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Date: April 30, 2024 Tue
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Results for cargo security
14 results foundAuthor: U.S. Government Accountability Office Title: Maritime Security: Federal Agencies Have Taken Actions to Address Risks Posed by Seafarers, but Efforts Can Be Strengthened Summary: The State Department and two components of the Department of Homeland Security (DHS), Customs and Border Protection (CBP) and the Coast Guard, are responsible for preventing illegal immigration at U.S. seaports and identifying individuals who are potential security risks. The International Labor Organization (ILO) adopted the Seafarers' Identity Documents Convention (ILO 185) to establish an international framework of seafarer identification documents and reduce their vulnerability to fraud and exploitation. GAO was asked to examine (1) measures federal agencies take to address risks posed by foreign seafarers and the challenges, if any, DHS faces; (2) the challenges, if any, DHS faces in tracking illegal entries by foreign seafarers and how it enforces penalties; and (3) the implementation status of ILO 185. GAO reviewed relevant requirements and agency documents on maritime security, interviewed federal and industry officials, and visited seven seaports based on volume of seafarer arrivals. The visits provided insights, but were not projectable to all seaports. GAO recommends that DHS assess risks of not electronically verifying cargo vessel seafarers for admissibility, identify reasons for absconder and deserter data variances, and, with the Department of Justice (DOJ), develop a plan with timelines to adjust civil monetary penalties for inflation. DHS and DOJ concurred with GAO’s recommendations. Details: Washington, DC: GAO, 2011. 71p. Source: Internet Resource: GAO-11-195: Accessed February 11, 2011 at: http://www.gao.gov/new.items/d11195.pdf Year: 2011 Country: United States URL: http://www.gao.gov/new.items/d11195.pdf Shelf Number: 120669 Keywords: Cargo SecurityImmigrationMaritime CrimeMaritime SecuritySeaports |
Author: Szelp, Attila Title: Cargo Security Initiatives in the EU and the USA, their Impact on Business Operations and Mutual Recognition with Focus on AEO and C-TPAT Summary: The terrorist attacks of September 11, 2001 had a tremendous impact on international trade policy. The USA was the first country to introduce cargo security and facilitation measures as a counteraction. The EU and international organizations also established new security programs in order to better secure cargo movements across borders. This thesis gives an overview of security initiatives introduced by international organizations, the EU and the USA, with an emphasis on the trade facilitation programs Authorised Economic Operator (AEO) and Customs-Trade Partnership against Terrorism (C-TPAT) and a comparison of them. The process towards mutual recognition of these programs is then described. Three case studies put the topic under the microscope: The perception as well as actual benefits and disadvantages from economic actors' points of view are presented and implementation and operational processes in companies are demonstrated. The case studies include port authorities, carriers and logistics providers. Finally, the author reflects on his findings. Details: Vienna: WU Vienna University of Economics and Business, Institut für Transportwirtschaft und Logistik, 2010. 132p. Source: Internet Resource: Thesis: Accessed October 21, 2011 at: http://epub.wu.ac.at/3013/1/Szelp.pdf Year: 2010 Country: International URL: http://epub.wu.ac.at/3013/1/Szelp.pdf Shelf Number: 123074 Keywords: Cargo SecurityCargo TheftMaritime SecurityStolen GoodsStolen PropertyTerrorism |
Author: Bart, Elias Title: Screening and Securing Air Cargo: Background and Issues for Congress Summary: The October 2010 discovery of two explosive devices being prepared for loading on U.S.-bound all-cargo aircraft overseas has heightened concerns over the potential use of air cargo shipments to bomb passenger and all-cargo aircraft. The incidents have renewed policy debate over air cargo security measures and have prompted some policymakers to call for comprehensive screening of all air cargo, including shipments that travel on all-cargo aircraft. U.S. policies and strategies for protecting air cargo have focused on two main perceived threats: the bombing of a passenger airliner carrying cargo and the hijacking of a large all-cargo aircraft for use as a weapon to attack a ground target such as a major population center, critical infrastructure, or a critical national security asset. With respect to protecting passenger airliners from explosives placed in cargo, policy debate has focused on whether risk-based targeting strategies and methods should be used to identify those shipments requiring additional scrutiny or whether all or most