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CSI

Another aspect of a layered defense, the basis of the security frame enhanced by the Maritime Transportation Security Act or MTSA of 2002, was the

U.S. Customs Service created the Container Security Initiative (CSI). This addressed the threat to border security and global trade posed by the

potential terrorist use of a maritime container to deliver a weapon. CSI presents a security regime to ensure all containers that pose a potential risk for

terrorism are identi�ed and inspected at foreign ports before placing them on vessels destined for America. CBP has stationed its o�cers' teams to

work with our host nation to target, pre-screen, and address a potential threat vector container. This allows CBP to understand host nation threat

vectors and to work jointly in key ports such as Rotterdam and Singapore. CSI operates in 58 ports worldwide, from Asia to the Far East to Europe and

the Middle East. CSI uses a host of technologies to prescreen high-risk targets.

COPYRIGHT 2023 APUS, ALL RIGHTS RESERVED

Conclusion

But there is one other issue regarding containers…the impact of COVID. The world's global supply chain, which uses containers as a centerpiece, is in

disarray. The aerial pictures of ships queued up o� of Los Angeles/Long Beach are just one local indication of the state of the disruption. Not a day

goes by when local media does not report the shortages local store owners face worldwide. The United Nations Economic Commission for Latin

America and the Caribbean noted in a July 2021 report entitled: 2020 Port Report: The Impact of the Coronavirus Disease (COVID-19) Pandemic on the

Shipping Trade, trans-shipment, and throughput of container ports in Latin America and the Caribbean. But in 2022, the outlook is brighter as more of

the world becomes vaccinated, and we turn from a pandemic to an endemic. Prices continue to rise, and labor shortages are still present. Will the

situation be back to normal by the end of 2022? Will there continue to be supply bottlenecks at the port? The Journal of Commerce (2021) noted, “If

more Western importers fail to pick up containers when they arrive, causing port congestion and inland equipment shortages that will slow down the

broader supply chain.”

COPYRIGHT 2023 APUS, ALL RIGHTS RESERVED

Introduction: Maritime Container Security

As we learned from 9/11, our country must forge new and e�ective policies and programs to combat those forces wishing to harm us. The Secure

Freight Initiative (SFI) is one program designed to address the security of our supply chain as part of Homeland Security’s plan to scan shipping

containers in major ports for radiation and ensure communication between foreign ports and the U.S. In meeting the SFI, the Department of Homeland

Security developed a layered approach to port and container security, with the initial phase of the Secure Freight Initiative to deploy a combination of

existing technology and proven nuclear detection devices to six foreign ports that began in early 2007.

The SFI's purpose is to ensure containers from the ports are scanned for radiation and information risk factors before being allowed to depart for the

United States. In the event of a detection alarm, both homeland security personnel and host country o�cials will simultaneously receive an alert. But

many believe there should be a national (and even international) e�ort to screen 100% of maritime containers. Writing for the Heritage Foundation,

Carafano and Zuckerman (2012) disagree, noting, "A large part of the post-9/11 anxiety regarding maritime cargo security has centered on the “nuke

in a suitcase” scenario, which has an extremely low probability of being carried out. The majority of cargo traveling through the maritime supply chain

consists of legitimate goods. However, the 100 percent maritime screening mandate fails to recognize this reality and instead treats every piece of

cargo as a genuine threat". However, there are still threats that need to be considered.

COPYRIGHT 2023 APUS, ALL RIGHTS RESERVED

References

Carafano, J. J., & Zuckerman, J. (2012, February 2). Maritime cargo scanning folly: Bad for the economy, wrong for Security.

http://www.heritage.org/research/reports/2012/02/maritime-cargo-port-security-and-the-100-percent-screening-mandate

CTPAP: Customs Trade Partnership Against Terrorism. (2022, March 1). U.S. Customs and Border Protection. https://www.cbp.gov/border-

security/ports-entry/cargo-security/ctpat

Department of Homeland Security. (2009). Secure freight initiative. http://www.dhs.gov/�les/programs/gc_1166037389664.shtm

Harrison, E. and Reidy, S. (2017) Container security devices: The time is now.

https://magazines.marinelink.com/Magazines/MaritimeProfessional/201703/content/container-security-devices-525469

Journal of Commerce. (2021). Coronavirus E�ect on Supply Chains. https://www.joc.com/special-topics/coronavirus-e�ect-supply-chains

Kinthaert, L. (2018, Sept 16) Uncharted Waters: Maritime Blazes a Trail with AI. Lloyd’s Maritime Academy.

https://knect365.com/lloyds_maritime_academy/article/d5e2cabf-c58e-48e7-aca6-b619a783�ca/maritime-blazes-a-trail-with-arti�cial-

intelligence

NauticExpo e-magazine (2018, Sept 24) Why AI Will Transform the Maritime Industry. http://emag.nauticexpo.com/why-ai-will-transform-the-

maritime-industry/

U.S. Customs & Border Protection. (2014, June 26). CSI: Container Security Initiative. https://www.cbp.gov/border-security/ports-entry/cargo-

security/csi/csi-brief

U.S. Customs & Border Protection. (2004). Customs trade partnership against terrorism (C-TPAT). http://www.cbp.gov/border-security/ports-

entry/cargo-security/c-tpat-customs-trade-partnership-against-terrorism

U.S. Customs & Border Protection. (2016). Container security initiative (CSI). https://www.cbp.gov/border-security/ports-entry/cargo-

security/csi/csi-brief

United Nations Economic Commission for Latin America and the Caribbean. (2021, July). 2020 Port Report: The impact of the coronavirus disease

(COVID-19) pandemic on the shipping trade, trans-shipment and throughput of container ports in Latin America and the Caribbean.

https://www.cepal.org/en/publications/47017-2020-port-report-impact-coronavirus-disease-covid-19-pandemic-shipping-trade

APUS does not maintain or control third-party websites and is not responsible for the accuracy or accessibility of their content.

