While piracy has declined in former hotspot Gulf of Aden, an increase of attacks is reported in other regions. Orel Federman, founder of MDF (Maritime Defence Force), gives an insight from the perspective of a security company
Mr. Federman, what does MDF offer?
Orel Federman: MDF was incorporated in Miami in 2009, as a private[ds_preview] maritime security and specialized training company. At the begining of 2010 we have started our anti piracy operation in the Indian Ocean, Red Sea and Arabian Gulf. Our head office was then opened in Singapore. We were one of the first private maritime security companies who provided armed guards to merchant vessels meeting all legal requirments. Since 2010 our focus is aimed at the anti piracy operation and training Maritime security officers. Along with the anti piracy operation and protocols, we have developed additional Security and Training Services, armed and unarmed, which we will introduce to blue chip clients during 2015 and 2016.
Is there a big difference between guarding merchant vessels and cruise ships?
Federman: Serving seven years as Chief Security Officer onboard several cruise ships made me aware of all legal requirments, which are not less than being an armed force onboard a merchant vessel. In both fields the safety and legal compliance come first. One of our strengths is that we look at the merchant fleet operation in a similar way to cruise ships. We focus on reducing the workload from the DPA/CSO, Master and his crew by using our own resources. Similar to cruise ships – we are focusing on training the crew for early detection, identification of suspicious signs, reporting, hardening, evacuation, citadel routine, fitness and overall BMP standards. In the end – 20 pairs of eyes are much better than four … It is not about the size of your gun or what you did in your military service. It is about to what extent do you know the law, keep records and comply with internal and external procedures along with excellent service to the crew on board.
Do MDF-teams get a special training for each operation?
Federman: MDF conducts ten days pre deployment Maritime Anti Piracy (»MAP«) course to all guards and teamleaders prior their employment and a specific brief and training for each mission. It is not an Industry requirment and we are probably the only PMSC who conduct this, while we also covering all training and logistical costs. By that we ensure compliance with industry and MDF’s standards, we develop the personnel on the way that we and our clients expect, we challenge them physically and mentally on similar scenarios as they may face onboard and as a domino effect we maintain over 75% retention.
In which regions do you mainly operate?
Federman: MDF is operating in all the high risk areas which are the regions from Singapore to East Africa, South Africa to the Persian Gulf and GOA through the Red Sea up to Suez. We do not operate in West Africa. There, as per current situation to operate legally, we would have to hire local personnel that would not be trained by us. In this case we cannot ensure or track that the standards of commitment to our client are met. We understand that there is a need for security in the area, and a market. But with the laws and regulations in place at the moment we do not see how we can add value.
In South East Asia seems to be increasing. Besides armed robbery and theft, there are also cases of vessels kidnapped …
Federman: That has always been happening. Why is it in the media now? Because Somali piracy is declining, so the focus is shifting to other regions. It is an ongoing problem mainly for small and old ships, that are not protecting themselves. Pirates want to steal valuables, not people, and that is not our business. We are here to protect your life, not your purse. Of course they highjack ships but then get rid of the crew, which for them is a liability – for the Somalis it is the reward. Then they repaint the ship and sell it. Armed security is valuable when the agressors are using firearms and threaten lifes. Arms are restricted to save lives, not to save mooring ropes, spare parts or bunker.
Piracy is nearly eliminated in the Gulf of Aden, do you still operate there?
Federman: It is definetily declining, successful attacks are nearly zero and I am pretty sure pirates are less organized than they used to be. But the threat is still there, we get reports of approaches, shooting in the air or suspicious activities almost daily. They keep trying and the first one to be successful will open the market again. The solution, which has been proven so far, is armed guards. To date, no ship was highjacked with armed guards on board. It is about the message you send to the pirates. That is the key point. When they spot somebody who looks like security, holding a weapon and looking at them, they won’t risk their lives. In more than five years of operation in the most dangerous areas, we had to use our weapons only twice, each time one round fired in the air.
Are companies reducing their efforts to guard their ships there?
Federman: Less owners, but managers and charterers are talking about reducing security to save money, as there is no sucessful piracy activity. I understand that; security on board is a headache for everybody. Would I do it in their place? There isn’t a plane crashing every day, but did they stop security screening in airports? No, they made it even more efficient. I don’t want to judge anybody. I would not gamble on my crew’s life, freedom nor with the owner’s money or cargo.
Is equipping the guards legally with weapons a problem when you operate in territorial waters and ports?
Federman: No, it is not if you comply with the codes, regulations and laws of the flag state, IMO and port state control, and you hold the necessary licenses. The reason that there are so many companies in the market is, that it seems to be easy to get weapons without any enforcment system on those compliance and regulations. MDF has a license to officially purchase, hold and use weapons to protect ships and crews at sea. Our compliance department contacts regularly the flag states and ports state control that our ships are calling or might call, for updates on their firearms regulations.
There are a lot of rumours about floating armories in international waters, what is your opinion on that?
Federman: If you just pass territorial waters as part of your voyage, you declare your weapons and usually have permission to pass. Today there is no port in the Indian Ocean/Somalia region that has restrictions, as long as you have your documents in order. Other than for bunkering in Fujairah, MDF has all the permits for the ports in the area. We work very hard on the legal aspect, to be able to provide our service everywhere. There are about 15 floating armories at sea, some of them approved, some not. In the Red Sea and the Persian Gulf we are working with DMSS, the first company with all permissions for such operation. Everything is regulated with the customs and marine police/navy. All is documented, recorded and in accordance
with laws and regulations. The main places for the floating armories are in the Red Sea, the Persian Gulf and we are also working with the one off Galle, which is under governmental supervision. Recently DMSS set up a new point off Malaysia.
What are the costs to employ a team of guards?
Federman: The costs currently range from 12,000 to 18,000$, depending on the lenght of the transit, the ports of call and the number of guards deployed. In the past we had teams of six or even eight guards. The standard was four, now it is down to three. BIMCO recommends four guards but the P&I Clubs are also okay with three, while more and more owners and charterers are pushing for two. The number of guards is based on risk assessment and understanding the consequences. Four guards can maintain 360° lookout 24/7.The same cannot be achieved by a three man team.
In 2013 Germany passed a law to create legal certainty for armed guards. Does MDF have such an approval from the BAFA, to guard German flagged ships?
Federmann: MDF does not hold the German flag permit due to commercial reasons. At the moment the market does not allow space for new companies to enter, there are a few existing companies which cover the current needs. At the same time, the number of German flagged vessels that operate in the piracy areas is small. The BAFA procedure is also cost and time demanding. Therefore, for the time being, MDF will remain standby until further notice.
Felix Selzer
