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Act Now or Pay Later: How DORA Sets the Standard for Cyber Resilience: By Stephen Terry

Act Now or Pay Later: How DORA Sets the Standard for Cyber Resilience: By Stephen Terry

Finextra2 days ago

Cyberattacks are costly affairs. However, for some they are more costly than for others. The global average cost of a data breach is $4.88 million but for financial institutions this figure goes way up, with the average cost hitting over $6 million.
The financial services sector has always been a honey pot for hackers with its lucrative assets and highlight sensitive data. And the threat is getting worse.
The rise of Ransomware-as-a-Service (RaaS), AI making attacks easier, and the rise in IoT devices opening up whole new attack opportunities.
To counteract this rising tide, the EU introduced the Digital Operational Resilience Act (DORA) earlier this year - a sweeping regulation that mandates enhanced risk management, incident reporting, and third-party oversight in the financial sector. For financial institutions, compliance with DORA is more than a tick-box exercise, it's a strategic imperative for operational survival.
Design the roadmap to resilience
DORA's framework provides financial institutions with a structured path to resilience by requiring institutions to develop comprehensive strategies for identifying, reporting, and mitigating information and communications technology (ICT)-related incidents. In the context of ransomware, the regulation emphasises the importance of early detection, accurate reporting, and verified data integrity.
When a ransomware attack occurs, the initial response window, often within the first hour, is critical. Swift, pre-planned, rehearsed and coordinated actions can mean the difference between a controlled incident and a full-scale operational crisis. As a result, DORA compels financial organisations to establish and regularly test detailed response plans, ensuring staff are trained and roles are clearly defined.
One of the cornerstones of compliance is the ICT risk management audit, which involves identifying all types, locations, and classifications of data and storage infrastructure. To do this effectively, organisations must adopt tools that provide full visibility into their data environments, as this allows for rapid and accurate reporting when incidents occur. These tools can link isolated datasets and apply uniform security policies across hybrid and multi-cloud environments, saving a business large amounts in downtime damages.
See it to secure it
Operational resilience depends on the ability to know where a business' data is, how it's accessed, and who is using it at any given time. With cybercriminals increasingly targeting critical data sites, IT teams are now required to continuously monitor for infrastructure anomalies.
This is particularly important in cell-level data corruption, a stealthy form of attack where malicious code is embedded deep within databases, lying dormant until it's triggered to corrupt vital assets. These attacks are difficult to detect and can undermine trust in the integrity of the entire dataset. The key effective countermeasure is to maintain secure, immutable backups that are regularly tested for integrity and can be restored rapidly if needed.
AI plays a vital role here. Modern AI tools can detect anomalies in user behaviour, flag potential compromises, and automate the process of isolating malware-infected backups. By continuously scanning for subtle changes in data patterns, these systems serve as an early warning mechanism, triggering immediate recovery and minimising disruption.
To be effective, backup systems must also be resilient themselves. This means ensuring that storage locations are physically secure, regularly tested, and not connected to the network in a way that would allow them to be compromised during an attack. Immutable storage is increasingly seen as a best practice, as it ensures data cannot be altered once written, alongside encryption in transit as well as at rest.
Ensure a rapid response and real recovery
Once a ransomware attack is detected, a fast response is required. IT teams must act swiftly to isolate affected systems and end-users, minimising the potential spread of malware. Data management tools enable teams to quickly identify which datasets have been accessed or altered, allowing for precise damage assessment and targeted recovery.
If mission-critical applications have been affected, every second of downtime matters. So, even if an organisation were willing to hold their noses and pay a ransom, the decryption delay would be intolerable. Thankfully, newer resilience technologies allow near-real-time application failover to alternative IT environments delivering almost immediate rollback and operational readiness.
And, if backups have been properly maintained, organisations can restore the rest of their data without paying a ransom. However, in order to avoid fines for non-compliance and to assist regulatory investigations, institutions must also be able to accurately report the specifics of the attack, including the strain of ransomware involved and its impact on operations.
Master the power of preparedness
True cyber resilience doesn't begin in the moment of attack, it starts with preparation. DORA mandates that financial services providers not only implement technical defences but also cultivate a culture of readiness and transparency. This includes having a clearly communicated, continually updated ransomware response strategy that extends to third-party service providers.
Failure to comply with DORA can result in substantial penalties, including fines of up to 2% of global annual turnover. Beyond avoiding financial harm, compliance also offers a strategic advantage; it demonstrates to customers and partners that an institution can be trusted to safeguard sensitive data and maintain operational continuity in the face of threats.
Get ahead
Threat actors are constantly changing and evolving their activities with new approaches and technologies. Financial institutions must match this if they are to mitigate the threat and resulting impact. Cyber resilience isn't just about a reactive defence it's also about proactive resilience. And this is where DORA comes to the fore. A clear path that ensures increased visibility, faster response, and a culture of readiness. Financial institutions are not only compliant, they are stronger, fitter, more secure and have the ability to 'carry on as normal' after the inevitable attacks, than ever before.

