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MARITIMECYBERPRIORITY2023Stayingsecureinaneraof
connectivityDNV
MaritimeCyberPriority2023ABOUT
THISRESEARCHABOUT
THIS
RESEARCHThis
report
is
published
by
DNV,
the
world’s
leading
classification
societyand
a
recognized
advisor
for
the
maritime
industry.
It
is
part
of
DNV’sCyber
Priority
research
exploring
changing
attitudes
and
approaches
tocyber
security
in
key
industrial
sectors.801
72
70
%
11maritimeprofessionalssurveyedcountriessupport,
developoroperateoperationaltechnologyin-depthinterviewswithindustryleadersrepresentedThis
is
DNV’s
first
dedicated
Maritime
Cyber
Priorityreport.
It
is
published
alongside
our
Energy
CyberPriority
2023
report1.partnership
with
FT
Longitude
(a
Financial
Times
company).Fieldwork
was
conducted
between
March
and
April2023.
Survey
respondents
represent
a
range
offunctions
within
the
industry,
including
those
within-depth
knowledge
of
cyber
security
along
withgeneral
managers
and
C-suite
executives.The
research
draws
on
a
survey
of
801
maritimeprofessionals
along
with
a
number
of
in-depth
interviewswith
leaders
and
experts.
It
was
developed
by
DNV
inSURVEY
DEMOGRAPHICSWe
thank
our
survey
respondents
from
across
the
maritime
industry.ACKNOWLEDGEMENTSSectorAnnual
revenue
of
organization8%We
would
like
to
thank
the
following
intervieweesfor
their
time
and
insight:Kelly
Malynn,
Product
Leader
Cyber
Physical
DamageUnderwriting,
BeazleyPassenger
transportationFreight
and
transportationIndustry
services19%Less
than
$50mUS50m
-
$99m24%26%39%7%US$100m
-
$499mUS$500m
-
$999mUS$1bn
-
$4.9bnUS$5bn
-
$9.9bnUS$10bn
or
moreWayne
Arguin,
Assistant
Commandantfor
Prevention
Policy,
US
Coast
GuardPaul
Meyer,
CIO
+
Managing
Directorof
the
AI
lab
of
MEYER
Group,
Meyer
Werft8%7%Offshore
operators
andproduction14%Regulation
and
adminShipbuilding
and
repair4%3%Peter
Aylott,
Director
of
Policy,
UK
Chamber
of
ShippingCommander
Monte,
Bundeswehr
(German
Navy)29%8%6%Don't
know/not
applicableJalal
Bouhdada,
Global
Segment
Director,Stefan
Nysjö,
Vice
President
PowerCyber
Security,
DNVSupply
-
Marine
Power,
WärtsiläSvante
Einarsson,
Head
of
Maritime
CyberDr.
Phanthian
Zuesongdham,
Head
of
Division
PortSecurity
Advisory,
DNVProcess
Solution,
Hamburg
Port
Authority
(HPA)RegionSenioritySean
Gray,
Electrical
and
ElectronicsSuperintendent,
Stena
DrillingThe
Group
CIO
of
a
global
energy
infrastructure
andtechnology
company4%15%9%20%C-suite
executive(or
equivalent)EuropeAsia
PacificC-1
(report
directly
toC-suite)Americas27%Middle
East
and
Africa60%33%C-2
(boss
reportsdirectly
to
C-suite)33%All
other
levels
andreporting
lines1Energy
Cyber
Priority
2023,
DNV23DNV
MaritimeCyberPriority2023CONTENTSCONTENTS1Cyber
security
is
a
growing
maritime
riskOT
vs
IT:
The
two
sides
of
the
threatIndustry
recognises
safety
risk,710but
business
risks
still
the
priorityConnectivity
is
unlocking
bold
ambitionsand
new
vulnerabilities121416Profile
of
adversaries
is
broadening23Industry
responding,
but
not
fully
preparedfor
the
threatCyber
resilience
remains
a
complex
taskMany
factors
driving
investment
and
focuson
cyber
security192224Five
key
challenges
facing
the
sector272828323536Investment
is
lagging
behind
what
is
neededQuestions
about
the
effectiveness
of
regulationAgeing
assets
and
supply
chain
vulnerabilitiesKnowledge
silos
are
holding
back
maturityTalent
shortages
and
workforce
vulnerabilities4Recommendations4145DNV
MaritimeCyberPriority2023Cyber
security
is
agrowing
maritime
risk
CHAPTER11CYBER
SECURITYISA
GROWINGMARITIME
RISK67DNV
MaritimeCyberPriority2023Cyber
security
is
agrowing
maritime
risk
CHAPTER11
CYBER
SECURITY
ISA
GROWING
MARITIME
RISKMaritime
professionals
expect
disruptive
incidents
in
the
coming
years,including
impacts
as
serious
as
the
closure
of
major
ports
and
waterways.The
‘NotPetya’
attack
on
Maersk
represented
a
step-change
in
awareness
about
the
severity
of
the
cyberthreat
facing
today’s
maritime
sector.offline4,5.
