Recent reports indicate a significant escalation in cyber threats targeting the maritime industry. Marlink’s Security Operations Center observed a sharp increase in malicious activities during the first half of 2024, with over 23,400 malware detections and 178 ransomware incidents. Phishing remains the primary method attackers use to breach corporate networks, and there’s a notable rise in sophisticated botnet attacks leveraging AI to target IoT devices.
In response to these growing threats, the International Maritime Cyber Security Organisation (IMCSO) has been established. This non-profit entity aims to standardize cybersecurity risk assessments across the maritime sector. IMCSO offers certification programs for security consultants and maintains a professional register to assist shipping organizations in selecting qualified personnel. Additionally, it will validate and standardize report outputs, storing them in a central database accessible to authorities and third parties for assessing vessel risk.
These developments underscore the critical importance of robust cybersecurity measures in maritime operations. Organizations are urged to stay vigilant, update their security protocols, and invest in advanced threat detection capabilities to safeguard their operations against evolving cyber threats.
4. MARPOL Annex I and V Amendments – Red Sea and Gulf of Aden Special Areas
Effective Date: January 1, 2025
Key Changes:
Designation of the Red Sea and Gulf of Aden as Special Areas under MARPOL Annexes I and V, enforcing stricter discharge controls for oil, oily mixtures, and garbage.
Ships must comply with enhanced discharge regulations, including the prohibition of certain discharges unless specific conditions are met.
New rule changes adopted at the 108th session of the International Maritime Organisation’s maritime safety committee will result in the reporting of lost containers becoming mandatory from 1st January 2026.
The rule changes – which take the form of amendments to the International Convention for the Safety of Life at Sea (SOLAS) – will mean that Masters involved in the loss of containers must immediately report specific details of the loss to nearby ships, the nearest coastal state, and the vessel’s flag state.
Additional information that must be provided includes the total number of lost containers, and if any containers contained dangerous goods.
Masters will also – voluntarily – be able to provide details about the sea conditions and more, should they wish.
Following the provision of information, it will then be up to the flag state to pass the data to the IMO via a new module in the Global Integrated Shipping Information System (GISIS).
The changes to SOLAS also cover requirements if drifting containers are observed. In this instance, the position and total number of drifting containers must be reported.
The amendments have been warmly welcomed by stakeholders across the maritime industry, perhaps most notably the World Shipping Council, which has been gathering lost container data from its members since 2008. This information has been published by the Council each year in their ‘Containers Lost at Sea’ report.
Commenting on the amendments to SOLAS, the World Shipping Council’s SVP Safety & Security, Lars Kjaer, said:
“The new regulations, specifically amending SOLAS Chapter V Regulations 31 and 32, mark a significant advancement in maritime safety and environmental protection. By ensuring prompt and detailed reporting of lost and drifting containers, these amendments will enhance navigational safety, facilitate swift response actions, and mitigate potential environmental hazards”.
The World Shipping Council’s Containers Lost at Sea report for 2024 (covering 2023), shows a decline in lost containers. 2023 saw 221 containers lost, compared to 661 in 2022. An impressive number when one considers that approximately 250 million containers were transported by sea last year. The report also highlights that of the containers lost, some 33% were recovered.
Shipping remains the dominant mode of cargo transportation worldwide, ensuring the safe and efficient movement of goods in compliance with international regulations. As part of these regulations, nations have the authority to inspect vessels calling at their ports under established agreements.
This study examines the human factors contributing to bridge-related deficiencies on bulk carriers, focusing on inspections conducted under the Paris Memorandum of Understanding (Paris MoU). By analyzing data from annual reports and the 20 most common bridge deficiencies, the study highlights key areas affecting navigational safety.
Using the Delphi method, industry experts identified several critical factors influencing deficiencies on the bridge. These include lack of motivation, skills, knowledge, familiarity with procedures, general awareness, experience, adherence to company directives, excessive workload, fatigue, and stress. However, there was no consensus regarding the impact of indifference on navigational safety.
The findings underscore the importance of addressing human factors in maritime operations to enhance bridge performance and overall vessel safety. Implementing targeted training programs, reducing workload, and fostering awareness can significantly improve compliance and navigation safety standards.
To support these efforts, our software CrewExpress provides an efficient solution for recording crew work and rest hours, ensuring compliance with international regulations and improving operational oversight.
Marine Order 504 (Certificates of operation and operation requirements – national law) outlines safety management system including risk assessment and crewing requirements for domestic commercial vessels (DCVs).
