DHS Report Analysis and Review

Purpose
This section includes Strategic Strategy Objectives. The core of this section is to develop, implement, and update a method to augment international cargo supply chain security. The strategy included reflects already established work from various agencies involved in the supply chain security and as describes how upcoming actions will be mandated and integrated by SAFE Port Act to achieve this goal. From here the section transitions into major improvements for international cargo supply chain security beginning with September 11, 2001. The kinds of improvements made have been: “the Maritime Transportation Security Act, the development of the National Strategy for Maritime Security and its eight supporting plans, and multiple individual agency initiatives” (DHS, p. 6).
The focus of the ‘Purpose’ section is to not replace more detailed plans that already exist. Rather, it is to seek to outline tactical and strategic plans connect with the multiple programs and initiatives already in process. Such a strategy describes security efforts beginning in cargo origination, drayage to foreign ports, conveyance or loading on vessels in foreign ports, arrival at or movement to domestic ports of entry, and so forth. Moreover, the strategy details trade resumption efforts, providing a more general decision tree to enable rapid prioritization of vessels and cargos in case there is supply chain disruption.
The section includes a definition of the problem, a description of the international cargo supply chain like: storage waiting for processing, movement to deconsolidation point, storage awaiting transport and so forth. The next part of this section covers securing the supply chain with focus on ensuring integrity of millions of maritime cargos contains that enter the U.S. each year. There is risk assessment, goals, and strategic objectives. Part III involves Scope which is a reiteration of the previous part and Part IV is Guiding Principles. These will be covered in the next two sections.
Scope
The Scope section addresses security of cargo moving via the international supply chain to and from the United States. “The approach is based on the principal the supply chain security is best accomplished as an end-to-end process with specific checks and verifications at critical nodes. The focus of this strategy are shipments” (DHS, p. 16). The focus of the shipments strategy is to recognize foreign sovereignty like foreign nations’ requirements and regimes for cargo that go into their ports. Such a strategy utilizes risk-based methods for promotion of collaboration and cooperation with foreign trading partners for the securing of vessels and cargo with a United States destination. This helps secure domestic ports and is aimed to mitigate any threats to these ports.
The next part of this section deals with Boundaries and Constraints that deals with the movement of cargo in said international supply chain. What this strategy does not do is address recreational vessels, commercial activity in domestic ports, or passenger movement. Additionally, the strategy does not offer additional prioritization coordination measures. Relationship to Others Plans and Strategies represents the next part of the ‘Scope’ section and points out specific legislation that has led to creation and implementation of strategic and tactical plans. Some of these plans are: Maritime Infrastructure Recovery Plan, Maritime Transportation Security Plan, and Area Maritime Security Plans.
Additional strategies listed involve Presidential directives and others like the HSPD-3, HSPD-5, HSPD-7, HSPD-8, HSPD-13 and what these entail is the security and coordination strategy for international organizational support and enhanced maritime security. Overall, these plans seem extremely repetitive and just keep mentioning already established objectives like enhanced maritime security and protection of international supply chain.
Guiding Principles
The Guiding Principles section helps break down what the Purpose is and underlying details of the objectives. “In its simplest form, international supply chain security requires that the cargo is secure from the point of origin, and that it remains secure during transit until the point of deconsolidation and domestic distribution” (DHS, p. 27). To set about accomplishing this goal they described 4 parts of what make the base for the guiding principles. These are: accurate information sharing, secure cargo and transit, and compatible regulations and international standards. This seems to be the underlying need as described in the last two sections, however, in this section, it is explicitly stated and done so in a simple, easy to understand format.
What is a significant part and what was lacking in the previous sections was the introduction of the role of technology. To explain that security technology is an ongoing innovation is important because it implies that there needs to be constant changes made to security because of the new technologies always available. They reinforce this by stating a more secure supply chain leads to a higher efficiency supply chain. They then introduce the concept of layered security showing various chances to mitigate threats can be a more superior approach than creating and implementing only a single point of defense.
The next part of this section deals with economic impact, All-Hazards Planning, Scalability, and National Incident Management System. These parts are vital in understanding why these strategies should be implemented in the first place. For example, in the NIMS part, “In accordance with NIMS, incidents are generally handled at the lowest jurisdictional level possible” (p. 30). From there, the section moves forward with prevention, response, and recovery. This part of the section feels drawn out as a lot of the information is common sense and can be applied in many scenarios and have been.
Considerations
This section is also straightforward and enabled the quick explanation and analysis of some broad-based assumptions considered. One example of this is one concerning expansion of trade. “Expansion of trade will result in expansion of infrastructure to accommodate cargo flow” (p. 34). This is an important one because this is where it feels the direction of the strategy is really heading. Everything up until this piece is discussing security. However, this is when there is explicit mention of expansion of infrastructure.
If there is expansion of infrastructure, then that is why there is a need to update technologies, provide additional security in the international supply chain, and understand the rules of international ports. Another part of this short section shows additional motives or expansion of the base goal to expand infrastructure. “Prevention, response, and recovery actions will take place at the national, regional, and local levels, depending upon the character and scale of the incident, and other pertinent factors” (DHS, p. 34). Interestingly, they mention that is not DHS policy along with their component agencies, to take deliberate and measured steps regarding security enhancement.
They go on by mentioning they do not close every port automatically from based off one or multiple incidents. Such actions generate uncertainty in the direction of the agency. If the real desire to expand infrastructure and they can only do so much security-wise, why then is there a push for security enhancement? Perhaps the next section will be able to answer this question.


Methodology Roles
They used a multi-tiered approach for their strategy and this part of the methodology. Y introducing this through a Plan Development/Review Process image, it is much easier to see who are reviewing what. For example, the interagency reviews are listed as well as International Consultations. Does that mean that based on opinions from international consultations, there will be interagency reviews? The figure they used although useful in seeing this more clearly, fails to connect the phrases and concepts presented. They did however mention that the strategy must be submitted in the form of a report due to the SAFE Port Act. “In 2006, Congress passed the Safe Port Act to help ensure that maritime transportation infrastructure was effectively secured from the threat of terrorism. Today, 10 years since the enactment of the law, are U.S. ports safe” (Willis, 2016)? Some critics of the acts state it has done little to increase port security.
The purpose of this report for enhance of security because of the desire to expand infrastructure. If State and Local stakeholders are affected by decisions made within the guidelines of this act, it is interesting to see their methodology which leads into the next section: Roles, Responsibilities, and Authorities. This section includes things like: move into USCG jurisdiction and be subject to the transportation and commerce regulations and laws from originating country. They try to explain the possible impact in supply chains of international jurisdictions. They understand the complexities of the supply chain and go into further explanation on the Department of Homeland Security. This part felt unnecessary as they already listed in a previous section their own limitations.
Oddly, they also added information about the United States Coast Guard as well as the United States Customs and Border Protection (CBP). Although with CBP, they did provide information on how they can respond to supply chain disruptions, making them a vital part of implantation of any enhanced security strategy. Immigrations and Customs Enforcement is also important seeing as part of the strategy involves respecting the regulations of foreign ports, there is also a need for foreign countries to do the same.
References
DHS. (2015, July 13). International Supply Chain Security. Retrieved from https://www.dhs.gov/publication/international-supply-chain-security
Willis, H. H. (2016). Ten Years After the Safe Port Act, Are America's Ports Secure? Retrieved from https://www.rand.org/blog/2016/04/attractive-targets.html