Part I

Field Assignment: Utilize one of the two lighting checklists on pages 178-179 and conduct a security
lighting audit of your place of employment (if necessary, another location). Identify which list you utilized.
If your location is too large, or has multiple satellite locations, select a specific area of importance to focus
your security lighting audit (be detailed, descriptive and specific). Your response should also provide a
description to allow the reader to visualize and understand the setting you are auditing.

Lighting Checklist

1. Is the entire perimeter lighted? Yes

Every effort was made to position lighting units enough inside the fence and high enough to illuminate
areas both inside and outside the boundary. This was done to facilitate the extended the lighted area,
allowing officers to more readily detect the approach of an intruder.

2. Is there a strip of light on both sides of the fence? No

Management did not deem this feature necessary, simply because the illumination of the perimeter lights
was determined as sufficient to light up the outside of the fence as well. Also the fact that High Sodium
Vapor lamps were used as the perimeter lighting units; placed high enough to illuminate both inside and
outside the fence, eliminating the need for lighting on both sides, while countering the issue of frequent
fog that is prevalent within the riverain areas.

3. Is the illumination sufficient to detect movement easily at 100 yards? Yes

The type of lighting unit was recently developed, and has been acclaimed by some police officials as “the
best source available.” This lamp produces more lumens per watt than most other types. It is brighter and
cheaper to maintain, and the color rendition is close to that of natural daylight thus making it easier to be
able to detect the movement of anyone within 100 yards.

Ref Effective Physical Security, Fennelly, Lawrence.

4. Are lights checked for operation daily prior to darkness? Yes.

All lights are checked by the security officer on duty, subsequent to assuming the second shift (3 pm to
11.00 pm) all security lights are checked for operational status, and if any is found to be faulty;
maintenance is called in to repair such lights. This audit is done between the three and four o clock hour
in order to have access to the maintenance crew who leave at five pm.

5. Is extra lighting available at entry points and points of possible intrusion? Yes.

The two gates located at this facility is staffed by four security officers, checking credentials and also for
contraband or stolen property operating out of two guard offices. The two lighting units positioned on
either side of each guard office are symmetrical and distribute light evenly, these units were chosen
because of their ability to light up a large area as opposed to just a particular spot, and they are located
directly by the guard offices to illuminate and assist these officers in the execution of their duties.

6. Are lighting repairs made promptly? Yes.

All lighting repairs are made promptly by maintenance department. A lighting audit is done between three
and four o clock pm daily in order to have the maintenance crew affect all repairs as required, before they
leave at five pm.

7. Is the power supply for lights easily accessible (for tampering)? No.

All wiring system for the lighting source are all enclosed within insulated metal panels; from the point of
ordinary wiring connections to the building from the utility power source; to the wiring emerging out of the
emergency power unit. The emergency power generating sets are also completely encased within a metal
cabinet with locking doors. This feature of enclosing the wiring connections and emergency unit virtually
transforms the power supply into a tamper proof system.

8. Are lighting circuit drawings available to facilitate quick repairs? Yes.

This comes in the form of a lighting circuit electrical floor plan; and represents each level and major space
within the building. This floor plan shows light fixtures, emergency lighting, security lighting and special
lighting control (i.e. photocell, motion detector, etc.). Included in this plan is a reflected ceiling plan; this
plan shows each light fixture with a circle, square or rectangle that approximates the shape of the fixture.
The fire alarm wiring system is not a part of this circuit drawings as this is separate chart system; allowing
for the Coast Guard to be able to examine during inspection; on a quarterly basis.

9. Switches and controls— are they (a). Protected? (b). Weatherproof and tamper resistant? (c).
Accessible to security personnel? (d). Inaccessible from outside the barrier? (e). Equipped with centrally
located master switch/es.?

Switches that control all security lights (perimeter and exterior of the building) are located in both security
offices; they were all constructed as three way switches and can be controlled from either location;
security on the premises is usually rotated on a twenty four hours basis. Given this fact, protection of
these switches, gate controls and the cable operated gangway are undertaken by the security officers.

All electric switches and control panel housing are constructed from a substantial and extremely durable
metal with a non-glare finish that provides a 10 Year UV protection while providing excellent durability and
toughness. All super-tough labels are supplied with standard, Hi-Bond adhesive that was specifically
formulated to provide superior bonding to powder-coat paint, low surface energy plastics and other hard-
to-stick surfaces.

