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here’s
a good chance, in the future, that the protection and security of
ships, yachts, marinas and ports, as well as owners, guests, cargo
& crew, will only be achieved by a simple process of design,
training and support from the private sector. The simple truth is - you
can no longer expect that Royal Navy (RN) warship to suddenly appear
over the horizon and rush to your rescue. The RN is currently experiencing
the change of life. One could call it ‘maritime menopause’.
In fact, looking at the latest wave of defense cuts in the UK, you
might need to act faster than you expected. One Royal Navy source
confirmed to DIIA’s editor “In truth, we can’t cover
the security of every commercial ship or private craft 24/7. The area
is too vast: fleet assets to few.” He went on to say, “Of
greater concern, October’s UK defence cuts will certainly not
help the efforts of international forces who are trying to counter the
activities of terrorists, pirates and other criminal elements. If they
(government) cut much more, (RN manpower will be cut by 5000 men down
to just 30,000) and further ships go, British command structures might
disappear all together from joint international naval
operations.”
So
with those comments in mind, perhaps its time for shipping companies
and others presently ‘all at sea’ to immediately seek
expert advice to ensure that every action has been taken to maximise
prevention from, identification of and response to the wide range of
threats now facing the maritime industry. One company – Spearfish
Maritime Security, based in the UK, is certainly worth
making enquiries about. With particular emphasis on the design process,
security requirements are tailored to work effectively, blend in and
flow with the overall concept of any project. These guys are experts.
Oct 2010: Royal Marines and sailors
from HMS Montrose investigate a boat with suspected pirates onboard
[Picture: PO(Phot.) Terry Seward, Crown Copyright/MOD 2010]
 London Gateway is a major new deep-water port,
which will be able to handle the biggest container ships in the world,
under construction on the north bank of the River Thames in Thurrock,
Essex. In addition to the new port, the development will include one of
Europe’s largest logistics parks, providing effective access (by
road and railways) to London and the rest of Great Britain. The
development will dramatically increase the capabilities of the Port of
London in handling modern container shipping. The project is being
undertaken by DP World, one of the largest marine terminal operators in
the world. Construction began in the first quarter of 2010 and is
expected to take several years, with the port and logistics park
completed in stages.
As
we head towards 2011, merchant ships continue to suffer attacks from
pirates as ports and other maritime infrastructure continue to remain
in danger from terrorist attack and the activities of other criminal
elements. The maritime industry is going to have to learn how to look
after itself fast. From the very first meeting of those involved
in the development of a new port, marina or sensitive maritime
structure (off-shore or shore-side) effective management of risk and
security issues has to be paramount in the design and operation of the
project in question. It’s no use signing off on an architectural
and eco-friendly masterpiece if a gap in security is the price paid. On
the other side of the coin, if the security systems installed work but
by their very nature reduce operational efficiency to a point where
personnel safety, jobs & profits are at risk, then it’s not
such a good plan. For existing establishments, current security
procedures will no doubt need re-assessed and updated to cope with
constantly changing requirements.
New
builds and the vessels comprising existing commercial fleets, private
yachts and other craft also need total security in this uncertain world
of ours: from intelligence based passage plans identifying risk areas
to implementation of sound emergency procedures, installation of
reliable counter-piracy equipment, state of the art cargo tracking or
sophisticated explosive or drug detection systems. More importantly,
you have to ensure that your crews and staff understand the procedures
you have put in place and know how to operate the systems involved. As
a skipper of a rescue tug, I know of at least one merchant ship that
boasted a full array of counter-piracy measures but unfortunately had a
willing but untrained crew that could not even read the
equipment’s English ‘instructions for use’. That ship
is now forms part of the chilling statistics that confirm Somali
pirates are currently holding over 20 vessels and over 450 hostages.
A team of specialized American sailors apprehended
17 suspected pirates who attacked an Egyptian merchant ship in the
dangerous waters off Yemen. The sailors from the guided-missile cruiser
USS Gettysburg also seized eight assault rifles and a rocket-propelled
grenade launcher when they boarded the pirates' vessel.