shipments should be subject to more intensive physical screening. While the air cargo industry and the Transportation Security Administration (TSA) have argued for the implementation of risk-based approaches, Congress mandated 100% screening of all cargo placed on passenger aircraft using approved methods by August 2010 (see P.L. 110-53). While 100% of domestic air cargo now undergoes physical screening in compliance with this mandate, not all inbound international cargo shipments carried on passenger airplanes are scrutinized in this manner. TSA is working with international air cargo operators to increase the share of cargo placed on passenger flights that is screened, but 100% screening may not be achieved until August 2013. In the interim, TSA, along with Customs and Border Protection (CBP) and international partners, is relying on risk-based targeting to increase screening of air cargo, particularly shipments deemed to be high risk. Amid renewed congressional interest on air cargo security, a number of policy issues may arise regarding • the desirability of risk-based strategies as alternatives to 100% cargo screening and inspection; • the adequacy of off-airport screening under the Certified Cargo Screening Program (CCSP) in conjunction with various supply chain and air cargo facility security measures; • the costs and benefits of requiring blast resistant cargo containers to protect aircraft from in-flight explosions in cargo holds; • the desirability of having air cargo screened by employees of private firms rather than TSA and CBP employees; and • cooperative efforts with international partners and stakeholders to improve the security of international air cargo operations. Details: Washington, DC: Congressional Research Service, 2010. 21p. Source: Internet Resource: R41515: Accessed November 5, 2011 at: http://www.fas.org/sgp/crs/homesec/R41515.pdf Year: 2010 Country: United States URL: http://www.fas.org/sgp/crs/homesec/R41515.pdf Shelf Number: 123242 Keywords: Air CargoAirportsCargo SecurityTerrorism |
Author: Bakir, Niyazi Onur Title: An Analysis of Truck Cargo Security at Southwestern Borders and Potential Impacts of Cross-Border Trucking Services of Mexican Carriers on Terrorism Risk Exposure Summary: This report aims to assess the feasibility of Mexican truck border crossings beyond the current commercial zone os 20 miles, while maximizing the federal government's ability to deter and intercept smuggling of weaspons and nuclear materials. This assessment includes a review of inspection processes on either side of the border and security challenges faced by Mexican factories, truck-drivers and customs brokers. Details: Los Angeles: Center for Risk and Economic Analysis of Terrorism Events, University of Southern California, 2006. 32p. Source: Internet Resource: Report #06-003): Accessed January 23, 2012 at: http://create.usc.edu/research/54710.pdf Year: 2006 Country: United States URL: http://create.usc.edu/research/54710.pdf Shelf Number: 123739 Keywords: Border Security (U.S.)Cargo SecurityRisk Assessment, TerrorismSmuggling |
Author: Brentz, Brooks Title: Learning from Recent Threats to Cargo Security Summary: On October 29, 2010, President Barack Obama confirmed that suspicious air cargo shipments destined for the United States contained explosive materials. Although these shipments were discovered in Dubai and England, the United States federal government grounded planes at Newark and Philadelphia airports to inspect packages based on fears of a terrorist threat originating from Yemen. Intervention prompted by intelligence sharing among governments of the countries involved prevented catastrophic outcomes. As with other near misses, governments are responding by reexamining cargo transport regulations and security practices. Accenture believes that it is time for manufacturer-shippers to do the same to protect against major disruptions to their global supply chains. However, given the vast volume of goods moving around the world and the multiple modes of transportation involved, practical approaches are needed to address the risks. Details: Boston(?): Accenture, 2011. 8p. Source: Internet Resource: Accessed February 10, 2012 at: http://www.accenture.com/SiteCollectionDocuments/PDF/Accenture_Learning_From_Recent_Threats.pdf Year: 2011 Country: International URL: http://www.accenture.com/SiteCollectionDocuments/PDF/Accenture_Learning_From_Recent_Threats.pdf Shelf Number: 124039 Keywords: Cargo SecurityCargo TheftRisk AssessmentStolen GoodsSupply ChainsTheft of Property |
