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By Michael D. Greenberg, Peter Chalk, Henry H. Willis, Ivan Khilko, David S. Ortiz

Even though the old prevalence of maritime terrorist assaults has been constrained, maritime vessels and amenities could however be at risk of assault, with the opportunity of very major outcomes within the type of mass casualties, critical estate harm, and disruption of trade. This publication explores maritime terrorism threats, vulnerabilities, and results, in addition to the appliance of civil legal responsibility.

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These commentators argue that because heavy crude oil will not disperse or easily emulsify when treated with detergents, a major spill from a stricken petroleum tanker is liable to devastate the marine environment in the immediate vicinity of the release and, if left to drift, could conceivably degrade elongated stretches of fertile coastline (Richardson, 2004, p. 42). 17 Security analysts note with alarm that these various rationales are already becoming manifest in the sense that not only are international terrorists exhibiting greater tactical sophistication and innovation than in the past—perhaps best exemplified by the September 11 strikes18 —a growing number also appear to be broadening their militant agendas to include specific experimentation with seaborne modalities.

To answer this question, this chapter evaluates the potential threats of maritime terrorism. We begin by discussing the factors underscoring the current concern with this particular manifestation of militant extremism and the reasons that might motivate terrorists to undertake operations in a marine environment. We then briefly examine the main 9 10 Maritime Terrorism: Risk and Liability terrorist organizations that have actually operated at sea, summarizing some of the key strikes that have been linked to these various groups.

1 trillion, with the international component of that being roughly $2 trillion (almost half of which is container-transported materials). Moreover, the international tonnage of trade transported through the United States is expected to double by 2020, tripling the volume currently transported through the East Coast ports and quadrupling that currently transported through the West Coast ports (Foschi, 2004, pp. 1–46). Passenger ships, meanwhile, are used in the United States for both commuting and leisure travel.

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