The Container Security Initiative was developed by U.S. Customs in the aftermath of the terrorist attack of Sept. 11th. Now within the Department of Homeland Security, Customs and Border Protection (CBP) is continuing to implement CSI at major ports around the world.

  Under the CSI program, a small number of CBP officers are deployed to work with host nation counterparts to target high-risk cargo containers. Its purpose is to protect containerized shipping from exploitation by terrorists. Containerized shipping is a critical component of global trade because most of the international trade moves or is transported in containers.

  The following questions and answers about CSI are provided by Customs and Border Protection.

  Q: Why is it necessary to send U.S. officers to foreign ports to enhance security?

  A: About two thirds of all the containers that arrive by sea to the United States come from or through the 20 largest ports. Information sharing between the United States and other Customs Services will enhance the ability of both services to identify potential weapons of mass destruction.

  Q: What benefits are there for any foreign ports that sign up?

  A: CSI will act as a deterrent to terrorist organizations that may seek to target any foreign port. This initiative will provide a significant measure of security for the participating port, as well as the United States . CSI will also provide better security for the global trading system as a whole. If terrorists were to carry out an attack on a seaport using a cargo container, the maritime trading system would likely grind to a halt until seaport security is improved. Those seaports participating in the CSI will be able to begin handling containerized cargo far sooner than other ports that haven’t taken steps to enhance security. In short, CSI is an insurance policy against the threat of a terrorist attack.

  Q: Will focusing primarily on the 20 largest seaports place smaller seaports at an economic disadvantage?

  A: The CSI is not limited to the world’s 20 largest seaports. In June 2002, the World Customs Organization unanimously passed a resolution that will enable ports in all 161 of the member nations to begin to develop programs along the CSI model. Container security is a worldwide concern and we want to see ports in all trading nations protected. Efforts had to begin somewhere, and it just makes sense to start with the largest volume ports.

  Q: Does a CSI port have an economic advantage?

  A: One real advantage would be in the event of a terrorist attack using a cargo container. CSI ports would remain in operation because they have a security system, CSI, in place. In the event of a terrorist attack, the CSI ports would have a competitive advantage. They would be rewarded for their foresight.

  Q: Will the addition of U.S. officers cause delays in the flow of goods through ports that participate in CSI, reducing their competitiveness?

  A: No. In fact, it should make the movement of cargo containers even more efficient. Cargo typically sits on the pier for several days waiting to be exported. CSI will target containers and screen them before they depart. This way we are using the waiting time at the port of export to do our work, so when the container arrives in the United States it can be immediately released. High-risk containers we target are going to be examined no matter what. Therefore, it’s a question of where and when, not if.

  Q: Some representatives of foreign nations have expressed concerns about CSI. They have called it a divide and conquer policy. Shouldn’t the international community as a whole agree to this program, so no one is advantaged or disadvantaged?

  A: It is only logical that one would begin implementing CSI at those ports that ship the largest volume of cargo containers to U.S. ports. Second, each nation is unique in terms of its Customs policies, hierarchy and risk-assessment techniques, which make bilateral agreements a necessity. Third, the declarations of principles signed have been done in complete cooperation because they see it in their own interest to do so. Moreover, in June 2002, the 161 nations of the WCO unanimously agreed to adopt measures to increase container security. In addition, the G-8, in June 2002, adopted cargo security guidelines that mirror CSI. 

  Q: Can CSI be considered a form of a trade barrier?

  A: The ultimate trade barrier would be a terrorist attack that would halt trade. Imagine the ridicule any responsible port or government official will face, if a terrorist attack was to occur and we had done nothing to protect our maritime infrastructure. CSI is merely a program that screens containers before they depart for U.S. ports of entry rather than after they arrive on U.S. shores.

  Q: Will host countries incur additional costs for participating in CSI?

  A: We don’t believe this initiative will entail substantial new costs to the host nations. CBP will be paying to deploy officers and computers in foreign seaports and many host nations already have screening and detection technology in place. To the extent that additional detector or IT equipment is needed to implement CSI, the investment is well worth it considering that it is insurance — CSI protects the port and the national economy of a CSI host country.

  Q: Who will pay for screening and, if necessary, the unloading of containers?

  A: The host country will determine who pays for the direct cost of screening and unloading containers. In the United States , however, the importer pays the costs associated with moving, inspecting and unloading containers.

  Q: Will CBP officers stationed in foreign ports be armed? Will they have arrest powers?