Author: Goslin, Charles Title: Maritime and Port Security: White Paper Summary: Worldwide Port and Maritime operations and their associated facilities and infrastructure collectively represent one of the single greatest unaddressed challenges to the security of nations and the global economy today. The reason that ports and shipping activity are so difficult to secure lies primarily in their topography. Ports are typically large, asymmetrical activities dispersed over hundreds of acres of land and water so that they can simultaneously accommodate ship, truck and rail traffic, petroleum product/liquid offload, storage or piping, and container storage. The movement of freight, cargo (solid or liquid), and transport through a port is generally on a “queuing” system, meaning that any delay snarls all operations1. Whether or not delays are related to security, security generally falls by the wayside in the interest of time management or convenience. Globally, there are very few uniform standards for point-to-point control of security on containers, cargoes, vessels or crews - a port’s security in one nation remains very much at the mercy of a port’s security, or lack thereof, in another nation. Organized crime is entrenched in many ports, and a large majority of them still do not require background checks on dock workers, crane operators or warehouse employees. Most ports lease large portions of their facility to private terminal operating companies, who are responsible for their own security. The result of this is a “balkanized”, uneven system of port security and operations management as a whole. In spite of awareness by public policymakers that ports remain critically vulnerable, funding and government-led efforts to harden port facilities worldwide is moving at a glacial pace. Terrorists, in particular, are aware of this unaddressed vulnerability. As outlined below, the threats to the maritime industry are very real. Unfortunately, the question of whether terrorists will act to exploit the weaknesses in port facilities is, unfortunately, not a matter of “if” they will, but “when” they will. Details: Jacksonville, FL: duostechnologies International, 2008 18p. Source: Internet Resource: Accessed April 2, 2012 at: http://www.duostechnologies.com/DownloadCenter/WP-MaritimeAndPortSecurity.pdf Year: 2008 Country: United States URL: http://www.duostechnologies.com/DownloadCenter/WP-MaritimeAndPortSecurity.pdf Shelf Number: 124796 Keywords: Cargo SecurityMaritime CrimeMaritime SecurityPort SecurityTerrorism |
Author: Ahokas, Juha Title: Assuring Supply Chain Continuity in Industrial Supply Chains and Complying with Authorised Economical Operator AEO Europe. Final Version Summary: Secure and reliable supply chains and networks enable companies to utilize global markets and resources. Outsourcing and globalization have enabled enterprises to extent their operations to new areas and benefit from economies of scale. Global logistic chains have turned out to be effective platform for the delivery of materials, semi-products and goods between the different economic areas and markets. The development has been beneficial to international companies and economic welfare has increased in several countries. On the other side, dynamic and complex supply chains enable opportunities for criminal action. They create platform for terrorism, crime and illegal competition. Some transnational and poly-crime oriented organized crime groups are aiming at controlling the whole production and distribution processes of entire criminal markets, optimizing profits and cutting out local and minor competitors, on a very rational way. To reach their goal they exploit transportation and financial sector, hire illicit labour to run and manage the supply chain, engage in money laundry, identity frauds and document forgery. International supply chains have turned out to be vulnerable for any crime actions and crime concerns have increased in companies and governments. Especially organized crime and terrorism pose threats to security and safety, to public health, to the environment or to consumers. Traditionally different companies and authorities have concentrated on securing their own operations and sphere of responsibilities. However, supply chain crimes are intertwined in supply chain operations, which transmit forward and reverse goods, services, cash and information. Relying only on inspections or border controls has proven to be always costly leaving doubts concerning the adequate inspection rate. Enterprises have very limited possibilities to self-acquire information related to the backgrounds of their business partners and prospect employees. Generally, crime is recognized to devastate social structures and fair competition. Additionally, private and political interest have emphasized crime preventive approach instead of post-crime measures, thus different kind of customs-government-trade partnerships are endorsed with mutual interest. The terrorist attacks in 2001 formed culmination point to concerns and approaches how to deal with terrorism and crime in supply chains. Since April 2002 several voluntary supply chain security programs and regulations have been established in global trade. The aim of the programs is simply