Being that the offices are located on a floating barge; the wiring were all done under maritime standards.
Industrial control panels marked "Industrial Control Panel for Marine Use" on the unit name plate houses
switches and controls pertaining to the lighting system aboard the barge. These panels have been
investigated to determine that they meet the requirements of USCG Electrical Engineering Regulations
Subchapter J (46CFR, Part 110).

Panels marked "Crane Control Panel" or "Hoist Control Panel" on the unit nameplate contains controls for
overhead cranes and hoists for industrial applications. These panels were installed in accordance with
Article 610 of the NEC and are suitable for use with equipment other than cranes and hoists.

Control panel intended to supply power to automatic illumination, power, or both, to critical areas and
equipment essential to safety of human life and security is covered under Emergency Lighting and Power
Equipment.

Cabinets, enclosures and rack/frame systems that include components and assemblies intended to
power, protect, heat, cool or otherwise support information technology (IT), telecommunications
equipment, or audio/video equipment (A/V) are labeled under Information Technology and
Communications Equipment Cabinet, Enclosure and Rack Systems.
All control panels are marked with the electrical ratings for each source of supply to the panel. The panel
or wiring diagram provided with the panel is marked with the electrical ratings of the intended load
equipment, such as motors, cranes, heaters, lighting, or appliance loads.

All panels are built to UL 508 standards and other specified relevant regulations.

10. Is the illumination for guards on all routes inside the perimeter? Yes.

All perimeter security lights are directed down and away from the facility to create glare for all intruders;
this allows the patrolling officer to avoid the glare from lights; while making it difficult for the intruder to be
able to see properly.

11. Are the materials and equipment in receiving, shipping, and storage areas adequately lighted? Yes.

All materials and equipment are received through either of the gates; and are made only during daytime
periods thus this operation does not require lights ever.

12. Are bodies of water on perimeter adequately lighted? Yes.

There is no body of water on the perimeter facing the three sides East, West and North, however, on the
southern side lies the Mississippi River with the offices resting on a barge 250 ft by 40 ft connected to
land by a cable suspended gangway and a security gate at the top of the knoll. The security lighting
system units lining the perimeter of the barge are all High Sodium Vapor lamps; and these were chosen
because of the foggy situation experienced frequently over the riverain areas.

13. Is an auxiliary source of power available for protective lighting? Yes.

Utility power (known as normal power) can be lost due to downed lines, malfunctions at a sub-station,
inclement weather, planned blackouts or in extreme cases a grid-wide failure; most emergency power
systems have been and are still based on generators.

The auxiliary power source are two regular Commercial QD 8000 HDKCC generators, an automatic
transfer switch is used to connect emergency power. One side is connected to both the normal power
feed and the emergency power feed; and the other side is connected to the load designated as
emergency. If no electricity comes in on the normal side, the transfer switch uses a solenoid to throw a
triple pole, single throw switch. This switches the feed from normal to emergency power. The loss of
normal power also triggers a battery operated starter system to start the generator, similar to using a car
battery to start an engine. Once the transfer switch is switched and the generator starts, the building's
emergency power comes back on (after going off when normal power was lost.) One unit powers the
interior of the office and equipment within; the other powers the exterior of the building including security
lights and parking lot.
This emergency power unit is totally enclosed with locking doors, including cooling, muffler and intake
systems.

Part II
Visit the ASIS Security Management (physical security) website at:
http://www.securitymanagement.com/search/filter/All/282/Any/sink_news

Pirates Free Cargo Ship near Somalia, One Crewman Dead.

A terrorist act is described by Word Net web, a Princeton University database, as “the
calculated use of violence, or the threat of violence against civilians in order to attain
goals that are political or religious or ideological in nature. This is done through
intimidation or coercion or instilling fear.” (Miller, 2009)

Looking at this definition, one would be left to think that the next incident described in
the following sentence wouldn’t or shouldn’t be classified as terrorism.

The Insurance Journal reported that, the Dutch Defense Ministry said Somali pirates
have released a hijacked cargo ship aboard which one crew member was fatally shot.
(Insurance Journal Web, 2009) The statement did not say if a ransom was paid.

