Maritime Cyber Security :assess risk exposure

Excellent and critically important question. Assessing cyber risk exposure in the maritime industry is a complex but essential process, driven by the increasing digitalization of vessels and port operations and mandated by regulators like the International Maritime Organization (IMO).

Here is a comprehensive framework for assessing maritime cyber risk exposure, broken down into a structured, step-by-step approach.

---

Executive Summary: The Core Challenge

The primary challenge in maritime cyber security is the convergence of Information Technology (IT) and Operational Technology (OT).

• IT Systems: Manage data (e.g., crew manifests, cargo lists, email, financial systems). A breach here is primarily a financial or data privacy risk.
• OT Systems: Control the physical world (e.g., navigation, propulsion, ballast water, engine control). A breach here is a safety and environmental risk, potentially leading to collision, grounding, spills, or loss of life.

A proper risk assessment must address both, understanding that a breach in IT can often be a gateway to compromising OT.

---

A Framework for Assessing Maritime Cyber Risk Exposure

A robust assessment follows a standard risk management methodology, adapted for the unique maritime environment. The fundamental formula is:

Risk = Threat x Vulnerability x Impact

Here is a step-by-step process to assess this.

Step 1: Asset Identification & Inventory (What do we need to protect?)

You cannot protect what you don’t know you have. This is the foundational step. Categorize all critical systems and data, both onboard and shore-side.

Onboard a Vessel:

• Bridge Systems (OT):
  • ECDIS (Electronic Chart Display and Information System)
  • GPS/GNSS (Global Navigation Satellite System)
  • AIS (Automatic Identification System)
  • Radar/ARPA (Automatic Radar Plotting Aid)
  • GMDSS (Global Maritime Distress and Safety System)
• Machinery & Propulsion Systems (OT):
  • Engine Control & Monitoring Systems
  • Propulsion Control (e.g., thrusters, rudder)
  • Power Management Systems
• Cargo & Utility Systems (OT):
  • Ballast Water Management Systems
  • Cargo Control & Monitoring Systems (especially on tankers and container ships)
  • Reefer (refrigerated container) monitoring
• Crew & Passenger Systems (IT):
  • Crew/Passenger Wi-Fi & Internet Access
  • Ship Administration Computers (for payroll, manifests, port declarations)
  • Infotainment Systems (on cruise ships)
• Physical Security Systems:
  • CCTV Systems
  • Access Control Systems (e.g., key cards for engine room)

Shore-Side Operations:

• Port & Terminal Operating Systems
• Vessel Tracking Systems (VTS)
• Cargo Stowage Planning Systems
• Crew Management & Manning Agency Systems
• Third-party Vendor/Supplier Portals

Step 2: Threat Identification (What are we afraid of?)

Identify potential malicious actors and methods.

Threat Actors:

• Cybercriminals: Motivated by financial gain (e.g., ransomware on cargo systems).
• Nation-States / State-Sponsored Actors: Motivated by espionage, sabotage, or geopolitical goals (e.g., GPS spoofing in conflict zones).
• Hacktivists: Motivated by political or social agendas.
• Insiders (Malicious or Unintentional): A disgruntled crew member or an employee who clicks on a phishing link.
• Terrorists: Motivated to cause maximum disruption and harm.

Threat Vectors (How they get in):

• Phishing & Social Engineering: Tricking crew into revealing credentials or installing malware.
• Malware & Ransomware: Delivered via email, infected USB drives, or compromised software updates.
• Exploitation of Known Vulnerabilities: Attacking unpatched software on the ECDIS or other systems.
• Physical Access: A technician or visitor bringing an infected laptop or USB onboard.
• Supply Chain Compromise: Malware embedded in new equipment or software from a vendor.
• Remote Access Flaws: Poorly secured connections used by vendors for remote maintenance.
• GPS/GNSS Jamming & Spoofing: Overwhelming or faking satellite signals to manipulate a vessel’s perceived position.

Step 3: Vulnerability Analysis (Where are our weak spots?)

This step connects the Assets (Step 1) with the Threats (Step 2).

• Lack of Network Segmentation: A flat network where the crew Wi-Fi is connected to the ECDIS network. A breach in one can easily spread to the other.
• Outdated/Unpatched Software: Many OT systems run on old operating systems (e.g., Windows XP) that are no longer supported and have known, unfixable vulnerabilities.
• Default or Weak Passwords: On routers, V-SAT terminals, and industrial control systems.
• Poor Physical Security: Uncontrolled use of USB ports on bridge equipment.
• Lack of Crew Awareness & Training: The “human firewall” is often the weakest link.
• Insecure Remote Access: Third-party technicians logging into critical systems without multi-factor authentication.
• Reliance on a Single Data Source: Over-reliance on GPS without cross-checking with other navigation methods (Radar, visual bearings, celestial navigation).

Step 4: Impact & Likelihood Analysis (How bad could it be, and how likely is it?)

For each identified risk (a specific threat exploiting a specific vulnerability on a specific asset), determine the potential impact and the likelihood of it occurring.

Impact Categories:

• Safety: Loss of life, injury to personnel, collision, grounding. (Highest Priority)
• Environmental: Cargo spillage (oil, LNG, chemicals), illegal ballast water discharge.
• Operational: Vessel downtime, port delays, cargo spoilage, loss of propulsion or steering.
• Financial: Ransom payments, regulatory fines (e.g., from IMO), loss of charter hire, increased insurance premiums.
• Reputational: Loss of customer trust, damage to company brand.
• Compliance: Failure to meet IMO 2021 regulations, leading to Port State Control detentions.

Likelihood Scale (Example):

• High: Is expected to occur; has occurred frequently.
• Medium: Could occur; has happened in the industry.
• Low: Unlikely to occur; no known precedent.

Step 5: Risk Calculation & Prioritization

Combine the analysis into a risk matrix to prioritize actions. Focus on the risks in the top-right quadrant (High Impact, High Likelihood).

Likelihood	Low Impact	Medium Impact	High Impact
High	Medium Risk	High Risk	Critical Risk
Medium	Low Risk	Medium Risk	High Risk
Low	Low Risk	Low Risk	Medium Risk

Example of a Prioritized Risk:

• Risk: Ransomware infects the Cargo Management System via a crew member’s infected USB.
• Asset: Cargo Management System.
• Threat: Cybercriminals using Ransomware.
• Vulnerability: Uncontrolled USB port access + Lack of crew training.
• Impact: High (Major financial loss, operational delays, reputational damage).
• Likelihood: Medium (A common attack vector).
• Calculated Risk: High Risk -> Requires immediate mitigation.

---

Regulatory Context: IMO Resolution MSC.428(98)

Your risk assessment is not just a good practice; it’s a requirement. As of January 1, 2021, all shipping companies must incorporate cyber risk management into their Safety Management System (SMS) under the ISM Code. This means your assessment must be documented, auditable, and part of your regular safety procedures.

Conclusion: From Assessment to Action

Assessing risk exposure is the first step. The output of this assessment should be a Cyber Risk Management Plan that outlines specific controls and actions to mitigate the identified risks. These actions fall into categories:

1. Technical Controls: Firewalls, network segmentation, endpoint protection, patching.
2. Procedural Controls: Banning personal USBs on the bridge, creating incident response plans, vetting third-party vendors.
3. Human Controls: Continuous crew and staff training, phishing simulations.

Maritime cyber risk is not a one-time problem to be solved but a continuous condition to be managed. The risk exposure is dynamic and requires a cycle of Identify -> Protect -> Detect -> Respond -> Recover.