Executive Protection and Secure Transportation Magazine Spring 2021 Issue by International Security Driver Association

SPRING 2021 | ISSUE NO. 5

EXECUTIVE PROTECTION AND SECURE TRANSPORTATION

MAGAZINE INTERNATIONAL SECURITY DRIVER ASSOCIATION, INC.

The ISDA 2020 Training Survey Results

LinkedIn Opportunities for Your Business

ON THE “X”

OUT-GUNNED AND OUTNUMBERED The Professional’s Mind(set)

The Parallel of Firearms and Driver Training What to Put in Your First Aid Kit?

WHAT IS INSIDE... 04

THE 2020 TRAINING SURVEY RESULTS

SHARING KNOWLEDGE

MEMBER SPOTLIGHT - CHRISTOPHE GURY

WHAT TO PUT IN A FIRST AID KIT?

LINKEDIN OPPORTUNITIES FOR YOUR BUSINESS

IT'S ALL IN THE MIND(SET)

A RARE WIN IN MEXICO

PRELIMINARY ANALYSIS: LESSONS LEARNED AND RECOMMENDATIONS FROM THE OMAR GARCÍA HARFUCH (OGH) AMBUSH

THE PARALLEL OF FIREARMS AND DRIVER PERIODIC TRAINING AND TESTING!

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LETTER FROM EDITOR the Pandemic, but in the last few months has come back to pre-pandemic numbers and may have gone up.

By Tony Scotti This Executive Protection and Secure Transportation (EPST) magazine will be the 4th issue published during the Covid Era. I’m sure in May 2020, when our Magazine focused on the issues on Covid’s effect on the profession, very few imagined that we would still be feeling the impact of the Pandemic in April of 2021. So here it is, a year later, and some are asking the question, has the Pandemic caused permanent damage to the EP Secure Transportation Profession? Since this is an editorial in which I give my opinions, the answer to that question is no. It has been a challenging year for many, but it is hard to imagine that the damage is permanent. Why? – As long as there are IRS requirements for Executive Transportation and Kidnapping and Ransom insurance. There will always be a need for security driving. That will never go away. Job Opportunities - Compared to pre-pandemic, the numbers of EP and Security Driver jobs opportunities found on Indeed and LinkedIn have not changed. The number of jobs offered went down during

But the problem still is the definition of Executive Protection. Most of the job opportunities we (ISDA) curate are for the corporate sector, which is defined as protecting corporate executives. There has been a significant increase in the number of job offers for security drivers. But there is a caveat to that metric. In some of the available job opportunities, the definition of a Security Driver is not what we would consider security driving. For example, one security job offer was looking for an armed driver to patrol a parking lot. That would not be our definition of a security driver. No criticism intended, but that is not the job description of a security driver. Training - The other indicator I have a history with is the number of corporations sending their executive protection and security drivers to training and Re-Certification. Also on the increase is the number of military and government organizations sending their employees for instructor training. That number went down during the Pandemic. But from all indications, it is up back to what they were before the Pandemic. I am not familiar with the other sectors of the protecEPST MAGAZINE • SPRING 2021 • ISSUE 5

tion professions, such as Event Security and Celebrity Protection, so I won’t comment. I know we have ISDA Members and EPST Subscribers that work in those sectors, and we would be interested in hearing what they have to say. Market and Need - No matter the product or services, if there is a need, there is a market. So the question should be - Is there a market and a need for executive protection and security driving? All one needs to do is take a look at the recent rash of attacks against individuals while in their vehicle, and the recent article from the National Safety Council that mentions that the preliminary estimated rate of death on the roads last year spiked 24% over the previous 12-month period, despite miles driven dropping 13%. The increase in death rate is the highest estimated year-over-year jump that NSC has calculated since 1924. These numbers are staggering. We hear that the demand for security drivers is higher than the demand for EP practitioners from our members. The Covid 19 era will be over; the question many have is what the timetable. For those that were in or are employed in the Gig economy or the Training market - If you had a strong foundation, which included a good client base and had word of mouth marketing working for you, once this is all over. It’ll all be back to normal and better than expected. 3

THE 2020 TRAINING SURVEY RESULTS

Introduction Last year ISDA conducted an Executive Protection Security Driver Training Survey. Our goals were to determine the amount of money spent on Executive Protection and Security Driving training programs. To acquire metrics concerning what motivates potential students to attend one program over another - How did they fund their training? - How many training programs have they attended during their career? - What was their motivation to participate in the training programs? We also wanted to determine what subjects were covered and the average length of the programs. We looked at the number of practitioners that use their GI Bill to attend training and how much GI Bill money goes to training providers.

GI Bill Training The purpose of the survey was to supply those looking to enter the profession and those who want to expand their education with data that assist with the decision-making process. Also, to help those who provide training to determine the best methods of reaching the potential audience. While conducting the research, we collected some interesting

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information. We looked at a government site that gathers data on Executive Protection Training schools that offered the Post-9/11 GI Bill; the data is from 2018. These are pieces of information from the website: Out of the eight programs that offer the GI bill, three recorded no students and no income. The other five recorded a total of $5,181,311 of income from a combined 381 students. That works out to $13,599 per student. Keep in mind that this data is two years old; an educated estima-

Training Course Metrics

tion would be that number was significantly higher in 2020. Three hundred eighty-one students attended EP training programs using the GI bill - they spent - this does not include those who borrowed from Sallie Mae to attend the programs. The survey indicated that the majority of those who attended EP or Security Driving Training do not use the GI Bill. Q1 How many training programs have you attended - Executive Protection and Protective Driving only? 1 - 5 programs 65.33% 6 - 12 programs 21.33% 13 - 20 programs 6.67% More than 28 programs 4.67% 20 - 28 programs 2.00% Q5 Based on your entries in question 4, what was the length of the Executive Protection Training program(s) in days? 4 - 7 Days 38.29% 1 - 3 Days 27.12% 8 – 15 Days 17.16% More Than 32 Days 9.80% 16 – 24 Days 4.01% 25 - 32 Days 3.62%

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Q12 At the program(s) attended what subjects were covered Driving 91.33% Advancing 88.00% Formations 82.00% Surveillance/Counter-Surveillance 78.67% Medical 71.33% Shooting 68.67% Combative techniques 67.33% Intelligence/OSINT 59.33% Business 51.33% Other (please specify) 24.00% Q14 Did the training program(s) you attended offer certification or certificate? See Training to a Certificate on ISDACenter.Org Certification 31.33% Certificate 68.67% Q43 Have you taken online courses for EP or Secure Transportation? Yes 24.67% No 75.33% Q44 If you answered Yes to Question 43, that you took an Online Training Program Average $2,050 6

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Training Financial

Q45 If you answered Yes to Question 43, What did the online training Program(s) consist of? PowerPoint/Slides 75.68% Videos 75.68% Tests 67.57% Lectures 64.86% Demonstrations 24.32% Other (please specify) 24.32% The survey also asked – Did you use a loan or financing to pay for the Executive Protection or Protective Driving program(s)? Yes 7.33% No 92.67% Our opinion is that most survey takers were from the ISDA network, which consists of a corporate and HNW market that does not need loans to attend training. We also asked – Did you use your GI BILL Benefits for Executive Protection or Protective Driving training program(s)? Yes 2.67% No 97.33% What is the approximate total cost of all the training programs you have attended? Executive Protection and Protective Driving only, not including travel and lodgings. The total amount spent was $3,297,900. We asked – What was the approximate total cost of traveling to/from the training location and lodgings for all the training program(s) you attended? The amount was $452,500. The combined cost of training and travel is $3,750,400, which gives us that 12% of the total cost of training is traveling. We also asked – Did you use your GI BILL Benefits for Executive Protection or Protective Driving training program(s)? Yes 2.67% No 97.33% Considering that 97% of the participants don't use the GI bill and using some simple mathematics, we come up with a potential dollar market of a minimum of $8,375,585. In our estimation, the $8,000,000 market value is low. Although the ISDA network reaches across the globe it is fair to say that it is US-centric. Also it is fair to say that our network does not include the new an inexperienced practitioner just entering the field but still that is a significant amount of money spent on training. EPST MAGAZINE • SPRING 2021 • ISSUE 5

The question arises with all these new training providers; are they entering the market because they see a financial windfall, or are they doing it for ego gratification? That is not a criticism; it is a question. The survey also asked – Did you use a loan or financing to pay for the Executive Protection or Protective Driving program(s)? Yes 7.33% No 92.67% Our opinion is that most survey takers were from the ISDA network, which consists of a corporate and HNW market that does not need loans to attend training. What is the approximate total cost of all the training programs you have attended? Executive Protection and Protective Driving only; not including travel and lodgings Total Spent $11,135,640 Average $26,410 Q26 If you attended more than one Executive Protection program, what was the cost of the least expensive training program? Average $2,811 Q27 If you attended more than one Executive Protection Program, what was the cost of the most expensive training program? Average $7,046 Q28 If you attended more than one Protective Driving program, what was the cost of the most expensive training program? Average $4,722 Q29 If you attended more than one Protective Driving program, what was the cost of the least expensive training program? Average $2,856

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What was the deciding factor(s) in selecting your training program(s)? The reputation of training provider 87.33% Cost 33.33% Recommendation from graduates 32.67% Location 27.33% The promise of job placement 8.67%

Training Motivation Q30 What was the approximate total cost of traveling to/from the training location and lodgings for all the training program(s) you attended? Average $3,017 Q31 Does your employer/company offer reimbursement for training, travel, or lodging? Yes 55.10% No 44.90% Q11 Was a Protective Driving Program included in the EP Program or taken as a separate program? Included in the EP program 48.00% Separate PD Program 52.00% We asked the participants to list all of the deciding factors, so they add up to more than 100%. Again, this is a comment coming from decades of experience conducting training programs; the reputation comes from what you do during the training and what you do before and after the training.

