The hydrogen-powered tanker will allow zero emissions at berth, and up to 100% reduction of greenhouse gas (GHG) emissions during voyage, according to TECO 2030.

This pioneering concept could become a first mover in this maritime shipping segment and contribute to the developments of achieving the ambitious climate targets committed by the European Union.

The EU has committed to reducing GHG emissions by 55% by 2030, and a binding target of achieving climate neutrality by 2050. Under the ‘Fit for 55 package’, the EU is currently developing its climate, energy and transport-related legislation to align current laws with the 2030 and 2050 ambitions.

“We are pleased to contribute with our … energy-efficient vessels towards the development of zero-emission technologies to meet environmental demands and regulations. We are delighted with how suitable our vessels fit into the concept of Hy-Ekotank which is aligned perfectly with our company’s environmental strategy,” said Jörgen Johnsson, CEO Ektank AB.

“We’re working with our customers and across sectors to accelerate the transition to Net-Zero Emissions. We will contribute to a Net-Zero world, where society stops adding to the total amount of greenhouse gas emissions in the atmosphere. That’s why we’ve set a target to become a Net-Zero Emissions energy business by 2050… This pioneering fuel cell concept will reduce carbon emissions in the maritime sector…” said Stephen Brown, Technology Manager, Shell Shipping and Maritime.

“We are humble to work on Hy-Ekotank with Ektank, Shell and DNV, as we believe these partners are a perfect match. With a cargo owner, shipowner, classification society, and a fuel cell provider, we will show the world what hydrogen can do for the maritime shipping industry. Remember it is all about eliminating emissions, and increasing value-adding activities,” said Tore Enger, Group CEO, TECO 2030.

A newly unveiled hydrogen-powered tanker concept aims to allow zero emission at berth, and up to 100% reduction of GHG emissions during voyage.

The Hy-Ekotank concept, launched by TECO 2030 and partners Ektank AB, Shell Shipping and Maritime and DNV, would see fuel cells with compressed or liquid hydrogen storage retrofitted on existing Ektank vessels.

The solution comes as the maritime industry continues to explore alternatives traditional petroleum-based marine fuels, and zero-carbon alternatives such as hydrogen, as a means to decarbonize vessel operations.

Tore Enger, Group CEO, TECO 2030, said, “With a cargo owner, shipowner, classification society, and a fuel cell provider, we will show the world what hydrogen is capable of doing for the maritime shipping industry. Remember it is all about eliminating emissions, and increasing value-adding activities.”

Jörgen Johnsson, CEO Ektank AB, said, “We are pleased to contribute with our high-quality and energy-efficient vessels towards the development of zero-emission technologies to meet environmental demands and regulations. We are delighted with how suitable our vessels fit into the concept of Hy-Ekotank which is aligned perfectly with our Company’s environmental strategy.”

Stephen Brown, Technology Manager, Shell Shipping and Maritime, said, “We’re working with our customers and across sectors to accelerate the transition to Net-Zero Emissions. We will contribute to a Net-Zero world, where society stops adding to the total amount of greenhouse gas emissions in the atmosphere. That’s why we’ve set a target to become a Net-Zero Emissions energy business by 2050. We’re partnering with customers, businesses, and others to address emissions. This pioneering fuel cell concept will reduce carbon emissions in the maritime sector. We’ll continue to drive innovation to provide the cleaner energy that our customers need.”

A new cyber security component has been incorporated into the third edition of Tanker Management and Self Assessment: A Best Practice Guide (TMSA3), released by the Oil Companies International Maritime Forum in 2017. The cyber security component is directly addressed in two of the performance elements: management of change (element 7) and marine security (element 13).For each element in TMSA3, tanker operators should carry out a self-assessment and rate themselves (their safety management systems, operations and practices) against the key performance indicators (KPIs) defined in TMSA3. We want to support you in implementing the new cyber security component and help you to provide documentation of compliance, whether that be achieving the minimum expected level or going above and beyond and achieving level 4.

Our approach

To support the implementation of the new cyber security component found in TMSA3 (requirements 7 and 13), we have identified potential phases that can be followed and tailored to your specific needs. These start from the achievement of the minimum expected level (level 1) and can ultimately bring the company to the full achievement of the management of changes and marine security objectives, which are identified as level 4 by TMSA3.

