International trade is the bellwether of the global economy; without trade there is no growth. Trade adds value: buy something somewhere for a dollar, spend another dollar to move it to market and sell it for three dollars – that’s a dollar made out of nothing. And the international maritime industry is the motor of that trade.
Older readers may remember seeing photos of New York harbour during the Great Depression of the 1930s, with every jetty along the Hudson occupied by an empty ship, with no cargo to load or discharge and nowhere to go. That means no earnings for shipowners, no work for longshoremen, no profits for traders and so on along the supply chain.
Today’s volatile geopolitical and economic environment is causing immense disruption in the maritime world –though at least (for now, anyway) there is still plenty of cargo moving. But not all cargo, and shipowners and investors are responding accordingly. The bulk carrier market is in disarray, with demand for coal declining as part of the response to climate change, and grain markets massively disrupted by the Russian invasion of Ukraine. Some analysts have suggested that the global bulk carrier fleet might even shrink this year, with few orders coming in and owners happy to let their older vessels go for demolition.
Container shipping is in turmoil too; the major lines made massive profits last year but may have gone too far: high ocean freight costs have prompted some shippers to move to alternative transport modes, where they can. The Port of Antwerp-Bruges, for example, has reported a sharp decline in container throughput so far this year.
Things are brighter in the liquid bulk trades. The chemical
tanker market has come back into balance and, with less competition from swing tonnage and firm demand from chemical shippers, rates have improved significantly, as Stolt Tankers’ latest financial figures (see page 26) ably illustrate. Some sectors of the LPG tanker market are also doing well, with rising rates across the board, except in the VLGC sector, where the prospect of booming business has led to an increase in new ship construction and, in the short term, an over-supply.
Doing best of all is the LNG sector, already supported by rising US exports and now benefitting from the rush by some European countries to replace Russian gas supplies with methane delivered by ship – and with the US the only supplier able to ramp up output at such short notice. It takes a long time to build a new LNG carrier, so those already in the water are enjoying astonishing freight rates right now.
The energy transition is also impacting shipping, with new concepts coming forward for alternative fuel propulsion and for the carriage of ammonia, methanol and hydrogen in bulk. That has also meant work for the regulators, with IMO pondering how best to adapt existing rules to fit the new ship designs (see page 52). That also means bulk liquids storage terminals will have to handle new products and new supply chains, while protecting themselves from the potential impact of a changing climate. As our report from this year’s TSA conference shows (see page 20), there will be a lot to do if terminals are to be ready to handle those trades.
But at least they still have cargo…
Peter Mackaywww.HYDERA.us
Fort Vale introduced the Liquid RAILTYT range in 2014 and was an immediate success - we have now launched the Gas RAILTYT range to complement it.
HYDERA is a full service depot servicing the needs of the Bulk Liquids Transportation Industry through the Charleston, South Carolina marketplace.
The large scale of our UK factory, coupled with the latest production technology, gives us an unrivalled manufacturing capacity allowing us to keep even the largest wagon builders in Europe supplied with a range of equipment that is a byword for innovation and reliability.
We provide the industry with comprehensive, safe, and reliable service offerings like Tank Cleaning, Heating, Repair, Maintenance, Storage, and Transportation to a wide variety of chemical and food grade customers.
Manufactured in stainless steel (anything less increases the likelihood of corrosion) ensures longevity of equipment whilst minimising down time and M&R costs. The Y-valves have a lockable handle function for security and safety, whilst they are bellows operated and are rated to a MAWP of 30Bar - higher than any others on the market - which means you can relax for the present, and the future.
HYDERA is strategically located at the Bushy Park industrial complex near Goose Creek, South Carolina. Bushy Park is a multi-tenant heavy industrial site with 24-hour security and close access to the expanding Charleston port system and highway infrastructure.
Safety, reliability and significantly increased flow rates - all with global support from Fort Vale. Not every company can do this. Not every company is Fort Vale.
FORT VALE. FOLLOW THE LEADER.
www.fortvale.com
UP FRONT
Letter from the Editor
30
Ago
Learning by Training
Drive, they
ECTA
Driving force
CBA
Meeting of minds
Lott
with CivaCommand
Steady the ship
Fort Vale
Pulling as one
A&R Logistics
The right
More work for
News bulletin
around the
Quantix
Bank the gains
Better results at Stolt Tankers 26
Keep it clean
Carbon capture aboard ship 27
News bulletin – tanker shipping 28
Save the date
GPCA meets in Riyadh 30
Conference diary 31
SAFETY
Incident Log 32
Unpack the box
Exis strong on technology 34
Let’s make this simple
Understanding the CTU Code 36
In the arena
Climate
News
Prepare for landing
Lots
changes agreed by UN experts 38
People get ready
What’s new in IATA DGR 49
Code crackers
IMO wrestles with new fuels 52
Not otherwise specified 56
Sustainability in supply chains
IMDG Code update
Marine insurance issues
What’s new in industrial packaging
IF WE REMEMBER anything about 1992 – other than the Barcelona Olympics, perhaps – it would be the Rio Earth Summit, where there had been an “almighty wrangle”, as HCB’s editor Mike Corkhill termed it, about how to deal with global warming. Would the imminent arrival of an avowed environmentalist as US vice-president enhance the chances of success? In the event, it made little difference and the earth’s atmosphere is still filling up with greenhouse gases thirty years later. But the Rio Earth Summit was the beginning of what we are seeing today: increasing environmental legislation and growing restrictions on those chemicals deemed harmful to humans and the environment at large. We are being called on to use alternative fuels, reduce energy consumption and minimise waste, although over the course of the last three decades the time spent working on those solutions to climate change has been vastly outweighed by the continuation of the wrangling. HCB’s November 1992 issue featured its usual lengthy reviews of recent regulatory meetings, starting with the UN Sub-committee of Experts’ sixth session, where the headline takeaway was that solids of Packing Group I would henceforth be allowed to be carried in IBCs. A large part of the report on that meeting was taken up with issues that had emanated from Rio de Janeiro, including a comprehensive programme of action for the environmentally sound management of chemicals; this led to the creation of the Globally Harmonised System (GHS) and a new UN Sub-committee, parallel to the transport body, to develop and look after it, although its first edition was not adopted until December 2002.
Returning to the topic of IBCs, an article by Vince Vitollo suggested that the US DOT’s HM-181 rulemaking, which had recently been published as a notice of proposed rulemaking, would on the one hand simplify matters for shippers by opening up the possibility of using different packagings, including all types of IBC. On the other hand, however, this would cause disharmony with some international provisions, particularly those in the IMDG Code. Moreover, the proposed requalification testing could lead to costly packagings being tested to destruction every year. There were, Vince said, more questions than answers so far, and he expected DOT would have a tough time to get an agreeable final rule together for publication in 1993.
An interesting illustration of how much times have changed in the past thirty years can be found in HCB’s annual review of the UK road tanker sector. As ever, this was accompanied by a listing of companies active in the sector, which ran to a page and included around 45 haulage firms. Today there are only a handful involved in the sector, and they have had to become a lot more professional in their operations if they are to find and keep business.
Some of their work was taken over by the growing tank container sector, which offered competition for cargo and some efficiency gains. However, running a tank container fleet was not all plain sailing. In November 1992 we reported that Taylor Minster Leasing was offering £500 for information that would help it find one of its tanks, last seen in Belfast but subsequently having vanished. Sadly, we do not know if it was ever recovered.
OUR MAN-MADE SOCIETY has been and currently is in entropy (disorder) because of an erroneous human perception. People separate information from the physical reality by force, because they perceive that this is the way they can achieve their objectives. People believe that by deception they can achieve their aims. This is impossible due to this law of physics: information deficit ≙ entropy.
People who oppose the current negatively interdependent paradigm (profit for some but at the cost of others) are shut up, stifled and censored. This suppression of information is not permitted by physics without causing entropy (disorder). Laws of physics cannot be broken nor escaped from by people. Linear enforcement of man-made systems in a non-linear, complex reality causes disorder and automatically renders enforced goals unattainable, due to the information deficit.
Goals that are dependent on the negation or denial of information are unreachable. Imposing them accelerates disorder (entropy) which usually results in damage (externalities).
This is the main cause of a perpetual entropic state of society. Natural systems survive because they are teleologically programmed to adhere to the natural criteria for survival - for which the processing of information (cognition) is fundamental. Man-made and natural systems that do not communicate, cannot learn and fall into disorder (disorganisation a.k.a. entropy).
We no longer have to ask: is it real, is it sustainable? We ask and intend to answer this question: can what people create and build remain functional without being or becoming harmful? Man-made systems versus natural systems. We have created two metaphysical equations to measure and map functionality of living systems.
The criteria needed to ensure non-harmful functionality can be
found in nature. Because information appears more fundamental than physics we intend to demonstrate that information is the life force that allows living systems to function in negentropy (order). The opposite, ‘entropy’ or disorder is caused by an information deficit: this can be information overload, lying, suppression, censorship, fake news or disinformation in the form of propaganda.
To measure and predict the probability of entropy and negentropy in man-made systems I will use the two equations, which have an unlimited application potential. When applied, social, living systems of communication (Luhmann) can reach maximum equilibrium and performance by feedback: this can be operating within the limitations of reality (realimiteit) and boundaries of functionality, in line with the teleological purpose of nature, which is survival and evolution.
The application potential is unlimited; every man-made system - including a shipping and transport company, a refinery, a marine storage tank terminal or a chemical production plant - can apply these equations to optimise their performance, reduce their risks, become ‘sustainable’ for the long term. It allows managers to ‘steer’ by information that is proactive, rather than ‘control’ by regulation (reactive). This approach will allow all man-made systems to thrive because it will give them access to measure and map the non-linear probabilities of their organisations. For our future it is essential to understand this.
This is the latest in a monthly series of articles by Arend van Campen, founder of TankTerminalTraining, who can be contacted at arendvc@ tankterminaltraining.com. More information on the company’s activities can be found at www.tankterminaltraining.com.
DRIVERS • INDUSTRY NEEDS TO TAKE POSITIVE ACTION IF THE PROBLEM OF FINDING ENOUGH DRIVERS TO MOVE ITS PRODUCT IS TO BE RESOLVED. ECTA HAS REITERATED ITS AMBITIONS
European Chemical Transport Association (ECTA) published a position paper on the driver shortage in June this year, highlighting the wasted hours drivers spend waiting to load or unload and calling for more flexibility from chemical shippers and receivers, as well as better conditions for drivers at their sites.
With little sign of any improvement in the supply of drivers, ECTA has now published a follow-up position paper, setting out in greater clarity what it feels the chemical industry as a whole needs to do to ensure the job of the driver is more attractive and productive.
As ECTA says, the driver shortage problem is not one that transport companies can solve on their own, because the working conditions of a chemical truck driver are mainly defined by the many loading and unloading touch points across Europe. These touch points are out of the control of transport companies and much tighter collaboration with all stakeholders along the logistics chain is required to resolve this driver shortage problem structurally.
ECTA also enumerates some of the reasons why drivers are leaving the profession and it is hard to find new recruits:
• Some 30 per cent of chemical truck shipments have a residence time of more than 3 hours at loading and unloading places
• The work/life balance of a chemical truck driver job is below average compared to other sectors
OF ALL THE challenges facing road transport companies in the current uncertain and volatile economic climate, none is more intractable than the difficulties being experienced in recruiting and attracting drivers. Europe as a whole is facing a shortfall of at least 200,000 drivers and is finding great problems in persuading young people to join the profession to replace the increasingly elderly cohort of existing drivers.
Some of the issues are well rehearsed. Driving, especially over the long distances needed for the transport of chemicals, can keep drivers away from home for days on end, which seems particularly unattractive to the young. There is also growing competition for drivers from parcel delivery firms, following the boom in
e-commerce over the pandemic period, where wage rates are good and work is local, meaning drivers can get home every evening.
In response, haulage firms in the chemical sector are doing what they can: offering better salaries, help with training, more comfortable vehicles, apprenticeship schemes and improved conditions all round. But they also need support – there are constant calls for governments to provide secure and comfortable rest areas and more could be done to reduce congestion on the roads, which causes delay and frustration.
Some believe that the chemical industry also has to look at itself if it is to help its logistics partners provide the manpower needed to keep their goods moving. The
• Truck drivers are not only confronted with very strict loading/unloading procedures at sites, these are often inconsistent and contradictory, leading to discussions with site operators
• Truck drivers are forced to wait due to inflexible time slots or short opening hours
• The overall truck driver’s infrastructure could be much improved and should be made gender-friendly
• There is an increasing gap in understanding between the people operating the loading/unloading site and the people making contractual commitments
• Not all chemical truck drivers are considered a valuable and scarce resource that should be treated with respect. Industry
also needs to prepare all stakeholders to be open to female drivers.
To overcome these obvious issues, ECTA is recommending that loading and unloading sites revise and extend their opening hours, take responsibility for the outsourcing of site operations, create flexibility in booking time slots, adapt site inventory level requirements, handle drivers with more respect and support initiatives for digital gate registration.
The focus of ECTA’s collaborative action plan is built around the loading and unloading sites. This plan has four elements: 1. An ECTA tool will be created in the coming months to provide chemical drivers with the possibility to register data about
loading and unloading sites in Europe. These data will be used to identify the best and worst in class. Specific attention is given to the problem of unacceptable delays at loading and unloading sites.
2. The daily job of a chemical truck driver is not well understood by all stakeholders. ECTA will define a communication plan and strategy to communicate more about the positive aspects of being a chemical truck driver while promoting industry best practices.
3. ECTA will communicate the factual findings described in the first element to individual chemical stakeholders. Summaries of the findings will also be shared with all ECTA members and – through social media –with the professional public.
4. ECTA will actively support chemical
producers in their efforts to implement structural improvements and to bring down the waiting times outside the gate and on the premises of loading and unloading sites. ECTA further expects that individual chemical companies take responsibility for communication and improvement towards the companies to which loading and/or unloading activities are contracted out.
ECTA is appealing for participation from all stakeholders in this effort, which aims to improve the image of the driving job and boost productivity. The Association says: “The driver shortage problem is a big industry opportunity where each of the chemical stakeholders needs to take responsibility and consider truck drivers as a very valuable and scarce resource.” www.ecta.com
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THE CHEMICAL INDUSTRY in the UK directly employs some 100,000 people and more than 200,000 others indirectly. With a turnover in excess of £73b annually it is a major contributor to the UK economy. In recent years, however, this vibrant and vital sector has faced several unprecedented challenges, the consequences of which have been far-reaching.
Besides dealing with the global pandemic, which saw businesses across all sectors have to dramatically change their operations, the chemical supply chain has faced huge price increases in the cost of moving freight. Both road freight and container costs have increased dramatically, driven by factors such as rapidly increasing fuel costs and fluctuating volumes.
Supplies from Russia have been severely curtailed due to the sanctions placed on the country, while production in Ukraine is understandably impeded. Transport has also been affected, not just in the ports as has been widely reported, but in less obvious ways. For example, many Eastern European truck fleets have significant numbers of heavy goods vehicle (HGV) drivers who are Ukrainian nationals – as much as 40 per cent in some cases – many of whom returned to Ukraine to defend their country.
As a result, supplies of key chemical components, many of which have evolved to rely on the ability to operate on a ‘just-in-time’ basis, have now become erratic, with consequences for the manufacturing and process industries as well as downstream
users. This is a critical issue not only for the affected industries, but also for the wider UK and global economy.
In addition, industry in the UK has had to face the consequences of Brexit. Considering that the EU is the destination for 60 per cent of the UK’s chemical exports and the source of 70 per cent of its chemical imports, these have been extensive.
Companies were effectively given only a few days from the signing of the Trade and Cooperation agreement in which to understand and implement new systems and accommodate new customs formalities and procedures. This came with an immediate administrative cost, with countless companies not having the resources in place to meet the deadline.
Two years down the line, most companies have adapted to the changes. For some, this meant opening separate EU entities or even migrating their entire operations to the EU due to factors such as ‘Rules of Origin’ that now hinder or prevent them from using the UK as a trading hub between the EU and rest of the world, something which was previously a significant benefit to UK chemical distributors.
All these disruptions have combined to slow down or create barriers to the movement of goods and delays in manufacture. What’s more, factors such as UK REACH and divergence between EU and UK regulations mean chemicals currently used in the UK may be prohibited or simply become commercially unviable in the EU. This could result in serious manufacturing challenges or even the non-availability of products down the line.
The Chemical Business Association (CBA) is ideally placed to assist and support members during these turbulent times and the members Helpdesk has seen record levels of demand. The association employs industryexperienced staff with expertise in all aspects of the chemical supply chain and has established long-term, effective working relationships with government, regulators and legislators, playing an influential and key advisory role in policymaking. It has also been
ASSOCIATION • TIM DOGGETT (ABOVE), CEO OF THE CHEMICAL BUSINESS ASSOCIATION, EXPLAINS CBA’S ROLE IN HELPING ITS MEMBERS NAVIGATE A WAY THROUGH RECENT SUPPLY CHAIN DISRUPTIONS
supporting its members with industry-specific workshops, training, online consultations and one-to-one advice. Members are supported and advised on a wide range of topics that are important to the industry, including UK REACH.
One area of importance for CBA is proactively supporting and improving the safety performance of all stakeholders in the chemical supply chain. To this end, it provides on-site compliance checks and training across a wide range of regulatory and compliance matters, including Control of Major Accident Hazards (COMAH), Spill Response, Control of Substances Hazardous to Health (COSHH), and the Carriage of Dangerous Goods by Road (CDG) Regulations. Additionally, it offers Dangerous Goods Safety Adviser (DGSA) training through its own in-house DGSAs.
Besides being part of the Health and Safety Executive’s (HSE) COMAH Strategic Forum, it also has its own dedicated COMAH Safety Leadership Forum, which shares information, experiences, and best practice with its members. This is not just limited to the UK, with CBA having extensive interaction with overseas governments and national authorities, while additionally engaging with groups such as the Organisation for the Prohibition of Chemical Weapons (OPCW) and the Group of Seven (G7) to share best practice and knowledge globally.