 So who
are Spearfish?
Spearfish
manages all aspects of maritime security from new build to operational
deployment. This could range from specifying the correct camera system
on a ship or at a port to placing an experienced security operator
onboard a superyacht or merchant vessel. Spearfish is an independent,
experienced voice in the marketplace that brings together the very
different worlds of leisure and commercial marine businesses with the
security industry. Based in Hampshire, United Kingdom, the Spearfish
team have extensive experience in maritime operations, yachting and the
security industry, bringing all these aspects into one tailored
consultancy.
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THE SPEARFISH TEAM
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 Dan Hooton
Director
and founder of Spearfish, Dan started his career on charter yachts
before joining the Royal Navy in September 1991. He trained as a
navigator and held various seagoing appointments, as well as his last
tour serving on operations in United Kingdom
Special Forces. Upon leaving in 2001, Dan worked on a private yacht
for two seasons, and then became an operations manager dealing with
the ISPS code during its implementation. Gaining a masters degree in
Corporate Risk, he then held the position of Group Head of Security
for Prudential PLC for four years. Having worked in the key areas of
the military, yachting and the security industry, Dan manages all
aspects of the Spearfish portfolio, ensuring the priorities of
clients are matched to the security solution offered. His
insight into the yachting industry allows him to provide an approach
to security that fits seamlessly with maritime activities.
 Brian Adcock
Maritime
Event Security lead for Spearfish, Brian is a Loughborough PE
graduate who joined the Royal Marines in 1991. He trained
initially as an infantry officer before being selected to attend the
Army Pilots Course and going on to command the Royal Marines Lynx
Flight at 847 Squadron at RNAS Yeovilton. Finishing his career
as a staff officer at the Headquarters Royal Marines, Brian left in
1999 to join the London Events Agency as a project Director. Seeing a
niche in the events security sector Brian set up a specialist
security provider called Matrix in 2001 which counts Microsoft,
Prudential and the Cabinet Office amongst its client base. A
more recent departure into mass public event security has provided
Brian with a unique skill set of consultancy and operations based
knowledge that ideally suits itself to application in the Maritime
Event Security sector.
Gary
Marshall
Maritime
Operations and Training lead for Spearfish, Gary served 22 years in
the Royal Marines joining in 1981. Service took him around the
globe and into a number of challenging operational environments where
he gained valuable experience. On leaving the Corps in 2003,
Gary joined the Board of Matrix, a specialist security provider, as
the Operations Director. Driving the Close Protection wing of
the company he has developed a number of clients, both in the
executive and celebrity world that has put Matrix at the top end of
this sector of the market place. In conjunction he also created the
Matrix Close Protection Course which is NOCN, ELCAS and Edexcel
approved this has enabled Matrix to train and latterly employ some of
the best talent in the market place. His unique maritime
security experience and impeccable training credentials lend
themselves excellently to his newly established role at Spearfish.
 Don Grimes
Don
is the technical lead for Spearfish. He started in the security
industry in 1961 with Auto Call Limited. After various appointments culminating
as a general manager for a major security technology company, he left
in 1992 to run a successful consultancy specialising in high risk
security systems and system integration. Don has over 30 years
experience in the industry, and is responsible for complex
specifications that are then taken to market by competitive tender to
achieve best value for the client. He also maintains a keen eye on
the latest technology, with a view to future product development.
As part of the project management team, Don has vast experience
managing installers and manufacturers on behalf of the client through
to sign off and commissioning of the finished system.
A Clear & Present
Danger
Piracy
attacks on merchant ships continued in 2010 but pirates operating
from Somalia have now become bolder, are now highly organized,
supported by effective intelligence, are better equipped with rocket
propelled grenades, the latest automatic weapons, reliable
communications and a variety of craft to use on attacks. Some of these
pirates are also in contact with or linked to terrorist
organizations. Ships are attacked close to shore but the pirates are
also simultaneously conducting their attacks far from their shore
bases. By use of ‘mother ships’ (often other craft that
pirates have captured), they strike out at merchant ships and private
yachts not hundreds - but thousands of miles out to sea.