COPYRIGHT 2023 APUS, ALL RIGHTS RESERVED

U.S. Customs and Border Protection

CSI: Container Security Initiative As the single, unified border agency of the United States, U.S. Customs and Border Protection's (CBP) mission is extraordinarily important to the protection of America and the American people. In the a�ermath of the terrorist attacks on September 11, 2001, U.S. Customs Service began developing antiterrorism programs to help secure the United States. Within months of these attacks, U.S. Customs Service had created the Container Security Initiative (CSI).

CSI addresses the threat to border security and global trade posed by the potential for terrorist use of a maritime container to deliver a weapon. CSI proposes a security regime to ensure all containers that pose a potential risk for terrorism are identified and inspected at foreign ports before they are placed on vessels destined for the United States. CBP has stationed teams of U.S. CBP O�icers in foreign locations to work together with our host foreign government counterparts. Their mission is to target and prescreen containers and to develop additional investigative leads related to the terrorist threat to cargo destined to the United States.

The three core elements of CSI are:

Identify high-risk containers. CBP uses automated targeting tools to identify containers that pose a potential risk for terrorism, based on advance information and strategic intelligence.

Prescreen and evaluate containers before they are shipped. Containers are screened as early in the supply chain as possible, generally at the port of departure.

Use technology to prescreen high-risk containers to ensure that screening can be done rapidly without slowing down the movement of trade. This technology includes large-scale X-ray and gamma ray machines and radiation detection devices.

Through CSI, CBP o�icers work with host customs administrations to establish security criteria for identifying high-risk containers. Those administrations use non-intrusive inspection (NII) and radiation detection technology to screen high-risk containers before they are shipped to U.S. ports.

Announced in January 2002, CSI has made great strides since its inception. A significant number of customs administrations have committed to joining CSI and operate at various stages of implementation.

CSI is now operational at ports in North America, Europe, Asia, Africa, the Middle East, and Latin and Central America. CBP's 61 operational CSI ports now prescreen over 80 percent of all maritime containerized cargo imported into the United States.

Last Modified: Jul 28, 2023

Related Resources

CSI Ports

CSI Containerized Cargo Sealing Policy

C-TPAT

Customs and Border Protection's impressive Customs-Trade Partnership Against Terrorism (CT-PAT) is a critical component in that agency’s strategy for

cargo enforcement. This ultimate voluntary public-private partnership program is a win-win for the government and private industry. There are more

than 11,400 certi�ed partners across a spectrum of industries. Why does industry embrace this e�ort… everyone wants a secure system, and the

shippers want ships pier side for as little as possible. What makes a ship have as little time in port as possible:

(1) Expedited inspections

(2) Shorter wait times,

(3) Access to a web-based portal and training materials.

(4) Eligibility for participation in other CPB programs

(CTPAP: Customs-Trade Partnership Against Terrorism, 2022)

The approach by CTPAT to secure our supply chain is based on security guidelines that members must abide by to remain partners. The program

in�uences positive security practices in the global supply chain and increases e�ciency and performance. This is accomplished because CTPAT

members realize that the bene�ts of this partnership can add to their bottom line. As the program has evolved, even those who were not members

saw the value in securing their own businesses, and many simply adhered to CTPAT security guidelines. By the very nature of the program, CTPAT

members are low-risk and are less likely to be inspected when they enter via a port of entry. The more companies that enroll in the program, our supply

chain is more secure. If we can continue to build on these successes, we will be able to root out even the most determined terrorist plot against our

global supply chain.

The bene�ts of participating in CTPAT outweigh the complacency guidelines by providing members with opportunities for better integration, reduced

the�, better utilization of resources, and improved marketability. The bene�ts incentivize members to adhere to CTPAT program goals such as

information sharing and open communication. Ultimately, CTPAT modernizes the administrative workforce of the companies that are members. The

program e�ectively assures better use of human resources by implementing training, I.T., �nancial, and performance measures. To further advance

program goals and objectives, C-TPAT has developed a certi�cation process by which accepted members have their security pro�les reviewed for any

inherent issues. The member must adhere to the CTPAT security provisions or risk receiving only a limited amount of program bene�ts until fully

certi�ed.

Some apparent bene�ts of achieving a CTPAT partnership are that partner shipments are 4 to 6 times less likely to be examined, partner shipments will

o�en move ahead of those shipments waiting to be examined, and companies can use CTPAT as a marketable advertising strategy.

Now that you have an understanding of SFI and CTPAT consider the implications of delays in screening cargo on port operations. Can we ever reach a

100% scanned cargo goal? Another massive question regarding this activity ---- how can arti�cial intelligence and machine learning aid CBP in this

e�ort? We have just begun to consider this question.

COPYRIGHT 2023 APUS, ALL RIGHTS RESERVED

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Nuclear and Radiological Risk Assessment for Containers

To prevent a WMD from entering the USA through a maritime port, data gathered on containers bound for the United States in foreign ports

participating in the Secure Freight Initiative is transmitted in near real-time to U.S. Customs and Border Protection (CBP) o�cers working in overseas

ports and to the Department’s National Targeting Center. This data is combined with other available risk assessment information, such as currently

required manifest submissions, to improve risk analysis, targeting, and scrutiny of high-risk containers inbound from overseas.

Credit: Sandia Lab

For containers bound for the United States, DHS is working with host governments to establish protocols that ensure a swi� resolution by the host

government and may include instructing carriers not to load the container until the risk is fully resolved.

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