CBA is also leading efforts to help the chemical supply chain become more sustainable. For almost thirty years, it has been actively involved with the Responsible Care (RC) programme, a global, voluntary initiative by the chemical industry which provides an ethical framework for the safe and sustainable use and handling of chemical products.
It has also produced guidance on climate change in partnership with the Chemical Industries Association (CIA) and the NonFerrous Alliance (NFA) and, in association with other organisations, developed new waste packaging supplementary guidance within the scope of the European Waste Framework Directive. This includes a
structured approach to developing a climate change risk assessment and action plan for all businesses.
Additionally, several CBA staff have been certified as being ‘Carbon Literate’ and the association now offers Carbon Literacy training to its members. The certified training, which provides insight to help individuals and companies make informed choices to reduce their carbon impact, enables members to roll out Carbon Literacy to their organisations.
Despite the vital role the chemical industry plays, it has faced increased difficulty in employing sufficient numbers of skilled workers. This can generally be attributed to three reasons: the impending retirement of experienced employees; skills shortages among the generation that will replace retirees; and the perceived unpopularity of the industry as an employer of choice.
CBA has launched various initiatives aimed at getting the younger generation interested and involved in the chemical supply chain industry. In 2019, the association introduced the Young Person’s Award with the goal of recognising excellence within the chemical
supply chain. It also established a Future Council whose aims are to not only provide a support and mentoring network for those who have recently joined the industry, but also to raise the profile of the chemical supply chain industry and highlight the diversity of careers within the sector, especially at schools and universities.
One programme launched specifically to encourage young people to engage with the logistics sector is Generation Logistics, an industry-led campaign aimed at bringing industry together, shifting perceptions, and encouraging the next generation to pursue a career in logistics through the multiple and diverse opportunities it has to offer. As an official partner, CBA is proud to be playing a leading role in promoting this programme, which is a great example of boosting awareness and engagement.
The chemical supply chain industry has always been resilient and, despite ongoing disruptions, it remains a vital sector for the UK economy and for society. With a century of experience behind it, CBA will continue to evolve and adapt to offer its members steadfast support during uncertain times. www.chemical.org.uk
DROPPING THE WRONG product into the wrong tank is a simple but costly mistake.
As Michael Lott, fleet transport supervisor at Louisiana-based fuel distributor Lott Oil, explains: “When a cross-drop does occur, it is a pain to get the fuel out of the tank and it’s a pain if someone gets bad fuel in their car, then we have to pay to fix the vehicle. Overall, rectifying a cross-drop is just a very costly and frustrating process.”
Preventing cross-drops is, therefore, one of the key tasks for Michael Lott, grandson of Luther Lott Sr, who founded the firm in the
early 1960s. But it is just one task among many and, with a fleet of 22 vehicles to manage, operating from eight distribution centres in the state, there is a lot for Lott to oversee.
Michael Lott was aware that there are systems available to help avoid cross-drops. “We had been using a manual system –manually dispatched, manually monitored – to track our deliveries, but we wanted to create another fail-safe to prevent cross-drops at gas stations,” he says.
Fortunately for him, he attended a trade show earlier this year and bumped into Scott
Mehlman, strategic products sales manager for Civacon, who was able to offer the perfect solution: the CivaCommand Smart Tank System. This is, Civacon says, the only solution on the market for petroleum trailers that uses expandable, advanced digital technology to control the loading and unloading process, helping fleets streamline their fuel deliveries and reduce costly mistakes.
CivaCommand is a highly engineered, easy-to-use solution that consolidates access to the different control systems on the delivery trailer – including cross-drop prevention, fuel-retain notifications, overfill-prevention monitoring, pneumatic (air pressure) control, security, electronic product-grade indicators (PGIs), troubleshooting and usage history.
“Our mechanic was very interested in how it could prevent cross-drops, so we looking at it in detail and saw that it was something we could afford to try,” says Michael Lott. “We were also really interested in the system’s ability to produce a retain notification so that, before the driver leaves the fuel site, he will know for sure if anything remains in that fuel compartment.
Lott Oil had just bought two new trailers, so chose to outfit them with the CivaCommand system in late April. In the first few weeks of using CivaCommand, it received rave reviews from the company’s drivers.
“The drivers were a little apprehensive at first, but after doing the training with Scott and his team they got really comfortable with it,” says Michael Lott. “When you’ve been doing something for ten-plus years, no matter what it is, you might be sceptical at first, but so far there have been no complaints; they’ve taken to it really fast.”
Lott Oil has eased into the use of CivaCommand with the two trailers delivering two loads, or a total of 32,000 gallons (121,000 litres) a day, but Lott foresees a day in the not-too-distant future when Lott Oil’s entire fleet will be outfitted with the CivaCommand system. www.opwglobal.com/civacon lottoil.com
CROSSOVER PROTECTION • CIVACON’S CIVACOMMAND SYSTEM IS FINDING SOME VERY SATISFIED USERS, AS FUEL DISTRIBUTOR LOTT OIL HAS BEEN DISCOVERING
has now become
We are excited to announce that
GLOBAL TRADING CONDITIONS have been under considerable pressure over the last few years, firstly with the Covid outbreak and its associated impact on logistics, and latterly with the possibility of a global economic downturn due to the events in eastern Europe and accompanying pressure on energy prices. As such, it has been an interesting year - and
not without its challenges - but Fort Vale has continued to develop and invest in order to support our existing customers, as well as accommodating growth due to the new customers and orders we have received.
Fort Vale is a global operation and we are continually looking at ways to improve service and supply to our customer base. For example, in our UK headquarters near Burnley we have completed a state-of-the-art semi-automated warehouse that utilises software integration from the main manufacturing facility nearby. This improves efficiency and creates greater flexibility with regard to storage solutions, as well as
servicing the needs of our UK webshop for spare parts.
Our European operation has also seen change in the last 12 months, with our longstanding managing director at Fort Vale BV, Terry Clough, retiring in August after 34 years with the company. His technical expertise, loyalty and dedication led to continuous business growth and established our Netherlands operation as the powerhouse it is today. His role in pushing Fort Vale to develop a range of products suitable for the European rail market also helped us become a globally established supplier to the industry. Terry has been replaced by Ton Stam, who has more than 18 years’ experience at Fort Vale. Ton is well known among our customers and over the last three years has been helping develop business across the tank container, rail and road transport sectors. We have continued to invest in staff training, but our most exciting development is the news that our EU webshop is expected to go live before the end of the year - this should make ordering for Fort Vale parts easier for customers, and create efficiencies in the office that will allow sales staff to spend more time on the road, meeting with customers and developing long term relationships.
Over in America, Rosemary Muellner (vice-president of Fort Vale Inc) and her team are engaged in a full redevelopment of the office space and warehousing facility in Houston. This significant investment by Fort Vale includes the installation of solar power and other innovative warehouse technology to improve efficiency and offer even better customer support. Our rapid growth in the US markets for rail, road and ISO tank equipment has enabled us to commit to this and should keep our customers and markets serviced for many years to come!
Moving down under, Fort Vale Australia was set up in 2017 and is led by the redoubtable Wayne Mildenhall. The year-on-year growth of the business allowed us to invest in a new warehouse and office facility in Darra, Queensland during 2021, while the expansion allowed us to hold more stock on the ground
EQUIPMENT • GRAHAM BLANCHARD, FORT VALE’S HEAD OF GLOBAL SALES & MARKETING, EXPLAINS WHY MAINTAINING GROWTH WILL BE AN IMPORTANT ASSET OVER THE COMING YEAR
FORT VALE’S NEW HEADQUARTERS WAREHOUSE HAS BEEN DESIGNED TO HELP THE COMPANY COPE WITH INCREASED DEMAND FOR ITS EQUIPMENT FROM REGIONAL CUSTOMERS
and keep more customers’ equipment in service. Interestingly, when clients mentioned that their tanker fleets in the southern hemisphere were travelling long distances to deliver fuel, but were frequently unable to refill their tanks for the return journey because of the danger of chemical corrosion, we were able to develop a solution. As a result, Fort Vale has just launched a 4-inch stainless steel API adaptor to allow for flexible product loading and increased corrosion resistance. Wayne understands that the best way to keep a client happy is to listen to them and offer them solutions to their problems!
Our Chinese manufacturing facility in Shanghai is an important site within the Fort
Vale group. Set up in 2002, it specialises in supporting the major Chinese tank container manufacturers. Fort Vale Shanghai offers manufacturing, warehousing, sales and technical support locally to our expanding customer base and current investment plans involve automation solutions within manufacturing processes, as well as solar installations as part of our global roll-out of energy efficiency measures.
Similarly, our Singapore operation has a small but effective team within a very important transport hub for the tank container industry. Their expert knowledge allows us to offer customers excellent service whilst servicing the spares market from our warehouse and, as such, Singapore will be one of the next sites to benefit from the
webshop software currently being rolled out across the group.
All of this shows that, while it is important to develop and bring new products to market, it is just as important to maintain and improve existing supply structures within the company as a whole. We are a global company, and therefore have to implement our changes globally, improving services and supplies to our customer base. Steady growth is an important and crucial factor in Fort Vale’s development as a global concern - and has been for the 55 years of our existence - but sometimes the changes that make the most difference happen just below the surface. Our clients’ future success will be supported by the development of ours - and that’s the way it should be. www.fortvale.com
QUANTIX, A LEADING supply chain service provider for the North American chemical industry, has acquired G&W Tanks, which offers tank container transport, repair, storage, cleaning and loading services from locations in Charleston, South Carolina and Savannah, Georgia. The acquisition reinforces Quantix’s presence in the south-eastern US and is the latest in a series of acquisitions since the company was acquired by Wind Point Partners in 2019, each designed to strengthen the Quantix fleet of specialised assets.
“G&W is a terrific addition to the Quantix family of companies, and we congratulate owners Tom Oppold and Tracy Earp on the strong business they have built,” says Chris Ball, president/CEO of Quantix. “The company’s culture aligns well with the Quantix approach to customer service and our vision for continued expansion, including aggressive growth of the ISO tank container market which holds tremendous opportunity for our business.”
“G&W Tanks has meant a great deal to me and Tracy over these past ten years, and we know that the company will be in great hands
with Quantix,” says Tom Oppold, president/ CEO of G&W Tanks. “Quantix embodies everything that we want for the future of G&W Tanks, and we look forward to the next chapter of G&W’s story.”
Konrad Salaber, managing director at Wind Point, comments: “Strengthening our southeast presence and ISO tank offerings are key steps within the Quantix value creation plan. Tom, Tracy, and their team have created an outstanding operation, and this combination comes with great upside for Quantix, G&W, and our collective customers and employees.”
Wind Point Partners acquired Quantix, formerly knowns as A&R Logistics, in 2019 in partnership with board Co-Chair Mark Holden, a veteran logistics executive who served as CEO of Quantix from 2012 until his planned retirement in 2021. Chris Ball, a member of the Quantix leadership team since 2016 with more than 25 years of experience in the supply chain and logistics industry, was promoted
from president to president/CEO in 2021.
G&W represents the eighth acquisition for Quantix under Wind Point’s ownership. The last deal involved the acquisition in December 2021 of Delaware Express, a provider of dry and liquid bulk transport services in the mid-Atlantic region, headquartered in Elkton, Maryland.
Since 2019, Quantix has grown rapidly, which was acknowledged by the launch of a new divisional strategy this past May, designed to meet the unique challenges of the chemical supply chain. The six divisions are: transport (dry and liquid bulk, dry van and drayage); 3PL solutions; distribution centres; export and import packaging facilities, on both the Atlantic and Gulf coasts; enhanced services, including in-plant management and resin enhancement; and EcoRecovery, which ensures waste products from production are recovered and disposed of properly.
This came after the rebranding of A&R Logistics as Quantix in September 2021, bringing other group families under the same brand and retiring other brands. Announcing the organisational change, Chris Ball said: “Our A&R roots and dedication to our chemical customers go back over 50 years. Now, moving as one integrated company, we are Quantix. With our combined resources and talents, we need a new structure to address the industry-specific challenges we see every day that we believe no one is better suited to handle than us.”
quantixscs.com
DIGITALISATION • NEXXIOT CONTINUES TO EXPAND ITS CLIENT BASE, WITH A NEW PARTNERSHIP IN POLAND AND A GLOBAL SAP-ENABLED PLATFORM TO SIMPLIFY THE CARGO INSURANCE BUSINESS
In North America, meanwhile, Nexxiot has been selected by NTT Data as the preferred IoT solution provider for Connected Product, a global cargo tracking solution developed by NTT Data and SAP to improve insurance management in global supply chains. The system will deploy Nexxiot’s Cargo Monitor sensor device to provide monitoring and tracking of shipping containers. NTT Data intends to deploy more than 600,000 Cargo Monitor devices over the next five years.
CHEMET, A POLAND-BASED manufacturer of pressure vessels and tanks, has announced a partnership with Nexxiot to digitalise its rail tank car products. Chemet will integrate Nexxiot’s Asset Intelligence technology into newly manufactured rail tank cars, giving its clients access to the real-time location of equipped tank cars, monitor total mileage and shocks, and receive notifications if the tank experiences significant temperature changes. Nexxiot’s sensors and data analytics also provide advance notice of adverse conditions, preventing greater damage and losses.
“Our customers have expressed an increased desire for digitalisation and we want to ensure that their needs are being met,” says Bartosz Urbaniak, commercial operations director of Chemet. “Partnering with Nexxiot allows Chemet to offer fully digitalised tank cars and eliminates the need for our customers to undergo the rigorous
process of identifying, mounting and coordinating the rollout of new technology themselves. Chemet manufactures the safest railway tank cars available today, and with the addition of Nexxiot’s technology, our customers will benefit from smarter and safer tank cars that are rail-ready right off the manufacturing line.”
Chemet produces up to 500 complete tank cars per year and up to 1,000 tanks for the railway industry for the transport of LPG, ammonia and other gaseous chemicals; its client list includes Ermewa, Aretz and GATX Europe. It has operations both at Tarnowskie Góry in Poland and in France.
“We want to celebrate Chemet’s bold move to fully digitalise their manufactured tank cars,” says Stefan Kalmund, CEO of Nexxiot. “The deployment is an important step in the digitalisation of tanks and sets an example for the industry to aspire to.”
As the global value chain becomes increasingly complex and is threatened by numerous sources of disruption, cargo losses due to inadequate shipping conditions are a growing problem. Pinpointing the cause of damages to cargo in transit is almost impossible without real-time data on the location, status and environmental conditions of goods in transit. Connected Product seeks to solve this challenge by connecting with IoT devices to monitor fragile and environmentally sensitive cargo. By enabling end-to-end, real-time monitoring of transport conditions, Cargo Monitor tracks variables that could affect a shipment. The collected data can be configured through Connected Product to automatically trigger and execute insurance policies if goods are not transported under certain pre-defined conditions.
“Nexxiot is pleased to partner with NTT Data on their groundbreaking Connected Product solution,” says Kalmund. “By connecting real-time monitoring with automated cargo insurance payments, this initiative clearly demonstrates yet another benefit of the TradeTech revolution. The digitalisation of cargo not only creates enhanced visibility and transparency; the sky is the limit in terms of the value Nexxiot’s IoT technology can create for all players in the global value network.”
A pilot Connected Product programme ran from March to August this year, using 500 Cargo Monitor devices to track 400 live shipments around the world, covering more than 5m km. nexxiot.com
With
Logistics Services include:
Depot
Dunavant has expanded its footprint in US-Mexico cross-border operations with an agreement to take on additional warehousing space in Laredo, Texas (right). The unit is described as hazmat-capable and C-TPAT approved, offering 2,000 pallet slots and 58 dock doors. Memphis-based Dunavant already has a major presence in Texas, where 105 of its total 240 employees are based.
“Dunavant’s advancing US Mexico Cross Border activity has positioned us well to continue serving customers who are utilising nearshoring opportunities in the supply chain,” says Johnny Araiza, vice-president Mexico and Cross Border & Mexico Operations at Dunavant.
www.dunavant.com
Talke has opened a new Business & Transportation Center (BTC) at its site near Houston, Texas. The BTC will allow for efficient and professional maintenance of Talke’s state-of-art transport fleet, under highest safety standards. It also houses back-office and HR departments.
“The opening of Talke USA’s BTC is a milestone in our development in the United States and serves as a basis for the high safety and quality standards Talke provides to its global and local customers,” says Richard Heath, president/CEO of Talke USA. “We are very happy to be increasing our presence in the Mont Belvieu community and in the wider Houston region.” www.talke.com
US Container Depot is expanding its two sites in Savannah, Georgia and Newark, New Jersey to increase capacity and enhance safety in the handling of tank containers. The company has
acquired additional land in Savannah to allow for the staging and parking of tractors and chassis as well as more storage for empty containers and a tank container maintenance and repair unit. The new space will more than double storage capacity to some 2,250 units.
At the Newark facility, work is concentrating on the installation of a fully enclosed loaded container pad for secondary containment, which will eliminate vehicle traffic in the storage area. While this will reduce the number of containers it can store, it is designed to provide a safer and more secure area. uscontainerdepot.com
DHL Global Forwarding has opened a new transhipment hub and head office in Johannesburg, South Africa. The sustainable, primarily solar-powered complex is located in the Sky Park Industrial Estate, providing easy access to OR Tambo International Airport. The facility has temperature-controlled chambers and is staffed with GDP-trained personnel to cater to the needs of southern Africa’s rapidly expanding life science and healthcare (LSH) sector.
“A new facility in Johannesburg is a natural next step in our efforts to support economic growth and accelerate the pace of supply chain transformation undergoing in South Africa. This facility expands global connections to Africa, ensuring that sectors like LSH can operate smoothly, access an efficient and reliable logistics network, and continue to grow,” says Clement Blanc, CEO of DHL Global Forwarding for South Africa and sub-Saharan Africa. “We are excited to be able to transport both time- and temperaturesensitive pharmaceutical goods and health products, among other services.”
www.dhl.com
Mercian Logistics, a subsidiary of Cathay Investments, has joined the ADR pallet specialist Hazchem Network, handling the delivery and collection of pallets and parcels in parts of Gloucestershire and Herefordshire, UK.