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EXCLUSIVE How YOU could find yourself wrongly accused of 'pump and dash' and hit with a £60 fine - as alleged petrol thefts hit all-time high
EXCLUSIVE How YOU could find yourself wrongly accused of 'pump and dash' and hit with a £60 fine - as alleged petrol thefts hit all-time high

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EXCLUSIVE How YOU could find yourself wrongly accused of 'pump and dash' and hit with a £60 fine - as alleged petrol thefts hit all-time high

Petrol thefts have soared to an all-time high, figures suggest. MailOnline can reveal that 110,000 charges for alleged 'pump and dash' thefts were issued by two major fuel security firms last year. This marks a 20-fold rise in just six years. Industry bigwigs insist there has been genuine increase in drivers fleeing forecourts without paying, or 'bilking', especially in the wake of the cost of living crisis. Yet drivers say they have been incorrectly stung with threatening letters demanding hefty 'admin fees' on top of their supposedly unpaid petrol or diesel. In an attempt to recoup the costs of stolen fuel for petrol stations, many of which are independently owned, Forecourt Eye and British Oil Security Syndicate (BOSS) scan forecourts with numberplate-recognition technology. The two companies work with hundreds of filling sites and are considered among the biggest in the sector. Between the duo, they fired off nearly 113,000 requests to the DVLA for driver details last year. This is up from around 5,500 in 2018, according to data MailOnline obtained from the DVLA through Freedom of Information. Firms only request such data, which costs £2.50 a time and includes the car owner's name and address, if they intend to recover costs for non-payment of fuel. As well as seeking to recuperate the alleged unpaid fuel, companies may slap on their own admin fees. Forecourt Eye bolts on a £60 add-on. Drivers may feel pressured into paying up, even if they already forked out at the time. Some claim to have been threatened with being banned from forecourts up and down the country. There are several ways motorists can wrongly be accused of a 'pump and dash'. For example, if your card was declined and neither you nor the cashier noticed before you drove off, you are likely to be sent a demand. If a criminal has cloned your plates and genuinely steals petrol, you could also be on the hook for any fuel they have stolen. Criminal gangs have also been known to use entirely fake plates to dodge paying for fuel. Drivers also risk being falsely accused of bilking if a cashier selected the wrong pump (or failed to select one at all) when totting up your bill. If this happened, it would mean your fuel was technically never paid for, even if you paid for someone else's. This is the equivalent of a supermarket cashier failing to scan an item at checkout. Chris Mullen, for example, was accused of not paying £7.80 for petrol – even though he was driving a diesel car and filled up £30 worth of fuel. Despite fighting the claim from Forecourt Eye, thought to be caused by staff error, the 63-year-old from Stalham, Norfolk, said the firm 'insisted this was the case'. He was slapped with a £60 admin charge on top of the petrol he allegedly owed. After appealing, Tesco did issue a refund and an apology to him as well as a £10 gift card, which the motorist branded 'something of an insult'. Tesco told the Great Yarmouth Mercury that its processes were 'regularly reviewed' with regular meetings and new staff training to 'prevent errors from occurring'. Social media and forums are littered with similar stories of motorists claiming to have been falsely accused of driving off without paying. MailOnline's analysis can't prove genuine thefts have risen, it only shows that reports have gone up. Police data, however, suggests more than 27,000 alleged thefts occurred last year, in line with levels in 2020. About 95 per cent of cases are canned with no suspect being identified. Cops themselves moan they have 'finite resources' to probe suspected thefts. The Petrol Retailers Association, whose members run two-thirds of forecourts, says bilking robs them of around £100million a year. Petrol stations themselves have resorted to shaming 'pump and dashers' online in a bid to claw back the stolen fuel. One forecourt in Hythe, Kent, last summer shared CCTV footage of a blue car filling up with £120 of petrol before the driver got straight back into his vehicle and casually zoomed off without attempting to pay. Owner Sutha Hari, 49, claimed she wasn't going to bother alerting the police because 'nothing ever comes of it'. While there is no specific offence code for robbing from fuel pumps, it falls under the 'making off without payment' umbrella. It also covers restaurant 'dine and dashers', as well as people who make off without paying taxi drivers at the end of journeys. Thieves can be jailed for up to two years. Experts say petrol theft pushes up prices for law-abiding motorists. 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Citroen is plotting a new 2CV – but the risks are huge
Citroen is plotting a new 2CV – but the risks are huge

