9/11: The Importance Of National Security

The events of 9/11 showed us the importance of national security. The attack highlighted the weakness in identifying and denying asymmetrical style attacks against the United States. Port security, along with aviation, ground transportation, customs and other realms of security have seen their share of changes after 2001. In regards to seaborne trade, more than 95 percent of the nation's imported cargo moves through America's 361 seaports each year, and the maritime industry contributes more than $1 trillion to America's annual gross domestic product (Chris, para. 16). The United States port system and that of the worlds is one of the most vital transportation nodes when talking about volume, capacity, and revenue. To strengthen this vital

resource the United States enacted the Maritime Transportation Security Act (MTSA) in 2002. It is probably the most important change in regards to port security and national security implemented after 9/11.
Seaborne trade by volume is greater than any other method of moving cargo into other countries. For perspective, in 2001, approximately 5,400 commercial ships made more than 60,000 U.S. port calls (Frittelli, 2003, p.2). Prior to 9/11 any number of those stops within our ports could easily have allowed unauthorized personnel or materiel into the United States without a fair chance of being found. This was partially due to simple priorities. Leading up to 9/11, federal attention at ports tended to focus on navigation and safety issues, such as dredging channels and environmental protection (Wrighton, 2003, p.5). Security, while important, was put on the back burner so that it could not impede growth. The MTSA changed the priorities for United States ports. The country now knew the new face of its enemy. With intelligence that identified 15 cargo ships having links to al Qaeda, the country understood that an attack could happen anywhere at any time (Frittelli, 2005, p.11).
As new legislation is concerned, the MTSA did not take all together that long to get passed by Washington. The bill was introduced on July 20, 2001 and passed the Senate that December. The House passed the MTSA is June of 2002 with a few changes and in November a Senate committee relooked and approved the Bill and sent it back to Congress, the same day the House approved the Bill which was forwarded on to the President who signed it on November 25th (GovTrack.us). The MTSA is a comprehensive Bill that incorporates more than just port security. To have it pass both Houses and get signed in less than two years shows the priority national security had taken.
In the MTSA, section 102, chapter 701 directly talks about port security.

While the entire Bill lays out new regulatory guidance and authority for existing and new government agencies. Section 102 directly talks about methods, policy, and programs that will be enacted to safeguard ports and harbors. The first change the MTSA dictates is how the Coast Guard or its designee will conduct assessments of all existing port facilities and vessels. These assessments will identify critical assets, threat to these assets, and weaknesses in physical security (GPO, 2002, p.7). Overall these assessments will allow Homeland Security to prioritize critical infrastructure and assign limited assets to the most valuable locations. These assessments will also provide the security managers at these locations with updated knowledge of their vulnerabilities and what needs to be

upgraded.
The Bill creates a national and area Maritime transportation security plans.

These plans are to be used to deter and when responding to a maritime incident (GPO, 2002, p.7). These plans will lay out response procedures, asset availability and locations, policies, and techniques. The premise of this section is to limit the secondary and tertiary effects of a maritime incident in order to limit the economic impacts of such an event. Part of these plans will direct methods to reestablish the flow of commerce to other transportation nodes to limit the detrimental effects the loss of a port would have on the entire economy. The encompassing part of this section is the focus on methods and procedures on how to identify an incident and report it up the echelons of command.
Subset to the “security plans” is the Facility and Vessel response plans. All facilities and vessels have to create and submit a plan that shows how each entity will incorporate and notify local, state, federal agencies. It is basically the plan that informs personnel at the location on how to mitigate damage and actions that must be taken to safeguard their own lives and that of their fellow workers. A response plan required under this subsection for a vessel or facility will most likely be included in the security plan prepared for that area (GPO, 2002,

p.10).
One update to physical security is the implication of security cards at ports and on vessels. Any secure location on vessels or in port facilities will be updated so that only those with biometric security cards can gain access (GPO, 2002, p.11). This simple security measure will ensure critical locations and/or components of vessels and facilities are safeguarded from tampering. Only those that need access will be allowed to have these access cards. In order to apply for one an individual will have to go through a security check to verify he is not a security risk. In addition, personnel on incoming ships will have to provide more documentation upon entering US ports. This enhancement is to ensure validated individuals and not non-registered personnel are allowed off of ships entering our borders.
Section 70106 of the MTSA (2002) dictates the creation of Maritime Safety and Security Teams to enhance the domestic maritime security capability of the United States (p.12). These teams are basically federal SWAT teams trained to prevent, mitigate, destroy, and control situations at port facilities or onboard vessels. Their mission set dictates that there training is on par with elite law enforcement units or that of special military units. These teams will work hand in hand with supporting agencies at locations and will not act as an independent force outside the existing command and control.
The MTSA acknowledges the fact that new physical security measures will cost ports and vessel carrier money. Those locations that adhere to the security recommendations of the Coast Guard and security plans will be authorized to apply for government grants to offset the cost of compliance. Grants will cover expenses from additional personnel, new equipment, training and maintenance. This federal grant will not exceed 75% of the cost of any project (GPO, 2002, p.14). Once granted facilities will be audited in order to ensure funding is spent on Coast Guard identified vulnerabilities and MTSA compliance projects. Between 2003 and 2008, 15 million dollars will be available each fiscal year (GPO, 2002, p.17).
Mitigating the threat before it reaches our shore is a top priority. In sections 70108-70110 the MTSA of 2002 dictates that foreign ports and vessels will also go through a security assessment. This assessment will look at and validate their procedures in handling and inspecting cargo, physical security measures at installations and on vessels, security management programs, and licensing (GPO, 2002, p.17). This assessment will be done in collaboration with the host nation and thru the Department of State will conduct training for security managers at that location if requested. This assessment will enable the United States to rank foreign ports solely on security. Failure in an assessment can lead to that port being blacklisted for ships headed to the Unites States. If security is deemed lacking but still marginal vessels from that port can possibly be granted access to the US but will incur increased checks once it gets within Unites States territorial waters. Sanctions can be applied 90 days after notification to a host country (GPO, 2002, p. 18). This is to ensure all current commerce scheduled or on hand is not interrupted and to give time to vendors to transfer orders to ports that have met security requirements.