Port Security Customs and Border Protection

Port Security The CBP (Customs and Border Protection) is a unit in the homeland security department and is the agency responsible for regulating, monitoring and facilitating flow of products at the points of entry. CBP policy formulation is done is such a way as to ensure that there is smooth movement of cargo through the border line. CBP enforces the customs and trade rules which are put in place with a view of protecting businesses and customers in the U.S. and collect revenue.

CBP also enforces security laws for imports formulated with an objective of preventing illegal drugs, mass destruction weapons and contraband commodities from accessing the U.S.A. The U.S. congress is charged with the duty of defining and authorising the functions of international trade within CBP, allocation of funds for conducting program CBP oversight.

The current laws authorising facilitation of trade and enforcing CBP functions are centred on a balance of trade community and CBP relationship with a foundation of reasonable care, informed compliance and shared responsibility (Jones & Rosenblum, 2013). States in the maritime zone are faced with 2 primary tests from this moment until 2020. To begin with there is a need to control the utilization of oceans by humans since maritime environments have to be protected. Secondly, the growth of illegal activities that have accompanied increase growth of genuine maritime activity must be checked.

From the perceptive of nations the ocean is not anymore an unregulated space or some barrier useful only for crossing. America has to enforce certain rules aimed at safeguarding her security and economic interests. People must be on board the protection efforts for the ocean and alleviate any conflict that is likely to arise due to the competition for resources at sea. To achieve this sound and accurate agenda must be formulated for 21st century.

Whatever it is that is being transported by ship, whether people, petroleum products, dry cargo etc. The ocean will always be a lucrative transportation mode for the foreseeable future. Most commodities that are being moved via the sea will continuously consist of products being legally moved through lawful means. Large Ferries and ships will most likely have some sizeable impact on marine transport in coming days. Developments in marine transport and other means will continually pose safety challenges in the U.S.

Challenges will grow as sea trade increases threefold by 2020 (Banlaoi, 2005). The downside of increased maritime activity and the globalisation of the economy is the facilitation of the growth of international crime. Drug trafficking, people smuggling and arms smuggling has become big business in recent times. Transnational crimes are unlikely to go away by 2020. Chances are that such crimes will only increase. Corruption perpetuated by organised criminal groups which control illegal activities will definitely threaten security and safety of people and governments.

Organised crime groups have an ability to come up with strong alliances and therefore infiltrate international borders sooner than later hence compromising State security (Banlaoi, 2005). CBP has been separated from DRO and this has caused challenges in the national coordination efforts. The two agencies are different and they pursue different priorities and separate processes of strategic planning. The budgets formulated for DRO and CBP are separate. There is no coordination or communication regarding the priorities or mission.

DRO is responsible for the projection of staff needs and detention of bed space without considering any arrest projection and apprehensions from CBP. CBP, on the other hand, develops apprehension initiatives for the future without any counsel from the capabilities for processing from DRO (Skinner, 2005). On the 25th of November 2002 the then president of the United States, Gorge W. Bush, appended a signature on the 2002 Homeland security statute. HSA also founded BTS. BTS entails two bureaus which are the border security bureau and custom service.

Custom service ought to have included the USCS organisation legacy save for some functions on revenue collection that ought to have remained in the treasury department. BTS was also the border security bureau. HSA moved this responsibility to BTS’s program under secretary and the personnel at INS border patrol’s intelligence, inspection, investigation, removal and detention programs. The bureau’s assistant secretary has the authority to begin a policy associated with the boarder security bureau and administer implementation processes (Skinner, 2005).

Another aspect of the maritime security layers strategy is a security plan for maritime transportation. This is an interagency activity aimed at building a predominant protection country strategy for American ports. There have been security concerns at seaports hence necessitating some shared response from the Nation. MTSA (Maritime Transportation Security Act) was started with an objective of assisting in the protection of the waterways and ports from any terrorist invasion by demanding some fundamental improvements in security.

