Port Security Neg.docx
ST. LOUIS URBAN DEBATE LEAGUE
2012-2013
Port Security Neg
AT: Inherency 2
AT: Econ 9
A2 Terrorism 25
Alt Cause Labor shortage 51
AT: Invasive Species 55
AT: Organized Crime 58
AT: Solvency 64
A2 Econ Impact 87
Capitalism Link 88
AT: Inherency
Squo Solves (Generic)
Squo solves—port security and grant distribution improving now
Terreri 09—World Trade [April, “The Current State of Port Security,” Web, 10/09, World Trade, Proquest, 6/20/12]
Security improved significantly since 9/11 through relationship building and resource sharing among federal, state, and local law enforcement and emergency response agencies, notes Beth Rooney, manager of port security at the Port Authority of NY & NJ. "These improvements are due in large part to physical security improvements, personnel enhancements through training and drills, and through a tremendous amount of work done in collaboration and partnership with other agencies," she says. The Port of NY & NJ is the third largest in the country and it is the highest at-risk port as well. "While folks view us to be the end-all of the port, the reality is we touch only 13 of over 190 commercial maritime facilities in the port," continues Rooney. But the port continues to take an active role in security and has, for the last six years, chaired the Area Maritime Security Committee, a bottom-up approach to security that is working well. Historically, port and terminal operators and law enforcement entities competed for grant dollars. So the port decided to work collaboratively to assure the money went where these various entities felt the greatest risks were, explains Rooney. "We wrote our own document called 'Port-wide Strategic Risk Management Plan' in which we identified initiatives for the next five years that would benefit everyone. This is a huge success story for us because the only reason we could accomplish this was by collaborating with our two states, five boroughs, the City of New York, 17 New York counties, and seven New Jersey counties." This type of plan is now a national requirement for the nation's top 45 ports. The Ports of Los Angeles and Long Beach account for about 45 percent of containerized cargo entering the U.S. Port security is approaching the optimal state in terms of capabilities and initiatives performed to achieve its security mission, adds Cosmo Perrone, director of security for the Port of Long Beach. "We are approaching the point of execution on critical large-capital projects as we continue to look for continuous improvements." He adds that because larger ports are reaching maturity, they will focus on resiliency and the trade community's ability to operate under adverse situations. Like the Port of NY & NJ, the Ports of Long Beach and Los Angeles are landlord ports-as opposed to operator ports-and are not regulated under the Maritime Transportation Security Act. Operator ports adhere to the U.S. Coast Guard's rules for port facilities. "But we have a duty to our customer base as well as to the public at large and to the national economy to assure goods move through our port in an effective and secure manner," says George Cummings, director of port security, Port of Los Angeles. The port developed a layered security model allowing terminal operators, transportation companies, and other stakeholders to operate under a unified security system within one command-and-control center. "We can deploy information in real time to our customers or response agencies, including military organizations." He adds that California's 11 ports are discussing the feasibility of developing a Pacific Coast model of regional integration to facilitate security monitoring and response.
AT: Inherency Funding High Now
Port security funding high now
Customs and Border Protection, 2006 [ No author given, "An Overall Picture of Port Security", CBP.gov, 07/12/2006, http://www.cbp.gov/xp/cgov/newsroom/fact_sheets/port_security/securing_us_ports.xml, 18/06/2012]
Port security has been dramatically strengthened since 9/11. Funding has increased by more than 700 percent since September 11, 2001. Funding for port security was approximately $259 million in FY 2001. DHS spent approximately $1.6 billion on port security in FY 2005. Following 9/11, the federal government has implemented a multi-layered defense strategy to keep our ports safe and secure. New technologies have been deployed with additional technologies being developed and $630 million has been provided in grants to our largest ports including $16.2 million to Baltimore; $32.7 million to Miami; $27.4 million to New Orleans, $43.7 million to New York/New Jersey; and $15.8 million to Philadelphia.
Squo Solves – Tech exists and is being implemented now
Tech Exists and has already been implemented in other areas
Grant 10- US port security council (Jay Grant is the Director US Port Security Council and the Chief of InterPort Police; Written June 19, 2012; Accessed June 20, 2012; “A leap in technology: fusion authentication” http://www.porttechnology.org/-images/uploads/technical_papers/PTI-26.pdf)
The system has been successfully installed by the government in several housing projects throughout the US, along with some other commercial buildings and a police station. We have just begun pilot testing in the port authority environment. Yet as stated, the greatest challenge for any system is adoption and cost. Those factors will be crucial for this or any other system. As new as all this sounds, we are seeing similar programs being tested. The UK has in place facial recognition entries at Gatwick Airport and an employee program at Heathrow. They plan to implement full facial screening for EU passport holders later this year. Again, this moves the bar from verification to identification.