DNV
experienced
a
ransomware
cyber-attackon
the
servers
of
its
ShipManager
software
in
January2023industry
such
as
the
International
Maritime
Organization(IMO)
have
also
been
targeted.
The
Port
of
Los
Angeles6,
and
other
organizations
serving
the
maritimeIt
started
one
morning
when
Maersk’s
employeesbegan
receiving
strange
messages
on
their
laptops
–warning
them
that
their
files
had
been
encrypted
andcould
only
be
unlocked
with
a
bitcoin
payment
worth$300.
Two
hours
later,
the
company’s
entire
globalnetwork
had
been
disconnected.
Maersk
was
unable
toprocess
shipping
orders
until
its
systems
were
restored,freezing
revenue
from
its
container
line
business
and7recently
announced
that
it
records
twice
as
manyattacks
as
it
did
just
a
few
years
ago
and
must
nowcontend
with
40
million
ransomware,
malware
andspear-phishing
incidents
each
month
.8Although
events
like
these
cause
significant
financialand
reputational
damage,
arguably
they
don’t
comeclose
to
being
a
worst-case
scenario
for
a
cyber
incidentin
the
sector
today.
DNV’s
new
survey
of
801
maritimeprofessionals,
carried
out
between
March
and
April2023,
suggests
that
cyber-attacks
could
further
disruptglobal
shipping
and
are
even
likely
to
threaten
physicalhealth
and
safety.contributing
to
a
total
loss
of
some
$300
million2,3.Since
this
incident
in
2017,shipping
majors
like
Cosco,MSC
and
CMA
CGM
have
all
experienced
high-profileattacks,
with
a
flurry
of
incidents
in
the
early
2020staking
e-commerce
platforms
and
vital
data
centresMaritime
professionals
expect
serious
outcomes
from
cyber
in
the
near
futureDisruptionof
shipand/of
fleetoperationsTheftof
property/cargo90%79%76%76%72%68%60%56%8%2%3%3%3%4%2%2%4%18%21%21%24%30%Damagetoport/cargo-handlinginfrastructureClosureof
amajorportorstrategicwaterwayHarmtotheenvironmentAccording
to
our
research,
more
than
six
in
10
industryprofessionals
expect
cyber-attacks
to
cause
ship
collisions(60%)
and
groundings
(68%)
within
the
next
few
years.More
than
three-quarters
(76%)
believe
a
cyber
incident
islikely
to
force
the
closure
of
a
strategic
waterway.
As
wesaw
during
the
blockage
of
the
Suez
Canal
in
2021,
sucha
closure
can
cause
a
global
supply
shock
–
in
this
caseholding
up
some
$10bn
worth
of
cargo
every
day
.9A
groundedvesselorvesselsShipcollision37%40%Physicalinjuryorlossof
life2The
Untold
Story
of
NotPetya,
the
Most
Devastating
Cyberattack
in
History,
Wired3The
Cost
of
a
Malware
Infection?
For
Maersk,
$300
Million,
Digital
Guardian4MSC
confirms
malware
attack
caused
website
outage,
Seatrade
MaritimeLikelyUnlikelyDon’t
know5020406080100CMA
CGM
targeted
by
hackers
in
new
cyber
attack,
Offshore
Energy6Cyber-attack
on
ShipManager
servers,
DNV7IMO
hit
by
cyber
attack,
Seatrade
Maritime8Cyber-attacks
on
Port
of
Los
Angeles
have
doubled
since
pandemic,
BBC9In
Suez
Canal,
Stuck
Ship
Is
a
Warning
About
Excessive
Globalization,
New
York
TimesQ:
How
likely
is
it
that
cyber-attacks
in
the
maritime
industry,
within
the
next
one
or
two
years,
could
result
in
the
following
outcomes?Percentages
reflect
likely/unlikely
(i.e.
moderately
+
highly
likely,
and
moderately
+
highly
unlikely).89DNV
MaritimeCyberPriority2023Cyber
security
is
agrowing
maritime
risk
CHAPTER1OT
VS
IT:
THE
TWO
SIDES
OF
THE
THREATconnected
networks.