“With a portfolio of businesses in the chemical industry it makes sense that we joined with The Hazchem Network to streamline our delivery operations for our customers and to
become a part of the professional transport businesses that make up the network in the UK. With a reputation for excellence, it was an easy decision for us and with the support of the team at Hazchem we have been able to prepare for the launch date with confidence,” says Gordon Flannery of Cathay Investments. mercian.co.uk
GATX Corp has signed a long-term railcar supply agreement with Trinity Industries, stretching out to 2028. GATX has committed to taking delivery of 6,000 tank cars from Trinity, at a rate of 1,200 per year from 2024 to 2028; it will also take another 9,000 railcars, a mix of freight and tank cars, at a rate of 1,500 per year under a schedule to be determined.
“This agreement provides GATX with guaranteed access to high-quality, modern and cost-advantaged railcars in North America,” says Robert C Lyons, president/CEO of GATX. “With our existing supply agreements scheduled to expire at the end of 2023, this is an opportune time to establish a new agreement with Trinity, a proven supplier to GATX. We now have long-term access to a wide range of car types, enabling us to continue serving our large and diverse customer base. We expect this order will cover our base fleet reinvestment needs in North America through 2028, and we will continue to pursue additional attractive investment opportunities in the new and secondary railcar markets.”
Elsewhere, GATX subsidiaries GATX Rail Europe and Trifleet have developed a safe and efficient method for transporting LNG in bulk, using GATX railcars and Trifleet tank containers. The system will allow customers to move up to 750 tonnes of LNG per block train. The need to move LNG in volume is becoming more urgent, especially in Germany, which is investing in new LNG import terminals to diversify away from Russian gas supplies. “In
the race to diversify energy sources and move toward more sustainable sources altogether, the only option left for the transport industry is to move in-step with upgraded and sustainably functional operations,” says GATX. www.gatx.com gatx.eu
Bahri has signed an MoU with National Gas & Industrialisation Co (Gasco), a leading provider of LPG services in Saudi Arabia, with a view to exploring cooperative means to establish a company that provides land transport and logistics services to enhance the LPG distribution network within the Kingdom.
“The signing of this agreement with Gasco marks the next step in our journey to deliver world-class logistics services to our valued client and partners,” says Soror Basalom, president of Bahri Logistics. “Leveraging the expertise of both of our companies, we are delighted to begin forming a company that will provide industry-leading services and embodies operational excellence. We look forward to
establishing a company that can provide great services to our clients, advance Saudi Arabia’s long-term economic growth and contribute to the objectives of Vision 2030.”
www.bahri.sa
Wibax has taken its first electric truck into service, following the launch of the Scania unit at the start of this year. The ADR-approved truck has a gross weight capacity of 64 tonnes and has a range of 100 km per charge, enough to cover the route between the Wibax facility in Piteå and Skellefteå. A fully loaded test run, completed recently, showed there was plenty of power to do the trip.
“This is Wibax’ fist electric truck, but we are planning to invest in more such trucks in 2023. Our aim is to become leading in the field of fossil-free logistics, and our goal is to have a vehicle fleet that is 80 per cent fossil fuel free by 2030, meaning that electric trucks will have a role to play,” explains Jonas Wiklund, CEO of the Wibax Group.
www.wibax.com
A LOT HAS happened since HCB’s editor, Peter Mackay, was last invited to chair the Tank Storage Association’s (TSA) annual conference in Coventry. The venue remains the same but has a new name; its former tenants, Coventry City FC, have moved back in and the rugby club that has been sharing the ground, Wasps RFC, is now in administration.
But some things remain very much the same and this year’s event, held on 22 September, drew a large crowd – TSA had had to close registration a few days before – who were presented with a vibrant exhibition area (also fully booked) and an engaging and highly relevant selection of presentations.
Furthermore, the Covid pandemic is still with us and the UK was at the time still in ‘drought’ conditions. At the same time, industry is facing painfully high fuel costs,
labour shortages and inflation across the board. Bulk liquid storage operators have got to deal with all that while at the same time helping meet the oncoming energy transition and enable the move to decarbonised fuels. There was a clear feeling that storage companies have a major role in all this and must be pro-active, contributing to shaping the energy environment of the next decades.
After welcoming delegates, TSA president Adrian Jackson, chief executive of the Oil and Pipelines Agency (OPA), handed over to Michel Rademaker and Irina Patrahau, respectively deputy director and strategic analyst at the Hague Centre for Strategic Studies, who gave a joint keynote presentation on the role of tank storage in the European energy transition.
Patrahau gave a succinct summary of the current oil market: Europe is shifting away from Russian oil and, while new markets for these volumes are opening up in China and India, they will not be able to take it all. Venezuela and Iran both remain under US-led sanctions, while Libya, Nigeria, Angola and Iraq are struggling to increase output. That leaves the US in a position of being the major supplier of crude oil on world markets.
Over the remainder of this decade, a key consideration will be balancing fossil fuel supply with renewable energies. Investment by storage companies will be key, Patrahau said – a lack of action might lead to the loss of their licence to operate. While there remains a strategic need to store crude oil, refined products and natural gas for security of supply, over the longer term there will be a decline in the demand for storage of crude oil, gasoline, diesel and gasoil.
By 2050, the US and Europe aim to become carbon-neutral; to do this, Europe will need to secure supplies of new fuels and technologies. China, Morocco, Egypt, Australia and other countries, with relatively cheap solar power potential, are expected to become the main sources of green hydrogen. For storage terminals, that will mean the retrofitting of existing natural gas infrastructure to be able to handle compressed hydrogen and further investment in liquefied hydrogen storage and handling capacity.
The aviation industry is also facing change and some suppliers are already providing sustainable aviation fuel (SAF). But, said Debnath Pal, consultancy director at Stopford, that will be just one element of achieving net-zero by 2050 in the sector. Bio-SAF and synthetic SAF (produced by power-to-liquid) will provide the majority of the solution but there will also need to be efficiency gains, carbon offsets and insets, and, perhaps, the use of hydrogen or electric power.
Changing regulations and incentives will be needed to enable rapid uptake of SAF, Pal said, but more process routes are needed and the cost premium must be addressed. Dan Brain, director of supply operations, EMEA for aviation at World Fuel Services, gave a detailed picture of the current supply situation for SAF in Europe. There are only three
CONFERENCE REPORT • TSA’S ANNUAL CONFERENCE ATTRACTED A BIG AUDIENCE, KEEN TO HEAR HOW THEY ARE GOING TO HAVE TO SHAPE THE NEW DECARBONISED WORLD AND HOW TSA CAN HELP
production plants currently in operation and two of those are owned by oil majors with a closed market. He described the availability of SAF on the open market as “super-tight”, with lots of proposals out there but few final investment decisions being made. The picture is the same elsewhere in the world, Brain reported.
Even so, if all those proposed SAF production plants go ahead, they will only be able to supply around 2 per cent of jet fuel needs. SAF producers need legislators to commit to the transition and to provide support for investment. At present that commitment is not joined up. For instance, France mandates the use of 1 per cent SAF by volume but the only supply point is at Gent in Belgium, so delivering that fuel adds thousands of road miles. France also demands segregated storage for SAF, which leads to a need for more investment in tankage and supply systems.
TSA supports its members in many ways and one of these is through consistent dialogue
with the national authorities that have responsibility over the tank storage sector. Those bodies – principally the Health & Safety Executive (HSE) and Environment Agency (EA) – respond by regularly appearing on the podium at TSA’s annual conference and this year was no exception.
Jane Lassey, director of HSE’s Chemicals, Explosives & Microbiological Hazards Division, returned the compliment, noting that those working in the hydrocarbons sector have mature technology, established processes, knowledge and competence; they have a great grasp of safety issues, risks, standards and the regulatory framework; and the public –more or less – accepts the risks. There is clearly a need to attract a new cohort of competent young people to carry on this pattern, Lassey noted – though this is a problem HSE itself and other agencies are facing.
All this has led over the years to a great deal of certainty and confidence in the market, meaning that investment has been available to continue on that path. However, while it will be a while before it gets here, the post-
hydrocarbon world is looking very different. The future is beset by uncertainty, with multiple technologies competing for business and a lack of regulatory framework. That may mean that investment will be harder to come by.
Regulators know they have an enabling role in the energy transition, Lassey said, but HSE also knows it does not have all the answers (which is why it is keen to work with industry).
It will, though, be putting time and effort into research. But it is clear, Lassey added that, “how we regulate now may not be appropriate to new technologies”.
HSE is now evaluating the current regulatory framework to see if it will be fit for purpose in the new decarbonised landscape and, if not, what changes might be needed.
Lassey is aware that a consistent approach across government is needed, while conceding that this is not always easy to achieve. Industry can help, she said: “Talk to your regulators! And talk to them early! We will need to work together on risk control when it comes to new technology.” In the meantime, though, operators should not forget to maintain their existing assets.
One issue facing regulators is that the energy transition is already attracting new operators to the sector, which are either repurposing existing facilities or building new plants from scratch. Some of these may have a limited understanding of process safety and HSE will need to manage them more closely.
Lassey promised that HSE will take the same approach to new technologies in terms of risk assessment and control as it does to existing technologies, although it will be looking for new data. Ultimately, as ever, success in ensuring safety will be down to executive management being engaged.
Climate change is certainly high on the EA’s agenda but it is taking a pragmatic approach to change, concentrating on how industry and society will need to adapt and how best to mitigate its effects. That means creating a net-zero nation while protecting the environment and allowing sustainable growth.
Judy Proctor, deputy director for radioactive substances and industry regulation at EA,
aimed to show delegates that they need to do now to protect themselves and their businesses. “The more we can do together, the better we can protect your business,” she said.
The COMAH Strategic Forum (CSF) has established a Net Zero Group, chaired by EA, with input from HSE, industry and other stakeholders, which is looking at major accident hazards and the additional risks posed as a result of climate change and the energy transition. This will product a report on the potential challenges and opportunities of the net-zero transition and the risks they may create at operating facilities.
EA and other government agencies are already providing guidance on coping with the energy transition and Proctor called on the audience to provide feedback on that guidance so EA can gauge whether it is useful and appropriate and whether improvements can be made.
One particular challenge for regulators and for industry is that things are moving at pace. “Our thinking needs to change faster than the climate,” Proctor said. “Business as usual is not an option, neither for industry nor EA.”
That pace of thinking is being revealed in some new guidance, including a third report
on adaptation, Living Better with a Changing Climate. In addition, updated guidance on the Environmental Permitting Regulations was issued in August, which includes the development of management systems to focus on an existing requirement to consider the impact on a changing climate.
Work so far, including with CSF and the Chemical and Downstream Oil Industries Forum (CDOIF), appears to suggest that industry is aware of the changing risks and is investing to mitigate them, Proctor said, although plenty of uncertainties remain.
The afternoon sessions featured an update by Dr Niall Ramsden, director of NRG Consultants, on work done recently to validate the effectiveness of sustainable firefighting foam. Dr Ramsden reminded the audience that the problem with current foams is that they usually contain PFAS substances, which are in danger of being banned. Foams containing PFAS have been shown to be very effective over many years and there is concern that newer formulations would not work as well.
However, Dr Ramsden said, the LastFire project has carried out more than 500 tests
involving fluorine-free foams and confirmed that they are effective; the tests revealed that bubble structure is more important than with traditional foams and, therefore, application using compressed air is most efficient. There are, though, many other considerations for terminal operators, such as the availability of fluorine-free foams, their containment and storage, and the need to clean and/or redesign exiting systems. In the immediate term, the work done has resulted in some significant changes to the NFPA 11 standard.
The graveyard shift was left to Mandy Rutter, a mental health consultant, which was a shame as the audience was by now thinner and she had some important words to be heard. Since the Covid pandemic started, she noted, there has been a 25 per cent increase in mental health issues being reported. She advised delegates to take stock of what they have achieved over those years and recognise the good that they have done.
TSA’s 2023 annual conference and exhibition will take place on 21 September; more details will be provided closer to the time via www. tankstorage.org.uk. Meanwhile, some of the presentations from this year’s event can be found at https://tankstorage.org.uk/conferenceexhibition/conference-information/.
Exolum and the Dublin Airport Authority (daa) have completed the renovation of fuel storage facilities at Dublin Airport in Ireland, which are managed by Exolum. The €40m project is designed to provide better service with the highest level of efficiency and safety, while doubling storage capacity. The airport now has three storage tanks of 5,000 m3 each (below), with parking, pumping stations, charging systems for the on-board units and state-of-the-art safety systems.
The project also included installation of a hydrant system, allowing Jet A1 fuel to be distributed from the storage tanks directly to aircraft supply points, reducing the number of road tankers required on the apron, saving time and enhancing efficiency. exolum.com
Zenith Energy has agreed to completely phase out crude oil storage at its terminal in Portland, Oregon within five years and to transition to renewable fuels. Zenith had originally proposed to dedicate half its capacity to renewables but this plan was deemed incompatible with the 2035 Comprehensive Plan established by the City of Portland to reach its climate emergency goals.
“Zenith Energy is committed to helping Portland achieve its greenhouse gas reduction goals and addressing climate change by transitioning 100 per cent of our crude oil storage to renewable fuels,” says Grady Reamer, Zenith Energy’s vice-president of US Operations West. “Accordingly, Zenith will immediately reduce our Portland facility’s ability to transload crude oil and end such operations within five years. This proposal is compatible with the City’s land use regulations and 2035 Comprehensive Plan. Zenith looks forward to its Portland facility helping the region realise a low carbon, renewable fuel future.”
zenithterminals.com
Stolthaven Terminals Brazil has begun operation of its own nitrogen generation plant, marking a first for the company and for any port terminal in Brazil. The plant, at the Stolthaven terminal in Santos, is being operated by Linde affiliate White Martins and uses the pressure swing adsorption technology; it will supply almost all the nitrogen the terminal needs for tank blanketing and vessel purging purposes. It will also reduce the number of supply vehicles on site.
“This partnership with White Martins supports our mission to be the most respected storage provider by our customers and to achieve excellence in sustainable and modern services and operations, and puts both companies at the technological forefront of nitrogen supply in port terminals,” says Marcelo T Schmitt, general manager of Stolthaven Terminals Brazil. www.stolt-nielsen.com
Vopak is making plans for the storage of green ammonia at its Vlissingen site in the Netherlands. The terminal has two 55,000-m3 refrigerated tanks that can be repurposed, as well as suitable berths, pipelines and other infrastructure. There is also space available for expansions and other industrial activities, such the conversion of ammonia back into green hydrogen. The Vlissingen terminal, near the largest hydrogen hub in the Benelux countries, can also be connected to the developing hydrogen network to supply the Netherlands, Belgium and Germany.
“Thanks to our existing infrastructure, we can offer customers a quick and economical solution,” says Alexander Fokker, managing director of Vopak Terminal Vlissingen. “We also have room for new developments. Within Vopak we now have extensive experience with the safe storage of ammonia, a product in which additional safety precautions must be observed.”
www.vopak.com
Petredec has completed the full acquisition of NGC Energy India, a former joint venture in which it was a minority partner alongside Oman’s National Gas Company. Petredec will now operate the business independently. NGC Energy India is currently nearing completion of
a 34,000-tonne LPG import terminal in Krishnapatnam, designed to address growing import demand in southern India. The terminal is due to be commissioned in the first half of next year and will be renamed Petregaz India, operating as a standalone business within Petredec’s onshore division.
“We thank National Gas Company Oman for the excellent cooperation during the period we’ve worked together and now look forward to completing the terminal and seeing the first LPG deliveries flow into Krishnapatnam in 2023,” says Petredec CEO Giles Fearn. “We believe in the potential of LPG for the Indian market and hope to develop additional projects to complement the Krishnapatnam investment.” www.petredec.com
Wintershall Dea and HES Wilhelmshaven Tank Terminal have signed an MoU for the development of the planned CO2nnectNow CO2 hub at the terminal. The new facility will act as a gathering point for CO2 collected from industrial sites in Germany for onward transmission by pipeline to planned carbon storage caverns in Norway. The HES Wilhelmshaven facility was chosen for the development due to its strategic location, deep
draft quay and extensive rail and industrial infrastructure. A feasibility study is underway, with results expected next year.
“Only with CCS can Germany achieve its climate targets,” says Klaus Langemann, senior vice-president, Carbon Management & Hydrogen at Wintershall Dea. “The North Sea, especially Norway and Denmark, offers enormous potential and Wilhelmshaven is perfectly located in Northern Germany. We are delighted to have found an experienced and locally rooted partner in HES to mature our CO2nnectNow project.” www.hesinternational.eu
The Port of Antwerp-Bruges has reported a 0.8 per cent increase in total throughput for the first nine months of 2022 compared to last year. Despite the negative impact of the geopolitical and macroeconomic context, all cargo flows are recording growth, with the exception of the container segment, which remains under pressure. Container throughput so far this year is down 5% in teu terms compared to 2021.
In liquid bulk, throughput for the first nine months of this year was 13.3 per cent up on 2021’s figure, with LNG (up 66.5 per cent), LPG (up 30 per cent), naphtha (up 14.6 per
cent) and gasoline (up 12.2 per cent) all showing strong growth. Chemicals throughput was also up, by 6.3 per cent, but there was a fall in chemical exports as producers scaled back output as a result of higher energy costs.
“The negative trend in the container segment, rectified by growth in the other segments, is likely to continue towards the end of the year. But the flood of substantial, forward-looking and sustainable investments and new projects, especially in a climate of closures and production cuts due to high energy prices, is a confirmation of our strong position and attractiveness as a world port,” says Jacques Vandermeiren, CEO of Port of AntwerpBruges. www.portofantwerpbruges.com
Kinder Morgan has reported net income of $576m for the third quarter, up from $495m a year ago, on the back of strong demand for its oil and gas infrastructure assets. “As we continue to witness the tragic consequences of the war in Ukraine, including global economic turbulence and volatility, our company and the US energy sector as a whole can take some measure of pride in continuing to provide both our citizens and those around the world with natural gas, refined products and crude oil,” says executive chairman Richard D Kinder.
