However, whilst the IMO and IACS requirements apply equally to both FSRUs and LNG carriers, the NIS2 Directive applies to FSRUs as critical gas production and storage systems, but not to LNG carriers.


“There’s a marked contrast here between the regulatory position impacting FSRUs and LNG carriers,” says Cartwright.


The LNG value chain is digitally connected Tougher regulation looms in the US and EU


The chain from liquefaction through transportation on LNG carriers, reception at FSRUs, regasification and onward transport involves complex IT, OT and communications networks that are themselves interconnected.


Hence, a cyber attack on one part could potentially jeopardize seafarers, individual vessels and larger fleets, terminals, ports and the containment of the deep-cooled LNG itself.


Do LNG carriers need higher cyber-security standards?


DNV’s report ‘Maritime Cyber Priority 2023’ reveals that the vast majority of maritime professionals think it is likely that cyber attacks will disrupt ship and/or fleet operations in 2024 or 2025.


Probability of cyber attacks


“Whilst these findings from our Cyber Priority 2023 study are for all types of vessels, the key takeaway message is relevant to both FSRUs and LNG carriers,” comments Svante Einarsson, Head of Advisory Cyber Security Maritime, EMEA & APAC at DNV.


New regulations can appear rapidly


High-profile cyber incidents involving LNG carriers, especially those affecting gas supply, would also increase pressure for new or further regulations to prevent reoccurrence.


When LNG carriers upload LNG to FSRUs, the two vessels communicate with each other electronically, creating a new cyber risk for both.


President Biden issued an Executive Order in February 2024 proposing to expand US Coast Guard (USCG) powers to require vessels and waterfront facilities to mitigate cyber conditions that may endanger the safety of a vessel, facility or harbour.


Einarsson adds: “The IMO’s Maritime Safety Committee accepted the EU’s proposals for enhanced ship and operation cyber security in May 2024, with the IMO Facilitation Committee set to follow in 2025. So there is momentum in the industry towards greater regulation of the cyber security of newbuild and existing ships in general, and of operations.”


Balancing cyber requirements and practicality in modern vessel design


Consideration of the gap between what is required regarding cyber security for FSRUs and LNG carriers also includes how to ensure that both newbuild and existing vessels can be compliant now and in the future.


“Another question to reflect on is whether the highest cyber-security protection available is practical on board a ship in operation,” Cartwright points out.


“In principle, if there’s no business purpose for a particular connectivity for which a customer has a specific digitalization capability, it’s best to disable it as it represents an additional surface of attack. However, this principle can be complicated by newer vessel designs featuring more IP-based connectivity as standard without an opt-out. Designs are becoming more digitalized, not by option but by development,” Einarsson explains.


International regulations through the IMO can take up to a decade to be agreed on and enforced. However, if a major flag state decides to regulate, other jurisdictions may follow suit quickly.


“For example, when the US Coast Guard acts, other flag states may follow with similar cyber-security requirements,” Einarsson explains.


THE REPORT | DEC 2024 | ISSUE 110 | 79


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