Taking Maritime Cyber Security Seriously

October 29, 2020 MARITIME CYBER SECURITY

Despite the recent years’ NSA spying revelations, numerous international malware attacks and North Koreas’ hacking of Sony Pictures, maritime cyber-security is not an issue at the forefront of many ship-owners and managers minds.

However, whilst the maritime industry might not seem a likely target, reports of successful cyber-attacks are not unknown. Take, for example, the Port of Antwerp, where hackers working with a drug-smuggling gang repeatedly breached digital tracking systems to locate containers holding large quantities of drugs. They then dispatched their own drivers to retrieve the containers ahead of the scheduled collection time.

After two years, the operation was eventually shut down and there were no major repercussions for the Port of Antwerp or the companies involved. However, according to security experts at Trend Micro, these companies were extremely fortunate. Using the same techniques, it would not be difficult for criminals to cause chaos at sea. By simply accessing and manipulating a vessel’s AIS, hackers could prevent ships from providing movement information, cause AIS users to detect vessels in false locations or make “phantom” structures or vessels appear.

Other examples of an industry at risk include a drilling rig being hacked and forced to suspend operations, as well as a container line’s entire database of cargo information, including container number, location, place of origin, being erased. Furthermore, instances of maritime and offshore companies that have potentially fallen victim to cyber-attacks may be under-reported, as companies may fear appearing to have allowed confidential information to be compromised.

While maritime cyber-security is an issue that falls outside MTI’s traditional domain, we are in a position to use our platform to raise awareness of the issues at the executive level. Adopting good “cyber-hygiene” will dissuade opportunistic attacks and prevent accidental security compromises.

Developing and implementing such policies will require a top down approach within a company. At the most basic level a company should:

•             Set strong user access controls

•             Set strong network access controls

•             Perform regular backups

•             Keep software up to date

Training employees on how to recognize cyber-attacks and implementing policies on computer hard-ware usage, particularly the use of USB memory sticks, are further steps a company should consider.

Doing what you can to secure your networks and taking the time to integrate cyber-security into your risk management and crisis communications procedure, are the two most strategic things you can do to ensure you can respond effectively to maritime cyber-security threats and in doing so, protect your reputation as a secure service provider.

Source: mtinetwork

Maritime Cyber

October 29, 2020 MARITIME CYBER SECURITY

These threats are taken seriously by international and national regulatory organisations and industry trade bodies, which demand action by ship owners and operators, charterers, ports and other maritime companies, great and small.

With our strong heritage from the UK Ministry of Defence, we provide technological and scientific expertise to help protect and advance your vital interests. We are a trusted, independent advisor and security partner for clients who recognise that cyber resilience can deliver a business-winning edge in a highly regulated and competitive environment.

Our cyber solutions address three key areas of the maritime industry at risk:

  • On-board technology
  • Shipping headquarters and port operations
  • Regulatory requirements

On-board Technology

The maritime industry is striving quickly towards greater efficiencies, often through internet-enabling their on-board operational systems. Opening up platforms to the internet exposes potentially dangerous vulnerabilities, which can be exploited by those seeking to interfere with a ship’s seagoing operation with potentially catastrophic consequences for the ship, its crew and the wider environment.

Our maritime domain experience and cyber expertise enable us to really understand the threats our clients face. We can help you protect against these threats and manage the risk to your systems and platforms.

Critical Infrastructure

Ports and the shore-based operations of shipping companies are essential to the maritime industry and the integrity of the global supply chain.

These are critical assets which need to be resilient against a wide variety of cyber threats.

We have a proven track record of supporting companies to understand their risk profile and determine cost-effective remediation to improve their cyber resilience.

Regulatory Requirements

International regulatory bodies are taking cyber threats seriously. The United Nations’ International Maritime Organization has moved for cyber risks to be considered as part of a company’s safety management system by 2021.

It is anticipated that national regulatory bodies could take a stronger stand within their own territorial waters.

We have the expertise and sector partnerships which, combined with our in-depth knowledge of these regulations and industry guidelines, enable us to ensure you are prepared and compliant.

By getting ahead of these regulations now, you will have the edge over your competitors.