Recently, Marine Order 504 underwent a review and consultation process aimed at improving the safety outcomes of the SMS requirements and making them easier to understand, fit for purpose and practical for the diverse range of DCVs across Australia.
Read the revised Marine Order 504 which comes into effect on 1 June 2025:
The Europe maritime cybersecurity market is projected to reach $3.49 billion by 2033 from $972.3 million in 2023, growing at a CAGR of 13.64% during the forecast period 2023-2033
Protecting digital assets and networks in the maritime industry from online threats is the main goal of maritime cybersecurity in Europe. As maritime operations depend more and more on digital technologies, cybersecurity has become crucial to ensuring efficiency, safety, and risk mitigation. These dangers range from widespread cyberattacks like viruses and scams to more complex attacks that target shore-based infrastructure and vessel systems. Serious repercussions, including interruptions in business operations, monetary losses, harm to the environment, and even death, can result from cybersecurity breaches. Shipping firms, port authorities, regulatory agencies, and trade associations are important participants in the European maritime cybersecurity market.
Techniques like risk assessment, access control, incident response planning, and continuous employee training are necessary for effective cybersecurity management. Global rules, like those established by the International Maritime Organization (IMO) and the International Ship and Port Facility Security (ISPS) Code, provide frameworks for improving cybersecurity within the maritime sector. Collaboration between public and private sectors, along with technological innovation and information sharing, is crucial to address cyber threats effectively. As the maritime industry continues its digital transformation, robust cybersecurity measures will be vital for ensuring resilience and sustainability across European maritime operations.
Market Introduction
The maritime sector’s growing dependence on digital technologies for communication, navigation, and operations is driving a notable expansion in the European maritime cybersecurity market. Strong cybersecurity is crucial to protecting ships, ports, and associated infrastructure because of the increased susceptibility to cyberattacks that comes with this increased digitization. These dangers can cause operational disruptions, monetary losses, environmental harm, and threats to human safety. They range from viruses and phishing scams to more sophisticated attacks that target vital systems.
The increasing use of cloud computing, automation, and Internet of Things (IoT) devices in the maritime industry is propelling the market. In order to adhere to international standards like the ISPS Code and the regulations of the International Maritime Organization (IMO), major industry participants, including shipping companies, port authorities, and regulatory bodies, are concentrating on fortifying their cybersecurity frameworks. Furthermore, tackling changing cybersecurity challenges requires cooperation between the public and private sectors, improvements in threat detection, and continual staff training. The need for efficient cybersecurity solutions is anticipated to increase as Europe continues to embrace digital transformation in the maritime industry, guaranteeing safer and more robust operations.
How can this report add value to an organization?
Product/Innovation Strategy: The product segment helps the reader understand the different types of services available for deployment and their potential in Europe region. Moreover, the study provides the reader with a detailed understanding of the Europe maritime cybersecurity market by products based on solution, service, and threat type.
Growth/Marketing Strategy: The Europe maritime cybersecurity market has seen major development by key players operating in the market, such as business expansion, partnership, collaboration, and joint venture. The favored strategy for the companies has been partnerships to strengthen their position in the Europe maritime cybersecurity market
Competitive Strategy: Key players in the Europe maritime cybersecurity market analyzed and profiled in the study involve maritime cybersecurity products and service offering companies. Moreover, a detailed competitive benchmarking of the players operating in the Europe maritime cybersecurity market has been done to help the reader understand how players stack against each other, presenting a clear market landscape. Additionally, comprehensive competitive strategies such as partnerships, agreements, and collaborations will aid the reader in understanding the untapped revenue pockets in the market.
Companies Featured
SAAB AB
Thales
Leonardo S.p.A.
Airbus SE
BAE Systems
Terma
Westminster Group Plc
Kongsberg Digital
Smiths Group plc
Nettitude Ltd.