This
air
gap
is
now
closing
asindustry
assets
and
infrastructure
become
morenetworked
and
connected.
In
turn,
the
attack
surface
iswidening
as
potentially
vulnerable
protocols,
interfacesand
communications
channels
come
on
stream.IT
security
related
impacts
dominate
industry
concernsGrowing
concern
about
the
severity
of
cyber-attacksreflects
an
expansion
in
the
kinds
of
technologysystems
that
are
vulnerable
to
infiltration.Disruptionof
service/operationsLostorcorrupteddata56%Whereas
maritime
companies
have,
for
severaldecades,
been
safeguarding
their
data
and
the
ITenvironments
in
which
that
data
is
stored
and
transferred,the
cyber
security
of
their
operational
technology
(OT)–
which
governs
physical
assets
including
sensors,switches,
safety
and
navigation
systems,
and
vessels
–has
been
less
of
a
priority.In
April
2023,
an
attack
on
the
industrial
control
systemsof
Fincantieri
Marine
Group
–
a
shipbuilder
with
tiesto
the
US
government
–
left
critical
manufacturingequipment
unusable10.
The
Port
of
Antwerp
experiencedattacks
on
its
oil
terminals
in
2022,
affecting
the
unloading53%Reputationaldamage(potentiallyleadingtoterminationof
commercialorcustomerrelationships)48%Financiallosses(includingtheft,
lostopportunities,
etc.)Customerdatatheft43%37%of
barges
at
the
height
of
an
energy
crisis
in
Europe11.Failureof
automationsystems(i.e.,
resortingtomanualcontrol)33%31%Although
attacks
on
IT
environments
can
and
dodisrupt
normal
shipping
operations,
as
was
the
caseduring
the
NotPetya
incident,
it
is
through
directattacks
on
OT
that
the
greatest
threat
to
physical
safetyand
infrastructure
becomes
possible.IntellectualpropertytheftOne
reason
for
this
is
that,
until
relatively
recently,operational
systems,
particularly
aboard
vessels,
werenot
connected
to
wider
IT
environments,
meaning
thatOT
was
protected
by
an
air
gap
that
insulated
it
fromDamagetoequipment,
machines,
buildings,vessels,
orinfrastructure29%LossesviaextortionorransomPhysicalsafetyincidents,
injuries,
anddeathsLossof
controlof
physicalassets26%20%19%19%16%EnvironmentaldamageorcontaminationFinancialpenalties(includingregulatory/legislativefines,
sanctions,
etc)Q:
Thinkingaboutthepotentialimpactthatacyber-attackcouldhaveonyourorganization,
whichof
thefollowingconsequencesdoyouthinkarethemostconcerning–intermsof
theirseveritycombinedwiththeirchanceof
happening?As
well
as
enabling
threat
actors
to
demand
ransom,
stealintelligence
and
cause
widespread
disruption
–
whichhackers
can
also
achieve
by
breaching
IT
networks
–attacks
on
OT
systems
can
disable
assets
or
safetycontrols.
Indeed,
56%
of
maritime
professionals
expectcyber-attacks
to
cause
physical
injury
or
death
in
theindustry
within
the
next
few
years.In
terms
of
the
impact
of
attacks,
factors
relating
to
bothIT
and
OT
threats
–
like
disruption
to
operations,
financialloss,
and
reputational
damage
–
are
of
greatest
concern
tomaritime
professionals.
However,
concerns
about
impactsrelating
to
the
IT
environment,
such
as
loss
of
data,
comefar
ahead
of
outcomes
that
are
exclusive
to
OT
attacks,including
physical
safety
incidents
and
loss
of
control
ofphysical
assets.