“There is simply no question that the assets we operate and the services we provide will be needed for a long time to come. Similarly, it is indisputable that a lengthy transition to greater deployment of low carbon energy sources is underway - and we are responding to that,” adds CEO Steve Kean. “As we look ahead, roughly 80 per cent of our project backlog is in lower-carbon energy services, including natural gas, renewable natural gas, renewable diesel and feedstocks associated with renewable diesel and sustainable aviation fuel.”
www.kindermorgan.com
STOLT TANKERS ACHIEVED very strong revenues in the company’s third quarter, which runs to the end of August, up by 10.8 per cent compared to the previous quarter at $404.7m. Spot rates in the deepsea markets surged, partly reflecting a rise in bunker costs, though that also fed through into contract renewals, which were on average 11.4 per cent higher. Revenue from Stolt’s regional fleets was also up, by 10.5 per cent, reflecting further improvements in already firm regional markets.
Operating profit hit $61.1m in the quarter, up 50 per cent on the second quarter figure
and more than 250 per cent higher year-onyear. That is mirrored by the year-to-date figure, which at $126.9m for the first three quarters is ahead of last year by 255 per cent.
“Net profit continued to improve in the third quarter as we finally start to see the impact of the tightening chemical tanker markets,” says Niels G Stolt-Nielsen, CEO of parent company Stolt-Nielsen Ltd. “Halfway through our second quarter, in April, momentum began to build in the spot market, with rapid increases in rates, the impact of which became evident during the third quarter when spot rates increased by almost 40 per cent from the second quarter average, pushing our sailed-in revenue per day to an average of $24,341.
“Subsequent to quarter-end, we have seen this momentum continue and expect further
improvements in the sailed-in revenue in subsequent quarters with a positive impact from improved contract renewals,” StoltNielsen adds. “The tankers team has been actively building up our fleet, adding 12 ships since 2020 for a total fleet of more than 160 ships, the largest in the company’s history as we enter the strong market.
“The upturn in the chemical tanker markets has come at a good time as we enter our busiest contract renewal season during the fourth quarter,” Stolt-Nielsen continues, though he injects a note of caution into the outlook. “Improving markets for chemical tankers also means improved cash flow generation for the group. There is always a temptation to reinvest this cash in capacity expansions of our various businesses, however we are mindful of the global recession risk at our doorstep. Our priorities remain to reduce debt and improve our breakeven cost levels to make the group more competitive overall, so that we are well placed to withstand shocks in the global economy.”
The middle of the year has been somewhat calmer for the group’s other chemical supply chain activities, with both Stolthaven Terminals and Stolt Tank Containers posting consistent results. Stolthaven Terminals’ revenues and adjusted operating profit were both in line with the second quarter.
At Stolt Tank Containers, third-quarter revenues of $242.9m were up 6.5 per cent compared to the previous period, on the back of an increase in shipments and higher costs per shipment, though this was offset by higher ocean freight costs. Similarly, a 13.1 per cent increase in demurrage revenues, caused by supply chain bottlenecks, was partly offset by an increase in empty repositioning shipments, leading to a slight fall in operating profit.
During the third quarter, the tank container fleet was expanded by 3.7 per cent to 46,858 tanks, though this led to a slight decline in tank utilisation. Niels G Stolt-Nielsen expects that an easing in congestion may result in higher volumes but also a squeeze in margins as capacity constraints ease.
www.stolt-nielsen.com
RESULTS • THE SURGE IN THE CHEMICAL TANKER MARKET CONTINUED THROUGH THE MIDDLE OF THE YEAR BUT STOLTNIELSEN IS TAKING NOTHING FOR GRANTED AS IT URGES CAUTION
IS NOT GOING TO SPLASH ITS CASH,
consortium partners, we hope to step closer to making carbon capture a reality for the global fleet. We are eager to see and share the results of this project as they unfold over the next couple of years.”
In collaboration with Alfa Laval, ABS, Deltamarin and TNO, Stena Bulk now plans to install non-proprietary equipment and processes aboard one of its MR tankers, with a target of at least a 30 per cent absolute CO2 capture rate during normal vessel operations in deepsea transport.
CO2 in the vessel’s exhaust gases though the use of an aqueous sodium hydroxide solution, which DSME says uses less energy than other options.
Several other players are looking at the problem, too. Last year Norwegian gas carrier operator Solvang embarked on a vessel-scale carbon capture and storage (CCS) project with Wärtsilä, using a system to capture CO2 from the main engine combustion before it passes through the exhaust outlets and to transfer the liquefied CO2 into deck tanks. Combined with an exhaust gas scrubber, this has already shown to deliver a 60 per cent reduction in CO2 emissions. A three-year trial involving Solvang’s ethylene carrier Clipper Eos is due to start next year.
DIRTY SMOKESTACKS ARE becoming a thing of the past in the maritime industry. Under pressure from coastal nations and the International Maritime Organisation (IMO), shipowners are turning to alternative fuels and new technology to make their ships cleaner and more fuel-efficient. For public companies in the business, there is also a growing expectation from their shareholders – and those of their customers – to reduce their impact on the environment.
While much has already been achieved, some players in the business are looking to go further and to reduce CO2 emissions from the vessels during operation by installing carbon capture units, with the idea that the captured CO2 can then be discharged ashore for use in industrial processes or for sequestration. Those investigating this are not doing it for immediate gain: the costs outweigh any financial gain at present but, as Stena Bulk says, the Remarccable (Realising Maritime Carbon Capture to demonstrate the Ability to Lower Emissions) project aims to establish a pathway to reduce the cost of onboard CO2 capture to $150/tonne or less, to allow it to be commercially viable.
“We are constantly working to push sustainability and technology boundaries to drive our industry forward,” says Erik Hånell, president/CEO of Stena Bulk. “By participating in this initiative and collaborating with our
Daewoo Shipbuilding & Marine Engineering (DSME), meanwhile, has completed the verification process for CO2 capture and storage technology aboard an in-service LNG carrier, developed in collaboration with Hi Air Korea. The system was mounted on a BW LNG carrier to test the continuous process of absorption, regeneration and mineralisation of
K Line last year announced a successful pilot test of a CO2 capture plant aboard a coal carrier, in collaboration with Mitsubishi Shipbuilding and ClassNK. That project too is ongoing. And K Line is also looking at how to ship liquefied CO2; construction has now started on a 1,450-m3 liquefied CO2 carrier designed in collaboration with Mitsubishi Shipbuilding and the Engineering Advancement Association of Japan, which will be used in a demonstration project to test the viability of the concept.
CARBON CAPTURE • NEW TECHNOLOGIES FOR CLEANER SHIPPING ARE BEING DEVELOPED AROUND THE WORLD, INVOLVING COLLABORATION AND THE APPLICATION OF A RANGE OF EXPERTISE
Furetank has further expanded its newbuilding programme, ordering two more dual-fuel product/chemical tankers in the ‘Vinga’ series from China Merchants Jinling Shipyard for delivery in late 2024/early 2025. The latest order for the epoxy-coated 17,999-dwt vessels takes the series up to 15. They will be capable of running on LNG or LBG as well as conventional fuels and will also be fitted with a battery hybrid power system. In addition, several innovative design features reduce fuel and energy consumption, resulting in a significant reduction in emissions of CO2, SOx, NOx and particulate matter.
“The fact that we have been able to build 15 vessels of the same design shows that they fulfil a need in our market,” says Lars Höglund, CEO of Furetank. “In our view, it proves we were right to put considerable efforts and investments into an efficient and environmentally friendly design. When we replace old tankers with these top-modern ships it makes a major difference for climate, environment and human health.”
Meanwhile, Furetank has agreed to sell two of its existing Vinga series dual-fuel product tankers to long-term charterer Neste; the ships, Fure Valö and Fure Ven, will be delivered to Neste in the fourth quarter of 2023, when the first of the seven newbuildings in the same series are due for delivery from China. Furetank has a long-term contract to transport renewable fuels for Neste, meaning the buyer has had plenty of time to evaluate the vessels, which fit well with Neste’s ambitions to become a global leader in renewable and circular solutions.
“It is good news for us that we can continue to advance our environmental efforts and develop new vessels,” says Höglund. “We perceive it as a great acknowledgement that yet another big player in our market and an important customer of ours chooses to invest
in our ships, because of the environmental benefits they bring through reduced emissions and less noise.”
www.furetank.se
Lomar Shipping has acquired Carl Büttner Holding for some $160m. Lomar, part of the family-owned Libra Group, will take over the Bremen, Germany-based company, founded 165 years ago, and its fleet of six chemical/ product tankers. Büttner’s long-standing managing director, Thorsten Mackenthun, will retire following the deal, after a maritime career spanning more than 40 years.
“We are pleased to see the acquisition of Carl Büttner completed and look forward to welcoming our new colleagues and their vast tanker management expertise as Lomar enhances its presence in the sector,” says Nicholas Georgiou, CEO of Lomar Shipping. “Our organisations’ cultures share many
fundamental similarities, from our longstanding family values to a commitment to developing future talent within the maritime industry.”
George M Logothetis, executive chairman of Libra Group, adds: “This deal reflects the ethos and family values shared across our business group. We are pleased that as the Carl Büttner group joins Lomar, a proven maritime leader, it will also benefit from the strength of Libra Group’s network around the world. This is an exciting time for Lomar and we look forward to many innovative and future-thinking announcements to come.”
www.lomarshipping.com
Sogestran has taken delivery of Pointe de Caux from the RMK Shipyard in Turkey. The new 4,700-dwt chemical tanker has been specially designed to transport chemicals from the ARA ports to the Total Fluides plant in Oudalle,
inland from Le Havre in northern France, which must be accessed via the Tancarville Canal. The ship therefore has been designed with a low draft and also low air draft.
In addition, its diesel engines are supplemented with a battery pack to allow operations in a hybrid mode, and it has a shore power connection and solar panels on the bridge. www.sogestran.com
Navigator Holdings has entered into a joint venture with Greater Bay Gas, with Navigator having a 60 per cent interest. The partners intend to acquire five ethylene-capable gas carriers over the next 15 months; the 2019-built ships comprise two of 17,000 m3 capacity and three of 22,000 m3 and are currently managed by the Luna Pool, formed in March 2020 by Navigator, Greater Bay Gas and Pacific Gas.
The acquisitions, valued in total at some $233m, will take effect as existing purchase options become exercisable and will be bought by Equator Fund, parent of Greater Bay Gas, with funds provided by the partners; Navigator says it expects to fund its share from available cash resources. Following the acquisition, the ships will continue to be commercially managed by the Luna Pool with Pacific Gas acting as technical manager.
“The formation of this 60/40 joint venture is the natural next step in our strategic alliance, enabling us to benefit further from our combined strengths,” says Mads Peter Zacho, CEO of Navigator. “The joint venture with Greater Bay Gas will result in a reduction in the average age of Navigator’s fleet and will allow us to take advantage of more efficient vessels, lowering emissions and offering improved economics to our customers. The joint venture is accretive as it further
consolidates the handysize segment and puts us in a strong position for further growth and development in an evolving marketplace.”
“The Luna Pool collaboration has proven a great success and has paved the way to today’s joint venture,” adds Steven Xiao, director of Greater Bay Gas. “We anticipate a successful journey together and, with such holistic synergy, the Luna Pool is expected to be more productive to contribute to the global gaseous business community.” Greater Bay Gas’s current fleet of five modern ethylene/ethane carriers are expected to be acquired by the joint venture. navigatorgas.com
Marubeni has successfully completed a trial voyage involving one of its chartered ethylene carriers, GasChem Dollart, using a B25 marine biofuel. The ship bunkered the fuel, supplied by BP Europa, in Vlissingen before sailing to Texas to load ethylene at the Morgan’s Point
terminal. The fuel consists of approximately 25 per cent fatty acid methyl ester (FAME) blended with very low sulphur fuel oil.
Marubeni says the trial led to a reduction in greenhouse gas emissions on a well-to-wake basis and that the use of biofuel blends is especially helpful as a ‘drop-in’ solution to enable existing vessels reduce their environmental impact without the need for modifications. The trial voyage aimed to gather information on technical issues such as combustibility and stability in the use of the fuel.
Marubeni is involved in the global transport of ethylene and this trial represents one stage in its path towards helping its customers decarbonise their supply chains. Earlier this year Marubeni announced a charter deal with ethylene producer Eneos, involving construction of a dedicated dual-fuel tanker capable of running on LNG, which is due for delivery in 2024.
IN RECENT YEARS, the world has experienced rapid and unprecedented change. Global disruptions have accelerated at record rates and are likely to become more frequent and less predictable than ever. In a world defined by change, companies are facing ever greater scrutiny into the environmental impact of their products, their operations and supply chains. Climate change, food insecurity, societal inequality, pandemics and economic upheaval are here to stay, posing grave challenges to the public, governments and businesses alike.
The needs of the hour are here now and, says the Gulf Petrochemicals and Chemicals Association (GPCA), strong leadership and immediate solutions are crucial. It is against
this backdrop that GPCA’s 16th Annual Forum is set to take place in Riyadh, Saudi Arabia for the firs time this coming 6 to 8 December.
And, whatever industry faces in this uncertain future, chemicals will be fundamental to the solutions. More than 95 per cent of all manufacturing relies on chemical inputs, making chemistry one of the most integral sectors globally for human progress. Chemistry is a solution provider to society’s many challenges, producing nutrients for agriculture, raw materials to manufacture health and sanitation products, enabling advancements in electronic and digital systems, and allowing for the light weighing of vehicles and other sustainable products.
Under the theme ‘Chemistry in Action: Shaping a Sustainable Future’, the three-day GPCA Forum will dig deep into current responses and the potential for future action, beginning with an inaugural address by HRH Prince Abdulaziz bin Salman Al-Saud, Saudi Arabia’s energy minister, that will lead into a regional forum of energy ministers to discuss how policy makers can balance growth with net-zero ambitions. Two of the world’s largest chemical producers, Saudi Aramco and BASF will report on how their paths to a carbonneutral future are developing, prior to the first ‘leadership dialogue’, focusing on the clean energy transition and how the Gulf Cooperation Council (GCC) countries have the opportunity to lead the world.
On the second day, CEOs from LyondellBasell and Clariant will discuss how the chemical sector can thrive in a new age of sustainability and decarbonisation, prior to the second leadership dialogue, which will focus on how companies can adopt an ESG-driven approach and turn theory into action, with speakers from PwC, Goldman Sachs, Borouge and Tasnee.
After lunch, a lengthy leadership dialogue, featuring senior executives from Accenture, Vopak, Tristar and the Saudi Supply Chain & Procurement Society, will look at ways to re-think future chemical supply chains, boosting resilience, sustainability and value creation at a time of disruption.
The shorter third day will look at embracing the green transformation and, in more detail, what that means for the agri-nutrient sector in its drive to mitigate the unfolding food crisis.
Alongside the formal presentations, there will be plenty of opportunity for informal discussions, both at the welcome and gala dinner evenings and networking breaks as well as in the business lounge and other meeting areas. The conference will also feature a small exhibition area, where many of the region’s major chemical producers and their supply chain partners will be talking to clients.
For more information on the GPCA Forum, including registration details, visit the dedicated website, www.gpcaforum.com.