Tracking tech exists and is being utilized on a small scale now
Walker 12 (Shaun Walker is a writer for PRWeb; Written May 24, 2012; Accessed June 20, 2012; http://www.prweb.com/releases/2012/5/prweb9540171.html; National Security Boosted As A Critical Louisiana Port Installs Next-Generation Technology)
The Greater Lafourche Port Commission, in partnership with national security firm Crescent Guardian, Inc., has completed implementation of an advanced video analytics application to accompany its next-generation video surveillance system. This milestone ensures that first responders in Port Fourchon are receiving “as they happen” alerts identified automatically by the surveillance system and can coordinate their response in real time. This level of data sharing and interoperability is unprecedented and will aid in lowering response times and overall situational awareness during real-time events, placing the port’s security among the most advanced in the nation. The Greater Lafourche Port Commission's is committed to continually improving the security and emergency response preparedness of Port Fourchon by building a Maritime Domain Awareness System that allows local, state and federal agencies such as Harbor Police, Lafourche Parish Sheriff's Office, LOOP, Lafourche Parish EOC, Fire Central Dispatchers, GOHSEP, Department of Defense, Customs, and Coast Guard to collaborate effectively and become more proactive. To do this, the port's director of information technology, April Danos, wanted to find a way to take all technologies and disparate data and bring them into one common operating picture that would allow these several agencies to work collaboratively within the same situational awareness platform over multiple networks. Crescent Guardian, Inc., a partner security firm of the port, developed an effective solution by providing advanced software that could run the new surveillance system for Fourchon’s Maritime Domain Awareness System, or GLPC-C4. The cutting-edge software allows the system to send alerts and alarms if anomalous behavior is detected, meaning there are "No Rules" to be written prior to their use—Making it one of the easiest and most effective systems in the industry to install and use. “The Port Commission was pleased to work with CGI to integrate BRS Labs’ video analytics into Port Fourchon’s Video Management System and the GLPC-C4 System,” said Director Danos. The US Department of Defense supported Port Fourchon's efforts by sharing the DoD-developed capabilities of the Knowledge Display and Aggregation System (KDAS) to serve as the basis for the Port's incident command and control system. The use of KDAS provides Port Fourchon with the unique ability to network its system with the DoD in the event of an incident requiring information sharing.
Current technology more than adequate—we already have the newest technology
Harrald 05 [John R, “Sea Trade and Security: an Assessment of the Post-9/11 Reaction,” Web, Fall 05, http://search.proquest.com.proxy.lib.umich.edu/pqrl/docview/220702986/1376BF5C74E6A8F9B1B/5?accountid=14667, 6/19/12]
Innovative technology has been applied to the problem of maritime security in two general areas: (1) container security and (2) vessel identification and surveillance. The advancements in container security include the CBP automated commercial environment, which provides the information necessary to target inspections; improved non-intrusive scanning technology; and the creation of sensorequipped containers. Prior to 9/11, and despite two decades of advances in electronic data interchange, the flow of information within the supply chain's transaction layer and between the transaction layer and the oversight layer was slow and paper-driven. The most revolutionary technological change caused by U.S. government security initiatives, and the least visible, is the automation of this information flow, which allows the effective screening of containers prior to shipment. The second area of improvement is the development of technologies to track containers and to ensure their physical integrity. These include the smart-container initiatives, such as radio frequency identification that can track sensors; sensors that can detect chemicals and radiation; sensors that detect and record intrusions and other anomalies; and antitamper seals. An industry consortium, the Strategic Council on security Technology, has initiated a series of pilot tests of sensor technology called Smart and secure Tradelines (SST).47 For example, the Department of Defense (DOD) and SAVI Technology have developed an SST pilot that uses these technologies to ensure the security of the DOD supply chain.48 Nonintrusive inspections of containers have been improved with radiation monitors, portal sensors and remote monitoring technologies. The SAIC-developed VACIS system uses a gamma-ray imaging system to produce radiographie images that may be transmitted or stored. A mobile VACIS unit may be set up in 10 minutes and can scan a 40-foot container in six seconds.49 VACIS technology is also being applied to the problem of maritime domain awareness-identifying vessels and monitoring those with suspicious cargoes, behavior or ownership. International requirements for AIS and SSAS are coming into force. The U.S. Coast Guard and the Navy are utilizing satellite technology and airborne sensors to locate and track vessels in the maritime domain, and both organizations plan to add unmanned aerial vehicles (UAV) to the mix. The Coast Guard is purchasing Bell Eagle Eye UAVs as part of its fleet modernization program.50 Enhancing communication and information technologies will be required to make the National Maritime Intelligence Integration Center an effective reality.
