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Europe Maritime Cybersecurity Industry Research Report 2024: Market to Reach $3.49 Billion by 2033, Driven by Increasing Cyber Threats and Attacks, and Digitalization of Maritime Operations

January 20, 2025 CYBER SECURITYMARITIME CYBER SECURITYMaritime Safety NewsRegulation

 

Dublin, Dec. 31, 2024 (GLOBE NEWSWIRE) — The “Europe Maritime Cybersecurity Market: Focus on End User, Solution, Service, Threat Type, and Country-Wise Analysis – Analysis and Forecast, 2023-2033” report has been added to ResearchAndMarkets.com’s offering.

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

4 Research Methodology

For more information about this report visit https://www.researchandmarkets.com/r/h66vja

About ResearchAndMarkets.com
ResearchAndMarkets.com is the world’s leading source for international market research reports and market data. We provide you with the latest data on international and regional markets, key industries, the top companies, new products and the latest trends.

 

 

Source: Research and Markets

Regulations coming into force on 1 January 2025 IMDG code amendments (42-24) – MSC.556(108)

January 14, 2025 Regulation

IMDG code amendments (42-24) – MSC.556(108)

These amendments to the International Maritime Dangerous Goods (IMDG) code are in line with the 23rd edition of the UN Recommendations on the Transport of Dangerous Goods, and will enter into force on 1 January 2026. However, some contracting governments may apply these amendments (or parts thereof) on a voluntary basis from 1 January 2025. A summary of the significant changes are listed below for reference:

  • Lithium batteries continue to be a major focus, given their widespread use and associated risks. Key changes include:
    • Lithium cells and batteries are now more prominently classified under “articles containing dangerous goods, N.O.S. (Not Otherwise Specified).”
    • All lithium batteries must meet the stringent testing requirements outlined in the Manual of Tests and Criteria, including for pre-production prototypes.
    • New entries under Class 9 have been introduced:
      • 3556: Vehicle, lithium-ion battery powered.
      • 3557: Vehicle, lithium-metal battery powered.
    • Damaged or defective lithium batteries must be removed from articles and packaged separately under specialized instructions.
    • UN 3171 has been revised to exclude lithium batteries, applying now only to vehicles powered by wet batteries, metallic sodium batteries, or sodium alloy batteries.
  • Charcoal and Carbon cargoes: Changes in this category aim to reduce the risk of misdeclared shipments and fire hazards:
    • Special Provisions (SP) 925 and 223, which previously exempted some carbon products, are no longer applicable.
    • New provisions (SP 978 and SP 979) introduce stricter rules for packaging, stowage, and maintaining safe temperatures during transport.
  • Sodium-ion batteries, gaining popularity as an alternative to lithium-ion batteries, are now officially classified under Class 9. This ensures they adhere to the same safety standards, including testing and stowage requirements, to ensure safety during transport.
  • Expanded Definitions and Documentation Requirements: Improved clarity in definitions and documentation is another focus area:
    • Recycled plastics must now include detailed information about their previous use and contents as part of quality assurance programs.
    • New definitions, such as ‘Degree of Filling’, ‘Explosive or Pyrotechnic Effect’ and ‘Metal Powders’, have been introduced.
    • Stowage plans must be more detailed, clearly outlining both primary and subsidiary hazards, ensuring that everyone handling the cargo understands the risks involved.
    • Data loggers and tracking devices used with cargo must now be securely installed to prevent damage during transit.
  • Packaging and Labelling Enhancements:
    • For vehicles equipped with lithium batteries, additional packaging is not required if they are stable and secure for transport. For other cases, specialized bracing or framing may be needed.
    • Labelling and marking requirements have been strengthened to ensure all hazards are clearly visible and easy to identify, even for items in fully enclosed packaging.

Members involved in the transport of dangerous goods in packaged from a recommended to ensure compliance with the latest amendments.

