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Maritime Risk

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16 Maritime Professional 1Q 2011 exist, there is a private sector firm that claims otherwise and if implemented, could have alerted its presence on the recent

Yemen incidents (Gatekeeper, USA, Rockville Maryland,

WWW.GATEKEEPERUSAINC.COM).

The detection results are then transmitted in real time or close to real time to whomever is programmed to receive the data. Another U.S. Manufacturer can provide CSDs that uti- lize redundant systems offering a backup in case of any net- work failure.

It uses Cellular, Satellite, and WLAN (GlobalTrak, a

Division of System Planning Corporation, Arlington Va.,

WWW.GLOBALTRAK.COM/). There are also private-sector-devel- oped air-cargo sensors (FlightSafe, WWW.NC4.US/DOCU-

MENTS/LOJACKSCI_SC_ISAC.PDF). Beyond this, companies can secure and globally track shipping containers with devices providing real-time information about the condition and loca- tion of commercial cargo and high value assets (TrakLok,

Knoxville, TN, HTTP://TRAKLOK.COM/INDEX.HTML).

Finally, there is technology that utilizes an "authorized agent" feature of an accountable person who must be elec- tronically identified as the person verifying the cargo, its quantity, and condition, arming the CSD, and sealing the con- tainer for shipment from origin (Powers International, LLC,

Greenville, South Carolina, WWW.POWERSINTLINC.COM). The container is then monitored to destination where another "authorized agent" opens the container and verifies the cargo, quantity, and condition. This technology establishes a "chain of custody" from origin to destination and is being imple- mented in Europe and soon in Asia and Mexico.

Lastly, the U.S. private sector has recently established in the summer of 2010 a national organization to serve in an educa- tional role to inform DHS, CBP, and other federal agencies as appropriate about advances in supply chain security. The

Cargo Intelligence and Security Association (CISA) had its first meeting in September with DHS with positive results.

LOOKING BACK: PLUNGING AHEAD

The movement to modernize data communications and col- lection, and to establish standards to secure the global supply chain began before September 11th, 2001. But it was 9/11 that mobilized the United States to take the lead in establish- ing container security programs and technology. DHS has since lost its way to others, especially the European Union as exemplified by its Seventh Framework Program, its

Authorized Economic Operator program, and its efforts to cooperate with other nations and the private sector as empha- sized by the WCO. Nevertheless, the U.S. private sector con- tinued to invest in and develop modern hardware, programs, and systems to secure the container supply chain.

It is also the private sector through associations like CISA that is offering assistance to DHS in developing and improv- ing its systems to meet industry needs while meeting its secu- rity mission requirements and goals. Most importantly, it is

DHS's realization that cooperation and not imperious deci- sion-making that will support mission attainment, help the private sector, and provide for all of us the security we expect.

For DHS, it is truly time to Lead, Follow or Get Out of the

Way.

Insights

The Author

Dr. Giermanski is the Chairman of Powers Global Holdings, Inc., and

President of Powers International, LLC, an international transportation security company. He is co-inventor of a patent issued in the U.S. and in 32 other countries connected to transport container security.

Maritime Logistics Professional

Maritime Logistics Professional magazine is published six times annually.