PREVIEW • GPCA’S ANNUAL FORUM COMES AT A TIME OF GREAT STRESS IN THE GLOBAL CHEMICAL INDUSTRY AND IT WILL PROVIDE A WELCOME OPPORTUNITY TO DISCUSS THE COMING CHALLENGES
International LPG Summit
NOVEMBER 7-9, MIAMI
27th annual S&P Global conference on pricing, policy, supply/demand and transport https://plattsinfo.spglobal.com/international-lpgsummit.html
NACD Annual Meeting
NOVEMBER 7-10, CORONADO, CA
50th Annual Meeting of the National Association of Chemical Distributors www.nacd.com/education-meetings/ meetings/2022-annual-meeting/
NOVEMBER 8-10, LEIPZIG
Trade fair for all those involved in the transport and internal logistics of dangerous goods and materials www.ggs-messe.de/en
Intermodal Europe
NOVEMBER 8-10, AMSTERDAM
Annual trade show and conference for the container, transport and logistics industry www.intermodal-events.com
Transport Logistic Americas
NOVEMBER 8-10, MIAMI
Inaugural supply chain forum and exhibition, including TIACA’s Air Cargo Forum www.tl-americas.org
Energy Transition North America
NOVEMBER 9-10, HOUSTON Conference to help set the North American net zero agenda https://events.reutersevents.com/energytransition/energy-transition-north-america
Tanker Shipping & Trade
NOVEMBER 9-10, ATHENS
Conference on the new world order for tanker shipping www.rivieramm.com/events/tanker-shippingtrade-conference-awards-exhibition-2022
VI Med Hub Day 2022
NOVEMBER 10-11, TARRAGONA
Sixth annual workshop on regional tank storage issues www.hubdaytarragona.com
APLA Annual Meeting
NOVEMBER 12-15, CANCÚN
41st annual Latin American petrochemical conference www.apla.lat/
LPG Week
NOVEMBER 14-18, NEW DELHI
Annual meeting and conference of the World LP Gas Association www.lpgweek.com/
Energy Transition Europe
NOVEMBER 15-16, LONDON
Business-critical conference on the future of European energy
https://events.reutersevents.com/energytransition/energy-transition-europe
Petrochemical Supply Chain and Logistics USA
NOVEMBER 16-17, HOUSTON Conference on optimising petrochemical supply chains https://events.reutersevents.com/petchem/supplychain-usa
LNG Shipping & Terminals Europe
NOVEMBER 16-17, LONDON
Conference on the LNG ship/shore interface www.rivieramm.com/events/lng-shipping-andterminals-conference-europe-2022
Oil & Non Oil
NOVEMBER 16-18, VERONA
Trade show on fuel and non-oil storage and distribution in Italy and Europe www.oilnonoil.it
ECTA Annual Meeting
NOVEMBER 17, DÜSSELDORF
Annual Meeting of the European Chemical Transport Association
https://ecta.com/product/ecta-annualmeeting-2022/
NOVEMBER 21-24, PARIS
Biennial trade fair for the packaging and packaging machinery industries, incorporating Emballage www.all4pack.fr
Intertanko Annual Tanker Event
NOVEMBER 21-24, SINGAPORE
24th annual meeting of the International Association of Independent Tanker Operators http://www.intertanko.com/events-panels/annualtanker-event
European Bulk Liquid Storage Summit
NOVEMBER 23-24, ROTTERDAM
Ninth annual conference on the European market for bulk liquids storage www.wplgroup.com/aci/event/european-bulk-liquidstorage/
EEMUA Storage Tanks Seminar
NOVEMBER 24, CHESTER
Annual EEMUA seminar to address safety issues with storage tanks www.eemua.org/tni/Calendar/Events/2022/Nov/ EEMUA-Storage-Seminar-22.aspx
Clean Ammonia Europe
NOVEMBER 28-30, HAMBURG/ONLINE Conference to bring together pioneers in the clean ammonia value chain www.argusmedia.com/en/conferences-eventslisting/clean-ammonia-europe
World LNG Summit
NOVEMBER 29-DEC 2, ATHENS
22nd annual conference and awards dinner www.worldlngsummit.com/
NISTM
DECEMBER 6-7, THE WOODLANDS
15th Annual National Aboveground Storage Tank Conference & Trade Show www.nistm.org
Date Location Vehicle Type Substance Details Source
25/8/22 nr Fort St John, road tanker condensate
B-train tanker unit collided with barrier on bridge over Sikanni Chief River on Alaska Highway; vehicle Alaska Alaska, US caught fire; driver killed; remote location made response difficult; highway closed H’way Ns
3/9/22 Ifo, road tanker gasoline Road tanker carrying gasoline crashed, spilling load of 45,000 litres gasoline; spilt fuel caught fire, spread to The Ogun, Nigeria nearby buildings, destroying ten; most of the spill reached a canal, mitigating impact; no injuries reported Eagle
5/9/22 Karachi, road tanker oil Speeding van carrying several passengers collided with oil tanker on National Highway at Steel Mill Morr; Urdu Pakistan both vehicles engulfed in fire; one person died, eight others injured Point
8/9/22 Hollins, road tanker diesel Webb’s Oil tank truck with 6,000 gal (22.7 m3) diesel crashed at intersection, cause unknown; some 2,000 gal Roanoke. Virginia, US fuel spilled, rest was collected from tanker; driver injured; road closed for several hours com
8/9/22 Kentwood, road tanker solvent Delivery truck crashed into rear of tank truck with 6,000 gal (22.7 m3) petroleum-based cleaning solvent Hammond Louisiana, US on I-55; chemical spilled to road, nearby creek; one driver badly hurt; road closed for cleanup Star
8/9/22 nr Asheville, road tanker acid Tank truck carrying hydrofluorosilicic acid was involved in incident on NC-266, causing loss of some 4,500 WLOS N Carolina, US gal (17 m3) acid to road; spill was contained; police suspect tank was punctured by debris in road
10/9/22 Tamaulipas, road tanker fuel Double-tanker with unspecified fuel was in collision with bus on highway to Monterrey; fire from tanker AP Mexico spread to bus, killing at least 18 people; pictures appeared to show bus had driven into rear of tanker
13/9/22 Babura, truck LPG Truck carrying dozens of gas cylinders failed to stop at checkpoint, swerved; one cylinder fell from truck, Xinhua Jigawa, Nigeria exploded, spreading fire that damaged 17 shops, five houses; five people injured
14/9/22 Mbuba, road tanker fuel Road tanker exploded after overturning near market in western part of country; at least seven people killed, Voice of Kongo C, DR Congo 16 seriously injured; casualties were reportedly attempting to collect spilling fuel Africa
16/9/22 nr Wooster, truck flammables Semi-trailer overturned on US-30 after straying into median; load of unidentified petroleum product began WOIO Ohio, US leaking from trailer; driver suffered injuries, had to be cut free from cab; cause under investigation
16/9/22 nr Van Horn, truck chemicals Semi-trailer overturned on I-10 after veering into median, killing driver; trailer had several containers with Big Bend Texas, US flammable and corrosive products, some of which leaked Sentinel
18/9/22 Brunswick, rail tank car hydrogen Tank car was found to be leaking hydrogen chloride at CSX rail yard; area was cordoned off, causing Radio Maryland, US chloride temporary closure of transit station; site was away from town and leak posed no threat to residents Free City
18/9/22 Hillsborough county,road tanker gasoline Tank truck heading south on US-41 overturned after driver failed to negotiate turn, spilling gasoline to road; Tampa Florida, US intersection closed for several hours; no injuries reported Bay Times
20/9/22 Springfield, road tanker gasoline Tank truck rolled over on I-44 after running off road; tank hit guard rail, ruptured and caught fire; driver hurt; Springf’d Missouri, US fire crews from nearby airport helped with response; road closed for some hours Ns-Leader
21/9/22 Fumesua, road tanker LPG Gas tanker was turning into filling station to deliver its load when it was struck in the rear by passenger bus; Ghanaian Ashanti, Ghana three people killed, 32 injured in crash but there was no fire; product was transferred; both drivers questioned Times
22/9/22 Thornton, road tanker unknown All lanes of I-25 were closed when tank truck overturned under 84th Avenue overpass, cause unknown; Denver Colorado, US driver suffered minor injuries; bridge examined for damage but found to be sound Post
29/9/22 Warren, freight train chlorine, 12 cars of 151-car train derailed, some with chlorine, ethanol; response crews reported leaks of ethanol and Click on Michigan, US ethanol hydraulic cement, but no public safety concerns; several roads remained closed to allow responders access Detroit
30/9/22 nr Bridger, freight train gasoline 15 cars of 115-car BNSF train derailed, including two tank cars with gasoline, which leaked on impact; Billings Montana, US some 31,000 gal (117 m3) gasoline spilled to soil; no visible impact to nearby waterway; no injuries Gazette
Date Location Vessel Substance Details Source
1/9/22 Yellow Sea Tian Sheng
Fire broke out on cargo deck of product tanker (12,000 dwt, 2012), reportedly during hot work during voyage FleetMon You 2 from Huanghua to Lanshan, presumably in ballast; no indication of casualties
2/9/22 Rouen, Epic scrap Fire broke out in hold of bulk carrier, with some 8,000 t metal scrap, at jetty in port; tug, shoreside fire engines FleetMon France brought blaze under control overnight but could not put fire out completely
2/9/22 off Port Louis, Ocean Pride 1 fuel oil Tanker (105,700 dwt, 1999), with 102,000 t fuel oil cargo, suffered engine problems on arrival at anchorage; FleetMon Mauritius tanker barred from entering port until repairs were completed several days later
5/9/22 North Charleston, Bow Triumph unknown Chemical tanker (49,600 dwt, 2015), while crossing Cooper River from Ineos terminal to Odfjell terminal, Post & S Carolina, US struck concrete pier, causing gashes in hull; pier destroyed; no loss of product from tanker Courier
8/9/22 Lake Lery, pipeline natural gas USCG was alerted to “large fire” in Lake Lery, identified as coming from TOCA gas pipeline; thought that Reuters Louisiana, US the line had been damaged by a barge that broke free from its moorings; affected section of line isolated
8/9/22 Gulf of Tonkin, Ha Anh 01 fuel oil Product tanker (1,230 gt) with 1,000 fuel oil cargo sank at anchorage off Diem Dien port channel in bad FleetMon Vietnam weather; tanker rested on bottom; no sign of pollution but oil response crews on scene
15/9/22 off India, Parth bitumen Asphalt tanker (5,000 dwt, 2008), with 3,900 t bitumen cargo from Khor Fakkan, developed heavy list after FleetMon Arabian Sea water ingress some 3 nm off Indian coast; crew rescued by coast guard
17/9/22 Puerto la Cruz, Larko gasoline Product tanker (36,000 dwt, 2001) broke moorings while loading gasoline at Guaraguao oil terminal; cargo Safety Venezuela hose broke, spilling fuel that ignited, leading to fire on tanker’s deck and jetty; fire quickly extinguished 4Sea
27/9/22 Malacca Strait Zephyr I bitumen Tanker (105,600 dwt, 2002), with bitumen for China, hit with containership GSL Grania, causing significant FleetMon damage to both vessels; both anchored for inspection; no pollution reported
29/9/22 off IJmuiden, Golden Daisy oily water Product tanker (38,400 dwt, 2021), at anchorage, was struck by fishing vessel, causing gash above waterline; Splash Netherlands some oily water spilled; crew pumped contents to another tank to prevent further spill; investigation underway 247
2/9/22 St John’s, oil refinery oils
4/9/22 Phnom Penh, gas depot LPG Seven people were seriously injured by explosion at gas depot in Sen Sok district, presumably following Xinhua Cambodia gas leak; fire spread to nearby houses and destroyed several cars, motorcycles
9/9/22 nr Stanley, oil rig oil
Three contract workers hospitalised after explosion in oil rig at site owned by Chord Energy; fire was Insurance N Dakota, US contained on site; OSHA, state regulators investigating incident Journal
10/9/22 Surat, chemical chemicals One worker killed, 20 injured by explosion in container used to store hazardous materials at Anupam Rasayan PTI Gujarat, India plant factory; fire spread quickly through plant; cause of explosion not yet known
13/9/22 Khuzestan, oilfield crude oil Fire broke out in oil well in Shadegan field; authorities blamed sabotage; area is known for separatist AP Iran activity; authorities worked to control the damaged well and restore production
13/9/22 Belpasso, fireworks gunpowder One man, a co-owner of the plant, was killed by explosion in fireworks factory in small town near Catania; ANSA Sicily, Italy factory no fire and no other injuries reported
13/9/22 Sebha, oil tank diesel (?) At least 17 people were injured by explosion and fire, which was soon brought under control; other reports Reuters Libya suggested the incident involved a tanker transporting diesel and that five people were killed
19/9/22 Ogbia, pipeline natural gas “Massive” leak of gas from Nigerian Agip pipeline; evidence suggests the line had been sabotaged by Vanguard Bayelsa, Nigeria explosives, not long after being repaired after earlier damage; authorities investigating
19/9/22 Puerto la Cruz, oil refinery crude oil Lightning strike sparked fire in water treatment area at PdVSA refinery, days after another fire during tanker Maritime Venezuela loading (see above); blaze sparked panic among residents; lagoon said to be polluted by soot from fire Executive
20/9/22 Huimanguillo, pipeline natural gas Pemex gas pipeline suffered explosion at Paredón pumping station, damaging vehicles and building on site; Sputnik Tabasco, Mexico workers, nearby residents evacuated; no injuries reported; authorities investigating
20/9/22 Oregon, oil refinery unknown Two workers died of injuries caused by major fire at BP-owned Husky Toledo Refinery; columns of black NBC Ohio, US smoke drifted across city; refinery shut down during response; exact location not known; OSHA investigating
22/9/22 Plaza Huincul, oil refinery crude oil At least three people killed by explosion in crude oil tank at New American Oil refinery; responders sprayed Reuters Neuquén, Argentina other tanks with water to keep them cool; workers went on strike in protest at safety lapses
27/9/22 Plock, oil refinery crude oil Two people died after fire broke out at PKN Orlen plant, initially in one of the refinery’s furnaces; fire AP Masovia, Poland crews brought blaze under control quickly; investigation opened by prosecutor’s office
28/9/22 Echternacherbrück, pipeline kerosene Some 30,000 litres kerosene leaked from pipeline valve during maintenance work; pipeline is part of Nato RTL RP, Germany network and also supplies nearby Findel airport in Luxembourg; no injuries reported
A LOT HAS happened in the past year since HCB last spoke to James Douglas, CEO of Exis Technologies, a company that is more than 35 years old and, for almost five years now, part of National Cargo Bureau (NCB). Exis plays a major role in the validation of cargo bookings under the International Maritime Dangerous Goods (IMDG) Code, with its Hazcheck verification system now used by nine of the ten largest container lines as well as many others. “We’re steady and stable for our core business but what we are always looking to do is to expand,” Douglas says.
One major focus of expansion over the past couple of years is the Hazcheck Detect system, which aims to detect mis-declared and undeclared dangerous goods before they get on the ship. Over that brief period, four
major container lines – Hapag-Lloyd, Maersk Line, ONE and Pacific International Lines (PIL) – have signed up to use the system, which interrogates bookings against a library of search terms, looking for the tell-tale signs of mis-declaration, whether that is due to incompetence on the part of the shipper or an active attempt to hide dangerous goods.
Douglas finds the pace of take-up “a surprising fast growth in a pretty short period of time”, representing significant progress. The emphasis now is to spread the system even wider. It is only by having a standard system across industry that rogue shippers will be stopped, which was something recognised early on by Hapag-Lloyd, which had developed its own system but also saw the need for commonality between the carriers.
Such is the nature of the container shipping business, with massive volumes of largely anonymous boxes being moved around the world every day, that it is very difficult for any one operator to make a difference. When they signed up to Hazcheck Detect, Hapag-Lloyd and Maersk Line had both compiled a library of more than 4,000 search terms. Douglas explains that there was a lot of duplication but also that around 20 per cent of those terms were unique to one or the other operator; by combining them, it expanded the library of search terms. As others have joined, they too have brought with them their own search terms, helping to improve the service, which is now also being backed up by machine learning and fuzzy logic to not only further develop the library but also to identify those search terms that pick up a lot of useful ‘hits’.
“If one company gets a ‘hit’ we want to make sure that everyone else gets a hit so that the rogue shipper gets picked up exactly the same elsewhere,” Douglas says. “That’s the challenge.”
There is clearly more progress to be made but, Douglas adds, “We’ve learned an awful lot over the last 12 months.”
At least some of that learning has been a happy by-product of the close relationship with NCB, which acquired Exis Technologies in 2018. “It’s been more beneficial to both organisations than we expected,” Douglas says. That relationship has been further cemented this year with the appointment of Mike Durkin, formerly operations manager at Exis, as chief information officer (CIO) of the whole group.
“A big part of what we’re doing is helping people to comply with the IMDG Code, finding non-compliant cargo and using the data we are collecting to help develop new IT solutions,” Douglas points out. “Having a common CIO is very important – we can draw in data both from Exis systems and from NCB’s inspections. This also covers cybersecurity, which is very important for the container industry. There’s a real synergy there across the group.”
That certainly works as far as Hazcheck Detect is concerned. Exis can use the data feedback from NCB’s inspections to influence
CONTAINERS • EXIS TECHNOLOGIES IS WORKING HARD TO IMPROVE SAFETY IN IMDG CARGOES, LEVERAGING AN INCREASING VOLUME OF DATA TO ENSURE ITS SYSTEMS REMAIN VALUABLE
the terms that Hazcheck Detect uses to screen for non-compliant cargo; conversely, screening information can help NCB target its inspection programme more effectively.
Despite all this effort, the container shipping business still experiences regular incidents aboard ships at sea. Douglas notes that there were more than 40 fires aboard container ships during the first three quarters of this year, of which around 30 per cent appear to have involved lithium batteries, which is a growing hazard in the maritime sector. Indeed, he adds, Hazcheck Detect is now carrying out some 15 million searches every month and the largest number of hits relate to batteries. While not all of these would have led to a fire, they do seem to be the majority of mis- and undeclared cargo being picked up.
The good news is that, for Exis’ customers at least, the lines are looking out for these things. Exis wants to make shippers aware of the hazards they are putting onboard and educate them to do things properly.
Indeed, that is the approach being taken across the board; NCB’s inspection programmes can usually differentiate between rogue shippers and those that fail to do things properly out of a lack of understanding or awareness and this allows it – and Exis – to step in to offer help. That works better than just imposing fines, Douglas says.
Some lines have taken their own steps, imposing fines for mis-declared cargo. Douglas thinks this may make an impact but it is not yet clear what results it will achieve. Better education and more information should prevent non-compliance resulting from a lack of awareness, and this is where the focus should be placed.
The shipping world is now getting ready to apply the latest version of the IMDG Code, Amendment 41-22, which is available for use as from 1 January 2023. Not surprisingly, that means a lot of work for Exis, as Douglas says: “This is one of our busiest periods of the cycle.” While this is not one of the largest updates and there are no major changes, there are a great many small amendments
that will need to be transposed into the Hazcheck system.
Exis has been ahead of the game and in fact has already made some pre-release versions of Hazcheck available to its clients so they can get their own systems updated in time for Amendment 41-22 to take effect. Exis has published a summary of the changes that are coming, which can be downloaded free of charge from its website at https://existec.com/ hazcheck/imdg-code-free-summary-ofchanges-41-22/.
The biennial update to the IMDG Code also means work to update Exis’ e-learning courses. Refresher training has already been prepared and is ready to roll out and an updated DG Awareness course will also be available before the January deadline. Work is underway to finalise updated function-specific e-learning modules.
Douglas reports that Exis has been doing a lot of work in the background, too, making the biennial update easier for it to manage but also adding new e-leaning management tools. Exis has also listened to the container lines on
how to improve the accessibility of e-learning courses so they can be more easily integrated into their own training systems. There will be more language versions coming as well as more training on the CTU Code, which will include function-focused modules. Again, this will dovetail with NCB’s activities, allowing it to promote targeted training when it finds badly-packed containers.
