News & Events

Global Maritime Forum announces launch of Neptune Declaration Crew Change Indicator

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The Global Maritime Forum announced the launch of the Neptune Declaration Crew Change Indicator which aims to provide up-to-date information on the impact of the crew change crisis and monitor developments over time.

Despite the concerted efforts by international organizations and companies, seafarers are still unable to disembark from vessels while new strains of Covid-19 create a risk of making the situation worse. Currently, data that gives access to the number of seafarers who are impacted by the crew change crisis is limited. As such, the new Neptune Declaration Crew Change Indicator has been developed with a view to provide updates of the situation.

To better understand and address the crew change crisis, there is a need to have access to accurate data that will allow stakeholders to monitor and respond to the situation. This is why we created the Neptune Declaration Crew Change Indicator
…said Graham Westgarth, Chairman of V. Group.

This development is part of the Neptune Declaration initiative, launched in early 2021, which has formed a taskforce of major stakeholders from across the maritime value chain to address crew change challenges.

The first Neptune Declaration Crew Change Indicator shows that by mid-April 2021, 5.8% of seafarers were onboard vessels beyond the expiry of their contracts of employment. 0.4% of seafarers had been onboard vessels for over 11 months. The Maritime Labour Convention states that the maximum continuous period a seafarer should serve on board a vessel without leave is 11 months.

As explained, the Indicator will be published monthly with data provided by ship managers reflecting the situation on the 15th day of each month, reported to GMF by the 22nd day of the month who will then publish the indicator on the first working day of the next month.

The contributing ship managers have, as part of the reporting, also highlighted the following key developments that have impacted crew-changes in the past month:

• A number of countries, including crew change hubs and seafaring nations, have in the past month increased travel restrictions, as a result of an increase in cases of Covid-19 due to new variants. This has also impacted air connectivity.

• A growing number of seafarers test positive for Covid-19 at the time of pre-joining. It is noted that seafarers in general do not have access to vaccinations, which increases their risk of contracting Covid-19.

• Some seafarers from countries with a rapidly growing number of Covid-19 cases have indicated a reluctance to join vessels out of fear of family members getting infected and needing their help.

While the percentages of the first indicator appear low, this should not be interpreted as an indication that the crew change crisis is over. On the contrary, we see worrying signs with the rapid spread of new strains of Covid, in India and other countries, which should be a big cause for concern for our industry
…said Rajesh Unni, CEO of Synergy Group.

The Neptune Declaration Crew Change Indicator builds on aggregated data from 10 leading ship managers , which collectively have about 90,000 seafarers currently onboard. Watson Farley & Williams LLP provided legal advice on the project.

Anglo-Eastern
Bernhard Schulte
Columbia Shipmanagement
Fleet Management (FLEET)
OSM
Synergy Marine
Thome
V.Group
Wallem and
Wilhelmsen Ship Management

The Neptune Declaration Crew Change Indicator will be published once a month and builds on aggregated data provided by the ship managers to the Global Maritime Forum. The data is used to calculate a weighted average of the percentage of seafarers who have been onboard vessels beyond the expiry of their contract of employment as well as a weighted average of the percentage of seafarers who have been onboard vessels for over 11 months. As top ship managers are making significant efforts – and are often better placed – in facilitating crew changes, the Neptune Declaration Crew Change Indicator cannot be used directly to calculate the full numbers of seafarers impacted by the crew change crisis.

Read more: https://www.globalmaritimeforum.org/content/2021/05/The-Neptune-Declaration-Crew-Change-Indicator-May-2021.pdf

What happens when there is an oil spill at sea?

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Clean-up crews worked to contain an oil spill in the Yellow Sea near the Chinese port city of Qingdao, a day after a tanker carrying around a million barrels of bitumen mix collided with a bulk vessel.

While a preliminary study by Chinese maritime officials estimated about 500 tonnes (3,420 barrels) of oil had been spilled, it was still unclear as to the how much had been emptied into the sea.

Here are some facts about oil spills and their impact on the environment.

TYPES OF OIL SPILLS

Spills typically involve two forms of oils, non-persistent and persistent.

Non-persistent oils, which include gasoline, light diesel oil and kerosene, will dissipate rapidly through evaporation although in high concentrations there is potential for acute toxicity to marine organisms, according to a report by ITOPF, a non-profit organisation focused on providing response to oil spills by ships.

