NOV-DEC 2024
THE SHUTTERS COME DOWN ON HCB AFTER 45 YEARS HELPING INDUSTRY
PREPARING FOR NATECH EVENTS
ASIA OF INTEREST TO DISTRIBUTORS
BUILDING FOR THE TRANSITION
Managing Editor
Peter Mackay, dgsa
Email: peter.mackay@enhesa.com
Tel: +44 (0) 7769 685 085
Advertising sales
Sarah Smith
Email: sarah.smith@enhesa.com
Tel: +44 (0) 203 603 2113
Publishing Manager
Sarah Thompson
Email: sarah.thompson@enhesa.com
Tel: +44 (0) 20 3603 2103
Petya
Chief
Chief
Air Sea Containers are a VCA authorised Test Lab, accredited with ISO 17025 by UKAS to conduct testing on packaging for the transport of dangerous goods.
Our in-house facilities can test Steel Drums, Fibre Drums, Fibreboard Boxes and Plastic Boxes.
We conduct Revalidation Checks, Capability Checks, Full UN Testing including Specification Checks, Cold Conditioning, Drop Tests, Stack Tests and Reporting.
The UN’s work in the world of dangerous goods is just a tiny part of its overall activities but for HCB readers (and me) it is crucial to the way we do business. The UN Recommendations on the Transport of Dangerous Goods were (like me) born in 1957, reflecting the rapid growth of the chemical industry, not least in Europe. It was clear that standards were needed if these often hazardous products were to move safely and –especially in Europe – were to be able to move freely across borders.
Realising the import of this development, an enterprising publisher in Hamburg – Storck Verlag – decided the chemical industry would need a source of information and set up a magazine, Gefähliche Ladung. By the 1970s Storck felt that having an English-language version would help expand its circulation and so, with the help of local investors, established Hazardous Cargo Bulletin, which published its first issue in January 1980.
In those days, there was no internet or email; we all relied on the telephone, fax machine and snail mail. HCB had an important role to play in getting information about regulatory changes out to the regulated community. We got plenty of subscribers and plenty of advertisers keen to reach out to them. Times were generally good – sometimes very good –although, like any business serving an industrial customer base, there were cyclical downturns.
45 years on, the world is a very different place. Information shoots around the world as fast as fibre can carry it. Like all businesses, HCB has had to adapt; we have taken advantage of information technology to carry our message to industry –
many more people read the weekly email newsletter than the monthly print magazine, for instance.
But those changes have had a more fundamental impact on the need for a magazine like HCB. The regulators themselves now make a lot of information publicly available; while there is still a value in having that information explained and simplified, there are plenty of other sources of help. All manner of companies and trade associations are busy blogging or posting on LinkedIn, giving their take on regulatory activity, and much of that is very good and very useful.
It has been increasingly apparent to me, for some years now, that the old publishing model is no longer viable. Even long-established and respected daily newspapers have to work very hard to get readers through their paywalls; things are only going to get worse, now that social media offers a global – if not very reliable – source for news.
Three years ago, HCB was acquired by Enhesa. Some of you may already know of them – the Brussels-based group offers a range of online information in the form of news, research, consultancy, training and databases, with a focus on chemical safety. Enhesa was looking to develop expertise in the transport of dangerous chemicals but had spotted that HCB already had that, and it was easier to buy HCB than spend years building its own team.
So it was always the plan that HCB would become more deeply integrated into Enhesa, and that is where readers will find their transport and storage information as from next month. I will still be there to apply my experience but, for the magazine, this is now time to say goodbye.
Peter Mackay
READERS WHO REMAIN confused about the conflicting requirements for portable tanks – and we feel your pain – might be interested to look back thirty years, to the ninth session of the UN Sub-committee of Experts where, under the chairmanship of the UK’s Lance Grainger, efforts were being made to harmonise the various different modal requirements. A special working group had been established by IMO at the start of the year and was trying to decide whether to harmonise on one existing set of provisions, fillet those existing provisions into a common form, or come up with something completely new.
It had been decided that the UN Chapter 12 (as it was then) provisions should be updated and then used as the model for all modal regulations. So far, so simple. There was, though, plenty more work to be done and we now have a situation that seems to fail in its mission while being uncomfortable for the regulators. Stay tuned for more discussions in the coming biennium.
Our reporter ‘HJK’ noted that the integration of references to ISO standards into the ‘Orange Book’ was taking “longer than this generation of experts anticipated”. Being of an earlier generation himself, he was well placed to say that “an earlier generation would have warned them not to be too optimistic”.
HJK also recorded: “One area where it seems unlikely there will ever be 100 per cent harmonisation is in the sequence of the order of information in the transport document”. He was too pessimistic about that one. Another topic that is as hot today as it was back in 1994 is the issue of packaging reuse, remanufacturing and refurbishment. HCB’s November 1994 issue carried an interesting piece by Peter Krass, R&D manager of
Schütz-Werke, following up on discussions at the International Conference on Steel Drums that had been held in Vienna in June. He explained how Schütz was seeking to design and engineer its composite IBCs in such a way that they could be easily remanufactured and remain in compliance with the relevant provisions. For instance, the company had designed its MX-IBC unit with a ‘self-stable’ metal support – the stacking load was transferred via the cage rather than the inner container. This helped to improve safety but also allowed the inner bottle to be made from lighter gauge polyethylene. Such considerations are very much in the minds of packaging manufacturers and users today, so Schütz was clearly ahead of the game.
