Specialist insurer Beazley has created an innovative marine cyber insurance product to meet the rapidly developing needs of vessel owners and operators.
Should a cyber incident impact a vessel’s operational capabilities, Beazley Cyber Defence for Marine provides insurance for physical damage and loss of hire.
At the heart of the product are risk management services designed to reduce the likelihood of a cyber incident occurring and demonstrate compliance with forthcoming International Maritime Organization (IMO) guidelines. By 1st January 2021, vessel owners and operators must have incorporated measures to manage cyber risk into their existing risk management processes, which have traditionally focused on the physical risks to safe shipping operations.
There are three elements to the risk management services included within Beazley’s product: a self-assessment questionnaire; a cyber security workshop; and an on-board cyber survey.
The product has been launched at a time when operational technology has become more digitalised. New challenges have also arisen out of greater interconnectivity between shore-based and on-board systems, including those responsible for navigation, propulsion and power control. A breach of an operating system on board a vessel could, for example, lead to a grounding or collision.
The cover, which focuses on the operational technology of vessels, complements Beazley’s other marine products and existing cyber cover for information technology systems. It can be bought on a standalone basis or as part of a package.
Richard Young, Beazley’s head of hull and war, said: “Ship owners and operators are dealing with the increased threat of cyber-attack as well as the impact of human error and increasingly interlinked vessel operating technology and IT systems. Our preparation services reduce the risk of an incident occurring and the indemnity provides owners with clear cover and limits. Should the worst happen and a cyber incident impacts the smooth running of vessels, clients can be confident they are protected with affirmative cyber cover.”
BIMCO and INTERTANKO have jointly published Q&As addressing the contractual implications owners and charterers should keep in mind when chartering ships fitted with scrubbers. The Q&As highlight the key charter party clauses and concepts which should be reviewed for both time and voyage charter parties.
“We are pleased to have worked with BIMCO to provide advice and assistance for owners who have chosen this route to 2020 compliance. We will continue to develop the Q&As as experience of scrubber use develops,” said Michele White, General Counsel at INTERTANKO.
BIMCO’s Head of Contracts and Clauses, Grant Hunter, adds:
“We regularly receive questions about chartering issues relating to scrubber-fitted ships. These Q&As jointly produced with INTERTANKO will offer many useful answers as well as guidance.”
The Q&As consist of three parts. The first part deals with the implications of using scrubber-fitted ships under time charter parties, the second part deals with voyage charter parties and the third part addresses general considerations such as enforcement, fines and prohibition of open-loop scrubbers.
The main focus is on time charter parties as it is expected that this is where the use of a scrubber will have the greatest impact.
BIMCO and INTERTANKO have individually published clauses addressing the coming into force of MARPOL Annex VI Regulation 14 and 18 dealing with the reduction of sulphur oxide emissions from the current 3.50% m/m to 0.5% m/m. However, these clauses do not deal with the special operational, technical and commercial requirements of scrubbers installed on ships.
In early 2019, a BIMCO and INTERTANKO working group discussed whether there was a need for a dedicated “scrubber clause”. The working group concluded that, for the time being, no “scrubber clause” should be published. This is because the scrubber is, once installed, a “normal” piece of equipment and does not require any special status or special legal regime. The existing standard clauses (such as off-hire, drydocking and maintenance) will work in a time charter context in cases when the scrubber is not working.
The Q&A document is available to download from the BIMCO and INTERTANKO websites:
BIMCO’s Documentary Committee has agreed a new standard Cyber Security Clause that requires the parties to implement cyber security procedures and systems, to help reduce the risk of an incident and mitigate the consequences should a security breach occur.
In the wake of recent costly cyber security incidents involving large shipping companies, cyber security has become a major focus in the maritime industry.
BIMCO has taken a lead position on cyber security issues through its active role at the International Maritime Organization and by co-authoring the “Industry Guidelines on cyber security onboard ships”. The development of the BIMCO Cyber Security Clause has been an important part of this initiative.
The clause has been written by a small drafting team, led by Inga Frøysa of Klaveness, with representatives from shipowners, P&I clubs and a law firm, and will be published towards the end of May.
“I am very pleased to see BIMCO as the first mover on this important topic. Recent years have shown that there is a clear need for a clause addressing the contractual issues that can arise from a cyber security incident,” says Inga Frøysa.
