Issue3 : 01.14
BRIDGE the
BRIDGING THE GAP BETWEEN SECURITY AND SHIPPING
CYBER THREATS Shipping operations under threat from online crime
SECURITY FOUNDATIONS Implementing the right security solutions
ISO STANDARDS Certifying legal , safe and effective private maritime security
WATCHSTANDER PROTECTION Technology’s answer to maritime piracy
Oceans of Opportunity: Degrees in Maritime Security & Policy MSc Maritime Security Develop your understanding of maritime security through topics such as ports, ships at anchor, ships at sea, and the extraction of energy from or via the sea. Historical events are put into context by a trip to Normandy (included in the tuition fee). Individual modules include: Maritime Business Environment; Maritime Crime; Environment and Energy; Marine Insurance; Global Maritime Security.
MA International Maritime Policy Explore private and public policy, the economics of maritime transport ports and terminals, national and international regulation, security, maritime labour, oceanic law, policy and management. Individual modules include: Current Issues in Maritime Policy; Economics of International Shipping; Defence & Security; Public Shipping Law.
Key Facts Tuition Fee These postgraduate programmes have a fee of ÂŁ7,000 each (for UK and EU students) which includes core reading materials. Individual modules can also be taken for approximately ÂŁ778 each. Entry Requirements To be eligible for a place on this course you could have either a bachelors degree, or you may have no formal qualifications but instead have relevant personal or professional experience. Attendance Attendance is required at classes in Greenwich for one or two days per week. Classes take place for twelve weeks from October to December and twelve weeks from January to March. Individual modules can also be taken for two hours per week over twelve weeks. How to Apply For more information or to apply for a place please visit out website www.gre.ac.uk/gmi, email gmi@gre.ac.uk or telephone us on 020 8331 7688.
Greenwich Campus
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BRIDGE Welcome to the
CONTENTS CYBER THREATS Page 5 DEALING WITH CRITICISM Pages 6-7 UNIVERSAL SECURITY FOUNDATIONS Pages 8-9 TRANSPORT SECURITY EXPO Page 9 SECOND WAVE Pages 10-11 ISO STANDARDS Pages 12-13
Welcome once again to theBRIDGE from The Security Association for the Maritime Industry (SAMI) – the global focal point for maritime security matters. This time of year is often one of reflection and the past year has been an incredibly interesting one for SAMI, and the maritime security market as a whole. Across the year there has been much talk of the fact that the war against piracy has been won. Indeed as much as commentators warn against complacency there are definite fears that it may be creeping into the industry once more. This is an extremely dangerous time for shipping, and while it may suit some to overplay the successes against piracy, it seems the rest of the industry is not so easily fooled.
According to a recent Lloyd’s List survey a staggering percentage of respondents (70%) still feel that the coast of Somalia represents a risk to shipping. As one commentator added, “you have a large number of unemployed healthy males and a few dedicated professional mischief makers stirring the pot”. The concept of piracy, terrorism and hijacking as “mischief”, may be underplaying the threat – but the sentiment seems correct, those who are capable of hurting shipping are still free, willing and able. Indeed, while there are few changes ashore there will remain a real threat to seafarers and vessels.
MEMBER NEWS Page 14-15 MARITIME SECURITY BUSINESS Page 16-17 MARITIME SECURITY MATTERS Pages 18 EVENTS Page 19
Front cover image supplied with kind permission from RTI Forensics
It just remains for all of us at SAMI to thank you for your continued support, and to wish you all the best for the festive season and a prosperous new year 2014.
www.seasecurity.org
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Secretariat Update An important focus for SAMI over the past year has been to facilitate debate, information exchange and the development of best practices between shipping professionals and their peers within the maritime security sector. This has been achieved through SAMI’s attendance at a wide range of industry exhibitions, conferences and workshops. Since our last issue of theBRIDGE magazine we have attended events in the USA, Canada and the Netherlands, as well as Transport Security Expo in London and the Contact Group on Piracy off the Coast of Somalia, which was held in Djibouti. While attending industry events and meeting with members and industry stakeholders is an important part of the Association’s representative role, it is seen that into the future SAM’s output will increasingly be online. As part of ongoing efforts to ensure we are able to deliver, we are currently working to re-develop the services on our website. These advances will ensure that seasecurity.org is the leading online portal for maritime security matters – delivering the tools that shipping and security businesses need. Other areas of upcoming focus will be to inform the shipping industry as to what clients should be looking for during due diligence checks on companies that hold ISO 28007 and educating on the additional nuances of certain flag States. As well as being able to assist members in gaining exposure to clients. While Somalia and the High Risk Area continue to be a problem, there are many other issues of immediate security focus such as the Gulf of Guinea. With a number of security successes in the region such as the secure anchorage areas, SAMI will continue to promulgate information on such developments to the industry, and engage on the licensing debate for private security in this area.
Contact Us +44 (0)20 7788 9505 enquiries@seasecurity.org HQS Wellington, Victoria Embankment, London, WCR 2PN SAMI’s Secretariat team are on hand to help: Peter Cook Chief Executive Officer
It is not simply about piracy though, as security concerns such as cyber threats and port security issues have gained traction. As we enter the year ahead SAMI will be looking to provide industry thought leadership in this regard. We will also be exploring emerging markets in South East Asia and South America, as the Association looks to grow its influence and that of its members in these areas. There are, of course, competing demands for the attention and commitment of the maritime security industry, and SAMI recognises the need to deliver on both its promises and potential as we progress and work hard to ensure that SAMI provides the results needed by our members on the international stage and with bringing to the fore, the important maritime security issues to the wider shipping industry. In a rapidly changing environment it can be a challenge for a membership organisation to remain ahead of the wider industry curve, while also reflecting the needs of its members. SAMI is working hard to ensure that as legislation and industry demands evolve we are well placed to ensure the voice of the maritime security industry is heard and becomes an ever more integrated and respected part of the shipping equation
e: pwjc@seasecurity.org t: +44 (0)207 788 9505
Steven Jones Maritime Director e: smj@seasecurity.org t: +44 (0)20 7788 9505
Andy Straw Chief Operating Officer e: ans@seasecurity.org t: +44 (0) 7972 568 098
Gianna Molica-Franco Communications Manager e: gmf@seasecurity.org t: +44 (0)7891 789 868
Anneley Pickles Membership Manager e: ajp@seasecurity.org t: +44 (0)7891 791 032
Elisabeth Wilson Head of Equipment, Technology & Hardware e: edw@seasecurity.org t: +44 (0)7779 667 420
Nadia Balta Administrator e: nb@seasecurity.org t: +44 (0)207 788 9505
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Cyber Threats The concerns about the dangers of online and cyber threats on shipping operations are on the rise.
