HCB Magazine March 2023

AFTER THE STORM

LOGISTICS PROVIDERS LOOK FORWARD TO A MORE PREDICTABLE YEAR

TERMINALS PREPARE FOR ENERGY TRANSITION

HAULAGE INDUSTRY SEARCHES FOR DRIVERS

WHAT’S IN THE NEW ORANGE BOOK

EDITOR’S LETTER

It is nearly ten years now since the terrible rail accident in Lac-Mégantic, Quebec, when an unattended freight train composed entirely of tank cars carrying crude oil ran down an incline, derailed and exploded, killing 47 people and virtually erasing the town centre. There was of course a reaction –the rail company was criticised and its safety record was questioned. Its CEO was heckled when he visited the town a few days later.

There was a thorough and extensive investigation of the incident by the Canadian authorities and a lengthy trial –though the train crew were not convicted. Regulatory bodies in both Canada and the US responded with stricter requirements for tank car construction and looked at whether the characteristics of the Bakken shale crude involved meant that an explosion was more likely than with ‘conventional’ crude.

There was also some criticism of the whole idea of moving dirty oil across the country, with Greenpeace pointing out that both rail and pipelines presented significant safety risks. But, by and large, the response to the ghastly event was comparatively measured.

Ten years on and the world seems a different place. When a Norfolk Southern freight train derailed on 3 February in the Ohio town of East Palestine, there was a major fire, a significant environmental impact and the evacuation of the entire town. But no one died and there were no direct injuries reported as a result of the event.

Nonetheless, social media immediately went into overdrive, criticising the rail company for failing to invest in modern braking systems, running a reduced crew, increasing train lengths and focusing more on stock buybacks. Public

criticism extended far beyond the railroad company, putting into question the role of the Biden administration and Secretary of Transportation Pete Buttiegieg as well as local and state politicians.

All this was catnip to conspiracy theorists and there was a huge amount of alarmist misinformation doing the rounds. The US is now, these twitterers say, full of ‘bomb trains’ crisscrossing the country and putting decent tax-paying folk at risk. NTSB spoke out about this misinformation and said that, if people really wanted to help, it was hiring.

Meanwhile, my colleagues at our sister company Chemical Watch are currently writing a whole lot of material about the potential ban on PFAS in Europe and the US, which will be a far-reaching measure. We were talking about the ‘why’ of this coming to the top of the regulatory agenda and it seems to me that, again, it is due to public pressure.

Some time ago, a bright spark came up with the name ‘forever chemicals’ to highlight the fact that they can’t be got rid of once they’re out there. It is important to remember that, with a few honourable exceptions, the average print or broadcast journalist knows very little about chemistry (or the transport industry) and giving them simple concepts like ‘bomb train’ and ‘forever chemicals’ that fit nicely into a 48-point headline makes it easy for them to accelerate the outrage.

Things have changed a lot over the past decade and it makes it more crucial than ever to be able to apply critical thinking to what we are being told, whether by the mainstream media or conspiracy cranks. HCB will, of course, continue to give you the unadulterated truth.

Peter Mackay

HALDIS FEARN

9 JULY 1951 – 20 JANUARY 2023

HCB WAS SADDENED to learn of the death of our long-time friend and contributor Haldis Fearn in January. Haldis was a hazmat professional through and through and had a resume littered with awards and achievements over a career that began at the very bottom as an office assistant in 1988.

Haldis was born in Idaho and trained as an artist, gaining her BA from Portland State University, and spent most of her life on the west coast of the US. She moved into the hazmat world and rapidly developed a specialisation in maritime and rail transport after joining American President Lines (APL) in 1991, where she remained until 2007.

During her 25 years with APL, Haldis developed and delivered training programmes for employees, establishing a structure that has lasted ever since; set up and ran a dedicated Hazardous Materials Department, which she headed; led an EDI programme that made APL the first to implement EDI for rail transport; developed a 24-hour emergency response system; and put in place many other systems designed to improve regulatory compliance and safety performance.

Shortly after leaving APL and setting up her own consultancy firm, HMF2, Haldis was one of the founding mothers of the Dangerous Goods Trainers Association (DGTA), along with Candy Cook and Joyce Beerbower, which sought to establish some standards for hazmat trainers and course content. This led to the creation of the Certified Dangerous Goods Professional (CDGP) and Certified Dangerous Goods Trainer (CDGT) qualifications.

Haldis served as chair of the board of directors of DGTA from 2009 to 2010. She also served four terms on the board of directors of the Dangerous Goods Advisory Council (DGAC), was chair of the International Vessel Operators Dangerous Goods Association (IVODGA)

in 1998, and was a member of the advisory committee of the US Coast Guard’s Chemical Transportation Advisory Committee (CTAC) from 1995 to 1997. On behalf of DGAC, she attended several meetings of relevant IMO Sub-committees and the UN Sub-committee of Experts on the Transport of Dangerous Goods.

Along the way, Haldis found time to spread the safety message through articles for various publications, including HCB as well as Hazmat Packager & Shipper, Lloyd’s List, Pacific Shipper and the Shipper’s Guide to Hazardous Materials, which she edited for a time. HCB remembers Haldis’ frequent calls for more attention to be paid to blocking and bracing in containers and she railed against slack practices all through her career.

That career garnered Haldis recognition from various quarters, receiving the Keystone Award at Labelmaster’s Dangerous Goods Instructors’ Symposium in 2010, a Certificate of Appreciation and Certificate of Merit from the US Coast Guard in 2000, and other awards from the Cooperative Hazardous Materials Enforcement Development (COHMED) and the American Society of Safety Engineers.

News of Haldis’ passing brought a flood of appreciations from those who knew her over the course of her professional life. Dean Ricker, president of Skolnik Industries, had this to say: “If you ever attended a dangerous goods conference, odds are Haldis was there. Never a wallflower, Haldis was always working the room looking to make friends and strike up a passionate conversation about hazardous materials. In a field dominated by men, Haldis established herself as a world-renowned expert in her field. Shattering the glass ceiling, she and a few other fearless women paved the way for others to follow in their footsteps.”

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30 YEARS AGO

A LOOK BACK TO MARCH 1993

OUR LONG-TIME correspondent ‘HJK’ – the late Herbert Kennard, to those who knew him – had a busy time back in March 1993, with two lengthy reports from important regulatory sessions. The UN Committee of Experts had excelled itself, with the changes agreed at its 17th session in December 1992 affecting almost every chapter of the ‘Orange Book’. One noteworthy feature of that session, we reported then, was the growing number of observers from what were referred to as “developing countries” – an improvement on ‘Third World’, perhaps, but still bearing carrying some post-colonial baggage; today we prefer the term “emerging economies”.

More crucially, the experts made a number of significant decisions, including the inclusion of elevated temperature substances of Classes 3 and 9; also appearing for the first time were batteries, along with a requirement for a vibration test; a new label to show that a transport unit has been fumigated; and additional generic entries under Classes 3, 6.1 and 8 to allow the allocation of a substance identification number in RID and ADR. One provision heading the other way and out of the regulations was the concept of ‘harmful substances’ and the No 6.1A label – the ‘X’ over an ear of wheat.

HJK’s other report came from WP15, the UN ECE’s Working Party on the Transport of Dangerous Goods, which was struggling at the time, trying to complete the revision of ADN (while the Central Commission for Navigation of the Rhine was eager to get ADNR modified first), with one eye on changes in the IMDG Code, and also keeping ADR in step with changes in RID. WP15 was also finding its

work overlapping with that of other working parties, including WP4, WP6, WP24 and GE2, to such an extent that, as HJK put it, this “has almost inevitably led to the appearance in the technical annexes to the ADR Agreement of topics formerly deemed peripheral to their central thrust”.

Slovenia had just become a party to ADR but WP15 was keen to hear from other former Yugoslav states with regard to their intentions, although that seems rather optimistic in hindsight, given that they were mostly at war with each other by that point and the trans-border movement of dangerous goods was probably not high on their agendas.

HJK also referred back to a paper tabled in 1988 regarding the old ’10 599’ marginal, which dealt with the applicability of a country’s domestic regulations for those aspects of international transport not covered in Annex B of ADR. “It would not be an exaggeration to claim that most states chose to interpret the marginal’s meaning in the way it suited them best,” we said at the time, and it was clear that most countries wanted to keep it that way, as its very imprecision offered a catch-all escape clause.

One final thing to mention: there was a brief snippet in the March 1993 issue noting that the first LNG carrier to be built at a shipyard in South Korea had been launched; the first of two 125,000-m3 Moss-type ships ordered at Hyundai Heavy Industries, it would certainly not be Korea’s last. Over the next decade South Korea overtook Japan as the major source of LNG newbuildings, though more recently that mantle has been assumed by China.

LEARNING BY TRAINING

by Arend van Campen BUCKLE YOUR SEATBELTS

WHILE YOU MAY believe that Europe and the United States are still governed as democracies, the events of the last three years since the Covid 0utbreak show a different, disturbing picture. Democratic process is dead, not only in the US, it is dying in Europe too. Democracies have been hollowed out by neoliberalism through lobbying, which is destabilising social cohesion.

Brussels acts as if their processes are democratic, but they are not. An agenda is followed according to a central plan, written by a central planning bureau, which sets the sails to a destination by which the end justifies the means. In the US, Chris Hedges points out that Sheldon Wolin’s book Democracy Incorporated warns us of a new and insidious way of autocratic despotism that he calls ‘Inverted Totalitarianism’.

This is, I believe, something to worry about because, while we are entertained by music videos, a never-ending number of TV series, movies or gadgets, we simply cannot find the time to really look at what is going on. We believe Joe Biden and Ursula von der Leyen despite the facts that they are lying to us and would do anything to remain leaders of the free world. Which free world? There is no free world or a free market when censorship by a cowardly mainstream media suppresses information. The entertainers make us believe all’s well, but look a bit closer and you can see how deep the rabbit hole is.

This month the World Economic Forum hosts its yearly event in Davos, Switzerland where an elite, flying in on private jets, discuss who will rule the world. Klaus Schwab, the delusional founder of this tooinfluential think tank, claims he knows exactly why our planet must not

be governed by democratic processes, because they only delay decision making. He openly states that an unelected few of ‘wise’ privileged people, by creating a timocracy i.e., an Aristotelian state in which civic honour or political power increases with the amount of property one owns, should call the shots.

‘Woke’ is a word that can no longer be ignored. It means ‘awake’, but I ask ‘awake from what?’ Sleep? Or awoken from unawareness? Wokeness, in my view, is a dangerous development because it tries to enforce preferred truth through untruth, defying reality. This won’t be supported by nature, because beauty can only exist in truth.

If corporations say: if you can’t beat them, join them, we are headed for an increased number of costly ‘externalities’ that timocrats will charge to the public and the environment. Inflation is a tax on a tax due to free money given to timocrats, created on a computer screen which now haunts us all, with no end in sight. If our voices are stifled, I foresee that even this innocent, monthly column could be censored. Do we want to live in 1984? Information is the resolution for uncertainty wrote Claude Shannon, the founder of information theory. If he had known that information is being outlawed, he’ll turn in his grave. 2023: a year of living dangerously.

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.

in the transition and diversification and what they need to be doing now if they are to prosper in the longer term.

CHANGE IS GONNA COME

The ILTA webinar was presented by representatives of specialist consultancy firm AJW, led by founding partner Christopher Hessler. They addressed first the obvious question: just what is the energy transition? This is the global energy sector’s shift away from fossil-based systems of energy production and consumption towards renewable and low-carbon energy sources. This transition aims to reduce energy-related emissions of greenhouse gases (GHG) through the application of various technologies to decarbonise fuels.

GLAD TO BE GREEN

THERE IS PLENTY of evidence that bulk liquids storage terminal operators around the world are becoming increasingly aware of the challenges they face as the energy transition builds momentum. Many have been adapting their existing facilities to cope with rising volumes of biofuels, re-tooling their tankage and installing dedicated lines to be able to ensure the integrity of their customers’ product during storage and handling.

Others, particularly in northern Europe –and often with the support or collaboration of port authorities and industrial users – are looking to play a part in building brand new supply chains for the international movement of green fuels based on renewable hydrogen, to be shipped from advantaged production areas in the form of green ammonia or with

the aid of liquid organic hydrogen carriers (LOHCs). This issue of HCB follows a recent trend in bringing stories of plenty of such collaborative and innovative projects. This pattern of development is not limited to northern Europe, though, and there have also been examples of multi-party projects going ahead in the US, again looking at ammonia and methanol based on renewable feedstocks. To help its members gain a better understanding of what is going on, the International Liquid Terminals Association (ILTA) held a webinar in mid-December to discuss how liquid commodities will play a significant role in the energy transition and the diversification of energy sources away from fossil fuels. The aim was to help ILTA members to understand their long-term role

Ideally, this means moving to renewably produced electricity but, where that is not feasible, there are lower-carbon steps on the road towards complete decarbonisation, such as wider use of LNG or conventional fuels with added bio-ingredients (such as bio-diesel or sustainable aviation fuel, or SAF). There is the possibility to produce like-for-like fuels from renewable sources (ethanol from corn, hydrotreatment of used vegetable oils or e-fuels produced with renewable electricity) to mimic existing hydrocarbon fuels and thereby avoid the need for investment in new transport and distribution assets. And finally the target is to move to hydrogen, ammonia or methanol, produced from renewable sources, as a means to move and store electricity.

This is all going to happen quite quickly, with steady growth and significant investment in technologies and infrastructure over the remainder of this decade. The 2030s are expected to see increased adoption of transition solutions, which will be refined further up to reach the zero-carbon target in 2050. AJW identified liquids storage terminals, along with pipelines, ports and land transport (road and rail) as hotspots in the energy transition.

What does all this mean for storage terminals, especially in the US? Growing electrification may well reduce storage demand for existing fuels that are going to be replaced, but – at least in the near to medium

DEMAND TRENDS • THE ENERGY TRANSITION IS HAPPENING. TERMINAL OPERATORS ARE REALISING THAT THEY WILL HAVE TO MOVE WITH THE MARKET AND ADAPT TO CHANGING CUSTOMER NEEDS

term – current diesel and jet fuel volumes are likely to be replaced by similar products: bio-diesel and SAF, respectively. There will also be new demand for the storage of ammonia and hydrogen and terminal operators will need to have the commercial flexibility to cope with that change in demand. AJW stressed that terminals and associated midstream assets will remain crucial to the distribution of energy as well as to ensure energy security.

There are some barriers to the energy transition and it is likely that different sectors will be moving at different speeds towards the targets; storage terminals will have to be able to balance the varying demands from their various clients – although that is something they have done for decades with traditional fuels. Terminals will, AJW said, need to adapt in step with the broader market.

WELL ON THE WAY

Terminal operators that are still considering the path to take should perhaps look at some of their competitors that are well on the way. Early

on in the process there was a general feeling that, while the road ahead is not yet mapped out, it would be preferable to press ahead, recognising that mistakes might be made, since standing still was clearly not an option.

Royal Vopak, which operates the largest network of independent bulk liquids storage terminals in the world, provides a good example; it realised early on that it would have to realign its asset portfolio if it was to be able to meet the future needs of its customers and, between 2017 and 2019, sold off nearly 5m m3 of oil storage capacity, mainly in Europe, while expanding its business in gases, industrial terminals and new energies. Indeed, it 2019 it made its first investments in hydrogen and solar power.

Since then, Vopak has invested in storage capacity for waste-based feedstocks in Rotterdam, participated in a major new solar park in the Groningen region, worked with Dutch energy utility Gasunie on an LOHC import terminal in Rotterdam and an open-access hydrogen import terminal, and invested further in LNG assets.

That pace of change accelerated in 2022. Speaking at the release of Vopak’s financial results for 2022 last month, CEO Dick Richelle had this to say: “During 2022, we made good progress in our strategy to improve our financial and sustainability performance, to grow our base in industrial and gas terminals, and to accelerate towards new energies and sustainable feedstocks.

“We are accelerating towards new energies,” Richelle added. “We accessed a prime location in Europe’s leading petrochemical cluster, the Port of Antwerp. This offers a unique opportunity to implement our strategy, forge new partnerships and support the industry in its decarbonization by developing critical infrastructure. In addition, together with Hydrogenious LOHC Technologies we are jointly taking hydrogen logistics to the next level to push LOHC market solutions and large-scale pilot projects forward.

“As a result of our improve, grow and accelerate strategy, Vopak will be a different company in 2030,” Richelle continued. “Society will need new, sustainable products that we will handle. We will forge new partnerships and transform our company gradually but decisively, leveraging our strengths and capabilities. We will contribute to a lowcarbon future by providing infrastructure solutions for new energies and sustainable feedstocks, by helping leading customers decarbonise, and by reducing our own environmental and carbon footprint.”

MORE TO COME

Sustainability and the demands of the energy transition now inform every decision that Vopak takes. Already this year it has signed an agreement to acquire Gunvor Petroleum Antwerpen, which occupies a prime location within Europe’s leading petrochemical cluster. Vopak, working with the Port of AntwerpBruges, plans to reconfigure the concession with the main aim of making a positive contribution to the decarbonisation of that industrial cluster and develop a new green energy hub.

Earlier in the year, Vopak and Hydrogenious LOHC, in which Vopak has a minority stake,

announced plans to set up a 50/50 joint venture, LOHC Logistix, to help push forward the LOHC concept through large-scale pilots in transport and storage. Vopak has also taken a small stake in electricity storage company Elestor and plans to help it scale up its electricity storage concept using flow batteries.

One short-term project that fits with Vopak’s strategy is a €30m plan to repurpose 22 existing oil storage tanks at its wholly owned Los Angeles terminal to provide some 148,000 m3 of storage capacity for SAF and renewable diesel. This is an important project not simply from its decarbonisation potential but also because, for Vopak, it is expected to deliver an “attractive operating cash return”.

Another interesting proposition is emerging in Thailand, where Vopak recently signed a 30-year concession agreement with the Industrial Estate Authority. This provides a solid basis for development of Thai Tank Terminal, a joint venture with state oil company PTT and new partner Gulf, which provides critical infrastructure for the petrochemical cluster in Map Ta Phut. “We are

looking forward to jointly developing vital infrastructure supporting the energy transition in the future,” Vopak says.

More broadly, Vopak is preparing for business opportunities in green ammonia in the Netherlands, Singapore and the US. It is also considering a substantial increase in LNG import capacity at the Gate terminal in Rotterdam, a joint venture with Gasunie, and is currently gauging market demand. Meanwhile, on the other side of the equation, Vopak has announced a strategic review of its three chemical terminals in Rotterdam –Botlek, TTR and Chemiehaven – the outcome of which may include whole or partial divestment of these assets.

PLANET AND PROFIT

Vopak’s focus on decarbonisation and investment in new technologies and infrastructure has not had a negative impact on the group’s financial performance. Revenues in 2022 amounted to €1.41bn, compared to €1.27bn in 2021, with group operating profit (excluding exceptional items)

rising by 9.9 per cent to €547.3m. Higher finance costs and taxes held net profit back to €325.0m, virtually level with 2021.

Vopak did, however, recognise hefty impairment charges, totalling €481m. Most of this was recognised in the first half of 2022 and reflected the impact on long-term revenue projections and current dynamics related to inflation pressure, utility prices, labour and material costs and changes in the energy market associated with the Russia-Ukraine war.

Around half of the impairment charge related directly to the Europoort energy terminal in Rotterdam. Plans to accelerate into new energies mean that a large slice of storage capacity will be taken out of commission, with the land made available to be turned over to investments in new energies. This will in the short term reduce revenues but, Vopak says, it acknowledges that the energy transition will in any case impact the long-term revenue prospects of the site’s current activities.

www.ilta.org

www.vopak.com

ROTTERDAM OR ANYWHERE

minimise the risk of accidents during the loading and unloading of hazardous liquidsthe loading arm is equipped with safety features such as emergency release couplings so that, in the event of an emergency, the loading arm can quickly and safely disconnect from the tanker, preventing spills and reducing the risk of injury to personnel.

HEALTH AND EFFICIENCY

STOCEXPO 2022 WAS a great successRotterdam was buzzing with exhibitors and visitors and, after a few precarious Covid years, it finally felt like the world was getting back to normal. As I write this, StocExpo 2023 is a few weeks away but my team and I are already looking forward to a hectic couple of days demonstrating equipment and meeting up with friends as well as competitors.

Rotterdam is known for its state-of-the-art infrastructure, including its extensive network of pipelines, tank storage facilities and refining plants, making it an ideal location for StocExpo. It’s also a centre of expertise in the

field of tank storage and logistics. The city has a wealth of knowledge and expertise in this area, and the Rotterdam Ahoy Convention Centre, which is one of the largest event venues in the Netherlands, has ample space to host large-scale events such as StocExpo.

Fort Vale Engineering is the leading manufacturer of valves, fittings, and loading arms for the bulk liquid transport and storage industry, and one of our most innovative products is the Safeload loading arm system, which we will have on display this year.

Safety is paramount in liquid transport and storage, so the Safeload system is designed to

Efficiency is also vital - the balance mechanism and swivel configurations enable the operators to easily manipulate the system - this not only improves efficiency but also helps to reduce the risk of spills and collisions.

The mechanism is manufactured in stainless steel, ensuring excellent corrosion resistance and inherent strength and durability (as opposed to traditional cast steel with a coated finish). Balance adjustment is controlled by gas springs and a limiter bolt provides failsafe damage protection. All swivels have an integral earth system that ensures electrical continuity, eliminating the necessity for separate earth wiring.

The base swivel assembly incorporates a superior 3-seal and dual needle/dual ball race bearing combination for maximum axial and radial strength and performance. The specialist PTFE primary seal is rated to 400 Bar G, so is less prone to splitting in highpressure operating conditions. The material is highly resistant to deterioration caused by product contact and affords the operator low-friction ease of movement. Secondary and tertiary seals protect the swivel mechanism from dirt ingress, ensuring a long-lasting and hard-working installation.

The system is also designed for low maintenance and a long lifespan, reducing the need for frequent repairs and replacements. Additionally, the API Safeload coupler eliminates spillages and additional wastage, saving thousands of dollars in lost product.

So, if you are attending StocExpo this year, do pop over to say hello. If you are in the market for an API coupler or a loading arm system, don’t be surprised if we try and sell you one (or more) - and if you’re not, well pop over anyway, we make a good coffee...

www.fortvale.com

EQUIPMENT • JONATHAN PARKER, FORT VALE’S BUSINESS DEVELOPMENT MANAGER, LOOKS FORWARD TO STOCEXPO 2023 AND WHAT FORT VALE WILL BE EXHIBITING THIS YEAR

TWO BECOME ONE

ASSETS IN PLACE

The new GES Group starts life with four storage terminal assets:

• A 20-ha plot in Europoort, Rotterdam, where GES acquired an interest in part of the Stargate Terminal from Gunvor in 2021 and where it is planning to create a major hub for the storage and consolidation of biofuels, gases and renewable fuels, alongside processing and production capacity to help facilitate the energy transition

• A 300,000-m3 storage terminal in the port of Amsterdam, GPS’s first acquisition, with 20 tanks used for the storage and blending of gasoline, components and biofuels, as well as middle distillates

• A newly built 178,650-m3 terminal in the free zone port of Hamriyah in Sharjah, UAE, developed in a joint venture with Innova Refining and Chemie Tech, working primarily as an industrial terminal for Innova’s nearby waste oil re-refinery and also used to store fuels and petrochemicals, and

• A newly built 134,400-m3 LPG storage terminal in Port Klang, Malaysia, with two refrigerated tanks and four pressurised bullet tanks, used for the import, storage, blending, handling and distribution of LPGs.

GLOBAL ENERGY STORAGE (GES) and Global Petro Storage (GPS) have merged their businesses and taken on the name Global Energy Storage Group (GES). The move is designed to strengthen GES’ market position and allow it to “explore substantial growth opportunities across all markets internationally”. Eric Arnold, CEO of GPS, becomes chairman of the new company, and Peter Vucins takes on the role of Group CEO. They are supported by CFO Alan Hyslop and Mark Synnott as Chief Technical Officer, with a workforce of some 140 employees.

“As GES Group, we will continue to develop a network of storage terminals with particular emphasis on facilitating the energy transition with a focus on cryogenic storage solutions where our team has a proven track record and very strong expertise,” says Vucins.

The new structure is being created to put

greater focus on the development of the next generation of energy storage assets. This will help facilitate the growing use of low carbon energies, with an emphasis on cryogenic storage for products such as LPG, LNG and ammonia, which is a promising hydrogen carrier. In addition, biofuels and logistics solutions for the transhipment of CO2 are being pursued.

Global Energy Storage was created by Vucins and Arnold in May 2021, with the backing of private equity firm Bluewater, specifically to focus on low-carbon commodities, energy transition fuels and potential renewable energy sources. Both were already executives at GPS, which was focused on hydrocarbon fuel storage. Bluewater and White Deer Energy, who are the major shareholders in the two original companies, have both backed the merger.

Additional business developments will be pursued around the globe; Vucins points out: “We see substantial growth opportunities for LPG in Asian markets but also elsewhere. We believe that LPG can be an important transition fuel as we develop new infrastructure to accommodate future fuels such as ammonia. Domestic energy security, as well as the energy transition, is of paramount importance. Our four assets and advanced project pipeline tackle both challenges.”

“We are really excited about this combination of GES and GPS Group that brings together major international energy assets,” adds Eric Arnold. “By combining the two companies we not only keep the team together but create a platform which positions us extremely well for further growth together with our trusted partners.”

www.gesgroup.global

MERGER • SISTER COMPANIES GES AND GPS HAVE BEEN BROUGHT TOGETHER UNDER THE GES UMBRELLA, SIGNALLING THE IMPORTANCE OF ALTERNATIVE ENERGIES TO THE TERMINAL SECTOR

GRASP THE OPPORTUNITY

a mix of stainless and carbon steel tanks ranging from 1,000 m3 to 3,000 m3 each; a second phase is already being planned for 2024 and the partners are assessing potential demand for tanks for chemical gases.

LINK IN THE CHAIN

STOLTHAVEN

TERMINALS AND Revivegen

Environmental Technology have formally established a joint venture, Stolthaven Revivegen Kaohsiung Terminal Co (SHRVK), to develop a greenfield bulk liquids storage terminal in the port of Kaohsiung, Taiwan. The plan was first announced with the signing of a letter of intent in April 2021. The partners expect that the new terminal will help meet growing customer demand for high quality bulk liquids storage in the region and attract more international trade to Taiwan.