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Last
month, a German freight ship and a Singapore-flagged tanker became the
victims of piracy. The German ‘Beluga Fortune’ was seized
about 1,200 miles (1,930 klms) east of the Kenyan port of Mombasa on
October 24th 2010. A day later however, the pirates abandoned the
vessel and the ‘Beluga Fortune’ resumed its voyage to South
Africa.
 Photos
left and below left: Oct 2010
- The Beluga Fortune sent out a 'May Day' to say that she was coming
under attack, and that her crew were locking themselves in a safe room
or 'citadel' to try and prevent the pirates from taking them hostage.
HMS Montrose, a Type 23 frigate that is part of NATO's counter-piracy
mission, codenamed Operation OCEAN SHIELD, was the closest warship, and
so raced to the scene to help the terrified crew. The pirates, on
hearing that HMS Montrose was on her way, abandoned the ship but not
before setting fire to part of the superstructure. As the Beluga
Fortune's crew had barricaded themselves in, they were unaware if the
pirates were still on board or not, and so were very relieved when a
team of Royal Marines from HMS Montrose boarded the vessel in the
afternoon and released them from the safe room. None of the crew were
injured
 Was there another reason (other than the imminent
arrival of an RN warship) why the pirates abandoned their prize so
quickly? One presumes that the maritime jackals that carried out the
attack were not that impressed by the ship’s crew (2 German
citizens, Russians & Filipinos) immediately instigating sound
emergency procedures. They radioed a naval intelligence aircraft for
assistance, stopped the engine and blocked the fuel line. They also
switched off all systems on the bridge, making it impossible for the
pirates to take control of the ship – then all crew locked
themselves away in a secure safe room - so allowing naval forces
from the anti-piracy unit European Union Naval Force - Somalia (EU
NAVFOR) operating in the region time to prepare to free the ship. Good
job it wasn’t a terrorist cell that boarded her, placed their
explosives and left!
Oct 2010: Hijacked MV York
IMAGE – EUNAVFOR
 The Singapore-registered 5,076 dwt liquefied
petroleum gas (LPG) tanker ‘MV York’ was not so lucky.
Boarded by pirates 90 nautical miles off Mombasa port, she sent a
distress alert out at around 0425 hours Greenwich Mean Time (GMT),
according to the Maritime and Port Authority of Singapore (MPA). At the
same time, EU NAVFOR confirmed the ‘MV York was being attacked by
two pirate skiffs in the Somali Basin. It added that a helicopter from
the Turkish warship Gaziantep, operating under the Combined Maritime
Forces (Task Force 151), identified pirates with weapons onboard the MV
York. The Golden Wave, a fishing vessel pirated on October 9 and seen around
the vicinity of the MV York during the attack, is also believed to be
involved in the incident, said EU NAVFOR. 17 crew members, including 14
Filipinos, two Ukrainians and a German (Master) were believed to be
onboard the MV York during the attack.
Turkish warship Gaziantep
A Layered Approach
I asked Dan Hooton,
Director & Founder of Spearfish Maritime Security how his
organization approaches the problem of reducing the risks to ships and
yachts from pirates. He told me, “The benefit of working with
Spearfish on security transits is clear. Our company provides a team of
experienced, ex-military security personnel, led by a senior team
leader. All Spearfish team members deploy with full personal protection
equipment including body armour and ballistic helmets, night vision
aids, thermal imaging and tracking equipment, safety equipment,
including life jackets and team UHF radios. Our teams deploy with full
crew uniform, including foul weather gear.” He went to say,
“We offer and implement a layered approach to the protection of
any vessel for the transit through the Red Sea, Gulf of Aden and Indian
Ocean.”
The following activities
would be carried out:
1.