Persistent oil, which includes crude oils, fuel oils, lubricating oils and heavier grades of marine diesel oil, break up and dissipate more slowly in the marine environment and usually require a clean-up operation, ITOPF said.

“Heavier oils and crude generally don’t evaporate much and instead of dispersing they form emulsions with the sea water, are much more persistent, spread further and will sink and become mixed with sediments or on coastlines will smother the beaches, rocks,” said Sian Prior, lead advisor with the Clean Arctic Alliance coalition, which has sought to ban the use of heavy fuel oil by ships in the sensitive Arctic region.

“Bacteria will work to degrade these oils too but it takes longer. These types of oil spills lead to much greater volumes of oiled material being retrieved as they coat anything.”

In terms of toxicity, specialists say bitumen heavy oils usually contain higher loads of many toxic components of oil than other grades.

WILDLIFE IMPACT

Zhou Wei, a Beijing-based oceans campaigner with Greenpeace, said Tuesday’s collision took place close to the Qingdao and Chaolian islands and the coastal area of Qingdao city.

“That area is an important area for feeding and spawning for a variety of sea life, including fish and shrimp. In recent years, whales and dolphins have also been observed in that area.”

A 2020 study found there were dense underwater kelp forests near Chaolian Island.

The extent of an oil spill’s impact at sea will also depend on how far it spreads and the effects of wind, temperature and current.

David Santillo, a U.K.-based scientist with Greenpeace, said much of the impact would depend on the grade of bitumen the tanker was carrying, but part of it was expected to sink to the sea floor.

“At the surface, this type of oil can be easier to contain and recover than some lighter oils, depending on conditions and if responses are immediate. But once subject to spreading and wave action, and when it washes up on shores, it can become as difficult as any oil spill,” he said.

“And once it is beneath the surface, whether at depth in the water or spread over the seabed, it makes recovery even more difficult, if not impossible.”

Source: Reuters (Reporting by Jonathan Saul in London, Shivani Singh and Muyu Xu in Beijing, writing by Jonathan Saul; Editing by Aurora Ellis)

World Day for Safety and Health at Work – 28 April 2021

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Today, on 28 April, we celebrate World Day for Safety and Health at Work. This has always been an important day for the maritime sector and for the International Maritime Organization (IMO), which is responsible for the safety and security of shipping. This day is particularly significant in light of the ongoing COVID-19 pandemic.

While everyone around the world has been impacted by the pandemic to some extent, this crisis has taken a particularly hard toll on seafarers, who have continued to operate as key workers in the global supply chain. On any given day, one million seafarers are working on some 60,000 large cargo vessels worldwide to ensure the flow of international trade. Much of IMO’s important work centers on keeping these seafarers, and the ships they operate, safe and secure.

Despite a lack of access to repatriation, shore leave, and crew change, seafarers have ensured that people continue to receive deliveries of food, PPE, equipment needed to work from home, and, of course, medications including vaccines.

Seafarers are integral to helping the world and various economies recover from COVID-19 and they can only do so if they are assured of a safe working environment. Seafarers need unhindered access to medical care when required. They need to be granted access to travel and transit for crew changes so that crew can be relieved when their contracts end, to prevent their physical and mental health from suffering. IMO has issued regularly updated protocols to allow crew changes to take place as safely as possible. Allowing unhindered crew changes means that rested, physically able seafarers will be crewing these complex vessels, ensuring a safe work environment and safe voyages.

More than 80% of the world’s goods by volume are carried by sea, making it imperative to take every step we can to keep maritime workers healthy, and ensuring the safety of navigation.

I commend the 58 IMO Member States that have already granted shipping workers this key worker status. I urge the IMO Member States to designate seafarers as key workers and grant them priority access to vaccines and travel and transit.

As we work towards a safer tomorrow for every one of us, we must make sure that we all honor the seafarers and other key workers that are helping us along the way, by keeping them safe.

Visit the IMO website: https://www.imo.org/en/MediaCentre/SecretaryGeneral/Pages/2021-World-Day-for-Safety-and-Health-at-Work.aspx

IMO promotes National Maritime Transport Policy

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IMO is continuing to introduce countries to the concept of National Maritime Transport Policies (NMTPs). Officials from 10 countries, including Least Developed Countries (LDCs) and Small Islands Developing States (SIDS) took part in the 4th Advanced Maritime Leaders’ Programme (20 April).