SHRVK will offer not only bulk liquids storage but also integrated drumming, warehousing and distribution services for chemical and bulk speciality liquids customers. The terminal will also be well positioned to provide storage to support the

transition to greener energy and fuel alternatives, including ammonia. This aligns with the Taiwan government’s strategy towards net-zero emissions by 2050, which includes ambitions to cut carbon emissions by 20 per cent by 2030 (compared to 2005 levels), introducing low-carbon industrial processes and building a zero-carbon fuel supply system.

Meanwhile, Stolthaven Terminals’ focus on the digitalisation and automation of its terminals will bring increased innovation to the existing terminal industry in Taiwan.

Work has already started, with the first tanks beginning to go up, and the intention is for the terminal to be operational by the end of this year. The first phase involves construction of some 97,000 m3 of tankage in

Speaking at the introduction of the new joint venture in January, Guy Bessant, president of Stolthaven Terminals, said: “We are delighted with the addition of the SHRVK terminal to our global network, which enables us to increase the reach of the supply chain solutions that we can offer our customers. The partnership also opens up Taiwan to our broad customer base and the integrated services we can provide in collaboration with our sister companies Stolt Tankers and Stolt Tank Containers.

“Together with Revivegen’s expertise and local knowledge we will deliver a terminal that focuses on the safe and efficient handling and storage of chemicals and industrial gases for local and multinational companies. And we will use our experience in innovative sustainability projects to support Taiwan’s progress towards its carbon-reduction ambitions.”

Cheng Yu Chung, chairman and general manager of Revivegen Environmental Technology, said: “Establishing a joint venture with Stolthaven Terminals allows Revivegen to enter into the chemical storage industry and gain more exposure to international business and digitisation, which creates a win-win situation for both companies. This joint venture is also expected to elevate the status of Kaohsiung Port as a global storage and distribution hub.”

At the time of the signing of the letter of intent, it was noted that Revivegen’s main business is in the recycling and processing of chemicals, primarily for the semiconductor industry, but it saw an opportunity when an 11-ha plot of land became available in the port and partnered with Stolthaven to investigate the viability of building a terminal. Revivegen, which is based in Taiwan, operates one of the few waste treatment plants in the country capable of performing both heat and physical treatment of wastes, processing a total of some 3,250 tonnes per month. revivegen.com.tw www.stolt-nielsen.com

CONSTRUCTION • REVIVEGEN JUMPED QUICKLY WHEN A PLOT OF LAND BECAME AVAILABLE IN KAOHSIUNG AND, TOGETHER WITH STOLTHAVEN, IS TO BUILD A GREENFIELD TERMINAL

REDEVELOPMENT PLAN

common strategic ambition, which is to jointly develop a new green energy hub.

“The collaboration with Vopak fits perfectly with Port of Antwerp-Bruges’ ambition to become the energy gateway to Europe as a green port,” explains Annick de Ridder, vice-mayor of the City of Antwerp and president of the Port of Antwerp-Bruges. “That this global player that has been anchored in our port for years can now sustainably expand within Europe’s largest petrochemical cluster is excellent news. In this way, the Dutch company Vopak makes Flanders’ economic engine continue to turn swiftly.”

FINDING A HOME

“As Port of Antwerp-Bruges, we’re very pleased that Vopak has found expansion opportunities on the Gunvor site,” adds Jacques Vandermeiren, CEO of Port of Antwerp-Bruges. “This Dutch global player has been an established value on the Antwerp port platform for many years and will continue to focus on green ammonia, sustainable fuels and finer chemical products at the new site. Not only does this allow Vopak to continue to grow within our port in line with the strategy of the Port of Antwerp-Bruges, but we’re also demonstrating how, as a port, we’re shaping the energy transition together with businesses.”

VOPAK IS TO ACQUIRE Gunvor Petroleum Antwerp (GPA) from commodity trader Gunvor, giving it access to a 105-ha site in the port of Antwerp with deepsea, river, road and rail access and pipeline connections to north-west Europe. Of great interest in the deal is that adjacent and future pipelines are suitable for the movement of gases such as propylene, ethylene, carbon dioxide and hydrogen. Vopak says it is committed to sustainably redeveloping the site. For example, together with the Port of Antwerp-Bruges, the company will focus on joint development and implementation to support renewable energy as a further important step towards a climate-neutral economy.

“We’re very pleased to have access to this prime location in Europe’s leading

petrochemical cluster,” says Patrick van der Voort, president, Europe & Africa at Vopak. “It offers us a unique opportunity to implement our strategy, forge new partnerships and support the industry in its decarbonisation by developing critical infrastructure. The site’s extensive size, strategic location and connectivity to north-west Europe offer unparalleled opportunities.”

Vopak says it will reconfigure the concession with the primary aim of making a positive contribution to the decarbonisation of the industrial cluster on the Antwerp port platform. Where necessary, soil remediation will take place in close consultation with internal and external experts and authorities. Furthermore, the Port of Antwerp-Bruges and Vopak will continue their discussions to structure their

“Since rescuing GPA from insolvency in 2012, Gunvor has been committed to operating the refinery and terminal as a responsible tenant and employer in the Port of Antwerp,” says Shahb Richyal, global head of portfolio at Gunvor. “Over many years of operations, Gunvor invested considerably in the asset, and even through the mothballing process and subsequent cessation of all activities sought to ensure that all stakeholders and employees were treated fairly, and that the environment remained respected. By reaching an agreement with Vopak for the acquisition of the shares of GPA, Gunvor is ensuring the site will have a new future under responsible leadership.”

The acquired site is on the right bank of the Scheldt, north of the city centre.

www.vopak.com

RENEWABLES • VOPAK AND THE PORT OF ANTWERPBRUGES HAVE FOUND A SUSTAINABLE SOLUTION TO THE REDEVELOPMENT OF THE FORMER GUNVOR SITE, WITH GREEN ENERGY ON THE MENU

NORTH AND SOUTH

AMMONIA • INCIPIENT DEMAND FOR GREEN ENERGY IN NORTHERN EUROPE WILL BE OPENING UP NEW TRADES. SOUTHERN EUROPE, WITH PLENTY OF LAND AND RELIABLE SUNSHINE, STANDS TO GAIN

SPANISH ENERGY COMPANY Cepsa has signed a memorandum of understanding (MoU) with ACE Terminal, the joint venture terminal project in Rotterdam established by Gasunie and terminal operators HES International and Vopak to develop a terminal to act as an entry point for green energy into northern Europe. Under the terms of the MoU, the two parties will move towards a binding commercial agreement to facilitate the marine transport of green ammonia from Cepsa’s facilities in Andalusia in southern Spain, via the port of Algeciras, and to distribute green hydrogen to customers in Rotterdam’s hinterland in north-west Europe.

The partners says that the green energy can be produced at competitive prices in southern Spain as a result of its ample sun, wind and land, its solid electricity grid and access to important ports. Cepsa plans to produce green hydrogen at its San Roque Energy Park, near Algeciras, and convert that to ammonia to make its transport easier. Cepsa is aiming to begin exports in 2027, which fits well with ACE Terminal’s project timeline.

Cepsa last year unveiled a new strategic plan for 2030, Positive Motion, which includes its ambition to become a leader in sustainable mobility, biofuels and green hydrogen in Iberia and to become a benchmark in the energy transition. As part of that strategy, it is developing 2 GW of green hydrogen production capacity at two energy parks in Andalusia, which will form part of the ‘Andalusian Green Hydrogen Valley’, the largest green hydrogen

hub in Europe; Cepsa has recently signed a number of partnership agreements along the hydrogen value chain.

ACE Terminal is planned as an open-access terminal for the import of green ammonia –either as a carrier for green hydrogen or as a sustainable feedstock – into north-west Europe. By repurposing existing assets and infrastructure, the partners have reduced the time to market. This MoU with Cepsa is, the partners say, the first of what it expects will be several such agreements.

CORRIDOR OF CERTAINTY

Speaking at the signing of the MoU in Madrid last month, the Netherlands Minister for Climate and Energy, Rob Jetten, said: “This MoU between Cepsa and ACE Terminal is a great example of the type of collaborations that are needed and we want to stimulate in the field of renewable hydrogen between Spain and the Netherlands. It constitutes a significant milestone for the European Hydrogen Strategy in developing hydrogen corridors between south and north Europe. This will enable us to reduce reliance on fossil fuels and to achieve the Dutch decarbonisation and climate goals.”

Maarten Wetselaar, CEO of Cepsa, added: “This alliance makes the Green Hydrogen Corridor a tangible reality and increases the international potential of the Andalusian Green Hydrogen Valley, allowing green hydrogen produced by Cepsa in southern Spain to be used for industry and shipping in northern Europe. Partnerships like these are examples of the collaboration needed across Europe to ensure energy security without jeopardising climate targets, and the important role that Cepsa, and Spain, can and must play in this journey.”

Rotterdam is already the most important conventional energy port in northern Europe, handling some 13 per cent of Europe’s hydrocarbon energy demand; as future demand for green energy in north-west Europe is confidently expected to vastly exceed local production capacity, the next decades are likely to see Rotterdam pivot to renewable energy supplies while retaining its role as the most important energy import location.

www.aceterminal.nl

www.cepsa.com

development of related supply infrastructure.”

ALL TOGETHER NOW

Hapag-Lloyd is a leading global liner shipping company, transporting containers around the world, and directly purchases marine bunker fuels as an essential function of its operational activities. As part of its commitment to sustainability, the company is looking for reliable suppliers of zero-carbon fuels in key strategic ports.

CONSIDER AMMONIA

BUNKERING • FUEL SUPPLIERS AND TERMINAL OPERATORS ALIKE ARE GETTING INVOLVED IN THE ENERGY TRANSITION. TRADER MABANAFT IS LOOKING AT THE POTENTIAL FOR GREEN AMMONIA

MABANAFT AND HAPAG-LLOYD have signed a memorandum of understanding (MoU) to evaluate options for the supply of ammonia as bunker fuel in and around Hamburg and Houston. The two companies plan to assess the viability of and the options for the safe handling of clean ammonia as a bunker fuel and evaluate the commercial, technical, and regulatory requirements, engaging with all relevant stakeholders; the project will begin in Hamburg, home port for both companies, and then move on to Houston.

Mabanaft, sister company of terminal operators Oiltanking and Advario, is already developing infrastructure in Hamburg for the import and supply of clean ammonia for a lead customer, along with a larger infrastructure investment programme to create a platform for low-carbon fuel alternatives. In November last year, Mabanaft announced the intention to build Germany’s first large-scale green energy import terminal in Hamburg, together with project partner Air Products. Targeted to

provide hydrogen to Germany in 2026, the planned import terminal is to be located at Mabanaft’s existing Blumensand terminal in the port.

Furthermore, Mabanaft is a shareholder in Gulf Coast Ammonia LLC (GCA), a world-scale ammonia production facility in Texas City, Texas currently under construction and scheduled for commissioning by mid-2023. To provide the international shipping industry with a future-ready fuel option, Mabanaft is securing clean ammonia supply and exploring opportunities for the development of related bunkering infrastructure in and around the Port of Hamburg and along the US Gulf Coast. “We play an active role in shaping the energy transition and offer our customers innovative fuel solutions to reduce greenhouse gas emissions,” explains Volker Ebeling, senior vice-president of New Energy, Chemicals & Gas at Mabanaft. “In shipping, we intend to support that transition, for example through investments in ammonia production and the

“When produced with renewable energy, ammonia is a promising sustainable fuel that may become an integral part of the energy mix of future maritime shipping. We look forward to this partnership with Mabanaft and to jointly making progress on the industry’s path towards climate neutrality,” says Jan Christensen, senior director, Global Fuel Purchasing at Hapag-Lloyd.

Ammonia is already a critical feedstock for the chemical industry, and it also offers several advantages in other applications. It is not a greenhouse gas and combusts completely without emitting any CO2, only nitrogen and water. This has prompted the first pilot tests in Norway to operate ships in a climate-friendly way using ammonia. Tony Elliott, Head of Ammonia at Mabanaft, is convinced about the opportunities for ammonia in the shipping industry, saying:

“Ammonia has the potential to play an important role in decarbonising the global maritime industry. It has a higher energy density compared to, for example, pure hydrogen and is more easily transported and stored.”

Nevertheless, says Mabanaft, decarbonisation of the shipping industry is a global challenge, requiring action and commitments from all stakeholders across the industry. Global solutions will require a global policy framework that supports a range of processes to make ammonia an accessible zero-carbon fuel.

www.mabanaft.com

www.hapag-lloyd.com

The quarterly magazine from the Tank Storage Association

Tank storage provides an essential interface between sea, road, rail and pipeline logistics.

OPPORTUNITIES, COLLABORATION AND INNOVATION: IN CONVERSATION WITH ADRIAN JACKSON

Also in this issue, we look at the impact of climate change on process safety and bespoke apprentice training for the tank storage and energy infrastructure sector.

TSA

Insight is published by the Tank Storage Association, the voice of the UK’s bulk storage and energy infrastructure sector.

To contact the editorial team, please email info@ tankstorage.org.uk

TSA Insight Team

CONNECT WITH US

@UK_TSA

Tank Storage Association

TSA

@uk_tsa

CONTACT

Tank Storage Association

Devonshire Business Centre Works Road

Letchworth Garden City

Herts. SG6 1GJ United Kingdom

Telephone: 01462 488232 www.tankstorage.org.uk

TSA has used reasonable endevours to ensure that the information provided in this magazine is accurate and up to date. TSA disclaims all liability to the maximum extent permitted by law in relation to the magazine and does not give any warranties (including any statutory ones) in relation to its content. Any copying, redistribution or republication of the TSA magazine(s), or the content thereof, for commercial gain is strictly prohibited unless permission is sought in writing from TSA. Claims by advertisers within this magazine are not necessarily those endorsed by TSA. TSA acknowledges all trademarks and licensees.

Welcome to Insight’s first edition of 2023. At the beginning of the year, the UK Government published an independent review of its net zero strategy. Titled “Mission Zero - Independent Review of Net Zero”, the report highlights the need for a “long-term, stable investment plan” in the context of a pro-grow, pro-business energy transition. In line with the review’s findings, the tank storage sector has been clear that a long-term and stable policy background is essential to engender investor confidence. The bulk storage and energy infrastructure sector plays a vital role in providing services that are critical to UK, European and global consumers. As it looks ahead, it stands ready to work with the UK Government and other stakeholders to deliver on future opportunities. I hope you enjoy this new edition of Insight and don’t forget to follow us on social media for all our latest news.

Peter Davidson Executive Director, TSA

Tank Storage Associa on

Peter Davidson, Jamie Walker, Nunzia Florio

04 A shortcut to increased efficiency and reduced emissions

The growing worldwide demand for chemical products and proper storage and handling makes energy efficiency

Page 26

14 Opportunities, collaboration and innovation: in conversation with Adrian Jackson

21 Is your PDP card valid? How to maintain the validity of your PDP card,

09

12 The impact of climate change, in particular extreme temperatures, on process safety RAS Safety Consultants discuss the impact of climate change on process safety.

Adrian Jackson, Chief Executive of the Oil and Pipelines Agency, looks back on his two-year tenure as President of the Tank Storage Association and discusses future opportunities for the sector.

17 Independent review of UK government’s net zero strategy published

New independent review into Government’s strategy for achieving net zero by 2050.

18 How to keep industrial operations going during downtimes of vapor treatment systems

Mobile combustion units are capable of temporarily replacing vapor recovery units in industrial facilities, ensuring that the business is not interrupted.

22 Safety in focusthe importance of protecting people and the environment from hazards

Dantec has become a world leader in composite hose technology.

25 Spotlight on security training

Teamwork Security has increased the number of trainers to meet the demand for the Port Facility Security Officer (PFSO) refresher training.

26 Reynolds opens up a new world of learning for apprentices

Reynolds Training Services has earned a place on the register of apprenticeship training providers (RoATP).

Piping and fittings for the tank storage sector

supply tank storage facilities throughout the UK and Ireland.

A SHORTCUT TO INCREASED EFFICIENCY AND REDUCED EMISSIONS

the all-time high energy prices, forces terminals and processing facilities to rationalize their energy consumption and improve the efficient use of energy sources.

Storage tanks are used to hold a variety of organic liquids or gases including raw materials, intermediates, final products or usable byproducts. Although mainly used in the oil and gas industry, other industries often rely on upright storage tanks to temporarily store liquids (e.g. food and fertilizer industry).

Tanks can vary in design and the properties of the products being stored determine the storage temperature and if additional heating is necessary to maintain a certain temperature inside. In the case of heated storage tanks, this often has to do with preserving the quality of the stored product and preventing solidification of the hot liquid.

Why does energy efficiency matter?

The growing worldwide demand for chemical products and proper storage and handling makes energy efficiency of storage tanks a key requirement. This, combined with

Each year, large amounts of energy are wasted due to storage tanks not having proper insulation systems in place. This used to be negligible, but the current economic environment is demanding facilities to rethink the way energy is wasted.

Energy loss in heated storage tanks

When tanks operate above ambient conditions, the tank walls and roofs are often viewed as the main sources of energy loss. However, the heat loss at tank walls and roof will fluctuate when the liquid level increases or decreases but the heat loss through the bottom will always remain constant. Depending on the storage temperature and tank size, heat loss through the tank bottom can run up to >250 W/m² (80 BTU/ h•ft²) leading to large yearly energy losses that would accumulate to hundreds of thousands of euros over the lifetime of the tank.

What about carbon emissions?

Globally, heat accounts for nearly half of energy-related carbon emissions. Therefore, losing large amounts of heat leads to high amounts of unnecessary carbon emissions for your facility. In times when processing facilities and terminals are focussing on reducing

The growing worldwide demand for chemical products and proper storage and handling makes energy efficiency of storage tanks a key requirement.

their overall carbon footprint, it is inevitable that every opportunity to reduce heat losses and corresponding emissions should be grasped fully.

How to tackle this issue?

One of the easiest and most costeffective ways to immediately tackle this issue is to install a cellular glass insulation system underneath your heated storage tank. Insulating the tank base can immediately reduce the heat loss through the bottom up to 90%. The insulation value of cellular glass insulation also does not change during its lifespan, which helps to ensure constant and lasting energy savings. This allows for easy calculation of the yearly energy savings, payback periods, annual financial yields and, saved emissions over the lifetime of the tank.

Calculated payback periods and annual yields

Tank builders and terminal owners

can call on the expertise of Owens Corning’s technical services team to assist with the calculation of payback periods and annual yields of the investment in a FOAMGLAS® HLB insulation tank base insulation system.

These calculations consider all relevant factors such as temperatures and local energy prices. For each project, the heat lost through the base without insulation is calculated and compared with the total investment cost. This provides the total payback period of the investment in a FOAMGLAS® tank base insulation system, which can be as short as merely months depending on the storage temperature of the contained liquid.

In addition, the total future yield of the investment is calculated for the active life of the tank with an insulated tank base. This shows the amount of energy saved per area of insulated tank base, and the total

yield per year after the payback period.

What about my existing tanks? This of course is a no-brainer when new tanks are going to be built but what about existing tanks? Dedicated tank base insulation systems can easily be installed during scheduled tank maintenance programs when the tank is emptied to inspect the metal tank bottom and possible metallurgic repairs are being done.

This can be done by lifting the tank and positioning it on jacks. This gives the opportunity to install a tank base insulation system onto the concrete deck before the tank is lowered again.

Another possibility is to install the insulation directly onto the metal base inside the tank and weld a new metal bottom onto the newly installed insulation system.

About Owens Corning FOAMGLAS®

Owens Corning FOAMGLAS® is part of Owens Corning, a global building and industrial materials leader with three integrated businesses that are dedicated to the manufacture and advancement of a broad range of insulation, roofing and fiberglass composite materials.

For more information, please visit www.foamglas.com

FERROUS PROTECTION: A SPECIALIST PROVIDER IN CORROSION PROTECTION

Ferrous Protection Ltd was founded in 1987 by John King and Allan Davies.

The business was started in response to an emerging need for coatings that were much safer to use and environmentally friendly. Both had worked extensively in the coatings industry, in particular tank linings, both at home and overseas. John King had sat on several Steering Committees re BS Standards and as a director of the Institute of Corrosion, and the need for safer and more environmentally coatings became increasingly apparent. In 2021, we became part of the Qualitech Group of Companies thus being able to offer tank and bund cleaning as well as waste management and 24/7 emergency spill response services in addition to the services we have offered historically.

Below is a brief outline of our philosophy and the industries in which we work and services we offer. Our objective has always been to offer the client a comprehensive package that is unique in terms of expertise and quality within the surface protection

industry. The package includes:

• Consultation to establish client exact needs.

• Site survey and inspection as necessary.

• The optimum selection of product and application technique based on previous wide-ranging experience.

• Preparation and submission of a fully detailed and comprehensive project HSQE pack, including task and site specific RAMS, Inspection & Test Plan, MSP Programme Gantt Charts, Emergency rescue plans, operative certs, equipment certs etc.

• The execution of the work to agreed programme, specification and budget constraints by our own experienced operatives and qualified supervision.

• Weekly HSQE site inspections by our qualified and experienced management team.

• Inspection, testing and reporting (total quality management) with a full project QAQC Handover Dossier with warranty paperwork on completion.

• Regular re- inspection at agreed frequency.

Always at the forefront of our thinking is our responsibility to our client, their employees and assets, the environment and our workforce.

We have a range of sustainability initiatives from the use of solvent free and water – borne products, to reducing waste during surface preparation through using

Ferrous Protection’s objective has always been to offer the client a comprehensive package that is unique in terms of expertise and quality within the surface protection industry.

environmentally friendly abrasives or captive blasting; and the correct disposal of waste illustrates our commitment to being a responsible and sustainable business by reducing pollution and conserving the environment. We also believe that cost effectiveness is crucial to our continued success and work closely with our clients to ensure the project is executed in the most effective and efficient way, without cutting corners.

The Oil and Petrochemical Industry

Our extensive use of solvent free coatings enables us to work with increased safety, better sustainability and greatly reduced risk of fire/ explosion. We offer:

• Tank cleaning and waste management.

• Tank linings both on new and existing installations.

• Easy clean coating.

• Refurbishment of floating roofs.

• Refurbishment of tank floors.

• Application of spray and hand lay G.R.P. laminates.

• External coating to tanks, pipelines, structures, pumps and other ancillary equipment.

• Lining secondary containment areas.

• Metal spraying.

• Robotic surface preparation and coating application.

• On time completion of projects.

• We can also offer a full package of the above plus scaffolding, NDT, mechanical repairs, protective coating and lining inspection and insulation inspection as required.

Always at the forefront of our thinking is our responsibility to our client, their employees and assets, the environment and our workforce.

The Chemical Industry

Our extensive knowledge of application procedures, and the suitable resistance of various products available, gives us the opportunity to offer “one call” solutions and pricing, for the protection against most types of chemical storage/contact. We have successfully completed many projects for the lining/coating of carbon steel, stainless and alloy tanks and vessels, concrete storage pits and bunds also external protection against chemical corrosive atmospheres.

The Food and Brewing Industry

Application of non – taint systems in active production areas is an essential feature in this industry.

Our wealth of experience in this area has resulted in Ferrous Protection having an exceptionally strong reputation in this sector internationally:

• Use of Solvent free and water borne paints and metal sprayed system.

• Use of food grade floor and wall coatings.

• Protection of hot liquor tanks.

• Linings resistant to a wide variety of service temperatures

• Ability to meet programme requirements during “shut down” periods.

The Water Industry

The sector encompasses both “clean” and “dirty” processes. Suitable certified systems are available for potable water. Chemical/ abrasion resistant coatings are used for digestive/ effluent/sewage conditions. Ferrous Protection are UVDB certified and can protect all types of substrates through the following:

• WRC approved solvent free and

solvented coatings.

• Water – borne approved coatings.

• High quality linings enabling ease of cleaning.

• Long life system complete with performance quarantees.

• Flexible system for concrete substrates.

The Aviation Industry

Ferrous Protection have extensive experience protecting and maintaining both pre-airfield and airside Jet fuel storage tanks and pipework. We are the chosen asset maintenance and surface protection contractor on many of the UK’s largest airports as well as airports overseas including most recently the external coating of 4no tank roofs and pipework at Manchester Airport and the re-lining of 7no Jet A1 fuel storage tanks and corrosion protection of 1.46km of cross country pipeline of Greenland’s largest military and commercial air transport hub. We can offer:

• Tank cleaning for API653 tank inspections.

• Hazardous waste management.

• Abrasive blast cleaning.

• Application of protective lining systems in accordance with EI1541.

• Coating and lining inspections.

General Industries

Within the group we have a wealth of specialist and general knowledge of the surface protection industry. We are frequently consulted about protective and other specialist projects for which we are able to recommended the best possible solutions based on previous contracts and experience, executed successfully for satisfied clients:

• Metal spraying of items as diverse

as “ Big Ben” clock Tower Roof, chimney, flare stacks and Tsing Ma Bridge.

• Product storage tanks in the manufacturing sector.

• Blasting and spraying of bridges.

• Coating ship cargo holds for food and chemicals.

• Internal lining of road and rail tankers.

• Coating of aluminium casting pits.

• Industrial painting of buildings, structures, plant and associated equipment.

Overseas Contracts

We have worked extensively overseas in Europe, the Middle East, Asia, India, Caribbean, North and Soth America, Falkland Islands, Ascension Island. The contracts have ranged from several thousands to in excess of £1m and include both public and private sector clients including MOD, USAF and oil super majors.

Operating globally, from installing a new GRP epoxy lining to an 77m diameter crude oil tank in extreme heat in Trinidad in 2021, to carrying out critical infrastructure upgrade works to the largest commercial and military air transport hub in the extreme cold in Greenland in 2022, allows us to broaden and enhance our store of knowledge. This we are happy to share with you at your next opportunity.

For more information, please visit www.ferrousprotection.co.uk

Contact Ferrous Protection at sales@ ferrousprotection.co.uk or call 01457 873419.

Piping and fittings for the tank storage sector

The tank storage industry utilises kilometres of piping and fittings, transferring fuels, chemicals, and sea water. There is such a wide range of sizes, wall thicknesses, and materials required, that a reliable stockist of the complete package, is essential.

TSA associate member, JBP, has a 45- year history of supplying Valves, Pipe, Fittings, and Flanges to fabricators, EPCs, MRO contractors, and asset operators. Together with their parent company, National Tube Stockholders, they are the leading stockists in the UK.

Pipe, Fittings, and Flanges are stocked in sizes up to 24”, with material grades including API 5L, A106B, X52, X65, Duplex, Super Duplex and Cunifer, all held in large quantities for immediate despatch.

