Page 20: of Maritime Reporter Magazine (November 2002)

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Government Update er. The Coast Guard has also issued guidelines for port security committees and for preparation of port security plans.

The Coast Guard also resurrected a regulation originally promulgated in 1952 requiring maritime identification credentials. The regulation, which had not been enforced in decades, requires persons wanting access to waterfront facilities, areas within a port or harbor, vessels, and harbor craft to carry and produce upon proper request identifica- tion credentials acceptable to the U.S.

Coast Guard. To be acceptable, the cre- dential must (at a minimum) be laminat- ed or otherwise secured against tamper- ing and contain the person's full name, a current photograph, and the name of the issuing authority. Acceptable creden- tials include a military identification card, a badge for a federal employee, a driver's license or official identification card issued by a Department of Motor

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Vehicles within the U.S., a merchant mariner's document issued by the U.S.

Coast Guard, a valid passport, a local law enforcement credential, an identifi- cation credential issued by a state or local port authority, or an identification credential issued by a company, union, or trade association. Meanwhile, the

U.S. Department of Transportation is at work developing standards for a Nation- al Transportation Workers' Identification

Card (TWIC) and the International

Labour Organization (ILO) is develop- ing standards for an internationally uni- form and secure Seafarer's Identification

Document.

Customs Service Initiatives

The Customs Service recently issued a proposed rule that would, if it comes into effect, require ocean carriers to electronically present detailed manifest information to the agency at least 24 hours prior to lading the cargo on a ves- sel bound for the United States. The proposal would also require that the manifest report include a precise description and weight of the cargo or, for a sealed container, the shipper's declared description and weight. Gener- ic descriptions, such as FAK (freight of all kinds), general cargo, and STC (said to contain) would not be acceptable.

The proposal has engendered severe criticism as being commercially unworkable.

In addition to the proposed 24-hour advance manifest reporting requirement, the U.S. Customs Service has undertak- en a variety of measures to enhance cargo security. It has increased the per- centage of cargo (particularly container- ized cargo) that is subject to inspection.

It has deployed non-intrusive inspection devices (such as large x-ray and gamma- ray equipment) to examine entire con- tainers in one sweep without breaking the seals. The Customs-Trade Partner- ship Against Terrorism (C-TPAT) enlists shippers, carriers, and intermediaries in a voluntary program to enhance security throughout the international supply chain. C-TPAT participants can expect a lower level of Customs scrutiny for cargo and vessels arriving in the United

States. The Container Security Initiative (CSI) is a bi-lateral program with cus- toms agencies in other nations whereby

U.S. Customs officials working along- side host-nation customs officials help identify containers bound for the United

States that should be subjected to increased scrutiny. The goal is to expe- dite processing of containers from those

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