That work on the e-learning courses is just part of a wide-ranging review of technologies over the past 18 months, that will make it easier for Exis to maintain them. That is a core part of Exis’ business, as Douglas says: “Data and data analytics are now inherent in everything we do, which is why we’re re-engineering to collect data on a more regular basis, allowing machine learning to improve quality and provide better information for users, for inspections, for targeting, for finding mis-declared cargo. Having more data available helps give the weight of info necessary to help this process.” existec.com natcargo.org
Associations (FIATA), one of the members of CIG, stresses the value of the Guide: “Providing individuals responsible for packing containers, and in some cases for preparing documentation and declarations, with easier access to all-important safety guidelines in their own language, is key in order to make available practical cutting edge knowledge of packing. Such information goes beyond maritime operations, reflecting the complexities of intermodal transport in modern day supply chains, and is key to keeping cargo logistics running efficiently.”
Failure to follow the advice provided in the CTU Code puts the people who keep the supply chain moving at risk, leading to incidents and accidents that are still all too common. The Group believes that such tragedies in the supply chain – most vividly demonstrated by the too frequent occurrence of container ship fires – can be avoided through the application of higher standards of cargo integrity.
EIGHT YEARS AGO, and after a great deal of hard work, the International Maritime Organisation (IMO), International Labour Organisation (ILO) and UN Economic Commission for Europe (ECE) published the Code of Practice for Packing of Cargo Transport Units, generally known as the ‘CTU Code’.
The CTU Code gathered together generally accepted good practice in the packing of containers and other CTUs, with the aim of enhancing safety in the global freight transport chain by disseminating that good practice to all those involved. Yet, all too often, improper or careless packing of cargo into CTUs, or a lack of proper blocking, bracing and lashing, results in incidents during handling or transport, with consequent damage to cargo, injury to people, damage
to handling equipment or transport infrastructure, or environmental impact.
The CTU Code is comprehensive but, as a result, is also a lengthy document. In order to help users learn from it, the Cargo Integrity Group (CIG) published a Quick Guide to the CTU Code two years ago. CIG felt that awareness of the CTU Code is pivotal to achieving safe and secure transport and, to make its guide as widely available as possible, published translations in Arabic, Chinese, French, Russian, Spanish and Italian. After two years helping industry adhere to the CTU Code, its was felt that an update was required, taking account of the feedback received.
Stéphane Graber, director general of the International Federation of Freight Forwarders
“We are providing clearer guidance through our revised Quick Guide and Checklist to help those responsible for packing cargo transport units, and in particular intermodal containers, to understand the standards expected in international trade,” says James Hookham, director of the Global Shippers Forum (GSF). “The revised editions recognise the endorsement of all the partner organisations now active in the Cargo Integrity Group and their joint commitment to dissemination of this advice to their respective memberships and wider networks.”
The Quick Guide uses diagrams to clarify the principles of good packing practices, with icons emphasising key points. Its condensed text follows the end-to-end packing process, in much the same way as the CTU Code itself, with appropriate references to the Code. It also includes a clear process checklist for the safe packing of intermodal freight containers and the avoidance of pest contamination.
The updated Quick Guide to the CTU Code and its Container Packing Checklist can be downloaded free of charge from the website of the TT Club, another participant in CIG, at www.ttclub.com/news-and-resources/ publications/ctu-code-a-quick-guide.
remaining topics, including the transport of gases, global harmonisation and miscellaneous proposals for amendments.
THE UN SUB-COMMITTEE of Experts on the Transport of Dangerous Goods (TDG) held its 60th session in Geneva this past 27 June to 6 July. As the third of the four meetings of the Sub-committee for the current biennium, the Experts faced a packed agenda, with plenty to be discussed and decided ahead of the fourth and final session later this year, after which the parent Committee will formally adopt the changes that will appear in the 23rd revised edition of the UN Recommendations on the Transport of Dangerous Goods (more widely known as the UN Model Regulations).
The session was chaired by Duane Pfund (US) with Claude Pfauvadel (France) acting as vice-chair; it was attended by Experts from 23 countries, observers from Latvia and Turkey, and representatives of the EU, the Intergovernmental Organisation for
International Carriage by Rail (OTIF), the Food and Agriculture Organisation (FAO), the International Civil Aviation Organisation (ICAO), the International Maritime Organisation (IMO) the World Health Organisation (WHO) and 27 non-governmental organisations.
As has been the case since the emergence of the Covid-19 pandemic, the meeting was held in hybrid format, with both online and in-person participation. However, the UN Office in Geneva is aiming to return to ‘business as usual’ and the sessions of the Sub-committee (and other bodies) in 2023 will be in-person only.
The first part of this two-part report on the meeting (HCB October 2022, page 60) covered discussions of explosives, listing and classification. This second part covers the
As ever these days, there was extensive discussion of papers relating to lithium batteries. France and the European Association for Advanced Rechargeable Batteries (Recharge) provided an update on the outcome of the recent meetings of the informal working group on hazard-based classification of lithium batteries and cells. Work is currently focusing on completing the testing protocols, including their definition and a two-stage verification process. A further meeting was due to be held on 7 July and interested delegates were invited to participate. The chair of the informal working group reminded the Sub-committee that, as its discussions had had to be held by video conference during the Covid pandemic, progress has been slower than anticipated and its work will continue beyond the original timetable.
The Rechargeable Battery Association (PRBA), Recharge and the Medical Device Transport Council (MDTC) proposed a minor amendment to the lithium battery Test
MULTIMODAL • THE UN EXPERTS ARE CLOSING IN ON THE NEXT EDITION OF THE MODEL REGULATIONS WITH MORE CHANGES FOR LITHIUM BATTERIES AND PLENTY OF OTHER AMENDMENTS
Summary (TS) in 38.3.5 of the UN Manual of Tests and Criteria, removing the requirement to list a specific edition or amendment of the UN Manual; this would, the organisations suggested, help facilitate compliance and remove potential confusion. The Experts disagreed, however, feeling that the existing text is clear enough, and the proposal was withdrawn.
China fared no better with its proposal to amend packing instruction P903(2). A proposal from PRBA in 2019 led to a clarification that the 12 kg limit refers to the gross mass of a cell or battery; China’s paper said this was fine for batteries but meaningless for cells, as these are mostly between 500 g and 3 kg in gross mass. The Sub-committee could not agree on either of the solutions proposed by China, which might result in smaller cells or batteries being transported unpackaged. China will take another look and come back with a revised proposal at a later session.
PRBA and Recharge pursued their own proposal for the revision of LP903, which they said is needed to cope with rapid growth in the lithium battery industry. The proposal had
received support in principle at an earlier session and all that was needed now was to pin down the amendment; after some further exchange of thoughts the proposal was adopted.
The first sentence under the heading of LP903 will now read:
This instruction applies to large cells with a gross mass of more than 500 g, large batteries with a gross mass of more than 12 kg, and equipment containing large cells or large batteries of UN Nos. 3090, 3091, 3480 and 3481.
In the first paragraph of the second line, “for a single battery and for a single item of equipment” is replaced by “for cells, batteries and equipment”.
The last paragraph of the second line is amended to read:
Cells, batteries or equipment shall be placed in inner packagings or separated by other suitable means, such as placement in trays or by dividers, to ensure protection against damage that may be caused under normal conditions of transport by:
(1) its movement or placement within the large packaging;
(2) contact with other cells, batteries or
equipment within the large packaging; and (3) from any loads arising from the superimposed weight of cells, batteries, equipment and packaging components above the cell, battery or equipment within the large packaging.
When multiple cells, batteries or items of equipment, are packed in the large packaging, bags (e.g., plastics) alone shall not be used to satisfy these requirements
Recharge and PRBA brought to the Sub-committee’s attention their concerns over the growing demand for used lithium ion cells and batteries to be re-used or repurposed, before being shipped for final disposal and recycling. While this is to be supported in principle, it raises questions as to how companies may be doing so while at the same time complying with the technical, regulatory and safety requirements of the 38.3 testing provision and the general transport requirements in the UN Model Regulations. An informal document illustrated several different scenarios and attempted to delineate the differences between re-use, repair, repurposing and other similar terms.
During discussion of the paper, the Sub-committee agreed it might be useful to set up an informal working group to delve more deeply into the issue and to draft potential amendments for the Manual of Tests and Criteria and the Model Regulations; the two organisations drew up terms of reference for this group, which were adopted. This group will have four tasks:
- Identify current industry standards and regulations associated with the terms, definitions, design, manufacturing and certification of reused, repurposed, repair, refurbished, and recycled lithium ion cells and batteries
- Identify different examples and practices associated with the reuse and repurposing of lithium ion cells and batteries
- Distinguish the different examples where the design type conformity is still valid or is compromised and list criteria to assess it. This should include identification of acceptable and unacceptable practices
- Develop a program for future work to be validated by the Sub-committee that may
include, but not be limited to, consideration of the applicable provisions of the UN 38.3 lithium ion cell and battery tests and UN Model Regulations to ensure compliance and the safe transport of reused and repurposed cells and batteries.
It is anticipated that the informal working group will report back to the Sub-committee at its next session.
Recharge had a further question arising from developing technology. An increasing number of battery-powered products are now using wireless (inductive) charging – so far this is limited to small items such as earbuds, hearing aids and mobile phones but it will presumably extend to other areas in due course. In such products, users do not need to connect a charging cable and the battery in the product may not be removable. When that is the case, it is not possible to conduct a short circuit test in accordance with 38.3.2.1 of the Manual of Tests and Criteria, which calls for the product to be tested “as designed”,
since an external short circuit cannot be applied without dismantling the product.
Some experts commented on the possibilities and practicalities of conducting the short circuit test in such circumstances. Recharge said it would continue to work on the issue and report back at the next session.
The International Air Transport Association (IATA) was pleased to report that the new requirement in 2.9.4(g) for manufacturers and distributors to “make available” the 38.3 test summary is working well. However, IATA said, there are some manufacturers that are of the opinion that they are only required to make the test summary available to registered distributors of their products and not to any other party, including consignors. IATA suggested amending the text of 2.9.4(g) by adding “to any entity upon request” after “make available”.
Some experts reported difficulties in accessing the test summary throughout the supply chain and agreed that the wording in
2.9.4(g) would benefit from clarification. The test summary must be publicly available without request to all those with a legitimate need for it. In the end, it was felt the situation could be improved by adding a Note at the end of 2.9.4(g):
The term “make available” means that manufacturers and subsequent distributors ensure that the test summary for lithium cells or batteries or equipment with installed lithium cells or batteries is accessible so that the consignor or other persons in the supply chain can confirm compliance.
Belgium returned to a difficulty it had reported at the previous session in applying special provision 310 in relation to 2.9.4, since SP310 does not specifically indicate which of the requirements of 2.9.4 have to be met. It now offered some possible amendments that would clarify the matter. IATA had also struggled with the wording of 2.0.5.2 as it regards pre-production or small production runs of lithium cells and batteries and offered its own proposals for amending 2.0.5.2 as well as SP310.
There was clear support for some clarification, though opinion was divided about how best to go about it. In the end, the
Sub-committee agreed to amend SP310 to read: Cells or batteries from production runs of not
production prototypes of cells or batteries when these prototypes are transported for testing,
exception of 2.9.4 (a), (e) (vii), (f) (iii) if applicable,
NOTE: “Transported for testing” includes, but is not limited to, testing described in the Manual of Tests and Criteria, part III sub-section 38.3, integration testing and product performance testing. These cells and batteries shall be packaged in accordance with packing instruction P910 of
Articles (UN Nos. 3537, 3538, 3540, 3541, 3546, 3547 or 3548) may contain such cells or batteries provided that the applicable parts of packing instruction P006 of 4.1.4.1 or LP03 of
The transport document shall include the following statement: “Transport in accordance
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Such articles may in addition contain [cells or] batteries. Lithium [cells and] batteries that are integral to the article shall be of a type proven to meet the testing requirements of the Manual of
Tests and Criteria, part III, sub-section 38.3. For articles containing pre-production prototype lithium cells or batteries transported for testing, or for articles containing lithium cells or batteries manufactured in production runs of not more than 100 cells or batteries, the requirements of special provision 310 of Chapter 3.3 shall apply.
In an informal document, China reported on the results of a project to assess the proficiency of laboratories testing lithium batteries, carried out in 2019 by the China National Accreditation Service for Conformity Assessment (CNAS). The project identified a problem with the requirement to conduct tests at “three mutually perpendicular mounting positions” when the testing involves cylindrical batteries or cells, since it is impossible to maintain the alignment during the vibration test. China proposed to add Notes to 38.3.4.3.2 and 38.3.4.4.2 in the Manual of Tests and Criteria to provide some leeway.
The Sub-committee took note of the information provided and acknowledged China’s input; it was agreed that the
practicality of the tests should be examined and PRBA volunteered to start a dialogue with laboratories on the issue. It will aim to develop a short guidance document to help.
China also initiated discussion of the tests in 38.3 in light of climate change and different transport modes. After carefully studying the existing test items, experts from China found that the test conditions specified in 38.3 were different from the current conditions in real transport. For instance, the thermal test requires test cells and batteries to be stored at a temperature of 72°C and then at -40°C; China noted that the temperature within a freight container when the ambient temperature is over 40°C may well exceed 70°C and it would be worth studying whether the current test temperatures have sufficient safety margins.
Some experts were reluctant to open up discussion on the thermal test, though others endorsed the thought of adapting the requirements in light of climate conditions and technical progress. China stressed that the intent of the document was to raise
awareness rather than to change any specific test parameter but may return with a formal proposal in the future.
The Council on Safe Transportation of Hazardous Articles (COSTHA) arrived with a formal proposal to increase the limited quantity volume for Division 2.2 gases without subsidiary risks, in line with the current values in special provision 653 of ADR. This has been a long-running agenda topic at the Sub-committee and, while there has been general support, there has also been concern about inadvertently reducing safety during transport. COSTHA’s paper included a list of all the Division 2.2 compressed gases to which the change could apply, although ADR SP 653 applies only to argon (UN 1006), carbon dioxide (UN 1013), helium (UN 1046) and nitrogen (UN 1066).
There remained a clear division within the Sub-committee, with on the one side those who favoured a harmonised approach, expressed in the form of a special provision but limited to the four named gases; and on the other those who wanted more detailed information and a differentiation between surface and air transport. In fact, there were some who did not support the idea of an increase in the limited quantity volume at all. COSTHA plans to work with those delegations that provided comments with a view to submitting a more detailed proposal for the next session.
The International Organisation for Standardisation (ISO) brought news of two revised standards, one amended standard and one new standard relevant to the transport of Class 2 gases, inviting the Sub-committee to include these in the UN Model Regulations.
The Sub-committee adopted two of ISO’s proposals but deferred two others to the next session.
For now, reference to ISO 11114-2:2013 in 4.1.6.1.2, 6.2.2.2 and 6.7.5.2.4(a) will be updated to ISO 11114-2:2021; and ISO 18119:2018+Amd 1:2021 is inserted in the table in 6.2.2.4, with the existing entry for ISO 18119:2018 being valid until 31 December 2026. That latter change has necessitated a consequential
amendment in Note 3 to 6.2.1.6.1(d). ISO also proposed editorial amendments to reflect changes to the practice in its own catalogue, where amended standards are now identified with the suffix ‘Amd’ as opposed to simply ‘A’;
ISO also offered an informal document on the deletion of reference to outdated standards, after Spain raised the issue at the previous session. ISO noted that standards for materials (in 6.2.2.2) and for periodic inspection and testing (in 6.2.2.4) are deleted when no longer applicable, but those in 6.2.2.1 and 6.2.2.3 are retained, although ISO could see no value in the practice. ISO also proposed to add a note to the Guiding Principles to explain the situation.
There was little support for the idea of adding a paragraph to the Guiding Principles and most experts felt it was necessary to have the option to consider the deletion of outdated standards on a case-by-case basis, so no
current maximum water capacity of 3,000 litres would be deleted, since there is a general size limit on pressure receptacles of 3,000 litres water capacity and a salvage pressure receptacle would need to be big enough to contain such an article. The group was invited to report on progress at the next
IATA raised an interesting point: while the ‘9A’ label had been introduced to communicate the particular hazards of lithium batteries shipped under UN 3090, 3091, 3480 and 3481, it was not applied to battery-powered vehicles shipped under UN 3171, although these present a similar hazard that is not communicated – an important point in air transport in particular. The situation is complicated as batterypowered equipment shipped under UN 3171 never contains lithium batteries, as these will
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Germany provided a report of the intersessional working group on the pVproduct limit for pressure receptacles. Discussions are not yet finished but the group envisages changes to the definitions of ‘pressure receptacle’ and ‘salvage pressure receptacle’ in 1.2.1. For the first, a maximum test pressure volume product would be inserted, with a value of 1.8 million bar litres still to be confirmed; for the second, the
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IATA suggested two ways to clarify the situation: either an amendment to special provision 388 or the creation of a separate UN entry for lithium battery-powered vehicles. Both options found some support, with the first possibly offering some leeway for including other types of battery yet to be developed. IATA will discuss the matter further with those who commented and prepare a follow-up document for the
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The European Industrial Gases Association (EIGA) had spotted what it saw as an error in the assignment of special packing provisions under P200 for the two entries for acetylene, UN 1001 and 3374. Packing instruction P200 allows two different test pressures for each entry and currently special packing provisions ‘c’ and ‘p’ are assigned only to the 60 bar lines; EIGA contended that these should also be applied to the 52 bar lines. The Subcommittee agreed that this was, in fact, the original intention and adopted the changes as a correction to the 22nd revised edition of the UN Model Regulations
At the previous session, the Sub-committee had adopted some changes to the crossreferences to packing instructions in 5.5.3 and, at the time, it was noted that an additional review of the packing instructions listed under 5.5.3.3.1 would be worthwhile. Spain now presented the results of its review, which noted that, prior to the introduction of 5.5.3, packing instructions P203, P620, P650, P800, P904 and P901 already contained requirements for packages containing
refrigerants (dry ice or liquid nitrogen). Paragraph 5.5.3.3.2 was created to include equivalent requirements for other packages. However, Spain had found that they are not exactly equivalent and, indeed, other packing instructions relevant to the question had been overlooked.