Utilising their group transport fleet of over 30 vehicles, JBP supply tank storage facilities throughout the UK and Ireland.

For over 45 years, JBP have supplied facilities across the globe, including the Caribbean, Nigeria, Ghana, the Caspian and the Falkland Islands.

For more information about JBP, please visit www.jbpipeline.co.uk

BIOFUELS: A KEY GROWTH AREA FOR UM TERMINALS

specialism removing moisture and impurities from used cooking oils before their onward transport to Europe.

UM Terminals puts its continued success down to the diverse range of its product and service offering allied to its customerfirst approach. Alongside these two factors is the speed and flexibility with which it can extend its capabilities to meet the ever-evolving requirements of its many blue-chip customers. This philosophy has resulted in UM Terminals, which has its headquarters in Liverpool, starting 2023 with more enquiries than ever before.

A current example of this is the way the business is responding to the increase in demand for its biofuels services. The uptick in enquiries in this area is part of a growing trend ahead of the 2030 deadline for the phasing out of new diesel vehicles and the UK government’s 2050 target to reach net-zero carbon.

Enquiries have come from fuel producers and distributors seeking a storage partner for Hydrotreated Vegetable Oils (HVOs), a diesel alternative fuel manufactured from 100% renewable and sustainable waste. UM Terminals has also secured an important new piece of business harnessing the company’s pre-treatment

Phil McEvoy, Managing Director of UM Terminals, said: “Biofuels is an exciting growth area for our business and the enquiries we are receiving are coming from the front and back end of the supply chain. We are partnering with customers which are looking for our pre-treatment and storage capabilities. As we continue on the carbon neutral timeline to 2030 and the phasing out of diesel, we want to be positioned as a biofuels service provider of choice.”

One of UM Terminals’ key selling points is its network of 8 terminals, strategically located across the UK, with a current capacity of over 300,000 cubic metres of bulk liquid storage, but with an ambition to increase this to around 400,000 cubic metres.

Vic Brodrick, UM Terminals’ Commercial Director, said: “Supply chains are giving particular attention to reducing road miles and storing nearer to their customers. It makes sense commercially, operationally and environmentally. With our terminals distributed across the UK, we are ideally situated to meet our customers’ wider transport and logistics requirements.”

In addition to broadening its service provision in biofuels, UM Terminals also has increased capability in general chemicals, including acids, alkalis and petrochemicals, building on an expertise established over many years. UM Terminals currently has a small number

UM Terminals continues to adapt to meet the current and future needs of customers.

of storage opportunities at its Gladstone and Regent Road terminals in Liverpool. The tanks available range from 10,000 to 15,000 cubic metres. All the tanks are of carbon steel construction, have heating available and, crucially, are located next to deep water at the Port of Liverpool. The strategic location and excellent transport links offered by UM Terminals were among the key reasons for one long-term chemicals customer recently increasing its storage capacity.

The client, headquartered in Scandinavia, had previously taken two small tanks at one of UM Terminals’ facilities. But following an investment in the region of £2million by UM Terminals, the customer agreed to take a much larger tank that has been specially converted to store an AdBlue product.

Phil McEvoy joined as Managing Director towards the end of 2022 after having held several senior roles in the UK and Europe, most recently as Operations Director for Northern Europe at global chemicals distributor Univar Solutions. Phil said: “UM Terminals has several key strengths as a business, but among the most important are the diversity of our product and service offering, our customer-centric approach and a real can-do attitude among everyone in the team. We love problem-solving for our customers and, when appropriate, matching their needs with bespoke solutions. We recently won a new customer from the fuel industry who told us that our team’s customer service, communication and willingness to go the extra mile were a total contrast to what they had previously been used to.

Another customer, one of the biggest brands in the world, told us that our more ‘personable service’ was the reason they switched from their previous provider. From those making a first enquiry through to long-standing customers, this commitment to listening and responding in an effective, timely and friendly manner is ingrained across our business. Added to this is a hunger to continue adapting to meet the current and future needs of our customers and, where appropriate, supporting this with investment. We are moving into 2023 extending a number of existing customer relationships, to support them with new requirements, as well as onboarding new customers such as the ones in biofuels.”

The UM Terminals’ portfolio consists of a broad portfolio of around 40 products including vegetable oils, industrial, food and feed, chemical, fertiliser, fuels, biofuels and base oils. Value-added services include biofuel feedstock pretreatment, blending, water dilution, product packing, HMRC bonded warehouse and COMAH compliance.

UM Terminals is part of the United Molasses Group. The Group’s other services include the international trading of molasses, the sales and distribution of molasses and the procurement and marketing of vegetable oils for use in the animal feed industry.

For more information, please visit www.umterminals.co.uk.

THE IMPACT OF CLIMATE CHANGE, IN PARTICULAR EXTREME TEMPERATURES, ON PROCESS SAFETY

RAS Safety

Consultants

It is becoming increasingly difficult for sceptics to argue against not only the existence of climate change and global warming, but also, its impact on our lives. For example, in 1980, there were a little over 200 natural disaster events worldwide, whereas in 2020, that figure had risen to over 800. $4.5 trillion in damages were accumulated via floods and storms, which made up 70% of natural disasters. On top of this, the simple fact that 2010-2020 was the hottest decade on record makes the concerns of global warming and climate change even more difficult to ignore. You will struggle to find any operations which have not been affected in some way by changes in the climate in recent years. We are left thinking, what is the impact on process safety?

The impact of climate on process safety in the UK

The UK is not known for its extreme conditions, which is particularly welcomed by businesses operating with chemicals and other potentially hazardous substances. For instance,

kerosene has a flashpoint (the lowest liquid temperature at which, under certain standardized conditions, a liquid gives off vapours in a quantity to be capable of forming an ignitable vapour/air mixture) of 38 degrees Celsius, meaning at any level under this temperature, kerosene will not release vapours in a way that it will be a flammable concern. With the tame climates we are accustomed to in the UK, the 38 degree flash point is typically not a concern for those handling the fuel, but the key issue here is that recently, due to the heatwaves we have experienced, local ambient temperatures have exceeded 38 degrees, so sites with small tanks of kerosene could have had moments where the ambient temperature was high enough, for long enough, to heat up bulk quantities of kerosene to temperatures above the flash point. Subsequently, if it is spilled, a normally unexpected hazard (fire from ignition of the vapour) is now present. Because temperatures historically have not been high enough to create these risks, sites holding high flash point fluids such as kerosene are not set up to deal with this risk, which can then lead to further issues relating to Hazardous Area Classification and Dangerous Substances and Explosive Atmospheres Regulations (DSEAR), and in turn potential harm to the individuals working on sites.

It is not only abnormally high temperatures that have caused issues in process safety. On the contrary, winter storms have led to freeze

discuss the impact of climate change on process safety.

events occurring in some parts of the world. An example of this is the freeze in Texas in February 2021, which led to a major power crisis in the state. Many refineries and petrochemical facilities experienced equipment failures and process upsets due to the unprecedented cold weather, forcing several to stop operating, significantly hindering the refining and plastics manufacturing operations in the U.S. Facilities can implement specific winterisation or freeze protection practices to help reduce the risk of process upsets should an extreme freeze event occur. Though protective measures do exist, there is still a question mark over whether winterisation techniques are sufficient to cope with the higher frequency at which these extremes are occurring, or whether an alternative is required.

The impact of climate on human factors

Human factors is primarily concerned with understanding human capabilities, and then applying this knowledge to the design of equipment, tools, systems, and processes of work in order to provide working conditions which are safe and manageable. Working in high temperatures such as those experienced in the recent heatwaves could have adverse effects on performance as full concentration is difficult to achieve under extreme heat, making mistakes more likely. These conditions could also potentially lead to problems for workers such as heat stress. If temperatures reach levels

where the wellbeing of workers may be compromised, changes must be made for operations to continue in a safe and ethical manner. This may include an increase in air conditioning or ventilation, or changing the processes which occur on site, which may not always be possible if a site is to carry out its primary functions.

With changes in climate such as increasing temperatures showing little signs of levelling off or reverting to levels we are used to, action must be taken to ensure industry responds with appropriate changes in considerations for process safety.

About RAS Safety Consultants

RAS Ltd is an independent firm of risk specialists established in 1993. RAS are founded on a set of simple principles: recruit the best people in the industry, only work in our areas of expertise, and work with our clients, not for them. It’s an approach that has seen them grow from being a handful of specialists in the North West to a rapidly developing company working with the leading companies in the oil & gas, pharmaceuticals and specialist chemical sectors across the world. The RAS team has worked on some of the biggest and most influential projects in the industry, and continues to expand their specialist knowledge.

For more information, please visit www.ras.ltd.uk

OPPORTUNITIES, COLLABORATION AND INNOVATION: IN CONVERSATION WITH ADRIAN JACKSON

Adrian Jackson, Chief Executive of the Oil and Pipelines Agency, looks back on his two-year tenure as President of the Tank Storage Association and discusses future opportunities for the sector.

Adrian Jackson, Chief Executive, Oil and Pipelines Agency

The Oil and Pipelines Agency (OPA) is a Statutory Public Corporation, sponsored by the Secretary of State for Defence, formed in 1986 by virtue of the Oil and Pipelines Act 1985. The OPA manages, operates and maintains seven Naval Oil Fuel Depots and a Petroleum Storage Depot on behalf of the Ministry of Defence. The OPA is a Public Corporation of the Ministry of Defence.

The bulk storage and energy infrastructure sector has a pivotal role to play in the transition to a net zero energy system. The Tank Storage Association (TSA) formally launched a new Energy Transition Charter. Tell us more about this important initiative for the sector.

The bulk storage and energy infrastructure sector plays a vital role in providing services that are critical to UK, European and global consumers. This includes the blending and transformation of substances to meet the diverse needs of both industry and the public in a safe and cost-effective way. In April 2021, as part of its sixth

carbon budget, covering 2033-37, the UK Government set a target for a 78% reduction in Greenhouse Gas Emissions (GHGs) by 2035 relative to 1990, including international aviation and shipping. The Government also published its strategy for Net Zero setting out policies and proposals to deliver emissions reductions to achieve the target of net zero by 2050. The strategy builds on the earlier Ten Point Plan for a Green Industrial Revolution and recognises the importance of creating the necessary conditions for investment in achieving climate neutrality.

In July 2022, the Government further launched its Jet Zero strategy which aims to set a trajectory to reach net zero aviation by 2050. This strategy includes mandating at least 10% Sustainable Aviation Fuel (SAF) in the UK aviation fuel mix by 2030 and achieving net zero for all domestic flights by 2040, with airport operations in England to be zero emission in the same timeframe.

The transition to a net zero energy system brings important challenges but opportunities too for the tank storage sector. TSA members operate 303 bulk liquid storage facilities in the UK and will inevitably see a change in the products that are stored and handled. The sector will also have to display the flexibility necessary to support access to both traditional and suitable energy alternatives, and to facilitate the integration of these alternatives. In this context, it is highly

likely that, in order to achieve the desired energy density, bulk liquids or liquified gases will play a key role. In addition, with the breadth of products and services provided by terminals evolving, careful consideration must be given to how safety can continue to be effectively managed, protecting both people and the environment.

In this context, there is a need to consider new energy carriers and how these can be safely imported, stored, and exported, and importantly ensure that workforce competency is aligned with these new challenges. Further, energy efficiency strategies and energy consumption management also form part of fundamental considerations for sector’s operators. And it is against this background that the TSA formally launched its Energy Transition Charter affirming our sector’s shared commitment to supporting the achievement of the UK’s climate neutrality targets. Crucially, the Charter is accompanied by important strategic commitments to encourage leadership, innovation, skills development, promotion and engagement. This is not only a testament to our sector’s commitment to leading in the transformative journey towards net zero, but it highlights its ambitions to seize the opportunities that are arising with regard to the expansion of services, facilities and expertise.

Enabling energy infrastructure is key to the energy transition. In this context, tell us more about the role

of the TSA’s Energy Transition and Sustainability Committee.

All TSA members supported the creation of a new Energy Transition and Sustainability Committee. This committee seeks to utilise our members’ expertise, knowledge and innovation to explore the vital role of bulk storage and energy infrastructure sector in the transition to a net zero energy system. Its main objectives are to facilitate dialogue and champion the unique potential of industry to affect change, along with exploring transformative actions through debate and expert insights on key topics such as alternative energy vectors, sustainable aviation fuels, biofuels, safety and much more. The wealth of knowledge and experience of our TSA members is invaluable as we look ahead to a low-carbon future, and this platform allows us to delve deeper into key issues for our sector.

Under your presidency, the TSA has also introduced a new Environmental, Social and Governance (ESG) Charter.

Environmental, Social and Governance (ESG) are the three key factors in measuring the societal and sustainability impact of our members’ businesses. TSA members recognise that a positive ESG commitment is a good demonstration that their organisation is behaving responsibly. Our businesses have to take responsibility for our actions, instill confidence in our key stakeholders,

and operate with full transparency. We have a corporate, social and moral responsibility to manage our impacts on the environment, reducing negative impacts, as well as on expanding and enhancing positive impacts. In working nationally and internationally, it is recognised that environmental impacts can be felt locally and in far reaching communities.

TSA and its leadership strongly support an ESG culture which has seen the introduction of a Charter for the Association affirming its commitment to environmental, social and governance principles. The ESG Charter is further accompanied by a framework to assist TSA members in developing clear and common policies in this context.

As the sector looks to tomorrow, a key priority of your term as President of the TSA has been to shine a light on the rewarding and diverse career opportunities that our industry offers. Tell us more.

I have great confidence in the next generation of people who choose to join our sector, and I strongly believe that they will find innovative solutions to our Energy Transition challenges. However, it is incumbent on the current leadership to offer the next generation of talent the opportunities they need to develop their knowledge and experience. From the very beginning, I have been a keen supporter of the Bulk Liquid

Storage apprenticeship programme as well as traditional Engineering apprenticeships. Starting my career as an engineering apprentice, I know the advantages of gaining a solid foundation on which to build. Our young people deserve every opportunity to learn from their more experienced colleagues, and I am sure they will prove their capabilities and become the future leaders of our businesses.

And, as part of a drive to promote the exciting and unprecedented opportunities that our sector has to offer, the TSA has recently launched a new careers hub dedicated to jobs and apprenticeships in industry. The hub includes inspirational videos from industry’s talent, informative resources helping to explain apprenticeships and careers in the sector, up-to-date opportunities and much more. It is my hope that these resources will connect, educate and inspire anyone interested in a career in our vibrant sector.

Author Adrian Jackson is a graduate from the University of Northumbria with a Firstclass honours degree in Electrical and Electronic Engineering. He is a Fellow of the Institution of Engineering and Technology, and has a Licence in Manufacturing Reliability which he earned at the University of Dayton, Ohio. Adrian began his career at British Coal in 1980, and then moved to Shell UK Oil in 1989, working in engineering and reliability improvement. In 1995 he moved to the chemical industry at the Grangemouth complex, where he held several posts in engineering and operations. Adrian’s last role at

Grangemouth was as the Enterprise Reliability Director at Dow Chemical. This required coordination of manufacturing capability, with the supply chain on a global basis. Adrian joined the Oil and Pipelines Agency as Oil Fuel Depot Operations Director in late November 2014, and was made Chief Executive in May 2015. As Chief Executive he is responsible for the safe and efficient operation and management of the oil fuel depots and one petroleum storage depot. In 2021 Adrian attained Chartered Director status with the Institute of Directors, and took on the role of President of the Tank Storage Association.

For more information about the Tank Storage Association, please visit www.tankstorage.org.uk

Find out more about the Tank Storage Association’s new careers hub: www.jobs.tankstorage.org.uk

Independent review of UK government’s net zero strategy published

The UK Government is committed to achieving net zero by 2050 and the Climate Change Act 2008, as amended in 2019, reflects this ambition. On 13th January 2023, the UK Government published former Energy Minister Chris Skidmore MP’s independent review into its strategy for achieving net zero by 2050. Chris Skidmore MP was appointed in September 2022 to lead the review. This was informed through a call for evidence and direct engagement with businesses, organisations, local government, academia and the public. Over 1,800 responses to the call for evidence were received and more than 50 roundtables across the country were held, making it, according to the Government, one of the largest engagement exercises on net zero delivery in the UK.

Titled “MISSION ZERO - Independent Review of Net Zero”, the report highlights the need for a “long-term, stable investment plan” in the context of a pro-grow, pro-business transition. In line with the review’s findings, the tank storage sector has been clear that a long-term and stable policy background is essential to engender investor confidence. This approach will avoid delays caused by the lack of transitional infrastructure and provide the resilience and security of supply needed. The report contains 129 recommendations “designed to make the most of this historic opportunity, covering the length and breadth of our

economy, so that people in every part of the country can reap the benefits of this both in their communities, and in their pockets”. Recommendations include developing a cross-sectoral strategy, by 2025, to support the building and adaptation of infrastructure for electricity, hydrogen, CO2 and other networks that support the green economy, and reforming planning rules. The review also calls on the government to publish the Low Carbon Fuels Strategy in 2023 and the necessary legislation for the sustainable aviation fuels (SAF) mandate to apply from 2025. It further sets out that the government should continue to work with industry to lay out a clear programme by 2024 to accelerate decarbonisation of the wider freight sector through modal shift and deployment of new technologies, building on the Future of Freight Plan which was published in July 2022.

The tank storage sector is critically important to the resilience of UK’s energy supplies and has a vital role to play in the achievement of the nation’s climate neutrality targets. The Tank Storage Association stands ready to work with the government and other stakeholders to help to deliver on the opportunities highlighted in the review.

MISSION ZERO - Independent Review of Net Zero is available at www.gov.uk

HOW TO KEEP INDUSTRIAL OPERATIONS GOING DURING DOWNTIMES OF VAPOR TREATMENT SYSTEMS

VRU is out of order. This means a downtime for the whole facility and therefore a significant loss of money and can also cause problems for the supply reliability.

Mobile combustion units are capable of temporarily replacing vapor recovery units in industrial facilities, ensuring that the business is not interrupted.

Kai Sievers, CEO and founder, ENDEGS Group

Vapor recovery units (VRU) are an important part of industrial facilities

as they control the hazardous and toxic vapors that are produced during industrial processes. Thus, harmful VOC (volatile organic compounds) and HAP (hazardous air pollutants) emissions are not just vented into the air, where they would harm both environment and people. Preventing those substances from getting airborne therefore limits the emissions released by facilities and helps the industry to comply with emission regulations.

To ensure their functionality, vapor treatment systems need to be inspected and maintained regularly – a process meaning a downtime for the VRU. From time to time, vapor recovery units also break down or malfunction and therefore need to be shut down for repair. But what to do during VRU downtimes as a facility without a vapor treatment system is not suitable to operate?

Many terminals and refineries still shut down their operations when the

But that is not necessary! Replacing stationary vapor treatment systems temporarily with mobile units for the emissions treatment ensures that vapors are still being recovered. As operations can keep going as usual, temporary VRU replacement is a costefficient alternative to a complete facility shutdown.

Only minimal interference on daily operations

ENDEGS offers temporary VRU replacement with its mobile vapor combustion units (VCU). The innovative units can treat vapors instead of the recovery unit during its downtime and are capable of burning all kinds of gases, gas compounds and vapors of the hazard groups IIA, IIB and IIC with a combustion rate of more than 99,99 % and no open flame – making ENDEGS the only company in Europe being able to do so. The mobile units can process and treat vapors without noise, open fire or odor, the highly skilled operators monitor the environmental-friendly process and ensure the safety of everyone involved.

VRU replacement with ENDEGS mobile combustion units reduces the downtimes of facilities to a necessary minimum, daily operations can continue undisturbed or with only

minimal interference. Applying this technology guarantees continuous productivity and complies to safety standards as well as emissions regulations.

Efficient processes for many different applications

ENDEGS offers VRU replacement for short-term as well as long-term projects and for both regular projects and unplanned emergency projects. The equipment can be deployed rapidly: for an emergency project in the Netherlands, the ENDEGS personnel was ready for operation in just a few hours, the emergency replacement of a malfunctioning vapor recovery unit in Germany started within 24 hours of project approval.

The mobile vapor combustion units can replace vapor recovery units in many different industries and facilities, for example in refineries, tank or ship terminals and truck or rail loading stations. ENDEGS units were used for an emergency operation in a tank terminal in the Netherlands to replace the VRU and uphold the ship loading in the facility. Two units and operational personnel were used until the VRU was repaired and the project was successfully completed after 14 days. In a refinery, the VRU replacement lasted for three months, preventing a complete shutdown and keeping the truck loading station in operation with approximately 340 truck loadings per day. Another emergency project even lasted for six months, ensuring that the facility was able to uphold

ENDEGS was recently named TOP 100 innovator 2023 and thus recognized as one of the 100 most innovative medium-sized companies in Germany.

the operations and continue with the loading of rail cars containing Ethanol. An ENDEGS combustion unit was also used for a planned VRU replacement project in the Netherlands; during the replacement, the gases from ships were taken over as well as the respiration of the storage tanks from the tank farm. In Hamburg, ENDEGS replaced the VRU during regular maintenance work. During the replacement, the petrol vapors from the vapor accumulator were processed in accordance with TALuft.

During a VRU replacement project lasting for three weeks, we intercepted 1.2 tons of emissions per day and 23 tons in total during the whole project. The replacement was carried out in a facility working with petrol and diesel – the emissions we intercepted are equivalent to those emitted by a diesel car with 150hp and a consumption of 4.5l/100 km driving 33.333 km per day for three weeks (a total of 638.889 km) and a petrol car with 150hp and 4.4l/100km driving 34.090 km per day (a total of 653.409 km). Had these emissions been just vented into the air, it would have had a dramatic effect on the environment.

Innovative mobile emission reduction services for all applications

ENDEGS is an expert in safe, clean and sustainable emissions reduction and developed the first portable vapor combustion unit worldwide, enabling mobile emissions treatment for the very first time ever. ENDEGS vapor combustion units are also suitable for the degassing of all types of tanks, containers, pipelines, vessels, ships and other components.

Degassing services by ENDEGS can be applied in different industries, for example commissioning and loading/unloading applications as well as during refinery turnarounds. The units are scalable and operated in four different combustion powers – 3, 5, 10 and 20 MW – so they can be used in different scenarios and applications, for example short-term projects as well as longer projects involving products that need to be burned at a high efficiency.

ENDEGS expands its portfolio of innovative emissions reduction services constantly. For example, the fleet of mobile vaporizers with nitrogen tanks enables the purging and rendering insert of systems and system components handling flaming liquids and gases like LNG/CNG, ammonia, hydrogen or propane. ENDEGS further offers the rental of the remote-controlled ATEX Zone 0 robot, enabling the cleaning of industrial tanks from a safe distance. ENDEGS was recently named TOP 100 innovator 2023 and thus recognized as one of the 100 most innovative medium-sized companies in Germany. The award honors the winners for their strength and qualities in innovation and is based on a scientific evaluation of the participants with high standards and requirements. ENDEGS received the TOP 100 seal for the third year in a row.

For more information, please visit www.endegs.com

Is your PDP card valid?

The Petroleum Driver Passport (PDP) Scheme is a voluntary industry scheme, supported by government, designed to ensure all petroleum product drivers in the UK are trained and assessed to the same consistent standard. It was developed in 2012 by the Downstream Oil Distribution Forum (DODF), a forum of employers, trade associations, government departments and trade unions, and launched in January 2014. The DODF, of which the Tank Storage Association is a member, retains overall responsibility for the PDP Scheme. The Scheme is managed by Scottish Qualifications Authority (SQA) in conjunction with the PDP Management Group. Over 11,000 tanker drivers now hold a PDP Card. The Scheme delivers a consistent level of classroom/practical training to all petroleum tanker drivers, backed up by a standard and a system of approval and enforcement. All petroleum tanker drivers should have a PDP card regardless of their employer, type of vehicles, grade(s) of petroleum product, or loading point. It is additional to ADR training, and importantly includes a practical assessment of a driver’s loading, driving and unloading skills and knowledge.

As with an ADR licence, the PDP card is held by the individual driver to allow freedom of movement between employers. The passport is renewed every five years, but also has an annual practical assessment

and an annual classroom training requirement. The annual practical assessment must take place up to four months before the driver’s annual anniversary date (this is the same day and month as the expiry date on the driver’s PD Passport).

UK terminals are the primary point of enforcement for the PDP Scheme. The terminals issue site-specific loading cards to suitably qualified individuals, and have agreed that drivers with PDP card are demonstrably trained and competent. Therefore, the terminals require drivers to have their PDP card to load, and carry out spot checks on annual validity.

Due to Covid-19 restrictions and driver issues in September-October 2021, some drivers were unable to complete their 2021 Annual Refresher. To allow drivers with a good track record of completing their annual refreshers access to load product, the DODF announced a dispensation stating that “any driver who has taken and passed their annual refresher or 5-year PDP card renewal in 2021 and/ or 2020 should be treated as having a valid PDP card and be permitted to load normally”. The dispensation was in place until 31st December 2022 and is no longer valid. From 1st January 2023, all drivers are expected to have completed their 2022 Annual Refresher.

For more information, please visit www.pdpassport.com

SAFETY IN FOCUSTHE IMPORTANCE OF PROTECTING PEOPLE AND THE ENVIRONMENT FROM HAZARDS S

Dantec has become a world leader in composite hose technology.

ince starting out as a gasket cutting business in 1969, Dantec has become a world leader in composite hose technology. Serving the requirements of the largest petrochemical complex in the UK at Ellesmere Port - 10 miles from Dantec’s original site -eventually led to diversification into other industrial products, including hoses.

Increased market demand for reliable composite hoses caused Dantec to begin manufacturing, working towards a commitment to innovation, minimising environmental damage, and above all else, the safety and wellbeing of its employees.

Dantec’s parent company, Elaflex, has recently published its new sustainability strategy, aiming to cement the positioning of environmental responsibility at the forefront of the company’s future. Combining climate protection, recycling initiatives and health and safety, Elaflex is committed to a sustainable and safe future without

compromising on quality.

Jon Loach, managing director of Dantec, discusses why the issue of safety is paramount.

Protecting human health

Our commitment goes far beyond just compliance with regulatory and legal requirements. The health and safety of our employees is of the utmost importance. And although it may seem like human safety is taking a step away from sustainability, it’s essential that all organisations ensure that they’re manufacturing processes and services are as safe as they can be to help keep accidents at bay.

At Dantec, the safety and wellbeing

of our employees is our top priority. By providing ergonomic working conditions, we are able to almost eliminate workplace accidents. It’s better to prevent a situation from happening rather than dealing with the consequences - especially when it comes to occupational safety. Providing work aids such as forklifts and cranes also forms part of our focused commitment as a group to protect our employees whilst at work.