Pre-deployment preparation.
An initial survey would
be carried out and a vessel hardening plan prepared in anticipation of
any deployment.
2.
Information and liaison:
Analysis of threats to
vessel, based on the transit and cruising itinerary.
3.
Routing advice based on the current threat picture.
Liaison with security
agencies both prior to and during trip.
4.
Crew training:
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Situational
awareness training for owners, crew and company personnel to
familiarise individuals and teams to hostile environments. Training
is essential for effective security management. From ISPS courses
through to onboard scenario training for crew, Spearfish offers
programmes to prepare individuals and teams to manage an efficient
security plan, as well as hostile situations. Crisis management
training enables crew and company to work together successfully to
resolve an incident.
Some of the
services include:-
Situational
awareness training for owners, crew and company personnel to familiarise
individuals and teams to hostile environments.
Team building
to encourage motivation and effective working in small groups.
Crisis
management training to enable and crew and company to work together
to successfully resolve an incident.
Onboard implementation
of the ship security plan/port facility security plan.
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Threat briefing and
awareness training, including team building.
Security drills,
including anti-piracy actions.
Hostage scenario
briefing.
5.
Vessel hardening:
Hardening of perimeter
and access points, and creation of citadel(s).
Use of appropriate means
to deter and delay individuals from boarding.
Use of highly visible
measures to display vessels preparation.
5.
Technical support:
Deployment and training
in use of night-vision equipment.
Deployment and training
in use of tracking facility with alerting function.
En-route:
6.
Routing and threat monitoring:
Threat monitoring
service for duration of trip from specialist information provider.
Routing through the
Internationally Recognised Transit Corridor and participation in the
Group Transit scheme.
Ongoing liaison with
naval forces for up-to-minute intelligence and advice.
Shore-side monitoring by
ops room 24/7 for reaction to alerts.
7.
Consultants duties:
Proper lookout and
surveillance using radar and night-vision aids.
Communication with
convoy protection forces.
Early detection and
correct response to suspicious vessels.
Reaction to an attack,
including liaison with naval forces.
Manoeuvring and other
non-lethal deterrent measures to prevent boarding.
Protection of crew and
the use of a citadel if boarded.
Al Qaeda
 The threat of terrorism from al Qaeda –
certainly from its wing in Yemen - is very real. Admittedly, the
intelligence community can claim some success (thanks to a repentant al
Qaeda operative turning himself in to Saudi authorities) in identifying
those parcel bombs recently found on cargo aircraft but the
‘spooks’ have to be successful every time: the bomber
– only once. Mind you, a parcel sent from Yemen addressed to a
Jewish Synagogue in Chicago? They might as well have written BOMB
on the customs declaration sticker! A Saudi bomb-maker -- thought
to be working with al Qaeda in Yemen - is a key suspect in the
parcel-bomb plot aimed at the United States. An American official told
DIIA that Ibrahim Hassan al-Asiri tops a Saudi Arabian terrorism list,
and is the brother of a suicide bomber killed during the attempted
murder of a Saudi counter-terrorism chief. That attack involved P-E-T-N
-- a powerful explosive that seems to be the current weapon of choice
for al Qaeda's Yemeni branch.
In
a related move, Yemeni police arrested a medical student and her mother
in connection with the discoveries in Britain and Dubai of two parcel
bombs on U-S-bound cargo planes. Countries have now started to impose
bans or restrictions on unaccompanied freight coming from Yemen (&
Somalia), security has been tightened up once again but as attacks on aircraft
become more difficult, I wonder how long it will take the fanatic to
turn his eyes once again towards warships, merchant ships, cruise
liners, tugs, private yachts, sailing ships, marinas and ports?
Let’s face it, the USS Cole was wiped out by one fast and
unexpected RIB packed with explosive without too much trouble. The
devastating Mumbai attack also originated from the sea!