Maritime security experts are increasingly concerned about the effect of cyber security on shipping – particularly the sophisticated offshore market. The American Petroleum Institute recently held a dedicated Cybersecurity Conference & Expo in Houston, and there is a clear concern surrounding the threat that online attacks pose to businesses. Speaking at the event retired U.S. Coast Guard Admiral. Thad Allen (who created the US Coast Guard’s first cybersecurity program, and is now as an executive vice president for consulting firm Booz Allen), is concerned of the risks of poorly defended computer systems pose to oil and gas companies, and the steps that companies could take to reduce those risks.
The threat to shipping is widespread and oil and gas companies are the potential target for online attacks. According to Allen, “If you have a mobile drilling unit that has to stay in place over the top of a well, say 5,000 feet above the bottom of the ocean, they do that through a process called dynamic positioning. So we have an intermix of a more complex environment, a more complex drilling operation, and automated technologies that are required to be able to drill at those depths. The combination of all of those things together kind of creates a multiplier effect on complexity where you really need to understand risk and be able to manage it.” Allen believes that any endeavour that uses automation related to the Internet that has machinery that are controlled by automated systems are potentially subject to cyber-attacks. That is the bad news. The good news is that steps can be taken to safeguard operations. Depending on the company, the type of machinery and the type of software, there are different levels of adaptation or maturity that would allow them to reduce risks. Without an international standard or regulations regarding what that standard should be, it’s pretty much been left to the companies to identify the risks and deal with it. Not all companies might assess risks the same way and proceed with an intervention, or the cause for action might not be the same in each company. Companies are encouraged to make a baseline risk assessment associated with their operations, from which it is possible to make an assessment of how mature the cybersecurity model is for that particular operation. It is then possible to start to lay out what steps companies might take to improve it and reduce the risk associated with that. Allen believes there is an urgent need to start creating a culture that thinks about managing that operating environment in the same way we think about safety management systems.
While keeping a DP equipped drillship safe from cyberattack is one aspect, there are very different challenges elsewhere, most noticeably within ports.
In a port environment robust security has to be balanced with efficient cargo processing and movement. There is a need to keep trade flowing, and to do this it is important that ports embrace the latest technological advancements. Speaking at Port Security Middle East 2013, His Excellency Said Bin Hamdoon Al Harthy, (the Oman Undersecretary for Ports and Maritime Affairs at the Ministry of Transport and Communications), said technology should be used to gather intelligence without the security measures slowing down the work at ports. “While every time we are talking about security, the other side of the table says we don’t want security because it slows down the whole process at the ports” Al Harthy said. Piracy, vessel hijacking, sabotage and smuggling of arms and narcotics were deemed just a few of the major threats faced by the ports. “Security is not at the entrance and exit of the ports, it is more than that. It is more about intelligence gathering and how we exchange the intelligence with other friendly nations. This is what is happening in Oman”. He said the Sultanate needs another dimension of security as the nation is developing smaller ports. “We have good relationship with other nations in sharing information. We need technology to monitor what is happening in these ports, in the seas, on the land and even from the sky. We have a combined system with the air force, coast guard and the navy,” he added
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Dealing with Criticism The private maritime security industry has faced some fierce criticism of late – indeed as tensions have flared in some areas, there have been views expressed that seemingly paint maritime armed guards as “adversely affecting” shipping in the Indian Ocean. SAMI has been contacted on a number of occasions about the criticisms, and we have stressed that in no way would we term the affect which private maritime security companies have had on the industry as adverse. As perhaps befits the SAMI role within the industry as we represent the best interests of private maritime security providers, we strongly echo the view that the use of private security has had an incredibly positive effect on piracy in the High Risk Area (HRA).
Commentators from the shipping industry and military have all agreed on the important role security has played in tackling piracy. It is an oft repeated fact, but no vessel has yet been successfully hijacked with armed guards onboard. This shows that with attacks still evident, the protection and deterrent provided by the private maritime security industry remains vital to safeguard seafarers, cargoes, ships and global trade. It has been quoted that India’s Chief of Naval Staff, Admiral Joshi has called for international regulation of private maritime security agencies as some of them may become a law unto themselves – he claimed that they “assist pirates, criminals, smugglers, gun runners, human traffickers and terrorists.” SAMI has been quick to respond to this accusation, and we have seen zero evidence of the alleged behavior outlined in the criticism. Indeed, it is very hard, to believe that the professional international private maritime security sector would ever be engaged in such activities. The industry is new, but is working hard to ensure it fits into the existing regulatory and standards driven structure of its client industry, shipping. The industry has worked tirelessly with the International Maritime Organization (IMO) and international shipping associations to establish an international standard for private maritime security companies, ISO PAS 28007.
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While the system of regulating the private maritime security industry is settling down and working towards maturity with ISO28007, it seems wrong to denigrate an entire industry sector, particularly one which has brought significant benefits to shipping and has been a driving force behind the introduction of appropriate regulatory structures.
This standard is nearing the end of a pilot scheme by three prospective certification bodies in accordance with the International Accreditation Forum (IAF) protocols and is expected to be the international standard accepted by the commercial shipping industry within the next few months. The talk of the threat posed by “unregulated PMSCs” was the thrust of much of the media angle as they sought a response to Admiral Joshi’s views. “Unregulated” is a term which implies some kind of free-for-all. The shipping industry is hugely regulated, and as such can only use providers which are deemed to fit into the legal, insurance and risk management standards of the client. The efforts of PMSCs has rightly focused on standards and monitoring of compliance and certification. The ISO 28007 approach is the one which has been adopted and approved by the IMO, and so that is the one which we believe delivers the best route ahead for both clients and providers alike.
SAMI has been working initially on the development of standards, and then once the baton was handed over to ISO – we have been working to ensure that the right checks and balances are in place. It would seem that in order to ensure a level-playing field, and to provide reassurance and clarity, then some form of mandatory system could bring benefits in many senses. However, it should be remembered that many different PMSCs provide varied support/ services (not just armed guards) for clients on a global basis – it is hard to envisage how one-size could fit all, and so it seems that a layered approach to global rules and regulations would provide most benefit. It is also almost impossible to introduce a new standard across the commercial shipping industry and their providers of security overnight, it normally takes a number of years for a new standard to be fully integrated into the industry and as this one is so new we should have realistic expectations.
There has been an immense amount of work at the IMO on this matter, and in a very short period of time the matter was debated and passed to ISO. It is now unclear as to whether, or how, the IMO is willing to advance this issue. There are some Member States who do not feel it is the place of IMO to continue this debate – as they feel that they have achieved all they can/should. Also there are pressures from some circles to ensure that privately contracted armed security personnel do not become entrenched in shipping. The use of armed guards was seen as a necessary step for a unique Somali based piracy problem. While it has been supremely successful, there are many who are wary of fully embracing the armed solution as being a permanent fixture. For this reason it remains unclear as to who will take the lead in this regard.
