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:
Regulation 37 of MARPOL Annex I requires that oil tankers of 150 gross tonnage and above and all ships of 400 gross tonnage and above carry an approved Shipboard Oil Pollution Emergency Plan (SOPEP). Article 3 of the International Convention on Oil Pollution Preparedness, Response and Co-operation, 1990, also requires such a plan for certain ships.
Regulation 17 of MARPOL Annex II makes similar stipulations that all ships of 150 gross tonnage and above carrying noxious liquid substances in bulk carry an approved shipboard marine pollution emergency plan for noxious liquid substances.
The latter may be combined with a SOPEP, since most of their contents are the same and one combined plan on board is more practical than two separate ones in case of an emergency. To make it clear that the plan is a combined one, it should be referred to as a Shipboard Marine Pollution Emergency Plan (SMPEP).
To help Administrations and shipowners meet these requirements, IMO has produced the Guidelines for the Development of Shipboard Marine Pollution Emergency Plans, 2010 Edition which includes Guidelines for the development of Shipboard Oil Pollution Emergency Plans (SOPEP) (resolution MEPC.54(32), as amended by resolution MEPC.86(44) – and Guidelines for the development of Shipboard Marine Pollution Emergency Plans of Oil and/or Noxious Liquid Substances (Resolution MEPC.85(44), as amended by resolution MEPC.137(53)).
The two sets of guidelines provide that the shipboard emergency plans should include, as an appendix, the list of agencies or officials of administrations responsible for receiving and processing reports on incidents involving oil and/or harmful substances (MSC-MEPC.6-Circ.23). Retaining this most recent update of this list onboard alongside the SOPEP is a mandatory requirement.
Annual and quarterly updates of the List of National Operational Contact Points
The list of national operational contact points for the receipt, transmission and processing of urgent reports on incidents involving harmful substances, including oil from ships, is required to be kept on board alongside the SOPEP. The updated list is issued annually as an MEPC-MSC.6/Circular on 31 January of each year. Quarterly updates are subsequently issued on 30 April, 31 July and 31 October of each year. The most recent annual circular and quarterly updates are available below for download:
Annual circular:
(Circular including related Annex will be uploaded shortly)
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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Vallianz Hit by Cyberattack: Quick Actions Taken to Mitigate Impact
Vallianz, a Singapore-listed OSV owner and operator, recently suffered a cyberattack that granted unauthorized access to its servers. The incident, identified as a ransomware attack, prompted Vallianz to act swiftly to assess, contain, and resolve the situation.
The company enlisted the help of external cybersecurity experts and immediately activated its business continuity plan to minimize disruptions. Relevant authorities were promptly notified of the breach.
In its initial assessment, Vallianz stated that the incident has caused “no significant impact” on its business operations.
This marks the second cyberattack reported by a Singapore-listed company within a week, raising concerns about the growing frequency of such incidents in the region.
Stay tuned for further updates on this developing story.
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.
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:
The ship is enroute.
The oily mixture has been processed through oil filtering equipment that meets the requirements of regulation 14.7 of Annex I.
The oil content of the effluent, without dilution, does not exceed 15 parts per million.
The oily mixture does not originate from cargo pump room bilges on oil tankers.
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.
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.
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.
The U.S. Coast Guard proposes to update its maritime security regulations by adding regulations specifically focused on establishing minimum cybersecurity requirements for U.S.-flagged vessels, Outer Continental Shelf facilities, and U.S. facilities subject to the Maritime Transportation Security Act of 2002 regulations. This proposed rule would help to address current and emerging cybersecurity threats in the marine transportation system. In this Maritime Matters: The Marinelink Podcast, we host a live panel discussion with five experts from the Coast Guard, classification, vessel owners and connectivity leaders to discuss what the rules may look like, as well as what work boat owners should do now to protect themselves, and the consequences not preparing.
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MSC-MEPC.6-Circ.23 – Annex – as at 31 January 2025.pdf