This
suggests
it
is
still
IT
cyber-attacks,
notOT
attacks,
that
are
top
of
mind
in
the
industry.Paul
Meyer,
the
Chief
Information
Officer
of
shipbuilderMeyer
Werft
in
Germany,
says
OT-related
cyber
risksare
increasingly
front
of
mind
for
shipping
companies.“Ship
systems
are
being
increasingly
connected
with
theoutside
world,“
says
Jalal
Bouhdada,
Global
SegmentDirector,
Cyber
Security,
DNV.
“This
brings
manybenefits,
but
it
also
means
cyber-attacks
on
vesselssystems
are
likely
to
have
a
greater
impact
in
the
future.”“The
priority
is
always
to
make
sure
that
the
ship
sailssafely,
but
it
might
not
even
be
manoeuvrable
if
boththe
IT
and
OT
systems
were
compromised,”
he
says.10
US
Navy
Contractor
Fincantieri
Marine
Group
Hit
by
Cyber-Attack,
Infosecurity11
Major
European
ports
hit
by
cyberattack,
Port
Technology
International1011DNV
MaritimeCyberPriority2023Cyber
security
is
agrowing
maritime
risk
CHAPTER1INDUSTRY
RECOGNIZES
SAFETY
RISK,BUT
BUSINESS
RISKS
ARE
STILL
THE
PRIORITYinvestment
by
56%
of
maritime
professionals,
arestill
less
likely
to
unlock
budgets
than
financial
andreputational
damage
(84%)
or
regulatory
stipulations(84%).A
clear
majority
of
maritime
professionals
believe
thatcyber
security
risks
are
considered
as
important
ashealth
and
safety
risks
in
their
industry.“Acharter’s
vetting
inspection
of
a
ship
will
look
at
safetyand,
these
days,
at
its
carbon
footprint,”
Aylott
says.“It
won't
look
necessarily
at
the
risk
of
an
ICT
incident,but
I
think
we
are
getting
towards
the
place
where
thatwill
need
to
be
carried
out.”Our
assessment
is,
however,
that
there
is
still
a
gap
inmaturity
in
how
the
industry
manages
the
two
risks
inpractice,
with
cyber
security
having
significant
room
forimprovement
before
it
could
be
said
to
be
treated
asseriously
as
physical
health
and
safety.
Maritimebusinesses
are
committed
in
principle
to
improving
thesecurity
of
their
OT
systems,
and
thereby
minimizingthe
risk
of
cyber-related
safety
incidents,
but
theiractions
and
priorities
–
with
respect
to
regulations,workforce
and
investment
–
suggest
they
are
still
morefocused
on
the
IT
rather
than
the
OT
side
of
cybersecurity,
and
on
its
business
risk
rather
than
its
safetyrisk
implications.Moreover,
despite
the
effort
they
are
putting
intosecuring
OT
systems
–
in
recognition
that
a
cyber-attackmay
lead
to
a
safety
incident
in
the
future
–
maritimeprofessionals
will
inevitably
give
greater
priority
in
theshort
term
to
an
immediate
physical
safety
risk.Sean
Gray
at
Stena
Drilling
explains
that
there
can
evenbe
a
conflict
between
implementing
cyber-securityupgrades
to
OT
and
maintaining
safety
principles
onsite.At
the
UK
Chamber
of
Shipping,
Peter
Aylott
suggeststhat
safety
risk
is
likely
to
remain
a
higher
priority
thancyber
risk
until
charters
apply
more
scrutiny
to
thecyber
resilience
of
vessels
and
other
maritimeinfrastructure.
This
aligns
with
our
finding
that
charterrequirements,
although
seen
as
drivers
of
cyber“Someone
in
IT
would
consider
it
sacrilege
to
skip
asecurity
update
to
their
laptop,
but
that
is
not
practicalon
a
control
system
running
safety-critical
software,”
hesays.