Sharing relevant information
The clause is drafted in broad and generic language which allows for it to be used in a wide range of contracts and in a string of contracts for easy back-to-back application. It is hoped that the clause will assist parties in obtaining affordable insurance for their cyber security exposure, as the clause introduces a cap on the liability for breaches.
“It was very important to the subcommittee to impose an obligation on the parties to keep each other informed if a cyber security incident should occur, and to share any relevant information, which could assist the other party in mitigating and resolving an incident as quickly as possible,” Frøysa says.
This is done through a two-fold notification process. Firstly, through an immediate notification from the party who becomes aware of an incident to the other party. Secondly, through a more detailed notification once the affected party has had the chance to investigate the incident.
The clause also requires the parties to always share subsequent information, which could assist the other party in mitigating or preventing any effects from the incident.
The level of required cyber security will depend on many elements such as the size of the company, its geographical location and nature of business.
The clause takes this into account by stipulating that the parties must implement “appropriate” cyber security. The clause also requires each party to use reasonable endeavors to ensure that any third-party providing services on its behalf in connection with the contract, has appropriate cyber security.
Maritime cyber risk management: boiling the ocean or storm in a tea cup?
Is the shipping industry’s most valuable commodity also its biggest risk?
As one of the world’s oldest industries, the shipping industry has capitalised on its capability to move assets around the world for thousands of years. Whether for trade, military or tourism, there are more than 50,000 ships world-wide that currently navigate our waters and facilitate both thriving economies and promote nation state security.
Know your risks and implement security measures
Our recent maritime report has explored the cyber security challenges that the maritime industry is facing now and will likely face in the future. With the increasing trend of attackers turning their attention to ships and shipping operations, more needs to be done to identify cyber risks at sea and mitigate them – a method to begin this process is to perform a risk assessment. Traditionally, a business might perform a risk-assessment periodically, say on a yearly basis, to identify what security risks need addressing, and follow this with implementing the right measures to protect against these risks occurring.
But what happens when your risk profile is constantly changing? All variables such as a ship’s cargo, employees and geography can change drastically within 24 hours as a ship makes its journey across the world and participates in trading. The main inputs to assessing risk are therefore constantly changing, significantly more than your standard business who needs to implement cyber security measures – so how is it feasible to have confidence that ships are implementing the right security in such a unique situation?
What are the key changing risk factors?
We have identified the main factors impacting cyber security that are associated with the constant movement of trade ships as follows:
Route: A ship relies on multiple navigation technologies to get it safely from point A to point B without damaging it, its cargo or risking life onboard. But what if malware could ever so slightly change measurements over time, à la Stuxnet. This would have little impact in the Pacific; but in the Panama Strait it would be catastrophic and the perfect attack for criminals to launch in order to then loot a ship.
Cargo: A ship will be carrying multiple cargos of different market value during its route and over time. These cargos may also have different value to different territories and groups. Cargo systems can be compromised providing intelligence to criminals who can subsequently target specific cargo ships and resell on the black market. For example, pharmaceuticals would be an attractive target due their high value on the black market.
Piracy: There are certain areas of the world which may be at higher risk of attack from piracy, such as the seas that border Eastern Africa. Not only could the cargo training systems be tracked to identify when ships are carrying precious cargo like gold; we understand that pirates could also manipulate systems and spoof the position of ships in distress. This would result in a longer period of time for them to carry out their physical attacks.
Ports and business operations: Shipping staff may engage with multiple ports and succumb to various operational processes each time, notably payment and administration regarding docking. Threat groups have been known to track ships and spoof emails to shipping companies to request payment for their upcoming or previous docking. This has resulted in ships losing money as they have been unable to distinguish what is the legitimate process for these payments – made harder when a ship uses many ports over a short period of time.
Maritime Cybersecurity Operations Center opens in Singapore
The Maritime and Port Authority of Singapore (MPA) has opened a new Maritime Cybersecurity Operations Centre (MSOC), to provide early detection, monitoring, analysis and response to potential cyber-attacks on the port state’s critical maritime information infrastructure.
The MSOC will be operated by ST Engineering at its Singapore Hub, and will conduct 24/7 monitoring and correlate data activities across all maritime Critical Information Infrastructure (CII) systems.
MPA says that the facility will have the capability to detect and monitor cyber-attacks by analysing activities in the IT environment, recognise anomalies and threats, and then initiate a response using a range of technology systems.