We asked the participants to list all of the deciding factors, so the numbers add up to more than 100%. Again, this is a comment coming from 46 years of experience conducting training programs; the reputation comes from what you do during the training and what you do before and after the training. What was your motivation to attend the training program(s)? Career advancement 58.67% The first step in entering the profession 41.33% Refresher Program 41.33% Sent by company 34.00% Other (please specify) 20.00% Q21 Have any training providers kept in contact with you after the program(s)? Yes 78.67% No 21.33% The answer also adds up to more than 100% for the same reason as the one above.

How did you hear about the training program(s) you attended? Word of mouth 73.33% Advertising (print or digital) 30.67% Facebook groups or pages 10.67% LinkedIn groups or pages 10.00%

These answers to the ISDA training survey are just a snapshot of the complete survey. We have a considerable amount of data to go over and put into some usable form. We appreciate your input; if you have any hard data, metrics, or any information you would be willing to share, we would appreciate it.

The above numbers should be no surprise; for decades, the best marketing tool is word of mouth marketing (WOMM). This brings up a point that we have been making for 46 years – you influence word of mouth – understanding the concept of how to create positive word of mouth advertising is a plus.

We asked the participants to list all of the deciding factors, so they add up to more than 100%. Again, this is a comment coming from decades of experience conducting training programs; the reputation comes from what you do during the training and what you do before and after the training.

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How did you hear about the training program(s) you attended? Word of mouth 73.33% Advertising (print or digital) 30.67% Facebook groups or pages 10.67% LinkedIn groups or pages 10.00% The above numbers should be no surprise; for decades, the best marketing tool is word of mouth marketing (WOMM). This brings up a point that we have been making for 46 years – you influence word of mouth – understanding the concept of how to create positive word of mouth advertising is a plus. What was the deciding factor(s) in selecting your training program(s)? The reputation of training provider 87.33% Cost 33.33% Recommendation from graduates 32.67% Location 27.33% The promise of job placement 8.67% We asked the participants to list all of the deciding factors, so the numbers add up to more than 100%. Again, this is a comment coming from 46 years of experience conducting training programs; the reputation comes from what you do during the training and what you do before and after the training. What was your motivation to attend the training program(s)? Career advancement 58.67% The first step in entering the profession 41.33% Refresher Program 41.33% Sent by company 34.00% Other (please specify) 20.00% The answer also adds up to more than 100% for the same reason as the one above. These answers to the ISDA training survey are just a snapshot of the complete survey. We have a considerable amount of data to go over and put into some usable form. We appreciate your input; if you have any hard data, metrics, or any information you would be willing to share, we would appreciate it. 10

Q1 How many training programs have you attended - Executive Protection and Protective Driving only? 1 - 5 programs 65.33% 6 - 12 programs 21.33% 13 - 20 programs 6.67% More than 28 programs 4.67% 20 - 28 programs 2.00% Q5 Based on your entries in question 4, what was the length of the Executive Protection Training program(s) in days? 4 - 7 Days 38.29% 1 - 3 Days 27.12% 8 – 15 Days 17.16% More Than 32 Days 9.80% 16 – 24 Days 4.01% 25 - 32 Days 3.62% Q2 How many years of experience do you have in providing Executive Protection or Secure Transportation? Please do not include any other security employment 6 - 11 years 26.00% More than 23 years 20.67% 1 - 5 Years 19.33% 18 - 23 Years 18.00% 12 - 17 Years 16.00%

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Jobs After Training If you were a part-time subcontractor before attending training, did you move to full-time Executive Protection after the training? (not including residential security)? Yes 36.76% No 63.24% Q35 If you are currently working in the profession, are you paid via 1099? Yes 38.60% No 61.40% Q38 If you answered Yes to Question 37, was it full-time or part-time? Law Enforcement/Government 24.63% Full-time Corporate 20.90% Other (please specify) 17.16% Part-Time Sub Contractor 12.69% Full-time High Net Worth 10.45% Full-time Private Security 8.96% Military 5.22% Q40 If you selected Yes in Question 39, was it in? High Net Worth 30.56% Government/Law Enforcement 19.44% Private Security 16.67% Corporate 13.89% Other (please specify) 13.89% Celebrity/Event Protection 5.56% Q41 If you were not employed before the training, did you find employment upon completing the program(s)? Yes - Full-time 41.18% Yes - Subcontractor 35.29% No 23.53% Q42 If you selected Full-time in Question 41, was it in? Government/Law Enforcement 30.43% Corporate 15.22% High Net Worth 15.22% Private Security 15.22% Other (please specify) 13.04% Celebrity/Event Protection 10.87% Q46 What is the highest level of school you have completed or the highest degree you have received? Some college but no degree 25.69% Bachelor’s degree 21.53% Graduate degree 21.53% Associate degree 17.36% High school degree or equivalent 11.11% Less than high school degree 1.39% Ph.D. degree 1.39%

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SHARING KNOWLEDGE The ISDA Sharing Knowledge is not a new phenomenon. We (ISDA) have been sharing knowledge with the community for 40 years. Starting in the mid-1980s, the Scotti School published a quarterly newsletter for the Protective Services Community. They were hard copies distributed in the old fashion way – US mail. Industry, technology, and communications have changed, and there are now many other methods of sharing that knowledge with the community. The knowledge is now shared via – Articles – YouTube videos - Magazines – Podcasts – Newsletters, and eBooks – and as it has been for 40 years - all at no charge. The knowledge sharing is made possible via the ISDA Membership, and for that, ISDA expresses our gratitude to the Membership for contributing their time, experience, and knowledge. 12

They have contributed over 400 exchanges of knowledge encompassing – Armored Vehicles – the Business of Protection – Surveillance Detection – Executive Protection – Celebrity Protection. Although. This may appear to be a lot of information. It is but a fraction of the information available to the ISDA membership. If you are interested in EP or Secure Transportation - listed below are the Free Knowledge Sharing links EPST Magazine The International Security Driver Association (ISDA) Executive Protection and Secure Transportation Magazine (EPST) is one of the oldest Protective Services publications in the profession. https://securitydriver.com/01/ epst-magazine/

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Member Articles https://isdacenter.org/category/articles/ Books authored by ISDA members that may be of interest. https://isdacenter.org/booksauthored-by-isda-members/ Executive Protection and Secure Transportation Podcast https://securitydriver.com/ executive-protection-and-secure-transportation-podcast/ The ISDA YouTube Channel https://isdacenter.org/the-isda-youtube-channel/ Publications – White Papers https://securitydriver.com/category/publications/ COVID-19 Center https://isdacenter.org/covid19-center/ Roadmap Checklist https://isdacenter.org/isda-roadmap-checklist/ If you have an interest in joining us at ISDA https://isdacenter.org/

MEMBER SPOTLIGHT CHRISTOPHE GURY

Christophe Gury, Founder and President of MCS

security planning, advanced work, vehicle search, emergency equipment into its training program. MCS offers 3 Areas of Expertise:

Christophe is one of our newer members. He is the founder and president of My Company Service. Since 2007, he has been CEO of MCS, a company with two divisions; MCS specializing in the transportation of executives and the transportation of sensitive goods with its office located in Paris, and MCS Training center, a development platform specializing in the training of security drivers with its office located in Metz, in the East of France near Strasbourg. He offers training in – Introduction to Safe Transport, Security Driver Training in Advanced Evasive Driving, Executive Protection Anti-Terrorist Driver, Security Driver Training for the chauffeur of VIP, Complimentary Security Training Module. MCS is the French leader in the training of “Security Drivers” and secure transportation. The first French transportation company specializing in extensive training of high-level security drivers of VIPS and sensitive goods and incorporating strategies such as EPST MAGAZINE • SPRING 2021 • ISSUE 5

Vehicle hire with security driver for passenger transportation, rental of armored cars with an experienced chauffeur. Transportation of valuables or sensitive goods. MCS Training Center, a security driver training platform, known and recognized in its field of expertise. Before creating MCS, Christophe was an Executive protection agent for European executives/celebrities. He is a former professional firefighter and ambulance driver for the emer13

gency rescue unit SAMU. His credentials include: State Diploma of Ambulance Attendant AED / EMT Emergency Medical Technician Certificate of Professional Practice of Sanitary Military Auxiliary. Training in Emergency Care in SMUR Unit. Certificate of training CFAPSE. SSIAP 3 Fire Safety and Personal Assistance Service Level 3 (former ERP3 / IGH3) Additionally, Christophe holds the following certifications during his tenure in executive protection: Instructor Taser” training certification Certificate of Trainer in Physical Protection of Persons and Anti-Aggression Conduct. Professional card “Physical Protection of Persons.” Certificate of Authority Driver Level 1 and 2. With his extensive expertise, Christophe is regarded as an expert in the field and has been requested by many French and 14

European administrations and institutions for training. He has provided training for numerous institutions, including The World Trade Organization Transport and Protection Department, The Protection Service of the President of the European Parliament, the transport service of the European Parliament (personally receiving accolades and a personalized gift from the President of the Parliament for his work), The Transport Department of the OECD Organization for Economic Cooperation and Development, and various units of the French Special Forces.

its use of a night convoy session with pyrotechnic attacks, explosions, and high vehicle aggression.