Analyzing the news report by the Insurance Journal, and the definition of a terrorist act
by Princeton University database, there appear to be no connection to terrorism. The
vulnerability of this situation where ships are being captured and held for ransom is at
an epidemic stage, but showing promising signs of receding. The number of seafarers
being held hostage by rebel groups in lawless Horn of Africa is hard to ignore. Also the
calculated use of violence, against these civilian mariners in order to hold them in
captivity for a ransom, cannot be dismissed as a simple crime. Terrorism has long been
evolving. Today, there are many different types of terrorism, each with its own
supposition and approach, but all having a common objective. That objective remains,
achieving their goal by producing widespread fear through the use of violence. It has
long been known the menace pirates pose to the shipping industry. To compound this
danger of terror on the high seas, the pirates these days, aren’t your ordinary “bottle of
rum” kind of pirates. They are a modern version operating more commonly like terrorists
with high powered rifles and rockets

Lloyd’s of London, the world’s oldest and leading Maritime Insurer, avows that, “A new
set of clauses have been made available for use on marine hull and hull war policies
held by ship-owners to cover piracy risks. It further states that, the changes have been
made to reflect the difficulty in distinguishing between pirate and terrorist attacks as
pirate attacks have become more violent and sophisticated.” (Lloyds of London website,
2006, par 2)

Adm. Rick Gurnon, head of the Massachusetts Maritime Academy, is reported by

CNN’s Zain Verjee as saying that, "The pirates have a great business model that works
for them: See ships, take ransom, and make millions". (Verjee, at al. 2009)

Post 9/11, after terrorist declared war on America, this was meant to de-stabilize
America’s economy as well kill as many Americans as possible. But the financial market
appeared to have weathered the storm, despite the attacks on its heart (World Trade
Center). The knee jerk effect of selling off stocks did occur, but redirecting of certain
finances in to Treasuries and commodity such as Gold quickly helped to stabilize the
markets. However, an attack on a Maritime access way like the Malacca Straits or on
the largest container port in the world, Singapore, can disrupt the world economy.

PSA Singapore website describes the port as “the world’s largest container
transshipment hub. It handles one fifth of the world’s total container transshipment
throughout. PSA Singapore Terminals handled about 25.14 million twenty foot
equivalent units of containers. PSA operates four container terminals, a multi-purpose
terminal and a vehicle transshipment terminal in Singapore, and links shippers to an
excellent network of 200 shipping lines with connections to 600 ports in 123 countries”.
(PSA Singapore, 2009). After creating global supply chains and reaping efficient gains,
the world has become more vulnerable at the same time. Disruption in the supply link
can cause incredible and tumultuous turbulence within the system. Singapore being the
main transshipment hub, if it were to be attacked or merely avoided by shipping
companies, markets can and will suffer. Al Qaeda’s attack on the USS Cole in 2000
killed seventeen servicemen. This resulted in approx 85000 to 90000 barrels of spilling
in to the Gulf of Aden. Civilian maritime targets are easily accessible since small vessels
such as dinghies and speedboats are used to ferry individuals to point. These targets
are considered soft targets. There seems to be no concrete definition for terrorism, as
there is for piracy but judging from where I’m stand mentally; I’d say they’re very similar
and should be treated the same. I do believe this stems from the fact that acts of terror
are evolving on a daily basis, as such, terrorism is defined in a different manner every
so often. Piracy again is transnational, and from all indications in the media, it definitely
will require flexibility due to the ever-changing tactics displayed by its perpetrators.

Judging from history, we all know that piracy is not a new issue at hand, and
globalization has certainly not helped but just made it more lucrative for poverty stricken
populations to join the trade with most of them in it for the monetary compensation. This
stems from a result of having inefficient and incapable governments elected or injected
into politics, who fail to provide jobs and basic necessities for its people. This leads to a
frustrated and agitated nation who becomes radicalized and begins to seek any form of
income for its day to day survival. It’s at this point that the similarity between terrorism
and piracy is at its closest…it’s what I call “the fork in the road”. Going left would be for
means not of your own but of someone else’s belief, (becoming fanatical) and going
right would be for your survival (monetary gains). On May 8th, 2009 The New York
Times reported that up that point in time, “Somali pirates had netted as much as $100
million hijacking dozens of ships and holding them ransom. (Gettleman2009).

Due to their (pirates) abilities to adapt; vigilance and continued global efforts would
seem to be the only deter in bringing about a halt to this almost lifelong scourge
plaguing our oceans, especially The Horn of Africa. The well-being of our economies is
directly related to this issue.

References:

Miller, George A. (2009). "Word Net - About Us" Retrieved on 02/26/2010. World Net
Princeton University "http://wordnet.princeton.edu"

Insurance- Journal. (2009) Pirates Free Cargo Ship near Somalia, One Crewman Dead. Retrieved
02/26/2010 http://www.insurancejournal.com/news/international/2009/06/25/101706.htm.