to increase security in international supply chains. The companies fulfilling the security and safety criteria are considered to be secure and safe partners in the supply chain. The reliable traders respecting high standard security criteria benefit from trade facilitation measures: reduced data set for summary declarations, fewer physical and document-based controls, and priority treatment if selected for control. Supply chain security programs can be regarded as good international policy and practices when aiming at better secure supply chains against an intended posed crime act (theft, pilferage, money laundry, currency counterfeiting, industrial espionage, commodity counterfeiting, documents counterfeiting, malicious damage etc.). Additionally, implementation of programs have enabled several companies to gain collateral benefits, including better visibility to the supply chain, swifter response in case of any type of disruptions and lower insurance premiums. However, between security measures and benefits stands a black box, which makes unclear how security programs should be managed to maximize benefits. This publication aims at revealing the inner-side of the black-box. The guide presents and applies practices and procedures, which are approved in a sister discipline that is criminology. Rational choice and situational crime prevention are well-known approaches, which bring criminology down to earth in daily practices and decisions. Rational choice approach takes into consideration a variation and composition of potential crime offenders‘ motivations and capabilities to commit crimes. It supports security efforts and decisions concerning the strategic supply chain and operational design. Situational crime prevention approach provides tools to reduce the opportunities to commit crime and increase the risk of detection if deterrence fails. It focuses on crime opportunities in daily operations and resembles total quality management approach, which is well-known, proved and tried in supply chain and operational management. At last, situational crime prevention approach and total quality management approach are combined in new conceptual model for crime prevention in supply chains. AEO-programs are not self-explaining and self-executing programs. Quite the contrary, they just build a framework, where the compliance with requirements can be attained in several ways. We introduce an implementation model, which is based on teacher-learning cycle aiming at the most cost-efficient implementation in different companies and business units in various cultural conditions. Additionally, it supports government-private partnerships. The model is based on continuous improvement cycle. This guide has 10 chapters with following aims: Chapter 1 elucidates the background of supply chain security programs by presenting World Customs Organization‘s SAFE-program. Chapter 2 works as an incentive to start implementing AEO-supply chain security program. It lists potential benefits, which can be used as financial targets in implementation process. The list of benefits is based on comprehensive literature study. Chapter 3 describes how security issues are included in daily operations. Crime prevention and operational management practices are programmed in same conceptual framework. Chapter 4 elucidates AEO-requirements and appropriate security measures based on available security standards. Chapter 5 suggest methods allocate security resources in an efficient manner. Besides traditional risk assessment approach we emphasize inner-organizational co-operation and efficient communication when tracing crime related problems. Chapter 6 presents an implementation model based on continuous improvement and teaching-learning cycle. Chapter 7 presents customs AEO -audit approach. We give advises how the process could be conducted in an efficient way. Chapter 8 suggest an activity based cost management model, which makes security cost more transparent and traceable. Chapter 9 gives a short description concerning supply chain security technologies. Chapter 10 presents a short summary. Details: Helsinki: Aalto University, School of Science and Technology, BIT Research Centre, 2012. 103p. Source: Internet Resource: Accessed October 19, 2012 at: http://legacy-tuta.hut.fi/logistics/publications/Assuring_SC_Continuity.pdf Year: 2012 Country: International URL: http://legacy-tuta.hut.fi/logistics/publications/Assuring_SC_Continuity.pdf Shelf Number: 126764 Keywords: Cargo SecurityCriminal NetworksNational SecurityPorts-of-Entry, SecurityRational Choice TheorySituational Crime PreventionSupply ChainsTerrorism |