Various governments, such as the US, are large-scale contractors of private security companies and there is a clear desire for a regulatory structure they can use as a pre-requisite for using private military companies. From a land based focus this is perhaps understandable, but this does not take into account the unique nature, structure, challenges and reality of shipping. The claim is that ICoC incorporates and addresses Human Rights concerns, and of course these are equally applicable on land and sea. However, context is key and it is crucial that all extant maritime conventions are considered especially when looking at all the various facets and areas of maritime security. This is not simply about piracy, there has to be considerations given to issues such as stowaways, asylum seekers and the inherent responsibilities under SOLAS, UNCLOS and the other established maritime treaties and protocols before it can be effective in the maritime domain. . Some facets of the ICoC are not only impractical in the maritime domain, but there are serious concerns that they may actually create new liabilities which are not covered within contracts currently used including GUARDCON. Thus there becomes a real danger that the safeguards which have been developed for security and shipping entities alike may be diminished. It was clearly stated in IMO Maritime Safety Committee (MSC) circular 1443 that the ICoC is not directly applicable to the deployment of armed guards at sea to protect against piracy. The MSC agreed that ICoC was written in the context of “self-regulation for companies deploying armed guards on land only”.
The International Code of Conduct for Private Security Providers (ICoC) was also a route which held promise, but there has yet to be moves to address the maritime security focus, and this has troubled many when viewing from a wholly maritime perspective. The main purpose of the ICoC is to provide a regulatory structure for governments and private commercial companies contracting private security companies on land, in scenarios such as Iraq and Afghanistan.
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Universal Security Foundations Piracy, terrorism, and a host of other threats remain real and present dangers for shipping. While the maritime security industry has stepped up to offer a range of solutions to these intractable problems, it seems that only armed guards have gained any real concerted, wide-scale traction. However, that brings with it some new and unique problems. There are many across shipping, government and within society who feel slighty uncomfortable about arming merchant vessels. While much work has gone into ensuring shipowners can choose the appropriate security for their specific requirements, it is seemingly clear that other options need to come to the fore. It seems that shipping should not have to rely on armed guards alone. Indeed there has been criticism that the wider industry has become fixated with weaponry. It is perhaps understandable given the much vaunted “100% success rate” that armed guards have maintained against pirates, but pressure is building to develop parallel solutions which can be just as effective.
It is clear that shipping needs security, but it has to be the right security, and solutions have to reflect the threats and vulnerabilities actually faced by the specific seafarers, vessel, trade, cargo and company.
At a range of industry gatherings representatives from the shipping and security industries have come together to assess future options which look, not only at armed security, but the myriad alternatives. Solutions which can reflect universally agreed foundations while providing surety in a calm and reassuring manner. At the recent Transport Security Expo, it was heard time and again that Masters, Company Security Officers, Designated Persons, and the executives in the chain up to the MD, CEO or Chairperson are rightly wary of liability issues as they seek the right security to provide protection and deterrent. It seems that on occasion and in certain circumstances the use of armed guards may not always be appropriate or necessary, and they want to be able to explore other options too. What is needed, it was stated, is a new approach to security – one which develops a baseline of deliverables and core requirements to be satisfied. An acronym which perhaps captures the real essence of what maritime security solutions need to be (and which ties into the quiet, calm reassurance approach), is “SLEEP”. To truly deliver on the needs of all parties, maritime security solutions must be:
• • • • •
Safe Legal Ethical Effective Pragmatic
Safe – While it may seem obvious, there are many issues to consider
when safety and security are brought into potential conflict. Safety remains the number one priority, and any maritime security solutions onboard must be used, controlled or managed in such a way as to make them as safe as possible. Without safety there can be no security.
Legal – Legality in a maritime security context can be an occasional
grey area, owing to rapid changes, evolution and development. It seems the political and legal landscape has been playing catch-up in some regards, and this has clouded some issues. Certainly, as a very minimum all contractual issues must be addressed, licenses obtained and clearances too. There is a minefield of legislation, international conventions and regulations to be navigated. While any use of weapons, or even non-lethal devices, must be conducted under appropriate and legal rules for the use of force.
Ethical – The concept of ethics within private security is a complex and
divisive issue. Private maritime security providers must reflect the needs of the client and there are rightly pressures to act ethically too. Security has to be whiter than white, and so ethics becomes increasingly important. It is imperative that PMSCs accept the responsibilities and obligations which come with the vital role of protecting life and property; preventing and reducing crimes; upholding the law; and respecting the human rights of all persons.
Effective – When it comes to security measures, they have to be
effective and able to deliver on their promises. It is no good having equipment which will not perform as advertised, as this could place people and vessels at risk, while also undermining the other layers of security which are in place. This is perhaps particularly relevant when it comes to new technology, and the uniquely harsh and challenging environment onboard ships.
Pragmatic – Pragmatism is perhaps an interesting concept – and one which does not always fit well within the constraints of having to be safe, legal, and ethical.
The very concept of pragmatism is focusing on deliverables, while remaining grounded in reality. While it is impossible to protect anything 100% and maintain its commercial viability there remains a constant trade-off between security and practicalities. Maritime security does not exist in a vacuum, and so must fit into a complex regulatory framework, and work within and alongside demands such as Safety Management Systems and hours of rest. Without pragmatism and a sense of realism, security providers will lose the trust, respect and faith of the seafarers and likely the managers ashore – once lost it is hard to regain.
13 - 14 NOVEMBER 2013 | OL
The much acclaimed event for industry professionals working to deliver meaningful security in an ever changing threat environment, has once again surpassed all expectation and witnessed a significant increase in both exhibitor and attendee numbers.
The annual event, which brings governmental, law enforcement, security service and industry leaders together to debate issues and develop solutions, saw in excess of a hundred exhibitors display hardware and software to almost four thousand attendees, during its recent two-day gathering at the Olympia Exhibition and Conference Center in London. “Transport Security Expo has long held a reputation as the go to event for professionals within the aviation, maritime, supply chain and public transportation industries. In our eleventh consecutive year we are delighted that it retains continued relevance in governmental and industry circles as we continue to fight the menace of global terrorism,” says Peter Jones, Chief Executive, Nineteen Events. The deeply troubling issue of cyber security took centre stage. In recent times this has become a major issue for regulators given that cyberspace has become a veritable playground for state actors and criminal gangs intent on inflicting physical and financial harm. Therefore the transport world is reassessing security protocols and beefing up protective measures where appropriate. Plans are already underway for Transport Security Expo 2014, which will see the event move to Olympia’s larger National Hall on 2 -3 December. A plenary and centerpiece conference incorporating the aviation, maritime, supply chain and public transportation industries, will form the focal point of the show, supported by an extensive exhibition, industry leading knowledge centric workshops, private briefings and a VIP programme. Almost three quarters of the available exhibitor space for next year is already taken and the remaining is fully expected to be booked rapidly. Further changes and new features will be announced as planning for next year’s event gets underway in earnest early in the new year.