Each year Christophe receives and trains more than 250 trainees from all over Europe for MCS’s 4-day anti- aggression course. The course has been regarded as a real-life simulation (closes to reality), with

Facebook https://www.facebook.com/ MCSFormationChauffeurSecurite

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Website: https://www.mycompanyservice.net/ http://www.mcs-training-center.com/ Country: France Phone:+ +33 7 63 33 48 28 LinkedIn https://www.linkedin.com/in/ formation-chauffeur-securite/

WHAT GOES IN A FIRST AID KIT? By Christophe Gury

What does one exactly put in a first aid kit? A first aid kit can be as simple as a pair of latex gloves in a plastic bag, and can go into a backpack. But to us, the first aid kit is a valuable asset to have in order to minimize the risk in any situation. We are going to list what can be included in a first aid kit, in order of importance, along with the use of the item within situations, activities, and constraints.

Protection Gloves It is important to include gloves in any first aid kit. Gloves are essential to have for protection in case of vomiting or hemorrhages. It is vital to add latex gloves, or in case of allergies, one can have PVC or nitrile type. It is important to keep them in their original packaging or in a plastic freezer bag. Note that gloves will expire, they must be kept away from heat, checked regularly (annually), and kept absolutely clean. Survival blanket This is an important component to have in any first aid kit. We prefer to have the metallized plastic type with silver and gold film. In order to use the survival blanket effectively the person must be "wrapped" inside with either silver side inside (insulates from humidity, cold and rain: the body retains its temperature), or silver side outside (protects from the sun). If you cannot move the person, due to a suspicion of a fracture, you simply put the blanket on them, silver side against the body, leaving the injured part visible for close monitoring. Plastic bags Plastic bags such as freezer bags can be used as emergency protection in case of hemorrhage, or to dispose of soiled waste (dirty bandages), or to collect sputum of blood and vomit (collected to be shown to a doctor for further evaluation). EPST MAGAZINE • SPRING 2021 • ISSUE 5

Vital emergencies Surgical pads Surgical pads, dressing, and emergency compressive packages are essential to have in the case of bleeding. There are many tissue and compression bandages that are ready to use such as C.H.U. emergency hemostatic cushion. Tourniquet A tourniquet is a device that is placed around a bleeding arm or leg. The device works by squeezing large blood vessels while helping stop the loss of blood. Usually we use a non-elastic wide tissue tie, strap type, with width about 1 to 3 cm, and length about 1.5 m. An AMBU A manual insufflator A cervical collar To support the neck and spinal cord, and to limit movement in case of injury to neck or head. It is now available in pre-adjustable sizes. Portable defibrillator Each year people are struck by sudden cardiac arrest outside of hospital environments. They can affect anyone at any time. Whenever cardiac arrest strikes, there is absolutely no time to lose. Every minute without CPR and defibrillation reduces a victim’s survival rate by 7 to 10 per cent. Without immediate treatment, 90-95 per cent of cardiac arrests prove fatal. This is why it is vital to include a portable defibrillator in your emergency first aid kit. AED’s (automated external defibrillator) are imperative in emergency settings. It is not just an important tool to have, but the proper training and proper knowledge is crucial for effective use.

Treatment of minor injuries such as scrapes and bruises Sterile swabs Used to clean wounds Bandages Plaster and adhesive bandages in order to fix or compress a wound. Antiseptic Solution Used for cleaning wounds. Can be acquired on the advice of a doctor, nurse, or pharmacist. Make sure to pay close attention to the expiration date. Pre-cut dressings Dressings such as tubular elastic net bandages. These type of bandages are used to hold wound dressings firmly in place and compress tightly. Plaster type bandages do not hold well if the skin is wet. Water reserve Necessary to water burns. Think of using a bottle, or jerrycan.

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Drinking water and a cup Useful to have when taking medication. Small equipment Tweezers, scissors, flashlight, venom suction pump These are all useful elements to have in any situation. Remember to change the flashlight batteries once a year as a preventive measure, and to have a spare bulb. In airplanes, metal objects (especially scissors) should travel in checked baggage. Other Useful Items Paper & pencil, small notepad Paper and pencil can be used to note the time of application of a tourniquet, or to record information given by the victim or his entourage while waiting for the arrival of the rescue team. The use of pencil is preferred to pen since it does not run out of ink, writes in the rain, and is easily sharpened with any sharp object.

On the move (car, hiking...) Antibacterial gel Used for hand washing. Tissues or paper towels Used to wipe everything. Cold compressors Used to soothe pain and deflate traumatic edema. Environment Protection Products such as sunscreen, sun oil, sunburn care, insect repellent. Products according to the environment one is traveling and risk involved.

Items for car Work gloves Such as handling gloves or gardening gloves. Leather gloves that can protect the palm and the inside of the fingers from risk of cuts by glass or sheet metal. A road warning triangle In France, hazard warning lights are not mandatory, but it's a question of safety, not of law. In Spain, for example, you must have two emergency vest; a yellow and orange fluorescent high-visibility vest with retro-reflective stripes. If you choose not to equip your vehicle with warning signs, you can choose to use cycling gear (harness, armband), with brightly colored clothes during the daylight at night for caution.

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Fire extinguisher Always needed for extra precaution, many economical models are now available. A retractable blade knife Something similar to a cutter. This small device is essential in order to cut the seatbelt strap in case of emergency release. There are also belt cutters where the blade is protected, which limits the risk of injury. Remember to check this item regularly (for example once a year, and before going on a trip). These type of products tend to freeze in the winter and heat up in the summer so weather limits their usability.

Other items only recommended if correct usage is known Two fabric made isosceles triangles Right-angled triangles of about 1.20 m each side, these are used for scarves and improvised packaging. Crepe strips Alternative for bandages Adhesive elastic compression bandage Can be used for hiking sprains Disposable razors Hair can interfere with the application of plasters or restraints A CPR mouthpiece For mouth-to-mouth resuscitation Medication Prescribing medication is exclusively the responsibility of a physician. Over-the-counter medications could be purchased on the advice of the pharmacist. In addition, medications have an expiration date that must be respected. For these three reasons, medications are not part of a first aid kit, but rather a separate pharmacy kit.

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LINKEDIN OPPORTUNITIES FOR YOUR BUSINESS By Lawrence Snow

With over half a billion users, LinkedIn is the biggest opportunity to connect with not only your peers but potential employers, and selling/ marketing your products and services.

The Setup – What’s in a Name The first order of business is to complete your profile as it offers several key branding and searchable elements. There is the availability to add an image at the top of your profile. Add one that depicts you as an individual or your business.

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Profile Image So many profiles I’ve come across just have the ghost image. Avoid that if you can, granted OPSEC can be a legitimate concern, but by adding a face you literally are adding a face to your name and business. The image should represent who you are. Some suggest professional suit and tie, but if that isn’t you, the real you, why pretend?

LinkedIn Profile I do recommend adding your real name as it adds authenticity to your brand. Again OPSEC comes in to play understandably, but even if you could do the first name, last name initial is better than a fictitious name like Hugh Erection (yes that is an actual name someone is using on LinkedIn, and incidentally, on Facebook). The Headline section is very important, don’t skip this part. The headline is a good opportunity to introduce yourself – who you are and what do you do. The Headline also helps with you being found in LinkedIn search. For example, adding in social media consultant, protective services professional in the Headline will help your profile being found in the search results when a person searches for those keyword phrases.

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LinkedIn contact information Another area in LinkedIn profiles that I’ve seen lacking information is the Contact Information. You can add phone numbers, email, and links to websites and other social media accounts. You can customize the links so that it’s memorable and brand-specific. Other information to add to your profile – summary, work history, schools, training, recommendations, and skills. Don’t misinform or embellish.

Run the option play An option, not a requirement, but one that I recommend, is to upgrade to LinkedIn Premium. Premium unlocks certain services that you can take advantage of such as LinkedIn Learning, which is an online education hub. As well as access to job and salary data and other features like who is looking at your profile.

Making the Connection I would suggest that you be strategic – try not to get overwhelmed. Your focus should be on what companies may need your products and services. Follow the company, owners, founders, and employees.

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Connecting with peers is really a given on LinkedIn, but still, be strategic about your choices on whom to connect with. Ask yourself – will this person provide me with value to help me or my business grow and vice versa; what or who is it that we have in common? Is this a future networking opportunity? In other words, don’t connect with everybody – keep in mind your goals for your business. 21

Finding Jobs, Comparative Analysis Finding jobs isn’t hard on LinkedIn – being qualified is the difficult part. Look at jobs you’re interested in – what are the requirements? How can you achieve those requirements? What training is necessary? From a service provider or products supplier look at these jobs as a way to determine what the company is lacking – compare your services to the companies needs. LinkedIn Job search is among the best whether you are looking for a job or looking for your target market by looking at the qualifications and requirements for a job. For example, I searched for an executive protection specialist in the United States. After clicking on the job position for Snap Inc, you can see more detail on the second page. Look at the qualifications and requirements. Questions to ask yourself – is this job something my or my business qualify to provide these services? Do you fulfill what the job entails? Does anyone I know work there, How can I get more information on the company? Is there a high turnover? Can I position my company to fit their needs? What is the pay? With LinkedIn Premium you are provided with deeper analysis with information about other applicants who’ve applied for this position, the average tenure at this company, and hiring growth.