Our Services

We can help you become cyber resilient. Our services range from an introductory review of your cyber preparedness to a full cyber maturity assessment against international standards and guidelines.

Maritime Cyber Security Services

This compliance-based review gives you an overview, from any location, of your current cyber preparedness compared to relevant good practice guides.

Source: qinetiq

Port State Control: inspections and principle of PSC

October 29, 2020 POST STATE CONTROL

“Port State Control” (PSC) is the inspection activity carried out by maritime authorities on foreign ships arriving in ports, which is aimed at ascertaining their compliance with the rules established by international maritime authorities, with reference to the safety on board of ships and during navigation.

The “Port State Control” is carried out by specific “Port State Control Nuclei” departments.

Once deficiencies have been ascertained, a ship can be authorized to leave the port only on condition that it remedies them before departure or within 14 days.

 

Port state control: international legislation 

Port state control is concerned with verifying the compliance of ships with the minimum navigation and safety standards imposed by the international conventions of the International Maritime Organization (IMO) and the International Labor Organization (ILO).

The IMO convention provides standards regarding the rules to prevent landings at sea, ship construction and compartmentalization, as well as equipment for firefighting, plant engineering, survival and rescue (SOLAS), training and certification of maritime personnel (STCW). In addition, the IMO defines the protocols for the investigation of maritime accidents followed by the transport safety authorities of the countries signatories to the convention on international civil navigation.

There is also the international agreement for the prevention of sea pollution, better known as “Marpol 73/7”, created with the aim of minimizing the pollution of the sea deriving from marine waste, hydrocarbons and exhaust gases.

Port state control: what is Port State Control (PSC) MOU? 

The checks that are carried out on ships that land in any EU port have been governed by the Directive 2009/16/Ce, relating to controls to be executed on ships landing in ports of EU countries.

Among the most important agreements is the Paris MOU, comprising rules to regulate the coordinated inspection of ships that dock at the ports of the Member States, to verify their compliance with international standards on safety, protection, environment and work.

27 European countries have joined the MOU.

The basic principle governing the MOU is that the main responsibility for compliance with the requirements established in international maritime conventions lies with the ship owner / operator. Responsibility for ensuring this compliance remains with the flag state.

Port state control: Sanctions and appeal procedure 

If foreign vessels do not comply with the maritime conventions necessary to operate in international waters, the Port State Control (PSC) can stop their navigation.

During the inspection, the outstanding deficiencies capable of justifying the detention of the ship can be grouped into the following categories:

– those relating to technical safety equipment;

– those attributable to the training of on board personnel.

If there is a risk of navigation, the ship will bestopped immediately after the first inspection, regardless of the length of time the ship remains in the port.

The detention order is not lifted until the danger has been eliminated or until the authority establishes that, under certain conditions, the ship can resume its navigation or the operation can be resumed without risks on the safety and the health of passengers or crew, without danger to other ships or without posing an unreasonable threat to the marine environment.

In the presence of more than three detentions, in accordance with the provisions of the Paris MOU, the “banning” occurs, that is, the ban on entering European ports.

The owner or operator of a ship or his representative in the Member State has the right to appeal against the detention or refusal of access ordered by the competent authority. The appeal does not suspend the stop order or refusal of access.

Have you experienced a ship detention for failure to comply with the Port State Control legislation? 

Many deficiencies under Port State Control inspections are found during inspections carried out by the Coast Guard in the various ports of Italy.

Many ship operators are often unprepared for an inspection of their ship. The most worrying fact is the number of outstanding deficiencies generally related to a lack of technical safety equipment or deficits in the training of on board personnel. These categories can lead to the detention of the ship.

The Arnone & Sicomo International Law Firm has a maritime and navigation law department. Our professionals actively collaborate with ship owners and ship operators so that they do not have to experience ship detention in Italian ports.

We advise the customer on Port State Control procedures in order to avoid that he incurs penalties and we take care of assisting them in any possible appeal.

We have offices in Naples, Rome, Palermo, Venice and Trento. We also have several foreign offices, such as in Luxembourg.