Author: U.S. Government Accountability Office Title: Supply Chain Security: CBP Needs to Conduct Regular Assessments of Its Cargo Targeting System Summary: The U.S. economy is dependent on the expeditious flow of millions of tons of cargo each day. Cargo containers are an important instrument of global trade but also can present security concerns. CBP is responsible for administering container security programs, and its strategy for securing maritime cargo containers includes analyzing information to identify shipments that may contain terrorist weapons or other contraband. Because CBP has insufficient resources to examine every container, targeters use ATS to target which container shipments should be examined. GAO was asked to assess CBP's targeting efforts. This report addresses (1) how ATS supports CBP's targeting of maritime cargo container shipments for national security purposes and (2) the extent to which CBP assesses the effectiveness of ATS's national security targeting rules. GAO analyzed fiscal year 2011 CBP data on shipments and containers arriving at U.S. ports and containers scanned at these ports. GAO also visited six CBP units selected on the basis of the percentage of maritime shipments that were scored as high risk or medium risk for national security purposes at these locations in fiscal year 2011, among other factors. GAO also analyzed documents, such as CBP's ATS performance measures. What GAO Recommends GAO recommends that CBP (1) ensure that future updates to the weight set are based on assessments of its performance and (2) establish targets for performance measures and use those measures to regularly assess effectiveness of the weight set. DHS concurred with these recommendations. Details: Washington, DC: GAO, 2012. 46p. Source: Internet Resource: GAO-13-9: Accessed November 29, 2012 at: http://www.gao.gov/assets/650/649695.pdf Year: 2012 Country: United States URL: http://www.gao.gov/assets/650/649695.pdf Shelf Number: 127035 Keywords: Cargo SecurityMaritime CrimeMaritime SecuritySupply Chain Security |
Author: U.S. Government Accountability Office Title: Transportation Security: Action Needed to Strengthen TSA's Security Threat Assessment Process Summary: The Transportation Security Administration (TSA) implements programs that, for example, ensure individuals with unescorted access to secure areas of the nation’s critical transportation infrastructure do not pose a security threat. Key to these programs are security threat assessments that screen individuals for links to terrorism, criminal history, and immigration status. TSA’s Adjudication Center serves as the primary operational component in this process. GAO was asked to examine the performance and staffing strategy of the center. This report addresses the extent to which 1) TSA has measured performance for the center and what the data show; 2) TSA offices have coordinated to meet security threat assessment workload; and 3) TSA addressed potential risks posed by using a mix of government employees and contractors to adjudicate security threat assessments. GAO analyzed TSA data describing the center’s performance since October 2010; reviewed documentation, including staffing plans; and interviewed TSA officials about data measurement and staffing practices. What GAO Recommends GAO recommends that TSA, among other things: direct the Adjudication Center to calculate an accuracy rate that includes adjudicator performance for cases where applicants were both approved and disqualified; share adjudicator staffing plans among key program offices; and update its Adjudication Center workforce conversion plan and provide it to DHS for review and approval. DHS concurred with our recommendations. Details: Washington, DC: GAO, 2013. 48p. Source: Internet Resource: GAO-13-629: Accessed August 8, 2013 at: http://www.gao.gov/assets/660/656051.pdf Year: 2013 Country: United States URL: http://www.gao.gov/assets/660/656051.pdf Shelf Number: 129590 Keywords: Airport SecurityCargo SecurityMaritime SecurityThreat AssessmentsTransportation Security (U.S.) |
Author: Donath, Max Title: Homeland Security and the Trucking Industry Summary: The University of Minnesota's Intelligent Transportation Systems (ITS) Institute was contracted by International Truck to undertake an analysis of commercial vehicle operations (CVO) and to determine how new technologies and post-9/11 security programs and policies may impact the operational environment of the trucking industry. The University of Minnesota and the American Transportation Research Institute, the research arm of the trucking industry, conducted a series of interviews, literature scans and analyses on security programs, industry trends and technology systems. The following report attempts to document existing and developing trends in CVO economics and technology investment with an emphasis on onboard systems, and their inter-relationships with security preparedness and issues and implications associated with homeland security imperatives. An in-depth review of smart card applications, biometric verification systems and cargo management devices are included. Details: Minneapolis: Dept. of Mechanical Engineering and the Intelligent Transportation Systems Institute, University of Minnesota; Alexandria, VA: American Transportation Research Institute, 2005. 103p. Source: Internet Resource: Accessed April 22, 2014 at: http://www.its.umn.edu/Publications/ResearchReports/reportdetail.html?id=1015 Year: 2005 Country: United States URL: http://www.its.umn.edu/Publications/ResearchReports/reportdetail.html?id=1015 Shelf Number: 132131 Keywords: Cargo SecurityHomeland Security Transportation Security Trucking Industry |
