Page 42: of Maritime Reporter Magazine (August 2004)

65'" Anniversary Edition port security. Who can forget the pic- tures of Coast Guard patrols, complete with handler and dog, walking the beaches on both coasts? The number of

Coast Guard personnel on active duty, during World War II. grew to 241,093 with 22% or 53,040 (Note 3) specifical- ly assigned to port security duties a sig- nificant difference from the 39.000 active duty men and women currently serving in the Coast Guard worldwide.

Following the end of World War II and the reduction in force, the Coast Guard again returned to the traditional mission mix. At the same time that this was occurring the political landscape of the world was continuing to change with the rise in power of communism in several locations. With the United States entry into the Korean conflict. Congress again looked at the ports as being a potential critical vulnerability and responded by reinforcing the authorities under the

Espionage Act by enacting the

Magnuson Act. The act expanded the

Coast Guard's authorities beyond the limited scope of the Espionage Act to include protection of vessels, harbors, ports and waterfront facilities in the U.S.

From this law spawned the COTP's authority to establish and enforce securi- ty zones. After the Korean War ended and throughout the Cold War emphasis on port security remained, but not as a top priority within the Coast Guard, as new missions were added with little growth in personnel or funds. Instead, port safety became increasingly impor- tant to COTPs as they sought to ensure the safe operation of commercial vessels and facilities. Still, port security opera- tions continued, primarily as a mission for the Coast Guard Reserve in support of military out loads.

Following 9-11, the Coast Guard responded immediately deploying its fleet of small boats and cutters to protect the nation's ports and waterways from acts of terrorism; once again port securi- ty became a top priority for the service.

Congress also acted quickly in support of the Coast Guard, passing the

Maritime Transportation Security Act of 2002 (MTSA). This massive 592-page bill expanded and reinforced the Coast

Guard's authority, responsibility and leadership role for port security. It may be viewed as the final maturation of the

Coast Guard's port security authorities into one comprehensive and overarching mosaic. The MTSA also solidified the responsibility that waterfront facility and vessel owners and operators have for their own security.

The act, which comes into full effect on July 1st 2004, gives the COTP clear authority to enforce requirements for vessels and waterfront facilities that have the potential for a "transportation security incident" (i.e., a significant loss of life, economic loss of environmental impact) to develop and implement secu- rity plans. The act further designates the

COTP as the Federal Maritime Security

Coordinator or FMSC responsible for forming a committee of port security stakeholders (Federal, state, local and industry) to develop, implement and exercise maritime security plans for their respective zones.

The result of MTSA has been a part- nership that has created a formidable layered defense within the 47 COTP zones in the United States. The first layer is the internal security mandated by law and implemented by facilities and vessels. Local law enforcement and the Coast Guard provide the next layer conducting water and shore side patrols in the ports and waterways. The layers then expand outward as the Coast

Guard, Navy and other Federal agencies

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