ABSTRACT
Imperial College London and the Lloyd’s Register Centre for Transport Risk Management, London, UK
1 INTRODUCTION AND BACKGROUND INFORMATION
Since the 9/11 terrorist attacks in the US in 2001 and with the growing concern about the security of the international movement of goods and passengers, several frameworks have been introduced either on a compulsory or voluntary basis with a view to enhancing maritime and port security. Regulatory measures that have been multilaterally endorsed and implemented include the International Ship and Port Facility Security (ISPS) code, the IMO/ILO code of practice on security in ports, and more recently the ‘‘Framework of Standards to Secure and Facilitate Global Trade’’ commonly referred to as the ‘‘WCO Framework’’. Other statutory instruments with less global coverage, yet greater scope and implications, have been introduced on
a local or regional scale. Among these, the US-led initiatives are probably the most significant and consist of a multi-layer regulatory regime involving measures such as the Container Security Initiative (CSI), the Customs-Trade Partnership against Terrorism (C-TPAT), the 24-hour advance vessel manifest rule (the 24-hour rule), the Public Health Security and Bioterrorism Preparedness and Response Act (Bioterrorism Act) and the Operation Safe Commerce (OSC). A third set of initiatives consists of primarily industry-led schemes such as the Smart and Secure Tradelanes (SST), the Star-Best programme and a series of ISO initiatives (ISO 28000, 28001, 28004 and 20858 series). Although many of these programmes have not yet been finalized, it is believed they will build up a more formal and effective framework and ensure a higher level of security assurance within and beyond the maritime network. For a detailed review of both mandatory and voluntary security programmes in ports and shipping, the reader is referred to Bichou, 2004, UNCTAD, 2004 and OECD, 2003/4.