What
happens if terrorists (not pirates) take over an LPG tanker or cargo
vessel, pack it with explosives and proceed to the nearest sensitive
& soft target? Could international navies cope with a cruise liner
being held hostage by fanatics? Is the millionaire on his private yacht
or the adventurous sailor even more of a prime target these days?
Allure
of the Seas will be the last and largest ship launched in 2010 when she
sails in December 2010. The new Royal Caribbean ship will be a sister
ship to the Oasis
of the Seas,. At 225,000-tons and carrying 5,400-passengers,
the Allure of the Seas and the Oasis of the Seas are by far the largest
cruise ships afloat. With such large vessels carrying thousands of
passengers proceeding to sea, it is imperative that governments, defense
forces and the maritime & security industries ensure that every
precaution is taken to guarantee the safety of tourists, crew and
personnel. Established & reliable private sector maritime security
companies can greatly assist in this process.
News
Saturday,
November 13th, 2010
China:
Pirates hijack ship with 29 in Arabian Sea
(AP)
– 14 hours ago
BEIJING
(AP) — Pirates hijacked a cargo ship with 29 Chinese sailors
aboard in the Arabian Sea and told the shipping company they were
taking it toward Somalia, Chinese officials and state media said
Saturday.
The
attack came just two days after another 17 Chinese sailors returned
home after being held by Somali pirates for four months. It also
highlights the spread of piracy to areas outside the Gulf of Aden, a
hijacking hot spot now patrolled by international forces.
An
official with the China Marine Rescue Center, surnamed Yang, said the
Panama-flagged ship Yuan Xiang was attacked Friday night. The Ningbo Hongyuan
Ship Management Company reported the pirate attack to the rescue center
just before midnight and said the pirates were taking the ship toward
Somalia, the state-run Xinhua News Agency reported.
A
man answering the phone Saturday at the company said they were still
trying to contact the ship.
Xinhua
said the attack occurred in an area outside the region where China's
navy is part of a multination force working together to patrol the Gulf
of Aden — one of the world's busiest shipping lanes — and
other waters off Somalia where pirates operate.
Raids
by Somali pirates accounted for more than half of the 406 sea attacks
last year — the highest total in six years.
The
jump came despite the deployment at the end of 2008 of the first
international force specifically to counter Somali pirates, the
European Union Naval Force.
While
worldwide pirate attacks fell 18 percent in the first half of 2010 from
a year ago, the International Maritime Bureau's piracy reporting center
in July said pirates were shifting their attacks outside the Gulf of
Aden zone now patrolled by the multination force.
It
said attacks in the Somali basin — the country's coastal waters,
excluding the Gulf of Aden — and the wider Indian Ocean rose to
51 in the first half of this year from 44 a year ago. At the same time,
attacks in the Gulf of Aden dropped to 33 from 86 a year ago.
On
Wednesday, another 17 Chinese sailors returned home after being held
more than four months by Somali pirates, who newspaper reports said
gave the sailors only one meal of boiled potatoes per day.
The
Beijing Daily said the pirates were paid an undisclosed amount of money
in ransom after the Shanghai-based ship's owner mortgaged his home and
all his shipping company shares to raise funds.
Copyright
© 2010 The Associated Press. All rights reserved.
It’s not going to
get any better.
Patrolling the high seas
for pirates will soon become increasingly difficult for the RN. The
already tiny and overstretched British fleet of 25 frigates and
destroyers is to be cut further to 19, barely enough to escort the
carriers and carry out basic functions. In the short term this will
have the greatest effect on the ability of the UK to influence maritime
events and the RN simply will not be able to fulfil all its existing
commitments. Added to the ‘slash to save cash’ list, 4
powerful Type 22 frigates currently in service will also be scrapped
and more valuable mine-hunters will go. Overall this is a disaster for
the Royal Navy and ultimately - for the UK maritime industry.
1100
hrs. Friday November 12th 2010, Ardentinny, Loch Long, Scotland: In rather
appropriate dismal weather, HMS Ark Royal, flagship of the British
Royal Navy heads to nearby Coulport RN Armaments Depot to be
stripped of her weaponry. Britain’s premier warship is to be
scrapped: a casualty of recent heavy defense cuts.