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Content Marketing I hope you’re getting the idea that LinkedIn is full of opportunities. An excellent way to draw attention to yourself (i.e. become known) and your company is by sharing information. Your content or other people’s content. Whether it is video, images or the written word, content is the best way that I know of for your market to know, like and trust your brand. A trusted source of knowledge. On LinkedIn, there are several ways to share content. The most prevalent is the news feed of LinkedIn. Here you can post/share content – not content for content sake but strategic valuable information for your market. You can upload your videos or share videos from YouTube. If you’re uploading videos they have to be less than 10 minutes in length. Preface your content with a sentence or two on why it is relevant to your target market. Add relevant hashtags as they are searchable. Late last year LinkedIn introduced the ability to upload documents to share in the news feed. So this could be a checklist, a how-to, a giveaway or cheat sheet of some sort. LinkedIn articles are created on LinkedIn and can be shared to Twitter and Facebook. Articles are great for long-form content, connections do get notified although that is based on the algorithm. Articles are also automatically added to the news feed. LinkedIn Live was announced last year. It gives you the ability to be live via video – aka live streaming directly on LinkedIn – both on mobile and desktop. Right now, Live is in early release to influencers to test and give feedback, but I suspect Live being fully released to all users by end of this year. Live streaming enables you to get real-time comments, it is also great for connecting with your audience, Q&A helps to fuel your content and marketing efforts, etc. Whatever content you are sharing or creating – remember your market and your goals.

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Advertising Advertising on LinkedIn – cost per click is expensive compared to Google and Facebook Ads – think dollars vs. cents. Our advertising on LinkedIn hasn’t been as successful as we had hoped, but that is just what our experience has been, not to discourage you. Ads will be seen on the feed and on the right sidebar on desktop, and the feed on mobile.

About the Author Mr. Snow is a leader in providing online marketing solutions for small to mid-sized security and executive protection businesses. He shares his knowledge in WordPress, social media, security business, opensource, and social intelligence. He has conducted seminars at major security conferences and have spoken at executive protection training programs. I have written many articles covering all aspects of the business of protection and social media. His perspectives on the importance of effective social media use are seen, heard, and read on various websites, trade journals, and social media networks. For more information on Mr. Snow visit https://larrysnow.me

Company Pages LinkedIn company pages recently had a makeover where it is more like a Facebook page. You have branding opportunities here with the banner at the top, logo for the profile image, a brief headline section describing the business, and call to action buttons. Add information to the About and People section. You can add company updates here such as new training, services products, etc. I recommend that you visit other pages – competition or your target market. Follow the page to get notifications, take a look at their jobs, who works there that you may know. LinkedIn will let you know any connections who work at the company. Connect with the owners of the company and introduce yourself via messaging.

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IT’S ALL IN THE MIND(SET) By Joseph Autera

The following is a chapter excerpt from Mr. Autera’s upcoming book titled "The Professional's Guide to Planing, Managing, Providing Secure Transportation" While each of the three components of the Security Driver’s Triangle is critical to the outcome of behind-the-wheel emergencies as well as the overall success of the secure transportation operation, the driver is the most critical of the three. While this has always been the case, with the rapid advancements in automotive technology, particularly when it comes to Advanced Driver Assistance Systems (ADAS), the paradigm is starting to shift. We will take a closer look at this shift in Part II, The Vehicle, but it is safe to say that for the foreseeable future the driver will likely remain the most critical component. This is because the driver is the only one of those three components who is capable of taking in information, determining what that information means, and making decisions based on what that information tells them. Which explains why the driver is the deciding factor in determining the outcome of behind-the-wheel emergencies; he or she is the decision-making component of the Security Driving Triangle. But while avoiding potential crashes and possible security threats is certainly the Security Driver’s most important responsibility, the vast majority of the work it takes to accom-

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plish that must be performed well before the driver climbs behind the wheel. In fact, more often than not, the most significant contributions that the driver is likely to make to the Principal’s safety and security are made in the time that is spent assessing risks, communicating, and coordinating with internal and external resources, planning and preparing for movements, and working with the Principal to make sure their priorities and preferences are being met. Despite the misconceptions of some, the definition of success for the Security Driver – success being defined as identifying, mitigating, and managing the safety and security risks the Principal may be exposed to while being driven from one location to another – has far less to do with ninja-like reflexes, J-turns, and squealing tires, then it does with developing and maintaining a certain mindset towards their work.

The Professional’s Mindset In our experience, one of the few things that the most accomplished Security Drivers across the globe have in common is their mindset. Virtually all of them have the mindset that mitigating and managing their Principal’s safety and security risks take priority over all else, but not at the expense of everything else . Not unlike the Security Driver’s job itself, this professional mindset is both fairly simple and highly complex, all at the same time. The simplicity in this way of thinking is that it acknowledges that no one else is going to take responsibility for their Principal’s safety and security while they are in or around their vehicle or devote the time and energy it takes to ensure that those risks have been adequately addressed. Quite frankly, that is the way it should be. The complexity comes from recognizing that regardless of what the Security Driver’s priorities are, there is a balance that must be maintained between those and all sorts of competing priorities, most of which are brought to the table by the Principal themselves. Doing just that, it is one of the most important aspects of the driver’s job, and often the most difficult to accomplish. But if the job were easy everybody would do it (and if it were any harder, no one would).

The professional Security Driver’s mindset embraces three universal truths: • Everything is safety and security related, from where the vehicle is staged and which seat the Principal sits in, to how many people have access to the trip itinerary or schedule, and whether the vehicle’s tire pressures have been checked. All these things – and quite a few more – have the potential to impact the Principal’s safety and security, either positively or negatively. • There is no “One Size Fits All” solution to any of the issues or challenges the driver may face at any given time, or on any given day. But there should be no doubt that when the defecation hits the vertical rotary oscillator (corporate speak for the s**t hitting the fan) during a movement, everyone from the Principal to the Security Director will be relying on the driver to come up with a solution to the problem. It is those times when the “textbook” solution becomes far less important than providing a timely solution; and that solution does not have to be pretty, it just has to work. 26

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• There are many small details, but none of them are unimportant. From how the driver adjusts his or her seat and the route selected for the movement, to the brand of beverage in the cup holder and the vehicle’s interior temperature, attention to detail must never take a backseat to anything else and should never be left up to anyone else. As trivial as some of the details may seem at the time, just one oversight can damage the driver’s credibility…and restoring it takes more time and energy than paying attention to detail in the first place. • The compensation received for routine days is merely an installment payment. While for a professional Security Driver the definition of a “routine day” may be hard to pin down, the day – or days – when that defection is hitting the vertical rotary oscillator at a furious pace and most everyone else is just worried about not getting any on their shirt and tie or shoes, is when the driver earns every penny of their pay. With these four points in mind, if there is any one aspect of the Security Driver’s job that highlights just how important the proper mindset is to their success it is the fact that it is simply impossible to plan for every situation or scenario they may encounter on any given day. There are too many variables; change is really the only constant (and most of that change happens at the very last minute), and while firsthand experience is both invaluable and irreplaceable, the reality is that just when the driver starts to think they have seen it all, a new day begins and something he or she has not experienced before comes along, bringing with it some unexpected challenges and consequences. Often, when these things arise – as they almost inevitably will – the only thing standing between them, the Principal, and a career ending opportunity is the mindset that it is time to roll up their sleeves, meet whatever the challenge is head on, and earn each one of those installment payments we mentioned earlier. Of course, developing and maintaining the right mindset when it comes dealing with the unexpected does not take the place of planning or mean that it is okay to “just wing it” when moving the Principal from one location to another. Instead, the proper mindset motivates the driver to be as prepared as possible to deal with the potential challenges they are aware of, while doing as much as possible to be prepared for those unexpected challenges not just on some days, or at certain times, but to be prepared all the time, every single day. This way not if, but when, some new challenge arises the driver can commit themselves to meeting whatever it may be head on knowing that they are well prepared to meet the those which they are more familiar with or that they had already anticipated. EPST MAGAZINE • SPRING 2021 • ISSUE 5

The SARS-COV-2 pandemic is a perfect example one of those challenges. It’s certainly safe to say that outside of a very small percentage of security practitioners who had firsthand experience in those relatively few countries that have suffered through lethal epidemics in the past, the vast majority were confronted by a whole new set of challenges and an extremely limited time-frame for figuring out how to best address them. Without a doubt, those with the right mindset who were involved in planning, managing, and providing secure transportation as the pandemic began to catch the attention of their Principals, found themselves investing an inordinate amount of educating themselves, improvising, adapting, and developing innovative solutions to some unique challenges to keeping their Principal’s safe while in their vehicles. From drafting protocols for cleaning, sanitizing, and disinfecting vehicles, to installing temporary partitions, and utilizing everything from ozone generators, foggers, and electrostatic spray guns to protect their Principals, they earned those installment payments many times over.