IMO and World Maritime University experts covered the development, formulation and content of an NMTP. The objective is to achieve the maritime vision of a country and ensure the sector is governed in an efficient, sustainable, safe and environmentally-sound manner.

The session included an example of a sample policy decision made at an IMO body, allowing participants to better understand the context and issues to consider before transposing such a decision into their own NMTP. It also gave the opportunity for attendees to intervene with specific questions related to NMTP.

The event was organized by the Maritime and Port Authority of Singapore Academy (MPAA).

INTLREG supports a bright future for youth in Sri Lanka

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International Register of Shipping, an independent international Classification Society, has recently become one of the Sri Lankan Youth Business Trust sponsors and supporters.

The program highlights the benefits of SMEs versus employees and develops a youth that creates an additional job market in the country.

The know-how on how to start, develop and grow SMEs and further employment will be instilled together with financial investment, business development, and training provided by the government in cooperation with various organizations, including the International Register of Shipping. These to be delivered by Youth SME Business Trust Guarantee Limited and will work in tandem with the Small Enterprises Development Division.

The MOU aims to Inform, Inspire, Influence, and raise 4,000 youth business owners by 2025. The target segment’s age is between15-24 years old. The initiative will be a country-wide program carried out in three languages Sinhala, Tamil, and English.

Mr. Rehan Jayatilaka, Founder, Youth SME Business Trust Guarantee Limited, stated: “We appreciate the support of International Register of Shipping in supporting this event. Our further goals and objectives of cooperation and involvements into local programs will be discussed in the near future”.

INTLREG is a provider of Classification, Certification, Verification, Training & Advisory Services. Since 1993, the International Register of Shipping (INTLREG) has been an independent classification society working with the objective of safeguarding life, property & the environment.

Let us be your reliable partner in the Maritime world.

INTLREG – working in the COVID era

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All our lives have been drastically transformed by the pandemic. Now, when everyone wants life back to normal, we all know that the post-COVID age would have little resemblance to the past. Health experts are hopeful about the vaccines already taking place around the globe, but the pandemic will not be over anytime soon. 

How INTLREG reacted to the crisis? 

Work from home and Implementation of Remote Survey Techniques. 

During the difficult time of worldwide pandemic with the COVID-19 outbreak, though working from home is not easy as we deal with higher tonnage Vessels which are miles and miles away in the sea, International Register of Shipping (INTLREG) operated remotely with a lot of planning preventing any delays supporting Vessel Owners and Managers. We ensured that our customers’ businesses continued to operate smoothly. Remote Surveys were carried out for some of the vessels based on flag authorization. INTLREG remote surveys helped some ship owners to manage critical situations, caused by logistical problems thus ensuring uninterrupted operation of their vessels. Major surveys, which were not possible to be conducted as remote were carried out in the traditional way ensuring the safety of our surveyors and vessel’ crew with proper social distancing and other precautions as per WHO and CDC guidelines.

INTLREG had already embraced Digital Technology; we had already started issuing Electronic Certificates, and an online platform for survey management and reporting. INTLREG eShips also helped to provide uninterrupted service to customers during these challenging times. Social media platforms were utilized to connect with our customers, the seafarers, and the principals.

The most important factor during these difficult times was the realization of how important Mental Health in the Industry is. Our seafarers are going through a lot of challenges across the globe, onshore jobs are also facing issues as we are going through such a huge crisis and there is a lot of uncertainty. The pandemic has taught us how crucial it is to take care of our mental health.

As per the latest news, the COVID-19 is not going away soon; the normal life or work routines we follow for centuries have been changed. We are following the most stringent physical distancing protocol; face masks and sanitizers are mandatory all over the world and are a part of our new lifestyle.

For the Maritime Industry, the pandemic expedited the introduction of new technologies such as Remote Surveys / Drone Surveys and also defined the latest working ways in this century. It was really promising to see how our industry embraced the technology. Still, there are many concerns for the Maritime World with regards to newly introduced methods of work. In the coming days, we will see many tasks handled remotely with the right planning and use of Digital and remote technologies.

It will be a good result of COVID-19 to serve as a trigger for individuals to analyze their thoughts and return to work with a refreshed energy to make life safer at sea. It will also enable technology to strengthen the capabilities of all those connected to our industry.