Author: U.S. Government Accountability Office Title: Supply Chain Security: CBP Needs to Enhance Its Guidance and Oversight of High-Risk Maritime Cargo Shipments Summary: From fiscal years 2009 through 2013, less than 1 percent of maritime shipments arriving in the United States were identified as high risk by U.S. Customs and Border Protection (CBP), but CBP does not have accurate data on their disposition (i.e., outcomes). CBP officials (targeters) are generally required to hold high-risk shipments for examination unless evidence shows that an examination can be waived per CBP policy. In particular, targeters at Advance Targeting Units (targeting units)-responsible for reviewing shipments arriving at ports within their respective regions-can waive an examination if they determine through research that (1) the shipment falls within a predetermined category (standard exception), or (2) they can articulate why the shipment should not be considered high risk (articulable reason), such as an error in the shipment's data. GAO found that CBP examined the vast majority of high-risk shipments, but CBP's disposition data are not accurate because of various factors-such as the inclusion of shipments that were never sent to the United States-and that the data overstate the number of high-risk shipments. On the basis of GAO's analyses and findings, CBP is taking steps to correct its data. When determining the disposition of high-risk shipments, CBP's targeting units are inconsistently applying criteria to make waiver decisions and are incorrectly documenting the reasons for some waivers. CBP policy lacks definitions for standard exception waivers. As a result, targeters are inconsistently applying and recording standard exception waivers. Because of these inconsistencies, some targeting units may be unnecessarily holding shipments for examination, while others may be waiving shipments that should be examined. Developing definitions for standard exceptions could help ensure that CBP examines shipments as intended. Further, some targeters at targeting units GAO visited were unaware of the guidance on articulable reason waivers and were incorrectly documenting these waivers. As a result, CBP cannot accurately determine the extent to which articulable waivers are being issued and used judiciously per CBP policy. Updating and disseminating guidance in policy could help ensure targeters correctly document such waivers. CBP has efforts in place, such as self-inspections, to provide oversight of its policies on the disposition (whether examined or waived) of high-risk shipments; however, these efforts are not sufficient. For example, the limited sample size of shipments used in self-inspections does not provide CBP with the best estimate of compliance at the national level. In addition, CBP's method for calculating the compliance rate does not accurately reflect compliance because it is not based on the number of shipments sampled. Developing an enhanced methodology for selecting sample shipments, and changing the method for calculating compliance, could improve CBP's estimate of compliance and its ability to identify and correct deficiencies. The U.S. economy is dependent on a secure global supply chain. In fiscal year 2013, approximately 12 million maritime cargo shipments arrived in the United States. Within the federal government, CBP is responsible for administering cargo security, to include identifying "high-risk" maritime cargo shipments with the potential to contain terrorist contraband. GAO was asked to review CBP's disposition of such shipments. This report discusses (1) how many maritime shipments CBP determined to be high risk and the extent to which CBP has accurate data on the disposition of such shipments, (2) the extent to which CBP consistently applies criteria and documents reasons for waiving examinations, and (3) the extent to which CBP ensures its policies on the disposition of high-risk shipments are being followed. GAO analyzed CBP data on maritime shipments arriving in the United States during fiscal years 2009 through 2013. GAO also visited four CBP targeting units selected on the basis of the percentage of maritime shipments they waived, among other factors. Details: Washington, DC: GAO, 2015. 41p. Source: Internet Resource: GAO-15-294: Accessed February 4, 2015 at: http://www.gao.gov/assets/670/668098.pdf Year: 2015 Country: United States URL: http://www.gao.gov/assets/670/668098.pdf Shelf Number: 134536 Keywords: Cargo SecurityMaritime CrimeSupply Chain Security (U.S.) |