Source: arnonesicomo

PORT STATE CONTROL CHECKLIST

October 29, 2020 POST STATE CONTROL

This quick reference guide and associated checklist are recommended to be used by the  crew in preparation of the  vessel’s arrival into port. It is designed to complement on-board routine maintenance programs as well as pre-port arrival and departure checks required by international regulations. If any of the items identified in this guide are not in satisfactory working condition, the crew should take appropriate actions to remedy the situation. If any identified deficiencies cannot be rectified, Port State Control should be notified prior to arrival.

The guide is organized according to major PSC categories and areas of concern. For each major category, the common deficiencies have been identified for your reference. Download and print the A4-sized PDF checklist or guidance brochure, which is designed to be used onboard.  For ongoing alerts and updates, please subscribe to ABS PSC updates and Chief Surveyor Alerts from our Preference Center.

Source: ww2.eagle

Black Sea MOU

October 29, 2020 POST STATE CONTROL

The Black Sea MOU on Port State control is a system of harmonized inspection procedures designed to target sub-standards ships with the main objective being their eventual elimination. The information contained in the web-site is aimed to provide industry with a brief outline of port State control procedures under the Black Sea MOU. For particular procedures in force you are referred to the full text of the Black Sea MoU.

Port State Control

In accordance with the international regulations stipulated by International Conventions in the maritime field the main responsibility for ship safe condition is addressed to the flag State – the State under which flag the ship is registered. Port State control (PSC) comes into the scene when shipowners, classification societies and flag State administrations have failed to comply with the requirements of the international maritime conventions. Although it is well understood that the ultimate responsibility for implementing conventions is left to the flag States, port States are entitled to control foreign ships visiting their own ports to ensure that any deficiencies found are rectified before they are allowed to sail. Port State control is regarded as measures complementary to the flag State control. The rights for that control are provided by the conventions themselves.

In recent years, the importance of port State control has been widely recognized and there has been important movement in various regions toward establishing a harmonized approach to the effective implementation of the control provisions. Currently the following PSC regimes are established in the world:

The main ideas of establishment of a regional PSC regime may be summarized as:

  • each member Authority establishes PSC system on national level;
  • agreed relevant instruments are used for the control of ships;
  • common PSC procedures are applied during PSC inspections;
  • actions against substandard ships are harmonized and coordinated;
  • mutual comprehensive information exchange is provided.

Main Principles

In 2000 the Black Sea Memorandum of Understanding on Port State Control was signed by 6 Black Sea countries with the common understanding of main principles for PSC.

PSCO
Port State control is carried out by properly qualified Port State Control Officers (PSCO), acting under the responsibility of the maritime authority.
Scope
The geographical scope of the Black Sea MOU region consists of ports located on Black Sea coastline.
Structure
The Port State Control Committee is the executive body of the Black Sea MOU. The Committee deals with matters of policy, finance and administration. Daily activity of the Black Sea MOU is supported by the permanent Secretariat located in Istanbul, Turkey.
Inspections
A port State control visit on board will normally start with verification of certificates and documents. When deficiencies are found or the ship is reportedly not complying with the regulations, a more detailed inspection is carried out.
Instruments
Only internationally accepted conventions shall be enforced during port State control inspections. These conventions are the so-called “relevant instruments”.
Non parties
Flag State which are not a Party to conventions shall receive no more favorable treatment.
Actions against substandard ships
When serious deficiencies are found, the ship shall be detained. The captain is instructed to rectify the deficiencies before departure.

Source: bsmou

Port State Control (PSC) Guidelines

October 29, 2020 POST STATE CONTROL

Port State Control (PSC) is a ship inspection program whereby foreign vessels entering a sovereign state’s waters are boarded and inspected to ensure compliance with various major international maritime conventions, namely: International Convention for the Safety of Life at Sea (SOLAS), International Convention for the Prevention of Pollution from Ships (MARPOL), International Convention on Standards of Training Certification and Watchkeeping for Seafarer (STCW), Load Lines (LL), Convention on the International Regulations for Preventing Collisions at Sea (COLREG) and International Labour Organization Convention No. 147 Merchant Shipping (Minimum Standards) (ILO 147).

PSC programs are of a regional nature; that is, several countries sharing common waters have grouped together under a Memorandum of Understanding (MOU) to ensure that vessels trading in their area are not substandard.