Regulations regarding dumping of soiled or damaged cargo at sea

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Numerous environmental protection regulations have been launched for the ocean, while efforts have been made by the shipping industry in relation to the dumping of damaged cargo at sea. Examining these regulations, here is an overview :

Disposal of waste materials

1. MARPOL

Ship’s disposal methods and other items regarding waste materials involving meals and other personal activities of crew members, in addition to items used for the operation of a ship are stipulated in MARPOL 73/78.

The current rule concerning dumping waste materials from a ship into the sea became effective on March 1st 2018. This rule is the result of an amendment to Annex V adopted on 28th October 2016.  Japan’s Marine Pollution Prevention Act and its enforcement regulations were also amended to comply with the amendments to Annex V.

According to UK P&I Club, there are two main components of the amendments to Annex V that were approved at MEPC70:

  1. The addition of standards to determine if bulk cargo other than grain is harmful to the marine environment.
  2. The requirement for shippers to provide the captain of a ship with information about whether or not cargo is harmful to the marine environment.

As a rule, the dumping into the sea waste materials on a ship is prohibited. However, this restriction does not apply to some of the waste materials that are certified as not harmful to the marine environment.

The amended Annex V covers the following waste materials:

  • Cargo residues;
  • Cleaning agents and additives in water used for cleaning;
  • Dunnage and lining materials;
  • Animal carcasses;
  • All types of plastics;
  • Food waste;
  • Hot water used for cooking;
  • Fishing gear;
  • Domestic waste and other standard categories of waste materials.

The amendment to Annex V added cargo residues and cleaning agents and additives in water used for cleaning to the covered waste materials and allows dumping overboard only the types of these materials not harmful to the marine environment at a distance of at least 12 nautical miles from shore.

2. London Dumping Convention

The dumping of waste materials coming from the shore from a ship or other sources into the sea is restricted by the Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter 1972, which is commonly known as the ‘London Dumping Convention’.

This international convention, which was established on November 13, 1972 and entered into force on August 30, 1975, prevents marine pollution by restricting the dumping of waste materials originating on shore into the sea from a ship, marine structure or aircraft and restricts the incineration of waste materials at sea.

On November 7, 1996, the 1972 London Dumping Convention was updated by the 1996 London Protocol with even stronger restrictions. The most significant change was the addition of a methodology called the “precautionary approach.”

This approach is applicable in cases where there is a reason to believe that discarding waste material or some other substance in the sea could have a detrimental effect. Even if there is no clear proof concerning a relationship between the discarded material and detrimental effect, “appropriate defensive measures” are required.

Furthermore, although the 1972 Convention allows discarding materials at sea under some conditions, the 1996 Protocol includes a list of materials that can never be discarded at sea. The full text of the Convention and the Protocol is available for those interested.

As of November 2018, 87 countries had approved the 1972 Convention and 51 countries had approved the 1996 Protocol, which has been amended three times. Both the 1996 Protocol and the amended version as of 2006 are in force. The United States has approved the Convention but has not yet approved the Protocol.

Dumping at sea of soiled or damaged cargo

1. Current status of disposal at sea of soiled or damaged cargo

As the UK P&I Club says, currently there are no specific provisions in any conventions concerning the disposal of soiled or damaged cargo. A strict interpretation of the MARPOL Convention and the London Dumping Convention leads to the conclusion that a ship’s cargo is not domestic waste or waste material associated with the operation of the ship. These waste materials can be categorized as unnecessary items. Therefore, under the Marine Pollution Prevention Act, ships cannot in principle dispose of these materials at sea.

If a ship’s cargo is dumped at sea based on the interpretation that the cargo is a waste material resulting from the operation of the ship, the MARPOL Convention and the Marine Pollution Prevention Act will be applicable. Nevertheless, discarding at sea any waste materials on a ship is, in principle, banned.

The only exception is some of the waste materials recognized as not harmful to the marine environment by MEPC62. On the other hand, Annex V of the amended MARPOL states that ships are allowed to dump cargo residues that are not harmful to the marine environment at a distance of at least 12 nautical miles from shore.

As a result, decisions in relation to the disposal of cargo residues depend on the type of cargo. The standard for cargo residues that are not harmful to the marine environment is whether or not the cargo has ‘rapid toxicity, chronic toxicity or a long-term toxicity regarding health’.