The Sub-committee agreed to adopt some of the changes proposed by Spain. These are the replacement of “P650, P800, P901 or P904” by “P650 or P800” in 5.5.3.3.1, and the insertion of a new sentence at the end of special packing provision PP41 in P800:
Interior supports shall be provided to prevent movement after the dissipation of the refrigerant.
The UK reported that, during work to verify the test pressure of a new metal intermediate bulk container (IBC) designed for the transport of UN 2672 ammonia solution, it became apparent that there is an error in special packing provision B11 in packing instruction IBC03. Firstly, the vapour pressure limits specified in B11 are below those of higher concentrations of ammonia, despite the fact
that the intention of B11 is to allow IBCs to be used for this substance; but, as B11 also dis-applies 4.1.1.10, there is no need for those shipping higher concentration ammonia to use an appropriately pressure tested IBC. Secondly, B11 permits all types of IBC listed in IBC03, along with others, which does not meet the principles of UN package testing.
Some experts in the Sub-committee were not in favour of B11 at all, pointing out that it has not been transposed to RID/ADR/ADN; however, if it were to remain in the UN Model Regulations it should be amended as proposed in the UK’s paper. The Subcommittee agreed with this, amending B11 to read:
Notwithstanding the provisions of the second paragraph of 4.1.1.10, UN 2672 ammonia solution in concentrations not exceeding 25 % may be transported in IBCs.
In an informal document, the International Dangerous Goods and Containers Association (IDGCA) raised its concerns over the alternative testing methods for plastics packagings outlined in 6.1.5.2.4, which suggests submitting sample packagings to a preliminary six-month test, while filled with the substances they are intended to contain, before being submitted to the applicable tests listed in 6.1.5. IDGCA felt this approach is effective but is also potentially dangerous to people and the environment; it also adds unnecessary costs. It suggested that alternative methods for testing material resilience, such as testing a sample cut out from the packaging, which is a method described in ISO 175:2010.
Some experts considered that the wording of 6.1.5.2.4 allows for other possible alternatives and that perhaps ISO 13274 should be referenced. Others felt that the current text is clear enough. IDGCA may come back with a more detailed proposal for the next session.
Spain had already brought up the issue of implementing packing instruction P650 in practice, particularly as regards the assessment of capability by testing. At the previous session, a lunchtime working group had offered some interesting comments and pointers and Spain had offered to prepare
some draft amendments that were discussed during an online meeting in February. It now came with some options for discussion by the Sub-committee, stressing that the aim is not to change the requirements of P650 but merely to clarify them.
There was general support for the solution within the Sub-committee and, after some amendments, it was agreed to make some changes to P650. In particular, (6) is amended to read:
The completed package shall be capable of withstanding a 1.2 m drop in any orientation without leakage from the primary receptacle(s), which shall remain protected by absorbent material, when required, in the secondary packaging.
The following Note is added at the end of (6) and (7)(e): Capability may be demonstrated by testing, assessment or experience.
In addition, “and” is added at the end of (7) (d), (8)(c) and (9)(a). All these amendments have been kept in square brackets pending confirmation at the next session.
Belgium followed up on discussions at the previous two session on the use of recycled plastics material in packagings for dangerous goods, presenting a paper summarising discussions thus far and further relevant information that has been provided. One important element is that ISO 16103:2005 Transport packaging for dangerous goods – Recycled plastics material, is currently under review. Belgium proposed convening a lunchtime working group to take discussions further.
That meeting was in broad agreement that the UN Model Regulations should be enhanced and modernised and that, by promoting the use of recycled plastics material through relevant standards and
practices, to better reflect technical progress in the recycling sector, thereby helping in the implementation of the UN Sustainable Development Goals. However, more data was needed on the use to date of recycled plastics material used in other sectors. The Subcommittee also suggested it should work in parallel with the ISO working group reviewing ISO 16103:2005. All delegates were invited to share their practical experience and any detailed data at future sessions.
The International Confederation of Plastics Packaging Manufacturers (ICPP), the International Confederation of Container Reconditioners (ICCR) and the International Confederation of Intermediate Bulk Container Associations (ICIBCA) offered comments on the Ecosoc 2030 Agenda for Sustainable Development, in response to which a number of governments have proposed or are considering a minimum recycled plastics
content in new plastics products. Their joint paper offered some thoughts on how this could be achieved within the format and rationale of the UN Model Regulations, including a number of specific amendment that could remove impediments to greater use of recycled plastics in dangerous goods packagings.
The Sub-committee was not yet comfortable with going that far and preferred to wait for more information from the informal working group and ISO. Nevertheless, ICPP offered to prepare a new proposal for the next session.
The US noted the increasing need for the international transport of lithium dispersions (lithium metal powder in a hydrocarbon solvent) to meet the demand for energy storage applications, and suggested that these should be permitted for transport in portable tanks. Currently, the relevant entries in the Dangerous Goods List – UN 1391 Alkali metal dispersions and UN 3482 Alkali metal dispersions, flammable – do not indicate a portable tank instructions. The US proposed a
new special provision specifically for lithium dispersions to allow their transport in portable tanks conforming to tank instruction T13 and special provisions TP1 and TP7.
There was general support for the proposal but also some observations about possible alternative solutions. The US will revise its proposal on the basis of the comments made and submit an official document for consideration at the next session.
The chair of the informal working group on fibre-reinforced plastics (FRP) service equipment for portable tanks reported on the group’s meeting during the Sub-committee’s session. That group has been working on the draft of a new 6.9.3 on requirements for the design, construction, inspection and testing of FRP service equipment and, while much has been done, further work is needed to arrive at a final draft for consideration by the Subcommittee. The Sub-committee noted the good progress made so far and welcomed the group’s intention to submit an official document with proposed amendments at the next session.
EIGA returned to discussion of the need for new transitional provisions for the new requirements in 6.2.2 for pressure receptacles; at the previous session the Sub-committee had not felt itself ready to
make a decision but, since then, the RID/ADR/ ADN Joint Meeting had adopted such provisions. This time the Sub-committee acceded to EIGA’s proposal, adding the following three Notes:
In 6.2.1.5.2:
Closed cryogenic receptacles which were constructed in accordance with the initial inspection and test requirements of 6.2.1.5.2 applicable in the twenty-first revised edition of the Model Regulations but which do not however conform to the requirements of 6.2.1.5.2 relating to the initial inspection and test applicable in the twenty-second revised edition of the Model Regulations, may continue to be used.
In 6.2.2.7.3:
Acetylene cylinders constructed in accordance with the twenty-first revised edition of the Model Regulations which are not marked in accordance with 6.2.2.7.3 (k) or (l) applicable in the twenty-second revised edition of the Model Regulations, may continue to be used until the next periodic inspection and test two years after the coming into force of the twenty-third revised edition of the Model Regulation where they have to be marked according to the twenty-third revised edition of the Model Regulations or be taken out of operation.
In 6.2.11:
Closures of refillable pressure receptacles constructed manufactured before 1 January 2027 in accordance with the requirements applicable in the twenty-first revised edition of the Model Regulations which are not marked in accordance with the requirements of 6.2.2.11 applicable in the twenty second revised edition may continue to be used.
Germany had spotted an error in 6.4.23.2(c), relating to the content of applications for approvals on the transport of radioactive material. At present, this references 5.1.5.2.1(a)(iii), (vi) or (vii), but that should be 5.1.5.2.1(a)(v), (vi) or (vii). The Sub-committee agreed, and adopted the change as a correction to the 22nd revised edition of the Model Regulations.
Spain had noticed that ‘filling ratio’, defined in 1.2.1, applies to all types of gases, and only to gases, having been adopted on the basis of a proposal from EIGA in 2000. The term ‘degree of filling’ is used for liquids and solids but there is no definition of this in 1.2.1.
Furthermore, the use of the two terms is inconsistent throughout the Model Regulations, with ‘filling ratio’ sometimes used for liquids and ‘degree of filling’ sometimes used for gases.
The Sub-committee welcomed Spain’s initiative and adopted several changes. Those that relate to the English language version of the Model Regulations are as follows.
In the Data sheet to be submitted to the UN for new or amended classification of substances, item 9.6 is amended to read: “Filling ratio/degree of filling, as applicable…”
A new definition is added in 1.2.1:
Degree of filling means the ratio, expressed in %, of the volume of liquid or solid introduced at 15 ºC into the means of containment and the volume of the means of containment ready for use;
The heading of P203(5) is amended to read “Filling ratio”; in the last paragraph, “degree of filling” is replaced by “gas filled into the receptacle”.
In 4.2.3.6.2, first sentence, “degree of filling” is replaced by “quantity of gas filled into the shell”, and in the second sentence “degree of filling of the shell” is replaced by “quantity of gas filled into the shell”. In 4.2.3.6.4, “degree
of filling” is replaced by “quantity of gas filled into the shell”. In 4.2.5.2.3, “degree of filling” is replaced by “filling ratio”. In 4.2.5.3, TP5, “degree of filling” is replaced by “restrictions on filling”.
In 6.7.4.15.1(i)(iv), “degree of filling” is replaced by “Maximum allowable mass of gas filled”. The same change is made in figure 6.7.4.15.1, under ‘HOLDING TIMES’, last column.
All these amendments have been placed in square brackets pending confirmation at the next session.
In developing the latest amendment to the International Maritime Dangerous Goods (IMDG) Code, IMO’s Editorial & Technical Group had spotted two errors made in the incorporation of the latest round of amendments made by the International Atomic Energy Agency (IAEA) to its Safety Standards for the Transport of Radioactive Material (SSR-6). In 5.3.1.1.5.1 of the Model Regulations, “or SCO-III” should be added after “SCO-I”. Also, in the entry for ‘Electrical resistance’ in 1.2.2.1, the formula is formatted wrongly. These corrections were adopted as
amendments that will appear in the 23rd revised edition of the UN Model Regulations.
The Netherlands offered an alternative text to the changes adopted at the previous session in response to a paper from ICAO and WHO on the transport of genetically modified micro-organisms (GMMOs) and genetically modified organisms (GMOs). The Subcommittee deemed this preferable and, after some modification, agreed to replace the previous wording with a new penultimate paragraph in 2.9.2:
Pharmaceutical products (such as vaccines) that are packed in a form ready to be administered, including those in clinical trials, and that contain GMMOs or GMOs are not subject to these Regulations.
ICPP and the Responsible Packaging Management Association of Southern Africa (RPMASA) proposed a new entry for table 4.1 of the Guiding Principles, following the adoption of the new UN 3550 entry for Cobalt dihydroxide powder. This was acceptable to the Sub-committee, as was the addition of a note reading:
Acknowledging the unique properties of cobalt dihydroxide powder, which include that this material is: hygroscopic, heavy with a density of 3.6 g/cm³, has zero vapour pressure, tends to clump and not remain airborne, and that the airborne fraction has a low respirability value of only 0.8 % modelled to deposit in the deep lung, the Sub-Committee of Experts on the Transport of Dangerous Goods agreed to authorize UN 3550 to be packed in flexible intermediate bulk containers, provided these include a sift-proof liner (to prevent any egress of dust during transport), and are transported in closed cargo transport units
The secretariat acknowledged that, during the final edition of the latest version of the Guiding Principles, a mistake had crept into C.3 concerning the assignment of portable tank special provisions to individual substances. In the process of correcting that error, a review of C.3 revealed a number of other issues.
Two of those were easily rectified: in paragraph 15, the entry for TP2 is deleted, with the list of TP3 to TP11 being renumbered
TP2 to TP10; and in the renumbered TP4, “and surface contaminated objects” is added after “low specific activity”, and “, to chemicals under pressure (UN Nos. 3500 to 3505)” is added after “3534)”.
Further, and after consultation with the Explosives Working Group, it was agreed to remove the assignment of TP1 to UN 0331 in the Model Regulations. It was also agreed to remove assignment of TP31 to UN 1442 and 1381.
The secretariat had also spotted that a number of tank provisions are not assigned to any UN entry. The Sub-committee felt they should be retained but to insert a note in the Guiding Principles to explain why. The secretariat was invited to prepare the text.
COSTHA followed up on a paper it had presented to the March 2022 session of the
RID/ADR/ADN Joint Meeting on the position of ‘overpacks’ in the transport of dangerous goods direct to consumers. COSTHA noted that the transport regulations are written to cover transport between businesses and that they include exceptions when dealing with transport to consumers.
However, according to ADR, when limited quantity materials are packaged and further consigned within an overpack, the overpack must be marked according to 3.4.11. Direct-to-consumer companies (such as parcel delivery and postal services) have developed the practice of using a handling device (a large bag) during delivery operations: do such bags constitute overpacks? And, if so, should they be marked? During the delivery operation, the contents of the bags are constantly changing as individual parcels are delivered. Can that be accommodated within the marking requirement?
COSTHA felt clarification would be useful, feeling that such bags should not be subject to the regulation, but was interested in hearing the opinion of the experts. Some were of the opinion that the use of bags for domestic deliveries of dangerous goods to end
consumers is not international transport and therefore not part of the Model Regulations. Others reported that their enforcement bodies consider such delivery bags as overpack according to the Model Regulations. Most delegations who spoke agreed that the identification of the goods transported should remain visible in any case.
It might help matters if the definition of ‘overpack’ was harmonised between the Model Regulations and RID/ADR/ADN but in the end some clarification would be needed, perhaps by amending part 7 on the provisions concerning transport operations to keep the flexibility in the practice of current deliveries. The Sub-committee agreed to continue discussion at the next session.
COSTHA had another question on a similar topic. If a consumer goes to a shop and buys goods that, in commerce, are defined as dangerous (normally in limited quantities), then they are not subject to the regulations as they drive home. However, if those same dangerous goods are delivered to the consumer by the retailer, do they then have to be packaged in ‘suitable outer packaging’ or ‘overpack’? Some experts reported on solutions implemented at their national level through guidelines or derogations but perhaps there is space for a more formal requirement. COSTHA invited delegates to send it their comments ahead of a new paper for the next session.
The US proposed that interpretations of the provisions in the Model Regulations made by the Sub-committee should be published on the UN ECE website, as is the case with US domestic regulations and with ADR/ADN. The Sub-committee offered the insight that the Model Regulations are merely recommendatory and have no legal status per se, so already have some freedom in terms of interpretation. The US may come back to this at the next session.
The 61st session of the UN Sub-committee of Experts on the Transport of Dangerous Goods will take place from 28 November to 6 December 2022; that will be followed on 9 December by the 11th session of the Committee of Experts on the Transport of Dangerous Goods and on the Globally Harmonised System of Classification and Labelling of Chemicals, where the 23rd revised edition of the UN Model Regulations will be formally adopted.
THOSE INVOLVED IN the shipment of dangerous goods by air – whether as consignors, carriers, acceptance personnel or ground handlers – are (or should be) aware that the regulations governing the business change promptly on 1 January every year. At least, that is the case for the International Air Transport Association’s (IATA) Dangerous Goods Regulations (DGR); these are based on the legal text, found in the International Civil Aviation Organisation’s (ICAO) Technical Instructions.
As 2023 is an odd-numbered year, there are new editions of both the Technical Instructions (which will be valid for the whole of 2023 and 2024) and the IATA DGR to get to grips with. IATA’s book is already available and dutyholders should be getting busy to make
sure their systems are updated in good time for the switch to the new provisions on 1 January. They may find that this new 64th edition of the DGR is slightly smaller than the current edition, as Appendix H has been removed; this provides guidance material on the development and implementation of competency-based training, which has been revised and updated in light of experience so far. IATA has moved this to its website, where it can be found at www.iata.org/ dangerousgoods.
Apart from that, there are no major changes to the DGR this time around though there are many changes to the details of the requirements. This article aims to shine a light on some of those more significant amendments but, as ever, dutyholders will
need to equip themselves with sufficient copies of the new edition of DGR ahead of the 1 January deadline.
SECTION 2
Growing use of battery-powered mobility aids (i.e. electric wheelchairs) has prompted several changes in 2.3 over recent editions. This time, the provisions have been revised to identify that batteries only need to be removed when the design of the mobility aid does not provide adequate protection against damage to the battery. For those mobility aids using spillable batteries, the requirement for them to be handled, loaded and stowed upright (or the battery be removed) remains in 2.3.2.3.
There is a clarification in 2.6.5.1 that a package containing dangerous goods in excepted quantities may also contain goods that are not subject to the DGR.
The list of state variations in 2.8 has been subject to its usual revision, with some new states appearing in this edition.
The classification provisions for self-reactive substances (3.4.1.2.4) and organic peroxides (3.5.2.2) have been revised to fully align with the wording in the UN Model Regulations.
IATA DO NOT WASTE TIME IN GETTING THEIR NEW REGULATIONS IN PLACE. SHIPPERS SHOULD PREPARE NOW FOR
CHANGES THAT WILL ARRIVE
There is a revision to 3.8.3.2.3 to clarify that substances or mixtures classified as corrosive must be assigned to Packing Group I unless test results indicate a different packing group. The requirements relating to the lithium battery test summary in 3.9.2.6.1 have been revised so that they no longer cover button cells installed in equipment.
There is only one new entry in the List of Dangerous Goods in 4.2: UN 3550 Cobalt dihydroxide powder.
For all those entries shown as ‘forbidden/ forbidden’, packing group(s) have been added, where applicable, as it forms part of the classification information, even when the goods in question cannot be consigned by air.
UN 1891 Ethyl bromide has been reclassified from Division 6.1 to Class 3 with Division 6.1 subsidiary hazard.
After a consolidation of the existing entries in the UN Model Regulations, UN 1169
Extracts, aromatic liquid is deleted; the proper shipping name for UN 1197 is now Extracts, liquid, for flavour or aroma.
There is a change to the maximum net quantity per package on cargo aircraft only (CAO) for three wet battery entries: UN 2794 (acid), 2795 (alkali) and 3292 (sodium cells). This is now 400 kg, as they must be packed in a UN specification packaging, for which that is the weight limit.