Source: caribbeanmou

PortControl Port Management Information System

October 29, 2020 POST STATE CONTROL

The quality of the digitisation is a critical success factor for ports. When done well, workflows are streamlined, staff can focus better on core tasks, and revenues are maximised. This also supports service providers and customers of the port, because a good port automation system passes those same benefits on to them.

PortControl is a complete port automation solution with modules that are configured to meet the needs of the end-users. No matter what the size of your port is, it provides immediate measurable benefits when put into operational use.

An important benefit of PortControl is its modularity. New building blocks can easily be added as needed. The modules are configured to match your way of working instead of the other way around.

No other company has the all-encompassing expertise to cover both the land side and water side of operations in a single solution. PortControl combines the latest technology with industry best practices from ports around the world to manage vessel visits, port services and resources, and automatically invoice customers.

Source: saab

What is KVKK – GDPR?

October 29, 2020 GDPR

With this Law, which has been regulated in consideration of international documents, Turkish Constitution, Turkish Laws, comparative law practices and the needs of our country in our age, it is aimed to protect the fundamental rights and freedoms of individuals, especially the privacy of personal life, by processing personal data in contemporary standards. In this context, the Law regulates the conditions of processing personal data, the basic principles to be adopted regarding the protection of personal data, the obligations of natural and legal persons who process personal data, and the procedures and principles they will comply with.

EU General Data Protection Regulation (GDPR)

In order to make the regulations regarding the protection of personal data in the member states of the European Union compliant, The Personal Data Processing and Free Movement Directive No. 95/46/EC was abolished in line with the new requirements regarding the protection of personal data and this regulation is put into effect in 2018. In order to ensure the data security of the residents of the European Union, the main purpose of the regulation is to provide them an effective approach to privacy and security with the reshaping of organizations in terms of compliance.

Source: cottgroup

Marine Communication

October 29, 2020 Maritime Safety News

Today, ships generate, collect and transmit an ever-increasing volume of data. To achieve efficient data transfer, wireless communications have been widely adopted for many years. Marine very high frequency (VHF) installations, satellites and WiFi are just a few examples.

Radio media transmission adrift had gone through an ocean change in the only remaining century. After the times of semaphores and banners (which is as yet pertinent today at times), radio achieved an extreme change in marine correspondence adrift.

From the early long stretches of the only remaining century, ships began fitting radio for conveying trouble signals among themselves and with the shore. Radiotelegraphy utilizing Morse code was utilized in the early aspect of the 20th century for marine correspondence.

In the seventies, in the wake of thinking about the investigations of the International Telecommunication Union, IMO achieved a framework where transport to-transport or boat to-shore correspondence was placed without hesitation with some level of computerization, wherein a gifted radio official keeping 24×7 watch was not needed.

Marine correspondence between ships or with the shore was conveyed with the assistance of locally available frameworks through shore stations and even satellites. While transport-to-deliver correspondence was achieved by VHF radio, Digital Selective Calling (DSC) concocted carefully controller orders to send or get trouble ready, critical or wellbeing calls, or routine need messages. DSC regulators would now be able to be coordinated with the VHF radio according to the SOLAS (Safety Of Life at Sea) show.

Satellite administrations, instead of earthbound correspondence frameworks, need the assistance of geostationary satellites for sending and getting signals, where the scope of shore stations can’t reach. These marine correspondence administrations are given by INMARSAT (a business organization) and COSPAS – SARSAT (a worldwide government-subsidized office).

While INMARSAT gives the extent of two-way correspondences, the COSPAS – SARSAT has a framework that is restricted to gathering of signs from the crisis position and places without any offices of two-way marine interchanges, showing radio signals (EPIRB).

For worldwide operational prerequisites, the Global Maritime Distress Safety System (GMDSS) has isolated the world into four sub-zones. These are four geological divisions named as A1, A2, A3, and A4.

Maritime Communication

Diverse radio correspondence frameworks are required by the vessel to convey installed ships, contingent upon the zone of activity of that specific vessel.

A1 – It’s around 20-30 nautical miles from the coast, which is under the inclusion of in any event one VHF coast radio broadcast in which consistent DSC alarming is accessible. Hardware utilized: A VHF, a DSC, and a NAVTEX collector (a navigational message for accepting sea and meteorological data).