Protecting the environment

Here at Dantec, we ensure that our products are equipped for safe handling, whenever and wherever they are in use. Our product range includes equipment for handling hazardous goods including nozzles,

hoses, fittings, rubber bellows and couplings, ensuring that, throughout a wide range of industries, our products ensure environmentallyfriendly and safe media transfer –from terminal to nozzle.

Precision engineering for handling hazardous goods

Elaflex is committed to providing first-class products of the highest quality. Safety, environmental sustainability and customer satisfaction are our top priorities. Through our certification accreditation according to ISO 9001 and AD 2000 W0, as well as regular audits by external bodies, our customers can rely on a highfunctioning and professional quality management system.

As a member of various international organisations, we participate in the creation or amendment of norms and standards that contribute to the maintenance of occupational safety and to permanently improve efficient, economical and environmentally friendly fuelling technology.

The certificates, memberships and seals of approval mentioned here attest to the high level of professional competence granted to us and our employees and serve as recognition of high quality. Through continuous improvement processes, we work daily to raise our standards even further.

Elaflex is committed to providing first-class products of the highest quality. Safety, environmental sustainability and customer satisfaction are our top priorities.

A well-designed and manufactured product should last for decades, and our commitment to the environment goes far beyond our compliance to legal and regulatory requirements.

Quality products save resources

A well-designed and manufactured product should last for decades, and our commitment to the environment goes far beyond our compliance to legal and regulatory requirements. Low prices and high demand is still very much trending in most industries. However, the increased use of inferior goods is likely to lead to greater wear and tear and replacements, which in turn use up scarce resources as well as increasing waste production.

Here at Dantec, we manufacture hoses that are fully repairable, providing a maximum service life. As well as the economic advantage to our customers, the environmental impact of producing quality products is significantly reduced - helping

to minimise waste, protect scarce resources and reduce carbon emissions.

Dantec as part of Elaflex: looking forward

The future is bright for Dantec as part of the newly rebranded Elaflex group. Combining Dantec’s high quality composite hoses with the farreaching industry expertise of Elaflex enables customers to access even better connection technologies that enhance the safety and security of their dangerous materials, whatever the industry.

To find out more about how Dantec’s composite hose products can support your tank storage needs, please visit www.dantec.com.

Spotlight on security training

Teamwork Security was formed in 2004 in response to the demand for Port Facility Security Officer training following the introduction and enforcement of the ISPS (International Ship and Port Facility Security) Code under amendments to the 1974 SOLAS Convention.

Since its inception, Teamwork Security has expanded its security offering to cover the full range of ISPS and security consultancy services to the shore based maritime community, thereby enabling them to keep abreast of security risks and to implement measures to counteract the ever-increasing threat.

Teamwork Security also works closely with the Maritime Security Division of the Department for Transport (DfT) thereby ensuring that Teamwork’s clients are made aware of and adhere to the latest legislative changes and compliance requirements.

For 2023, Teamwork Security has announced that it has increased the number of trainers in order to meet the demand for the Port Facility Security Officer (PFSO) Refresher training which is now mandated by the Department for Transport to be required by PFSOs every five years. The online fully approved and accredited one day PFSO refresher course is also available to TSA Members at a reduced rate. The training is delivered using Microsoft Teams and delegates each receive

their own personalised course notes, colour printed on 120gsm paper and wire bound.

The initial three-day PFSO course is also available online or face-to-face (trainer travel and accommodation costs apply for face-to-face) and it is fully DfT approved and accredited, with delegates each being provided with their own personalised colour printed course notes.

Finally, the most popular product in the Teamwork Security portfolio, ISPS Support, is now available to TSA members at a discounted price. Contact Chris Amos for your personal quote at chris.amos@teamworksecurity.co.uk

For further information on the ISPS Support and training courses available, please visit www.teamwork-security.co.uk.

REYNOLDS OPENS UP A NEW WORLD OF LEARNING FOR APPRENTICES

Our apprenticeship training for the industry has taken a major step forward. Reynolds Training Services, an organisation devoted to training and developing competence for specialists in bulk liquid storage and handling, has earned a place on the register of apprenticeship training providers (RoATP). This is important; it widens our base for delivery and provides us with an opportunity and freedom to work more closely with clients and apprentices. In doing so, we will be delivering a carefully calibrated programme that will be the foundation for career development within the sector. From this exciting educational platform, we will give apprentices an unrivalled start to their careers – whilst supplying the sector with unrivalled operators that will spearhead the energy transition and meet the challenges of an industry moving from fossil fuels to supporting a greener future.

Fantastic news

Learning we’d earned a place on the RoATP sent a ripple of excitement

through our offices, as years of work trying to be included on this list finally paid off. Since that initial notification of our inclusion, we have undertaken the onboarding process and are already ‘transferring’ apprentices across to Reynolds, as well as planning for the next cohort in September. Of course, to get to this point, there’s no question you have to have the right support. The RoATP is a government-led register of specialist companies, so you need impeccable backing. Reynolds’ inclusion is, in no small part, thanks to the Tank Storage Association (TSA). They and their members have stood by us and worked with us to ensure that we had the right support when applying. So, to the TSA, and its members, we would like to extend a massive thank you.

An incredible chance to deliver

When the initial excitement settled, we were humbled by the opportunity; being on the RoATP means being able to offer truly bespoke apprentice training for businesses. That word, bespoke, is crucial. Whatever the industry needs, we can deliver – empowering our learners with properly focused courses. The bulk liquid storage industry is different from everything else, and it needs niche training that, in turn, is just as specialised. Here’s one example: our modular programme has been developed to recognise the activities operators undertake in the sector, providing

Reynolds Training Services has earned a place on the register of apprenticeship training providers (RoATP).

practical performance activities at the NCPM in key operational standards. This includes internal and external pipeline receipts emulating specific situations apprentices will encounter in the real world.

But it’s not just Reynolds or the individual client businesses that contribute to the aims and objectives of these courses. We are constantly in discussion with the rest of the industry. This means we can make learning for the next generation a collective effort that’s built around raising the level for all.

Why do we need to put a spotlight on apprentices?

Apprentices will play a bigger role in the years to come – at least doubling the momentum we’ve seen in our industry over recent years. There are several reasons for this. Apprentices will help us clear clouds hanging over current recruitment efforts. There’s been a misunderstanding that’s blighted bulk liquid storage and handling’s people growth in recent years. The industry has been wrongly labelled as “dirty” when, ironically, our collective know-how and understanding hold the keys to a greener future –new environmentally attuned fuel solutions like hydrogen will need our insight if they are to be received, stored and moved safely. On top of this, the industry has suffered the same issues many have, from the impact of Covid to a workforce that is depleting as seasoned

employees migrate to retirement. This means our industry needs to offer the talent of the future something extra: apprenticeships are where our employers can shape that offering. They give promising candidates training and a purposeful place on a team; in return, employers get staff who soon get to grips with the job at hand and bring with them new energy into the sector.

While we’re trying to boost numbers, this is ideal. But what else is making apprenticeships a more popular choice? It’s safe to say that people who might once have picked an academic pathway are now looking at this route.

Education is an onerous investment for the individual, and apprenticeships are a great way for people to earn (instead of accumulating debt that will put a hole in their pay packet for decades) whilst at the same time developing lasting relationships that build careers. And even if debt was not an issue, attitudes towards learning are changing. Gone is the assumption that you must automatically aspire to an academic route. Many of the sharpest, most able people want to “learn by doing” rather than spend too much time in a classroom or lecture theatre. Those who are undertaking apprenticeships are already seeing results from their hard work. They are taking the knowledge and practical

experience they have gained and are advancing to supervisory positions within their organisations. By spending more time being visible to industry bosses, apprentices are establishing themselves as a real force in the industry.

Making a case for a greener, more prosperous future Senior leadership teams are recognising the promise of apprenticeships, and the news of successful apprentices making a real impact on the ground will hopefully inform and encourage heads of our sector at the corporate level. In many ways, this top-level appreciation will be the final piece in the jigsaw. Investment and buyin from the C-suite will mean an important boost to not only the team sizes out in the field but to the breadth and depth of shared knowledge within the sector. It will boost learning and drive teams at all levels, while improving understanding and helping to meet our collective ambition for a safer, sustainable future. This greater number of trained specialists working in UK facilities will be able to expand what the sector can cater for. They will be able to take the know-how developed over years of working with fossil fuels and begin to adapt and apply it to storing and handling greener fuels like hydrogen. Needless to say, that’s good for the planet, great for business and the essential key to providing many successful careers.

SERVICE CENTRAAL

ROTTERDAM • KOOLE’S ACQUISITION OF MAASTANK CONCENTRATES OWNERSHIP OF VEGOILS STORAGE IN ROTTERDAM AND ALSO OFFERS FURTHER CAPACITY FOR BIOFUEL FEEDSTOCKS

KOOLE TERMINALS HAS acquired Maastank, formerly part of the Dekker Group, which operates a storage terminal in the Botlek area of Rotterdam with a focus on handling vegoils, fats and biofuel feedstocks.

“The acquisition of Maastank is one of the many steps in our strategy to meet the challenges in energy transition,” says John Kraakman, CEO of Koole Terminals. “In order

to further develop and strengthen a futurefocused infrastructure and service portfolio, it is necessary to keep investing in expanding and ensuring an optimal supply chain for our customers in biofuel feedstocks and vegetable oil products.

“The addition of Maastank to the Koole service portfolio provides greater capacity and expansion opportunities at the port of Rotterdam, which remains a strategic gateway in Europe for storage and transhipment, and processing of various products,“ Kraakman continues. “This acquisition will make it possible for Koole to further enhance the scale and breadth of services offered in some of our core product markets in Rotterdam, thereby deepening our supply chain integrated customer relationships and facilitating further growth of our platform of terminals.”

Koole will operate the facility as multiproduct terminal under the leadership of the

facility’s current management team. Future plans include further developing the quality of its multimodal solutions in the Rotterdam area – which will be serviced by the facility – as well as additional investments in the terminal’s infrastructure and capacity.

GOOD DEAL ALL ROUND

Following this transaction and last year’s acquisition of Alkion Terminals, Koole now operates 21 bulk liquids storage terminals in seven European countries. Maastank brings another 87,000 m3 of tank capacity to the network, which now has a total capacity of nearly 5.4m m3, and is situated close to Koole’s three existing Rotterdam sites –one in Botlek and two in nearby Pernis.

Dekker appears to be happy with the deal. CEO Jan Duel comments: “This transaction is testament to the value of Maastank’s portfolio of services. I am proud of the talented team we have brought together, and the terminal we have developed. I have full confidence that Koole Terminals is the right partner for Maastank in the next phase of the company’s journey.

“This transaction will benefit both Maastank’s employees and customers, by providing the necessary resources to drive further growth. It will also bring value to the port of Rotterdam, where we have had the privilege to grow our business,” Duel adds. Dekker is retaining its two other storage terinals: the Ouderkerk site, which has more than 100 heated stainless steel tanks for foodstuffs, feed and pharma products, and Holland Tank Service in Poland, which likewise focuses primarily on foodstuffs with liquid and dry bulk storage, warehousing and distribution services.

Looking from the outside, Rotterdam-based tank storage broker Odin-RVB notes that the acquisition of Maastank concentrates capacity for vegoil storage in Rotterdam into the hands of just two players. It sees it as a good move for Koole and also potentially offering opportunities for smaller players outside the main part of Rotterdam port to offer alternatives, including smaller tanks.

www.dekkergroep.com

koole.com

READY FOR THE FUTURE

residential areas by providing local energy storage. In the future, flow battery technology also offers the potential to provide shore power to ships calling at its terminals.

“While there has been significant focus on renewable power generation there has been less focus on long-term energy storage, which is critical for the global transition to ‘greener’ energy alternatives,” says Stolthaven Terminals president Guy Bessant. “Stolthaven Terminals has been working on finding a partner in electrochemical storage and in XL Batteries we have found one that shares our vision to use innovation and skills partnerships to develop energy solutions for the future.”

STOLTHAVEN TERMINALS RECORDED

fourth-quarter operating profit of $20.8m, virtually unchanged from the third quarter, and operating profit for its financial year to end-November of $89.2m, up from $62.3m in 2021. The end of the year saw a combination of lower throughput volumes overall and an increase in storage rates in the US and Australian terminals.

“High utilisation at our Houston and New Orleans terminals and elsewhere will allow for increased storage rates, although we are seeing areas with softness, particularly in Europe. We therefore expect to see similar performance from Stolthaven Terminals in 2023,” says Niels G Stolt-Nielsen, CEO of parent company Stolt-Nielsen Ltd.

Capacity utilisation stayed high throughout the 2022 financial year, averaging 97 per cent at Stolthaven’s wholly owned terminals and 94.5 per cent at its joint venture facilities. In response, Stolthaven has a number of expansion and greenfield construction projects underway or in the planning pipeline. Its 14 existing terminals have a combined tank

capacity of some 5.0m m3 and there is around 430,000 m3 of additional capacity in various stages of preparation, including at greenfield sites in Taiwan, Turkey and Brazil and expansions planned at its two US terminals, Dagenham, Westport (Malaysia) and New Zealand. In addition, there is the option to add some 1.3m m3 at existing sites, subject to storage demand.

GREENING THE TERMINAL

Like other parts of the Stolt-Nielsen group, Stolthaven Terminals is doing its bit to address sustainability demands. It has, for instance, signed an MoU with XL Batteries for the development of a flow battery with industrial-scale energy storage capability. The project will benefit from the expertise of both companies and will explore opportunities to apply XL Batteries’ innovative chemistry in port and industrial sectors. This includes the potential to support Stolthaven Terminals’ ambition to make its primary activities carbon-neutral and the potential decarbonisation of surrounding industrial and

Elsewhere, Stolthaven Dagenham is to build a used cooking oil (UCO) processing plant in partnership with cooking oil supplier and collector Olleco. The facility will process oil collected from restaurants and food production sites into renewable, low-carbon biodiesel. Olleco has several similar plants elsewhere in the UK but the Dagenham terminal offers the closest site to the greater London area.

“We are pleased to welcome Olleco to our terminal,” says Steve Walker, general manager of Stolthaven Dagenham. “In recent years, we have invested significantly in the terminal – including a new jetty due for completion this year – to ensure we continue to meet the specific needs of our customers and we are looking forward to partnering with Olleco on this project.”

“Our new partnership with Olleco highlights the significance of waste oil in the production of biofuels and the role we play in the supply chain and the transition to sustainable products and alternative fuels,” adds Pim van den Doel, commercial and business development manager, EMEA, at Stolthaven Terminals. “Together with our sister companies, Stolt Tankers and Stolt Tank Containers, we provide safe, integrated storage and handling solutions to the biofuel industry worldwide and our Dagenham terminal stores UCO for several customers.” www.stolt-nielsen.com

STRATEGY • WITH A VERY STABLE FINANCIAL POSITION, STOLTHAVEN IS AIMING TO EXPAND CAPACITY WHILE ALSO FOCUSING ON EMERGING TECHNOLOGIES AND NEW ENERGY DEMANDS

WHAT IT MEANS TO BE GREEN

SUSTAINABILITY • REDUCING A TERMINAL’S CARBON FOOTPRINT

MEANS MORE THAN JUST PUTTING SOLAR PANELS ON THE ROOF.

UM TERMINALS EXPLAINS HOW IT IS APPROACHING THE TASK

ALL BUSINESSES, ESPECIALLY those operating in the hydrocarbon and chemical field, need to be acutely aware of sustainability issues in their day-to-day operations; they have been given targets to meet by public authorities and both their customers and neighbours have increasingly stringent expectations. But what does ‘sustainability’ mean for a bulk liquids storage terminal?

This is a question UM Terminals has been pondering. It defines sustainability thus: “fulfilling the needs of current generations without compromising the needs of future generations, while ensuring a balance between economic growth, environmental care and social wellbeing”.

UM Terminals, which operates eight bulk liquids storage terminals in the UK, is part of the UM Group, part of W&R Barnett, a

fourth-generation family-run business based in Belfast. UM Group has rolled out a road map featuring several important steps towards increasing sustainability. The immediate requirements include developing company policies and conducting audits under the 2023 Energy Savings Opportunity Scheme (ESOS). Once the ESOS audits have been carried out, UM Group will be seeking to identify any potential cost and energy savings that can be implemented.

Alongside this, UM Group is busy scoping out its carbon footprint and looking for ways in which this can be improved, in line with various UK and international requirements. The initial focus for the carbon footprint work is on UM Group’s sites in the UK, such as the UM Terminals locations, and will be expanded later to its international sites.

INSIDE AND OUT

The decisions taken by UM Group regarding sustainability are closely aligned with Environmental, Social and Governance (ESG) credentials. Dr Nigel Jones, UM Group’s Sustainability, Quality & Technical Manager, says: “Having our approach towards ESG right is critically important to the future success of our organisation, with customers and stakeholders favouring businesses with robust ESG frameworks, governments implementing regulations that require greater transparency and consumers choosing brands for their ethical behaviour and record on climate change.

“UM Group wants to be a market-leading sustainable organisation, regarded as a responsible business and at the forefront of driving the change that is necessary to ensure a sustainable future for the sectors in which we operate. The roadmap we have developed is just a starting point and one which will continue to evolve over the coming months and years.”

As well as taking control of its internal sustainability efforts, UM Terminals is also responding to changing demand patterns, resulting from the actions of its customers as they themselves adapt to the energy transition. For example, late in 2022 UM Terminals reported an increase in demand for biofuels services, ahead of the 2030 deadline for phasing out new gasoline- and diesel-powered vehicles in the UK. UM Terminals started getting enquiries from fuel producers and distributors looking for storage for hydrotreated vegetable oils (HVO) and it also secured what it described as “an important new piece of business” for its pre-treatment service that removes moisture and impurities from used cooking oils before their onward transport to Europe.

“Biofuels is an exciting growth area for our business and the enquiries we are receiving are coming from the front and back end of the supply chain,” reports Phil McEvoy, managing director of UM Terminals. “We are partnering with customers looking for our pre-treatment and storage capabilities. As we continue on the carbon-neutral timeline to 2030 and the phasing out of diesel, we want to be positioned as a biofuels service provider of choice.”

www.umterminals.co.uk

NEWS BULLETIN

to load/unload SAF for all transport modes including trucks, containers, barges and seagoing shipping, and railcars. “SAF is the future and we would like to help build it and grow together with our customers,” adds Tom D’Oosterlinck, HSSE specialist at Evos Ghent.

The Evos terminals at Ghent and Terneuzen are located within North Sea Port, a 60-km, cross-borer port area in the Netherlands and Belgium. North Sea Port is focusing very much on the energy transition and circular economy and the two Evos terminals have worked with a range of partners to develop an ecosystem that produces biofuels from waste and renewable feedstocks.

“The Evos Green Hub mission is already a fact if you look at the volumes of biofuels and SAF,” says Lagerweij. “And it doesn’t stop there. We will continue to be a partner in sustainability and remain part of the future solution.”

evos.eu

IMTT SELLS AGAIN

HARTEL GOES BUST

HES Hartel Tank Terminal has been declared insolvent by the District Court in Rotterdam. The company was established by HES International to build a 1.3m-m3 tank terminal in Rotterdam but ran into financial difficulties caused by Covid-related construction delays and a fire during construction work, which led to additional costs.

“Unfortunately, it is no longer financially viable for HES International to invest the further significant amounts required to complete the HES Hartel Tank Terminal given the level of project finance indebtedness at the terminal level,” a statement from HES says. HES Hartel Tank Terminal is an entity fully separate from the rest of the HES Group and its insolvency has no impact on HES International’s wider operations. www.hesinternational.eu

SAF FROM EVOS

Evos Ghent has spent the past ten years investing in infrastructure for the storage, processing and distribution of renewable fuels and biofuels; that process resulted at the start of this year in the first ever batch of sustainable aviation fuel (SAF) being delivered through NATO’s Central European Pipeline System (CEPS) to a commercial airport in Europe. “Evos Ghent is proud of its storage and logistics role in enabling the ambitions of customer Neste to be the first to deliver SAF into the CEPS pipeline to Brussels airport,” the company states.

“For several years we have been developing a fully adapted infrastructure for renewable jet fuel,” says Jeroen Lagerweij, managing director of Evos Ghent. Consequently, the terminal is now one of the largest SAF terminals worldwide, offering the facilities and flexibility

IMTT has closed on the sale of its bulk liquids storage terminal in Gretna, Louisiana to BWC Terminals. The Gretna terminal, located on the Mississippi River, has some 2.3m bbl (365,000 m3) of storage capacity with access for road, rail and deepwater marine connections.

“BWC was uniquely positioned to execute on this transaction due to the adjacent location of their Harvey terminal,” says Carlin Conner, chairman and CEO of IMTT. “Divesting a terminal that we have owned and operated for 32 years was a difficult decision. BWC’s commitment to continuing to operate Gretna with the current team in place, and in a safe, environmentally responsible, and efficient manner was a major factor in our decision.

“With the reinvestment of proceeds from this transaction and the execution of contracted renewable fuel and chemical-related infrastructure projects that are in progress, over

half of the company’s revenue in 2023 will be generated from the handling of non-petroleum products, such as renewable diesel feedstocks, renewable diesel, vegetable and tropical oils, and chemicals,” Conner adds.

www.imtt.com

CHEMICALS SLIP IN ANTWERP

The Port of Antwerp-Bruges had a mixed 2022, with overall cargo traffic slightly down on the previous year, largely as a result of global disruptions in the container shipping sector. By contrast, liquid bulk volumes were up 10 per cent year-on-year, with a 61.3 per cent increase in LNG throughput at Zeebrugge as gas utilities sought alternatives to Russian pipeline supplies. There were also increased in the throughput of LPG (up 30%), gasoline (7%), diesel and fuel oil (9.9%) and naphtha (7.5%). Throughput of chemicals, which reached record levels in 2021, began to decline from mid-2022 in response to rising energy prices that squeezed margins and ended the year 1 per cent down.

“2022 was, once again, an eventful year, with many logistical and geopolitical challenges,” says Jacques Vandermeiren, CEO. “As a world port, we are at the centre of this drama and are holding up well. Thanks to the complementarity of both platforms, we can already see the added value of the merger and, as a unified port, we are much stronger in the face of future challenges. Moreover, with our strong international position, we can make a difference in challenges such as the energy transition.” www.portofantwerpbruges.com

ODFJELL ENJOYS 2022

Odfjell Terminals achieved revenues of $84.1m in 2022, well up on the $65.6m recorded in 2021, with all the increase coming from its US terminals. EBITDA rose by 21 per cent to $39.8m and net profit more than doubled from $3.8m to $8.7m.

“All in all, 2022 was a strong year with continued high occupancy and robust activity levels, particularly in the first three quarters of the year,” the company states. Average commercial occupancy edged up from 95.2 per cent in 2021 to 96.7 per cent, helped by the US and European terminals maintaining occupancy at or close to 100 per cent.

For the rest of this year, Odfjell expects occupancy rates to remain resilient, though it is cautious about throughput forecasts given the current macroeconomic and geopolitical conditions. Odfjell currently has two expansion projects under way, both of which are due for completion in the fourth quarter: tankpit U at Noord Natie Odfjell Antwerp will add 36,000 m3 of capacity in six tanks, and Bay 13 at Odfjell Terminals Houston will add 32,000 m3 in six carbon steel and three stainless steel tanks. www.odfjell.com

KM BENEFITS

Kinder Morgan has reported full-year 2022 net income of $2.55bn, up from $1.78bn for the previous year. “Heightened concerns about energy security this year cast a spotlight on the US LNG export sector. Our own and independent analysts project that demand from LNG facilities is expected to double in the coming years, and we are moving forward with projects to provide additional transport capacity for that growing market,” says CEO Steve Kean, who has announced he is to stand down later this year.

“KMI’s future is bright,” Kean continues. “The assets we operate and the services we provide will be needed for a long time to come. And many of our employees are now actively helping to shape a lower-carbon energy future, with roughly 80 per cent of our project backlog in lower-carbon energy services, including natural gas as a substitute for higher emitting fuels, producer certified natural gas, renewable natural gas, renewable diesel, and feedstocks

associated with renewable diesel and sustainable aviation fuel.”

Kinder Morgan says it is near for completing tank conversion work for the initial phase of the renewable feedstock storage and logistics hub at its terminal in Harvey, Louisiana, which will serve Neste’s bio-diesel and sustainable aviation fuel business. The facility is due onstream in the first quarter of this year. www.kindermorgan.com

STILL STANDIC

Haan Oil Storage has been renamed Standic Oil Storage and brought under the Standic umbrella; both companies are part of the Netherlands-based, family-owned company Hametha. Standic now has three facilities: two in Dordrecht and one in Antwerp.

“Our locations already work together in various disciplines, and this step enables us to intensify the cooperation and optimize resource and knowledge utilisation,” the company says. www.standic.com

ECTA’S HOUSE

ANY CONVERSATION WITH an executive involved in road transport in Europe normally moves very swiftly to the increasing difficulty that operators have in attracting and retaining drivers. Not surprisingly, then, when the European Chemical Transport Association (ECTA) gathered its members for its annual meeting and conference in Düsseldorf this past November, the driver shortage was high on the agenda. ECTA did not have too much trouble attracting attendees, who numbered around 120, and the one-day event always generates interesting discussion.

ECTA has already been active in working on the driver shortage issue and, as ECTA president Andreas Zink explained, one of its first tasks was to talk to its members’ drivers to see what they think is discouraging others from joining the profession. Out of a survey of some 5,000 drivers, it emerged that excessive waiting times and loading/unloading sites is a

major headache, with more than 80 per cent of those polled citing this as one factor that makes their job unattractive. Indeed, more than 30 per cent of chemical shipments result in the driver waiting for more than three hours; the average time spent on site is 160 minutes. Best practice should be for the gate-to-gate time to be no more than 60 minutes but, ECTA reckons, 120 minutes seems a more achievable level, at least in the near term.

In response, ECTA established a work group in June 2022 with the aim of improving daily work flows for drivers, giving them a voice through a new reporting app and, ultimately, improving the attractiveness of the driving profession in the long term. The work group is charged with resolving the problem described thus: the shortage of chemical truck has passed a threshold level and it is now a real challenge for industry to move chemicals

across Europe by road. “Both shippers and transport partners will urgently need to adjust to this new reality whereby the availability of truck drivers remains limited,” ECTA says. “Moreover, all stakeholders will need to rethink their operational processes and how to organise logistics by improving the utilisation and productivity of chemical drivers.”