IMSBC code amendments (07-23) – MSC.539(107)

Updates to the International Maritime Solid Bulk Cargoes (IMSBC) code, which has been applicable on a voluntary basis since 1 January 2024, will enter into force on 1 January 2025. These include, but are not limited to, the following changes:

  • The shippers are now required to declare the ‘bulk density’ of cargo, as required by SOLAS regulation XII/10 (MSC.1/Circ.1664).
  • The following changes have been affected in Appendix 1 (individual schedule of solid bulk cargoes):
    • New cargo entries
Bulk cargo shipping name (BCSN) Group Hazard
BARYTE, FLOTATION CHEMICAL GRADE A  
BROWN FUSED ALUMINA C  
CRUSHED GRANODIORITE FINES A  
DIRECT REDUCED IRON (D) (By-product fines with a moisture content of at least 2%) A and B MHB (WF and/or SH)
DUNITE C  
DUNITE FINES A  
ELECTRIC ARC FURNACE DUST, PELLETIZED A and B MHB (TX and CR)
GROUND GRANULATED BLAST FURNACE SLAG POWDER A  
MAGNESITE FINES A  
POTASSIUM NITRATE C  
SODIUM NITRATE C  
SODIUM NITRATE AND POTASSIUM NITRATE MIXTURE C  
CELESTINE CONCENTRATE (under Mineral Concentrates schedule) A  
FISH MEAL (FISH SCRAP), STABLISIZED ANTI-OXIDANT TREATED B MHB (SH)
  • Deleted cargoes from the solid bulk cargo list:
Bulk cargo shipping name (BCSN) Group Hazard
FISH MEAL (FISH SCRAP), STABILIZED UN 2216 ANTI-OXIDANT TREATED B This cargo has effectively been reclassified from Class 9 dangerous goods to an MHB cargo. The IMSBC Code carriage requirements remain the same, but ships will no longer require a dangerous goods certificate to carry the cargo.
  • The list of non-cohesive cargoes (Appendix 3 of the IMSBC Code) has been amended to include the following cargoes:
    • BARYTE, FLOTATION CHEMICAL GRADE
    • CRUSHED GRANODIORITE FINES
    • DUNITE
    • DUNITE FINES
    • ELECTRIC ARC FURNACE DUST, PELLETIZED
    • POTASSIUM NITRATE
    • SODIUM NITRATE
    • SODIUM NITRATE AND POTASSIUM NITRATE MIXTURE
    • SUPERPHOSPHATE

This means that the angle of repose for the above cargoes must be determined prior to loading so that the relevant trimming provisions under section 5 of the IMSBC Code are applied accordingly.

  • The list of Solid Bulk Cargoes for which a Fixed Gas Fire Extinguishing System may be exempted has been updated to its 6th revision to include the new cargo “ELECTRIC ARC FURNACE DUST, PELLETIZED” that can be exempted from having a fixed CO2 fire-fighting installation on board ships (MSC.1/Circ.1395/Rev.6).

Members involved in transporting solid bulk cargoes are recommended to ensure compliance with the latest IMSBC Code amendments.

Amendments to the STCW Convention and Code on Electronic Seafarers’ Certificates – MSC.540(107) & MSC.541(107)

To support the global digitalisation trend, these amendments to the STCW Convention (regulations I/1 and I/2) and STCW Code (section A-I/2) allow seafarers’ certification to be issued in electronic form and specify the minimum information that must be included on these certificates.

Members are recommended to refer to the MSC.1/Circ.1665 for guidelines on the use of electronic certificates of seafarers.

Amendments to MARPOL Annex I, Regulations 15.3, 15.5 and 34.3 to 34.5, on the establishment of the Red Sea and Gulf of Aden as Special Areas – MEPC.381(80)

Due to their significant marine ecological and environmental conditions, as well as their importance as a major route for maritime commerce, the Red Sea and Gulf of Aden regions were recognised as a ‘Special Area’ under regulation 1.11 of MARPOL Annex I. However, for the ‘Special Area’ status to take effect, adequate reception facilities had to be provided in the relevant ports of the coastal State Parties.

MEPC-80 confirmed that States in the Red Sea and Gulf of Aden areas, such as Djibouti, Egypt, Jordan, Israel, Saudi Arabia, Somalia, and Sudan, now provide adequate reception facilities and arrangements, including treatment facilities for oily wastes and residues at ports and terminals in these areas. Accordingly, the effective date for MARPOL Annex I Special Areas in the Red Sea and Gulf of Aden is set to be 1 January 2025.