A2 – This region notionally should cover 400 nautical miles seaward however practically speaking, it reaches out up to 100 nautical miles seaward yet this ought to avoid A1 territories. Gear utilized: A DSC, and radiotelephone (MF radio range) in addition to the hardware required for A1 regions.

A3 – This is the zone barring the A1 and A2 territories. Yet, the inclusion is inside 70 degrees north and 70 degrees south scope and is inside INMARSAT geostationary satellite range, where consistent alarming is accessible. Gear utilized: A high-recurrence radio and additionally INMARSAT, an arrangement of accepting MSI (Maritime Safety Information) in addition to the next outstanding frameworks for A1 and A2 zones.

A4 – These are the zones outside ocean territories of A1, A2, and A3. These are basically the Polar Regions North and South of 70 degrees of scope. Gear utilized: HF radio assistance in addition to those required for different territories.

All seas are secured by HF marine correspondence administrations for which the IMO requires two coast stations for each sea locale. Today practically all boats are fitted with satellite terminals for Ship Security Alerts System (SSAS) and for long-extend recognizable proof and following according to SOLAS necessities.

With the integration of 5G, WiFi and new generation satellites, as well as conventional marine radio communication networks, we will see transformation everywhere. Stakeholders will be able to monitor live audio and high definition (HD) or 3D video collected onboard. Radio-frequency identification (RFID) tags will support through-life asset management, including the tracking status of cargoes, as well as structural and machinery components. Crew will need to be trained to operate multiple communication tools. Evolution will take place in the workflow process. Physical onboard surveys will be replaced by remote monitoring. Regulatory compliance and enforcement will be achieved remotely without visiting the ship. Real-time decision-making in ship management and autonomous operation will become feasible. Emergency evacuation will be conducted more quickly and in a more transparent manner. Consumers will be able to track product supply chains from factories to retailers and scrutinise the shipping footprint along the journey. Meanwhile, we will see an improvement in the quality of interpersonal communication between ship and shore, as well as an improvement in the wellbeing of the crew.

Maritime Communication
Maritime Communication
We in Marine Digital have created a hardware solution that provides ship-to-shore communication, accumulates and transmits data for vessel performance monitoring and fuel optimization system (FOS) in real time at a constant level of communication. Marine Digital FOS can also collect data from a ship and periodically transmit data for processing in the cloud and presenting statistical and analytical data in a single interface, both for officers on the ship and for managers of a shipping company on the shore.
Source: marine-digital

Industry: main technological trends in Shipbuilding

October 29, 2020 MARITIME CYBER SECURITY

Any industry in the world cannot develop steadily without the use of modern technologies. Shipbuilding is also actively applying modern technologies, and is now developing at an increased speed. While the automotive and aviation industries have long gone ahead in automation, shipbuilding is in its infancy in comparison. But the variety of modern technologies will soon allow it to catch up with the two previously designated industries and even get ahead of them in the field of IT application.

Some of today’s technologies could be revolutionary for the shipbuilding industry. In this article, we would like to outline only a small part of them, the benefits from the use of which, we believe, will be felt at the turn of the next 5-7 years.

3D printing

The Economist argues that industrial-scale use of this technology will be “the fourth industrial revolution.” This technology allows you to create real objects from virtual 3D models. Special equipment recreates a 3D object by printing sections into which the virtual object is “cut”. Today this technology is actively used for the production of scientific equipment, the creation of small structures, the creation of prostheses and models for various purposes.

The shipbuilding industry can use this technology to create ships of complex geometry by printing various elements of the ship’s skin on a 3D printer. Moreover, 3D printers allow in a short time to recreate a part that is out of order and requires quick replacement.

Technologies in the Shipping Industry

Robotics

It is one of those technologies of the third industrial revolution that has undergone changes due to the development of digital technologies. Modern realities force us to create robots more flexible, able to perform various tasks, and not monotonous repetition, to which everyone is accustomed (conveyor belt). Moreover, the use of modern sensors allows integration between the robot and the operator, which leads to an increase in the possible tasks performed by the robot.