About the Author Joseph Autera is the President and CEO of Vehicle Dynamics Institute, which has been carrying on the legacy Tony Scotti began in 1974 for more than 17 years. His practical experience includes freelance protection work focusing in large part on surveillance detection and secure transportation planning in semi-permissive environments in both moderate and high-risk locales as well as standing up the protective detail for a prominent technology concern. Additionally, he has also enjoyed tenures as Director of Global Security and Vice President of Global Security Operations for two different U.S. based multinational corporations. His articles on related topics have appeared in some of the professions most respected publications and he has presented on those same topics at a number of conferences and symposiums across the country. For information visit https://vehicledynamics.com

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If you would like to receive a notification when the book is available, contact VDI at info@vehicledynamics.net

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A RARE WIN IN MEXICO

Working Alone and the Worst-Case Scenario By Steve Powers According to Cop saves three government officials, “On February 2, a Veracruz State Police officer assigned to protect Acayucan district attorney Marisela Rojas, thwarted an assassination attempt by three gunmen in Villa de Oluta. Rojas, local Congresswoman Florencia Martínez, and an unnamed councilman were at El Delirio restaurant when the attack took place. The targeted attempt was believed to be related to an investigation by Ms. Rojas into a January 15 shooting that left two people dead at a bar in the city of Acayucan. According to Veracruz governor Cuitláhuac García, after the attempted attack, several arrests were made, and a vehicle used by the gunmen was located and seized. Surveillance video footage shows the hitmen running towards the entrance of the restaurant at the beginning of the attack.” While seated at the principal’s table, the officer, noticing a gunman approached one of the restaurant entrances, immediately stands up and appears to open fire first. Authorities said no injuries or casualties were reported in the incident.

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Several observations regarding this attack. The officer was likely working alone at the time of the attack based upon the following: • Veracruz has one of the lowest numbers of police officers per citizen in Mexico (1.6 officers per 1,000 citizens) and is resourced only to provide minimal protective support. This is exacerbated by large numbers of officials potentially requiring protection and an environment with equally large numbers of potential threat actors with unlimited resources to include financing to outsource targeted assassinations. • The principal was a low-level prosecutor. Despite being the target of active threats, she was unlikely to have been assigned a large protective detail. Media articles related to this incident are consistent in describing the officer as “part of Rojas’ security detail.” This infers that the officer worked with at least one other person, most likely a security driver. • The attack’s location, “El Delirio” restaurant, is within walking distance of a municipal building where the prosecutor was likely working. The movement itself was likely unplanned, with the restaurant selected based upon popularity and proximity. Proximity probably led to a decision to walk there, leaving the vehicle and security driver behind. The movement, mistakenly considered low risk, could have had a far different outcome, i.e., fatal results. Static surveillance of the municipal building would easily have noted the departure on foot and subsequently alerted additional assets to perform mobile surveillance to identify the destination and alert the attack team. The relatively unsophisticated attack likely relied upon a single attack team member to conduct pre-attack surveillance and/or follow the group before alerting the remaining members to initiate the attack. • A video review of the attack shows the officer initially seated, both hands empty, and there are no indications he received advanced warning by radio or either a text or call on his cell phone by another member of the detail such as a security driver in a vehicle staged outside.

The officer and principal(s) had several factors working against them. • Outgunned and outnumbered. • The attackers had the advantage of surprise, numbers (3), and weapons (at least one long gun). • Multiple entrances on different sides of the building that would facilitate an attack from different directions simultaneously. • Site of the attack, a restaurant. The potential target is seated and on the “X” for a fixed time in a restaurant. Determining that time is easy by simply watching. Additionally, in more formal settings, the particulars about a reservation are not difficult to establish and are especially easy when subterfuge is employed in addition to surveillance. A restaurant as a selected attack site favors the attacker by having: • Generally, a single main entrance that is easy to control. A shooter event will lead to massive panic, with occupants likely initially freezing in place and defaulting to the entrance they entered, their first choice but not necessarily the best one for their exit.

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• A large open area without significant available cover (except for an overturned table or the bar if there is one. In this instance, the officer could utilize the counter as cover to reload and continue to engage the attackers). • Table placement and occupancy preclude easy, unobstructed egress and escape. • Typically, few options for alternative egress, such as through a kitchen or a restroom hallway with an emergency exit.

Lessons Learned Action always beats reaction. Executive protection specialists/close protection officers must know and understand this. If you do not, you must! Nowhere is this more evident but in vehicle dynamics. In terms of attacks, I will refer to Tony Scotti’s classic article, “The Science of Escaping the Kill Zone.” As Tony notes, “Kill Zones are not subjective; they are science – escaping them, understanding them, and avoiding them is based on the laws of physics…No matter the scenario, a Kill Zone is a time distance relationship.” This is just as true inside the vehicle as it is when outside it. Recognizing the unfolding assault with the first attacker at the entrance, the solo officer immediately stands, draws his pistol, and appears to fire first. Emptying his magazine, he moves, reloads from cover, and continues to engage the remaining attackers. In this incident, immediate aggressive action on his part interrupts and neutralizes the assault. Equally critical was his mindset to dominate the confrontation. • Just as in-vehicle attacks, moving targets are harder to acquire and neutralize. Stationary targets, on the other hand, are easy to kill. Nowhere is this more true than in a restaurant. Potential targeted persons are seated and proverbial “sitting ducks” with few options other than going low and using a table as limited cover. Any movement in the open to escape, such as to the back of the house, i.e., kitchen, is likely to fail. Even if crouching, the intended target, an untrained, non-stress inoculated principal, will likely expose more body surface area to gunfire than simply “going to ground” at the moment. • Although the restaurant had three entrances, the attackers used two on one side only to enter. This created a “fatal funnel” from which the officer was able to stop the unidirectional attack. Using entrances on one side only essentially negated both the attackers’ numerical and firepower advantages. Had the attackers exploited the side entrance also, mounting the attack from two directions simultaneously, the attack would likely have succeeded with the principal being killed as well as the officer. The point here is that attackers make mistakes too. Not every attacker will be a former operator of a member of the “A-Team.” That being the case, never underestimate an adversary; even the “C” team has wins.

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Even for short distance foot movements, the principal vehicle should be staged either close by or at the destination, facing in the direction of traffic to facilitate a departure. For lengthier movements, I recommend positioning at an intermediate location on the same side of the street the principal is expected to walk by or staged so that it can respond to where needed if the route or circumstances/need change. Trailing the foot movement is impractical in traffic and, when done, always draws unwanted attention to the movement and principal.

The advantages of properly staging your vehicle(s) include: • When static, the security driver should perform surveillance detection, potentially observing pre-attack indicators and providing early warning. Even better is having a dedicated resource to do this. A person(s) that provides area overwatch, able to blend in and be innocuous (gray). In this incident, had the principal vehicle been pre-staged near the destination (not at, so as to not reveal it) with an unobstructed view of the main (primary) entrances, the attackers may have been detected, enabling an exit (“getting off the X”) by the principal from the restaurant before the attack was initiated or if noted early enough, the movement avoided altogether. • Facilitating an evacuation. Even if not armored, a vehicle provides limited cover. The vehicle can serve as a mobile safe haven when parked. If armored, it may provide vital ballistic cover from weapons fire, buying time and enabling escape from the area. • Adjusting to itinerary changes that began as a foot movement but now due to the distance to the next location requires travel by vehicle. • Ability to drive to a hospital in the event of a medical emergency. EPST MAGAZINE • SPRING 2021 • ISSUE 5

• Access to equipment not easily individually carried by the executive protection specialist, such as a large trauma kit or an Automated External Defibrillator (AED). Working solo means you are always on the X. In an attack, you can either fight or cover/evacuate, but you cannot do both effectively at the same time. You may have to fight just enough to facilitate the principal evacuation (escape), always the first priority. Ideally, you recognize the pre-attack indicators and leave before the attack unfolds. Even then, this departure could cause the attacker(s) to initiate the assault at the moment as they believe their intent is now known. Be prepared that the anticipatory evacuation movement may be under fire. In a high threat environment, the criticality of an advance presence prior to the principal’s arrival cannot be overstated, especially if it is covert. I have eaten at a restaurant to check it out, never introducing myself so as to not preannounce a visit. Wandered through a hotel before a formal advance to learn the layout and evaluate the “feel” of the place. I cannot tell the number of times, wearing a suit, I have made it back of the house, politely greeting workers and never being challenged. Their assumption likely that I would not be there if I wasn’t supposed to be. Intimate knowledge of the location your principal will go to allows you to understand the limitations of its physical layout as well as to exploit all its tactical advantages. A lesson I learned years ago when I just began my career was, “Never go through a door that you don’t already know what’s on the other side.”