The
good news is that regardless of those defense cuts, the U.K government
announced that construction of the Royal Navy's two new mega-sized
aircraft carriers will still go ahead. The bad news however is that
once launched - for the first few years of their service, they will
have no aircraft, due to dire cuts in the defense budget. Axing
the renowned Harrier jump jet – together with the immediate
scrapping of the RN’s – now old but still effective
flagship, the aircraft carrier HMS Ark Royal has not helped maritime
security. Additionally & unfortunately, the 2nd new aircraft
carrier to be built will be mothballed or sold off – no sooner
than it is launched. This complete plan is basically flawed – not
only due to the fact that these latest cuts ensure that the UK will be
deprived of any fixed wing carrier aircraft for around 10 years but
more importantly, this serious strategic folly creates future headaches
for those operating the new carriers as valuable naval aviation skills
and experience will have been lost. No chance of the Fleet Air Arm
coming to your rescue in the near future! The French have offered to
allow Royal Navy & RAF aircraft to land on their atomic powered
flagship aircraft carrier while we build ours – but
unfortunately, a British / French Prime Ministers’ press
conference announcing this had to be cancelled last month. The French
flagship – en route to waters off Afghanistan - broke down and
has returned to port. The admiral commanding told DIIA “She’s
not as efficient as she used to be. She’s getting too old.”
The
British & French governments have now issued a new press release
(which only briefly mentions carriers) on their latest idea: British
combat troops including the SAS & Royal Marines could come under
French command under plans for a joint Anglo-French rapid reaction
force to be announced today. The new force is likely to include units
from the Parachute Regiment, the Royal Marines and Special Forces
including the SAS, as well as their French counterparts. The Combined
Joint Expeditionary Force (CJEF) is the centrepiece of a new
Anglo-French military co-operation treaty unveiled by Mr Cameron and
President Nicolas Sarkozy. Invoking the spirit of the 1904
Entente Cordiale between Britain and France, there’s now a new
agreement to co-ordinate work on nuclear weapons (raising the prospect
of ultimately developing a joint deterrent). British officials said the
new CJEF could be used for missions ranging from humanitarian relief
work to counter terrorism & piracy operations or full war-fighting.
It will be made up of British and French units that will train together
but maintain separate bases in their respective countries. So in
future, if you are under attack and looking for help from the Royal
Marines to pull you out of trouble, don’t hold your breath. For
unless you are lucky enough to warrant the immediate deployment of the
new CJEF, any spare Royal Marines will probably be re-training on their
new amphibious craft: sadly, the term ‘amphibious force’
might soon refer to Cockleshell canoes – for at least 2 currently
deployed amphibious ships are to be sold or scrapped (definitely HMS
Albion and probably HMS Bulwark) under the latest UK defense plans.
True,
no naval bases will close but the Royal Fleet Auxiliary (RFA) [Britain’s
equivalent to the U.S. civilian manned Military Sealift Command (MSC)]
will soon lose one recently launched Bay Dock Ship (LDS) (Largs Bay),
plus other vessels in their already diminishing arsenal: possibly even
their entire tanker fleet. So in the final analysis, Britain might not
even be in a position to adequately cover the supply of what is left of
its own fleet – let alone international allies. Thankfully, the
United States remains an impressive power at sea but for every Royal
Navy budget casualty, the U.S. fleet is stretched further. It is
interesting to note that the Singapore Navy, Malaysian, Indian, Russian
and Chinese navies are just a few of the international partners now
fighting piracy head on – one might add – with ships built
for purpose and new orders on the way.
Chinese warship on patrol off Somalia.
RSS Endurance: Singapore is also
determined to provide effective counter-piracy operations.
