LONDONJuly 15, 2020 /PRNewswire/ — Since rolling out in May 2018, there have been 340 GDPR fines issued by European data protection authorities. Every one of the 28 EU nations, plus the United Kingdom, has issued at least one GDPR fine.

GDPR tracking dashboard from PrivacyAffairs displays official data from national data protection bodies to monitor the status of GDPR fines.

Whilst GDPR sets out the regulatory framework that all EU countries must follow, each member state legislates independently and is permitted to interpret the regulations differently and impose their own penalties to organisations that break the law.

Nations with the highest fines:

  • France: €51,100,000
  • Italy: €39,452,000
  • Germany: €26,492,925
  • Austria: €18,070,100
  • Sweden: €7,085,430
  • Spain: €3,306,771
  • Bulgaria: €3,238,850
  • Netherlands: €3,490,000
  • Poland: €1,162,648
  • Norway: €985,400

Nations with the most fines:

  • Spain: 99
  • Hungary: 32
  • Romania: 29
  • Germany: 28
  • Bulgaria: 21
  • Czech Republic: 13
  • Belgium: 12
  • Italy: 11
  • Norway: 9
  • Cyprus: 8

The second-highest number of fines comes from Hungary. The National Authority for Data Protection and Freedom of Information has issued 32 fines to date. The largest being €288,000 issued to an ISP for improper and non-secure storage of customers’ personal data.

UK organisations have been issued just seven fines, totalling over €640,000, by the Information Commissioner. The average penalty within the UK is €160,000. This does not include the potentially massive fines for Marriott International and British Airways that are still under review.

British Airways could face a fine of €204,600,000 for a data breach in 2019 that resulted in the loss of personal data of 500,000 customers.

Similarly, Marriott International suffered a breach that exposed 339 million people’s data. The hotel group faces a fine of €110,390,200.

The largest GDPR fine to date was issued by French authorities to Google in January 2019. The €50 million was issued on the basis of “lack of transparency, inadequate information and lack of valid consent regarding ads personalisation.”

Highest fines issued to Private individuals:

  • €20,000 issued to an individual in Spain for unlawful video surveillance of employees.
  • €11,000 issued to a soccer coach in Austria who was found to be secretly filming female players while they were taking showers.
  • €9,000 issued to another individual in Spain for unlawful video surveillance of employees.
  • €2,500 issued to a person in Germany who sent emails to several recipients, where each could see the other recipients’ email addresses. Over 130 email addresses were visible.
  • €2,200 issued to a person in Austria for having unlawfully filmed public areas using a private CCTV system. The system filmed parking lots, sidewalks, a garden area of a nearby property, and it also filmed the neighbours going in and out of their homes

For questions regarding the research or more information about the team behind the report, contact Joe Robinson at or visit PrivacyAffairs.


Maritime Cyber Security experts, Epsco Ra are proud to announce RaEDR (RA Endpoint Detection and Remediation) a comprehensive cybersecurity monitoring and defense solution.

Inspired by the necessity for remote working brought about by the COVID 19 pandemic and the resulting huge worldwide increase in cyber-attacks, Epsco Ra have developed a new next-generation solution in the form of a cloud-hosted application which functions as an agent on each computer in a network (or on a UTM when possible).

Epsco Ra’s solution is easily installed on any vessel or office network, without any requirement for hardware and with no disruption to existing network or system installations.

The agents provide in-depth visibility of the system’s security posture, offering security monitoring, intrusion & threat detection, file integrity monitoring, vulnerability assessment, and incident response.

The system includes Compliance alignment with controls allowing full configuration with Governance frameworks inclusive of but not limited to NIST and GDPR.

This is all managed via an extensive user-customizable dashboard with reporting and alerting tools.

RaEDR gives our clients peace of mind in the knowledge that they have their own professional cybersecurity team without the cost of employing an in-house team.