Author: Policy Research Corporation Title: The impact of 100% scanning of U.S.-bound containers on maritime transport Summary: On the 3rd of August 2007 former President Bush signed into law the Implementing Recommendations of the 9/11 Commission Act which requires the scanning of all U.S.-bound containers by radiation detection and non-intrusive inspection equipment at a foreign port before being loaded on a vessel. At the European Commission level it was agreed to prepare a "long-term assessment of the impact of 100% scanning in order to be ready for the discussion with the new U.S. Congress and administration". The study ‘The impact of 100% scanning of U.S.-bound containers’ was awarded to Policy Research Corporation and analyzes the impact of the obligation of 100% scanning of U.S.- bound containers before shipping: - on port facilities and ports, including their competitiveness; - on transport towards ports and on adjacent regions; - and finally also on the U.S. production using components shipped via European ports. The study started in October 2008 with an extensive literature search, in particular legal documents and papers considering the operation and economic impact of the 100% scanning rule. In a second phase data collection was combined with a series of interviews and field trips, directed to Port Authorities, Terminal Operating Companies, transport operators, professional associations, forwarders and any other stakeholders. For these interviews and field trips a selection was made of 14 European ports including the main U.S.-bound containerized cargo. Details: Antwerp: European Commission, Directorate-General Energy and Transport, 2009. 83p. Source: Internet Resource: Accessed December 21, 2016 at: http://ec.europa.eu/transport/sites/transport/files/themes/security/studies/doc/2009_04_scanning_containers.pdf Year: 2009 Country: Europe URL: http://ec.europa.eu/transport/sites/transport/files/themes/security/studies/doc/2009_04_scanning_containers.pdf Shelf Number: 147790 Keywords: Cargo SecurityMaritime CrimeMaritime TransportShipping IndustryTransportation Security |
Author: U.S. Government Accountability Office Title: Supply Chain Security: Providing Guidance and Resolving Data Problems Could Improve Management of the Customs-Trade Partnership Against Terrorism Program Summary: What GAO Found Staff from U.S. Customs and Border Protection's (CBP) Customs-Trade Partnership Against Terrorism (C-TPAT) program have faced challenges in meeting C-TPAT security validation responsibilities because of problems with the functionality of the program's data management system (Portal 2.0). In particular, since the system was updated in August 2015, C-TPAT staff have identified instances in which the Portal 2.0 system incorrectly altered C-TPAT members' certification or security profile dates, requiring manual verification of member data and impairing the ability of C-TPAT security specialists to identify and complete required security validations in a timely and efficient manner. While the focus of CBP's staff was initially on documenting and addressing Portal 2.0 problems as they arose, the staff have begun to identify root causes that led to the Portal 2.0 problems. For example, CBP staff cited unclear requirements for the system and its users' needs, coupled with inadequate testing, as factors that likely contributed to problems. In response, CBP staff have outlined recommended actions, along with time-frames for completing the actions. The staff stated that they will continue to work on identifying and addressing potential root causes of the Portal problems through 2017. C-TPAT officials told us that despite the Portal 2.0 problems, they have assurance that required security validations are being tracked and completed as a result of record reviews taking place at field offices. However, these field office reviews were developed in the absence of standardized guidance from C-TPAT headquarters. While the current validation tracking processes used by field offices do account for security validations conducted over the year, standardizing the process used by field offices for tracking required security validations could strengthen C-TPAT management's assurance that its field offices are identifying and completing the required security validations in a consistent and reliable manner. CBP cannot determine the extent to which C-TPAT members are receiving benefits because of data problems. Specifically, since 2012, CBP has compiled data on certain events or actions it has taken regarding arriving shipments—such as examination and hold rates and processing times—for both C-TPAT and non-C-TPAT members through its Dashboard data reporting tool. However, on the basis of GAO's preliminary analyses