The value of surveillance detection Most protection teams are resource-constrained. However, for details in high-risk environments, I have always utilized surveillance detection to some degree and, when possible, personnel dedicated to that function. When resources were not available, I reconned a critical destination when the principal was down for the night in their room. Leaving a principal, albeit “secure” to some degree at a hotel, is not ideal nor recommended, but sometimes necessary. This is particularly important in international environments when one might not possess the baseline knowledge to recognize anomalies in the environment. In my experience, the most effective teams, those most likely to not draw attention, consist of a male/female or female/female. Universally, two males will almost always appear or project as law enforcement, especially if they are. Civilian style clothing or “Hawaii” shirts alone will not hide the tell-tale signs and behaviors. Several years ago, I employed this concept during a week-long, high profile (not by choice) detail which concluded with a nationally publicized opening event with many dignitaries in attendance. The detail was in a country that had a significant, long-term history of terrorist attacks to include several suicide bombings in the immediate area within which we were operating. The government had a say about the security arrangements and was open-minded and very accommodating to my suggestions. Dedicated surveillance detection personnel to shadow and provide overwatch of all movements over the course of the assignment were critical to the success of the detail. The assigned personnel never physically intersected with the detail but did so only through a variety of communication means. The team was staffed with persons drawn from a plain-clothes national police unit. Unfortunately, only males were initially available for the assignment with the team leader, a male in his late 40’s. With some creativity, a civilian recent female college graduate, who had worked as a VIP liaison, was located. I paired both the team leader and the college graduate. 34

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This team was deployed in advance at all locations prior to the principals’ arrivals. Their focus was the inner circle, the “X.” Appearing to be a father and daughter, the two were “ghosts” and blended in especially well considering the area was known for local families and foreign tourists. No one, not even the principals, ever noticed the pair despite being present at almost all the destinations. The male-only unit was used for area surveillance outside the “X,” looking at the big picture, overwatching routes, and movements and prepared to intercede in the event of an emergency. Restaurants and similar locations in public settings present protection specialists with some unique challenges. In the U.S., when my past principal visited retail locations within a mall, the visits were often followed by lunch at a restaurant there. When possible, I would employ a two-person counter surveillance element using the cover of customers simply eating a meal there or as “window shoppers” with the capability to physically intercept a threat when the principal was moving. Another concern was and still is with the threat of being caught in an active shooter event. If so, I am always prepared to evacuate through a store to the back of house service corridor, followed by movement through a fire exit or loading dock. I ensure that my security driver is familiar with the perimeter access road(s) to where the loading dock/these exits are located. In the interest of simplicity, by default, I designate one as the emergency evacuation pickup point where the driver should stage. In Mexico, wrong time, wrong place exposure to a targeted attack where anyone in the way is just collateral damage is a significant risk to protective details. There, restaurants are often the scene of targeted assassinations for high-profile individuals. Most recently, on December 18th, 2020, the former governor of Jalisco State, Aristóteles Sandoval, was murdered in the restroom of a Puerto Vallarta restaurant, Distrito 5. Two high-end malls I am familiar with, La Isla in Acapulco and Artz Pedregal in Mexico City, have been the scene of past targeted attacks, each in a restaurant. Table selection for the principal will be influenced by any number of factors such as reservations, availability due to time of day, how busy it is, and the size of the party. In my world, trips typically involve visits to retail locations with an entourage of much executive staff and a host with the same. When you can guide the selection (almost always unlikely as you will not be the decision-maker but rather the host will), select a location: •

That facilitates emergency egress.

•

That provides some degree of cover or is near some (for example, the bar).

•

Allows the principal to be on an end.

Several factors guide where the executive protection specialist(s) should be positioned. In general, being seated draws less attention. Recommendations include: 1. Located to intercept unknown/potential threat person(s) from walking up to your principal’s table. 2. Maintain clear paths and lines of sight to at least the main entrance and one exit. EPST MAGAZINE • SPRING 2021 • ISSUE 5

3. When I have had an armed resource, ideally the advance agent, they are generally positioned at the most likely entrance point to be able to intercept an armed threat.

In the case of this incident, the attempted assassination of Acayucan district attorney Marisela Rojas, the State Police officer simply sat at the same table. Operating solo, doing so was sound tactically. Following recommendations 1 and 2, he was in position to immediately address the threats as they became visible.

Summary Train for the worst, push your limits, and do detailed advances. Learn everything you can about the environment and potential threat actors. Maintain acute situational awareness to exploit adversarial mistakes.

About the Author Mr. Powers is currently manager of Global Protective Services for Starbucks Coffee Company. He is the lead executive protection specialist for the Chairman’s security detail. Mr. Powers has worked extensively in security advances and close protection throughout the Americas, East Africa, Middle East and Asia (Philippines and Indonesia) as the manager of the Global Travel Safety and Security Program for high risk countries.

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A PRELIMINARY ANALYSIS: LESSONS LEARNED AND RECOMMENDATIONS FROM THE OMAR GARCÍA HARFUCH (OGH) AMBUSH

The Site and the Timeline On June 26th, 2020, at 6:35 AM, Mexico City Police Chief Omar García Harfuch was ambushed in his armored Suburban. The ambush occurred at the intersection of Monte Blanco and Av. Paseo de la Reforma. The attackers drove a large truck followed by a Suburban, out of AV. Monte Blanco and blocked the intersection as García Harfuch was driving on towards AV. Monte Blanco. From 4:00 AM, four cells of seven attackers each waited for Omar García Harfuch. They were stationed at various locations along the route. The attack started at 6:35 AM. The attacking team was parked at the ambush site for two and a half hours. Three seconds into the attack, the intersection was blocked by a large truck containing 7 to 8 armed gunmen. EPST MAGAZINE • SPRING 2021 • ISSUE 5

Nine to ten seconds into the attack, they started shooting at Omar García Harfuch’s Suburban. From the time the truck stopped, it took 2 to 2.5 seconds for the shooting to start. Forensics indicates that García Harfuch’s Suburban was stopped 20 Meters – 66 Feet away from the blocking truck. The shooting stopped 6:37:52 AM. The shooting lasted approximately two and a half minutes. As a point of interest, at the 6:35:58 AM mark, approximately a minute after they pulled out, you can hear police sirens. Omar García Harfuch’s security team immediately sent a message for help. (opinion – the reaction time is impressive)

A significant component of the analysis is the Decision Site Distance (DSD). Where on Av. Paseo de la Reform could the driver have first seen the ambush developing? From that location – How much time and distance did they have to work with? When applied to the science of driving, the numbers related to all of the above create a vehicle ambush algorithm. The Omar García Harfuch’s (OGH) Ambush, although complex and spectacular, it is no different than other attacks. As with all vehicle attacks, no matter how simple or complex, they are an exercise in the laws of physics. No matter the scenario - the vehicle driver combination and the given environment must operate within the laws of physics. Also, vehicle attacks are a time distance relationship - how much time and distance did OGH’s driver have to avoid the problem.

Forensic Analysis and Lessons Learned We have used forensic science and engineering principles to determine the cause of a vehicle ambush in the past. The analysis is based on a rigorous, disciplined approach to identify the problem that causes the event. We test all scenarios for accuracy.

Shortly after the sirens are heard some of the attackers pile into the Suburban and leave the attack site.

We measure maximum speed, the path the vehicle takes, vehicle performance, sight distance and come up with the cause of the event followed by lessons learned.

The attackers that are in the truck bed leave the truck and flee into the neighborhood. The police were able to apprehend most.

From the OGH forensic analysis, we developed a hypothesis from which we created nine data points. At each data point, data is collected, analyzed, and a hypothesis created. Vehicle Dynamics Institute team conducted tests to determine the accuracy of the data and from that data, we developed lessons learned, operational suggestions and follow it up with training points.

Attack Site This was an example of the attack team doing their homework. They picked a location where the vehicle could have some reasonable speed, which, in turn, increased their rate into the kill zone. The attack location was a classic danger zone. The vehicle was moving around a curve that 38

offers limited sight distance. There were trees on the left side of the vehicle. On the vehicle’s right-hand side were some homes and trees that would block the driver’s view of a vehicle entering the intersection.

The following is a preliminary analysis. This preliminary analysis is just a snapshot of the Challenges faced by the Security Driver and Executive Protection that did not exist as little as 10 to 15 years ago.

Data Points ISDA collected Data covering nine test points. All nine points will be covered in the complete report, which will be available to ISDA Members.

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Data Point 1 – Radius - To determine the vehicle’s speed as it entered to Decision Site Point. Data Point 2- Determine Decision Sight Distance – Determine the location on the Av. Paseo de la Reforma, where the decision-making process began. Data Point.3 - Computing Braking Distance and Rate of Deceleration - Determining the braking distance needed to stop the Armored B6 suburban and the driver’s options. Data Point 4 - Night Driving Distance - ascertain the effect of low light conditions on the ambush’s outcome. Data Point 5 - Reversing - Preliminary analysts discovered anomalies with the placement of the Suburban Data. Point 6 - Run flats - the effect of runlats on the outcome of the ambush Data Point 7 - Armored Vehicles - determining the armored vehicle’s role in the ambush Data Point 8 -The Attack Site Analyzing the design and selection of the site of the attack Data Point 9 - Surveillance Detection – Examining the role of Surveillance Detection in the outcome of the ambush Attackers shot at the seams and gaps of the armored Suburban.

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Lessons Learned from Data Points 3, 5, and 6 While testing the hypothesis of these three Data Points, the Vehicle Dynamics Institute team produced information concerning operational procedures, training and personal safety, and security that were of significant importance. We thought we had to share it with the community. Data Point 3 - Computing Braking Distance and Rate of the Deceleration Braking techniques played an essential role in the ambush. The Analysis and VDI testing concluded that the outcome would have been different. Different defined as, although two bodyguards did not survive the incident, the principal did survive. If a different braking technique were used, the outcome would have been substantially different.