Squo Solves – Piracy and Oil
Current security measures solve maritime oil threats
Houreld 11—Associated Press Writer [Katharine, “Oil Tanker Terror Hijacks Easy, Attacks Complex,” Web, 5/21/11, LexisNexis, 6/19/12]
To counter attacks, tanker owners have begun putting barbed wire around ship guardrails and installing firehoses that can launch high pressure jets of water at attackers. They are also installing bulletproof glass around ship bridges and accommodation quarters, a vessel's two most vulnerable areas, said Chris Austen, the head of Maritime and Underwater Security Consultants. Some shipping companies also insist their tankers travel through pirate-infested waters only in convoys, added Crispian Cuss, program director at Olive Group, one of the biggest security companies working in the Middle East. If hijackers decide they can't get onboard and steer a ship toward a target without detection, they might try to seize a vessel in port but that would be much risker given the global port security measures in effect in the last decade. The al-Qaida plot found in bin Laden's hideout also mentioned attacking oil facilities, but most oil terminals are considered strategic installations meaning they are protected by roving coast guard boats, radar, divers who conduct inspections and heavy security. Brazil, for example, is justifying the cost of developing a nuclear submarine to protect its vast offshore oil fields. Security levels vary, but the ports that terrorists value the most generally have the heaviest protection, Cuss said.
Squo Solves – Biometric Screening
Current programs are sufficient—employee screening, inspections, increased intelligence, partnerships, container inspection, X-ray/gamma ray machines, and radiation detection devices
PR Newswire 2011 (American Association of Port Authorities, “10 Years After 9/11, Security Still a Top Priority of U.S. Ports” 6/19/12 Lexis 6/19/12)
The industry also maintains ongoing liaison with the federal government's lead port and maritime security agencies. These dialogues address timely security issues such as the Transportation Worker Identification Credential (TWIC), which the TSA and Coast Guard implemented 2007 to ensure those seeking access to secure port areas can be positively identified, have authorization to enter the facility and do not pose a terrorist risk. In concert with public port authorities and terminal operators, the Coast Guard is charged with routinely inspecting and assessing the security of U.S. port facilities and the vessels that call those facilities, in accordance with the MTSA and the International Ship and Port Facility Security Code. Since 9/11, the Coast Guard has instituted innovative programs such as Maritime Safety and Security Teams, enforced security zones, increased its intelligence gathering and analysis capabilities, expanded its partnerships with the maritime industry, international organizations, federal, state and local agencies, and has joined with other agencies within DHS to strengthen U.S. borders and protect America's ports and waterways. The Coast Guard also cross-checks crew lists against terror watch lists in advance of arriving ships. Additionally since 9/11, CBP has initiated: the Container Security Initiative to examine high-risk, U.S.-bound containerized cargoes at foreign ports; the 24-Hour Rule, which requires cargo manifests be submitted a least a day ahead of ship arrivals; C-TPAT which provides expedited inspections for U.S. importers that voluntarily work with CPB to improve baseline security standards for supply chain and container security; and large-scale X-ray, gamma ray and radiation detection devices at U.S. ports to scan the contents of inbound cargo containers.
AT: Econ
1NC Econ
Turn :An attack would increase demand for higher security measures both by workers and the government
Learner and Thronburg 2006 - Director of the UCLA Anderson Forecast, Chief Economist of the Ceridian-UCLA Pulsel of Commerce, Christopher Thornberg is a founding principal of Beacon Economics [ Chirstopher Thornberg, Edward E Learner, Jon D. Haveman and Howard J. Shatz (editors), Stephen S. Cohen, Peter Gordon, Jon D. Haveman, Matthew C. Hipp, Seth K. Jacobson, \ James E. Moore, II, Qisheng Pan, Harry W. Richardson, Howard J. Shatz, Jay Stowsky, , Ernesto Vilchis, and Amy B. Zegart , Protecting the Nation’s Seaports: Balancing Security and Cost, 2006, http://www.ppic.org/main/publication.asp?i=698, 6/20/12