Auto Express

time38 minutes ago

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Citroen is plotting a new 2CV – but the risks are huge

Citroen is agonising over whether to bring back the 2CV, the 1940s masterpiece of simplicity that put Europe back on the road after World War II. The recreation of the Renault 5 supermini and Renault 4 hatchback (reinterpreted as an SUV) has got French brand's executives questioning whether to delve into their brand's back catalogue and revive the iconic Citroen 2CV. It's one of the biggest decisions facing new CEO Xavier Chardon – and Auto Express has exclusively spoken to his predecessor Thierry Koskas and head of design Pierre Leclercq to get their views. Reviving the Citroen 2CV – a cheap four-seat car with a long canvas roof, a tiny engine to save fuel and comfortable suspension so it could carry a basket of eggs across a ploughed field – is the subject of intense debate inside Citroen's Paris HQ. And we've waded into the debate by having our illustrator dream up two new takes on the 2CV, one retro, one modern. Citroen's discussions centre on whether that concept of 'four wheels and an umbrella' – set out in the late 1930s – is still highly relevant to car buyers pampered by digital touchscreens, aspiring to premium, assailed by electrification and drowning in choice? And how transferable is the original design to a car that would come out 90 years after its progenitor? Advertisement - Article continues below Skip advert Advertisement - Article continues below 'We have a very, very strong heritage, one of the richest in the car industry,' then-Citroen boss Koskas told us. 'We have the 2CV, the Traction Avant, the DS: amazing cars known all over the world. I absolutely agree that one of the big strengths of European brands is their heritage. 'On the product side, we are not taking it as a general direction to do retro design. But I do not exclude that maybe we study and [have] some exploration, we are open to look at that. But at Citroen you will not see all the future cars reminding you of previous models.' Steeped in his brand's history, the Citroen leader for more than two years is well aware of the 2CV's philosophy, arguing 'something super simple that takes you from A to B, with the necessary room – these ideas can feed us in a great way, because it's very much the DNA of the brand.' But will Citroen go beyond philosophy and recreate the 2CV's look? 'You will have people that value a design that is close to a car they used to love in the past. This is the debate,' explains Koskas. 'But there have been successes and failures in [automotive] revivals. Some fail because [companies] don't position the car properly, they seem retro but aren't really, or customers don't really like the car or recognise their love story. So if we were to do it, we would have to be very, very careful and cautious about how we did it.' Advertisement - Article continues below Skip advert Advertisement - Article continues below The challenge of bringing back the Citroen 2CV poses more problems than Renault faced with the 5. Its chic supermini concept, launched in 1972 and lasting until 1996, remains deeply relevant and its form is still recognisably contemporary – unlike the 2CV's. Up front, those articulated fenders are distinctively pre-World War II, grafted onto a relatively thin, long nose that followed the form of the inline flat-twin engine. It's a form that makes no sense today – especially if the new Citroen 2CV is electric with no engine to package – and would have to meet crash regulations and place round headlamps at the car's extremities. And slavishly following that horseshoe cockpit's silhouette could mean some difficult trade-offs between occupant and boot space: one reason why VW's 1990s Beetle failed was compromised practicality, particularly rear headroom. 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Do we want to do it – and as much as they do? It's a good question: why not? Why yes? There's nothing planned, really. But we don't forbid ourselves to try.' Given the Citroen 2CV's design is so of its time and would need dragging into a new millennium, do the risks outweigh the rewards? 'It's a very difficult exercise,' concedes Leclercq. 