Members with ships of 400 GT and above are advised that from 1 January 2025, the discharge of oil or oily mixtures into the sea will be prohibited within this region, except under the following conditions:

  1. The ship is enroute.
  2. The oily mixture has been processed through oil filtering equipment that meets the requirements of regulation 14.7 of Annex I.
  3. The oil content of the effluent, without dilution, does not exceed 15 parts per million.
  4. The oily mixture does not originate from cargo pump room bilges on oil tankers.
  5. In the case of oil tankers, the oily mixture is not mixed with oil cargo residues.
    • Fuel consumption per consumer, both while underway and at anchor

Additionally, members operating oil tankers in this region are informed that from 1 January 2025, any discharge of oil or oily mixtures from the cargo area of an oil tanker will be prohibited while in the Red Sea and Gulf of Aden Special Areas. This requirement does not apply to the discharge of clean or segregated ballast.

Amendments to MARPOL Annex V, Regulation 6, on the establishment of the Red Sea as Special Areas – MEPC.382(80)

The Red Sea area was recognised as a Special Area under Annex V (regulation 1.14.4) of MARPOL. However, for the ‘Special Area’ status to be effective, adequate reception facilities had to be provided in the relevant ports of the coastal State Parties.

At MEPC-80, the special area status was confirmed based on information about the necessary reception facilities for MARPOL Annex V wastes and residues at all ports and terminals in the region.

Members with ships transiting through the Red Sea area are advised that from 1 January 2025, the discharge of garbage into the sea shall only be permitted while the ship is enroute and in accordance with Regulation 6 (Discharge of garbage within special areas) of MARPOL Annex V.

 

SOURCE : https://www.ukpandi.com/news-and-resources/news/article/imo-regulatory-update-2025/

MARPOL Annex VI Emissions Control Ara (ECA) Effective from 1st May 2025

January 14, 2025 Regulation

MARPOL Annex VI

Emissions Control Ara (ECA)

Effective from 1st May 2025, the Mediterranean sea will become part of an emissions control area under the IMO, reference MEPC.261(79). Vessels transiting this area will now require adherence to ECA regulations on sulphur oxides and particulate matter, burning compliant fuels of 0.1% Sulphur or having an approved EGCS in place. Vessels will need to obtain clear bunker delivery notes stating the sulphur content as well as recording this accurately into the Oil Record Book Part I.  Vessels will require a written procedure describing how the fuel changeover is to be carried out, taking into consideration the time taken to entirely change over to compliant fuel within the complete fuel system pipelines.

Further Amendments

Further amendments have been made to MARPOL Annex VI as per IMO resolution MEPC.385(81) which will come into force on 1st August 2025.

  • Regulations 2, 14 and Appendix I has been revised to bring clarity to the definition of gas fuels as well as stating that the onboard sampling points do not apply to gas/low flashpoint fuels.
  • Regulation 18 has been revised to include gas/low flashpoint fuels into the bunker delivery note (BDN) requirements. Vessels operating on gas/low flashpoint fuels should ensure the BDN received includes all required information as per Appendix V of MARPOL Annex VI.
  • Regulation 13.2.2 clarifies that replacing a steam engine with a diesel engine is considered a major conversion. Replacement engines must comply with Regulation 13 for Nitrogen Oxides. In the event that a Tier III engine is not possible, a Tier II engine can be used in line with resolution MEPC.396(81). The flag administration must report this to the IMO.
  • Regulation 27 – Amendments to this regulation allow the IMO to share ships fuel oil consumption data with analytical consultancies and research entities with the companies consent under strict confidentiality. Additionally, Appendix IX has been updated for the information to be submitted to the IMO. This allows for further granularity regarding fuel consumption and voyage data. Vessels over 5000GT should ensure their SEEMP Part II, for data collection, is modified to meet the new updates.

IMO MANDATES REPORTING OF CONTAINERS LOST AT SEA

January 14, 2025 Maritime Safety NewsRegulation

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.

 

Source: The Loadstar

2024 in maritime technology: digitalisation, connectivity, decarbonisation, AI and cyber risks predominate

December 30, 2024 CYBER SECURITYGENERALMaritime Safety NewsRegulation

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.

