assessments out there three distinct models who stood out were the Maritime Security Risk Analysis Model (MSRAM), The CARVER model, and lastly the Transportation Sector Security Risk Assessment (TSSRA). This paper will discuss the three risk assessment methodology’s origin, the intended audience, as well as some main elements and attributes. Afterward, the paper will conclude with my personal opinion to its strengths and weaknesses. But first, background on the selected risk analysis models in its designated order is needed starting with MSRAM.

An obstacle that arises in securing ships and ports is that of travelling to foreign ports. Security professionals are are encouraging the United States government to extend U.S. boundaries to foreign ports, which would put much emphasis on security at loading points (70). The fear is that attackers will board a ship at a foreign port and sail to American soil where they could practice terrorism. A way that shipping security has changed is that of the plan of the Container Security Initiative (CSI), which calls for international security criteria to identify high-risk cargo containers for pre-screening at their point of shipment (70). The Coast Guard has also increased patrols in the U.S. ports and waterways, specifically around the nation’s critical petro-chemical facilities (71). By 2004, The International Ship and Port Facility Security Code took effect requiring ship operators to develop security plans, appoint ship and company security officers and maintain a minimum level of on board security, while port officers are required to develop similar plans and hire a port facility security officer (71). This code made it mandatory for all ships to be secure both while still in ports and also while travelling. Not only does this protect passengers aboard the ship, but also citizens of the United States as threats cannot enter the country through shipping

The recommendations include risk assessments to ensure that efforts are carried out to improve security and security data management to ensure that data is properly handled and disseminated to appropriate agencies and stakeholders. MTS must ensure that all U.S. personnel in domestic and international ports are appropriately trained for their job function. Along with all personnel working at ports, related infrastructure sectors, on vessels, or operating vessels must have proper identification. DHS further recommends developing more advanced security technology to enhance and identify gaps in security. It is also suggested that MTS examine industry, national and international transportation safety frameworks to determine if enhancements would improve MTS security. Furthermore MTS should create and manage a collaborative system of stakeholders to maintain security as well as make efforts to lessen security vulnerabilities. Finally, MTS must constantly amend and improve the Maritime Transportation Security Act of 2002 and the International Ship and Port Facility

The first major threat of cargo supply chain is terrorist. It is clear that terrorists can see the potential of using the maritime trading system to conceal weapons or agents for attack purposes or to provide funding or support for their operations. Unknown risk results from the virtually limitless range of targets and tactics available to terrorists.

Beside, supply chain depends not only on one mode of transportation rather involves intermodal transportation and “an interconnected web of transportation infrastructure” (Obama, 2012). For instance, air transportation systems are vulnerable to accidents or mishaps, bad weather conditions and at most terrorist attacks. Imagine a scenario where terrorist organization target and shot down full loaded passenger airplane with surface-to-air missile (SAM), or a situation where they hijack a plane and crash it on crowded city and arena (Stewart, & Mueller, 2013, P.615). These types of situation will cause human loss, property damages; create fear on the travelling public and resulted in huge economic

The Unites States has made some changes to the way we handle Security with respect to the effects of 9/11. We began to be much more vigilant looking at every aspect of transportation from enhancing our airline security, railroad to include maritime operations. One particular area of focus is our ports and how we support our trade and make it safer against the threat of another terrorist attack. The ports are extremely vital to the U.S. According to the Bureau of Transportation Statistics, 14 percent of U.S. counties that are adjacent to the coast produce 45 percent of the nation's gross domestic product

The Transportation Security Administration (TSA) was establish in response of 9/11 terrorist attack in the U.S. Also since this attack the U.S. has established a countermeasure security strategy to prevent a future attack with the transportation system. The Department of Homeland Security (DHS) are responsible for protecting the nation’s transportation networks from attack, safeguarding airports and airplanes, mass transit system, highways, seaports, railroads and buses. This paper will in-depth discuss the history of the TSA and what it does, how TSA improve aviation security, and the cargo screening process.