MAKE IT BETTER

Some facility operators have already starting looking at how they can improve the experience for drivers calling at their plants. Bruno de Clerck, transportation and fleet supervisor at Chevron Phillips Chemical (CPChem) in Belgium, with the assistance of Luc Haesaerts of Haesaerts Intermodal, one of the members of the ECTA work group, explained how the company is approaching the issue.

Transport is a fundamental element of CPChem’s operation and it applies the same safety demands on the transport sector as it does on the production, use and disposal of its output. Similarly, transport is held up to the same levels of accountability and social responsibility as all other activities.

De Clerck explained the driver’s experience on arrival at the CPChem site, which has been streamlined through the use of digitalised systems to speed passage from the gate to

TRANSPORT • EUROPE’S CHEMICAL TRANSPORT SECTOR FACES CHALLENGES ON SEVERAL FRONTS, NOT LEAST FINDING DRIVERS AND THE NEED TO ADAPT TO MEET EMISSIONS REDUCTION TARGETS

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the drivers’ area – all loading and unloading operations now being carried out by CPChem personnel. Through the use of ‘drop and swap’ operations and additional investment in in-plant vehicles, CPChem has succeeded in shortening gate-to-gate times and has also improved facilities for drivers while they are waiting.

Driver training has been prioritised, with dedicated training days giving the opportunity for drivers to get hands-on experience of CPChem equipment and learn about the company’s procedures for loading product. There is also a dedicated CPChem training vehicle available for both the company’s own personnel and those of carriers and fire departments. CPChem has now held two annual ‘day of the driver’ events, where it has handed out appreciation packages at both its production sites in Belgium.

All this activity, de Clerck said, aims to revalue the profession of the chemical truck driver and create environments where drivers feel appreciated. But CPChem cannot do it alone and he called for an industry-wide effort

involving not only chemical producers and carriers but also the customers for those chemical products.

PICK IT UP, PLUG IT IN

Another way to resolve the driver shortage problem is to reduce the demand for drivers by moving shipments onto the rail network. Ralf-Charley Schultze, president of the International Union for Road-Rail Combined Transport (UIRR), pointed out that the combined transport concept is already able to resolve the problem while also deliver the EU’s ‘Fit for 55’ carbon reduction objectives. Indeed, he said, combined transport is currently the only proven, industrial-scale solution that delivers zero-carbon and energy efficiency at the same time. For end-to-end decarbonisation, it needs a reliable supply of renewable electricity for traction and terminal operations, and battery-electric transhipment and trucks for first- and last-mile road operations.

Combined transport volumes and tonne-km figures have been rising consistently in

Europe, especially over the past ten years. In 2021, UIRR members carried 8 per cent more consignments and increased tonne-km transport by 11 per cent compared to 2020. Last year, however, growth stalled, with additional overland transport from Ukraine putting strain on the system, work-related disruptions and a sharp increase in electricity prices in some countries. There are ways around these issues, Schultze said, particularly in terms of prioritising railfreight over passenger trains and by improving communication between network operators and train operators.

There are also some regulatory initiatives coming through from the European Commission, expected this year, that should directly or indirectly improve the viability of combined transport as an alternative to road freight.

Schultze’s presentation had opened a door onto the other major topic of the ECTA annual meeting, the electrification of road vehicles. Johan Mörck, electric driveline strategy director at Volvo Trucks, pointed out that battery electric vehicles (BEVs) are just part of the solution to meeting the target of reducing CO2 emissions from transport by 50 per cent by 2030 and that internal combustion engines (either diesel or LNG-powered) will still be needed for heavy haulage vehicles and long-haul operations. BEVs are currently limited to local operations but are already moving into regional distribution, construction and medium-range haulage operations.

Electrification of the truck fleet is proceeding apace, both in Europe and North America, with bigger and more powerful drive trains being rolled out. What is limiting take-up is the availability of charging stations and the time it takes to charge a large vehicle. Initially, at least, private chargers at a vehicle’s ‘home’ base allow overnight charging at slow speeds; restricted public chargers are appearing at customer premises, where vehicles can be charged during loading/ unloading; public charging points will have to be very fast (350 kW or more) if they are to be useful for the haulage industry. Volvo is forecasting, based on real vehicle movements, the development of shared charging locations

for trucks in regional operations in northern Germany and Scandinavia, with the potential for wider development of public charging points. It will use this vision as a first step in providing logistically optimal locations for recharging vehicles.

TAKE IT ONBOARD

Siemens has been looking closely at electrification as well. Hasso Grünjes, head of eHighway at Siemens Mobility, shared his company’s assessment of the current situation and how it might develop. For a start, journeys of 500 km or more are almost entirely (at least 80 per cent) by motorway. BEVs are feasible for daily mileage of up to 500 km; after that, fuel cell electric vehicles (FCEVs), which generate their own electricity onboard, are suitable for daily mileages of up to 1,000 km. Beyond that, the haulage industry will need to rely on internal combustion engines running on renewable fuels.

If the EU’s emissions reduction goals are to be met, Grünjes said, at least 70 per cent of new truck sales in 2030 will need to be zero-emission vehicles. That target will only be met if sufficient infrastructure to power these vehicles can be put in place by then. Currently, Siemens says, overhead contact

lines offer the most mature technical solution for long-haul heavy road freight, though e-fuel production is now coming onstream. It will be next year before the planned standardisation of high-speed chargers for BEVs can be completed and the start of serial production of FCEVs is not expected before 2027.

In light of that, Germany’s Federal Ministry of Transport has recommended that some 4,000 km of highway – the core network – be equipped with overhead cables by 2030. Other countries in Europe are also looking favourably at the concept, with Spain finding that the cost of overhead catenary power supply could be lower than traditional fuels as early as 2025.

Overhead power supply avoids the need for trucks to hang around while they are charged but the same can be said for fuel cells. Daniel Keller, COO of Hyundai Hydrogen Mobility, was at the ECTA meeting to give an idea of how the company expects use of FCEVs to develop and was a lot more bullish on the prospects than Grünjes had been.

To achieve a range of 400 km, Keller said, a BEV would need a 1.5-hour charge using a 500 kWh charger; the equivalent FCEV can be fuelled in less than 15 minutes. The key to accelerating acceptance of hydrogen FCEVs is

the availability of hydrogen; while progress is being made, it varies significantly in different regions of Europe. But, as the market expands, prices will fall and more investment will be made in the distribution infrastructure. Hyundai already has a 36-tonne vehicle available for the distribution of light goods and has a 42-tonne high payload version for the EU market (below) ready to roll.

The drawback for the chemical industry at present is that none of these alternative drive vehicles is approved for the carriage of ADR goods; that is changing, at least for AT vehicles, and the regulators are hurrying to push through the necessary amendments that will allow electric and hybrid drive trains for all dangerous goods.

The impressive thing about all these presentations at the ECTA annual meeting last year was that, just a few years ago, these concepts did not exist; the pace at which the haulage industry is evolving to address the coming decarbonisation challenges is impressive. It is to be hoped that there are going to be enough drivers around to make it all work.

This year’s ECTA annual meeting will take place once again in Düsseldorf and is scheduled for 16 November; more details will be provided soon on the association’s website, ecta.com.

PAY IT FORWARD

RESULTS • BERTSCHI GROUP POSTED RECORD RESULTS IN 2022, DESPITE HEADWINDS IN EUROPE. THIS YEAR IT PLANS TO CONTINUE WITH ITS INVESTMENTS IN DIGITALISATION AND SUSTAINABILITY

THE YEAR JUST gone was marked by rising inflation around the world and, in the second half of 2022, by a sharp slump in chemical production in Europe as a result of the massive increase in gas and electricity prices. Despite this, Bertschi was able to pass the CFr 1bn revenue mark for the first time ever, with sales up 8 per cent at CFr 1.1bn. “We are satisfied with our business results. This success is the result of, among other things, the positive development of the global transport concepts initiated in 2012 between Asia, America, Europe and the Middle East,” says Hans-Jörg Bertschi, executive chairman of the Bertschi Group.

Those revenues came in useful, since Bertschi continued its path of investment in assets and systems over the year, with CFr 120m put towards expanding its sustainable logistics infrastructure, adding to its tank and

silo container fleet and progressing the digital transformation of the business. “By making these investments, we are focusing on shifting transportation from the road to the environmentally and climate-friendly rail. For example, last year, the doubling of capacity in our intermodal terminal at our site in Terneuzen, the Netherlands, not only enabled an expansion of the range of services we offer our customers; it also contributes to the EU’s Green Deal,” says CEO Jan Arnet.

WHERE THE MONEY GOES

One of the main investment projects last year involved completion of the new logistics centre for dangerous liquid chemicals in Zhangjiagang, China in mid-2022 after several years of planning and construction. Following successful trials, the facility received its first operating licence at the start of this year. The

storage and filling centre offers capacity for 25,000 tonnes of liquid products in tank containers and 25,000 tonnes of packed goods, with automated filling lines.

“Thanks to the logistic hub’s strategically excellent position on the Yangtze River Delta, close to Shanghai, and its direct accessibility by water, this infrastructure is ideally positioned to offer our customers in the global tank container business not only transport services, but also sustainable door-to-door supply chains,” explains Hans-Jörg Bertschi.

Digitalisation presses on too: last year Bertschi took the important step of integrating all the systems involved in European transport, including those of customers and service partners. This transformation took place gradually, with careful consideration given to each member of the workforce. “People, with their know-how and personal commitment to our customers, remain the focus at Bertschi, even in the new digital world,” the company says.

Meanwhile, this year will see further integration of digitalised systems in the global logistics business. This is all largely being developed and implemented in-house, with 50 software developers and 30 other employees involved.

Despite the challenging outlook, Bertschi is planning to make significant investments in the company’s future in 2023. The focus remains on the sustainability of logistics. In January of this year, work started on the construction of a major rail terminal in Antwerp, the second largest port in Europe. The terminal also

incorporates value-added services. Containers arriving in Antwerp from overseas can thus be delivered directly by barge to the new rail terminal, stored there and then intermodally distributed by rail across all of Europe. This will be achieved without burdening the road network right until the arrival at the destination terminal.

SUSTAINABILITY LEADER

Bertschi sees itself as a pioneer and market leader in the application of sustainability concepts to intermodal chemical logistics. More than 90 per cent of all transport operations have now been moved off the roads to rail and waterway movements, delivering a 70 per cent reduction in CO2 emissions compared to road-only operations.

“In our corporate strategy, we have set ourselves binding targets and defined a broad action plan to reduce our CO2 emissions further,” says Hans-Jörg Bertschi. As part of

this objective, all vehicles at Bertschi’s terminals in the Netherlands were converted to run on biodiesel rather than conventional diesel, using hydrated vegetable oil (HVO) as feedstock; this is a renewable fuel that generates 90 per cent less CO2 than normal diesel. Similarly, the Birrfeld terminal has had its building fitted with photovoltaic installations to generate electricity. These two projects will now be rolled out to other sites in the group’s network.

Last year Bertschi adopted the Global Logistics Emissions Council’s (GLEC) method for calculating CO2 emissions from transport operations in Europe. This allows the company to calculate the exact emissions for each mode of transport and make them available to customers.

“We want to offer customers different transport options, with the aim of further reducing the carbon footprint together. In this context, we are preparing to offer our

customers alternatives such as hydrogen- and electric-drive vehicles for pre- and onward carriage by road to rail and water transhipment terminals in future,” the company says. An expansion of this GLEC approach to global transports will be initiated in 2023.

Looking ahead, Bertschi says that the current economic downturn is expected to become more pronounced in 2023, and will result in reduced demand for logistics services. At the same time, Bertschi is exposed to the sharp increase in energy costs of rail operators in European intermodal transport, which makes the company’s services significantly more expensive. “As a company, we are in a very good position that will enable us to survive in this challenging environment, and we are cautiously optimistic that demand will recover in the second half of the year,” says Jan Arnet.

www.bertschi.com

SQUEEZED OUT

MARKET • VTG IS TO GET OUT OF THE TANK CONTAINER LOGISTICS BUSINESS, BLAMING THE WEAK MARKET IN EUROPE THAT HAS SQUEEZED ITS MARGINS TO BREAKING POINT

VTG HAS DECIDED to terminate its tank container transport and logistics business and will discontinue relevant activities by the end of the second quarter. That will involve the closure of VTG Tanktainer’s international subsidiaries, except for the joint venture Shanghai COSCO VTG Tanktainer. VTG Tanktainer’s other facilities in Germany, Finland, North America and Singapore will be closed by the end of 2023. VTG says it will, though, continue and expand its tank container leasing business, which will be moved to Hamburg.

Explaining its decision, VTG states: “This step is necessary in order to respond to the increasingly fraught market situation with which VTG has been confronted since the third quarter of 2022. A pronounced slump in demand for transport in the chemical industry and declining freight rates – in part due to the massive increase in energy costs – has been accompanied by substantial price hikes in the intermodal segment. At the same time, freight

costs can now only be planned on the basis of prices valid for between three and six months. After thoroughly examining various options, the Executive Board, acting in agreement with the shareholders, took the strategic decision to discontinue the logistics activities of VTG Tanktainer.”

UNBEARABLE COSTS

VTG’s decision is a clear indication of the parlous state of the chemical industry and the logistics sector in general, most especially in Europe, at a time when costs are rising fast and chemical output has slowed. Many other companies active in the European chemical logistics sector have reported similar difficulties, though – so far at least – none has yet gone as far as to withdraw from the market.

In a letter to its business partners, VTG makes the position clear: like the chemical industry, the chemical logistics market has been hit very hard by rising energy costs, as a result of which price rises have been

exceptional, particularly in intermodal transport. In response to those cost increases, customers are turning their backs on intermodal transport and going back to road transport.

VTG adds: “Nor have we been able to reach a consistent agreement on these freight cost adjustments with all our customers. We fully understand the situation of our customers, who are likewise suffering from rising energy costs and are themselves unable to pass them on to their customers. However, we too are under severe cost pressure that we can no longer absorb into our margin.”

In addition, the demand from the chemical industry for transport capacity has fallen sharply. Rising costs have encouraged some chemical manufacturers to restructure – a process that has been going on for some time – and/or to scale back their output. Another key factor that VTG reports is that many of its customers are “critically reviewing” the placement of their transport orders and have announced calls for tender. Those calls for tender have shown a clear appetite for a decline in freight rates, something that logistics providers are in no position to accommodate.

VTG will spend the next few months arranging for the closure of offices and the transfer of tank container assets within the group, so that it can continue with its leasing activities.

www.vtg.com

MOLECULES BY RAIL

AMMONIA • HYDROGEN HAS BEEN IDENTIFIED AS THE PRIME CANDIDATE FOR SUPPLYING DECARBONISED ENERGY BUT THAT WILL ONLY WORK IF THE SUPPLY CHAIN IS ALSO DECARBONISED

GERMAN ENERGY UTILITY RWE has set itself an aggressive path towards decarbonisation and emissions reduction, with the aim of expanding its green power generation portfolio to an international capacity of 50 GW by the end of this decade and to be carbon-neutral by 2040. As others have found, though, delivering green energy to meet demand in northern Europe will require new international supply chains.

As part of its ‘Growing Green’ strategy, RWE announced a year ago that it is to build a green ammonia import facility in Brunsbüttel, northern Germany, to sit alongside the LNG terminal also being built to reduce Germany’s reliance on imports of Russian gas. That will allow not only the generation of ‘green hydrogen’ and related products from ammonia but also from LNG. The ammonia terminal is due to be commissioned in 2026 and will have the capacity to handle some 300,000 tonnes of green ammonia per year.

Markus Krebber, CEO of RWE, explained at

the time of the announcement: “It is now more important than ever to think of climate protection and security of supply as one. That’s what we are doing. On the one hand, we are involved in the forthcoming construction of the first LNG terminal in Germany. On the other hand, we are going to build an ammonia terminal at the site to forge ahead with the import of green molecules for the decarbonisation of industry. This flagship project will cover the entire value chain – from import, to conversion, transport and use by industrial customers. The entire site will benefit from this.”

MAKING SENSE OF TRANSPORT

For all this to make sense, it will be necessary to have a sustainable means to transport all that green energy to customers; RWE plans to use rail and has now signed a memorandum of understanding with VTG to deliver ammonia by tank wagon to customers in Germany and other countries. Their partnership will involve

exploring delivery routes and determining the necessary filling and transport capacities. VTG says that rail is the best method to supply industrial customers, as they require no connection to a pipeline or inland port and that the delivery of ammonia by tank wagon has been established for many years.

“Green ammonia is key in the energy transition because it can be used to decarbonise many industrial processes. In the future, Germany will import large quantities of ammonia, for example via the terminal planned by RWE in Brunsbüttel. From there, the molecules will be distributed directly to industrial customers. VTG has many years of experience in transporting ammonia by tank wagon. That’s why RWE and VTG are also jointly looking at distribution by rail,” says Ulf Kerstin, CCO of RWE Supply & Trading.

Sven Wellbrock, COO Europe and Chief Safety Officer of VTG, adds: “In addition to its great importance as a basic material for industry, ammonia will also play an important role in securing energy supplies in the coming decades. It is part of VTG’s New Energies strategy, which aims to provide our customers with the best possible support in the transformation towards sustainable industrial processes. Together with RWE, we want to show that large quantities of ammonia can already be supplied by rail in the short term in a low-emission and competitive manner.”

www.rwe.com

www.vtg.com

Safety, Trust and global Services

One of the world’ s leading tank container operators

First-class reputation in the chemical industry

Customized solutions to create integrated supply chains

More than 40 years of experience in tank container handling

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Tank Container

Leschaco is one of the pioneers of tank container operations in overseas trades. We deliver sustainable and innovative transport solutions for liquid chemicals with the highest quality and safety standards.

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SUPPLY-SIDE SOLUTION

a shuttle service to bring goods in and out, improving reliability for its customers.

“Thanks to our location directly in the Chemiepark Rheinmünster, we reduce the distances for shuttle traffic significantly, so our customers can react more flexibly to changes in demand and the infrastructure is relieved,” says Greiwing.

Peter Dettelmann, managing director of Evonik Superabsorber, says: “We at Evonik Superabsorber welcome the short distances and the photovoltaic system, because for us as a company, sustainability is also very important in logistics.”

GROW THE SILOS

Greiwing is also involved in the expansion of its plastics logistics chain, with work beginning this past January on a new logistics centre and silo storage on a 4,500-m2 plot adjacent to its existing site in Wesel, which will expand warehousing capacity to 14,150 pallet spaces. Completion is scheduled for this coming August.

GERMAN CHEMICAL LOGISTICS specialist

Greiwing has begun construction of a new logistics centre in the Chemiepark Rheinmünster, due to be commissioned this coming December. Once complete, the 16,500-m2 property will take over the storage of finished products from chemical manufacturers Evonik Superabsorber and Trinseo Deutschland, which both have production capacity in the Chemiepark. Greiwing will also handle storage and logistics for raw materials and packagings.

The new logistics centre will, Greiwing says, significantly reduce traffic congestion around the chemical park. In addition, as managing partner Jürgen Greiwing explains: “With our new logistics centre in the immediate vicinity of our customers, we can ensure even better supply for their production and fit perfectly into the long history of the chemical park.”

Greiwing, which is working with its long-term construction partner Goldbeck Nord on the project, is investing some €20m in the facility, which will offer some 6,600 m2 of warehousing space and room for 15,500 pallet spaces. That will be sufficient capacity to meet the existing needs of Evonik and Trinseo as well as other customers.

Greiwing notes that the development will also support the regional economy; ten new employees will be hired over the course of this year, with another 20 likely to be added once the logistics centre is up and running.

Evonik Superabsorber and Trinseo are currently using another logistics company’s warehouse, which is located more than 30 km away from the Chemiepark. Once Greiwing’s facility is operational, there will be just 500 metres between the two production plans and the logistics centre, and Greiwing will operate

“With the expansion of our capacities in Wesel, we are reacting to the increasing demand from the plastics processing industry. On the other hand, with this measure we aim to be able to meet the demands and requirements of our customers and clients even better and more efficiently in the future,” says Jürgen Greiwing.

The new logistics hall will offer a number of value-adding services, including storage, sorting, homogenisation and drying as well as packaging, palletising and labelling. Greiwing will also handle the decanting of bulk materials from sacks and other packagings into silos.

The new Wesel site will also be built to strict environmental standards and will require only 40 per cent of the primary energy of a standard building of a comparable size; a photovoltaic system on the hall roof will, Greiwing says, supply the entire building as well as the charging stations for the electric forklifts.

“For us as a family business, it goes without saying that we always take sustainability into account when planning a new building and implement as many measures as possible to reduce our CO2 footprint,” says Greiwing.

www.greiwing.de

WAREHOUSING • GREIWING IS RESPONDING TO INCREASING DEMAND FOR ITS LOGISTICS SERVICES, WITH TWO CENTRES UNDER CONSTRUCTION IN GERMANY FOR COMMISSIONING LATER THIS YEAR

TAILORED LOGISTICS.

On proven paths and new ways.

As one of the world‘s leading logistics services providers in handling and transporting liquid products, we are the first point of contact for the chemicals, gas, mineral oil and foodstuffs industries. By road, rail and sea, from road tankers to IBCs, from equipment leasing to intelligently networked Smart Tanks, we will find the optimum solution for you. We do this by using our expertise to pioneer our own new pathways that take you forward in a customised way. How can we help you?

www.hoyer-group.com

MAKE A MATCH

DEPOTS • THE HIGHLY FRAGMENTED WORLD OF TANK CLEANING AND REPAIR DEPOTS IS ABOUT TO UNDERGO A MAJOR CONSOLIDATION WITH THE PLANNED MERGER OF BOASSO AND QUALA

BOASSO GLOBAL AND Q Super Holdings, the company that owns the Quala network of tank cleaning stations in North America, have signed a definitive agreement to merge their businesses, a move that will create one of the leading infrastructure services solution providers for the liquid bulk logistics industry. The transaction will take the form of the acquisition of Advent International’s shareholding in Q Super by KKR, which owns Boasso. KKR, through the KKR Global Infrastructure Investors IV fund, will inject further growth capital to facilitate the transaction and also to develop the combined business.

Quala is one of the North American leaders in liquid bulk container cleaning and maintenance services, including tank trailer, tank container, railcar and IBC cleaning, and Boasso is a leading provider of mission‐critical infrastructure services for the tank

container industry in North America and Europe. On completion of the merger, the companies will combine their complementary geographical footprints and service offerings to deliver enhanced solutions for customers across the liquid bulk logistics industry in North America and Europe.

“We are focused on meeting the needs of our global customers and the combination of Boasso and Quala makes perfect strategic sense,” says Joe Troy, CEO of Boasso Global. “This transaction will enhance our ability to deliver safe, compliant and best-in-class services to our tank container customers and meaningfully expand our access to more locations across North America to better serve their needs. This is a rare opportunity to put together two Tampa-based, complementary businesses and I am excited to work with Scott and his talented team to unite the best of our organisations with a

focus on enhanced efficiency and growing our range of premium solutions for the liquid bulk logistics industry.”

Scott Harrison, CEO of Quala, adds:

“Our organisations not only have a strong commercial relationship, but also shared cultures of delivering excellence, innovation and safety for our customers. This combination with Boasso and new investment from KKR will allow us to advance our position as a leading provider of container cleaning and maintenance services while continuing to seamlessly meet our customers’ needs. Together Quala and Boasso will benefit from greater connectivity to our customers, an expanded global footprint and new opportunities for our team members as part of a larger combined organisation.”

TWO BETTER THAN ONE

Explaining the rationale behind the deal, KKR partner Dash Lane says: “Boasso and Quala are premier infrastructure service providers to the global liquid bulk logistics ecosystem with trusted reputations and highly complementary networks and service offerings. This transaction is about growth and empowering the two great teams led by Joe Troy and Scott Harrison to come together and make long‐term investments in quality, safety and superior solutions for customers.”

Boasso Global operates 34 tank container depots: 17 in North America, eight in the UK (formerly Isotank Group and PM Rees) and nine in continental Europe (including former Den Hartogh and Frans de Wit sites). The company was formed in its current guise in 2021 from Quality Distribution following the sale of Quality Carriers to CSX Corp. It was acquired by KKR from APAX in October 2022. Quala was founded in 1986 and became independent in 2009; it now has 119 locations across North America, where it is the largest independent provider of comprehensive cleaning, test, and repair services for all types of transport tanks. Private equity investor Advent acquired an interest in Quala in 2016, since when it has expanded considerably through acquisitions and organic growth, almost doubling its number of sites.

“We have been proud to partner with Scott and Quala’s senior leadership team as they have transformed their company into an industry leader,” says Stephen Hoffmeister, managing director of Advent International. “The Quala management team has delivered compelling performance by driving an employee-first culture, technological innovation and customer excellence.

Quala is a well invested platform strategically positioned to continue its success and make important investments for its people.”

The transaction, which is subject to the receipt of required regulatory approvals and satisfying other customary closing conditions, is expected to close in the first half of 2023.

www.boassoglobal.com

www.quala.us.com

NEWS BULLETIN

control of MRC. “JAML has been a joint venture partner with Mitsui for MRC since 2015, so they’re very familiar with our business, which will make this a smooth transition,” says MRC president Kevin Cook. “JAML is focused on expanding their presence in North America and is very supportive of you strategic growth initiatives at MRC.”

MRC, established in 1996, owns a relatively young fleet of rolling stock of various types, including tank cars, hopper cars, gondolas, boxcars and intermodal units, offering a range of leasing and rental options.

www.mrc-rail.com

COLONIAL BUYS LOCAL

Colonial Oil Industries has acquired Strickland Oil Co, a distributor of commercial fuel and lubricants to the Savannah, Georgia area.

VDB GOES DEEPSEA

Van den Bosch has bought 500 new tank containers to expand its deepsea activities, specifically to respond to growing demand from Africa foodstuff exporters. Van den Bosch says it is now one of the largest tank container operators for the food industry, handling olive and sunflower oil, ethanol, glucose, whisky and other products.

“We have been active in Africa since 2014, with a particular focus on developments in the continent,” says Mark Ashton, commercial director of Van den Bosch in Dubai, from where the group’s deepsea business is run. “Over the years, we have grown with the increasing demand for bulk transport. The purchase of these 500 additional containers reflects that and will support our growth model within Africa.”

Van den Bosch says that much of Africa is still operating in a traditional way, shipping product in packaged form or flexitanks. The company sees itself as ‘The Supply Changer in

Bulk’ and is focused on encouraging a shift to more sustainable and efficient transport flows. It is also aware that efficient use of tank containers in West Africa will require more tank cleaning stations and is currently finalising a new depot in Abidjan, due to open for business in the second quarter of this year. This follows the opening of Van den Bosch’s first regional cleaning station in Ghana in 2016.

