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.
Regulatory Fines (Errors, missing logs, late submissions)
€1,000 – €5,000
Total Estimated Annual Cost (Per Ship)
€4,500 – €14,500
2. Cost of Implementing ERB (Per Ship)
Category
Estimated Cost (€) Per Year
ERB Software License & Maintenance
€2,000 – €5,000
Hardware (Tablet/PC for logging)
€500 – €1,500
Training for Crew & Officers
€500 – €2,000
IT Support & Compliance Updates
€500 – €1,500
Total Estimated Annual Cost (Per Ship)
€3,500 – €10,000
3. Estimated Savings Per Ship
Savings Category
Estimated Annual Savings (€)
Reduction in Logbook Purchases
€1,000 – €3,000
Less Administrative Work (Faster logging, fewer corrections)
€2,000 – €5,000
Reduced Storage & Archiving Costs
€500 – €1,500
Fewer Regulatory Fines (Automated compliance & reports)
€1,000 – €5,000
Total Estimated Savings Per Ship
€4,500 – €14,500
4. Fleet-Wide Impact (Example for a Fleet of 10 Ships)
Scenario
Annual Savings Per Ship (€)
Total Fleet Savings (€) (10 Ships)
Low Estimate
€4,500
€45,000
High Estimate
€14,500
€145,000
👉 A shipping company operating 10 vessels could save between €45,000 and €145,000 annually by switching to ERB.
Additional Benefits of ERB
✅ Regulatory Compliance: Reduces risk of non-compliance with IMO, MARPOL, SOLAS, and flag state requirements.
✅ Automation & Digital Storage: Instant retrieval, digital signatures, and remote monitoring.
✅ Environmental Impact: Less paper consumption, contributing to sustainability goals.
✅ Improved Accuracy: Minimizes human errors and fraud risks.
More renewable and low-carbon fuels will help reduce carbon emissions and air pollution from the EU maritime sector, following the entry into force of the FuelEU Maritime Regulation as of 1 January 2025. The Regulation supports the transition towards a more sustainable transport sector, by mandating the gradual uptake of renewable and low-carbon fuels and the use of onshore power supply in ports from 2030 onwards.
The FuelEU Maritime Regulation sets a requirement to lower the greenhouse gas (GHG) intensity of the energy used on board by all ships above 5,000 gross tonnages calling at EU ports, regardless of the flag they fly. The annual average reduction in GHG intensity will gradually increase over time starting from -2% in 2025 to -80% in 2050 compared to the average in 2020.
The Regulation offers flexibility in choosing the right technologies, fuels, and business models for compliance. It includes a pooling mechanism to help fleets develop effective compliance strategies and to reward early adopters for investing in the energy transition.
Zero-emission requirements for passenger ships and container ships at berth are also included. The Regulation mandates the use of on-shore power supply (OPS) or alternative zero-emission technologies, from 1 January 2030 in EU ports covered by the Alternative Fuels Infrastructure Regulation (AFIR), and, from 1 January 2035 in all EU ports equipped with OPS facilities.
Next steps
From 1 January 2025, companies have to monitor the energy used on board their ships during EU related voyages and stays at EU ports. By 31 January 2026, companies will have to submit the so-called FuelEU Report to their selected verifier that is in charge of overseeing monitoring and reporting activities related to the Regulation. This will serve as the basis of the calculations to determine whether the ship complied with the GHG intensity reduction targets in 2025.
Background
To reduce greenhouse gas emissions from transport by 90% by 2050, the EU is working to decarbonise the maritime sector through measures like the FuelEU Maritime Regulation, the extension of the EU Emission Trading System (ETS) to shipping, and the Alternative Fuel Infrastructure Regulation (AFIR). It is also collaborating with Member States to develop global measures at the International Maritime Organization (IMO).
To help scaling up the production of renewable and low-carbon fuels in Europe, the Commission has dedicated EUR 20 million of EU Allowances to the maritime sector under the EU Innovation Fund. Horizon Europe devotes EUR 530 million for research and innovation through the Zero Emission Waterborne Transport Partnership. Beyond financing, the Renewable and Low-Carbon Fuels Industrial Alliance (RLCF) helps the industry advance the production and supply of clean fuels in the aviation and waterborne sectors.
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 IMO issues an updated list of national operational contact points every three months for the shipboard pollution emergency plans. The latest version of the contact list, updated on 30 April 2025, can be found here :
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.
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MSC-MEPC.6-Circ.23 – Annex – as at 31 January 2025.pdf