The most notable requirements incorporated in MTSA include a vulnerability assessment for the vessels and facilities at port, development of planned security with a view of mitigating the identifiable risks from the maritime system, port facilities, vessels and the port itself, development of TWIC (Transportation Worker Identification Credentials), biometric identification processes for foreign port assessment from the point where vessels depart en-route to the U.S. The homeland security department is a product of the enhanced security environment necessitated by the aftermath of the 9/11.

DHS is charged with the administration of framework. It also sets security priorities for the purpose of enabling trade (Banlaoi, 2005). Since MTS is complex the balancing act between commerce and security may not be achievable without participation and cooperation of both the international and domestic stakeholders engaged in systems operation. It is the goal of every stakeholder to witness enhanced security although no one wants a situation where efficiency is derailed. In their minds stakeholders are concerned about the security measures and their impact on operational capabilities.

It is also important but probably not fundamental to understand how the security measures assist in the reduction of MTS risks. The understanding from stakeholders on how the private and public input will assist in positively impacting the function and resilience of MTS is important for the alleviation of concerns and for the enhancement of the contribution resolve (Department of Homeland Security, 2005). Maritime functions inside the MTS network of operation have aspects that entail the waterways, port facilities, waterway infrastructure, users, intermodal relations and vessels.

The components are linked by the fact that they share important interfaces with one another and have a predominant information system like the MDA (Maritime Domain Awareness) and commerce systems (Department of Homeland Security, 2005). There are four primary elements focused on for the improvement of MTS security and they are: · Interface security: This security deals with corruption potential between transportation modes and on the interactions between various MTS components · Component security: The component security and MTS makes sure that the physical component i.e.

vessels, cargo, vehicles, infrastructure tools, and facilities have preventative measures against exploitation and against attack · Network security: This is a worldview focusing on security enhancement throughout the predominant systems responsible for driving MTS in its entirety. · Information security: This security makes sure that fundamental data systems remain safe from corruption or terrorist exploitation and are available for the support of maritime operations such as the management of security functions.

It is important to view MTS as the overarching system that assists in strategic security development plan for the fulfilling of the mission to enhance the security status of the maritime system of transportation (Department of Homeland Security, 2005). The security of the maritime system of transportation is quite essential in the worldwide maritime security strategy.

In the next 10 years the strategy has to ensure there are holistic solutions, some changes meant to address infrastructure and the intermodal relations that are fundamental for the movement of people and goods all over the world. In order to improve security management MTS will have to enhance security management processes through consistent application and development of methodologies to track and prioritise the security outcomes improvement efforts. The federal government has done a lot in security since 9/11.

This has made MTS stronger and more secure to deter and counteract terrorism hence alleviating assets vulnerability and placing enough measures for the mitigation of terrorism consequences. At the heart of the security efforts are principles for risk management which form the framework for risk characterisation, balance between functionality, security of the systems, and prioritisation of efforts and resources (Department of Homeland Security, 2005).

The agency has to also cultivate an interagency management plan for security aimed at improving sharing, transparency, protection and quality of critical information security among the shareholders of MTS including MTS operators, the local government, state, and federal agencies. A number of operators and agencies comprise the MTS protection security nets. In order to effectively perform their duties in the effectiveness of security stakeholders have to have critical information. This information is shared among databases in all agencies (Department of Homeland Security, 2005).

The global system for maritime transportation will need to manage and create coordinated stakeholder networks for better acceptance of responsibilities and for reinforcing maritime security. The stakeholders have to be active and engaged in their efforts to alleviate security dangers in maritime areas. The maritime security national strategy is founded on the need to provide protection from risky issues. Maritime organisations are important for their fundamental role in the provision of protection.

All security risks and vulnerabilities related to MTS may not be comprehensively handled by one agency the efforts have to be collaborative (Department of Homeland Security, 2005). It is important to encourage technological development as a way of addressing the security vulnerabilities and enhance the security network in the existing system of maritime transportation. MTS changes essential for the integration of technologies for security purposes have to be identified and supported. Technology is.