The fact remains that there is no “one size fits all” solution for piracy, terrorism, smuggling, stowaways et al. Applying the concept of a universal set of over-arching demands is a step forward, and in following the “SLEEP” theory, there is a way of making sure the wider issues are addressed, ensuring that the specifics are built on strong foundations. PAGE PAGE95
Second Wave - Time to Rethink Madis Madalik, CFO of ESC Global Security looks at cost effective security services without compromising on quality or standards. The times when any team-leader could start his own private maritime security company are over. The market entry barriers are higher than ever and small security companies cannot compete with market leaders due to extremely high expectations from international maritime organizations, flag States and shipowners. Standards across the industy are being raised and the certification process is getting more detailed and complex. But which certificates and accreditations do the shipping industry need to consider? The whole industry is waiting for the new ISO/PAS 28007 standard to differentiate serious companies from the ones who just want to try the industry out. The standard robustly tests management system of a Private Maritime Security Company (PMSC) and its ability to deliver security services using qualified personnel with the requisite qualifications. However there is a potential weak point here, as the ISO standardisation does not ensure that the company is duly licensed to protect a specific vessel under a specific flag, nor does it ensure for example that proper insurance cover is actually in place. It is most definitely a starting point and a bar for the shipping companies to compare. ISO accreditation appears to be a UK-led concept, and with a number of companies being audited as part of the pilot scheme, we are now starting to see marketing campaigns based on this new standard. Amongst the PMSC industry, it was hoped that this would be a one-stop certificate that would avoid individual flag State audits. This has yet to occur but, if the IMO gets behind the ISO concept more emphatically, that may change. In the meantime, an increasing number of flag States have set their own criteria, which they continue to apply.
These flag State approvals allow state audited PMSCs to serve on certain flag state vessels. These certifications can be more detailed in some specific areas – e.g. insurances according to Guardcon contract, 2-year minimum experience requirement for security guards, request to use specific equipment (handcuffs), company’s representative must have military background etc. Many PMSC’s wouldn’t qualify to these standards and these detailed background check by the flag States are beginning to highlight the legally compliant and well functioning companies. Many shipping companies have their own vetting procedures how do these differ from the industry led accreditations? Shipping company audits cover quite similar areas to those required of flag States and ISO/PAS 280007 however, their due diligence tends to dig deeper into operational specifics such as references and experience checks on previous transits, vessel types, cargo and weapons, ammunition and equipment. More experienced companies, will have Compliance Officers to ensure that PMSCs are up to date with industry standards and can provide relevant information to auditors in a timely manner. These checks and commitment to compliance make for good business practices which ultimatley lead to well organised and reasonably priced operations and not to mention the lower operational costs that the well-established company can get from third parties. With standards being raised, how do PMSCs keep their prices low? Cost efficiency should be obtained using alternative solutions rather than reducing team sizes or cutting corners. I strongly believe that PMSCs will start to operate in a more focused manner, concentrating efforts on specific vessel types or selected flag States. This focused service will ensure PMSC can maintain the high standards applicable to all of the regulations in one operational area or in one (group of ) flag-state(s) as well as keeping their costs for standardisation under control. I have spoken to the CEO’s from many different PMSCs, even against heavy competition and prices constantly being pushed down by the industry, they all support the fact that the regulations are being tightened daily, separating the serious players in the industry from those less established. Shipping companies should always have a close look at the full scope of the offer for maritime security services, rather than only comparing the price tag at the end. But why is that so important? First of all, open-minded communication between the PMSC and shipping company should be established from day one as this can have a great impact on operations. For example, on certain occasions it may make more sense to keep the security team on-board rather than disembarking and re-embarking it within a few days. Taking this into consideration, then both,
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PMSC and client must be sure that the firearms and guards are allowed in the port of call. The initial information on this should arrive from the provider and must be double-checked by the client. The goal behind this would be to achieve a win-win situation, where the security company does not have to cover additional third party costs and therefore can supply the services at a better rate.
Comparing the same aspects in the Red Sea, the advantages of floating armouries are pretty much the same, with one addition: it also saves time for PMSCs, which, in turn, reduces time spent on the vessel – which, of course, reduces the costs. Taking all this into account, it’s easy to see that the companies that would use the designated ports as embarking/disembarking hubs cannot compete with the companies that would use floating decks. This pushes the PMSCs towards using only the floating decks. However, listing all the actual pros and cons of floating armouries would require an entirely separate article.
In some cases (such as the Gulf of Aden, surrounding ports near Sri Lanka), the shipping company can save up to 10-30% if the voyage will be combined as one continuous trip instead of two separate ones. In this case, we’re talking only about the direct costs, which relate to the PMSC, meaning indirect costs would drop, too.
Changes in payment terms: it’s a buyers’ market
The use of floating armouries and their benefits.
The time when security companies were paid upfront are pretty much over. Nowadays, clients are demanding payment terms of 30 to 60 days and counted from the date when the invoice is being issued. This means that shipping companies are looking for a strong financial partner or substantial equity to do business with. This all can be achieved with an open-minded communication between the client and the supplier. As of today, ESC Global Security has achieved the same with many of our clients.
Although the use of floating armouries and their legal aspects are a major question for both PMSCs and shipping companies, it’s still clear that these will help save both time and money. The best example, of course, is Oman’s Muscat port vs Fujairah floating armouries. Using a floating armoury instead of the port avoids the rerouting of the ship, saves fuel, time and money. That means that if there’s a difference of a few thousand dollars or even more, it might be cheaper to hire a PMSC starting from Fujairah and pay it for the extra time, rather than absorbing the indirect costs that involve with embarking at the port. The second advantage of floating armouries is the fact that there are neither government regulations nor port dues, which usually add costs on top of the PMSC’s quotation.
