Denizcilik sektöründe gerçekleşen siber saldırılardan taşıyanın sorumluluğu
Carrier's liability for cyber attacks in the shipping sector
Yazar: MELİS GEDİKOĞLU
Danışman: DOÇ. DR. PELİN BOLAT ; DR. BELMA BULUT
İstanbul Teknik Üniversitesi / Lisansüstü Eğitim Enstitüsü / Denizcilik Çalışmaları Ana Bilim Dalı / Denizcilik Çalışmaları Bilim Dalı
Derece: Yüksek Lisans, 2023
Konu: Denizcilik = Marine

Özet:
İnsanlık yüzyıllardan beri denizlerden iki amaçla yararlanmaktadır. Birincisi ulaşım ve iletişim, diğeri deniz doğal kaynaklarının ve zenginliklerinin kullanılması ve işletilmesi. Bu amaçlar doğrultusunda deniz ticaretinde verimliliği arttırmak adına pek çok teknolojik gelişme yaşanmış ve denizcilik sektöründe yaşanan bu teknolojik dönüşüm, deniz ticaretinin gelişmesine sunduğu katkının yanı sıra pek çok siber riski de ortaya çıkarmıştır.  Yeryüzünün dörtte üçünün deniz alanları ile kaplı olması bu alanların hukuki rejiminin tespit edilmesi ve bu alanlardaki faaliyetleri düzenleyen kuralların gerekliliğini de ortaya çıkarmıştır. Siber güvenlik, tüm denizcilik sektörü için en güncel ve potansiyeli yüksek sorunlardan birisidir. Küresel salgın sırasında tüm sektörlerle birlikte denizcilik endüstrisinin artan dijitalleşmesiyle son zamanlarda denizcilik sektöründe gerçekleşen siber saldırıların sayısı da artış göstermiştir. Bu çalışmada, denizel alanda gerçekleşen siber saldırılardan taşıyanın sorumluluğu cezai ve ticari yönden ayrı ayrı incelenecek ve denizcilik siber altyapılarının ortaya çıkardığı potansiyel riskler tartışılacaktır. 
Denizcilik sektörünün uluslararası niteliği gereği uluslararası mevzuat düzenlemelerine ihtiyaç duyulmakta iken 1982 tarihli Birleşmiş Milletler Deniz Hukuku Sözleşmesi halen deniz hukukuna ilişkin hususları en ayrıntılı şekilde düzenleyen sözleşmedir. Ancak sözleşme güncel gelişmelere ve ihtiyaçlara cevap vermekten oldukça uzaktır. International Maritime Organization ise, Birleşmiş Milletler'in deniz taşımacılığını düzenlemekten sorumlu özel bir kuruluşudur. Çalışma kapsamında deniz siber güvenliğine ilişkin yapılan uluslararası düzenlemeler ve International Maritime Organization düzenlemeleri kapsamında "Denizcilik Sektöründe Gerçekleşen Siber Saldırılardan Taşıyanın Sorumluluğu" bahsi değerlendirilmiştir. Çalışmada Analitik Hiyerarşi Süreci metodu uygulanmıştır. Analitik Hiyerarşi Süreci ikili karşılaştırmalar sunarak karar vermede etkili kriterlerin önem derecelerinin ve karar alternatiflerinin kendi aralarındaki hiyerarşiyi    sıralamaktadır. Denizcilik Sektöründeki Dijital Dönüşümün Deniz Ticaretine Etkileri başlığı altında teknolojik gelişmeler, siber saldırı, siber saldırılardan taşıyanın ticari sorumluluğu, siber saldırılardan taşıyanın cezai sorumluluğu ve IMO düzenlemeleri olmak üzere 5 ana kriter olarak belirlenmiştir.