HGH
Key Attributes:
Report Attribute
Details
No. of Pages
73
Forecast Period
2023 – 2033
Estimated Market Value (USD) in 2023
$972.3 Million
Forecasted Market Value (USD) by 2033
$3490 Million
Compound Annual Growth Rate
13.6%
Regions Covered
Europe
Key Topics Covered:
1 Markets
1.1 Trends: Current and Future Impact Assessment
1.1.1 Artificial Intelligence and Machine Learning in Cybersecurity
1.1.2 Increased Connectivity
1.1.3 Zero Trust Architecture (ZTA)
1.2 Supply Chain Overview
1.3 Regulatory and Environmental Considerations
1.3.1 Regulatory Implications
1.4 Ecosystem/Ongoing Programs
1.4.1 Series of Assessments, including Threat Modeling and Open-Source Intelligence, Performed by NCC Group
1.5 Startup Funding Summary
1.6 Market Dynamics Overview
1.6.1 Business Drivers
1.6.1.1 Increasing Cyber Threats and Attacks
1.6.1.2 Digitalization of Maritime Operations
1.6.1.3 Global Supply Chain Reliance on Maritime Transport
1.6.2 Business Challenges
1.6.2.1 Lack of Trained Personnel
1.6.2.2 Complex Regulatory Environment
1.6.3 Business Opportunities
1.6.3.1 Cybersecurity for Autonomous Vessels
1.6.3.2 Integration of Internet of Things (IoT) and Operational Technology (OT) Security
2 Regions
2.1 Regional Summary
2.2 Drivers and Restraints
2.3 Europe
2.3.1 Regional Overview
2.3.2 Driving Factors for Market Growth
2.3.3 Factors Challenging the Market
2.3.4 Application
2.3.5 Product
2.3.6 U.K.
2.3.7 Application
2.3.8 Product
2.3.9 Germany
2.3.10 Application
2.3.11 Product
2.3.12 France
2.3.13 Application
2.3.14 Product
2.3.15 Rest-of-Europe
2.3.16 Application
2.3.17 Product
3 Markets – Competitive Benchmarking & Company Profiles
3.1 Next Frontiers
3.2 Geographic Assessment
3.2.1 Overview
3.2.2 Top Products/Product Portfolio
3.2.3 Top Competitors
3.2.4 Target Customers
3.2.5 Key Personnel
3.2.6 Analyst View
3.2.7 Market Share, 2022
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The International Maritime Organisation’s (IMO) Maritime Safety Committee has recently formally adopted new amendments to its Safety of Life at Sea (SOLAS) regulations. and will require mandatory reporting of all containers lost at sea from 1st January 2026.
SOLAS Regulation 31 now mandates that the master of a ship involved in the loss of containers must immediately reports specific details to nearby ships, the nearest coastal state, and the vessel’s flag state. The flag state is then responsible for passing this information to the IMO via a new module in the Global Integrated Shipping Information System (GISIS). SOLAS Regulation 32 outlines the reporting process, stipulating that reports of containers lost at sea must be made as soon as possible, with updates provided as more information becomes available. A final count of lost containers must be confirmed after a thorough inspection. Mandatory details include the position of the lost containers, the number lost, and whether any contained dangerous goods.
This Circular is issued to advise that IMO Resolutions MSC.540(107) and MSC.541(107) entered into force on 01 January 2025. Both these Resolutions concern amendments to the International Convention and the Code on Standards of Training, Certification and Watchkeeping for Seafarers (STCW).
Regulation I/1 of the STCW Convention – Definitions and clarifications
A new definition has been added:
“Original form means a paper or an electronic form of any certificate required by the Convention, issued in the format approved by the Administration, provided that the minimum information, as required in paragraph 4 of section A-I/2 of the STCW Code, is readily available.”
Regulation I/2 of the STCW Convention – Certificates and Endorsements
Paragraph 11 has been replaced by:
Subject to the provisions of regulation I/10, paragraph 5, any certificate required by the Convention must be kept available in its original form on board the ship on which the holder is serving. If an electronic form is used, the minimum required data must be accessible as defined by the Administration in accordance with the STCW Code, which is necessary to initiate a verification procedure.”
Section A-I/2 of the STCW Code – Certificates and endorsements
Paragraph 4 has been replaced by:
In using formats which may be different from those set forth in this section, pursuant to regulation I/2, paragraph 10, Parties shall ensure that in all cases:
all information relating to the identity and personal description of the holder, including name, date of birth, photograph and signature, along with the date on which the document was issued, shall be displayed on the same side of the documents;
all information relating to the capacity or capacities in which the holder is entitled to serve, in accordance with the applicable safe manning requirements of the Administration, as well as any limitations, shall be prominently displayed and easily identified;
the terms “front”, “back” and “overleaf”, as referred to in these provisions, are not applicable for certificates and endorsements in electronic form; and
an official seal, photograph and signature of seafarer are not necessary for certificates and endorsements in electronic form.”
Act now
Ship Owners/ Managers/ Operators/ Surveyors/ Auditors should note the above and be guided accordingly.