These measures will help to ensure that the co-operation between shipping company and supplier will remain strong as it will help avoid the constant pressure on paying the invoices on the date of disembarking or, as mentioned, up front. This ensures that both parties can concentrate on their usual day-to-day activities.
www.escgs.com E: madis.madalik@escgs.com
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ISO Standards The use of Privately Contracted Armed Security Personnel (PCASP) has led to the development by the International Organisation for Standardisation (ISO) of the ISO/PAS 28007:2012 Standard for Private Maritime Security Companies (PMSC. This standard will allow companies to demonstrate they are able to provide PCASP on board ships to an internationally agreed standard. ISO/PAS 28007, as part of the ISO 28000 family of security standards, gives established guidelines to private maritime security companies (PMSC) that provide privately contracted armed security personnel (PCASP) on board ships. Certification to these standards demonstrates to the international community that they, and their operatives, can legally, safely and effectively guard ships transiting the High Risk Area (HRA). There is a complicated process underlying the adoption of a new ISO – and the industry is currently moving through the initial stages. Firstly, a national accreditation body, that is part of the International Accreditation Forum (IAF) like the UK Accreditation Service (UKAS), must assure themselves that the Certification Bodies (CB) are competent to certify ISO 28000 within the scope of ISO/ PAS 28007.” In order to demonstrate this the prospective CBs must be able to demonstrate they have the key skills and an impartial, knowledgeable auditor to check the PMSCs against the demands of the relevant standard. A pilot scheme was launched by UKAS to enable CBs to workwith the standard and prospective PMCSs. This scheme, which assessed not just the standard but also the prospective CBs auditing against it, is now coming to its conclusion. Currently there are three companies engaged in this process, these are LRQA, MSS Global and RTI. The CBs that successfully complete the pilot and UKAS assessment will be awarded accreditation by UKAS as CBs for ISO 28000 within the scope of ISO/PAS 28007. PMSCs that have completed the ISO 28000 within the scope of ISO/PAS 28007 audit during the pilot phase will not be fully certified until the CBs have been awarded accreditation.
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Professionalism & Compliance Tundra Maritime Defense Services (MDS), the maritime division of Tundra Group, is proud to announce it has been certified by Lloyd’s Register Quality Assurance (LRQA) to ISO/PAS 28007. Meeting the ISO/PAS 28007 standard demonstrates to the international community that Tundra MDS can legally, safely and effectively guard seafarers, their vessels and cargo and shows clients, and the entire maritime industry, their dedication to providing the highest levels of professionalism and compliance. Employing this system has also streamlined their processes which in turn have increased efficiency and reduced costs. This cost saving has been passed onto their clients, allowing Tundra MDS to provide the best possible service at the best possible price. Lee Rimmer, Tundra MDS’s Managing Director, comments: “Having ISO/ PAS 28007:2012 certification demonstrates to the industry that we are still able to deliver the same high quality of service at a lower price without compromising on quality. Recent feedback from our clients has been fantastic, and they are extremely happy with the superior service they are receiving and of course the reduction in charges”. Lee continued, “We have always been clear in our vision of where we want to be placed in the market, and that is to provide the best possible service at the best possible price”. This is reflected in their Quality Policy which conveys a clear message to all of its personnel: ‘“Be the best, give your best, and serve to protect your fellow seafarers”. Tundra MDS some time ago took the decision to use their own ‘in-house’ expertise to obtain a number of ISO Certifications. Mike Armstrong, Tundra Maritime’s Deputy MD and Quality Manager comments: “Gaining ISO certification is a strategic goal that we set ourselves and we decided to use our own internal expertise rather than bring in a team of external consultants. That way we could be sure that our procedures would be of genuine benefit to us as an organisation rather than just meeting the requirements. Everyone has been extremely satisfied with the results, including our customers, ships’ crews and our own security teams”. “Certification to the ISO 28000 and ISO/PAS 28007 standards clearly shows that Tundra Maritime Defense Services has made a commitment in demonstrating its professionalism to ship owners and managers. In meeting the rigorous requirements of these standards, Tundra has shown its commitment to customer service, quality, safety and risk management processes,” comments LRQA UK Business Centre Manager, David Derrick Now ISO 9001:2008 and ISO/PAS 28007:2012 certified, Tundra MDS continue to employ internationally recognised standards to all of its operations and are on track to obtain ISO 14001 and OHSAS 18001 Certification very early in 2014.
Reliability & Safety Korea’s leading maritime security company, Shield International Security was awarded ISO accreditation from Lloyds Register Quality Assurance in November 2013. CEO of LRQA Korea said, "Shield International Security has obtained maritime security certification for the first time in South Korea through the strict and intensive assessment. This acquisition of ISO 28000 and ISO/PAS 28007 has served as a momentum of showing internationally high level of maritime security professionalism and has been able to provide clients with reliability and safety at the same time." Being the first Korean PMSC to achieve this level of certification, the CEO of Shield International Security stated, “We are very pleased to have met the requirements for both ISO 28000 and ISO/ PAS 28007 in association with LRQA. Our management system has been tested through this process and we have benefitted by ensuring our clients will continue to receive world class maritime security services. We will continue to strive for continual improvement within our management system”.
Safeguarding Seafarers with Quality Security Management Ambrey Risk have successfully gained certification from Lloyd’s Register Quality Assurance (LRQA) against ISO/PAS 28007, joining a growing number of Private Maritime Security Companies offering greater accountability for the Shipping Industry. Ambrey Risk Managing Director, Chris Charnley, welcomes the development of the standard very much:
In meeting the rigorous requirements of these standards, they have shown their commitment to customer service, quality, safety and risk management processes.” Derrick continued, “LRQA has provided a robust and challenging assessment of operations both here in the UK and in overseas locations and looks forward to working with Ambrey in the on-going assessment programme.”
“As Ambrey and other providers successfully complete the ISO 28007 process, this growing pool presents a clear choice for the Shipping Industry: those demonstrating a quality security management process in safeguarding seafarers and those who do not.”
Charnley commented further: “We are extremely proud to have achieved certification to ISO/PAS 28007 with LRQA. An increase of ISO/PAS 28007 certified PMSC’s is very important, the fact that Ambrey and others are becoming certified, demonstrates commitment to the highest levels of compliance and standards.
LRQA UK Business Centre Manager, David Derrick commented:
It is very rewarding to have had our systems and processes so comprehensively scrutinised whilst achieving what we have. It should help continue to build on the message to our current and future clients, that you can choose security providers who offer integrity, the very highest standards of compliance and therefore peace of mind, at attractive commercial terms.”
“Certification to the ISO 28000 and ISO/PAS 28007 standards clearly shows that Ambrey Risk have made a commitment in demonstrating their professionalism to ship owners and managers.