Key data linkages will also be established between MSOC and Singapore’s Port Operations Control Centre, in order to respond to cyber incidents in a more collaborative manner.
“Cyber threats come in many forms and have been rising steadily across the globe. As the world’s busiest transhipment hub, it is important that we safeguard our maritime and port critical infrastructure to prevent a major disruption to port operations and delivery of services,” said Niam Chiang Meng, Chairman of the Maritime and Port Authority of Singapore (MPA).
In addition to setting up MSOC, MPA has also introduced other initiatives to strengthen the cybersecurity readiness of the maritime sector, having collaborated with the Singapore Shipping Association and Singapore Polytechnic to develop a new Maritime Cybersecurity (Intermediate) Training Course for maritime personnel.
The one-day course, to be rolled out in first half of next year, will be built upon an existing basic course to allow participants to further expand their knowledge of cyber risk management and counter-measures from a practitioner’s perspective.
Other new cyber initiatives include a Maritime Cybersecurity Research programme that has been created as a collaborative effort between MPA, the Singapore Maritime Institute and other local institutes of higher learning, which will focus on the protection of shipboard systems from cyber threats, and an expansion of the existing Port Authorities Roundtable initiative to encourage greater sharing of intelligence relating to maritime cybersecurity.
Maritime Cyber Security The maritime sector is being targeted by highly motivated cyber criminals, and the shipping industry should be on the highest alert for a cyber-attack, warned Naval Dome CEO Itai Sela.
Speaking at the Singapore Maritime Technology Conference (SMTC) 2019, organized by the Maritime and Port Authority of Singapore, Sela said: “Somebody, somewhere is targeting the maritime sector. The shipping industry should be on Red Alert.”
Sela’s warning follows widespread concern that the maritime industry remains vulnerable and is not doing enough to protect itself.
During a round table discussion in which several companies informed the Greek shipping community of the importance of cyber security, one analyst said that while the industry is “concerned about the cyber risk it struggles to understand where and how best to manage it.”
U.S. congressman John Garamendi made a similar comment during a Brookings Institution debate on securing U.S. maritime commerce. “Congress is aware of the cyber risks,” he said, “but not adequately engaged nor adequately addressing the problem.”
“The maritime industry is just not prepared,” Sela told SMTC delegates. “Shipping is a $4 trillion global industry responsible for transporting 80 percent of the world’s energy, commodities and goods, so any activity that disrupts global trade will have far reaching consequences.
“It is easy to understand why shipping is now in the cross-hair of the cyber-criminal or activist. But the maritime industry still believes it is enough to have a Level 1 solution to protect against a Level 4 threat.”
Referring to the global certification standard IEC 62443, which has been adopted by several certification bodies, Sela explained the four levels of security used for safeguarding against a cyber-attack.
“A Level 4 attack is extremely sophisticated and intended to cause the most amount of disruption for either political, social or financial gain. It is the Level 4 type attack criminals are using to penetrate the shipping industry,” Sela said, referring to an incident in which the navigational equipment aboard a fleet of 15 tankers was simultaneously hacked.
The easiest way for hackers to penetrate ship systems is to attack systems at the ship manager or original equipment manufacturer’s (OEM) head office, said Sela. “All a hacker has to do is infiltrate these systems and wait until some someone sends an infected email to someone onboard ship – the attack is delivered. It spreads. It’s autonomous.”
Sela said: “For a few thousand dollars sophisticated ‘viruses’ can be easily bought on the dark web, so it is quite easy to implement a Level 4 attack now. Level 4 cyber protection result in a system or equipment that even those with enough time, money and motivation will be unable to penetrate. Every shipboard PC-based system has to be protected individually.”
The current regulations consider improving interactions between the operator and machine as the optimum way of combating maritime cyber crime. However, Naval Dome believes the best solution is based on technology that removes the human element altogether.
In his presentation to the Singapore maritime community, Sela suggested that a ship can be used as a very effective weapon to “create chaos and destruction” at the port.
“A ship whose systems are under the control of the cyber-criminal could result in pollution, cause collisions or groundings or be used as an incendiary device. The result could be catastrophic if a vessel is not secured to the highest level. Over the last three years we have developed a type-approved Level 4 solution certified to prevent shipboard systems from being hacked.”
Sela said a country like Singapore must have the ability to monitor all the ships that enter its waters in order to verify whether its infected or cyber clean. “I strongly recommend that all Port Authorities have the ability to control the cyber threat that each and every vessel entering their waters brings with them. This will protect assets and avoid potential disaster,” he said.