Epsco Ra’s RaEDR service offers our clients 3rd party assurance from as little as US$25.00 per month per vessel.
Source: maritimecyprus


The GDPR has successfully met its main objectives but work still needs to be done to improve cross-border investigations, increase regulator resources and address fragmented approaches across the EU, according to the European Commission.

The review of the data protection legislation two years on highlights several areas for improvement.

One of the most pressing is the need for harmonization across the region. This is because, although the regulation must be applied across the board, it allows for member states to legislate in some areas and provide specificity in others.

This has led to the “extensive use of facultative specification clauses,” which has made for differences in areas such as the age of children’s consent across different countries, the report claimed.

This could create problems for cross-border business and innovation, especially in tech and cybersecurity innovation, the Commission said.

“A specific challenge for national legislation is the reconciliation of the right to the protection of personal data with freedom of expression and information, and the proper balancing of these rights,” it argued.

“Some national legislations lay down the principle of precedence of freedom of expression, whilst others lay down the precedence of the protection of personal data and exempt the application of data protection rules only in specific situations, such as where a person with public status is concerned.”

Other areas that need continued work include the more efficient handling of cross-border cases and the disparity in “human, financial and technical” resources between many regulators.

This echoes a report issued in April by web browser firm Brave, which claimed that regulators are unable to match the financial might of technology giants like Google and Facebook, which puts them at a distinct disadvantage in investigations.

Only five of Europe’s 28 GDPR regulators have over 10 tech specialists, while half have budgets of under EUR5m. The UK’s ICO, which is the largest and most expensive watchdog to run, has only 3% of its 680 staff focused on tech issues, the report claimed.

Stewart Room, global head of data protection and cybersecurity at DWF, took issue with the Commission’s claim that GDPR has “successfully met its objectives of strengthening the protection of the individual’s right to personal data protection and guaranteeing the free flow of personal data within the EU.”

“A key problem to note is that there is an absence of such evidence on data protection performance levels under the previous legal regime (the 1995 Directive), so, therefore, there isn’t a benchmark available to substantiate progress made under the GDPR,” he argued.

“In contrast, reports of personal data security breaches have not run dry, there are still structural problems in the AdTech environment and with the ceaseless progression of developments in technology, such as facial recognition and AI, there have to be doubts about the ability of the law and the regulatory system to keep up speed.”

This post European Commission: Still Work to Do on GDPR originally appeared on InfoSecurity Magazine.


Safety is critical to the tanker industry. The International Safety Guide for Oil Tankers and Terminals, or ISGOTT as it is now widely known, has become the standard reference work on the safe operation of oil tankers and the terminals they serve. To remain so, the Guide must keep abreast of changes in vessel design and operating practice and reflect the latest technology and legislation.

ISGOTT was first published in 1978 by combining the Tanker Safety Guide (Petroleum) published by the International Chamber of Shipping (ICS) and the International Oil Tanker and Terminal Safety Guide published on behalf of the Oil Companies International Marine Forum (OCIMF). This Sixth Edition updates and replaces the 2006 Fifth Edition and has been reviewed by OCIMF and ICS together with the International Association of Ports and Harbors (IAPH). Support has also been provided by other industry associations, including INTERTANKO, the Society of International Gas Tanker and Terminal Operators (SIGTTO) and the Society for Gas as a Marine Fuel (SGMF), as well as specialists in topics such as human factors.

This new edition covers a range of topical issues including gas detection, the toxicity and the toxic effects of petroleum products (including benzene and hydrogen sulphide), the generation of static electricity and stray currents, fire protection and the growing use of mobile electronic technology.