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Updates from SAMI’s Global Maritime Security Providers Maritime Milestones Eos Risk Management, achieved two milestones in November 2013. As the company showcased its first training open day, the 250th trainee passing through their purpose-built live fire-fighting training unit. The training showcase invited post-military career development professionals, accreditation awarding bodies, quality standards organisations, marine safety professionals, partners, supporters, and media representatives to view live action training and meet the Eos team. Senior Manager of Business Development, Randy B Esposito introduced the day, followed by a unique presentation and open forum from Captain Ian Mathison, FNI on Tanker Familiarisation and Security in an STS Environment. A respected marine safety expert with nearly 50 years’ ship management experience, Captain Mathison has been working recently with Eos on training and operational initiatives which are firsts for the private maritime security sector. The open day was hosted at Uttoxeter Racecourse, the location for their proprietary fire-fighting training unit. Guests saw a live demonstration of over 20 students tackling staged live fires followed by the opportunity to question instructors and candidates. Investment in the training unit was made in 2012 to create a 6 metre enclosed space structure, used to simulate onboard environments and address the firefighting training requirements of STCW 95.
On the Move During the past year IMSA has seen a notable increase in training volume, operational tasking, and evaluation, auditing, and ‘intelligent customer’ work, to the extent that a larger headquarters has become necessary. The new premises are still based in Poole, Dorset and have the added benefit of a customised facility which is used to deliver ISPS Code & DfT training, including the new mandatory security STCW certification, through IMSA’s MCA approved PDSD and PSA courses. These courses are also being delivered worldwide onboard client vessels and at clients’ chosen locations. There has been growth too in Oil & Gas related offshore protection tasks in HRA in conjunction with Bergen Risk Solutions, with PGS as a current major client as well as continued HRA transit work. PAGE 14
Eos delivers training solutions to international maritime professionals, security professionals and ex-military personnel. The STCW95 Fire-fighting and Prevention course is a standalone module but also part of the MCA Approved STCW95 Basic Safety Week course and Eos’s flagship Vessel Protection Officers (VPO) Course. The live fire-fighting unit has been utilised by private companies and has allowed Eos to offer candidates a unique training to start or kick-start their careers. The 250th person demonstrates this success. Eos has further classroom based training rooms and 24-hour operational quarters at their head office in Stoke on Trent alongside a training firing range for their Firearms Competency Certificate. Chief Executive Officer David Johnson commented, “Eos aims to bridge the space between marine safety and the application of private security onboard commercial vessels, and our leading-edge training is the centrepiece of this approach. Our onboard security operators are recruited directly from our Vessel Protection Officer’s course, which means we ensure our valued clients are offered the highest performing personnel, but gives young, motivated, post-military individuals a fantastic start to a career in private security. As Eos continues to grow, we not only require onboard operators, but a broad talent pool to fill shoreside management roles. Our VPOs have great experiences at-sea, but also long-term career opportunities ashore.”
www.eosrisk.com
In August the company completed an 8-month contract for the Organization of American States, evaluating port security and training in ports in Mexico and Central America. IMSA is providing the Lead Consultant to the contracting government agency for ISPS Code implementation in Nigeria, NIMASA. These projects have supported IMSA’s profile as a holistic maritime security provider across the whole spectrum of maritime security services giving IMSA exceptional understanding of industry and client requirements.
www.imsaltd.com
Firearms Open Day Orion Firearms Training and MIRIS International, recently held a maritime firearms training open day highlighting the need for relevant firearms training in the UK. The event provided a better understanding of the levels of training that can be delivered and the high professional standard required from operatives undertaking the course and was well attended with representation from the Home Office, Firearms and Explosives Licencing departments of ACPO, Dyfed-Powys Police, Devon and Cornwall Police and Merseyside Police. Mike Williams, Managing Director of MIRIS, explained how the Orion course evolved from a need to provide his company’s maritime security operatives with demonstrable firearms competency. In the absence of a suitable UK course at the time, Mike and John O’Brien from Orion jointly developed the Maritime Firearms Training Course as the mandatory firearms training packaged for all MIRIS’ deployed operatives.
An introduction to the course and safety briefing was followed by a demonstration of the weapon systems used on the course and tour of the training facilities. The demonstration underlined the requirement for full bore 7.62mm calibre training at realistic distances and the levels of professionalism and safe weapon handling which operatives must achieve before they are certified. The more advance live firing evolutions are all conducted in accordance with established rules for the use of force and underscore the essential defensive role that operatives provide for shipping companies operating in the HRA. Visitors commented on the marked differences between firing full bore 7.62 calibre weapons in comparison to .22rf sub calibre weapons, which have almost no recoil, delivering a sense of realism leading to improved levels of safety, marksmanship and overall competency in firearms. Feedback from rounds hitting steel reactive targets rather than punching paper targets, combined with realistic water signature from elevated positions, was assessed to closely replicate the challenges that operatives encounter in a maritime environment.
www.miris-int.com
Recognition for Reservists Port2Port Maritime Security Ltd. was recently awarded a Certificate of National Recognition from SaBRE (Supporting Britain’s Reservists and Employers), an organisation that aims to build support for members of the Reserve Forces from employers. The award recognises Port2Port’s commitment to be a supportive employer of the Armed Forces Reservists, drawing upon former Royal Marines and Royal Marine Reservists to carry out its security services. Andrew Varney, Managing Director Port2Port Maritime, said: “This award is extremely well received, we’re a young company, which has benefited greatly from the significant Reservist footprint here in the North West. As such, we are of course very pleased to support the UK’s Reserve Forces and fortunate to be staffed and supported by so many former and serving Royal Marine Reservists who along with their former regular counterparts, are employed almost exclusively to deliver our services; their professionalism, dedication and commitment has been, and remains, crucial to the success of the company.” SaBRE explains to employers the benefits, rights and obligations associated with employing a Reservist, as well as promoting the transferable skills that they receive through their military training and bring back to the workplace. SaBRE is funded by the Ministry of Defence (MOD) and as such is a central conduit for feeding back employer views to the MOD on the employment of Reservists.
Mr Alan Starr QVRM, a former RMR Warrant Officer and founding member of Port2Port received the certificate from the Queens Representative for Manchester the Lord Lieutenant of Greater Manchester, Colonel Warren Smith. Steven Wotherspoon, North West Regional SaBRE Campaign Director comments, “SaBRE is pleased to recognise the amount of support that Port2Port Maritime Ltd. gives to their employees who in their spare time train as members of the Reserve Forces. Many Reservists gain transferrable skills through their training that they can bring back to the workplace, as well as an increase in confidence and a greater ability to work as part of a team. He continued, “SaBRE is an organisation that aims to build support for members of the Reserve Forces from employers. It does this by explaining to employers the benefits, rights and obligations associated with employing a Reservist, and provides support to employers in many areas such as in developing an HR policy.”
www.port2portuk.com
Maritime Security Business The latest from SAMI’s Affiliates and Professional Members Rebrand for Concateno
WatchStander Protection
From December 2013 Concateno, a world leading provider of drug and alcohol testing solutions, is officially rebranding as Alere Toxicology.