Classification Society ClassNK has released its new Cyber Security Management System for Ships, providing guidance on implementing, maintaining, and continuously improving cyber security for companies and vessels.
The new release includes management measures to be followed to protect against cyber risks both in vessel operations and in the construction/design stage of ships, through Security by Design.
The standards were created with reference to the latest IACS recommendations and the ISO27001 (Information Security Management System) and ISO27002 (Code of practice for information security controls) global standards.
The new measures have been introduced with one eye on the recent changes to the ISM Code, which will recommend that cyber risks are included within a company’s safety management system from 2021.
The Cyber Security Management System is available for download free of charge via ClassNK’s website for those who have registered for the ClassNK ‘My Page’ service.
A mandatory requirement for national governments to introduce electronic information exchange between ships and ports comes into effect from 8 April 2019. The aim is to make cross-border trade simpler and the logistics chain more efficient, for the more than 10 billion tons of goods which are traded by sea annually across the globe.
The requirement, mandatory under IMO’s Convention on Facilitation of International Maritime Traffic (FAL Convention), is part of a package of amendments under the revised Annex to the FAL Convention, adopted in 2016.
“The new FAL Convention requirement for all Public Authorities to establish systems for the electronic exchange of information related to maritime transport marks a significant move in the maritime industry and ports towards a digital maritime world, reducing the administrative burden and increasing the efficiency of maritime trade and transport,” said IMO Secretary-General Kitack Lim.
The Facilitation Convention encourages use of a “single window” for data, to enable all the information required by public authorities in connection with the arrival, stay and departure of ships, persons and cargo, to be submitted via a single portal, without duplication.
The requirement for electronic data exchange comes into effect as IMO’s Facilitation Committee meets for its 43rd session (8-12 April). Alongside other agenda items, the Committee will continue its ongoing work on harmonization and standardization of electronic messages. Phase one of the review of the IMO Compendium on Facilitation and Electronic business, including the data elements of the FAL Convention is expected to be completed and the revised Guidelines for setting up a single window system in maritime transport are set to be approved.
The Committee will also receive an update on a successful IMO maritime single window project, implemented in Antigua and Barbuda, with Norway’s support. The source code developed for the system established in Antigua and Barbuda will be made available to other interested Member States. A presentation on the system will be made during the Facilitation Committee.
The FAL Convention
The main objective of the IMO’s Convention on Facilitation of International Maritime Traffic (FAL Convention), adopted in 1965, is to achieve the most efficient maritime transport as possible, looking for smooth transit in ports of ships, cargo and passengers.
The FAL Convention, which has 121 Contracting Governments, contains standards and recommended practices and rules for simplifying formalities, documentary requirements and procedures on ships’ arrival, stay and departure.
Under the FAL Committee, IMO has developed standardised FAL documentation for authorities and Governments to use, and the FAL Convention urges all stakeholders to make use of them.
The IMO Standardized Forms (FAL 1-7)
The Facilitation Convention (Standard 2.1) lists the documents which public authorities can demand of a ship and recommends the maximum information and number of copies which should be required. IMO has developed Standardized Forms for seven of these documents.
They are the:
IMO General Declaration
Cargo Declaration
Ship’s Stores Declaration
Crew’s Effects Declaration
Crew List· Passenger List
Dangerous Goods
Five other documents are required, on security, on wastes from ships, on advance electronic cargo information for customs risk assessment purposes, and two additional ones under the Universal Postal Convention and the International Health Regulations.
Under the requirement for electronic data exchange, all national authorities should now have provision for electronic exchange of this information.
Maritime blockchain solutions have the potential to greatly improve efficiencies in shipping and bring this industry into the 21st century
Shipping is the engine of the global economy, making up some 90% of world trade. That’s not easy to express in monetary terms, although experts estimate it at over $10 trillion a year. Maritime blockchain could transform this industry and bring multiple benefits to importers, exporters, transporters, ship owners, and even governments.
Blockchain at sea: How technology is transforming the maritime industry !
Blockchain technology has the potential to revolutionise the maritime industry and bring it into the 21st century. This complex ecosystem could greatly benefit from a robust digital platform to exchange data in real time.
In fact, the industry has been testing maritime blockchain applications since 2017. Some of the most important shipping companies, such as Maersk, Hyundai Merchant Marine, and Maritime Silk Road Platform, have teamed up with tech giants to create blockchain shipping systems to streamline maritime logistics.