In addition, the opportunity was taken to include new topics or to significantly reappraise topics previously covered that have undergone a shift in emphasis since the Fifth Edition. These include:

  • Enclosed space entry
  • Human factors
    Safety Management Systems (SMSs), including complementary tools and processes such as permits to work, risk assessment, Lock-out/Tag-out (LO/TO), Stop Work Authority (SWA) and their linkage to the underlying principles of the International Safety Management (ISM) Code
  • Marine terminal administration and the critical importance of the tanker/terminal interface
  • Alternative and emerging technologies
  • Bunkering operations, including the use of alternative fuels such as Liquefied Natural Gas (LNG)
  • Cargo inspections
  • Alignment with OCIMF’s recently revised Mooring Equipment Guidelines
  • Maritime security and linkage to both the International Ship and Port Facility Security (ISPS) Code and industry’s maritime security Best Management Practices (BMP).

The Ship/Shore Safety and Bunkering Operations Checklists have also been completely revised to reflect changes in the understanding of the impact of human factors in their effective use.

Source: maritimecyprus


The European Commission has approved an approximately €80 million (HRK 600m) Croatian scheme to support enterprises active in the maritime, transport, travel, infrastructure and related sectors that have been severely impacted by the coronavirus outbreak. The scheme, comprising two measures, was approved under the state aid Temporary Framework.

The support will take the form of state guarantees on new loans from banks or other financial institutions. The State guarantee will cover up to 90% of the loans. The scheme aims at providing liquidity to enterprises of all sizes affected by the coronavirus outbreak, thus enabling them to continue their activities, start investments and maintain employment. The scheme is expected to support over 1,000 companies.

The Commission found that the Croatian scheme is in line with the conditions set out in the Temporary Framework. In particular, under the first measure, aid does not exceed €800,000 per company. Under the second measure, (i) the loan amount per company is limited to what is needed to cover its liquidity needs for the near future, (ii) the interest rates correspond to the minimum levels laid down in the Temporary Framework, and (iii) the guarantees and loans will be provided until the end of this year, with a maximum duration of six years.

Under both measures, aid may be granted only to companies that were not in difficulty already on 31 December 2019 but were significantly affected by the coronavirus outbreak. The measures also include safeguards to ensure that the aid is effectively channeled by the banks or other financial institutions to the beneficiaries in need. The Commission concluded that the measures are necessary, appropriate and proportionate to remedy a serious disturbance in the economy of a member state, in line with Article 107(3)(b) TFEU and the conditions of the Temporary Framework.

On this basis, the Commission approved the measures under EU state aid rules. The non-confidential version of the decision will be made available under the case number SA.57711 in the state aid register on the Commission’s competition website once any confidentiality issues have been resolved.

Source: eureporter


HAIFA, IsraelJuly 1, 2020 (NASDAQ: ESLT) (TASE: ESLT) (“Elbit Systems” or “the Company”) announced today that it was awarded a contract valued at approximately $53 million to provide and integrate intelligence suites onboard vessels of the Navy of a country in Southeast Asia. The contract will be performed over a two-year period.

Under the contract Elbit Systems will equip several vessels with suites that provide the capability to perform complex reconnaissance missions, generating an operational picture of the air, surface and underwater domains. Elbit Systems will supply and integrate comprehensive suites comprised of an array of systems from across the Company’s maritime portfolio, including: AES-212 electronic intelligence systems, NATACS naval tactical communication intelligence systems and jamming capabilities, SPECTRO XR™ electro-optical payloads, M670 hull mounted sonars, TRAPS towed reel-able active/passive sonars, underwater communication systems and combat management systems.  The program also includes maritime radars and satellite communication capabilities. In addition, the Company will provide training services.

Elad Aharonson, General Manager of Elbit Systems ISTAR Division, said: “There is growing demand for our maritime solutions. I believe that the unique combination of a diverse portfolio of operational systems and groundbreaking technological innovation enables us to effectively address the evolving needs of maritime forces.”