“Investment in the region offers us opportunities to develop further in the African market,” says Ashton. “This includes countries such as Cameroon, Senegal, Togo and even Sierra Leone. The focus is now on establishing a reliable and available supply of tank containers in these countries. That is the key to sustainable change.”

www.vandenbosch.com

MRC GETS CONSOLIDATED

JA Mitsui Leasing (JAML) has agreed to buy out its joint-venture partner in Mitsui Rail Capital (MRC), Mitsui & Co, and take full

“Colonial Oil is excited about this opportunity to add customers in our home market as well as adding new team members to the Colonial family,” says Chris Ingram, vice-president of Colonial Oil, also based in the Savannah area.

“We have grown our commercial fuel and lubricants business substantially in the last three years and feel like we have a great team in place to support continued growth.”

“For nearly 70 years, Strickland Oil has focused on customer service and quality work,” says Kent Strickland, co-owner of Strickland Oil. “We feel that Colonial Oil is the perfect fit for our customers as it is also a family-run business with the personal service that customers deserve. We would also like to thank our loyal customers and employees for their many years of service and wish everyone a blessed and prosperous future.”

colonialoilindustries.com

STC ENJOYS PROFIT GROWTH

Stolt Tank Containers achieved operating profit of $172.7m in the financial year to end-

November 2022, more than double the $81.6m posted for the previous year. Results improved as the year went on, with fourth-quarter operating profit of $44.9m up from $43.1m in the previous quarter, despite a drop in revenues of almost 15 per cent, driven by a decrease in both shipments and transport rates as ocean freight costs declined. There was, however, some increase in demurrage revenue as customers were holding onto tanks for longer.

The tank container market is complex at present, with falling European chemical exports impacting utilisation at the same time as more liner capacity is opening up, reducing ocean freight costs. “The impact of the increased space on container liners means we are also seeing stronger competition leading to margin pressure,” says Niels G Stolt-Nielsen, CEO of parent company Stolt-Nielsen Ltd. “Reduced volumes out of Europe reflect the strain on the European chemical industry caused by high energy costs; however, this is countered by the opening up of China, driving renewed volumes out of Asia, while the Americas remain flat.”

Stolt-Nielsen predicts some normalisation in the market this year and expects 2023 results to be in line with those recorded prior to 2022. www.stolttankcontainers.com

BOWKER MOVES TO DONCASTER

WH Bowker, a member of the UK-wide Hazchem Network, has acquired a new warehouse in Thorne, South Yorkshire. The 15,300-m2 building is able to store more than 31,000 pallets and will accommodate growing demand from existing and new customers.

Bill Bowker, director of WH Bowker, explains: “Our current warehousing estate has been operating at close to full capacity for some time. We have been looking at various options to increase our storage capacity and we’re now pleased to be in position to provide new and existing customers the additional space.”

Commercial director Neil Bowker adds: “We believe that we have acquired the ideal facility, in a great location for the continued growth of both our warehousing and transport operations. Doncaster has become somewhat of a logistics hub with excellent access to road, rail, sea and air transportation. The site’s proximity to Immingham will also significantly assist our International Transport operation.” www.bowkertransport.co.uk

LEGEND ADDS IN ASIA

Legend Logistics has expanded its footprint in India with the opening of a new container depot in Kandla. The 20,000-m2 facility provides good access to the ports of Kandla and Mundra, with ample area for tank container storage, repairs and cleaning.

“The establishment of this depot is part of Legend’s strategic plan to further expand our services to Northern India territory and capture

the opportunities in this rapidly growing market,” the company states. “Additionally, it allows our customers in this region to benefit from greater flexibility, cost savings, and efficiency by gaining quick access to our solutions.”

Legend Group has also continued its global expansion with the opening of an office in Seoul. “This strategic expansion further entrenches our mission to effectively serve our customers in the region and pan-Asia markets with reliable, tailored and comprehensive logistics solutions,” the company states. “In addition, this will enable us to tap into the region’s vast opportunities and growth potential.”

The Seoul office, led by general manager Francisco Roh, offers logistics and shipping solutions for all times of freight, including bulk liquid chemicals.

www.legendlogisticsltd.com

ON A ROLE

THE UK CHEMICAL industry is complex and plays a crucial role in the economy and across all value chains. Without it, the goods upon which society depends would rapidly become scarce or simply unavailable. Although this vital industry has faced and successfully conquered several major disruptions in recent years, the effects of some issues continue unabated.

Since the UK joined the European Single Market in 1993, supply chains have developed and evolved to become highly integrated and efficient, allowing the swift and economical movement of goods, services and people throughout the EU. The lack of barriers enabled reliable ‘just in time’ deliveries, allowing businesses to maintain lower stock and inventory levels, helping both

cash flow and ensuring uninterrupted and optimised operations.

However, leaving the EU has had a significant impact on the UK’s chemical supply chain. Because of the increase in administration, customs formalities and border checks, the ‘just in time’ model has changed to one of ‘just in case’, with larger consignments being shipped less frequently, and more stock being stored locally. This has impacted cash flow and has resulted in additional costs for the handling and storage of stock, as well as increased risk to buyers.

Additionally, the complex nature of the Northern Ireland Protocol has created further layers of complication. While it may have created opportunities for some companies,

this has generally been due to others exiting the market because of the additional costs and administration, as well as uncertainty caused by the political disagreements between the UK and the EU over the protocol going forward.

As the effects of Brexit linger and its impact continues to be felt across the chemical supply chain, CBA remains proactive in assisting its members to adjust.

REACH OUT

Another issue that has been at the top of the Association’s agenda is UK REACH, the implementation of which would effectively mean that tens of thousands of substances in the EU REACH database must be reregistered. The cost to industry of data acquisition, registration fees and associated administration was estimated in a Department for Environment, Food and Rural Affairs (Defra) Impact Assessment to be around £2bn, and potentially as much as £3.5bn. This is on top the £500m that UK companies had already spent complying with EU REACH. There is also the real risk that it would lead to potential additional and repetitive animal testing.

CBA has been working with other affected trade associations on this issue through the Alliance of Chemical Associations (ACA). By working together, the parties have been able to give a louder voice to the potential issues that UK REACH will bring to the chemical supply chain and have consistently called for legislation to be amended to avoid the significant additional costs it will bring, as well as its potentially devastating impact on raw material availability to manufacturers in the UK and downstream users who were previously not within the scope of the regulation.

With CBA having tirelessly lobbied and led discussions on UK REACH, a breakthrough came at the end of 2021 when Defra announced its intention to investigate an alternative registration model. At the same time, they advised their intention to consult separately on extending the deadlines, with the subsequent consultation concluding in September 2022.

Following the announcement, CBA continued its efforts by providing expert advice and input to various working groups, including the UK

ASSOCIATION • TIM DOGGETT, CEO OF THE CHEMICAL BUSINESS ASSOCIATION (CBA) CONSIDERS THE IMPACT OF BREXIT AND OTHER RECENT CHALLENGES ON THE UK CHEMICAL SUPPLY CHAIN

REACH Oversight Group and Technical Working Group established by Defra. In addition, while supporting its members with online consultations and a one-to-one advice service, it hosted several UK REACH seminars and Online Clinics which, due to the importance of this issue for the industry, were open to CBA members and non-members alike.

The consultation received a significant number of submissions and, like many other stakeholders, CBA welcomed an announcement by Government in December 2022 to extend the transitional registration deadlines for UK REACH. Under this timeline, pending legislation, the submission deadlines for each tonnage band were extended to October 2026, October 2028 and October 2030, respectively.

CBA remains united with other stakeholders and industry in wanting a pragmatic and workable UK REACH solution that maintains high standards of environmental and human health and safety, and which allows the UK chemical industry and related businesses to remain competitive in the global marketplace.

TARGETING TALENT

To ensure the chemical industry attracts the diverse and inclusive talent pool required to maintain its position as a vital contributor to the UK economy, it must be showcased as a desirable industry in which to build a career. However, because the sector is not widely regarded as a viable career choice, the range of opportunities that exist are often overlooked.

To address this, CBA has launched various initiatives aimed at challenging perceptions about the industry and promoting the opportunities that exist not only to get the younger generation interested and involved, but also to attract talent and make the chemical supply chain an employer of choice.

Last year CBA established a Future Council, comprising young people with a diverse variety of skills and roles from member companies. In addition to promoting the chemical supply chain, encouraging future industry talent, and promoting STEM (science, technology, engineering and mathematics) education, the Future Council’s objective is to help young

people enhance their understanding of the chemical industry beyond their own jobs and enable them to contribute meaningfully to industry policies. It is further aimed at engaging with Millennials and Gen Z by showcasing the diverse career opportunities within the sector and informing youngsters and educators about the important contribution science and the chemical supply chain make to the economy.

CBA is also an official partner of Generation Logistics, an industry-led campaign aimed at bringing industry together, shifting perceptions, and encouraging the next generation to optimise opportunities in the logistics industry.

SUPPORTING SUSTAINABILITY

Across all sectors, there is a rising demand for more sustainable business practices. However, according to UN Global Compact participants, supply chain procedures are the biggest challenge to improving their sustainability performance.

Contrary to belief, the chemical supply chain industry is focused on making considerable progress towards sustainability while reducing its impact on the environment, with many industry stakeholders proactively taking steps to making a green transition. There has been a longstanding commitment across industry to safer chemicals management, improving the environmental safety and impact of chemical supply chain processes, and seeking

innovative technologies and solutions to sustainability challenges.

Although there is currently an added urgency for the chemical sector to develop sustainable strategies and strengthen net zero commitments, CBA has been pursuing these goals for years. It has been actively involved with the Responsible Care (RC) programme for three decades and last year published its vision for RC in the 21st century, with the main objective being to demonstrate to society that the chemical industry is committed to the safe and sustainable management of chemicals.

Furthermore, as the chemical industry has a key and leading role to play in decarbonisation – both as a consumer of energy and in developing sustainable solutions for the future – understanding carbon and other greenhouse gases and their role in climate change has become increasingly vital for the sector. As such, industry stakeholders are actively undertaking Carbon Literacy training. Following the certification of several CBA staff members as being Carbon Literate, it has introduced Carbon Literacy training to help its members make informed choices to reduce their carbon impact.

CBA has been the voice of the chemical supply chain for a century and will continue to use its position as a leader and influencer to help mitigate the impacts of these issues. www.chemical.org.uk

THE FULL PACKAGE

AFRICA • A YOUNG MARKET NEEDS AN EXPERIENCED HAND TO GUIDE IT. BODO MÖLLER IS BRINGING ITS LOGISTICS NETWORK AND EXPERTISE IN CHEMICAL DISTRIBUTION TO WEST AFRICA

THE BODO MÖLLER Chemie Group has been supplying the West African market with its own warehouse in the Nigerian metropolitan area Lagos since last year; from there, the company provides speciality chemicals such as adhesives, resins, additives and fillers from leading chemical manufacturers to large and small customers in the paints and varnishes, coatings, printing inks as well as plastics industry, metal pre-treatment and DIY sectors with its own reliable logistics. Market coverage from the Lagos hub encompasses Cameroon, Senegal, Ivory Coast and Ghana.

That foothold is now going to be expanded, with investment in other fast-growing markets. “Africa is a growth market with a steadily increasing demand for special solutions for chemical applications,” says Frank Haug, CEO of the Bodo Möller Chemie Group. “In addition to the high level of application expertise that we have built up over decades and apply in the form of personal consulting services, with our warehouse in Lagos we offer customers very short supply chains and thus a special degree of reliability.”

Nigeria, along with other West African countries, is considered an industrial growth

zone, especially for the plastics industry, wall and facade paints, DIY, and many other sectors. However, long supply chains for imports from abroad can be problematic due to the lengthy customs and import procedures. To get over this, Bodo Möller Chemie has been taking over the local warehousing of standard resins, additives and pigments for the paints and coatings industry, thus also helping the local industry to react more quickly to market requirements.

“In north-west Africa, the Group’s typical concept of a one-stop store with additional application expertise is very much appreciated,” says Basem Siaj, managing director, Middle East at Bodo Möller Chemie.

BODO IN THE HOUSE

By using its own logistics network, a comprehensive portfolio of raw materials can now be made available in line with market demand. “Particularly on the African continent, long supply chains are common due to customs and import hurdles, which we can eliminate through our own warehouse and thus realise very short delivery times,” explains Volker Oehl, business development director of the Bodo Möller Chemie Group. “Our local industry experts also provide valuable assistance to the local industry in terms of material selection and application.”

Bodo Möller Chemie now has almost 50 years of experience in sales and consulting on speciality chemicals and continues to expand the sales and competence network between leading chemical producers and the user industry in Europe and worldwide. It is now looking to bring that expertise to the growing markets in Africa.

Proven industry partners for the African market include manufacturers such as BASF for additive resins and dispersions, Songwon for plastics and polymer additives, Ruichem for titanium dioxide and Huntsman Advanced Materials for coatings and adhesives used in the construction and DIY sectors. Products from Henkel are offered for the pre-treatment of metals, as well as Kalrez® perfluoroelastomer from DuPont for seals. The portfolio of the branch in Nigeria also includes silicone oils from Dow. bm-chemie.com

new suppliers and further expanded its relationships with existing suppliers in new territories and with additional business lines.

PROVING GROUND

IMCD HAS POSTED annual revenue of €4.60bn for 2022, a 34 per cent improvement over 2021, with gross profit up 37 per cent at €1.15bn, operating EBITA up 48 per cent at €554.5m and net profit up 51 per cent at €313.0m.

Speaking about the figures, CEO Piet van der Slikke says: “One cannot reflect on 2022 without thinking of the human suffering caused by the war in Ukraine. Energy prices soared and consequently inflation increased to a level that has not been seen for a long time. IMCD was able to navigate these difficult circumstances quite well; despite many allocations from suppliers, logistic challenges, and continuous price hikes, we were able to finish the year with the best result in our history.”

Throughout the year, IMCD – like everyone else in the business – faced ongoing supply chain disruptions, shortages of raw materials, steep price increases and fluctuating customer demand. Despite that, it says “our results were unprecedented”. Healthy organic growth was supported by selected acquisitions in various regions.

Overall organic revenue growth was shaped by the balance of local macroeconomic circumstances, further strengthening of the product portfolio by adding new suppliers, expanding relationships with existing suppliers and increasing customer penetration by adding new products and selling more products to existing and new customers, IMCD says.

ALL AROUND THE WORLD

Revenues rose strongly in all three regional divisions: by 25 per cent in EMEA, 42 per cent in the Americas and 41 per cent in Asia-Pacific. Operating EBITA grew by 37 per cent in EMEA, 32 per cent in Asia-Pacific and a massive 73 per cent in the Americas, boosted by currency exchange movements but driven mainly by organic business development, although there was a contribution from several recent acquisitions in Central and South America. Similarly, growth in the EMEA region was largely organic and there was only a small contribution from the acquisitions of Polychem and Evenlode in 2022. Despite the challenging market conditions, IMCD says, which include global macroeconomic and geopolitical concerns, it successfully added

Only in the Asia-Pacific region were acquisitions the major driver of revenue growth; IMCD has made eight significant acquisitions in the region in 2021 and 2022, the most recent being Welex of China and Parkash DyeChem of India, both of which achieved sales in excess of €30m in the year prior to their acquisition by IMCD. The acquisition of Shanghai Sanrise Industries & Development was announced in October 2022 but is not expected to close until the first quarter 2023, which will add perhaps as much as €90m to regional sales this year.

Looking ahead, IMCD’s presence in different market segments in multiple geographic regions and its position connecting many different customers and suppliers provides it with some protection against specific markets swings. Nevertheless, it will remain sensitive to macroeconomic conditions. Despite those difficult conditions and the ongoing volatility in the markets, IMCD delivered very strong results in 2022 and says this proves it to be a strong, resilient and well diversified business. It sees “interesting opportunities” to further increase its global footprint and expand its product portfolio both organically and by acquisitions.

www.imcdgroup.com

RESULTS • 2022 WAS A TOUGH YEAR ALL ROUND BUT IMCD MANAGED TO POST RECORD FINANCIALS. THE ROTTERDAM-BASED DISTRIBUTOR SAYS THIS PROVES THE QUALITY OF ITS CONCEPT

IMCD’S GROWTH OVER RECENT YEARS HAS GIVEN IT A BREADTH OF EXPERTISE AND MARKET COVERAGE THAT

CLEANING UP

CORPORATE •UNIVAR SOLUTIONS HAS HAD A BUSY FEW MONTHS, WITH A MAJOR ACQUISITION IN TURKEY, AN EXPANDED RELATIONSHIP WITH DOW AND THE END – FOR NOW – OF MERGER TALKS

UNIVAR SOLUTIONS HAS agreed to acquire Kale Kimya, Turkey’s leading specialty chemicals distributor. “This acquisition further progresses our strategy to grow our Ingredients and Specialties business with a leading company that builds on and adds to our strengths, geographic footprint and product portfolio,” says Nick Powell, president of Global Ingredients & Specialties at Univar. “I am delighted to soon welcome Kale Kimya to the Univar Solutions family. Their experience and knowledge will support our customers in the region, as we continue to capitalise on changing consumer trends in the marketplace.”

Birgen Kaleağası Özemre, CEO of Kale Kimya, adds: “This acquisition is a great fit between two companies that share marketleading reputations, expert technical support, a spirit of innovation and relentless dedication to exceptional customer service. This will support the growth of our people and products

even further, and I look forward to becoming a unified company with Univar Solutions.”

Headquartered in Istanbul, Kale Kimya is a leading regional specialty chemicals distributor and a well-known leader in the Beauty and Personal Care and Home and Industrial Cleaning markets. Having exclusive representation of over 20 worldwide known producers, Kale Kimya serves valuable customers with an extensive technical support with fully equipped application laboratories and wide range of logistics options through local warehouses in Turkey and the region. Kale Kimya plays a key role in the chemical industry supply in Turkey and over 30 export countries. The transaction is subject to certain regulatory approvals but is expected to close in the first quarter; terms of the deal have not been disclosed.

Meanwhile, Univar Solutions says it has ended discussions with Brenntag over a potential and unspecified transaction, first

announced in late November. No details have been given about the discussions or the reasons for their conclusion.

A statement from Univar reads: “The Company and its Board of Directors are committed to acting in the best interest of its stockholders and will continue discussions relating to other indications of interest that have been received with respect to a potential transaction. There can be no assurance that the ongoing process will result in any transaction. The Company does not intend to make any additional comments regarding this matter unless and until it is appropriate to do so.”

BUSINESS AS USUAL

In other news, Univar Solutions has expanded its relationship with Dow, adding new responsibilities in Brazil and the UK. Univar Solutions Brasil is strengthening its homecare and industrial cleaning portfolio with Dow’s cleaning products.

“We are excited to offer market-leading products and solutions that customers are seeking for more sustainable and innovative formulations,” says Aaron Lee, Univar’s global vice-president of Homecare & Industrial Cleaning. “Univar Solutions can assist customers with dedicated sales support, product management, an expansive product portfolio, and formulation development in the cleaning space with laundry and detergent dispersant polymers. We believe the future of the cleaning industry revolves around sustainable cleaning solutions, and using the right chemistry is key.”

Univar has also been named as a distributor of Dow’s acrylic emulsion polymer products in the UK and Ireland, expanding its specialty portfolio for customers in the region who are manufacturing building and construction products. “We’ve built a truly premier product portfolio and provide dedicated coatings and construction industry product management, sales, and technical expertise, so manufacturers in the region will be ideally prepared and poised to further accelerate their growth,” says Chris Fitzgerald, global vice-president of CASE and Rubber & Plastic Additives at Univar Solutions.

SEE WHAT YOU’VE GOT

transportation, no matter where our shipments are – across ocean, rail, our own fleet or third party fleet,” Jarwaarde adds.

“With this transparency of our global supply chain, we can unlock real value for our customers and supply partners, increasing supply chain reliability, optimizing inventory levels end-to-end and driving for the most sustainable supply chain, while gaining further valuable insights into global chemical distribution market trends.”

BRENNTAG HAS STRUCK up a collaboration with project44, designed to create end-to-end visibility over its global supply chain. According to Brenntag, the global market leader in chemical distribution, project44 will enable the company to streamline internal tracking data across the entire supply chain, improving end-to-end inventory management and reliability for customers and supply partners.

“At Brenntag we put our customers and supply partners at the heart of what we do every day to ensure we are the easiest to do business with. In our digital transformation, we are unlocking the value of our supply chain data to run the most efficient, agile and sustainable supply chain in our industry and provide our customers and suppliers with the transparency they need,” says Ewout van Jarwaarde, Chief Transformation Officer at Brenntag.

Brenntag connects chemical manufacturers and chemical users with a full-line portfolio spanning more than 10,000 products and a global supplier base. The company serves as

one-stop-shop to approximately 195,000 customers active in diverse end-market industries such as coatings, food, oil and gas, pharmaceuticals, personal care and water treatment, but also offers specific application technology, extensive technical support and value-added services, such as just-in-time delivery, product mixing, formulation, repackaging, inventory management and drum return handling.

That extensive operation generates a lot of data and the collaboration with project44 will create a platform where all Brenntag global tracking data feeds into one single data management system. This enables the company to enhance supply chain visibility and multiple value streams such as customer Track & Trace, analytical products and cost-efficient end-to-end supply chain planning.

CLARITY OF PURPOSE

“We are excited to work with project44 using its best-in-class platform, which brings together data across all modes of

“We are proud that Brenntag has chosen us as their global supply chain partner,” adds Jett McCandless, founder and CEO of project44. “Brenntag is the global market leader in chemical distribution, a highly complex supply chain that connects to almost every aspect of production today. Making this complexity transparent for Brenntag, its customers and supply partners is a fantastic use of project44’s Movement platform.”

Seeing itself as the ‘connective tissue’ for global supply chains, project44 operates an end-to-end visibility platform that tracks more than 1 billion unique shipments annually for over 1,200 of the world’s leading brands, including top companies in manufacturing, automotive, retail, life sciences, food & beverage, and oil, chemical and gas. Using project44, shippers and carriers across the globe drive greater predictability, resiliency and sustainability.

In other news, Brenntag has, for the first time, achieved a ‘platinum’ rating in the EcoVadis sustainability assessment, placing it in the top 1 per cent of assessed companies across all industries.

“Just last November, we announced our new company purpose where we outlined our ambition to foster a sustainable future and care for human needs. I am therefore all the more pleased that our recent accomplishments have also been recognised by highly respected sustainability rankings such as EcoVadis,” says CEO Christian Kohlpaintner. “This platinum status reflects our strong efforts we have undertaken in the area of sustainability. It proves that we are on the right path with our new ESG strategy in being recognised as the leader in responsible distribution of sustainable chemicals and ingredients.”

project44.com

www.brenntag.com

DIGITALISATION • BRENNTAG IS TEAMING UP WITH PROJECT44 TO GIVE ITSELF AND ITS CUSTOMERS FULL END-TO-END VISIBILITY OVER ITS COMPLEX AND GLOBAL CHEMICAL SUPPLY CHAINS

NEWS BULLETIN

CHEMICAL DISTRIBUTION

care,” says Anna Bertona, regional CEO of Azelis EMEA. “This transaction will not only provide us with many business opportunities in crop protection, polymers, and care & nutrition, but also reinforce our relationships with our long-lasting and historical principals within EMEA.”

www.azelis.com

CHEMIR JOINS 2M

2M Group has acquired a majority shareholding in Barcelona-based Chemir, a leading distributor to the cosmetics sector in Iberia; managing director Mercè Rodríguez will retain equity in the operation.

AZELIS ACQUIRES AGAIN

Azelis has agreed to acquire Chemiplas Agencies, one of the leading distributors of specialty chemicals, plastics raw materials and ingredients in Australia, New Zealand and the Pacific Islands. The deal will significantly expand Azelis’ footprint and accelerate its growth in the Asia-Pacific region, while Chemiplas’ portfolio of products from key principals complements the group’s lateral value chain.

“This acquisition is another illustration of our strong commitment to continued growth in the Asia Pacific region, and is an important milestone in our strategic vision of becoming a market leader in Australia and New Zealand,” says Dr Hans Joachim Müller, CEO of Azelis. “The acquisition of Chemiplas provides Azelis with a broader, more comprehensive lateral value chain, an experienced team with a shared vision, and a stronger regional presence across key market segments. Customers and principals will benefit from the enhanced solutions offered thanks to our collective innovation capabilities and complementary product portfolio.”

The transaction is expected to close before the end of the first quarter of 2023, after fulfilment of customary closing conditions.

Azelis has also agreed to acquire Lidorr Elements, one of Israel’s leading specialty chemical distributors in the crop protection, industrial materials, and care & nutrition segments. Lidorr was founded in 1970 by Zvi Lidorr and is now managed by his son and daughter, Ami Lidor and Vered Lidor-Mary. Headquartered in the Ramat Hasharon, a suburb of Tel Aviv, the company also has a logistics and laboratory facility in Beit Shemesh in the south of the country.

The acquisition expands Azelis’ footprint in Israel, further building on its growing network in the region following the acquisition of Orokia in 2020. It also brings a team of 90 employees, including 35 technical sales experts, serving more than 400 customers in Israel.

“The acquisition of Lidorr Elements is a great opportunity for Azelis to strengthen its presence in Israel in our common markets of agriculture, industrial materials and personal

“Chemir has an excellent reputation and strong expertise … and we will support its further growth,” says Mottie Kessler OBE, 2M Group chairman/CEO. Mrs Rodríguez adds: “I am delighted to join the 2M Group of Companies. We share a common culture and focus on supporting our suppliers and customers through knowledge and application laboratories.”

Chemir is the ninth European company to join the 2M Group; its new affiliates include such names as Banner Chemicals, Surfachem and SampleRite.

www.2m-holdings.com

NEW BOSS FOR PH

Palmer Holland, an Ohio-based and employeeowned distributor of specialty chemicals, ingredients and raw materials, has appointed former Lubrizol executive Vincent S Misiti as its new CEO as from 16 January. Misiti brings with him 34 years of experience in the chemical industry, most recently in the position of vice-president, life sciences at Lubrizol Advanced Materials.