LATEST
NEWS: As this report goes to
press, AP has just released the following:
 Somali pirates have released a British couple they held
captive for more than a year, after a significant amount of ransom
money was paid. Paul and Rachel Chandler, who looked frail and
exhausted as they were flown out of Somalia, are unharmed and generally
healthy, according to a Somali physician who looked after them
occasionally.
"Aside
from the deep emotional and psychological abuse they endured over the
past 13 months, they are doing relatively well," Dr Mohamed Elmi
Hangul said.
The
Chandlers' ordeal began on October 23 last year as their luxury yacht
sailed from Seychelles to Tanzania. In an effort to steer clear of the
pirate-infested waters near Somalia, the couple travelled hundreds of
miles southward.
But
they were not too distant for the increasingly bold pirates. Armed men
stormed their yacht and took it over at gunpoint. Several days
later, they were transferred to a mother ship near the pirate base of Haradheere
in central Somalia, while a British military ship looked on helplessly.
'Treated
like animals'
From
there, the Chandlers were taken deep inland, where they were
continuously moved around. The captors kept them separately for the
most part, but permitted them to make phone calls a few times. It is
being reported that about $300,000 was paid to their captors on
Saturday. Other reports said that a first instalment of money was paid
many months ago. Negotiations then collapsed because the pirates were
asking up to $7 million before they released the Chandlers. What we are
hearing about the $300,000 paid to the pirates yesterday evening is that
it was contributed by well-wishers, including the Somali community in
London. In total, the pirates are believed to have received between
$800,000 and $1m since the Chandlers were taken. Much of the earlier
payment is reported to have been contributed by the family of the
Chandlers and through a website requesting donations.
The
British government has a longstanding policy of refusing to pay ransoms
to kidnappers.
Nobody
expects to turn their entire crews or shore-side staff into elite Royal
Marines to combat terrorism & piracy but a company such as Spearfish
can guide individual mariners or your company, advise & help you to
minimize risks.
Borrowing
a quote from the Commando website and applying it to Maritime
Security:
“It’s
a State of Mind – You May Already Have It – Choose To Use
It.”
CONTACT
DATA
For any queries
regarding Spearfish Maritime Security, call +44 3330 555501 or send an
email:
mail@spear-fish.com
CLICK HERE FOR DIRECT
LINK TO SPEARFISH WEBSITEThis e-mail address is being protected from
spambots. You need JavaScript enabled to view it
*Please Note: Additional
Spearfish Maritime Security Services:
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Spearfish
draws on extensive event management and industry knowledge to offer
security for boat shows, regattas and other waterside events.
The security
plan will identify all relevant stakeholders and issues, resulting in
bespoke management of qualified security staff, who blend in and
become an integral part of the event itself.
Some of the
services include:-
Initial survey
of event location and interviews with all stakeholders to identify
all potential issues.
Development of
a security plan with client, based on risks identified and aligned to
the look and feel of the event itself.
Deployment and
management of event security team, used qualified experienced
operators familiar with the maritime environment and culture.
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Security Design
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Starting with
an initial assessment and a bespoke ship or port facility security
plan, Spearfish offers design consultancy for projects, new builds
and refits.
State of the
art security technology is then specified and taken to market by a
competitive tender process, ensuring appropriate systems and value
for money. Installation is managed by Spearfish through to commissioning
and acceptance on behalf of the client.
Some of the
services include:-
Risk
assessment of the ship/yacht/marina/port to be protected. ISPS
compliant.
Development of
a robust security plan, using technology and operations. ISPS
compliant.
Development of
the specification of the plan, to be taken to the security market
through competitive tender.
Management of
the tender process, including vetting, selection and agreement of
contract with the vendor.
Project management
of the installation process, including sign off on behalf of client
for delivery of the system(s).
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Spearfish
draws on a range of trusted partners and specialist businesses in the
security industry to offer bespoke tasks to clients.
Tasks may
include technical counter-surveillance sweeps, due diligence &
vetting, maritime surveillance & tracking and legal
repossessions.
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© DIIA2010
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