About Elbit Systems

Elbit Systems Ltd. is an international high technology company engaged in a wide range of defense, homeland security and commercial programs throughout the world. The Company, which includes Elbit Systems and its subsidiaries, operates in the areas of aerospace, land and naval systems, command, control, communications, computers, intelligence surveillance and reconnaissance (“C4ISR”), unmanned aircraft systems, advanced electro-optics, electro-optic space systems, EW suites, signal intelligence systems, data links and communications systems, radios, cyber-based systems and munitions. The Company also focuses on the upgrading of existing platforms, developing new technologies for defense, homeland security and commercial applications and providing a range of support services, including training and simulation systems.

This press release may contain forward–looking statements (within the meaning of Section 27A of the Securities Act of 1933, as amended, Section 21E of the Securities Exchange Act of 1934, as amended and the Israeli Securities Law, 1968) regarding Elbit Systems Ltd. and/or its subsidiaries (collectively the Company), to the extent such statements do not relate to historical or current facts. Forward-looking statements are based on management’s current expectations, estimates, projections and assumptions about future events. Forward–looking statements are made pursuant to the safe harbor provisions of the Private Securities Litigation Reform Act of 1995, as amended. These statements are not guarantees of future performance and involve certain risks, uncertainties and assumptions about the Company, which are difficult to predict, including projections of the Company’s future financial results, its anticipated growth strategies and anticipated trends in its business.  Therefore, actual future results, performance and trends may differ materially from these forward–looking statements due to a variety of factors, including, without limitation: scope and length of customer contracts; governmental regulations and approvals; changes in governmental budgeting priorities; general market, political and economic conditions in the countries in which the Company operates or sells, including Israel and the United States among others; changes in global health and macro-economic conditions; differences in anticipated and actual program performance, including the ability to perform under long-term fixed-price contracts; changes in the competitive environment; and the outcome of legal and/or regulatory proceedings.  The factors listed above are not all-inclusive, and further information is contained in Elbit Systems Ltd.’s latest annual report on Form 20-F, which is on file with the U.S. Securities and Exchange Commission. All forward–looking statements speak only as of the date of this release. Although the Company believes the expectations reflected in the forward-looking statements contained herein are reasonable, it cannot guarantee future results, level of activity, performance or achievements. Moreover, neither the Company nor any other person assumes responsibility for the accuracy and completeness of any of these forward-looking statements. The Company does not undertake to update its forward-looking statements.

Elbit Systems Ltd., its logo, brand, product, service and process names appearing in this Press Release are the trademarks or service marks of Elbit Systems Ltd. or its affiliated companies.  All other brand, product, service and process names appearing are the trademarks of their respective holders.  Reference to or use of a product, service or process other than those of Elbit Systems Ltd. does not imply recommendation, approval, affiliation or sponsorship of that product, service or process by Elbit Systems Ltd. Nothing contained herein shall be construed as conferring by implication, estoppel or otherwise any license or right under any patent, copyright, trademark or other intellectual property right of Elbit Systems Ltd. or any third party, except as expressly granted herein.

SOURCE Elbit Systems Ltd.


The European Commission has approved a €600 million Finnish aid scheme to support the maritime companies in the context of the coronavirus outbreak. The scheme was approved under the state aid Temporary Framework adopted by the Commission on 19 March 2020, as amended on 3 April and 8 May 2020.

Under the scheme, the public support will take the form of state guarantees on working capital loans. The measure will be directly operated by the Finnish State Treasury. The scheme will be accessible to those maritime operators that are essential for maintaining the security of supply to Finland during the coronavirus outbreak. The aim of the measure is to help these companies cover their immediate working capital needs, maintain employment and have sufficient liquidity to continue their activities, which are vital to safeguard maritime cargo traffic and ensure essential supplies to Finland. The Commission found that the Finnish measure is in line with the conditions set out in the Temporary Framework.

The Commission concluded that the Finnish measure is necessary, appropriate and proportionate to remedy a serious disturbance in the economy of a member state, in line with Article 107(3)(b) TFEU and the conditions set out in the Temporary Framework. On this basis, the Commission approved the measure under EU state aid rules.