Abstract:
Humanity has been benefiting from the seas for two purposes for centuries. The first is transportation and communication, the other is the use and operation of marine natural resources and riches. In line with these purposes, many technological developments have been experienced in order to increase efficiency in maritime trade, and this technological transformation in the maritime sector has revealed many cyber risks as well as its contribution to the development of maritime trade. The fact that three quarters of the earth is covered by sea areas has also revealed the necessity of determining the legal regime of these areas and the rules regulating the activities in these areas. Cyber security is one of the most current and potential problems for the entire maritime industry. With the increasing digitalization of the maritime industry along with all sectors during the global epidemic, the number of cyber attacks in the maritime sector has increased recently. This study aims to identify the different dimensions and risks regarding the carrier's liability for cyber-attacks at sea and to provide new solutions to address them. The current national and international cyber security regulations are far from providing solutions for the maritime sector. The fact that cybercrimes are borderless in nature and can be carried out even with a simple tool increases the size and impact of the threat. In this study, the responsibility of the carrier for cyber attacks in the maritime sector will be examined separately from criminal and commercial aspects, and the potential risks posed by maritime cyber infrastructures will be discussed. The technology needed to conduct a cyber-attack on a ship is becoming more and more widespread, and access to this information is becoming easier. Cyber-attacks, according to one definition, are "activities carried out in cyberspace with the aim of exploiting, disrupting, changing information in cyberspace, preventing access to systems or causing damage". According to another definition, cyber-attack is defined as "rendering information systems inoperable by attackers, compromising the security or reliability of information systems, corrupting or stealing them". Nowadays, there are many examples of cyber-attacks on maritime transportation. Examples of attacks that can be exposed include hackers interfering with the navigation system or GPS system of a ship carrying chemical cargo, causing a collision, and the many safety and security consequences that result. The hazards that may arise as a result of this collision may arise as environmental pollution, loss of profit due to interruption of activities, discontuniation of port activities, total loss or damage to the ship, bodily injury or death of seamen or passengers, loss or damage to cargo. From my personal stand point, the carrier is liable for the damages suffered as a result of cyber-attacks in two ways. The first one is the commercial liability of the carrier arising from the contract and the other one is the criminal liability of the carrier against third parties. The liability of the carrier to the cargo owner under the freight contract between them is regulated in many international conventions and our domestic law; in which cases liability will arise, and in which cases absolute irresponsibility will exist, are outlined. The Turkish Commercial Code regulates the carrier's liability for damages arising from loss or damage to the goods or late delivery of the goods due to certain reasons such as failure to keep the ship in a seaworthy, seaworthy and loadable condition at the outset, loading and transferring the goods to another ship without authorization, unauthorized carriage of goods on deck and departure from the route without a justifiable reason. It could be argued that, the voyage of the ship with cyber security vulnerabilities should be evaluated within the scope of the carrier's responsibility to keep the ship initially seaworthy. While international legislation is needed due to the international nature of the maritime sector, the 1982 United Nations Convention on the Law of the Sea is still the convention that regulates matters related to the law of the sea in the most detailed way. However, the contract is far from responding to current developments and needs. The International Maritime Organization is a private agency of the United Nations responsible for regulating maritime transport. Within the scope of the study, the issue of "The Responsibility of the Carrier for Cyber Attacks in the Maritime Industry" has been evaluated within the scope of the international regulations on maritime cyber security and the International Maritime Organization regulations. The Analytical Hierarchy Process method has been used in the study. Analytical Hierarchy Process presents pairwise comparisons and ranks the hierarchy among the importance levels of effective criteria and decision alternatives in decision making. Under the title of Effects of Digital Transformation on Maritime Trade in the Maritime Sector, 5 main criteria have been determined as technological developments, cyber attacks, commercial liability of the carrier for cyber attacks, criminal liability of the carrier for cyber attacks and IMO regulations. The prioritization of the sub-dimensions of the main dimension of Technological Developments is as follows; 1. Transfer of documents related to maritime trade to the interactive environment (0.24), 2. Continuous and fast data flow as a result of faster operation and mechanization of ships (0.19), 3. Powerful data solutions enabled by the cloud revolution in data storage and hardware (0.10), 4. Real information about the performance of a ship hundreds of miles from shore, thanks to improved ship-to-shore connectivity (0.10). Due to the international nature of maritime areas and the nature of cyber-attack crimes, which are transnational crimes, it is obvious that an international legal regulation is necessary. The increasing impact of globalization in the 90s laid the foundations for transnational crime to take on a more international character in the years to come. From this point of view, it is necessary to regulate who will be penalized for cyber-attacks in the maritime area and how, or what kind of liability will arise in case of defective performance in the contracts between the parties, through an international regulation. Otherwise, the actor of a cyber-attack on the carrier may be very large competitors, but due to the difficulty of identifying the source of the cyber-attacks due to the nature of the cyber-attacks, the perpetrators cannot be identified and the carrier will be left with many criminal and commercial problems.