Corporations and shipping lines with a proven track record of legal integrity and safety are given a low-risk assessment. Customs then focuses on “aberrations”, cargo from unknown companies or “trouble-spot” locations, cargo that follows erratic shipping routes, or any other “red flag” activities. A large risk analysis matrix for global cargo is continuously expanded. The data is fed in, the risk assessment is generated, and cargo with a clean bill of health is allowed to continue at will while containers with a high-risk value are tagged for inspection.” (Nordstrom,

Hi Joshua, I appreciate your intrepretation between containerization and intermodalism. I can agree with your illustration of the impact containers have on the military by transferring freight by an intermodal system. from my personal experience when i was being deployed overseas and had to pack away my stuff in storage I had the privilege to transport my personal unit items shipped in a container to where I was being deployed. The experiences have been convenient and beneficial to me with the restriction of carrying a limited amount of weight on flights. Why do you believe that containerization and intermodalism go hands in hands?

The transportation sector has seen its share of terrorist activity over the years. Aircraft are under constant threat of an explosion or hijacking, and vehicles are used to transport and detonate bombs. Bombs are popular among terrorist cells, due to the amount of destruction they can cause; some are small as witness years ago with the Underwear Bomber, and some are much larger as seen with the Oklahoma City bombing. Over the years, different resources have been developed to aid with mitigating risk and help with the recovery process. One item that has been developed and tested by Mistral Security and is currently being used by police bomb squads, and the military is the explosive containment vessels. These vessels come in various sizes

One of these organizations is the United States Coast Guard who provides interdiction of illegal contraband and undocumented aliens from entering in the United States via small boats or shipping containers. They currently operate in locations around the country in coastal areas such as both the Pacific and Atlantic coast, the Gulf of Mexico and the Great Lakes. The DHS has also assigned the United States Coast Guard to set up remote stations along with cutters to monitor and patrol the waterways around shipping ports. Although there were no such reported incidents of a terrorist at any of the port terminals in America, there is always that fear of it happening. According to XXXX, he stated, “His biggest fear is that terrorists will use a shipping

Customs and Border Protection, and the Transportation Security Administration (TSA). These three agencies are now under the jurisdiction of the Department of Homeland Security. The Maritime Administration (MARAD) is also, while the Coast Guard and Customs are the two prominent agencies at ports. The Coast Guard is responsible for evaluating, boarding, and inspecting commercial ships as they approach U.S. waters, for countering terrorist threats in U.S. ports, and for helping to protect U.S. Navy ships in U.S. ports. CBP's primary responsibility is the inspecting of cargo, including containers that commercial ships bring into U.S. ports. CBP is also responsible for the inspection of ship crews and passengers aboard the vessel. The TSA's focus was initially focused on air transportation, but now has the authority of all modes of transportation. MARAD is a civilian agency that is part of the Department of Transportation. MARAD publishes Maritime Security Reports and national planning guides on port security. Combined these agencies have the daunting task of preventing a major disaster. Security experts warn that terrorists attempting to use a container to smuggle a weapon of mass destruction or components thereof into the United States could purchase a known exporter with a long and trustworthy shipping record. Drug smugglers have been known to employ this strategy to disguise their contraband

There are many arguing points as to the validity of inspecting 100% of all incoming containerized shipping crates. According to Jim Kouri, “Over 12 million containers enter our country each year, and less than six percent are heavily inspected” (Kouri). Sooner or later our enemies will attempt to utilize this weakness in our national defense system to attack American citizens and our way of life. Protecting our homeland, protecting our resources and preserving our national defense infrastructure is something that can no longer be overlooked or delayed until tomorrow.

Every firm would love to invest in shipping industry due to large profits involved. However this would seem easy but practically it is lot more difficult and virtually impossible to establish in container line business. The problem pertains to large capital investments in form of vessel and container procurements and risk of operating vessels. Even if we take the examples of biggest companies

The Risk sources in the Shipping Industry along with current opportunities and future threats to the company’s core business