However, the crews of ships are not currently required to obtain information about the nature of the cargo they are carrying. As a result, more activities will be needed to establish a clear standard for cargo residues.

2. Proper measures for the dumping at sea of soiled or damaged cargo

When dumping in the sea, the cargo that has become soiled or damaged on the ship is not be possible, the only course of action is to offload the cargo on land. However, the Basel Convention restricts the import and export of waste materials.

This means that soiled or damaged cargo cannot be offloaded as a waste material. Moreover, the London Dumping Convention does not allow ships and other modes of transportation to dump at sea any waste materials that originated on shore. Consequently, the disposal at sea of soiled or damaged cargo is also not allowed.

In conclusion, waste materials must be processed in accordance with designated procedures based on a consensus reached by all government agencies and other parties involved with this matter.

IMO welcomes Neptune Declaration on seafarers

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IMO Secretary-General Kitack Lim has welcomed the industry-led Neptune Declaration, which calls for seafarers to be designated as key workers to end the crew change crisis.

IMO Secretary-General Kitack Lim has welcomed the industry-led Neptune Declaration, which calls for seafarers to be designated as key workers and for cooperation to end the crew change crisis, which is not only putting seafarers in a desperate situation but also threatening the safety of shipping and world trade. Hundreds of thousands of seafarers around the globe are unable to leave ships, while others cannot join, due to travel restrictions imposed as a result of the COVID-19 pandemic. 

“I am pleased to see the industry come together under the Neptune Declaration to support ways to resolve the crew change crisis. This very much reflects the calls made by IMO, its sister UN entities and more recently the United Nations General Assembly, in its recent resolution on seafarers,” Mr. Lim said. “I encourage more companies, including charterers,  to get involved and show their support for our seafarers.”  

In December, the United Nations General Assembly adopted resolution on International cooperation to address challenges faced by seafarers  who are supporting global supply chains during the Covid19 pandemic. (read more here) 

To date, the IMO Secretary-General has received 53 notifications from Member States that they have designated seafarers as key workers and one from an Associate Member (download latest list here).

Secretary-General Lim urged more Governments to designate seafarers as key workers.  

He also highlighted IMO’s World Maritime Theme for 2021, “Seafarers: at the core of shipping’s future. The choice of theme recognizes the efforts of  seafarers who have shown tremendous fortitude and perseverance in continuing to deliver global trade during the current unprecedented situation the world is facing. 

Reduced limit on sulphur in marine fuel oil implemented smoothly through 2020.

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On 1 January 2020, new reduced limits on sulphur in fuel oil brought about a 70% cut in total sulphur oxide emissions from shipping, ushering in a new era of cleaner air in ports and coastal areas by using less polluting fuels.

One year on, indications are that the transition has been extremely smooth, a testament to the preparations of all stakeholders prior to the new rules entering into force.

The upper limit of the sulphur content of ships’ fuel oil was reduced to 0.5% (from 3.5% previously) – under the so-called “IMO 2020” regulation prescribed in the MARPOL Convention. This significantly reduces the amount of sulphur oxide emanating from ships.

“Through 2020, just 55 cases of 0.50% compliant fuel being unavailable had been reported in IMO’s Global Integrated Shipping Information System (GISIS),” said Roel Hoenders, Head of Air Pollution and Energy Efficiency at IMO (see FONAR reports section below).

“Given that more than 60,000 ships plied the world’s oceans in trade last year, this was a remarkably low percentage of ships encountering difficulty in obtaining compliant fuel. We had a great deal of preparation during 2019 and before, from all stakeholders and all indications are that there have been no significant issues with supply of low sulphur fuel oil.”

Even during the COVID-19 pandemic, cargo-carrying ships have continued to deliver goods and commodities, including essential foods and medicines, around the world and the introduction and implementation of IMO 2020 did not cause any disruptions in trade.

Compliant fuels include very low sulphur fuel oil (VLSFO) and marine gas oil (MGO). Some ships limit their air pollutants by installing exhaust gas cleaning systems, also known as “scrubbers”. This is accepted  under the MARPOL Convention as an alternative means to meet the sulphur limit requirement. Over 2,350 systems have formally been reported to IMO as an approved “equivalent method” by Administrations (flag States).)

Ships can also have engines which are able to use different fuels, which may contain low or zero sulphur, such as liquefied natural gas or biofuels.