Our findings A VDI level 5 test driver* (Highest level of experience and skill) with years of experience instructing students to use threshold braking with an ABS vehicle drove an armored B6 into a recreation of the OGH ambush. Using the threshold method of braking (With a vehicle equipped with ABS brakes), the Level 5 driver required 160 Feet or 48.8 Meters to stop the vehicle. In the same vehicle, the same level 5 driver, driving into the same scenario, braking hard with no threshold, used 94 Feet or 28.7 Meters to stop the vehicle. Using threshold breaking with an ABS vehicle required an extra 66 Feet or 20 Meters to stop the vehicle representing an increase of 70% of the distance needed to stop. Applying these numbers to the OGH ambush, it would have been the difference between stopping 20 Feet/ 6 Meters in front of the attacker’s vehicle with the result of the principle remaining alive versus using threshold breaking with ABS with the result of the Suburban drive under the truck more than likely killing the principal. Consider that most accidents and vehicle attacks require hard braking - the use of threshold breaking with an ABS car is not just a security issue. It is also a safety issue. Braking Distance - Lesson Points and Recommendations As a trainer, do not teach threshold breaking with an ABS vehicle - and we cannot imagine an executive vehicle that does not have ABS brakes. As a potential student or purchaser of protective driving training, we suggest you ensure that you or your employee is not attending a program that instructs students to threshold brake with an ABS vehicle. The entrance speed into all braking exercises must be measured accurately; a computer or radar gun is a must. For example, with the level 5 driver, if the speed were increased 10%, which would bring it up to 44 MPH or 71KPH, the stopping distance would increase by 20% to 113 Feet or 34.5 Meters which would have produced an entirely different result. This is an issue that can create liability problems. The training provider is training you or employees to NOT USE an ADAS system proven to prevent accidents and save lives. 40

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Training needs to change to adapt to vehicle technology - On most all executive vehicles, some computers and algorithms will limit the driver’s ability to stop the car and turn the car - driver training needs to reflect the increased use of computers and executive vehicles. If you’re driving in an armored vehicle, determine the vehicle’s stopping distance - this needs to be done by testing the vehicle. The time to know that you need 90 Feet/27.4 Meters to stop your armored vehicle is before there is a truck blocking the intersection 80 Feet/24.4 Meters in front of you. * Driver Levels 5 Extremely High: Military/Law enforcement, Military/Civilian overseas deployments, Driver training in Armored Vehicles, 4 High, 3 Medium, 2 Low, 1 None

Data Point 5 – Reversing Our forensic analysis indicated that the driver attempted to back out of the Kill Zone. A video and photos showed that the vehicle initially stopped 20 Feet/ 6Meters in front of the attacker’s truck. Other images and videos show that the Suburban’s final resting place was 66 Feet/ 20 Meters back from the truck, which indicates that the driver moved 46 Fee/14 Meters . in reverse Before the vehicle stopped at its final resting place. This also suggests that, at that time, the driver was still capable of putting the car in reverse and backing up. Further analysis indicated that the Suburban remained stationary at the 20 Foot/ 6Meters mark for 2 to 2 1/2 seconds before attempting to reverse. The VDI test team recreated this scenario matching the dimensions developed in our analysis – in the process of conducting the tests, they discovered a vehicle characteristic that explains our hypothesis of why the driver seemed to have sat there 20 Feet/ 6Meters from the vehicle for approximately 2 seconds before moving the vehicle or trying to move the vehicle. Test Procedures The VDI team had drivers with varying levels of *experience and skill drive into the OGH ambush recreation. Using a target speed of **40 MPH/64.4 KPH and reaction times of .5, .7, and 1.2, seconds had the driver brake hard to a complete stop and get the Suburban moving in reverse as quickly as possible. They found that the average amount of time it took for a driver to put the vehicle into reverse was about 2 seconds. The testing indicated at best, the quickest a highly skilled driver could get the car into reverse would have been 1.13 seconds and that the average driver needed approximately 2.5 seconds. This proves the hypothesis the two seconds to 2 1/2 seconds after the barrage of fire into the suburban - the driver we’re still able to put the car in reverse and back up - the delay in backing up can be explained from the data collected by the VDI team. This is a testament to the capability of the armored car. We will discuss the armored vehicle in the complete report. Note: 40 MPH/64.4 KPH is the speed determine from data point two to be the Suburban’s speed entering the kill zone. The VDI team that the two-second delay was caused due to the vehicle’s ADAS Transmission Control Module (TCM) system. EPST MAGAZINE • SPRING 2021 • ISSUE 5

A transmission control module is an electronic mechanism that collects data and processes signals within your transmission in order to regulate the transmission’s gear shifting. VDI discovered that if a driver releases the brake before/as shifting to reverse, allowing the vehicle to roll forward will cause a delayed engagement of reverse gear due to the Transmission Control Module (TCM) functionality. The TCM systems can create a severe issue with backing out of the kill zone; hence the VDI team spent a significant amount of time ensuring that they recreated the scenario accurately, tested it under various environmental conditions, and drivers of varying levels of experience. Even if the driver tried to back up, the chances are very high that due to the ADAS systems, there was a significant delay from the time the car was put into reverse to the time they backed up. Reversing Lessons and Recommendations Training providers need to determine if the student’s operational vehicle the Transmission Control Module. If they do, they need to discuss the effects of TCM on reversing. Those who train students working in a high-risk environment need to examine the reversing characteristics of the operational vehicles the student will be driving and the environment that they will be driving in. Security drivers need to know the characteristics of the vehicle while driving in reverse. Keep in mind that all new vehicles have speed limiters, preventing the vehicle from reversing quickly. Training to reverse the vehicle out of a dangerous scenario cannot start with the vehicle stopped - the training exercise has to start with the student driving into the backing exercise at a predetermined speed. Test your vehicle reversing characteristics. The time to know that there is a limiter on the vehicle that prevents you from going faster than ten mph or worse yet that there is an ADAS system that delays the vehicle transmission from shifting into reverse is not when you are facing a problem. Since backing out of the kill zone is one of the necessary skills necessary required for a security driver, it is mandatory that the driver find a safe place they can drive their operational vehicle At a speed that fits the environment that they drive in and stop it quickly put the vehicle into reverse and experience the vehicles reversing characteristics. This is another example but why protective driver training instructors must grasp the concept of ADAS in the vehicle algorithms. There very well could be a time when the vehicle’s algorithm is deciding to maximize safety; it may be putting the security of the principal and the driver in harm’s way - that is the difference between a security driver and a chauffeur. Training needs to train students to work with the vehicle’s algorithm to maximize the performance of the vehicle.

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Data. Point 6 - Run flats The photo of the Omar García Harfuch that received most of the press about was that of the Suburban parked on Av. Paseo de la Reforma riddled with gunshots and sitting on four flat tires. That photo created questions about whether the vehicle had run-flat tires. Run-flat tires should be on all armored vehicles, but in this scenario, it did not matter if they had run-flats or not. We’re not saying they shouldn’t have run-flat flats, but in this attack, it wouldn’t have made much of a difference. As a note of reference, during my 46 years in the profession, I have tested many run-flat devices and tires, but never have I attempted to drive an armored vehicle with or without run-flats in reverse with one or more of the tires deflated. We (ISDA and VDI) researched to find if there was any data available on vehicles driving in reverse with flat tires, with or without run-flats. We did not find any, which prompted the VDI team to do their own research. The VDI team constructed a series of tests to determine the difficulty level and the time required to exit a Kill Zone with flat tires at different ends of the vehicle. VDI Created three scenarios measuring the time and the level of difficulty Distances Split 1 The time it took to move the vehicle 0’ – 50 Feet/15.24 Meters in reverse Split 2 The time it took to move the vehicle 50 Feet/15.24’ – 100 Feet/30.5 Meters’ in reverse Split 3 The time it took to move the vehicle 100 Feet/30.5 Meters’ – 246 Feet/75 Meters in reverse The Cumulative time it took to move the vehicle [0’ - 246 Feet/75 Meters] in reverse EPST MAGAZINE • SPRING 2021 • ISSUE 5

The time it took for an experienced driver to move the vehicle in reverse from a stopped position to the 50 Feet/15.24 Meters mark with the front tires deflated was 3.47 Seconds (Split 1) To reverse the vehicle from the 50 Feet/15.24 Meters mark to the 100 Feet/30.5 Meters’ mark required 1.75 Seconds. (Split 2) To reverse the vehicle from the 100 Feet/30.5 Meters mark to the 246 Feet/75 Meters mark required 3.9 Seconds. (Split 2) The total time to back the vehicle to the 246 Feet/75 Meters mark, which is the decision sight distance, was 9.12 seconds. With all four tires deflated, it took a skilled driver 4.87 seconds to back up to the 50 Feet/15.24 Meters mark - those with lesser skills required 6.44 seconds to reach the 50 Feet/15.24 Meters mark. Note: We mentioned this characteristic when we would covering reversing, but it bears repeating Reverse speed limiter engages at 25 MPH/ 40.2KPH; in Iterations 1, 2, and 3, limiters would engage between 50/15.2 – 55/16.8 Feet/Meters from the start point The reverse speed limiter is not always consistent - On some runs in iteration four, it wasn’t engaging until 80 Feet/24.4 Meters - 85 Feet/26 Meters; on others in this iteration, never engaged.