“I am honoured and energised to join the Palmer Holland team as CEO and look forward to working with the company’s talented employee-owners, supplier partners,

and customers,” says Misiti. “I see us working together to achieve great things as we continue to build on the strong legacy of sales, marketing, and service excellence that Palmer Holland has established.”

www.palmerholland.com

ALL FOR CALDIC

Caldic Latin America has been formally launched, following the integration and rebranding of GTM Holdings and quantiQ, which were merged with Caldic in February 2022. The decision to merge was integral to the acquisition of Caldic by private equity investor Advent International.

“The full-fledged brand refresh underlines our organisation’s extraordinary growth trajectory and evolution over the past few years, transitioning from a regional company to a global solutions provider to the life science and material science markets with an exceptionally strong foothold in the high-growth regions of Latin America and in the Asia Pacific,” says Alexander Wessels, Caldic CEO. “The new branding reinforces the strong legacy brand Caldic has built over the past 50 years and it builds a solid foundation for our ambition to be the preferred partner to innovate and unlock value in the nutrition, biopharma, personal care and industrial formulation markets.“

“Today, we are starting a new journey as Caldic, bringing more solutions to our globally integrated portfolio, while we remain committed to care about every detail of what we do, which is reflected in our way of working with passion, transparency and agility across the solutions we provide to our principals and customers alike,” adds Elcio Mendes Vilanova e Silva, CEO of Caldic LATAM. “We continue to focus on adding value and excellent service to the markets we serve, while strengthening our logistics and prioritising safety in our operations.”

Caldic has also fully integrated Avatar Corporation under the Caldic umbrella. Avatar, a Chicago-based distributor and manufacturer of specialty food ingredients, was acquired in September 2022.

www.caldic.com

TELKO TWEAKS EASTERN PORTFOLIO

Telko is to sell its Belarusian operation, FLCC Telko, having signed a binding agreement with a current management executive of the subsidiary. The transaction will be at a nominal price and does not include rights to Telko’s name or trademark. Completion of the sale is subject to approval by local authorities. Telko announced this past October that it had agreed the sale of its Russian operations.

“In accordance with the decision made in the spring, we are exiting from selected eastern markets, and the sale of Telko’s Belarusian business is another step towards our goal. I am very satisfied that the buyer was found in the company’s current management,” says Telko’s chairman Rolf Jansson.

Telko has, though, not given up on eastern Europe and has acquired Eltrex, a distributor of specialty chemicals and industrial packaging materials based in Goleszów in southern Poland. The company’s wide offering includes raw materials for coatings, flooring and household chemicals industries. Eltrex’s annual net sales are approximately €8m. Telko notes that, while it has a plastics distribution business in Poland, this is its first significant move into chemical distribution.

“Entry to Polish chemicals market is a significant step on our strategic growth path in Europe. Eltrex is a very well-known distributor of specialty chemicals, especially to the industrial coatings segment in Poland,” says Niko Nilsen, vice-president of Telko Chemicals. www.telko.com

UNIVAR BUYS IN CENTRAL AMERICA

Univar Solutions has acquired ChemSol Group, a leading ingredients and specialty chemicals distributor operating in Costa Rica, Guatemala, El Salvador, Panama, and Honduras. The deal enhances Univar’s footprint in the growing Central American region, as well as its formulation and commercial offering across a wide array of key growth markets.

“The ChemSol business strengthens both our Ingredients and Specialties portfolio and our geographic reach, further enhancing Univar Solutions position as a strategic partner of choice to our suppliers and customers,” says Nick Powell, president of Global Ingredients & Specialties for Univar Solutions. “We’re thrilled to help Central American customers solve some of their toughest challenges and stay ahead of industry-specific trends and regulatory changes by tapping into our continuous innovation, sustainable solutions, and global network of formulation and technical expertise, and commercial support.”

www.univarsolutions.com

HYBRID EVENT: FRISCO, TX

Prominent Speakers . Training Sessions

Industry Roundtables . Expo Showcase Register

MEETING TOPICS:

• IVODGA

• NAAHAC

• Air Carrier Roundtable (ACRT)

• International Regulatory Briefing

• BMP: Third Parties

• North American Briefing

• Lithium Batteries

• New Technology in the Distribution Supply Chain

• DG Supply Chain Logistics Transportation Panel

• Modal Briefing

• Regulatory Process

• Enhancing the Image of the HazMat Professional (EIHMP)

• BMP: Awareness of Hazardous Materials Within a Company

• Mexican NOMS

• Safety Data Sheets (SDS)

TRAINING TOPICS:

• Lithium Batteries

• Packaging

• Advanced Air DG

• IMDG Code

• USPS Publication 52

• TDGR Canada

• 49 CFR

CONFERENCE DIARY

MARCH

BADGP

MARCH 9, COVENTRY

Annual AGM and seminar of the British Association of Dangerous Goods Professionals

www.badgp.org/event-4997298

ChemCon The Americas 2023

MARCH 13-17, SAN FRANCISCO

Global conference on chemical regulation

https://chemcon.net

NACD Regulatory Workshop

MARCH 14, ARLINGTON, VA

Meeting on compliance issues for North American chemical distributors www.nacd.com/education-meetings/meetings/ regulatory-workshops/

LogiChem

MARCH 14-16, ROTTERDAM

Chemical supply chain and logistics conference

http://logichem.wbresearch.com/

FETSA Annual Conference

MARCH 14-16, ROTTERDAM

Annual conference and AGM of the Federation of European Tank Storage Associations https://fetsa.eu/annual-conference/

StocExpo 2023

MARCH 14-16, ROTTERDAM

The main annual exhibition and conference for the European tank terminal industry www.stocexpo.com/en/

NACD Responsible Distribution Workshop

MARCH 15-16, ARLINGTON, VA

Workshop of working with the revised Responsible Distribution 2023 programme www.nacd.com/education-meetings/ meetings/2023-responsible-distributionworkshops/upcoming-workshops/

AFPM Annual Meeting

MARCH 19-21, SAN ANTONIO

AFPM’s annual meeting for refiners and marketers

www.afpm.org/events/2f65b000000026

World Petrochemical Conference

MARCH 20-24, HOUSTON

WPC 2023 provides an outlook on petrochemical supply chain, feedstocks, sustainability and more wpc.spglobal.com/index.html?/summary

AFPM IPC

MARCH 26-28, SAN ANTONIO

AFPM’s annual International Petrochemical Conference www.afpm.org/events/3069ec0000011c

International Transport & Logistics Week (SITL)

MARCH 28-30, PARIS

Annual transport event, including hybrid and in-person conferences and workshops www.sitl.eu/en-gb.html

APRIL

NISTM

APRIL 12-14, ORLANDO

National Institute for Storage Tank Management’s 25th annual international aboveground storage tank conference and trade show www.nistm.org

AFPM Security Conference

APRIL 13-14, SAN ANTONIO

Conference on security at fuel refining and petrochemical plants www.afpm.org/events/security

CV Show

APRIL 18-20, BIRMINGHAM

Annual commercial vehicle exhibition https://cvshow.com/

CVSA Workshop

APRIL 23-27, MEMPHIS

Meeting for industry, regulators and enforcers to improve commercial vehicle safety www.cvsa.org/events/cvsa-workshop/

International Chemical & Product Tanker Conference

APRIL 25-26, LONDON

Conference on tanker markets and trade www.rivieramm.com/events/chemical-and-producttanker-conference-2023

IATA World Cargo Symposium

APRIL 25-27, ISTANBUL

Annual global conference on air cargo www.iata.org/en/events/wcs/

LogiPharma

APRIL 25-27, LYON

Conference on the end-to-end pharmaceutical supply chain

https://logipharmaeu.wbresearch.com

MAY

COSTHA 2023

APRIL 30-MAY 2, FRISCO, TX/ONLINE

Annual forum and expo of the Council on Safe Transportation of Hazardous Articles www.costha.com

Flame

MAY 2-4, AMSTERDAM/VIRTUAL

28th annual conference on natural gas and LNG in Europe

https://informaconnect.com/flame-conference/

Interpack

MAY 4-10, DÜSSELDORF

Major triennial packaging show www.interpack.com/

Transport Logistic

MAY 9-12, MUNICH

Biennial exhibition for logistics, IT and supply chain management, including ITCO Village http://www.transportlogistic.de/en/

UKIFDA Show 2023

MAY 10, COVENTRY

Annual exhibition and conference for the fuel distribution sector in the UK and Ireland https://ukifda.org/ukifda-events/

INCIDENT LOG

ROAD/RAIL/AIR INCIDENTS

11/1/23 Magnolia, rail tank car sulfur

Traffic was shut down on Highway 79 after reports of chemical release at Albemarle facility, with vapour Banner Arkansas, US dioxide cloud heading north; later emerged that tank car was leaking sulfur dioxide in staging area; no injuries News

25/1/23 Muzaffargarh, road tanker crude oil

Road tanker with 50,000 litres crude oil overturned on uphill stretch of road near Al-Rehman; tank ruptured, Urdu Punjab, Pakistan spilling oil to road, much of which soaked into the soil; area cordoned off while leak was stopped Point

27/1/23 Keatchie, freight train propionic

16 cars of UP train derailed in DeSoto Parish, at least two leaking propionic acid; 1.5-mile evacuation zone AP Louisiana, US acid imposed; three crew taken to hospital as a precaution but no injuries reported; cause under investigation

28/1/23 Ghatkesar, road tanker fuel HPCL road tanker, after loading at Aushapur depot, crashed into bus stand when driver had a health issue; Deccan Telangana, India two cars, several bicycles damaged; no leak of product reported; driver charged with negligence Chronicle

1/2/23 nr Ferrybridge, road tanker chemicals Road tanker overturned on A1(M), crashed into overhead gantry; driver injured; tanker said to be carrying BBC W Yorkshire, UK hazardous substance, not identified; road closed for cleanup and repairs to road and barriers

3/2/23 East Palestine, freight train VCM

Some 50 cars of Norfolk Southern train derailed, of which 10 had hazmat; some leak of vinyl chloride; fire AP Ohio, US broke out; some cars were vented to avoid explosion; widespread evacuation ordered; NTSB investigating

14/2/23 Tucson, truck nitric acid

Driver was killed after truck with box trailer overturned on I-10, spilling nitric acid; evacuations, shelter-in- Las Vegas Arizona, US place ordered; highway closed; thought driver may have had a medical event Sun

16/2/23 Ajmer, road tanker LPG Gas tanker collided with truck on NH-8; both vehicles caught fire; flames spread to other passing vehicles Hindustan Rajasthan,. India and roadside shops; at least four people killed; road closed until fire was out Times

17/2/23 Ferndale, Gauteng, road tanker unknown

Road tanker with unknown cargo exploded following collision on N1 near William Nicol; one person IOL South Africa hospitalised with injuries; some spill of product; road partly closed until wreck was cleared

18/2/23 Idanre, road tanker gasoline

Fire broke out during discharge of gasoline from tanker to filling station tank; filling station destroyed, nearby Vanguard Ondo, Nigeria damaged; no casualties reported

19/2/23 Phoenix, road tanker gasoline

Tank truck with 8,000 gal (30 m3) gasoline hit wall on arrival to discharge at Circle K gas station; cargo tank KTAR Arizona, US was punctured, spilling some 100 gal fuel; nearby businesses evacuated, traffic diverted; rest of fuel transferred

23/2/23 nr Suckow, road tanker carbon

Road tanker overturned on A24 after driver veered to left; driver injured in crash; responders allowed cargo Stern MV, Germany dioxide to vent overnight, causing road, main route between Berlin and Hamburg, to be closed for several hours

MISCELLANEOUS INCIDENTS

15/1/23 Tonenkoye, community ammunition

Three soldiers killed, 15 injured by explosion of ammunition in community centre where they were staying; TASS Belgorod, Russia centre mis-handling of ammunition blamed; 15 people evacuated from nearby houses as fire spread

23/1/23 Geismar, chemical hydrogen Process unit “incident” said to be cause of leak of hydrogen fluoride and chlorine from Honeywell plant; The Louisiana, US plant fluoride explosion heard at start of event, possibly due to over-pressure; no injuries reported Advocate

28/1/23 Tabriz, oil refinery oil

“Massive” fire at refinery in north-western Iran; firefighters had great difficulty bringing blaze under control; CNN E Azerbaijan, Iran cause not yet known; one firefighter injured by smoke inhalation

9/2/23 Long Beach, pipeline fuels

Kinder Morgan shut down its CalNev pipeline to investigate reported release; spill was contained, no injuries Las Vegas California, US reported; state of emergency declared in Nevada over fears of a cut to fuel supplies Review-J’l

15/2/23 Catoosa, tank farm chemicals

Fire broke out on roof of chemical storage tank at Port of Catoosa on Verdigris River; port, school evacuated; Maritime Oklahoma, US nearby residents advised to shelter in place; tank said to be empty at the time of the fire Executive

16/2/23 Teramo, fireworks explosives

One worker killed, another injured by explosion during testing of explosive for fireworks in shed hundreds Italy24 Abruzzo, Italy factory of metres from main plant; fire spread to brushwood but not to main factory

16/2/23 Chapayevsk, defence explosives

One worker killed, three injured by explosion on detonator line at Chapayevskiy Mechanical plant; initial TASS Samara, Russia contractor investigation points to violation of safety regulations

17/2/23 Vrhinika, fireworks explosives

One person killed, two seriously injured by explosion at Hamex plant, which makes professional fireworks; AP Slovenia factory huge amounts of smoke seen over site; cause not immediately evident

20/2/23 Blitar, E Java, house fireworks

Huge explosion in house in village killed four people, injured dozens more; at least 20 other homes damaged; Xinhua Indonesia police suspect explosion involved firecrackers made by the father of the house (who died) ahead of Ramadan

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TALES OF THE RIVERBANK

INLAND WATERWAYS • JUST AS OCEANGOING TANKERS RELY ON ISGOTT FOR GUIDANCE AT THE TERMINAL INTERFACE, BARGES

THE OIL COMPANIES International Marine Forum (OCIMF), with the support of the Central Commission for the Navigation of the Rhine (CCNR) and the collaboration of other European organisations, has developed and published a second edition of the International Safety Guide for Inland Navigation Tankbarges and Terminals (ISGINTT).

The first edition of ISGINTT was published in 2010 and this revision takes into account changes in inland tanker design and operating practices and new technologies and legislation that have emerged since then.

The purpose of ISGINTT is to improve the safe transport of dangerous goods at the interface between inland tank barges and other vessels or shore facilities, such as terminals. It is not intended to replace or to amend current legal requirements, but to provide additional recommendations for inland tankers and terminal personnel on the safe carriage and handling of such products typically carried in petroleum, chemicals or liquefied gas inland tankers, as well as the terminals handling those inland tankers.

“By enhancing risk awareness, ISGINTT seeks to foster an environment where the uncertainties associated with some shipboard operations are reduced not solely by prescription, but also by encouraging barges and terminal crew, as well as their employers, to identify the risks in everything they are doing and to then implement fit-for-purpose risk reduction measures,” says Karen Davis, managing director of OCIMF. “This puts the focus on people and is, therefore, entirely consistent with a strategy related to the human element which has had increased focus in recent years.”

ALL HANDS TO THE PUMP

A risk-based control philosophy continues to be central to the safety practices included in the guide. This is complemented by a number of safety checklists covering ship/shore as well as inland ship/maritime ship (and vice versa) transhipment of cargo and slops. These checklists have been developed to reflect the individual and joint responsibilities of the tank barge and the terminal and can be easily adopted by all ports and terminals.

This second edition has been kept to the original structure for ease of use. It is divided into five sections: General Information, Tanker Information, Terminal Information, Management of the Tanker and Terminal Interface, and Additional Information for the Handling of Liquefied Gases. ISGINTT gathers

good practices as recommended by the participating industry associations, which include the European Barge Union (EBU), European Chemical Industry Council (CEFIC), European Federation of Inland Ports (EFIP), European Sea Ports Organisation (ESPO), European Skippers Organisation (ESO), Federation of European Tank Storage (FETSA), FuelsEurope, Inland Waterways Transport Platform (IWT Platform), International Chamber of Shipping (ICS) and Society of International Gas Tanker and Terminal Operators (SIGTTO).

Speaking about the role of ISGINTT for industry, Lucia Luijten, secretary general of CCNR, says: “Safety is critical to the tank barging industry, and it is hoped that this revised guide will become the standard guideline on the safe operation of inland tank-barges and the terminals they serve. We are confident that ISGINTT will not only contribute to the further improvement of the industry’s excellent safety record but will also bring us closer to the goal of zero accidents to which we all aspire. We, therefore, recommend it to all interested parties.“

The guide can be downloaded free of charge from the OCIMF website at www.ocimf.org/ publications/books or from the dedicated website www.isgintt.org.

HAVE ISGINTT, WHICH HAS RECENTLY BEEN UPDATED

systems to improve the reliability of risk assessment processes.

BENEFIT OF EXPERIENCE

THE CHEMICAL DISTRIBUTION Institute (CDI) has published three best practice papers, designed to fill gaps where no such industry practices are readily available and relevant to chemical and LPG tankers. The three guides have been put together with the help of CDI-Marine’s Technical Committee and Executive Board and are available for download free of charge from the Institute’s website.

Publication of these paper helps to fulfil one of CDI’s objectives, which is, through

cooperation with industry and academia, to drive the development of industry best practice in the marine transport and storage of chemicals. Aside from its well established role in providing a consistent audit system to help its members – now numbering 64 chemical companies – to discharge their duties under the Responsible Care programme, CDI is also charged with providing information and advice to customers and stakeholders and to provide chemical companies with cost-effective

The first of the new best practice papers looks at the dosing of tanker vessels’ cargo tanks; its scope is to provide guidance to enhance procedural safety, without intending to over-ride any international or national requirements, a company’s Standard Operating Procedures (SOP) or Safety Management Systems (SMS). Common industry practices have been taken into account and evaluated to provide best working practices and retain a safe working environment when dosing ship’s cargo tanks.

EMERGING HAZARDS

The second paper addresses the emerging hazard presented by the use of portable electronic equipment onboard tankers. It aims to ensure that the carriage and use of such equipment is in accordance with recognised standards at all times; that such equipment is operated in a safe and effective manner; to ensure that a risk assessment includes the hazardous certification of the equipment and that this certification matches the area in which it is to be used; to raise awareness among ships’ crews working onboard tankers or at shore facilities of the classification of hazardous areas; to ensure that the ‘risk assessment before use’ addresses any potential gaps between regulations in place and the devices being used, recognising technical developments; and to ensure that only portable equipment certified for use in a hazardous area is used.

The third paper covers the management of electrostatic hazards during the collection of liquids in portable containers; it is aimed at those shipboard personnel who may be involved in such activities and aims to raise awareness of the risks and controls necessary for the safe completion of those tasks. The CDI paper covers material that does not exist in other maritime industry publications. It explains the different types of products that may be involved, their related conductivity, and the type(s) of portable container required. It provides guidance on how to mitigate electrostatic risks when filling or transferring liquid substance onboard vessels.

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MARITIME • AFTER NEARLY 30 YEARS AUDITING CHEMICAL AND GAS TANKERS, CDI HAS GENERATED A LOT OF KNOWLEDGE. THREE NEW BEST PRACTICE PAPERS LEVERAGE THAT TO REDUCE RISKS

FACE THE CHANGE

MULTIMODAL • THE LATEST REVISION OF THE UN MODEL REGULATIONS WILL BE AVAILABLE SOON. THERE’S A LOT OF NEW STUFF ON LITHIUM AND SODIUM BATTERIES BUT PLENTY MORE BESIDES

THE 23RD REVISED edition of the UN Recommendations on the Transport of Dangerous Goods, generally known as the ‘Model Regulations’, will be published shortly, following the adoption this past December by the UN Committee of Experts of the amendments accepted by the Sub-committee during the 2021/22 biennium.

For now, at least, dutyholders do not need to do anything; however, it is always best to be prepared and the various modal, regional and national authorities responsible for the regulations that must be followed by industry will be spending this year and next adopting the latest round of UN amendments into their provisions for entry into force as from the start of 2025.

Readers should also bear in mind that the UN Model Regulations are not slavishly followed by other regulatory texts; each of the modal rulebooks has its own needs and

additional provisions will apply in air, sea, road, rail and inland waterway transport. Furthermore, not all UN states will adopt all the UN changes, while some provisions may be adopted in a different format.

However, it is worth looking at what the UN experts decided, not least since this will give an indication of how the regulators are thinking, especially in light of the UN Sustainable Development Goals. This means, for instance, framing regulations in such a way as to allow dutyholders to comply with them while also achieving their own sustainability goals. As part of that, there is a significant revision to the definition of ‘recycled plastics material’ in 1.2.1 to allow wider use of pre-used resin in packagings for dangerous goods:

Recycled plastics material means material recovered from used industrial packagings or from other plastics material that has been

pre-sorted and prepared for processing into new packagings, including IBCs. The specific properties of the recycled material used for production of new packagings, including IBCs, shall be assured and documented regularly as part of a quality assurance programme recognized by the competent authority. The quality assurance programme shall include a record of proper pre-sorting and verification that each batch of recycled plastics material, which is of homogeneous composition, is consistent with the material specifications (melt flow rate, density, and tensile property) of the design type manufactured from such recycled material. This necessarily includes knowledge about the plastics material from which the recycled plastics have been derived, as well as awareness of the prior use, including prior contents, of the plastics material if that prior use might reduce the capability of new packagings, including IBCs, produced using that material. In addition, the packaging or IBC manufacturer’s quality assurance programme under 6.1.1.4 or 6.5.4.1 shall include performance of the appropriate mechanical design type tests in 6.1.5 or 6.5.6 on packagings or IBCs, manufactured from each batch of recycled plastics material. In this testing, stacking performance may be verified by appropriate dynamic compression testing rather than static load testing.

LISTING AND SPECIAL PROVISIONS

This article gives an overview of most of the major changes that are included in the 23rd revised edition of the Model Regulations; it is, though, not exhaustive and readers are advised to keep an eye out for other amendments that may affect them, though these may become clearer over the course of the next 18 months as proposals for amendment to the actual regulations come forward.

To start with, there are several new entries in the Dangerous Goods List (Table A of Chapter 3.2):

• UN 0514 FIRE SUPPRESSANT DISPERSING DEVICES, 1.4S

• UN 1835 TETRAMETHYLAMMONIUM HYDROXIDE AQUEOUS SOLUTION, 6.1 (8), PG I

• UN 3551 SODIUM ION BATTERIES, 9

• UN 3552 SODIUM ION BATTERIES

CONTAINED IN EQUIPMENT OR PACKED WITH EQUIPMENT, 9

• UN 3553 DISILANE, 2.1

• UN 3554 GALLIUM CONTAINED IN MANUFACTURED ARTICLES, 8

• UN 3555 TRIFLUOROMETHYLTETRAZOLESODIUM SALT IN ACETONE, 3, PG II

• UN 3556 VEHICLE, LITHIUM ION BATTERY POWERED, 9

• UN 3557 VEHICLE, LITHIUM METAL BATTERY POWERED, 9

• UN 3558 VEHICLE, SODIUM ION BATTERY POWERED, 9

• UN 3559 FIRE SUPPRESSANT DISPERSING DEVICES, 9

These bring with them a number of new and revised special provisions; to start with, the various special provisions currently applied to the entries for lithium batteries have mostly been extended to cover sodium ion batteries and those contained in or packed with equipment. Unfortunately, this means that there will be a similar issue with an over-abundance of special provisions and packing/large packing instructions for sodium ion batteries.

There is one new special provision specific to sodium ion cells and batteries, SP 401:

Sodium ion cells and batteries with organic electrolyte shall be transported as UN 3551 or 3552 as appropriate, sodium-ion batteries with aqueous alkali electrolyte shall be transported as UN 2795 BATTERIES, WET, FILLED WITH ALKALI, electric storage.

Likewise, the new UN 3554 entry is analogous to the existing entry for mercury contained in manufactured articles (UN 3506) and the same special provisions, LQ and EQ values, packing instruction and special packing provision are assigned to UN 3554. Special provision 28 is assigned to UN 3555 and, as such, has had to be revised to ensure it can apply to a Class 3 substance. In addition, a new sentence is added at the end:

In cases where the diluent is not stated, the substance shall be packed so that the amount of explosive substance does not exceed the stated value.

The new entries for lithium battery powered vehicles have necessitated some changes to SP 360, which clarifies the applicability of

other battery-related entries, and SP 388, where the fifth paragraph now reads: Entry UN 3171 only applies to vehicles and equipment powered by wet batteries, metallic sodium batteries or sodium alloy batteries, with these batteries installed.

In addition, a new paragraph is added after paragraph 5:

UN 3556 VEHICLE, LITHIUM ION BATTERY POWERED, UN 3557 VEHICLE, LITHIUM METAL BATTERY POWERED and UN 3558 VEHICLE, SODIUM ION BATTERY POWERED, as applicable, apply to vehicles powered by lithium ion, lithium metal or sodium ion batteries transported with the batteries installed.

In the old paragraph 6 (now 7), the last two sentences are revised and combined to read: When vehicles are transported in a packaging, some parts of the vehicle, other than the battery, may be detached from its frame to fit into the packaging.

A new SP 404 applies to UN 3558: Vehicles powered by sodium ion batteries, containing no other dangerous goods, are not subject to other provisions of these Regulations, if the battery is short-circuited, in a way that the battery does not contain electrical energy. The short-circuiting of the battery shall be easily verifiable (e.g., busbar between terminals).

A new SP 405 applies to all three newly adopted entries for battery-powered vehicles: Vehicles are not subject to the marking or labelling requirements of Chapter 5.2 when they are not fully enclosed by packagings, crates or other means that prevent ready identification.

For UN 3552 only, a new SP 400 offers a wide-ranging exemption, recognising the low hazard posed by sodium ion batteries in equipment:

Sodium-ion cells and batteries and sodiumion cells and batteries contained in or packed with equipment, prepared and offered for transport, are not subject to other provisions of these Regulations if they meet the following:

(a) The cell or battery is short-circuited, in a way that the cell or battery does not contain electrical energy. The short-circuiting of the cell or battery shall be easily verifiable (e.g., busbar between terminals);

(b) Each cell or battery meets the provisions of 2.9.5 (a), (b), (d), (e) and (f);

(c) Each package shall be marked according to 5.2.1.9;

(d) Except when cells or batteries are installed in equipment, each package shall be capable of withstanding a 1.2 m drop test in any orientation without damage to cells or batteries contained therein, without shifting of the contents so as to allow battery to battery (or cell to cell) contact and without release of contents;

(e) Cells and batteries when installed in equipment shall be protected from damage. When batteries are installed in equipment, the equipment shall be packed in strong outer packagings constructed of suitable material of adequate strength and design in relation to the packaging’s capacity and its intended use unless the battery is afforded equivalent protection by the equipment in which it is contained;

(f) Each cell, including when component of a battery, shall only contain dangerous goods that are authorized to be transported in accordance with the provisions of Chapter 3.4, and the

quantity of the dangerous goods in the cell shall not exceed the quantity specified in Chapter 3.2 Table A Column 7a.