“We've
all
had
updates
that
stop
a
computer
fromworking,
and
we
can’t
risk
a
similar
effect
on
a
blowoutpreventer
or
other
control
system.”Cyber
securityarising
business
concern,
but
cyber
regulation
isalower
priority85%83%79%76%71%Total66%66%64%61%60%AmericasAsia
PacificEurope59%53%Cybersecurityrisksinthemaritimeindustryare
increasinglyconsideredtobeasimportantashealthandsafetyrisksCybersecurityisahighpriorityforthemostseniorleadersatmyorganizationCybersecurityregulationisgenerallyseenasalowerprioritythanotherregulationsthatgovernamaritimeorganizationTo
what
extentdoyouagree
ordisagreewiththefollowing?Percentages
reflect
netagreement(i.e.
moderately
+
stronglyagree)1213DNV
MaritimeCyberPriority2023Cyber
security
is
agrowing
maritime
risk
CHAPTER1ConnectivityisunlockingboldambitionsandnewvulnerabilitiesAdvances
in
digital
and
connected
technologies
areenabling
a
greener,
safer
and
more
efficient
globalshipping
network.
In
an
increasingly
competitiveindustry,
these
tools
represent
a
major
opportunityfor
maritime
companies.The
upshot
of
these
developments
is
that
maritimebusinesses
today
face
a
choice
between
connecting
theirassets
and
infrastructure
at
pace
or
potentially
under-performing
relative
to
their
peers
on
several
key
metrics.“Governments,
regulatory
bodies,
andclients
are
all
forcing
us
into
the
world
ofdigitalization
to
connect
control
systemsfor
real-time
monitoring.“Every
ship
owner
is
looking
to
optimize
and
run
theirships
more
efficiently,
without
having
to
go
in
and
replacemajor
gear,”
says
Wayne
Arguin,
Assistant
CommandantforPrevention
Policy
for
the
US
Coast
Guard.
“To
maximizethe
return
on
investment,
to
improve
efficiency
andeffectiveness,
you
use
real-time
information
that
isbroadcast
directly
from
ships.
If
you
closed
thosecommunications
doors
to
prevent
vulnerabilities,
you’dbe
putting
yourself
at
a
competitive
disadvantage.”In
our
research,
85%
of
maritime
professionals
believethat
connected
technologies
are
helping
the
industryreduce
emissions
through
fleet
and
route
optimization.Many
have
already
embarked
on
this
journey.
Morethan
half
(51%)describe
digital
technology
as
a
keyenabler
of
their
existing
decarbonization
plans,
risingto
61%
of
freight
transportation
firms,
which
have
facedgrowing
scrutiny
in
recent
years
over
their
use
ofIt's
always
been
islanded
in
the
past,
but
nowthere
is
a
requirement
for
it
to
send
real-timedata
to
shore.“Sean
Gray,
Electrical
and
ElectronicSuperintendent
at
Stena
Drillinghigh-carbon
bunker
fuel12.The
corollary
of
these
developments
is
that
the
issue
ofOT
cyber
security
becomes
more
pressing
every
day.Simply
put,
the
more
connections
that
a
system
has,
thelikelier
it
is
that
a
breach
will
occur.
And,
when
it
doesoccur,
the
breach
spreads
further,
wider
and
quickerthan
ever
before.As
well
as
improving
sustainability
performance,
digitaltechnologies
provide
safety
advantages
by
automatingand
streamlining
complex
processes,
which
help
toenhance
safety
at
ports
and
at
sea.
In
the
words
of
theUnited
Nations
Conference
on
Trade
and
Development,digitalization
is
helping
the
industry
navigate
the“efficiency,
optimization,
reliability,
visibility,
resilience,predictability,
and
sustainability”
challenges
of
theMoreover,
there
are
some
parts
of
the
industry
whereoperators
do
not
have
a
choice
but
to
connect
theirexisting
assets.post-Covid
economy13.FreighttransportationisrelyingmoreheavilythanothersectorsonconnectivitytoenabledecarbonizationStrong
sentiment
that
greater
connectivity
is
key
to
the
industry’s
futureExtent
to
which
respondents
agree
that
digital
technology
isa
key
enabler
of
their
organization's
decarbonization
activity.Thefutureof
themaritimeindustryreliesonasignificantincreaseinconnectednetworksbetweenorganizations(suchasbetweenshipoperators,
portsandregulatoryauthorities)TotalPassengertransportationFreighttransportation51%51%87%Cybersecurityisseenasabarriertotechnologyinnovationinthemaritimeindustry33%61%Thesuccessof
mybusinessreliesonasignificantincreaseinconnectednetworksacrosstheorganization(bothOTandIT
networks)67%Shipbuildingandrepair53%Myorganizationiscommittedtodigitallyconnectingexistingoperationalassets,
suchasmarinevessels,
tothewidernetworkof
assetsandinfrastructure61%OffshoreoperatorsandproductionIndustryservices44%Automationoperationaltechnologyisamajorstrategicpriorityformybusiness(e.g.,
navigation,
powerandcargomanagement)49%61%12
Pressure
grows
on
shipping
industry
to
accept
carbon
levy,
The
Guardian13
Review
of
Maritime
Transport
2022,
UN
Conference
of
Trade
and
DevelopmentQ:
Towhat
extent
do
you
agree
or
disagree
with
the
following?