Run flats - Lessons and Recommendations If an operational vehicle is equipped with run-flat tires, training programs need to consider an exercise, specifically a backing up exercise with one or more of the tires flat. As VDI’s test discovered, driving in reverse with flat tires with or without a vehicle equipped with run-flat devices can be difficult and, at times, dangerous. The testing concluded that the reverse limiter seems to vary when the tires are flat. When conducting training in reverse, the driver needs to know at what speed does the reverse limiter engages - And how much time and distance will you use up getting to the point where the reverse limiter is engaged. When you consider that most paths of escape will be to the rear, knowledge and training needs to spend time untraining with these issues. The assumption is that the reason you have run-flat tires is that you feel your tires may go flat keeping that and mind makes sense that a training program should include driving on run-flat - the issue is the expense.

About the Author For more than 46 years, Tony Scotti catered to the training needs of corporations and public service agencies. He trained governments, corporations, law enforcement agencies, and military organizations to avoid vehicle violence. For five decades, his training programs have been conducted in over 40 countries, students from seventy -four countries have attended his programs on five continents. He combined his knowledge of science (He holds a B.S. in Engineering from Northeastern University) and vehicle dynamics with firsthand experience gained while conducting real-world security operations in moderate and high-risk locales worldwide. Tony used his skills and expertise in analyzing incidents to create a mathematical model for vehicle attacks. 44

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THE PARALLEL OF FIREARMS AND DRIVER PERIODIC TRAINING AND TESTING! By Jerry Heying

A common response to the recommendation of a Protector taking a Protection Driving Course is often; “I have a driver license and I know how to drive”. And for some they will add, “I have been driving for many years, so why do I need training?” Usually this is not asked as a question but more of a statement! Whether if it is a statement or if it is an honest question, it’s one that needs an answer! As the title of this article suggests, I believe that there is a parallel between annual or periodic firearms training and testing, and driver training and testing. Regarding firearms training and testing, many say I have a pistol permit and have been carrying for many years, why do I need to train or shoot a qualifying course every year? Just because someone has a pistol permit, or that have carried a firearm for many years, how do we actually know that they can shoot? Or more specifically, can they hit what they are aiming at? And under stress? To test someone’s ability with a firearm. we have them shoot a qualifying course of fire, that has an established consideration of an acceptable pass/fail score. Basic levels are between 70-80%, and some advanced courses require higher such as Virginia does for the Armed PPS requirement which is 92%. It is a method to measure their shooting ability, using a timer, and a specific target, and EPST MAGAZINE • SPRING 2021 • ISSUE 5

having the shooter draw and fire accurately within a certain amount of time, that has been deemed realistic and practical. This is one way to measure someone’s shooting ability. So how do we measure someone’s driving capability and why is it necessary? It is estimated (by those that do those sort of things), that the average driver only uses about 40% of the vehicle’s capability. Every vehicle can be measured as to its capability regarding handling, given the vehicles weight and handling design, and when driving in a designed course using mathematical formulas, it is possible to measure a driver’s capability within a given vehicle. And it is recommended that a protection driver meet or exceed 80% of the vehicle’s capability, which is believed to be a reasonable expectation of a professional driver assigned to protect a principal, as well as the ability to take evasive action to avoid an accident or an ambush (both have similar characteristics). Two time proven training exercises which are measurable are the slalom, and the evasive lane change exercises. In addition, the brake and turn exercise can measure a driver’s ability to brake hard and turn the wheel to avoid an obstacle. Other recommended exercises are straight line backing, “Y” turns (sorry “J” turns are not only not recommended but discouraged), reverse slalom, reverse counter ambush, and a lane shift or “chicane”. And to bring everything together into a “combined skills exercise” along with some added stress is a real test of using the vehicle to the best of its ability. Is there really a parallel between driving and shooting? Both activities involve possible life and death circumstances! Each year there are in the neighborhood of 30,000 deaths in vehicles, and around the same number of deaths related to firearms. Many deaths of drivers are self-inflected, and the same is true for those who handle firearms. Generally speaking, regulated armed security are required to qualify once a year, by shooting a specific course of fire. While those doing protection driving is not required by law to drive a qualifying driving course that is measurable, it is certainly recommended to “re-train” or “re-certify” at least every two years. If you sit behind the wheel and provide protection to a principal (EP Behind the Wheel), you are bringing two distinct disciplines of driving and protecting into one combined activity, and as a professional, it is prudent of you to train and improve your ability and to qualify your ability by being tested, just the same as proving your ability with a firearm. And just like shooting, which is a perishable skill, evasive driving skills may also perish over time, which is why it is recommended to re-train and be re-tested periodically at least every two years.

About the Author 40 years Private Security and Executive Protection, Firearms Instructor, Executive Protection Instructor, Protective Driving Instructor. Instructor at Executive Protection Institute, Trained Evasive Driving Instructor, NRA/NYS/VA state certified Firearms Instructor, VA PPS, PI Instructor. Mr. Heying is President and CEO of International Protection Group LLC, International Protective Service Agency both founded in 1989. President and CEO of the Executive Protection Institute (2009) For more information on Mr. Heying visit https://www.ipgcompany.com/

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JOIN ISDA The ISDA membership is for anyone in the protective services community. If you have an interest in learning more about Security Driving, Secure Transportation, or Executive Protection, we suggest you consider ISDA Membership. The International Security Driver Association (ISDA) is a small but influential group of protective services practitioners from all sectors of the Executive Protection/ Secure Transportation profession and all parts of the Globe. The ISDA website is the home to a vast amount of information available to the members only. There are more than 400 articles covering continuing education opportunities – business metrics – industry news – job opportunities, and marketing assistance. Members have access to the Members-only Knowledge Center (KC); the KC’s purpose is to organize content to conform to the Secure Transportation Triangle. Intending to make it easier for members to find the information or data they are looking for. This is a snapshot of the member entrance page. There are six Icons that lead our members to various subject-specific sections of the website.

Knowledge Center

Tools and Resources 48

Roadmap for Success

Member Directory

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COVID-19 Center

Certification

The website’s information and resources are separated into six topics.

The Knowledge Center The Knowledge Center is where all the articles – education opportunities – business metrics – industry news – job opportunities, and marketing assistance are located. When the members click onto the Knowledge Center, they see Icons relating the Secure Transportation Triangle with the addition of the Business Center.

Driver Center

Vehicle Center

Environment Center

Business Center

The Knowledge Center is also separated into four topics. For those involved in Secure Transportation, three of them may look and sound familiar - The Driver – The Vehicle, and the Environment. We organized the volumes of data into the three corners of the Security Driver Triangle. We added the all-important fourth topic, Business Knowledge. The Driving Center has 75 articles related to the Driver/Driving portion of the Security Driver Triangle. The Vehicle Center has 128 articles also separated into nine topics covering Advanced Driver Assistance - Armored Vehicles - Attacks - Executive Vehicles - Tires - Vehicle Basics - Vehicle Dynamics Vehicle Metrics - Vehicle Security

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Environment Center has 9 Articles

The Business Center has 68 articles separate into nine topics covering business references - IRS - job metrics - job opportunities – K&R insurance - marketing - metrics – training.

The second Icon on the entrance page leads our Members too The ISDA Roadmap to Success. It is free online training available to ISDA Members only. It is separated into three sections - Planning for your Success - Growing your Success - Managing and Enhancing your Success. Each of the sections contains an article specific to the subject.

The Third Icon sends Members to the Covid Center. The Covid Center is the home of 34 articles covering the effects of Covid 19 on the Secure Transportation and EP and Security Driver training industry. In the Center, readers will find articles – data and metrics that can assist practitioners working in the Secure Transportation and Executive Protection profession. This Center is open to the community. Our goal is to help the community navigate its way through the problems created by the pandemic. Most of the information is supplied by Members. If you have information that you would like to add to the Center, please let us know.

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Our Fourth Icon is a collection of reference sources and checklists for our members. The Resource center consist of checklists, or referenced source, that assist the membership. Resources and References contains seven articles

The Member Directory is available only to ISDA members – our members reside in 28 Countries. The membership can be defined as a group of practitioners from different disciplines within the profession and years of experience to assist ISDA Members. Our members represent all aspects of the profession, Corporate – High Net Worth – Private Security – Entertainment – Government and Law Enforcement. They represent – Corporations - Training Providers - Service Providers - Members Who Have Years of Experience Purchasing Training

We have a core group of ISDA members who offer training. Their training programs cover EP, Protective Driving, Self-Defense, Firearms Instruction, Nightclub Security, and Tactical/pre-hospital medical instruction. ISDA has created a training directory. The Directory is a database of ISDA Member training providers and is located on the ISDA website along with a downloadable PDF. The PDF Training Directory is distributed three to four times a year to the ISDA. If you supply training and are not listed, please let us know.

For more information on member benefits visit https://isdacenter.org

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Executive Protection and Secure Transportation Magazine Spring 2021 Issue

Articles inside

THE 2020 TRAINING SURVEY RESULTS

A RARE WIN IN MEXICO

IT'S ALL IN THE MIND(SET

THE PARALLEL OF FIREARMS AND DRIVER PERIODIC TRAINING AND TESTING

PRELIMINARY ANALYSIS: LESSONS LEARNED AND RECOMMENDATIONS FROM THE OMAR GARCÍA HARFUCH (OGH) AMBUSH

MEMBER SPOTLIGHT - CHRISTOPHE GURY

WHAT TO PUT IN A FIRST AID KIT?

LINKEDIN OPPORTUNITIES FOR YOUR BUSINESS