The adoption of new entries for fire suppressant dispersing devices has necessitated a new SP 407 to explain exactly what is meant:

Fire suppressant dispersing devices are articles which contain a pyrotechnic substance, which are intended to disperse a fire extinguishing agent (or aerosol) when activated, and which do not contain any other dangerous goods. These articles, as packaged for transport, shall fulfil the criteria for Division 1.4S, when tested in accordance with test series 6(c) of Section 16 of Part 1 of the Manual of Tests and Criteria. The device shall be transported with either the means of activation removed or equipped with at least two independent means to prevent accidental activation.

Fire suppressant dispersing devices shall only be assigned to Class 9, UN 3559 if the following

additional conditions are met:

(a) The device meets the exclusion criteria in 2.1.3.6.4 (b), (c) and (d);

(b) The suppressant shall be deemed safe for normally occupied spaces in compliance with international or regional standards (e.g. NFPA2010);

(c) The article shall be packaged in a manner such that when activated, temperatures of the outside of the package shall not exceed 200 °C;

(d) This entry shall be used only with the approval of the competent authority of the country of manufacture.

This entry does not apply to “SAFETY DEVICES, electrically initiated” described in special provision 280 (UN 3268).

SP 280 has been suitably amended to make the last comment clear.

Two new special provisions have been adopted and assigned to UN 1835; SP 408 explains the concentration limits for TMAH shipped under this UN number and that those not meeting those limits must be shipped under an appropriate generic entry (such as UN 2927); and SP 409 provides a transitional period until the end of 2026.

There are several other amended and new special provisions unrelated to the newly

adopted UN entries; in brief, these revisions

concentration limits for ammonium nitrate hot

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

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 with special provision 310”.

Damaged or defective cells, batteries, or cells and batteries contained in equipment shall be transported in accordance with special provision 376.

Cells, batteries or cells and batteries contained in equipment transported for disposal or recycling may be packaged in accordance with special provision 377 and packing instruction P909 of 4.1.4.1.

SP 363: in (f), first paragraph, the second sentence is amended to read:

However, lithium batteries shall meet the provisions of 2.9.4, except that 2.9.4 (a), (e) (vii), (f) (iii) if applicable, (f) (iv) if applicable and (g) do not apply when batteries of a production run of not more than 100 cells or batteries, or pre-production prototypes of cells or batteries when these prototypes are transported for testing, are installed in machinery or engines.

SP 388: a similar change to that in SP 363 is made in the eighth paragraph, second sentence.

The new special provisions are as follows:

SP 399: this gives a transitional provision for electronic detonators until 30 June 2025

SP 402: this applies to UN 1010, and reads: Substances transported under this entry shall have a vapour pressure at 70 °C not exceeding 1.1 MPa (11 bar) and a density at 50 °C not lower than 0.525 kg/l.

SP 403: Nitrocellulose (NC) membrane filters covered by this entry with NC content not exceeding 53 g/m² and a NC net weight not exceeding 300 g per inner packaging, are not subject to the requirements of this regulation if they meet the following conditions:

(a) They are packed with paper separators of minimum 80 g/m² placed between each layer of NC membrane filters;

(b) They are packed to maintain the alignment of the NC membrane filters and the paper separators in any of the following configurations:

(i) Rolls tightly wound and packed in plastic foil of minimum 80 g/m² or aluminium pouches with an oxygen permeability of equal or less than 0.1 % according to standard ISO 15105-1:2007;

(ii) Sheets packed in cardboard of min. 250 g/

m² or aluminium pouches with an oxygen permeability of equal or less than 0.1 % according to standard ISO 15105-1:2007;

(iii) Round filters packed in disc holders or cardboard packaging of minimum 250 g/m² or single packed in pouches of paper and plastic material of total minimum 100 g/m2.

SP 406: this is assigned to UN Nos 1006, 1013, 1046 and 1066 and reads:

This entry may be transported in accordance with the limited quantity provisions of Chapter 3.4 when transported in pressure receptacles containing not more than 1 000 ml. The pressure receptacles shall meet the requirements of packing instruction P200 of 4.1.4.1 and have a test pressure capacity product not exceeding 15.2 MPa·l (152 bar·l). The pressure receptacles shall not be packed together with other dangerous goods.

BATTERY BUSINESS

Aside from the new entries in the Dangerous Goods List and the amendments to special provisions, there are – as ever, it seems –several other changes relating to cells and batteries in the latest revision of the UN Model Regulations. The experts had been trying to put some detail on the exemption available for small runs of batteries and adopted a revised text for 2.0.5.2:

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.

As regards classification, a new section has been added in 2.9.2 for sodium ion batteries, as well as a new 2.9.5:

Sodium ion batteries

Cells and batteries, cells and batteries contained in equipment, or cells and batteries packed with equipment containing sodium ion, which are a rechargeable electrochemical system where the positive and negative

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electrode are both intercalation or insertion compounds, constructed with no metallic sodium (or sodium alloy) in either electrode and with an organic non aqueous compound as electrolyte, shall be assigned to UN Nos. 3551 or

NOTE: Intercalated sodium exists in an ionic or quasi-atomic form in the lattice of the

They may be transported under these entries if they meet the following provisions:

(a) Each cell or battery is of the type proved to meet the requirements of applicable tests of the Manual of Tests and Criteria, part III,

(b) Each cell and battery incorporates a safety venting device or is designed to preclude a violent rupture under conditions normally

(c) Each cell and battery is equipped with an effective means of preventing external short

(d) Each battery containing cells or a series of cells connected in parallel is equipped with effective means as necessary to prevent dangerous reverse current flow (e.g., diodes,

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(e) Cells and batteries shall be manufactured under a quality management program as

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(f) Manufacturers and subsequent distributors of cells or batteries shall make available the test summary as specified in the Manual of Tests and

Criteria, Part III, sub-section 38.3, paragraph

A new (5) is added to the end of Packing

Articles containing pre-production prototype lithium cells or batteries when these prototypes are transported for testing or production runs of not more than 100 lithium cells or batteries that are of a type that have not met the testing requirements of the Manual of Tests and Criteria, part III, sub-section 38.3 shall in

requirements in paragraph (1) of this packing

(b) Appropriate measures shall be taken to minimize the effects of vibration and shocks and prevent movement of the article within the package that may lead to damage and a dangerous condition during transport. When cushioning material is used to meet this requirement it shall be non-combustible and

(c) Non-combustibility of the cushioning material shall be assessed according to a standard recognized in the country where the packaging is designed or manufactured;

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(i) The article shall be strong enough to

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withstand the shocks and loadings normally encountered during transport, including trans-shipment between cargo transport units and between cargo transport units and warehouses as well as any removal from a pallet for subsequent manual or mechanical handling; and

(ii) The article shall be fixed in cradles or crates or other handling devices in such a way that it will not become loose during normal conditions of transport.

A similar addition has been made as a new (4) to LP03. There are other smaller amendments to packing instructions P903, P905, P908, P909, P910, P911, LP904, LP904, LP905 and LP906.

References to sodium ion batteries have also been added in 5.2.1.9.2 and 5.2.2.1.13.1.

A clarification has been made to the requirement for the lithium battery test summary to be made available along the supply chain, in the form of a new note to 2.9.4(g):

NOTE: 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.

OTHER TOPICS

There are a large number of other revisions and additions in the 23rd revised edition of the UN Model Regulations. Many of these clarify the existing provisions and so should make life easier for dutyholders. For example, a new note has been added at the end of 1.1.1.7:

NOTE: A standard provides details on how to meet the provisions of these Regulations and may include requirements in addition to those set out in these Regulations.

Another clarification relates to the use of the terms ‘filling ratio’ and ‘degree of filling’, which has necessitated a new definition 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;

There has been a change in the approach to pyrotechnic substances, which is reflected in some amendments in 2.1.1.3. In (b), “a substance or a mixture of substances” is replaced by “an explosive substance” and a new (e) is added at the end:

Explosive or pyrotechnic effect means, in the context of 2.1.1.1 (c), an effect produced by self-sustaining exothermic chemical reactions including shock, blast, fragmentation, projection, heat, light, sound, gas and smoke.

There was also some discussion to clear up some confusion about the applicability of the term ‘metal powders’; this has resulted in a new 2.4.2.2.1.3 that defines ‘metal powders’ as “powders of metals or metal alloys”, with some consequential amendments elsewhere.

Given the emergence of the monkeypox virus into the wider world last year, the experts also decided to follow the pattern of assigning infectious substances to Category A or B by clarifying in the table in 2.6.3.2.2.1 that only cultures of monkeypox virus must be shipped under UN 2814.

Clarification on the scope of genetically modified micro-organisms (GMMOs) and genetically modified organisms (GMOs) is provided by a new penultimate paragraph under that heading 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.

Reference to the new entry for gallium in manufactured articles (UN 3554) is added alongside UN 3506 in packing instruction P003, special packing provision PP90.

A new packing instruction P303 is added, specifically for UN 3555, authorising the use of plastics tight-head drums (1H1) of up to 250 litres capacity; these must be transported in an upright position. Special packing provision PP26 is also assigned, requiring the packagings to be lead-free.

The use of dry ice and other refrigerants is more actively mentioned in some packing instructions, pointing to the requirements contained in 5.5.3; this affects in particular P203, P620, P800 (PP41) and P901.

There is a new packing instruction P912, applicable to the new UN entries for batterypowered vehicles, which reads:

The vehicle shall be secured in a strong, rigid outer packaging constructed of suitable material, and of adequate strength and design in relation to the packaging capacity and its intended use. It shall be constructed in such a manner as to prevent accidental operation during transport. Packagings need not meet the requirements of 4.1.1.3. The vehicle shall be secured by means capable of restraining the vehicle in the outer packaging to prevent any movement during transport which would change the orientation or cause the battery in the vehicle to be damaged.

Vehicles transported in a packaging may have some parts of the vehicle, other than the battery, detached from its frame to fit into the packaging. NOTE: The packagings may exceed a net mass of 400 kg (see 4.1.3.3).

Vehicles with an individual net mass of 30 kg or more:

(a) may be loaded into crates or secured to pallets; or

(b) may be transported unpackaged providing that the vehicle is capable of remaining upright during transport without additional support and the vehicle provides adequate protection to the battery so that no damage to the battery can occur; or

(c) where the vehicle has the potential to topple over during transport (e.g. motor cycles),

may be transported unpackaged in a cargo transport unit fitted out with the means to prevent toppling in transport, such as by the use of bracing, frames or racking.

In packing instruction IBC03, special packing provision B11 is amended to allow the carriage of UN 2672 ammonia solution in concentrations not exceeding 25% in IBCs.

Regarding pressure receptacles, there is a change in 4.1.6.1.8 to clarify the requirements for the protection of valves, with paragraphs (b) and (c) amended to read:

had been raised, is found in 6.1.4.2.3 and 6.1.4.3.3, where the first sentence in both cases is amended to read:

Drums may have rolling hoops, either expanded or separate.

The heading of 6.1.4.12 is amended to read: “Fibreboard (including corrugated fibreboard) boxes”, again after a query had been raised.

There have been a number of amendments relating to closed cryogenic receptacles, one of which is found in a note at the end of 6.2.1.5.2:

• The assignment of special provisions, packing provisions, tank codes and packing groups to some UN entries in the Dangerous Goods List

• Many alterations in the packing instructions that, apart from those noted above, make significant changes in P200 (to accommodate the new UN 3553), P203, P404, P505, P520(3), P600, P650(6), P803, P908, P910

• The usual litany of updates and newly agreed standards, primarily though not exclusively dealing with pressure receptacles.

b) Valves are protected by caps or guards. Caps shall possess vent-holes of sufficient cross-sectional area to evacuate the gas if leakage occurs at the valves;

(

(c) Valves are protected by shrouds or permanent protective attachments;

A new portable tank special provision is added in 4.2.5.3:

TP42 Portable tanks are not authorized for the transport of caesium or rubidium dispersions.

Another change for clarity, after questions

NOTE: 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.

Dutyholders are also advised to take a look at some other areas where changes have been made, such as:

The online version of the 23rd revised edition of the UN Model Regulations will be published in due course on the UN ECE website (for guidance, the 22nd revised edition appeared in September 2021); a notification will be included on the dangerous goods main page, https://unece.org/transport/dangerous-goods, and on the publications page, https://unece.org/publications/transport/ dangerous%20goods.

ALL ABOARD

RAIL • WORK HAS BEGUN ON THE 2025 TEXT OF RID, WITH DISCUSSIONS SO FAR FOCUSING ON DEVELOPMENTS WITHIN THE EU AND THE HARMONISATION OF THE RAIL AND ROAD REGULATIONS

THE RID COMMITTEE of Experts’ standing working group held its 15th session this past 23 and 24 November in Bern, with online participation. The session was chaired by Caroline Bailleux (Belgium) with Othmar Krammer (Austria) sitting as vice-chair. Representatives of 16 RID contracting states attended, as well as those from the European Commission, the EU Agency for Railways (ERA) and six non-governmental organisations.

The 2023 text of RID, the regulations governing the transport of dangerous goods by rail in most of Europe, had been agreed at the previous session and so the standing working group could now begin work on the 2025 text, although the UN Committee of Experts had at the time yet to agree the final

changes to the UN Model Regulations, so there will be a lot more to be done when the RID Committee of Experts and its standing working group meet later this year.

The Secretariat of the Intergovernmental Organisation for International Carriage by Rail (OTIF) had circulated a draft list of corrections to the notified texts containing the 2023 revisions in the various official languages. There were a few relating to the English language version, including the following:

• Insertion of “dry ice (UN 1845) or” after “containing” in 5.5.3.3 and 5.5.3.4

• Amendment of the heading of 6.8.2.3 and 6.8.2.4 to read “Type examination and type approval”

• Deletion of “(32)” in the last column of the second amendment to the table in 2.2.52.4

• Amendments to the NHM Codes in column (4) of the first table in 3.2.2 against UN 0104 to read “3603+0”, against UN 1169 to read “3302++”, and against UN 1197 to read “3302++”.

There are several other corrections to the German language version and one to the French.

INTERPRETATION OF RID

The International Association of Safety Advisers (IASA) sought clarification of the placarding requirements in RID. Its paper noted that, according to 5.3.1.5 of ADR, swap bodies and tank swap bodies are only to be placarded in the same way as containers, tank containers, bulk containers, etc, if they are in combined road/rail transport. A Note to 5.3.1.5 makes it clear that, even if swap bodies are defined as containers, they are not subject to the general requirements for placarding. However, IASA said, this is not clear in RID, which lacks the same Note, and the equivalent paragraph – 5.3.1.2 – could be read to mean that swap bodies do not require placarding at all. IASA proposed adding a Note to 5.3.1.2 to clarify the position.

Austria explained that the Notes in RID 5.2.2, which equate small containers with packages for the purposes of labelling, and in ADR 5.3.1.2, which exempt swap bodies carried exclusively by road from having to bear placards, were of a constitutive nature. However, IASA’s proposed Note in 5.3.1.2 would not be of a constitutive nature, because it would regulate something that already applies anyway and could be derived from the definitions in 1.2.1. Some of the trade associations also felt that the current text is sufficient and does not cause any problems.

The standing working group asked the Secretariat to submit a text to its next session setting out a corresponding interpretation of RID that could be published on OTIF’s website.

CORRESPONDENCE WITH ADR

The Secretariat had prepared a document containing an extract of the report of the 112th session of WP15, the Working Party that administers ADR, the equivalent to RID for road transport, that had taken place earlier in

November. The Secretariat asked if, following the example of ADR, contacting states would like to have links to their national translation of RID posted on the OTIF website; Belgium and the Netherlands offered to provide a Dutch language version.

One amendment adopted by WP15 was also picked up by the standing working group; this related to the transitional measure in 1.6.4.59, which has been amended for the 2025 text of RID to read:

Fibre-reinforced plastics tank-containers constructed before 1 July 2033 in accordance with the requirements of Chapter 6.9 in force up to 31 December 2022, may still be used, in accordance with the provisions of Chapter 4.4 in force up to 31 December 2022.

The standing working group declined to pick up on WP15’s idea to provide an interpretation on the quantities of pyrotechnic substances that should be taken into account when calculating the net explosive mass, since this is not so important in rail transport. It also found it unnecessary to include a new standing agenda item on sustainable development goals, although those bringing forward new proposals might point out any links to the topic.

Noting the wider use of ADR around the world and the need to consider additional language versions, notably Arabic, the standing working group suggested the same might be useful for RID, which might encourage the accession of Arabic-speaking states, following the development of a rail network in the Arabian peninsula. The Secretariat said it would look into the feasibility of obtaining a translation, though Spain pointed out that a lasting solution would be required to cope with the biennial amendments.

DECLARATION OF OCCURRENCES

ERA had submitted two informal documents to the September RID/ADR/ADN Joint Meeting relating to the submission of accident reports; due to time constraints, these papers had not been discussed and ERA thereafter arranged a working group to be held in mid-December. Belgium was keen that the standing working group should have the opportunity to look at

the proposals before then and, with input from ERA, prompted a discussion.

The issue derives from a revision of the EU’s Railway Safety Directive (2016/798) and the creation of a new common safety method for the assessment of safety levels and safety performance (CSM ASLP) of railway operators. Part of that will be a new accident reporting system and it was felt it would be useful if the criteria for triggering reports under the future CSM ASLP Regulation could be aligned with the existing reporting requirements in 1.8.5.3 of RID.

Most delegations seemed unconcerned by the issue. Several questioned the purpose of the extensive data collection that would be part of ERA’s task under CSM ASLP and saw only few advantages in harmonising the two systems. Austria drew attention to the different objectives of the two reporting systems. The existing RID system was about assessing and improving the regulations, where necessary, whereas the data in the

system planned by ERA would also be used for risk assessment and to assess undertakings. He was also critical of extending the ERA system to other modes of transport, as other modes would have a quite different target audience.

The International Union of Railways (UIC) was of the view that the purpose of RID 1.8.5 should be examined before deciding on the form and content of the data collection. This view did not call into question the declared aim of harmonising RID 1.8.5 with European railway legislation.

The chair had the final word, pointing out that there would be a new system of reporting under the CSM ASLP Regulation. The important question to be asked by the standing working group and the RID/ADR/ ADN Joint Meeting was whether and how a link should be established between the existing and the newly proposed system. In her view, a situation with two independent systems of reporting would be unfortunate.

The bodies concerned should work together step-by-step to find a solution.

OTHER BUSINESS

Rainer Kogelheide, representing the International Union of Wagon Keepers (UIP) and in his role as chair of the working group on tank and vehicle technology, reported on the outcome of that working group’s 18th session, which had taken place on 22 November. One issue that generated comments related to the use of digital automatic couplings (DAC) and, in particular, their use for tank wagons for toxic gases and liquids to which special provision TE 25 applies. It has been found that DAC (below) can meet the requirements of TE 25(a) but the Netherlands was of the view that further discussion was essential to ensure that the requirements of paragraphs (b) to (d) could be met.

ERA brought a summary of its current activities, in response to an earlier request from the RID Safety Committee for a regular agenda item; this paper covered the alignment of occurrence reports and the use of DAC, but also on the Inland TDG Risk Management

Platform (RMP), which is being designed with the aim of helping both expert and non-expert users with the management of decision-making cases in the transport of dangerous goods by rail, road, inland waterway or intermodally.

The RMP currently comprises an SQL database to manage data, and a web-based interface allowing users to manage and work on their decision-making cases. A public interface will be developed, along with an estimation engine to perform risk estimations corresponding to the risk situations described for the considered decision-making cases.

The Secretariat offered a recommendation on involving stakeholders in the work of OTIF and its various committees, including the RID Committee of Experts, following discussions by an ad hoc committee on legal affairs. This recommendation establishes a transparent, non-discriminatory, inclusive and efficient framework for involving stakeholders in OTIF’s work. The proposed form of the recommendation leaves each agency enough room to decide how (or whether) to implement it.

The standing working group was of the view that the past had shown that the current

provisions of the Rules of Procedure, and the RID Committee of Experts’ decision to invite those organisations and associations to the meetings of the RID Committee of Experts that are also approved for the RID/ADR/ADN Joint Meeting, were sufficient. However, OTIF’s website could contain a list of the international associations and organisations that have been accredited so far and a form for those stakeholders who do not currently participate in the work of the RID Committee of Experts and its working groups and who do not wish to apply for accreditation at the RID/ADR/ADN Joint Meeting. When a form was submitted, the standing working group should decide at its next meeting whether to accredit these stakeholders. The Secretariat may now submit a proposal to the 58th session of the RID Committee of Experts, which is due to take place in May 2024, on whether the same recommendation should be implemented for the Committee.

The next, 16th session of the standing working group, meanwhile, is provisionally scheduled to take place in the week beginning 20 November 2023. Before then, the RID/ADR/ ADN Joint Meeting is due to take place in Bern from 20 to 24 March.

KEEP A LID ON IT

TERMINALS • TIGHTER ENVIRONMENTAL STANDARDS IN THE NETHERLANDS ARE ENCOURAGING TANK STORAGE OPERATORS TO LOOK AGAIN AT THEIR EMISSIONS CONTROL MEASURES

THE NETHERLANDS’ ‘ACTIVITIES Decree’, under the Ministry of Infrastructure and Water Management (Rijkswaterstaat), is a wideranging environmental regulation that covers all companies in the country and sets goals for minimising the environmental impact of operations in terms of soil contamination, waste generation, emissions to air and water, and safety in general.

For the country’s large storage terminals sector, one significant element in that is the need to eliminate, if possible, or at least minimise emissions of substances of very high concern (zeer zorgwekkende stoffen or ‘ZZS’ in Dutch) to the atmosphere. According to the Association of Dutch Tank Storage Operators

(vereiniging van Nederlandse tankopslagbedrijven or ‘Votob’), this mainly concerns benzene, naphthalene, butadiene and isoprene. To investigate its members’ required response to the Activities Decree, Votob commissioned Bureau TAUW, an independent environmental engineering consultancy, to draw up an action plan for cost-effective measures.

The study undertaken by Bureau TAUW concluded that the risk to public health from ZZS emissions is very low, as the volume of emissions is small and the substances degrade rapidly. The consultant says that, instead, it would be better to concentrate on further reducing emissions of volatile organic

compounds (VOCs), which would at the same time help reduce ZZS emissions.

According to Bureau TAUW, there are three main measures that should be taken:

• The treatment of emissions from tank roof landings in vapour processing units

• Limiting evaporation losses by covering external floating roofs, where technically feasible, and

• Systematically monitoring the proper functioning of floating roofs and repairing leaking seals as soon as possible.

These conclusions are in line with the implementation policy of the Ministry itself, Votob notes.

A MODEL TO FOLLOW

The Bureau TAUW report shows that it is sensible to take into account the effects on health and nature, persistence and bioaccumulation at the substance level. The fact that a substance has a property of very high concern does not mean that the substance also has an effect of concern, since that depends on the degree of exposure. In addition, the obligations imposed by the Activities Decree should be based on a risk approach, so that investments are justified and lead to concrete, actual health gains.

According to the Activities Decree, companies that emit ZZS must draw up an Avoidance and Reduction Program (VRP). The Bureau TAUW report contains a lot of data and information that tank storage companies can use to give an objective interpretation and also provides good information for discussing meaningful measures with the competent authority.

Votob will now aim to develop a model VRP for the tank storage sector, which will help its members comply with their legal obligations. It will also aim to take into account the holistic impact of operations – Votob remarks that ZZS emissions reduction technologies are energy-intensive and it is not clear whether the sometimes minor improvements in ZZS emissions reduction warrants the additional emissions of CO2 and NOx from these technologies.

The full report, in Dutch, can be downloaded from the Votob website at https://votob.nl/zzsonderzoek-uitstoot-effect-en-maatregelen/.

NOT OTHERWISE SPECIFIED

A WARM GUN

If there is one thing that has become glaringly apparent over the past few years it is that half of the world’s population has an IQ below 100. Idiocy has always featured large on this page but there are some people out there who continue to push the boundaries.

For instance, a man in Brazil died last month from injuries he sustained when he took his elderly mother for a magnetic resonance imaging (MRI) scan at a hospital in São Paulo in mid-January. The man, a 40-year-old lawyer, was reportedly a vocal advocate of gun ownership and took his handgun with him wherever he went. That included the hospital and even the scanning room, despite verbal and written warnings that all metal objects should be left outside.

Whether due to inattention or wilful disobedience, the lawyer kept the gun tucked into the waistband of his trousers; as the scanner switched on, the gun discharged and delivered a wound that later ended his life.

According to Science Alert, this sort of thing is increasingly common, not least in the US, where it recorded at least three similar –though not fatal – events. So remember, unless your gun is made of plastic, it’s metal. And if metal ain’t allowed, neither is your gun.

SMELL THE GLOVE

There was consternation at a cinema in Brussels last month when several patrons became unwell, complaining of breathing difficulties and eye irritation, with a pregnant woman needing hospital treatment. Reports are not specific about the film they were watching at the Cinéma Aventure so we cannot blame Tom Cruise. Rather, fire crews attending the scene identified the cause as

vapours that had got into the cinema from nearby nail bars – the cinema is located in a gallery where most of the commercial properties are nail bars.

A spokesman for the Brussels fire service said: “These people probably became unwell as a result of a pretty intrusive odour coming from chemical substances used in nail bars in the gallery. The smell must have got through to the cinema. Now it’s completely disappeared. We are awaiting an analysis by the civil protection service.”

PIG IN A POKE

Here’s a story to gladden the hearts of vegetarians everywhere. It comes from Hong Kong where, back in January, a butcher died at a slaughterhouse. The 61-year-old man was about to kill a pig, which had already been shot with an electric stun gun, when the animal came round and went for him – which is understandable, really. The pig knocked the man over and, as he fell, the 40-cm meat cleaver he was holding evidently caused a nasty gash in his left foot. A colleague found him unconscious on the floor and he was rushed to hospital, where he was pronounced dead.

Police said the cause of death was yet to be ascertained – it seems unlikely he would have lost so much blood in a short space of time to have died that way, so perhaps the shock caused a heart attack. The Labour Department launched an investigation, both into the death and the cause of the accident. “We will recommend improvement measures,” it said. How about not eating pork?

Meanwhile, there was no information as to the whereabouts of the pig; if it were clever it would have made a run for it.

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