Executive Vice President Margrethe Vestager, in charge of competition policy, said: “This €600m Finnish guarantee scheme will help those maritime companies that transport essential supplies to Finland and are affected by the current coronavirus crisis to cover their immediate working capital needs and continue their activities. This is the first scheme we have approved specifically designed to support the maritime sector in these difficult times. We continue to work closely with all member states to ensure that national support measures can be put in place in a timely, coordinated and effective way, in line with EU rules.”

The full press release is available online


WASHINGTONMay 29, 2020 /PRNewswire/ — Today Jennifer Carpenter, President & CEO of the American Waterways Operators, testified before the House Transportation and Infrastructure Subcommittee on Coast Guard and Maritime Transportation on the status of the U.S. maritime supply chain during the COVID-19 pandemic.

In written testimony submitted to the Subcommittee, Mrs. Carpenter framed her analysis in terms of three overarching messages:  1) the U.S. domestic maritime supply chain is resilient; 2) business continuity does not – and cannot – mean business as usual, especially where health and safety are concerned; and, 3) Congress has a vital role to play in ensuring the stability of the public policy pillars that create the foundation for the supply chain’s resilience and the nation’s recovery.

On supply chain resilience, Mrs. Carpenter emphasized that the American tugboat, towboat and barge industry is playing a key role in keeping the nation’s economy afloat, continuing to transport vital commodities and guiding ships safely into port. Mrs. Carpenter stated: “While cargo volumes in many sectors have declined due to depressed demand, mariners have continued to report to work, vessels have continued to operate, and the industry has adapted to maintain operational continuity and readiness.”

Mrs. Carpenter also observed that a critical component of maintaining operational continuity during the pandemic has been the early prioritization of crewmember health and safety: “The industry’s extensive experience with contingency planning, safety management systems and incident command structures has served it well in managing the health, safety and operational challenges posed by the pandemic. A tow on the river or an articulated tug-barge unit at sea for two to four weeks at a time is effectively a self-quarantined environment, and companies quickly put in place – and have continued to refine – procedures aimed at keeping the virus off their vessels.”

When discussing Congress’s role in supporting the maritime supply chain, Mrs. Carpenter noted there are: “…four pillars that enable the tugboat, towboat and barge industry to do the essential work it does for American shippers and the American economy. Those pillars – the Jones Act; modern, well-maintained ports and waterways infrastructure; a nationally consistent system of laws and regulations governing vessels in interstate commerce; and maritime safety – are more important than ever amid the circumstances of the COVID-19 pandemic.”

Mrs. Carpenter concluded: “The U.S. domestic maritime supply chain is resilient, and the tugboat, towboat and barge industry is well equipped to continue to serve our nation as we begin the long road to recovery from the economic disruption caused by this global public health crisis.”

Mrs. Carpenter’s full written testimony to the House Transportation and Infrastructure Subcommittee on Coast Guard and Maritime Transportation is available here.

About the American Waterways Operators

The American Waterways Operators is the national trade association representing the tugboat, towboat and barge industry, which operates on the rivers, the Great Lakes, and along the coasts and in the harbors of the United States. Barge transportation serves the nation as the safest, most environmentally friendly and most economical mode of freight transportation.

SOURCE American Waterways Operators

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Recently, the third and final Air Warfare destroyer, appropriately named HMAS Sydney was commissioned into the Royal Australian Navy.

This was a very significant moment on many levels for Australia and for its allies in the Asia-Pacific region.

For this is not just about what a single Air Warfare destroyer capable of doing; it is about what it can do when operating as part of the broader maritime kill web, either to defend Australia out to its first island chain, or to contribute to a wider set of defense challenges in the region an beyond.

The Air Warfare destroyer is a key foundation for the new wave of Australian shipbuilding, one in which mission systems and integratable is a key requirement.

It is also about learning from that build process to set in motion a new approach, which I have highlighted in my report on the new build offshore patrol vessel.

