Public-Private Partnerships in Homeland Security
5: Integrating Public-Private Capabilities at U.S. Ports of Entry
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Integrating Public-Private Capabilities at U.S. Ports of Entry
At 9:20 am on May 18, 2010, a small boat loaded with explosives rammed into the massive container ship M/V Singapore at the Port of Oakland, California. The explosives detonated upon impact and set the ship on fire.1 Another vessel—the M/V Goodship—was simultaneously docking at the Port of Oakland and struck an underwater Improvised Explosive Device (IED), damaging its steering system and causing the ship to run aground.2 The damaged M/V Goodship could not be moved, blocking the entrance to the port.3 By 11:00 am, emergency management officials had activated the California Emergency Operations Center (EOC) to begin coordinating their response to these attacks.4 This catastrophic breach of port security would require close public-private sector cooperation over the next 48 hours to recover from these attacks.
The California Emergency Management Agency’s Golden Guardian 2010 full-scale exercise—which simulated the terrorist attacks described above—brought together a wide range of government and business maritime port security stakeholders.5 The purpose of the exercise was to assess the ability of different government agencies and business entities to respond to and recover from terrorist attacks in multiple Bay Area maritime ports.6 This is for good reason, as neither public nor private sector entities fully control maritime ports. Rather, responsibilities for security, ← 181 | 182 → shipping, and operations are shared among government and business officials.
Sharing these responsibilities effectively is important,...
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