Maritime blockchain speeds up document flows
One of the main benefits of introducing blockchain to the maritime industry is cutting down bureaucracy. For international shipments, companies and customs officials are forced to fill out over 20 different types of documents (most of them paper-based) to move goods from exporter to importer.
Most of these documents fail to provide real-time visibility and data quality, which often causes setbacks in financial settlements. These types of delays and inefficiencies are hard to accept in a data-driven, digital world.
An international consortium of shipping companies and European customs has tested a blockchain solution that eliminates printed shipping documents from the process. Not only did blockchain speed up operations, but this pilot proved how organisations in the maritime industry can save hundreds of millions of dollars annually.
Blockchain not only makes cargo checks faster, it also minimises the risk of penalties for customs compliance that are levied on customers.
The maritime industry can also benefit from predictive analytics
Big data is having a huge impact on the industry, thanks to its potential to optimise operations, improve cybersecurity, and increase the overall efficiency of the supply chain.
However, data alone can’t change the way the maritime industry works. Companies, ports, and governments need to analyse the information to reap real benefits from the findings. This industry generates about 100-120 million data points every day. It was impossible for existing technologies to gather and analyse this amount of data efficiently.
Blockchain can help by placing the crucial data in one place and creating a unique platform for solution providers, ports, and agents that operate along the supply chain.
By tracking cargo in real time using blockchain technology, shipping companies and ports can plan land procedures ahead of time, speeding up terminal works and cutting down costs. They can also use data to make educated predictions that enhance their operations and increase efficiency.
Maritime blockchain increases trading safety and transparency
The maritime industry includes multiple parties. Most of these communicate through lengthy paper chains, making it impossible to track shipments currently. This, combined with high transaction volumes, leads to little or no transparency in most processes.
Blockchains can secure the integrity of any record, reducing the risk of damaged or missing shipments. By replacing the old paper system, all parties involved have access to information, making it easier to plan operations efficiently and save on costs.
The information stored in the blockchains is impossible to delete or edit without leaving traces, so this transparency also increases security.
It reduces data entry errors and can improve fraud detection. Maersk’s collaboration with IBM, for example, also stipulates the development of means to streamline customs and security inspections, as well as tracking shipping containers for commercial purposes.
Maritime blockchain and cost efficiency
The blockchain-based Bill of Lading created by Maersk and IBM showed in early tests that administrative costs could be reduced by as much as 15% of the value of shipped goods, thanks to tracking shipping containers and eliminating paper documents.
It may seem like a small percentage, but that could create savings of $1.5 trillion globally.
Besides costs related to documentation, companies can also significantly reduce expenses caused by data entry errors, procedural delays, and discrepancies.
Blockchain technology is transforming the maritime industry
The maritime industry is still struggling with high costs and a high level of pollution. Blockchain technology can help with both issues, by cutting down administrative costs and providing environment-friendly solutions. All while protecting the industry against cybercrime and piracy, and ensuring a fairer deal for all parties involved.
The emerging risk associated with cyber threat requires not only better training for seafarers, but also spreading awareness of best cyber security practices, argued Peter Broadhurst, Senior VP of Safety and Security, Inmarsat Maritime, adding that there is still ‘a long way to go’ when it comes to effective cyber protection.
Whether in pursuit of personal data or money, cyber crime is now a big and highly automated business, ready to strike at the most vulnerable part of an organisation’s defences 24/7, anywhere in the world.
Speaking on a panel at the World Economic Forum earlier this year, A.P. Møller-Maersk Chairman Jim Hagemann Snabe revealed that responding to the NotPetya ransomware attack of June 2017 had required the reinstallation of 4,000 new servers, 45,000 new PCs, and 2,500 applications, all within ten days. During this period, the company reverted to manual systems.
In hitting a company equipped with experienced cyber security specialists, NotPetya showed that the cyber threat is as real for shipping as it is for any other connected business, especially where legacy systems proliferate.
If the warning should be sinking in, an Inmarsat Research Programme report, The Industrial IoT on land and at sea (2018) suggests that maritime minds are slow to change. The unique study drew on testimony from 750 survey respondents across a range of industries to establish preparedness and perceptions regarding the adoption of IoT-based solutions.