In an article which I published in USNI Proceedings in 2012, I highlighted the coming of the kill web in my concept of the long reach of Aegis. The ADF in embracing the fifth-generation revolution and the opportunity to reshape the ADF along the lines of an integratable force, views the coming of the Air Warfare Destroyer not simply in terms of a powerful new platform for the Navy, but as a contribution to the integrated distributed force.

As RAAF Air Vice Marshal Chipman, now the Australian Military Representative to NATO and the European Union put it earlier in an interview:

“We need to have broad enough of a perspective so that we can drive programs towards joint outcomes.

“For example, it will be crucial to bring E-7, with F-35 and air warfare destroyers into a common decision-making space so that we can realise built in capabilities for integrated air and missile defense.”

“And that needs to be informed by shaping a common perspective with the USN and USAF as well.



LONDON/WASHINGTON — Ship owners and insurers say it may be impossible for the maritime industry to fully comply with the Trump administration’s new guidelines on how to avoid sanctions penalties related to Iran, North Korea and Syria, raising the risk of disruptions in a sector already struggling with the fallout of the coronavirus outbreak.

The advisory issued this month marked the first U.S. sanctions guidance for the global maritime sector, and will test Washington’s ability to clamp down on violations without disrupting an industry that handles 90% of the world’s trade.

The final version of the U.S. guidance, written after feedback from maritime professionals, asks for enhanced data-sharing between the shipping industry and U.S. authorities, constant location tracking of vessels, and industry-led investigations into suspicious activity.

A U.S. State Department official told Reuters the advisory contained “recommended best practices,” not hard requirements.

A second State Department official said the administration hopes the guidance improves the industry’s self-monitoring to help the industry avoid violating sanctions.

“There are parts in there that we can’t do,” said Mike Salthouse, chairman of the sanctions sub-committee with the International Group association, which represents companies that insure about 90 percent of the world’s commercial shipping.

He said that, while the industry welcomed the opportunity to consult on the guidance, the advisory’s data-sharing suggestions, for example, will bump up against European privacy laws: “We can’t share information about members we have ceased to insure on the basis of a suspicion of breaking sanctions because that contravenes competition law.”

“We are also constrained in relation to sharing personal data by the GDPR,” Salthouse added, referring to the European Union’s General Data Protection Regulation.

U.S. guidelines seeking constant location monitoring of ships, and investigations by insurers of gaps in that tracking, may also prove difficult, industry officials said. The advisory notes that weather often interferes with AIS transponders, and ship captains should have the discretion to go dark to avoid pirates or militants on the high seas.

“Importantly, a signal not received is not the same as a signal not sent,” said Neil Roberts, head of marine underwriting at the Lloyd’s Market Association, which represents the interests of all underwriting businesses in London’s Lloyd’s insurance market.

He added that it was “not commercially practical for insurers to track ships 24/7.”

Michele White, general counsel with oil tanker association INTERTANKO, said the U.S. advisory’s recommendations would be used as the new expected standard.

“This is asking private marine sector entitles effectively to do the enforcers’ job, whilst at the same time opening itself up to potential sanctions breach,” she said.

Since the election of President Donald Trump, the United States has ratcheted up its pressure on adversaries like OPEC-members Iran and Venezuela by imposing tighter U.S. sanctions meant to choke off their economic lifelines, and it has promised stricter enforcement.

In one example of increasing U.S. attempts to micro-manage the sanctions, Brian Hook, the State Department’s top official on Iran, last year sent emails to the captain of an Iranian tanker that was suspected to be en route to Syria, asking him to steer the tanker to a country that would impound it on behalf of Washington.

The uncertainty around the maritime guidance heaps pressure on shipping companies that are already dealing with global restrictions due to the coronavirus. Some crews have been stuck at sea for weeks and companies are facing financial trouble, as demand to transport non-essential items has slowed.   

(Editing by Richard Valdmanis and Marguerita Choy)