Inmarsat has reacted to LEO competition by launching a combined hybrid of GEO with LEO and long-term evolution (LTE) in one package. Global container shipowners K Line and Hapag-Lloyd are testing out NexusWave with an eye to roll it out across their fleets.

Class raises requirements for cyber resilience

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.

As of 1 July 2024, updated URs E26 and E27 require newbuild vessels and their connected systems to meet certain minimum and unified cyber-resilience standards.

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.

Source : Riviera

Cyber Security – BIMCO Compliant: What Does It Mean?

December 30, 2024 CYBER SECURITYGENERALMARITIME CYBER SECURITYRegulation

BIMCO Compliant: What Does It Mean?
The Baltic and International Maritime Council (BIMCO) has developed guidelines to help ship owners protect their vessels and IT systems from cyber threats and digital attacks. BIMCO is a global trade organization representing shipping companies and ship owners. Countries like the UK, Greece, Singapore, the Netherlands, Germany, the US, Japan, China, and South Korea collaborate with BIMCO to ensure compliance with international maritime rules.

What Are BIMCO’s Cybersecurity Guidelines for Ships?

  1. Cybersecurity Policy
    BIMCO recommends that ship owners and operators establish a cybersecurity policy. This policy should outline how the ship’s IT systems will be protected from cyber threats and how to handle any incidents that may arise.
  2. Risk Assessment
    BIMCO emphasizes the importance of regular cybersecurity risk assessments. These assessments help identify and address potential risks and vulnerabilities in systems such as communication, navigation, electronic cargo documents, and payment transactions.
  3. Preventive Measures
    To protect their systems, BIMCO advises ship owners to install firewalls, encrypt data, use strong authentication methods, and keep security updates up to date.
  4. Training and Awareness
    Educating staff and crew on cybersecurity is crucial. Ship owners should ensure that their employees can recognize potential threats, such as phishing attacks, and know how to respond to various cybersecurity incidents.
  5. Incident Management
    BIMCO recommends preparing a comprehensive plan for handling cyberattacks. This includes reporting incidents to the appropriate authorities, isolating affected systems, and restoring operations as quickly as possible.
  6. Security for Suppliers
    Since ships often rely on third-party suppliers for IT services and equipment, BIMCO advises ensuring that these suppliers also meet cybersecurity requirements and implement adequate security measures.
  7. Certification and Compliance
    BIMCO encourages shipping companies and ship owners to comply with international cybersecurity standards, such as the IMO Cybersecurity Code, and other relevant maritime regulations.

Why Is This Important?

BIMCO’s cybersecurity guidelines provide ship owners and operators with a robust framework for managing cyber risks. By following these guidelines, ships can reduce their vulnerability to cyberattacks and maintain safe and efficient operations.

For ship owners, using a BIMCO-certified IT platform ensures that your IT infrastructure meets the latest security standards and international cybersecurity regulations. This minimizes the risk of cyberattacks, operational downtime, and legal issues while strengthening trust with business partners and authorities. Additionally, it simplifies incident management and ensures compliance with maritime regulations.

 

Cyber Security Manual

Ship Execution Plan (SEP) IN WORD FORMAT

February 22, 2020 Regulation

Ship Execution Plan (SEP)

India aims to reduce ships’ use of single-use plastic by 90% during stays in Indian ports in the next 12 months.

On 16 October 2019, the Indian Directorate General of Shipping (DGS) issued Order No.05 of 2019 prohibiting the use of single-use plastic items onboard ships. The order prohibits the carriage of any such items onboard Indian flagged ships while foreign flagged ships are only prohibited from using any such item while at places or ports in India.

While the initial plan was to implement the order in full by 1 January 2020, DGS later decided to postpone its implementation, to allow the shipping industry time to put in place the logistical arrangements needed to comply with the new requirements.