Lloyds of London (2006) Piracy and terrorism to be covered by single policy Retrieved on 02/25/2010.

http://www.llo
yds.com/News_Centre/Features_from_Lloyds/Piracy_and_terrorism_to_be_covered_by_single_policy.h
tm.

Gettleman, Jeffrey. (2009) the Pirate Chronicles. Retrieved 02/27/2010.

http://www.nytimes.com/2009/05/09/world/africa/09pirate.html

Verjee, Zain, et al. (2009). Hostage captain rescued; Navy snipers kill 3 pirates. Retrieved on 02/27/2010
http://www.cnn.com/2009/WORLD/africa/04/12/somalia.pirates/

PSA Singapore Terminals (2009) PSA The world’s port of call Retrieved on 02/26/2010
http://www.singaporepsa.com/index.html
http://www.insurancejournal.com/news/international/2009/06/25/101706.htm.

A member of the crew on the U.S.-flagged ship hijacked by African pirates sued the owner and another
company Monday, accusing them of knowingly putting sailors in danger. Richard E. Hicks alleges in the
suit that owner Maersk Line Limited and Waterman Steamship Corp., which provided the crew, ignored
requests to improve safety measures for vessels sailing along the Somali coast.
Hicks asked that the two companies improve safety for ships by providing armed security or allowing crew
members to carry weapons, sending ships through safer routes, and placing such safety measures on
ships as barbed wire that would prevent pirates from being able to board vessels.

"We've had safety meetings every month for the last three years and made suggestions of what should be
done and they have been ignored.”

Hicks said “crew members have been trained on what to do if pirates or others threaten the ship, but we
need more than training. We want to bring more attention to the shipping industry and the dangers in
pirate-infested waters," he said.

Ref: http://www.washingtonpost.com

The countermeasures applied by Maersk were obviously only meant to be cosmetic, as this sailor and
others will come to realize. Shipping companies are in the business to make money moving cargo, and
arming civilian seamen or for that matter placing guns and ammunition on board their vessels will only
add to the demise of their financial gains. They would prefer to negotiate with the pirates and pay a
ransom and subsequently pass that expense on down to the consumers, by way of increased shipping
costs. How much easier is that?

The reality of the situation is no one or company involved in an established money making business will
rock the boat in a time of economic instability, when it is evident that doing so will break the flow of much
needed incoming revenue.

The theory of arming crew members on board Merchant Maritime vessels is beyond the thoughts of me, I
am inclined to believe that guns in the hands of an untrained individual is an accident waiting to happen.
As such, it is not an option of my company.

The vulnerability of this situation where ships are being captured and held for ransom is truly an epidemic
that can only be stamped out by a collective effort by the international community. The number of
seafarers being held hostage by rebel groups in lawless Horn of Africa is hard to ignore.

On the other hand, the ship owners who frequently endanger the lives of their crew by letting their ships
sail on the dangerous waters, that part of Africa, often disregard the safety of their crew, they only want
profit.
Parallel to this, the crew member shares some of the blame; it is a misconception to say that added
compensation offered to seafarers sailing into dangerous waters has the opposite effect in that it
encourages seafarers to take on these assignments notwithstanding the risk. The additional pay provided
is considered as an incentive. It is more in the nature of a standard “hazard pay” given to workers
whenever they are unavoidably exposed to certain risks in the performance. It may be worth noting that
the compensation is doubled only for the period it takes for the vessel to pass through the high-risk zone,
which takes approximately two days. Once the vessel has reached safe waters, the regular rate will apply
again. This practice should definitely be outlawed by shipping companies; it’s like putting a bounty on a
shipping route, you bet someone will take you up on the offer, for the love of money.

The sooner companies become more responsible and start avoiding this shipping route or deviating as far
away as possible to avoid coming into contact with pirates the situation will only become worse, possibly
leading to more deaths.

I would institute a program similar to the air marshal’s program, with sole intent to conduct similar action
against pirates after they have boarded the vessel. The movie “Fire down Below” starring Steven Segal
would be a good training manual, and their main purpose is to engage the bad guys after they’ve boarded
while the ordinary crew is safely tucked away in a safe room. And the reason I say engage after and not
before boarding is simply that, it’s a more volatile situation having two sides trading fire with pirates firing
rocket propelled grenades at the hull of certain ships e.g. Tankers ( another Exxon Valdez in the making)
or vessels carrying toxic cargo etc. This path will lead to the destruction of the oceans and its environs.

It would not be surprising to see Blackwater Security Company come up with such a plan.