Percentages
reflect
net
agreement
(i.e.
moderately
+
strongly
agree).1415DNV
MaritimeCyberPriority2023Cyber
security
is
agrowing
maritime
risk
CHAPTER1PROFILE
OF
ADVERSARIES
IS
BROADENINGThe
context
is
that
Russia’s
invasion
of
Ukraine
hasincreased
cyber
security
concerns
in
sectors
operatingcritical
infrastructure.
In
DNV’s
Energy
Cyber
Priority2022
report15,
focusing
on
the
energy
industry,
we
sawan
increase
in
the
perceived
threat
posed
by
all
forms
ofcyber-criminal
in
the
two
weeks
following
the
invasionin
February
2022.
Attacks
on
OT
materialized
soon
afterwith
the
Russian
cyber-attack
on
satellite
internetoperator
ViaSat16,
which
deactivated
thousands
ofwind
turbines
in
Germany.
More
than
a
year
later,
themaritime
industry
is
also
on
high
alert,
particularly
inEurope.In
parallel
with
the
movement
towards
greater
connectivityin
maritime,
the
profile
of
adversaries
is
broadening.
Today,a
growing
rollcall
of
malicious
and
inadvertent
threat
actorsis
targeting
maritime
companies’
OT
networks.As
their
specific
methods
vary
–
comprising
everything
fromphishing
tactics
that
trick
employees
into
downloadingmalware,
to
collaborating
with
insiders
with
access
torestricted
networks14
–
individual
threat
actors
are
bestunderstood
in
relation
to
their
ultimate
objectives.Whether
they
are
nation
states
attacking
criticalinfrastructure,
criminal
gangs
looking
for
ransompay-outs,
or
politically
motivated
hacktivists
using
toolsfrom
the
dark
web,
we
can
expect
a
growing
number
totarget
OT
systems
as
way
to
achieve
their
goals.It
is
worth
noting
that,
although
the
Ukraine
conflictmay
explain
additional
attacks
by
state
actors
andhacktivists,
other
threat
actors
are
likely
to
havebecome
more
wary
of
attacking
OT
out
of
concern
thattheir
actions
may
be
mistaken
for
those
of
a
hostilepower.Commander
Monte
of
the
German
Navy,
believes
thatrising
geopolitical
tensions
increase
the
possibility
thata
coordinated
attack
on
OT
will
take
place.“None
of
the
financially
motivated
threat
actors
wantsto
be
the
reason
why
there's
an
escalation
in
thephysical
war,”
says
Kelly
Malynn,
Product
Leader
CyberPhysical
Damage
Underwriting
at
the
insurer
Beazley.“Some
are
being
more
careful
about
who
they
selectand
how
they
deploy
ransomware
because
theremight
be
a
very
kinetic
response
if
they
were
toaccidentally
cause
an
OT
or
critical
issue.”“The
attacks
focus
more
on
the
disruption
of
trade
andinfrastructure,
rather
than
purely
criminal
activityfocused
on
the
extortion
of
money,”
he
says.
“Commercialshipping
may
be
the
single
most
important
link
inglobalized
trade
and
logistics.
That
implies
a
huge
riskfor
coordinated
cyber-attacks
on
commercial
shipping.”Hacktivists
and
foreign
powers,
which
may
share
the
same
objectives,
are
the
top
threat
todayRussia’s
invasion
of
Ukraine
has
increased
awareness
of
the
cyber
security
threat
in
the
maritime
industryExtenttowhichrespondentsagreethattheRussianinvasionof
UkrainehasmadethemaritimeindustrymoresensitivetothethreatofcybersecurityincidentsthanitwasbeforeHacktivistsForeignpowersandstate-sponsoredactorsCriminalgangs62%59%56%66%69%58%71%
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