The following changes and clarifications to the original order should be noted:

Definition of single-use plastics

The original order defines single-use plastics as “disposable plastics which are used only once before they are thrown away”. The Addendum further clarifies that the prohibition applies only to such items used onboard ships and which are completely made of plastics. DGS provides the following examples of items not covered by the prohibition:

  • tetra pak cartons with plastic caps as used for milk and juice;
  • dispensers for liquids such as shampoo, cleaning products, etc. when these are repeatedly re-used/re-filled onboard and not discarded after single use;
  • items made of biodegradable plastic with a stamp, mark or certificate from the manufacturer or something similar;
  • cargo related items and packaging;
  • essential equipment such as personal protective equipment, medical equipment, lifesaving appliances and fire-fighting equipment; and
  • for the time being, crew and passenger personnel effects.

Please refer to the original order for a generic list of single-use plastic items covered by the prohibition.

New phase-out schedule – Ship Execution Plan (SEP)

All ships are eventually required to reduce their single-use plastic use by 90% during stays in Indian ports. This will be achieved by a stepwise implementation of the prohibition and will be based on ship type and each ship’s actual inventory of single-use plastic items. To summarise:

  • All ships when at Indian ports or places must be able to present an inventory list identifying all single-use plastic items onboard that are covered by the prohibition. The deadline for establishing the inventory list is 31 January 2020 for cargo ships and 31 March 2020 for passenger ships.
  • An inventory list should identify the different types of single-use plastic items onboard but need not specify the actual number of each item onboard. As an example, the DGS explains that all plastic bags irrespective of size will be considered as one single-use plastic item.
  • For cargo ships, 50% of the items in the inventory list will be prohibited from 1 April 2020, 75% from 1 July 2020 and 90% from 1 October 2020.
  • Passenger ships are given two extra months to comply with each step of the phase-out schedule.
  • Ship operators are free to decide which items in the inventory list to place in each ‘phase-out category’ and can therefore prioritize based on each ship’s operational requirements and crews’ needs.

The DGS states that the inventory list, once prepared, should not be changed unless there is a need to correct the list.

In accordance with the above order a “Ship Execution Plan” should be available onboard in order to provide guidance on crew for Single use plastics, and to list such items to inventories.

The following types of inventories should be created regarding Single Use Plastics:

  1. Initial Inventory (Single Use plastics onboard on 31st January 2020)
  2. 10 % Inventory (these items will be used onboard at the end of implementation date)
  3. Inventory A – 50% of items of initial inventory which will not be used  after 1st April 2020
  4. Inventory B – 75% of items of initial inventory which will not be used after 1st July 2020
  5. Inventory C – 90% of items of initial inventory which will not be used after 1st October 2020.

A Single Use Plastic Log is to be completed by the ship when entering or departing Indian waters, ports or places with an attached list of Single Use Plastics onboard.

Ship Execution Plan (SEP)

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Industry prepares for EU Ship Recycling Regulation

January 20, 2020 Inventory of Hazardous Materials (IHM)Regulation

EU Ship Recycling Regulation

Vessels over 500gt in EU waters will be required to carry a verified Inventory of Hazardous Materials on board…

Facilitating ratification of the IMO’s Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, the EU Ship Recycling Regulation (EU SRR) aims to regulate the ship-recycling industry to ensure that end-of-life vessels are dismantled safely, with minimum impact to human health and the environment.

The regulation requires that any ship of 500gt and above, of any flag calling at an EU port or anchorage, will require a Certificate of Compliance (if EU flagged) or Statement of Compliance (if non-EU flagged) supplemented by a verified Inventory of Hazardous Materials (IHM) by the 31 December 2020.

The Certificate of Compliance means, among other things, that the vessel shall only be sent to recycling facilities included in the European List of Ship Recycling Facilities at the end of its life. The IHM provides ship-specific information on the actual hazardous materials present on board in order to protect health and safety and to prevent environmental pollution at ship-recycling facilities.

Many flag states have delegated the authority for the verification of compliance to their respective classification societies. As such, Lloyd’s Register has been supporting stakeholders throughout the recycling supply chain to ensure all activities are environmentally sound, compliant and safe.

Lloyd’s has reported an enormous uptake in on-board IHM certification as a consequence of the regulation and states that the demand put on certified material samplers will grow significantly in the near future. However, Lloyd’s advises that those requiring certification should make sure there is no conflict of interest, which has become apparent with some offerings of IHM certification.