Special provision A154 is added against the various vehicle, engine/machinery and life-saving appliances, UN 3171, 3528, 3529, 3530, 2990, 3072 and 3166.
Special provision A4 is added against UN 2922 Corrosive liquid, toxic, nos and A5 is added against UN 2923 Corrosive solid, toxic, nos.
A sentence is added in special provisions A1 and A2 to require that, when dangerous goods are being offered under an approval, the applicable special provision must be noted in the authorisation column of the shipper’s declaration.
A similar amendment to A176 specifies that, when metal hydride storage systems are being offered, the special provision number
must be noted in the authorisation column of the shipper’s declaration.
There are four new special provisions:
• A221 is assigned to UN 1002 Air, compressed, to identify that mixtures of nitrogen and oxygen in specified concentrations may be transported under this entry and that a Division 5.1 subsidiary hazard label is not required
• A223 is assigned to UN 2990 and 3072 live-saving appliances, to state that those appliances that are packed in a strong rigid outer packaging, with no other dangerous goods except cartridges of a Division 2.2 compressed or liquefied gas with no subsidiary hazard and for the purpose of activating the device, may be shipped as ‘not restricted’ (this was formerly included as part of packing instruction 955)
• A224 is assigned to UN 3548 Articles containing miscellaneous dangerous goods, nos to identify that articles containing an environmentally hazardous substance may be shipped as cargo on a passenger or cargo aircraft when packed in accordance with Packing Instruction P 975; in that case, special provision A2 does not apply
• A225 is assigned to UN 3538 Articles
containing non-flammable, non-toxic gas, nos is similar to A224, relating to Division 2.2 gases without a subsidiary hazard and the provisions of packing instruction 222.
In the List of Inner Packagings in Table 5.0.B, reference to metal and plastic aerosols (IP7, IP7A, IP7B and IP7C) has been removed. That reflects a change to PI 203, Y203 and Y963, where details of metal and plastic aerosols have been deleted. There is also a standard maximum capacity of 1,000 ml for metal aerosols and receptacles, small containing gas (gas cartridges), and 500 ml for plastic receptacles. This is in line with the UN Model Regulations.
A revision to PI 220, 378 and 972 now includes additional packing requirements identifying that, unless the design and construction of the engine or machinery is such that the containment for the dangerous goods is adequately protected, the engine or machinery must be packed in strong outer packagings or fixed in cradles, crates or other handling devices. Additional provisions have been added such that engines or machinery are forbidden for transport if lithium batteries
in the engine or machinery are damaged or defective.
There is also now a specific reference to engines or machinery that contain preproduction prototype lithium cells or batteries or low production runs of lithium cells or batteries that may be shipped on a cargo aircraft under an approval from the appropriate authority of the State of origin and the State of the operator.
New PI 222 and 975 have been added to address the packaging provisions for UN 3538 and 3548 (see above), provided they meet the conditions specified in special provisions A224 or A225, as appropriate.
A revision to PI 870 removes reference to the packing provisions for batteries installed in equipment. For such articles, the correct classification is UN 3171 Battery-powered equipment, for which PI 952 applies.
A revision to PI 950, 951 and 952 identifies that vehicles are forbidden for transport if lithium batteries in the vehicle are damaged or defective. There is also now a specific reference to vehicles that contain preproduction prototype lithium cells or batteries or low production runs of lithium cells or batteries that may be shipped on a cargo
aircraft under an approval from the appropriate authority of the State of origin and the State of the operator. A revision to PI 965 and 968 requires each package prepared in accordance with Section IB to be capable of withstanding the 3-metre stack test applicable to limited quantity packages.
For Section II batteries, PI 966, 967, 969 and 970 have been revised to specify that, when packages are placed in an overpack, those packages must be secured and the intended function of each package must not be impaired by the overpack. This aligns with the general requirements for overpacks in 5.0.1.5.
In 6.1.7 to 6.1.9, the requirements for aerosols are deleted. The provisions for test requirements for aerosols and gas cartridges in 6.4.4 have also been revised. In 6.4.1 and 6.4.2, the provisions for the design, construction, testing and periodic inspection of cylinders, including UN cylinders, have also been revised.
IATA has followed the UN Model Regulations in removing from 7.1.5.5 the requirement for an emergency telephone number to be shown on the lithium battery mark; acknowledging that many shippers may have stocks of pre-printed marks, there is a transition period until 31 December 2026, during which time the mark illustrated in the 63rd edition of the DGR may still be used.
The existing transitional period for the dangerous goods statement on the air waybill in 8.2.1 has been extended for a further two years until 31 December 2024.
The provisions in 9.3.7 relating to the replacement after acceptance of lost or illegible labels has been revised to cover marks as well as labels.
There are some changes to the provisions for Class 7 substances specific to mixtures of radionuclides in 10.8.3.9.2 and 10.8.3.9.4.
As ever, there are numerous changes to the Appendices, including in Appendix A (Glossary), C (lists of self-reactive substances and organic peroxides), D (competent authority contact details), E (packaging suppliers and package testing facilities) and F (sales agents and training schools).
THE CARRIAGE OF cargo represents the largest slice of business for maritime operators. For the International Maritime Organisation (IMO), therefore, regulating that business is a vital and extremely demanding part of its remit. Its Sub-committee on Carriage of Cargo and Containers (CCC) has to cover a lot of ground, as evidenced by the outcome its latest meeting, its eighth session, which took place in London this past 14 to 23 September.
As an agency of the UN, IMO has also been charged with taking into account the UN Sustainable Development Goals, which was much in evidence during the CCC meeting, with discussions on alternative ship fuels and special provisions for the transport of vehicles, including battery electric vehicles,
and with other topics often stretching out into areas that might fall under the topic of ‘sustainability’.
For those in the dangerous goods world, CCC is important as it has responsibility for managing the International Maritime Dangerous Goods (IMDG) Code, although most of the detailed work is carried out by its Editorial & Technical (E&T) Group. That body has already finalised work on Amendment 41-22, which was adopted by the parent Maritime Safety Committee (MSC) at its meeting in April 2022. It will be available for use from 1 January 2023 and become mandatory on 1 January 2024. Meanwhile, CCC has begun receiving submissions for
amendments to appear in the following Amendment 42-24.
Among those proposals are updates to several special provisions. IMO has been asked to look at these as there are many operators in the containerised supply chain that feel shippers are using special provisions inappropriately and that they sometimes allow dangerous goods to be shipped without full and effective hazard communication. Among those affected are SP 388 (to harmonise with the UN Model Regulations), 961, 962 (which both apply to vehicles) and 963.
Among other proposals were amendments relating to:
• 5.5.4 to include criteria for devices in use or intended for use during transport that contain dangerous goods (data loggers, etc)
• the transport provisions for UN 1361 and 1362 Carbon
• limited quantity provisions for UN 2956 Musk xylene
• the shipping conditions for seed cake
• the stowage of Division 4.3 nos substances
• the applicability of 2.10.2.7 on the limitation of marking and labelling provisions
• 7.3.3.14 to note that the IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTU Code) is only recommendatory
• arrangements for emergency access to ammonium nitrate stored under deck, as per 7.6.2.8.4
• stabilised substances.
These and other proposals will now go forward to the E&T Group’s next session, which will prepare draft texts for consideration by CCC at its ninth session in September 2023.
In the meantime, a correspondence group has been established to review the transport provisions for vehicles, following a number of fires on ro-ro and car carrying vehicles, with a view to improving the carriage regulations and firefighting requirements.
CCC also has oversight of the International Maritime Solid Bulk Cargoes (IMSBC) Code, for which the E&T Group met in March 2022 to develop draft amendments for Amendment 07-23 of the Code. One significant aspect of this work is to toughen the requirements for the declaration of cargoes susceptible to ‘dynamic separation’, which causes the formation of a slurry above the solid material and can lead to instability of the vessel, and the revision of MSC.1/Circ.1453/Rev.1 and MSC.1/Circ.1454/Rev.1.
Other topics included:
• new cargo schedules for celestine concentrate, celestine, crushed granodiorite fines, ground granulated blast furnace slag powder and magnesite fines
• alignment of the Code with the International Convention on Safety of Life at Sea (Solas) as regards the declaration of solid bulk density, with the possibility of a new MSC Circular
• alignment of the stabilisation requirements for fish meal with those in the IMDG Code.
CCC also considered the idea of introducing a new Substance Identification Number (SIDN) for solid bulk cargoes, analogous to the UN number used under the IMDG Code. There
were, though, some concerns as to how this could be implemented in practice, as it would be a large task to identify and document bulk cargoes and update every shipping database.
However, there was broad support for the idea and it was agreed that further discussion, including a timetable for implementation, would be useful. That work will continue at the next session of the E&T Group, along with discussion of the classification of coal, new cargo schedules for gypsum powder and contaminated soil, amendments to the schedule for charcoal, and the number of spare charges to be carried for self-contained breathing apparatus.
In response to the increasing use of alternative fuels, IMO developed the International Code of Safety for Ships Using Gases or Other Low-flashpoint Fuels (IGF Code), which became mandatory on 1 January 2017. Five years on, there have been several developments in the area of alternative fuels that have rather overtaken the IGF Code, and this was one of the main areas of focus for
CCC 8. The meeting did finalise a number of technical amendments to the Code, which will now go forward to MSC for approval in spring 2023 and adoption in spring 2024.
More serious work is going on in the development of ‘interim guidelines’ for ships using LPG, hydrogen, ammonia and biofuels and for the carriage of hydrogen in bulk. CCC finalised the Interim Guidelines for the Safety of Ships Using LPG Fuels, which will be published in the form of an MSC circular. The Guidelines will provide an international standard similar to that in the IGF Code, specifying the goals and functional requirements that will form the basis for the design, construction and operation of ships using LPG as fuel. However, they go further in requiring several additional risk assessments and include specific ventilation requirements, recognising that LPG may accumulate at the bottom of enclosed spaces or on deck due to its density. The draft circular will be presented to MSC at its spring 2023 session for consideration and approval.
CCC was also presented with a proposal for safety requirements for those LPG carriers
CCC ALSO HAS INPUT TO THE CODES COVERING LPG AND CHEMICAL TANKERS, BOTH OF WHICH ARE BEING AFFECTED BY THE INCREASING CARRIAGE OF NEW FUELS SUCH AS METHANOL, AMMONIA AND HYDROGEN
using their cargo as fuel, of which there is an increasing number; it was felt this should be addressed through the International Code of the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code).
CCC continued to develop the draft Interim Guidelines for the Safety of Ships Using Hydrogen Fuels, which will similarly lean on the structure of the IGF Code. This will cover liquefied and compressed hydrogen, as well as the use of fuel cells, and is thus a more complex matter to deal with. A correspondence group was established to make progress on the draft and is due to report back to CCC at its ninth session in September 2023.
CCC also received proposals to revise the Interim Recommendations for Carriage of Liquefied Hydrogen in Bulk (resolution MSC.420(97)) but, due to a lack of time, it was agreed that informal work should continue for consideration by CCC at its ninth session.
There was brief discussion about the ongoing development of interim guidelines for ships using oil fuels with a flashpoint between 52°C and 60°C, including synthetic fuels, biofuels and mixtures of these with fossil
fuels. This work was started when there were concerns over the availability of low-sulphur fuel oil ahead of the introduction of sulphur restrictions by IMO in 2020. While that shortage has not been encountered in practice, CCC has decided to continue with the development of the guidelines in order to take account of any new alternative fuels that may emerge. Work will now continue intersessionally ahead of further discussion at CCC’s ninth session.
CCC was also faced with proposals for the development of interim guidelines for ships using ammonia as fuel. It was agreed that such guidelines should also follow the structure of the IGF Code, though it was recognised that they will also have to take into account the specific risk profile of ammonia, both in vapour or liquid form, including its toxicity, corrosivity and environmental hazard, which are not fully covered in the IGF Code as it stands.
CCC noted that, at present, the use of ammonia as fuel conflicts with existing mandatory instruments: for instance, Chapter 16 of the IGF Code prohibits the use of toxic or harmful fuels. MSC will need to address the
legal implications of the use of ammonia as fuel. Work will again continue intersessionally ahead of further discussion in September 2023.
That ninth session of CCC is due to begin consideration of the use of methanol and ethanol as marine fuel (if time permits) and work on fuel cells is scheduled to begin in 2024. CCC has extended the timeline for discussion of alternative fuels out to its 11th session, scheduled to take place in 2025, though it is unlikely that this will be the end of it.
With all the work needed to cover the IGF Code and interim guidelines for alternative fuels, CCC 8 had insufficient time to discuss a large number of proposals for amendment to the IGC Code; these are now carried over to the ninth session in September 2023 with a view to developing a new consolidated edition of the Code for adoption by MSC in 2024 and entry into force on 1 July 2028.
CCC received a report from a correspondence group looking at the suitability of high-manganese austenitic steel for cryogenic service, which had been charged with developing test methods. Although
difficulty had been experienced in conducting the test, CCC determined that it was suitable for ammonia service; a full test report is expected to be available in time for its next session.
CCC also supported four new Unified Interpretations related to the IGF and IGC Codes, which will now go forward for approval by MSC and publication in the form of circulars.
A relatively new job task for CCC has been to develop amendments to Chapter V of Solas to require the reporting of freight containers lost overboard or observed adrift at sea. This aims to address hazards to navigation and enhance the recovery of such containers. This work has become more urgent following the increase in size of containerships and also the more frequent periods of extremely heavy weather and high seas in which they operate, which has been ascribed to climate change.
CCC has now finalised a draft of those amendments, which will revise Regulation 31 to require that the master of every ship involved in the loss of freight containers communicate details of the incident to other ships in the vicinity, to the nearest coastal state and also to the vessel’s flag state. For vessels not involved in a loss incident but observing a freight container drifting at sea, the master of the ship is obligated to report such observations to other ships in the vicinity and to the nearest coastal State. Associated revisions to Regulation 32 of the same chapter provide a list of information to be collected when reporting the loss of freight containers from a ship or the observation of freight containers drifting at sea.
CCC also finalised draft amendments to Article V of Protocol I (Reports on Incidents Involving Harmful Substances) of the International Convention for the Prevention of Pollution from Ships (Marpol). This includes a
THE INCREASING USE OF LPG AS FUEL, PARTICULARLY ON LPG TANKERS, IS JUST ONE OF A NUMBER OF AREAS WHERE IMO IS HAVING TO CONSIDER THE SAFE USE OF ALTERNATIVE FUELS
cross-reference to the revised Regulations 31 and 32 in Solas Chapter V and establishes the reporting of lost containers as an obligation under Marpol as well as under Solas.
These draft amendments will be presented to MSC in June 2023 for consideration and approval and for subsequent adoption in spring 2024. It is currently anticipated that they will enter into force on 1 January 2026.
The proposed draft amendments to Marpol will be forwarded to the Marine Environment Protection Committee (MEPC) for adoption at a future session.
In connection with this work, IMO has been asked to develop a new module in the Global Integrated Shipping Information System (GISIS) so as to provide an online portal for the reporting of container losses and to allow reports to be updated. CCC also noted that some member states have been looking at
technical solutions for the detection of lost containers; the technology for doing so has been developing rapidly and costs are falling, with some major shipping lines already implementing tracking systems. It also noted that there are practical measures that might be taken, including a limit on the stacking height of containers on deck, to reduce the number of containers lost. MSC will consider the matter at its next session in November 2022.
It had been proposed that CCC develop a Unified Interpretation on the use of lashing software, to supplement the stowage and securing plans included in the Cargo Securing Manual, especially as such software is already in wide use. However, it was felt that more work should be done on harmonising the performance standards of lashing software before any action is taken.
Here on the back page, we stand by the old tenet: ‘Chassez le naturel, il revient au galop’. Or, if you prefer to go back to Horace’s original, ‘Naturam expelles furca, tamen usque recurret’. (We suspect Horace probably got it from some older Greek bloke, but we weren’t exposed to Ancient Greek at school.)
Anyway, the importance of this precent was demonstrated recently in the Hoboken area of Antwerp, Belgium, when fire broke out in a tanning centre. The blaze at the rear of the shop generated a lot of black smoke that made its way up a stairwell, filling the apartments on the upper floor and sending four people to hospital for treatment for smoke inhalation; others were evacuated.
The street was closed to traffic for several hours while fire crews made the tanning centre safe. The cause of the fire is uncertain, though fire crews suspect a technical fault. We here on the back page, mindful of our mantra, prefer to think of it as a bonfire of the vanities.
We have more sympathy with the casualties of another recent event, this time in Halle, in eastern Germany. A powerful explosion happened in a public toilet in the centre of town, in a building that also houses the tourist information centre, several shops and a nail salon – hence the term ‘public convenience’. Two girls were badly injured and a woman was also hurt.
The cause of the explosion is not known, though bystanders reported they could smell gas before the blast. Well, it was a public toilet after all, so perhaps they should not have been surprised.
A somewhat older story from Germany, dating back to March 2017, comes our way from our like-minded friends at Darwin Awards. It concerns a chap who, after several stiffening drinks at a nearby bar in Dortmund, was buying a train ticket home. Having gone equipped with the right materials – it is not clear if this was planned or just an opportunistic event – he decided to save some money by blowing the front of the ticket machine off.
He was spotted spraying aerosol cans into the front of the ticket vending machine, putting the empty canisters carefully (or as carefully as a drunk can manage) into a bag. He then ignited the gas, presumably using a lighter, at which point the door of the machine blew off with a loud explosion, shattering it and spraying the man with shrapnel. Despite the best efforts of bystanders to resuscitate him he died of a severe head injury.
Last month, fire crews in Bellingham, Massachusetts were called to a house fire; they found the home ablaze and the injured occupant was sent to hospital. The fire crews could get to the root of the blaze directly, however, as they had been alerted to the fact that there might be a stock of grenades in the basement. The bomb squad arrived to clear the building.
The local Fire Chief said the cause of the fire was under investigation. One has to think that anyone who keeps a stock of hand grenades might well have other flammable or explosive items knocking around, any one of which could have sparked the fire.
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