The reported facts support a network compromise, not yet an OT or safety incident: one tanker lost communications for over 30 hours, while the joint statement reported no vessel instability, operational disruption, crew danger, or environmental impact. The critical unknown is whether “communications” meant business/satellite connectivity or safety services such as GMDSS. Loss of the latter during confined-water navigation would materially change the safety assessment. ABC News
Using a Purdue-style shipboard map, compromise confined to crew IT or external connectivity is roughly Level 4/3. I would declare an OT incident when evidence shows unauthorized commands, configuration changes, loss of availability, or untrustworthy data in ECDIS/GNSS/AIS, steering, propulsion, electrical power management, cargo/ballast control, or machinery automation. It becomes a safety incident when safe navigation or machinery limits cannot be independently verified, protective functions are inhibited, manual control is required, or an unsafe condition or near miss occurs. The onboard-security guidelines identify navigation, propulsion, machinery, power, and security systems as cyber-relevant OT.
Preserve first, before logs roll over: VDR data; bridge, engine-room, cargo and alarm histories; ECDIS route/chart changes; GNSS, AIS, radar and GMDSS records; satellite-terminal and communications-router logs; firewall, VPN, authentication, DNS, DHCP and time-source logs; automation-controller events and configurations; and evidence from vendor laptops, remote-access sessions and removable media. Do not wipe drives or reboot equipment merely to “clean” it—the industry guidance explicitly warns that recovery actions can destroy evidence.
Containment must remain under the master’s safety authority. Block vendor remote access and nonessential business traffic at established IT/OT gateways, then quarantine confirmed affected endpoints one at a time after checking dependencies. Do not indiscriminately disconnect GMDSS, AIS, bridge networks, steering, propulsion or power management. Independently cross-check position and motion, verify steering and propulsion locally, confirm cargo and ballast states, and reduce speed or move to safe water if trustworthy navigation cannot be maintained. Any segmentation change should first be validated against shipboard dependencies; severing a necessary bridge-to-machinery path can create the casualty responders are trying to prevent.