Optimising vessel operations has become crucial for the industry to achieve sustainability and decarbonisation goals. In the long term, large investments will focus on building ships ready for alternative fuels, but in the meantime, owners and operators are turning to digitalisation technologies to save fuel and emissions by becoming more energy efficient.
Owners and operators are also using faster low-latency satellite communications to tackle the challenges of retaining and retraining crew, and to keep track of growing fleets and changing trading patterns. Communications, digital applications and electronic hardware help to tackle these issues, enabling owners to offer career development pathways, almost limitless communications, and technology to make seafarer’s lives easier.
Shipping has turned to digital applications, low-latency connectivity, cloud-based solutions, artificial intelligence and machine learning, while tackling cyber risks with enhanced security.
New LEO constellations overtake established GEO
One company run by an established billionaire, who will soon be part of Trump’s new US administration, has transformed maritime satellite communications during 2024 with owners installing new technology to keep up.
Elon Musk’s SpaceX’s Starlink low Earth orbit (LEO) satellite constellation has revolutionised maritime and offshore communications, providing fast connectivity with low latency to vessels, for crew welfare services and operational applications.
LEO satellite communications has taken the maritime sector to new heights in terms of providing connectivity and welfare support to seafarers. Starlink has become popular with the masses with shipmanagers, owners and operators increasing its deployment across fleets. Whereas two years ago, flat-panel antennas for Starlink were only just being tested, now it is difficult to find a ship without Starlink on board.
Another LEO constellation gaining traction is Eutelsat OneWeb, albeit at a slower pace, with early adoption on offshore vessels, drilling and production facilities. As this global coverage is implemented, more cruise and commercial ships will consider this as a viable alternative. Marella Cruises is investing in OneWeb to operate alongside Starlink on its cruise ships.
Despite the rise of LEO, there is still demand for reliable geostationary orbit (GEO) satellite communications and very small aperture terminal (VSAT) connectivity, but distributors are integrating these services into hybrid smart solutions, where connections will take the cost-efficient, secure pathways. There is also still a need for L-band through Inmarsat, Iridium and Thuraya for maritime safety and security communications.
As the maritime industry adopts more digitalisation applications and ships become more connected, they come under greater risk of cyber attacks. Therefore, enhancing cyber resilience and security is essential to ship operators, owners and builders.
In 2024, the International Association of Classification Societies (IACS) introduced unified requirements (URs) for cyber security and outlined how to demonstrate compliance with them. These URs, E26 and E27, are seen as new benchmarks for shipping’s response to its growing exposure to cyber attacks.
UR E26 is aimed at ensuring the secure integration of both operational technology (OT), information technology (IT) and equipment in a vessel’s network, during the design, construction, commissioning and operational life of the ship.
This UR targets the ship as a collective entity for cyber resilience and covers five key aspects: equipment identification, protection, attack detection, response and recovery.
UR E27 is written to support manufacturers and OEMs of onboard operational systems and equipment in evaluating and improving their cyber resilience. This has led to suppliers and system integrators introducing upgrades to ensure cyber resilience. It also encouraged classification societies to develop and introduce their own interpretations of these URs.
Introducing IACS requirements and raising awareness and demand for enhanced cyber security has led to a trend of class societies acquiring companies with these skills. One of the main deals in 2024 was DNV’s acquisition of CyberOwl, which regularly reports on the shipping industry’s risks and responses to cyber attacks.
According to a study led by CyberOwl published in Q4 2024, a typical fleet of 30 cargo vessels now experiences an average of 80 cyber incidents a year. The study found the average cost of unlocking computer systems in the maritime sector reached US$3.2M.
We can expect more advanced and integrated solutions to be unveiled and new innovative cyber threats to emerge in 2025.
Belgian offshore contractor Jan De Nul said that its jackup installation newbuild Voltaire had suffered minor damage after being hit by typhoon Muifa at COSCO Shipping Shipyard in Nantong, China.
The eye of the typhoon passed over the shipyard during the night of September 14 to 15, causing the vessel to come loose from its moorings.
The company said that the incident caused no injuries, while the first sight assessments have shown limited damage to certain parts of the crane and the helideck.
The vessel has been safely moored back in the shipyard and further assessments are ongoing.
The Voltaire is said to be as large as the Eiffel Tower in Paris. The vessel, due for delivery in the second half of 2022, will be the second and largest jackup in Jan De Nul’s fleet built to transport, lift and install next-generation offshore wind turbines, transition pieces and foundations.
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