  A: CBP officers at these ports will not be armed nor will they have arrest powers. The officers will be working jointly with the host country authorities to screen U.S.-bound containers. They will operate in accordance with the guidelines of the host country and the terms of the declaration of principles to implement CSI.

  Q: How many U.S. officers will be assigned to a particular port?

  A: The needs of each port will be addressed individually. Typically we would expect to deploy five officers to start.

  Q: Where will U.S. officers be deployed?

  A: Under the CSI program, a small number of CBP officers are deployed to work with host nation counterparts to target high-risk cargo containers. CSI is now operational in 10 ports: Vancouver , Montreal , Halifax , Rotterdam , LeHavre, Bremerhaven , Hamburg , Antwerp , Singapore , and Yokohama .

  Q: Will CBP officers stationed at these ports be screening all cargo or just cargo bound for the United States ?

  A: CBP officers deployed in foreign countries will be targeting with the host country, only cargo containers destined or transiting through the United States . Only those U.S.-bound containers identified as potential threats will be examined either by NII or physical exams. Host country officials will conduct the examination and CBP officers will observe the security screening.

  Q: Will pre-screened U.S.-bound sea cargo get expedited processing through CBP upon arrival to the United States ?

  A: Yes. If a shipment has already been jointly examined by U.S. and the host country’s customs officials, that means one less shipment that CBP officers will have to worry about at a U.S. port. CBP ultimately reserves the right to inspect any cargo container that arrives in the United States , whether it has been pre-screened or not and will only be done if additional information is available or the integrity of a seal is compromised.

  Q: Will CBP provide X-ray or gamma ray detection technology to help scan containers?

  A: CSI implementation requires the host country to have NII equipment. Many of the countries already have large container screening machines. In fact, some ports already have extremely sophisticated detection technology in operation.

  Q: How many ports have signed up for this initiative?

  A: To date, the governments of 18 of the top 20 megaports have signed declarations of principle to join CSI and are at various stages of implementation. These megaports are points of passage for approximately two-thirds of containers shipped to the United States . They include (by container cargo volume): Hong Kong , Shanghai , Singapore , Rotterdam , Pusan , Bremerhaven , Tokyo , Genoa , Yantian, Antwerp , Nagoya , Le Havre , Hamburg , La Spezia , Felixstowe, Algeciras , Kobe , Yokohama . Additionally, the strategic locations of Malaysia and Sweden have also joined CSI.

  Q: Are model laws and regulations available to guide the implementation of CSI in a host country?

  A: When discussing the implementation of CSI, a nation depends upon its native laws and customs. Our response has been to draft separate and unique declarations with each participating port to accommodate differences. In addition, as CSI is a cooperative effort, CBP is willing to assist foreign governments in reviewing existing laws and crafting new legislation to support implementation if they so desire.

  Q: Will CSI affect the way trade is conducted, e.g. will there be additional paperwork that is needed prior to export and before it clears CBP?

  A: Through collaborative targeting and analysis, the trade will become more secure in each commercial port. For exports destined or transiting the United States , they must be compliant with the U.S. 24-hour rule which requires 14 data elements to be reported prior to departure.

  Q: Will any additional documents be required to export or import commodities?

  A: No.

  Q: If pre-screened commodities are rejected (for whatever reason) once they arrive at a POE in the United States , what will the procedures be? Will prescreened items be re-inspected at the port?

  A: The intent of CSI is to prevent weapons of mass destruction from arriving at U. S. ports. In the event a cargo container is targeted and rejected for potential WMD, it will not be permitted to continue on its course to a U.S. port. Moreover, if it is loaded on a ship bound for a U.S. port, that ship will not be allowed into U.S. territorial waters. If, on the other hand, a container is targeted for inspection for commercial reasons, and is not inspected in the foreign port, it will be inspected when it reaches a U.S. port.

  Q: Will it take more time to export a product with CSI?

  A: No. The targeting and examination will be accomplished during the lag time between arrival at the foreign port and loading on a ship for departure to a U.S. port.

  Q: How will trade be affected if a port joins/does not join?

  A: The advantages of inspecting containers at the earliest possible point in the supply chain will be a benefit to a CSI port. The integrity of the shipment will be better ensured by using pre-arrival information and non-intrusive inspection equipment at foreign port locations, thus expediting their clearance upon arrival in the United States .

  Q: Will the United States be offering reciprocity with CSI participating countries?

  A: CBP offers the opportunity for the host country customs officers to work at our major ports to target cargo that is exported to their country via ocean containers. CBP will also share its intelligence and pre-arrival information on a bilateral basis with its CSI partners. Sharing of information (data) is intended to be a reciprocal process.