What we offer

Cyber security procedures definition

We will you with a number of supporting documents. These are generic documents based on good industry practice. As part of a one-day workshop, we will show you how to tailor these to suit the operational model of your business. Should additional support be required after the workshop, this can be discussed and a pricing agreement reached.

Risk assessment

An example risk assessment will be provided, showing how to assess the threats and apply mitigating controls. This would be a standard template showing the approach to and methodology for conducting a risk assessment. Standard assets will be pre-populated, which would have to be tailored to suit your business model. After instruction provided by the consultants, you would need to populate the compensating controls within the template to mitigate the identified risks.

Cyber security procedures audit

We can undertake an audit of cyber security procedures based at your HQ. The audit would be undertaken by an ISO 27001-qualified auditor, and the scope of the audit will be agreed with you and will be based on a selection of agreed controls, as opposed to every control. This will ensure that the audit be completed in one day.

Onboard audit

The main aim of our onboard audit is to determine the effectiveness of the ship’s security measures, policies, procedures and preparedness for cyber-related incidents. The audit will determine whether controls, processes and procedures conform to the requirements of the TMSA3 standard, whether the policies and procedures are effectively implemented and maintained, and if they perform as expected.

Vulnerability assessment

Vulnerability assessment will be delivered on computer based systems (navigation, cargo control, power management, communication, etc.), ship networks and any automation on board the selected vessel(s).  If a specific goal is identified you, penetration testing can also be performed. Penetration testing is the attempt to actively exploit weaknesses in the environment from the perspective of an attacker with direct access to the network being tested.

Why choose LR?

We provide independent assurance and expert advice to companies operating high-risk, capital intensive assets in the marine, energy and transportation sectors, and we have a unique insight into ship and cyber security. We know both the operational technology systems that drive performance and the information technology platforms. We understand the changing regulations being faced by the industry and we know how to deliver a cost-effective solution while reducing our clients’ vulnerability to cyber threats. Our work helps to ensure that your  assets and processes are secure, safe, sustainable and compliant with the regulations.Source: Ir

ExxonMobil’s International Marine Transportation aims to produce another significant step change in preventing oil spills at sea through adding a new element that addresses the human element to the Tanker Management and Self Assessment (TMSA) programme.

In a keynote address to the International Chemical and Oil Pollution Conference and Exhibition (ICOPCE) in Singapore, Jonathan Evans, managing director, International Marine Transportation Singapore, Fuels and Lubricants, ExxonMobil, said: “We can see a significant improvement over the last 40 years but we are still having spills to water and any spill is one too many.”

Over the last 30 years pollution incidents had been reduced by the introduction of the double hull, the SIRE programme, the ISM Code and the introduction of TMSA. Evans noted that since the introduction of the TMSA programme there had been “a very productive period in reducing number of incidents over last 15 years, yet we still have the Sanchi incident”. The Sanchi collision with the CF Crystal last year left 32 dead and the loss of the vessel and its cargo.

“We all know human error is the area we need to address, we have good sound vessels and good  management systems and yet these incidents still continue to happen and when we look at them its human error in way over 75% of the cases,” he told the conference organized by the Maritime & Port Authority of Singapore (MPA).

To address the human element the company has been working over the last 12 – 18 months on a new element to be added to TMSA. A multi-disciplinary team of industrial psychologists, TMSA experts, and marine quality assurance experts was assembled and combined with industry consultation across both large and small fleets, as well as barges. “So we have a good perspective on what will work in the industry and finally we’ve added a peer review,” Evans said.

He said the key objectives of the element were to, “equip the leaders and staff on ship and ashore with the leadership and equipment knowledge, skills and commitment to perform at the highest level essential for safe, and efficient operations”. There are five pillars of successful operations covering

  • Leading and shaping the safety culture you want
  • Well executed tasks and procedures
  • Well designed equipment and controls
  • Skills to respond to emerging situations
  • Learning before and after things go wrong.

“This will be the responsibility of senior management to develop policies and plans to allocate resources in support of each one of these pillars,” Evans said.

Work on the new element was handed over to OCIMF last week with a plan to finalise it over the next 12 months for roll out to the industry.