Although this technology is mainly used to perform very simple repetitive actions, such as on a production line, leading shipyards have introduced this technology into their production systems, dramatically increasing the scale and speed of production. In addition, new advances have been made in developing robots for specific shipbuilding tasks such as inspecting pipes or cleaning hulls.

Virtual and Augmented Reality (VR/AR)

On the one hand, virtual reality implies the complete immersion of a person in the virtual world using a special device connected to simulation. In this virtual world, the user can interact with virtual elements in order to significantly train and improve their knowledge. It also applies to testing and validation of complex products.

On the other hand, augmented reality connects the real world with the virtual one with the help of a device, adding data from the virtual system (or digital twin) exactly where it is needed. This technology is useful not only in manufacturing processes but also in maintenance tasks. Augmented reality also offers applications for quality control, product and tool location, warehouse management, and support for the visualization of hidden areas, among others.

In the shipbuilding industry, both technologies are already being used in small training and part positioning applications.

Engines powered by LNG

The popularity of liquefied natural gas (LNG) as an alternative fuel for ships these days is evident due to its environmental friendliness. Therefore, the market for LNG-powered marine engines is in its infancy and prospects are also high.

LNG engines reduce CO2 emissions by 20-25% compared to diesel engines, NOX emissions are reduced by almost 92%, and SOX and particulate matter emissions are almost completely eliminated. Moreover, new generation marine engines are imperatively required to comply with IMO restrictions. These engines are one of the ways to optimize fuel consumption along with FOS (Fuel Optimization System)

Major marine engine designers – Mitsubishi, Wartsila, Rolls-Royce and MAN Diesel & Turbo – are engaged in the technological development of CNG engines.

In addition to being an environmentally friendly fuel, LNG is also cheaper than diesel fuel, which helps the vessel save significant amounts of money over time.

Laser Cladding Machine

One of their latest developments is a laser cladding machine used to clad steel or stainless steel piston rods for hydraulic cylinders. Laser technology provides greater precision but is more harmful to the environment.

With the ability to combine alloys, it is helping to investigate different types of liners that could lead the marine industry away from the current preferred ceramic coating for ships.

As this technology shortens the supply chain, provides a higher quality lining process and is more resistant to damage during transportation, it is a reliable solution that will provide benefits in the distant future.

Smart Ship Solution

The shipping industry is vulnerable to cyber attacks, as proven by a number of large companies and their vessels. It is important to understand that ships are also part of cyberspace, which means that security measures need to be taken not only ashore, but also integrated into the ship’s onboard architecture.

Smart ship solution uses real-time data from various sensors (on hull, equipment, boats, etc.), as well as managers on land to improve the efficiency of the vessel. The engineers of this system are aware that this transfer of data between the ship and the shore carries a cybersecurity risk.

But at the same time, the correct use of sensors and their compliance with cybersecurity requirements will make the Smart Ship solution a safe choice for all shipping professionals concerned with cybersecurity. This means that the technology could be the beginning of a new generation of ships.

Fuel Optimization System

Such a system allows monitoring the vessel’s performance and fuel consumption, offering recommendations for optimizing fuel costs and reducing harmful emissions into the environment by up to 12%. The fuel optimization system can be installed at the stage of shipbuilding, this will allow the production of more competitive ships, which will initially consume less fuel and emit less harmful (greenhouse gases, sulfur, etc.) emissions. Reducing fuel consumption and harmful emissions by up to 12% is achieved through a more accurate and optimal connection between it and all other sensors on the ship, so that the data transfer meets all cybersecurity standards and recommendations. The installation of this system is possible on ships that are already at sea. For example, Marine Digital FOS is a faster and more economical solution to reduce emissions and save fuel compared to engines using natural liquefied gas for shipping companies whose fleet is older than 10 or even 15 years. Read more about green technologies in maritime industry and shipping in the article about green ship.
Source: marine-digital

Newer Posts

Older Posts

News

Quick Menu

Company DETAILS

SHIP IP LTD
VAT:BG 202572176
Rakovski STR.145
Sofia,
Bulgaria
Phone ( +359) 24929284
E-mail: sales(at)shipip.com

ISO 9001:2015 CERTIFIED