The survey found 87% of maritime respondents saying they believed that their cyber security arrangements could be improved. It also saw more of them identifying data storage methods (55%), poor network security (50%) and potential mishandling/misuse of data (44%) as likely to lead to breaches in cybersecurity than outright cyberattack (39%).
Given the self-diagnosis, it is perhaps surprising to find that only 25% of maritime respondents said they were working on new IoT-based security policies.
In fact, Inmarsat’s research exposed ambivalence as one of shipping’s leading feelings towards IoT-based solutions. With some owners engaging at the level of blockchain, others take their lead from their need to comply with regulation: this is an industry which simultaneously sustains just over 30% of shipping respondents as ‘IoT leaders’ and just under 30% as ‘IoT laggards’, the report says. For every owner signed up to the benefits of condition-based monitoring and predictive maintenance based on real-time connectivity, there appears to be another for whom maintenance is something that takes place at regular and predictable intervals, or whenever is most convenient.
Inconsistent views on cyber security also appear free to coexist with immature ones. Around 70% of respondents identify reducing marine insurance premiums as a main driver for IoT uptake, where insurers have shown themselves as especially sensitive to cyber threats. At the same time, other studies have found attitudes such as “I’m not the target /we have security in place, don’t we?/I will be protected by AntiVirus” alive and well among seafarers.
For those prepared to engage in the IoT, ships today sustain crews in small numbers, representing both an opportunity and challenge for automation, and indeed for cyber security. On the one hand, low crew numbers align strongly with operational technology that is remotely updated, self-managing and supported by automated security and from third parties and OEMs, such as voyage planning, weather routing, navigation, fuel management, etc. On the other hand, the opportunities to ‘patch’ embedded operational technologies (OT) safely are not frequent, and patches usually require certification by control system manufacturers.
The broader point, though, is that cyber security is not just about software patching and systems configuration. Ship operators do not buy computer processors, disk storage and software and then build them into a system: they procure turnkey systems. Again, shipboard engineers may well be IT-literate, but no space has been made on the crew roster for cybersecurity specialists.
In these circumstances, the integrity of the systems on ships is best maintained by software which can identify, contain and resolve threats wherever they appear in the network. Such Unified Threat Management (UTM) detects all deviations from the ‘known good’ configuration as anomalies and potential threats to security and can update securely, even during operation. Some specialist functions such as a deep analysis of alerts or security forensics will need to be delivered remotely.
Inmarsat believes that a collaborative approach – that includes shipboard systems, but also the crew operating them and the processes involved – is vital to develop the maturity response demanded by multiple threats from cyber villains, whatever their origin. For this reason, we have been working with some of the best security-focused experts available to tailor products and services to meet shipping’s requirement.
As noted, however, software is only part of the answer: cyber security and vigilance for ‘the human element’ and a well thought-out recovery strategy to mitigate against multiple, automated assaults are also critical. Failures in processes and mistakes by people can present the security loophole that, if unchecked by the UTM, compromise the entire network.
Weaknesses at the first line of defence (to phishing, plugging infected USB in, downloading from untrusted source etc.) are common but, in the case of satellite-connected ships, it is also common to see updates turned off and no AV software in operation. Today, cyber security training is not compulsory for the world’s 1.6 million seafarers, while expertise in antivirus software is inevitably more likely to be based ashore.
As far as awareness is concerned, it is fair to say that there is likely to be more temptation to risk plugging in a memory stick that might be infected once a vessel is under way. Creating awareness for seafarers and staff is a continuous task because good cybersecurity practice is shipping’s first line of defence against ‘attack’.
Inmarsat recently participated in discussions with academics at the World Maritime University in Malmö over what future classroom-based and e-learning cyber security course content might include for Maritime Safety and Security Diploma students.
Inmarsat is not and does not aspire to be a training company, but it is an interested party. As such, we are fully aware that training is not just a tick box exercise and must be backed up with monitoring and reinforcement. We also know that using tools to identify breaches of policies such as USB usage help reinforce the message: constant reminders and real-life examples are often the quickest ways to stop bad practice.
But to address the cyber security risks of the future effectively, we need the involvement of ship designers, builders, regulators, verifiers, equipment manufacturers, service providers and, of course owners and operators. We were therefore one of the founding partners in a Joint Working Group run by the International Association of Classification Societies (IACS) whose members survey and certificate more than 90% of the world’s commercial vessels, ensuring that ships are fit-for-purpose and comply with safety and quality regulations.
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