Source: seatrade

October 20, 2020 TMSA 3

In spite of the fact that the techniques for safe navigation are well known, the safe navigation of a vessel still remains a challenge. It has been reported that more than 80% of shipping accidents have a non-technical cause; they are related rather to human error. The last Concentrated Inspection Campaign (CIC) on “Safety of Navigation” conducted by the Paris MoU in 2009 recorded that during 6331 inspections 1872 (30%) deficiencies were identified. In order to reduce navigational risks charterers recommend undertaking navigational audits.

Any accident or serious incident can have disastrous repercussions on a company’s reputation. According to the Swedish P&I club, over the past six years four major cases have produced abnormally high claims. These cases represented nearly 2 billion USD in P&I costs. Clearly, it is time for shipping to become much more risk-adverse. Research has shown that the top 25% of ships, ranked according to safety, are involved in only 7% of all accidents. This clearly demonstrates the significant potential for reducing the number of shipping accidents.

Navigation is an area under close review by risk assessment teams. Navigational audits are already a requirement of the Tanker Management and Self Assessment (TMSA) 3- Stage 4 and becoming more common in other trades, for example bulk carriers. Even though not a mandatory requirement, it is an element which speaks to a company’s operational quality as well as a tool to improve performance, not only in the tanker business but also in order to satisfy charterers’ requirements.

Navigational audits assess how the ship is handled by the crew, what kind of support is provided shoreside and can reveal important navigational and bridge management errors, which could potentially lead to a collision or grounding. Improvements to existing Safety Management Systems can also be identified through the auditing process.

What are the advantages of navigational audits?

  • Comply with charterers requirements (especially: Vetting, TMSA)
  • Learn from your and other people’s mistakes
  • Recognise that the human element plays a major role in the causation of accidents
  • Enable a safe and professional navigational culture
  • Use effective navigational audits to reduce overall risk
  • Take advantage of navigational audits to improve company procedures
  • Take advantage of navigational audits to improve training demands based on a gap analysis of crew skills and competences

Source: stagmarine

OCIMF’s TMSA 3 has now been released with changes in element 7 regarding software management a brand new element 13 which has Cybersecurity topics to be addressed for compliance.

Element 7 – Change management

Element 7 has a section regarding software management. This includes having procedures which could include:

  • Assigned responsibilities for software management including cyber security.
  • Records of all software installed including version numbers.
  • A method to ensure that the appropriate/latest version is installed.
  • Compatibility checks to ensure integration with existing systems.
  • Instructions for installation of updates.
  • Instructions for back-up where applicable.
  • Performance tests following software upgrades .
  • Training requirements

SOFTimpact can assist your company with reviewing existing procedures or creation of procedures on all of the above as well as recommending technologies which can be used to carry out reporting on software and versions installed across your fleet.

Element 13 – Cybersecurity

The newly introduced element 13 on security has a few sections on Cybersecurity for both vessels and onshore. This includes ensuring proper policies and procedures are in place, alongside guidance and mitigation techniques against Cyber attack.

Our Risk assessments allow your company to get a complete overview of risks faced and recommendations on how to migrate these with technology, education and implementation of correct policies & procedures

The second part focuses on Cybersecurity awareness and encouraging responsible behavior by both vessel and shore based personnel and any third parties.

SOFTimpact provides Maritime focused Cybersecurity training for both End Users Decision makers.


CYBERimpact as a product line of SOFTimpact specializing in Maritime Cybersecurity, helps Maritime companies address the Cyber Threat.

Source: cybersail

Based on our experience from Oil Majors’ Audits, we may offer a Full Compliance Solution against TMSA 3 requirements (depending always on the current status of TMSA 3 knowledge of your company’s personnel) which may consist of the following stages:


1. A GAP Analysis & Internal Audit will be performed which will mainly focus to the TMSA 3 actual implementation from your Office. A mapping among your current system implementation evidence and the TMSA 3 requirements shall be carried out and all gaps will be identified and recorded. The results are to be documented and based on the findings we shall provide you with:

  • Identification of any weak areas.
  • General recommendations and implementation instructions.
  • General strategic recommendations for improving the TMSA 3 implementation status.

Also, we will identify the non-satisfied KPI’s and we shall provide you with a summary of the items that need to be improved.