“Flag and port states might be wary of IHM certification or statements, particularly when the required sampling of materials and certification is done by the same company – it is recommended to keep these clearly separate,” explains Engel de Boer, yacht segment manager at Lloyd’s Register.

 

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What you need to know about the Inventory of Hazardous Materials (IHM)

December 29, 2019 Inventory of Hazardous Materials (IHM)Regulation

Inventory of Hazardous Materials (IHM)

While much of the shipping world’s attention is focused on IMO’s sulphur cap entering into force on 1 January 2020, there is another important date for shipping coming up in the diary in 2020!

December 2020 will be a key month for the EU’s Ship Recycling Regulation (SRR). Adopted in 2013 and aimed at reducing negative environmental impacts associated with recycling ships flying the flags of EU member states, the regulation sets out requirements that ships and recycling facilities must fulfil.

A key element of this is the Inventory of Hazardous Materials (IHM), which since 31 December 2018 has been required for newly contracted vessels with a gross tonnage of 500 or more flying the flags of EU member states. From 31 December 2020, this requirement will be expanded to the existing EU fleet. But owners of non-EU flagged vessels also need to have an understanding of the SRR and IHM process as, from 31 December 2020, equivalent non-EU flagged vessels calling at EU ports or anchorages will also be required to carry and maintain an IHM.

The elements of the SRR relating to vessels coming to the end of their working life, applying to ships flying the flag of EU being sent for recycling, have been in force since 31 December 2016. Before delivery to a recycling facility, vessels should have parts 1, 2 and 3 of the IHM completed in order to receive an International Ready for Recycling Certificate from their class society.

The IHM covers fifteen substances and is aimed at controlling and documenting hazardous materials on board ships. It requires expert knowledge to compile and will be produced by a third-party inspection specialist and validated by class.

Inventory of Hazardous Materials (IHM)

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New Guidance For IMO Global Sulphur Cap 2020 Compliance & All PSC Inspection Regimes

November 1, 2019 IMOPOST STATE CONTROLRegulation

The new IMO global sulphur cap requirements enter force on 1st January 2020 and a robust and consistent approach to compliance is expected by all Port State Control (PSC) regimes. PSC inspections will be carried out in accordance with the IMO PSC procedures, the 2019 guidelines for PSC under MARPOL Annex VI.

In order to establish whether a ship is in compliance, PSC inspectors will likely focus their attention on documents and procedures maintained on board. In certain jurisdictions PSC inspectors will carry portable sulphur testing kits and if the results of these tests are inconclusive or indicate potential non-compliance then additional sampling will take place for verification ashore.

It is important therefore that ships’ crews are aware and familiar with the new regulations, associated documentation and procedures and are able to confidently demonstrate this knowledge to a PSC inspector.

Bunker Delivery Notes (BDNs) and Fuel Sampling

Details of fuel delivered on board for combustion purposes should be recorded by means of a BDN. The BDN should be accompanied by a Representative Sample of the fuel delivered – the MARPOL Sample. Most ships will also take commercial samples in the normal way. The Representative Sample is to be sealed and signed by the supplier’s representative and the Master (or senior officer in charge of the bunker operation) on completion of bunker delivery and retained on board until the fuel has been substantially consumed, but in any case for a period of not less than twelve months from the time of delivery. BDNs and associated samples should be easily identifiable and filed properly on board. BDNs should be retained on board for at least three years after the fuel has been received on board.

There are two locations where fuel sampling might be required by PSC: (1) downstream of the fuel oil service tank and (2) the storage tanks, “in use” and “on-board” respectively. In accordance with ISO 4259-2: 2017, and allowing for a 95% confidence limit, the maximum amount of sulphur allowed in these samples is 0.11% m/m for ECA fuel and 0.53% m/m for global fuel.

In situations where the Commercial Samples (taken during bunkering) indicate a higher sulphur content than noted on the BDN then the flag administration and PSC at destination need to be notified in writing without delay. Note that the ship will have likely sailed by the time these test results are known. In the event of any further investigation by PSC, the Representative Sample (MARPOL sample) will be used by PSC for further verification procedures and the ship may be ordered to de-bunker the fuel at the next port.

 

SOURCE : MARINE INSIGHT

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