Adapting established US military technologies to prevent the loss of crew, vessels and cargo to pirates WatchStander represents a major innovation and breakthrough for the commercial shipping industry worldwide .
Concateno has been a subsidiary company of Alere Inc, a manufacturer of diagnostic-based health solutions, since 2009 and the rebrand aims to align the toxicology business more closely with the parent company who have led the market in providing efficient and accurate substance abuse testing solutions since 1978. For customers this means increased scientific expertise and service capabilities and wider global reach. As well as ISO/IEC 17025:2005 accredited UK laboratories, Alere Toxicology will gain 5 US laboratories, adding SAMHSA and US DOT certifications to the accreditations list. Alere Toxicology also benefits from a network of 2,700 fixed sites worldwide in addition to the existing 550 collecting officers. Alere will be reinstating Medscreen as the service name for the maritime sector, to continue the brand that has been trusted for over 25 years. Alere Toxicology currently conduct over 10 million tests every year for 8,500 customers across all industries. The global network of 550 collecting officers covers more than 80 countries and all major ports. Last year officers carried out over 8,000 drug, alcohol and benzene collections on vessels from which 119,000 samples were tested. Alere Toxicology are on call 24 hours a day, 365 days a year, ensuring the service is the same whether you are in Southampton, Singapore or San Francisco. In addition to rebranding, Alere Toxicology welcome a new member of staff to the team. Camilla Hasler has been working in Sales with the company for more than two years and in October joined the Maritime division. For enquiries contact the Alere Toxicology Marine Team: toxeu.medscreen@aler.ecom
www.maritime.aleretoxicology.co.uk
The WatchStander system provides a high-tech, fully automated, non-lethal defense system for ocean-going vessels. WatchStander units operate 24/7 in all types of weather. At the heart of WatchStander is our proprietary, state-of-the-art threat identification software developed at one of the U.S. Navy’s primary universityaffiliated research and development labs. That software drives WatchStander’s capability to identify pirates from among other radar targets based on their behavior. Then the system steers the pan-tiltmounted hardware to automatically engage incoming threats with non-lethal countermeasures at a radius of up to two miles. Those countermeasures become increasingly severe if the attacking vessel continues toward a ship protected by WatchStander. Attacks are deterred, disrupted and degraded.
Technology’s Answer to Maritime Piracy The Applied Research Laboratory (ARL) of The Pennsylvania State University is one of the chief sources of intelligent controller technologies that are used to operate threat identification and decision support systems for the U.S. Navy. In 2011, WatchStander obtained a globally exclusive license from ARL to adapt these technologies to provide defense for commercial ships, thus leveraging-off the millions of dollars already invested by the US Government. WatchStander’s automated radar contact tracking, threat assessment, and measured response software that operates the WatchStander system is a unique commercial-grade adaptation of proven technologies.
Digital “Re-Enactment” of All Attacks When WatchStander identifies and engages an attacker, the system automatically begins to digitally record and archive all system data generated by the attack. This includes WatchStander’s radar imagery, threat tracking and related data, and a video recording of the attackers’ movements as seen from the countermeasure system. Any attack can then be accurately recreated using WatchStander’s data. Ship owners, corporate security officers and other ship security personnel can review this data after an attack, and use it as a training tool to improve responses to future attacks.
www.watchstander.com
Templar Executives provides specialist Cyber Security advice and solutions to the Maritime Industry by adressing people, processes and culture. Our unique methodology has enabled the safe passage of assets by safeguarding logistics and improving the Cyber Security of end-to-end operations. We will help you mitigate the multiple threats faced by the Maritime Industry. To find out more, contact Shauna - E: shaunam@templarexecs.com
T: +44(0) 20 3542 9077 | www.templarexecs.com | @templarexecs
Exchange Solutions One of the most recent additions to the SAMI Affiliates is Hermex FX, an independent foreign exchange provider and specialist in international payment solutions for corporate, business and private clients.
Hermex FX’s dealing floor, treasury department and account managers offer maritime clients the best possible exchange rates without fees and commission. With access to Hermex FX’s knowledge and expertise you will not only benefit from sharper rates of exchange, but you will also be able to take advantage of market movements in your favour.
To find out more visit: hermexfx.com
Technology for Travel Planning, preparation and 24/7 expert performance are always at the top of the agenda for SAMI members. Pieter Rieder, Global Head of Energy & Shipping Sales, for ATP Instone talks about their specialist services. “Travel for the vessel protection market is extremely complex and you need a travel management company who really understands the complexities of this mission critical activity. The cost of not getting protection personnel to their destination on time can be astronomical to a business. Expert preparation and 24/7 preparedness is also paramount. The safety and security of employees has to be the number one priority. Moving crew and security personnel requires expertise and a real understanding of the issues to be able to meet these challenges and ATP Instone has an excellent reputation for doing just that.” One recent development Pieter is particularly excited about is the new integrated technology platform ATPI CrewHub, which has been developed to help reduce travel costs and to aid travel policy compliance and duty of care. “We’ve showcased ATPI CrewHub at various exhibitions and conferences throughout Europe and have received a tremendous response. Some companies are already using elements of the technology but we are looking to roll it out across our client base. The technology has created unique value for our clients and enables real transparency and a highly efficient way to manage and control costs.”
Sector Growth The constant change in this specialist sector is a strong focus for Pieter. “Although the shipping industry as a whole has been affected by the global downturn, parts of the sector are doing very well. It’s a fact that over 90% of goods are moved by ship.” ATP Instone works with SAMI to offer its members a bespoke, industry specific travel service supporting the needs of maritime security companies. The exclusive service provides a facility for advanced and last minute travel arrangements at special rates for maritime companies, including prerequisites and arrangements for the carriage of arms and ammunition. “Security across the maritime sector is essential to the safe operation of vessels and in many cases - depending on the location and without the relevant security support - normal day-to-day procedures cannot take place. ATP Instone’s experience in the shipping and offshore sector makes us experts in the safe transportation of security personnel, wherever their location.”
For further information on the ATPI Group visit: www.atpi.com
PAGE 17
Statistical Issues
Maritime Security Matters
Claims have been made that there has been an estimated one piracy attack a day in the Gulf of Guinea in 2013, and this is estimated to rise to two a day in 2014. It was also stated that the increased presence of the Nigerian Navy at sea has led to 14 vessels being arrested in the last 10 months while engaged in piracy. SAMI has been approached for comment on these figures, and for analysis outlining the difficulties in collecting accurate and reliable information and data. The data and reports which surround maritime crime and piracy are always notoriously difficult – and both misreporting and under reporting are problems, but then so too can be over estimating of successes. At SAMI we try not to respond to specific numbers, but more the trends that underlie them. We have found it better to focus on the wider picture, as statistics do not always paint an accurate state of play. It has been reported that up to sixty percent of vessels attacked in the Gulf of Guinea do not report them to the authorities. The reasons for such low recording rates are disputed, but nonetheless troubling. Some believe that distress calls or reports will simply see unwanted side-effects such as raised insurance premiums rise or a threat of arrest, as in the case of the “MT Ocean Centurion”. The vessel, a parcel chemical carrier flagged in the Republic of the Marshall Islands, was attacked by pirates but the master was arrested in Togo when he reported the attack. Industry experts have voiced concerns that a lack of clear reporting is masking the true scale of the global piracy problem. The curse of “under reported” pirate attacks or misunderstood data are serious barriers to security. Without properly collected, collated and analysed data it is near impossible to really know how effective the fight against piracy has been.