2. Relevant Guidance will be provided on actions needed to be taken from each company’s Department.


During this phase we will review your SMS and will proceed with the below actions:

  • Modification/ amendment of existing SMS Manuals and introduction of new procedures/ instructions/ forms as necessary to incorporate the TMSA 3 requirements based on your individual SMS and compliance needs.
  • Furthermore, we shall provide supplementary information where applicable for specific oil major requirements.
  • A final mapping of the revised SMS against TMSA 3 requirements will be delivered to your company.
  • During this service, we will review and compare the SMS against the new Vessel’s Inspection Questionnaire VIQ7 requirements. Such evaluation will identify gaps between the new VIQ7 and your current SMS.
  • Based on the findings above we shall proceed with the integration of new requirements into your SMS, so that the standards are met, as per above.
  • Based on the final SMS a clear and full mapping between the standards of VIQ7 and your SMS will be developed and documented. This will enable the prompt and clear documentation compliance during on board VIQ vetting inspection.


This course is provided in partnership with MICE Global of Singapore whose trainers are highly experienced experts in their field.

The TMSA was introduced within the tanker industry upon the occurrence of significant inconsistencies with the application of the ISM code across the industry. This led OCIMF to develop the Tanker Management Self-Assessment designed to bridge this gap and at the same time provide Companies with guidance to develop a sound Safety Management System.

To be effective, a management system needs to look beyond procedures. The company leadership/management should define the company’s values and aspirations and detail how the company intends to achieve the objectives of their stated policies. Management should provide adequate resources to ensure that the vessels are properly managed, crewed, operated and maintained. The management system should also include procedures which ensure that incidents and near misses are investigated to determine root causes, so that corrective and preventative actions can be implemented. There should be systems in place to analyse risk to ensure exposure to risk is considered at every level of management.

TMSA contains all of these elements and provides a structure to assist owners and operators to assess the effectiveness of their own safety management system with suitable tools to measure and improve aspects identified as being sub-standard or weak. The first edition of TMSA was originally intended for tankers of more than 500 GT, since those ships were subject to the requirements of the 1974 SOLAS Convention, and therefore the ISM Code. Four years of experience and comprehensive feedback from the oil industry brought about the publication of TMSA 2 in 2008. TMSA 2 was updated to widen its application to all tank vessels, irrespective of size. The third edition of TMSA (TMSA 3) was introduced in April 2017. TMSA 3 revised and updated all of the twelve existing elements and introduced a thirteenth – ‘Maritime Security’.

This course will provide an in-depth understanding of the TMSA which has enormous potential for operators of all vessel types and will identify how safety management can be improved by implementing key performance indicators, backed up by examples of industry best practice.

Source: admacademy

The Oil Companies International Marine Forum (OCIMF) has launched the third edition of its Tanker Management and Self Assessment (TMSA) programme and book. Widely used since 2004, the latest edition adopts the same familiar document structure as previous TMSA editions, but has been updated to provide clarity of wording, improve consistency of language, make conducting the self assessment easier and to promote continuous improvement.

What’s New

New in this third edition we have:

• Expanded best practice guidance to complement the KPIs.
• Revised best practice guidance to remove ambiguity and duplication.
• Streamlined and merged elements to improve consistency and make conducting the self-assessment easier.
• Removed the option to mark KPIs as not applicable.
• Introduced updated industry legislative requirements, including the Manila Amendments to the Maritime Labour Convention 2006, the Polar Code and the Ballast Water Management Convention.
• Revised Element 6 and 6A – Cargo, Ballast, Tank Cleaning, Bunkering, Mooring and Anchoring Operations, with additional KPIs and best practice guidance.
• Revised Element 10 – Environmental and Energy Management (previously Environmental Management) incorporating the OCIMF Energy Efficiency and Fuel Management paper that was a supplement to TMSA2.
• Added a new element; Element 13 – Maritime Security

TMSA 3 puts a focus on security issues faced by tanker vessels.

Elements 7 and 13 require every maritime company to have in place cyber security plans that consider the cybersecurity needs of vessels, on shore premises and the communication between them.

More specifically the cyber security plan should address cyber threats and mitigation measures, incident response procedures, management of change  and risk assessments.

Aspida’s cybersecurity consultants can assist shipmanagers to update their Cyber security plans to address and mitigate all cyber related risks efficiently while gaining market preference.

Source: cyber.aspida


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