The majority of ships trading worldwide switched from using heavy fuel oil (HFO) to using VLSFO. Generally speaking, these are new blends of fuel oil, produced by refineries to meet the new limit, in accordance with IMO guidance and ISO standards.

Guidance issued by IMO on dealing with the new fuel blends in advance of the new requirement addressed implications of switching to VLSFO, including assessing and managing risks and highlighting potential safety risks, so that the risks can be mitigated.

Through 2020, and into 2021 to date, IMO has not received any reports of safety issues linked to VLSFO.

Nonetheless, during 2020, an IMO correspondence group considered fuel oil safety issues in general and the need for further mandatory requirements to ensure fuel oil supplied meets the required standards and quality. The report of the group (MSC 102/6) is available on IMODOCS  and will be discussed at the next session of IMO’s Maritime Safety Committee (MSC), MSC 103 in May 2021.

Prior to that, the eighth session of the Sub-Committee on Prevention of Pollution from Ships (PPR 8), scheduled to meet remotely from 22 to 26 March 2021, will further consider VLSFO fuel quality issues, including possible effects on black carbon emissions.

Fuel oil quality requirements

Provisions in regulation 18 of Annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL) regulate fuel oil quality. The International Convention for the Safety of Life at Sea (SOLAS) covers issues such as flashpoint (SOLAS regulation II- 2/4.2.1).

Apart from the requirements in MARPOL Annex VI and SOLAS, VLSFO is required to meet ISO standard 8217 as well as ISO Publicly Available Specification (PAS) 23263, providing guidance as to the application of the existing ISO 8217 marine fuel standard to 0.50% sulphur limit compliant fuel oils.

These measures and standards are designed to ensure ships’ safety and the protection of the marine environment and oceans.

FONAR reports

FONAR reports can be viewed on IMO’s Global Integrated Shipping Information System (GISIS), under Regulation 18.2.5 notifications.

In the GISIS module, the IMO Secretariat has examined the records that have selected the check-box for fuel oil “Not exceeding 0.50% m/m (in effect 1 January 2020)”. Individual records need to be viewed to access this information.

Cyber Security & Shipping – 3 changes the industry is seeing

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The shipping industry is going fast forward to an autonomous, digitalised world, with several projects being developed. Technology is now an integral part of the industry, highlighting the need for innovative projects and ideas. As a new wind of change, digitalisation brings changes within the industry, meaning that stakeholders have to keep up with them, not to be left behind.

Given that technology comes with great risk, being aware of the risks and challenges is crucial. Keep in mind that although technology can improve shipping operations and make everything easier, cyber-attacks are a great risk for shipping companies’ economics and their supply chains.

In line with IMO’s newly launched guidelines concerning cybercrime and cyber planning, keep in mind that training has a key role. From the people onshore, to those onboard, all employees have to be aware of the technological dangers and know how to deal with them, in case of an attack.

Meanwhile, training enables employees understand how to deal with an attack.

Digitalisation has become a great aspect of everyday life. Therefore, to gain from the technologies, it is important to understand why it is important in the maritime life.

3 changes the industry is seeing

#1 New technology, more automation and digitalisation are enabling the industry to be more efficient.

The role of cyber security is to handle the safety considerations and risks this new technology brings with it, as well as to ensure that we keep vessel operation and crew and passengers safe.

The industry has already seen a number of autonomous projects that represent the shipping of the future. Automation and autonomy are both powerful tools that will help the industry develop and research groundbreaking ways to improve the operations, and achieve the utmost safety for all in the sector.

#2 Cyber incidents on the rise.

Cyber attacks have been on the rise the recent years, due to the increased use of digitalisation by shipping companies and vessels.

We cannot forget the cyber attack against the IMO, an event that shocked the shipping industry. In light of the incident, IMO posted on Twitter that “its official website is down and its IT team is working on resolving the situation”.

Along with the higher number of integrated vessels comes new threats which can remotely attack your vessels and potentially gain access to or impact the vessel’s control systems.

#3 Cyber security regulations.

Although 2020 was a year anticipated due to the IMO’s 2020 sulphur cap, 2021 was long awaited when the IMO announced the adoption of the Resolution MSC.428(98). This resolution calls companies to report any cyber risk in their ISM Code no later than January 1, 2021.

2021 is shaping up to be a breakthrough year for autonomous technology.

Key tips for a non-stop changing smart future:

  • Training
  • Knowledge
  • Regulations