2 the csi uses intelligence and automated information

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2. The CSI uses intelligence and automated information to identify and target high-risk containers; pre-screens containers identified as high-risk at the port of departure; and uses tamper- evident containers. The screening involves the operation of non-intrusive inspection (NII) equipment, such as large X-ray-type systems and radiation detection equipment. The CBP pays for personnel overseas to implement the CSI (e.g., travel, offices, and computers equipment), but ports that do not have the NII equipment must purchase it before CBP deploys to the port. Although most large ports already have this equipment it for their own import and compliance processes, many commercial ports world-wide do not. 3. The first phase of the CSI involved the selection by the U.S. Customs of the 20 largest foreign seaports, from which two thirds of cargo containers arriving in the United States originate. Fifteen ports participate in the CSI (as at June 2003). 6 4. According to the CBP, no complaints have been received of cargo being delayed due to CSI implementation in any overseas port, and the posting of U.S. Customs officials in foreign ports that participate in CSI should make the movement of cargo containers more efficient. The authorities noted that cargo typically sits on the pier for several days waiting to be exported. CSI targets containers and screens them before they depart during the waiting time at the port of export, so that when the container arrives in the U.S. it can be released immediately unless additional information has been received subsequently that would raise the level of concern about the container, or if the container has been tampered with. 5. Infringement proceedings were launched by the European Commission against the EU ports that participated in the CSI. 7 The European Union expressed concern, in particular, about the trade distortion that may be caused by CSI among the ports that do and do not have such a programme in place, noting that such a bilateral approach may penalize smaller EU ports that have not signed agreements with the United States. The European Commission is seeking a U.S.-EU agreement to replace the eight bilateral agreements; the authorities noted that negotiations are under way between the CBP and the Commission (in October 2003). 4 Information on the Customs Modernization Program is available online at: http://www.customs. gov/xp. 5 U.S. Customs online information. Available at: http://www.customs.gov/xp/cgov/import/cargo_ control/csi. 6 Antwerp (Belgium), Bremerhaven (Germany), Felixstowe (U.K.), Genoa (Italy), Gothenburg (Sweden), Halifax (Canada), Hamburg (Germany), Hong Kong, Montreal (Canada), La Spezia (Italy), Le Havre (France), Rotterdam (Netherlands), Singapore, Vancouver (Canada), Yokohama (Japan). 7 EU online information. Available at: http://www.eurunion.org/news/press/2003/2003020.htm. Eight EU member States – United Kingdom, France, Germany, the Netherlands, Belgium, Italy, Spain, and Sweden – signed the bilateral CSI agreement with the United States.
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United States WT/TPR/S/126 Page 36 (b)
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