'You could do a 2CV, you could do an H-type, a CX, we could easily bring back cars from the past. But obviously, the first one coming to everyone's mind is the 2CV, asking 'when do you bring it back?' Mmmm. Let's see.' There's no doubt a team as creative as Leclercq and his designers will have sketches and probably scale models of a reborn Citroen 2CV. Renault's future 5 had already been designed and rejected by a previous management team before the current CEO Luca de Meo arrived in 2020 and green-lit the proposal. Advertisement - Article continues below Skip advert Advertisement - Article continues below But the critical question is whether a new 2CV is retro or a reimagining? Citroen's product planners will be trying to estimate demand for different approaches: could a concept car be a way to test the water, we asked Koskas? 'It could be this is what we want to do,' replied the then-CEO. 'The C5 Aircross concept was a show car, which means you are very close to the series model: it's a good marketing strategy. But our next concept car will show ideas, clues, intentions, directions that will inspire the future cars, but probably means you'll never see a Citroen car like that on the road. As we did with the Citroen Oli concept in 2022.' There are many more considerations than the design. Does Citroen have the budget, design and engineering capacity, or does it need to shelve other projects to accommodate a 2CV? Where would the production car be built? And which car platform and drivetrains would it use? The original Citroen 2CV measured 3.82-metres long and stood 1.6m tall, thanks to its jacked-up height for tackling rough terrain. The new C3 hatch isn't much longer, measuring 4m and 1.57m. That suggests the C3's front-wheel-drive 'smart car' platform could provide a usable base, especially given its clever engineering would help keep costs low, as per the 2CV philosophy. Advertisement - Article continues below Skip advert Advertisement - Article continues below The Stellantis Group underpinnings unlock a choice of pure electric or three-cylinder hybrid petrol power, which would be mounted transversely and drive the front wheels, like the original car. The extra cylinder and packaging a modern car's ancillaries and crash structure would make matching the Citroen 2CV's nose impossible. So could Citroen find inspiration in the reborn Renault 4, a hatchback originally launched in 1961 to steal 2CV customers with its extra speed and sophistication? Although it was 'not a very nice-looking car,' according to Renault Group design director Laurens van den Acker, who was tasked with updating it. What his team has done so effectively is take a few design cues – the rearmost trapezoidal glass panel, tail-light motif, low-set boot and the graphic of the second-generation's grille – and turn them into a cute SUV. It's a stretch, literally: the reborn 4 is almost 50cm longer than the sixties hatch. But the original 4's two-box shape lends itself to an SUV. Could Citroen do the same and reinvent the 2CV as an SUV? Maybe. But at that point is it actually a 2CV at all? The naysayers within Citroen will argue it's a moot point anyway. Because a 21st century 2CV already exists – it's the Citroen C3, Auto Express's Car of the Year 2024. Advertisement - Article continues below Skip advert Advertisement - Article continues below Philosophically it meets the 2CV's brief and remains true to its forebears' values. It's affordable – with the newly announced 34kWh battery, the e-C3 will cost less than £20,000 when it comes on stream in late 2025. It's comfortable: the hydraulic bump stops give it a pillowy ride, although it will struggle to carry a basket of eggs across a ploughed field. And there's clever simplicity, such as the digital driver's binnacle situated at the top of the dash rather than an expensive head-up display projected onto the windscreen. The decision to proceed with a reborn Citroen 2CV is still to be taken. 'When you develop a car, it takes four years,' says Citroen's boss. 'You start the studies and so on, then in the middle you sign a contract when the car is decided, and this is when you can probably start to communicate about the car. We are not at that stage yet.' 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Nine cars confirmed for discontinuation in 2025 – including two iconic sports cars & beloved hot hatchback
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The Sun