GUARDCON West Africa The standardised contract for the use of private security, GUARDCON (which was issued by BIMCO in March 2012) has proved a great success. According to Ince &Co. GUARDCON is the third most used BIMCO form, after the GENCON and Supplytime charterparty forms, and has amassed over 4,000 downloads. While the contract has served its primary focus well, that of operations in the HRA in the Indian Ocean, there has been a concerning gap in the provisions. Namely, West Africa – which has not only seen a rise in attacks and an increase in violence, but the provision of security, is far less certain and straightforward. In general terms, the littoral states of West Africa do not allow PMSCs to operate with weapons inside territorial waters. Further, the fact that most vessels are not in transit with obvious embarkation and disembarkation points makes the logistics of operating in the region difficult. What has been seen is a growth of PMSCs acting as intermediaries and “broking” the services of local security guards. In order to ensure that the contracts used by its owner members are suitable, BIMCO is set to issue a set of Guidelines for GUARDCON when using private military and security companies (PMSCs) as intermediaries employing local militia as security. At the 7 November meeting of the Documentary Committee it was agreed to publish a “health warning” to advise owners of things they should take into account when considering using GUARDCON with PMSCs as intermediaries to employ local military or law enforcement personnel as security guards within the territorial waters of a state (chiefly West Africa at this time). GUARDCON was originally drafted in the context of Indian Ocean piracy that was predominant at the time and which took place in international waters. Using GUARDCON to contract with PMSCs to employ local security personnel within territorial waters (as required by the law of the state) requires special considerations and amendments Although owners can, if they wish, recruit the services of local military or law enforcement personnel directly through locally-based agents, GUARDCON is not suitable for this type of agency arrangement and should not be used for this purpose. If owners choose to use the services of a PMSC to assist with the planning, administration and logistics of using local military personnel in an intermediary role, the guidelines will assist in providing some suggested amendments to GUARDCON to cater for these special circumstances. The GUARDCON guidelines are due for publication very soon, we will bring you more details online in due course.
Bridging the Gap
Global Events & Affiliate Directory
AFFILIATES & PARTNERS
in partnership with
Business Support Ellis Clowes www.ellisclowes.com England & Company www.englandandcompany.co.uk Hermex FX www.hermexfx.com Shorelutions www.shorelutions.com Templar Executives www.templarexecs.com
Personnel EC Maritime www.ecmaritime.com March on Stress www.marchonstress.com Sailors’ Society www.sailors-society.org Target Recruitment www.targetrecruitmentbl.co.uk
Operations & Intelligence Alere Toxicology www.maritime.aleretoxicology.co.uk Austral Maritime Services www.austral-maritime.com Kanoo Shipping www.kanooshipping.com Maritime Operations www.maritimeoperations.co.za Setel www.setel.co.uk
Travel ATP Instone www.atpi.com CTI Marine www.ctimarine.com GTravel www.gtravel.no SAT Marine Travel www.satmarine.co.uk
Legal 9 Bedford Row Bluestone International
EVENTS
www.9bri.com www.bluestonelaw.com
To find out more about Affiliate membership or working in partnership with SAMI, contact Membership Manager, Anneley Pickles ajp@seasecurity.org
Port Security Strategy Summit 11-12 February, Dubai www.fleminggulf.com East-West Defence Security 19-21 February, Sofia-Bulgaria www.ewdsc.com Africa Securty & Counter Terror 27-28 February, London www.africasecuritycounterterrorism.com
Oil & Gas Security Summit 04-05 March, Dubai www.oilgassecurity.com CMA Shipping 2014 17-19 March, Connecticut-USA www.shipping2014.com Seatrade Academy Anatomy of Shipping UK 30th March - 11th April Organised in association with Cambridge Academy of Transport
www.seatrade-academy.com
Find more events online at: www.seatrade-global.com
To ensure you receive future editions of theBRIDGE sign up for SAMI updates online at www.seasecurity.org/sign-up-today/
Events 2013-14 ING Wine tasting, London - 10th October 2013 ING London is kindly opening up their vaults; giving a rare opportunity to view historic artifacts from maritime history. This will be followed by a wine tasting with the in house sommelier. This intimate event of only 50 guests is the perfect opportunity to network and entertain clients. Shipping Ball Dinner, Singapore - 7th November 2013 Set in the wonderful surroundings of the Shangri-La Hotel. The evening will commence with a Drinks Reception, followed by an evening of fine dining with wine. Guests will enjoy live entertainment and an exciting auction. Trinity House Drinks Reception - 29th January 2014 A complimentary networking event, giving the perfect opportunity to meet with friends and colleagues from the industry and hear updates about the Society’s work and upcoming events. Shipping Dinner, Hong Kong - 27th February 2014 The evening presents a perfect occasion to entertain clients, friends and colleagues in the sophisticated setting of the Island Shangri-La. Guests will enjoy a guest speaker, live music and will help raise valuable funds with live & silent auctions. London Marathon – 13th April 2014 We have guaranteed places in this world famous marathon! Sign-up to our team and we will provide you with a running vest, fundraising and training tips and an essential massage after the race. Three Peaks Challenge – 20th -23rd June 2014 It’s your chance to join 40 teams of three from across the industry in conquering three of Great Britain’s highest peaks; Ben Nevis in Scotland, Helvellyn in England and Snowdon in Wales, all in 24 hours before a well deserved prize giving dinner at Liverpool’s Maritime Museum. Shipping Ball, Geneva – November 2014 This unique event with its sophisticated setting is an ideal opportunity to enhance your business relationships with high profile organisations, while entertaining clients, friends, spouses and colleagues with dazzling entertainment. For further information about any of these events, or to fundraise for the Society, please contact the events team: Sailors’ Society, 350 Shirley Road, Southampton, SO15 3HY Telephone: +44 (0) 23 8051 5950 E-mail: events@sailors-society.org Web: www.sailors-society.org Events in Singapore are held in partnership with the Centre for Asian Philanthropy. Charity registered in England No: 237778