and subsequent data accuracy concerns cited by C-TPAT program officials, GAO determined that data contained in the Dashboard could not be relied on for accurately measuring C-TPAT member benefits. Also, CBP has likely relied on such questionable data since it developed the Dashboard in 2012, and, thus, cannot be assured that C-TPAT members have consistently received the benefits that CBP has publicized. C-TPAT officials stated that they are analyzing the Dashboard to finalize an action plan to correct the data concerns. It is too soon to tell, though, whether this process will fully address the accuracy and reliability issues. Despite these issues, C-TPAT officials are exploring new member benefits, and industry officials we met with generally spoke positively of the C-TPAT program. Why GAO Did This Study The economic well-being of the United States depends on the movement of millions of cargo shipments throughout the global supply chain—the flow of goods from manufacturers to retailers or other end users. However, cargo shipments can present security concerns. CBP is responsible for administering cargo security and facilitating the flow of legitimate commerce. CBP has implemented several programs as part of a risk-based approach to supply chain security. One such program, C-TPAT, is a voluntary program in which CBP staff validate that members' supply chain security practices meet minimum security criteria. In return, members are eligible to receive benefits, such as a reduced likelihood their shipments will be examined. This report assesses the extent to which (1) CBP is meeting its security validation responsibilities, and (2) C-TPAT members are receiving benefits. GAO reviewed information on security validations, member benefits, and other program documents. GAO also interviewed officials at CBP headquarters and three C-TPAT field offices chosen for their geographical diversity; as well as select C-TPAT members and trade industry officials. What GAO Recommends GAO is recommending that CBP develop (1) standardized guidance for field offices regarding the tracking of information on security validations, and (2) a plan with milestones and completion dates to fix the Dashboard so the C-TPAT program can produce accurate data on C-TPAT member benefits. DHS concurred with GAO's recommendations. Details: Washington, DC: GAO, 2017. 37p. Source: Internet Resource: GAO-17-84: Accessed February 21, 2017 at: http://www.gao.gov/assets/690/682620.pdf Year: 2017 Country: United States URL: http://www.gao.gov/assets/690/682620.pdf Shelf Number: 141135 Keywords: Cargo SecuritySupply Chain Security Supply Chains Terrorism |
Author: Ekwall, Daniel Title: Theft of Goods in Ports: A review of TAPA EMEA IIS statistics Summary: This report examines patterns of reported cargo thefts at maritime transport facilities in Europe, the Middle East, and Africa (EMEA) with respect to frequency, incident category, modus operandi, and targeted product category. The analysis is based on data obtained from the Incident Information Service (IIS), a database of transport-related crimes from the Transported Asset Protection Association (TAPA) in the EMEA region. The results are analysed and discussed within a frame of reference based on supply chain risk management and criminology theories. We find that maritime transport facilities constitute a rare target location for cargo thieves, as only 102 of more than 24,500 incidents (0.4%) in the IIS database occur there. Nevertheless, some conclusions can be made. First, there seems to be seasonality in day of the week, but probably not in month of the year. Second, violent and fraudulent modi operandi of theft at maritime transport facilities are about as common as in the whole data set. Thus, it could be conjectured that the impact from violent and fraudulent incidents is several times higher than the most common types of incident category or modus operandi, although this is unsupported in this study. The product categories signal that there is big variation in value in stolen goods. Third, it is possible that potential perpetrators consider security levels at maritime transport facilities to be higher, leading to fewer theft attempts. This study is limited by the content of and classifications within the TAPA EMEA IIS database. Details: Turku, Finland: HAZARD Project, Turku School of Economics, University of Turku, 2018. 38p. Source: Internet Resource: Publications of the Hazard Project, 18:2018: Accessed November 27, 2018 at: http://www.utu.fi/en/sites/hazard/publications/Documents/HAZARD%20Publication%2018%20Theft%20of%20Goods%20in%20Ports.pdf Year: 2018 Country: International URL: http://www.utu.fi/en/sites/hazard/publications/Documents/HAZARD%20Publication%2018%20Theft%20of%20Goods%20in%20Ports.pdf Shelf Number: 153852 Keywords: Cargo SecurityCargo TheftHot ProductsMaritime CrimePort SecurityStolen GoodsTheft of Goods |