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Nine cars confirmed for discontinuation in 2025 – including two iconic sports cars & beloved hot hatchback

WE'RE almost at the halfway point of 2025 in what's been a whirlwind six months or so in the motoring world. The UK is in the midst of a transition to electric vehicles which comes with new regulations and economic pressures, while the industry continues to adapt to changing consumer behaviour. Elsewhere, the Ford Puma remains the nation's favourite motor while Tesla's favouritism begins to dip, and Nissan's problems are going from bad to worse. We've also had some exciting car releases, from the Alpine A290 hot hatchback and Dacia Bigster SUV, through to the outrageous Aston Martin Valhalla. We've also learned of the demise of some of our favourite models - ready to drive off into the sunset. Here are some of the biggest nameplates reaching the end of their production runs that have been announced this year. Lexus LS 7 After some 35 years on sale, the ultra-luxury Lexus LS saloon has finally reached the end of the road after a sustained period of poor sales. Once described as a game-changer when it hit dealerships in 1990, the LS helped establish Toyota's plush sub-brand as a challenger to the elite carmakers of Europe and America. Marketed with a cheaper starting price, four further generations followed, with the final one, the LS 500, launching in 2017 before it was updated in 2020. Before it was removed, the LS range's price tag began at £101,000, rising to £128,000 for the Takumi version. However, just 39 of the hybrid V6-powered saloons have been purchased since 2020, of which just three were sold last year, so it seems the writing was very much on the wall. Mazda2 7 After 10 years on sale, Mazda confirmed back in February that its Mazda2 supermini can no longer be ordered. A brief history of the Mazda MX-5 Often praised for being fun to drive, the petrol-powered and mild-hybrid versions of the hatchback have seemingly been replaced by the Mazda2 Hybrid - essentially a rebadged Toyota Yaris. Mazda did not explain why the vehicle was cancelled, but a spokesperson told Autocar: "As we move towards increased electrification of our cars, the Mazda 2 Hybrid meets consumer demand in the B-segment and is a step in our journey to ensure all our cars have some form of electrification by 2030." Mazda MX-30 7 Mazda also called time on the MX-30 - its first and only electric car - after just a four-year run. Criticised throughout its existence for its limited range and cramped cabin, the subcompact crossover SUV - offered as an EV or plug-in hybrid - was launched in the UK in 2021, with a view of taking on the likes of the Kia Soul EV and Peugeot e-2008. But it was never a popular choice among drivers, largely because of its modest range of just 124 miles. 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Claimed to sit beneath the top selling Audi Q4 e-tron, the upcoming EV will serve as an alternative to the A3 hatchback and Q3 crossover. Gernot Dollner, Audi's CEO, revealed they "will end production of the A1 and Q2" in 2026 and that "there definitely will be no successor for the A1." He added the brand 'will have models in the lower A-segment" and that 'we will also see the car that will enter production next year in Ingolstadt, which will be our entry BEV in the A-segment". Ford Focus ST After 23 years, the Ford Focus ST has been taken off sale in the UK - with production of the hot hatchback set to officially end in November. The Focus ST had been open for orders as recently as April, but has seemingly disappeared from dealer price lists in an update issued on May 26. Many of the other variants of the Focus are still available to order, but the ST is no longer one of those - as clicking on the Ford UK's configurer leads to a dead end. Later confirmed by Ford UK to Autocar, there is - at the time of writing - still stock parked up in dealerships across the country. In a statement, the Blue Oval said: 'There are no new factory orders available for the Focus ST at the moment, but there are around 170 built and unsold currently available within the UK dealer network. 'This includes 30 of the special ST Edition variant in Azura Blue.' Better get in fast.

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