The November 1994 issue also contained HCB’s annual review of the UK road tanker sector where, we said, business was picking up even if rates remained stubbornly low. That sounds like a sector ripe for consolidation – and it was to come soon enough. We listed some 50 companies active in road tanker haulage, including specialist LPG and powders carriers – were we to produce the same list today it would be no longer than 10 names.
Whether this shrinkage in the population of dangerous goods hauliers can be blamed on Europe or not, it was certainly the case that the UK had to look to comply with the EU’s ADR Framework Directive, which had begun to translate into regulatory change, though the UK had managed to retain some features of its domestic legislation that were more aligned with the UN Recommendations that was ADR.
HCB PREPARED TO celebrate its 15th anniversary with an opening comment from Pearl Bailey: “What the world needs is more sense and less paperwork”. Editor Mike Corkhill was prompted to quote this pearl of wisdom after sitting in at the 12th International Symposium on the Transport of Dangerous Goods by Sea and Inland Waterway – sounds just like our kind of party – held in Manchester. Ken James, one of the organisers and about to retire after a career with the UK Department of Transport, asked delegates to consider whether existing dangerous goods regulations met the needs of society.
The good news was that the experts in attendance did not shirk the challenge; the bad news was that their answer was a resounding ‘no’. It is not so much that the regulations in place at the time were not fit for purpose – the reasonably good safety record showed that – but that the world of transporting dangerous goods was becoming ever more complex, with new products, new players, and new ways of moving stuff around. Mike’s assessment was rather gloomy: “there is an impending sense of doom among the cognoscenti that there are several major accidents out there just waiting to happen”.
He wasn’t wrong there, though he can’t possibly have predicted how international dangerous goods trade would develop, particularly in the ways that it has done over the past decade or so, with new hazards emerging every year.
Anyway, back to Manchester, where those brave enough to picture how future regulations should look if they are to meet the needs of society (and industry, and regulators) all pointed to the holy grail of fully harmonised rulebooks for all modes, each packaged into a single
volume, to make it as easy as possible to ship hazardous stuff in full compliance wherever it was going to move, and by any mode. That went well, then.
Our own dangerous goods expert, ‘HJK’, gave us a lengthy disquisition on the quest for a wholesale revision of the provisions in the UN Recommendations covering Class 2 gases. The UN experts were clearly of the mind that, if they could get someone else to do the work – and ISO had been identified as the most likely suspects – then it would make their lives a lot easier.
However, it was a lot easier to decide that was the way to go than to actually make the change. ISO’s technical committee was working overtime to revise and prepare appropriate standards but it had become apparent that there were several existing standards that were out of step with the Orange Book; furthermore, they also had to be aligned with the existing provisions in RID and ADR, which had not yet caught up with the UN Recommendations.
There were some other issues that might sound familiar. One was the question of how to deal with mixtures of hydrocarbon gases, though that was fairly simple to sort out (at least until nonhydrocarbon ‘LPG’ came along). The other was the question of chlorine, which had an oxidising subsidiary risk. Try as it might, Cefic was unable to prove that this existed. We would have to wait a little longer for a solution to that one.
This will be the last in this series. Readers wanting more should email peter.mackay@enhesa.com
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30 YEARS AGO
by Arend van Campen
LET’S FACE IT earlier rather than too late. After more than 50 years of supplying petroleum products such as diesel, gasoline or jet fuel, a colonial, profitable business model will come to an end. In 2009 I wrote the thriller Probo Koala - published in English under the title Toxic Tanker. I wrote this story because I was working as a loss control marine superintendent in West Africa responsible for the supervision of the delivery and discharge of these products, which I knew to be of a disputable quality.
In the book the protagonist was asked to hide or replace the original loading port documents, such as the measurement and quality testing report, which were manipulated. The only reason this business model, on which an entire logistics chain - supply, storage, and shippingdepended, could last this long, was because of intertwined interests between local buyers and international trading firms.
Low grade quality petroleum products were imported in to African countries because there was money to be made. A total disregard of the societal consequences could be observed.
Aliko Dangote, a Nigerian businessman, understood the petroleum trade model very well. He invested billions of dollars to build a local refinery in Nigeria. He wanted to supply Africa with on-spec, high quality fuels to boost their economies while halting the dependence on foreign, mediocre petroleum products.
But when one ruffles one’s feathers, opposition stands up. Vested interests in African politics interfered by limiting the local Nigerian crude supply, so the refinery had to purchase more expensive crude oil from overseas. NNPC, the National Nigerian Petroleum Corporation, run by politicians with vested interests, understood that business as usual was becoming impossible and together with their international trading partners attempted to slow down Dangote’s production
capacity. No one likes to lose money.
But let’s look at this situation from a different perspective: sustainability. We should ask these questions: was the old way of doing business sustainable or harmful? Is the Dangote’s alternative sustainable and non-harmful? This is not about money alone, but about doing the right thing for a change. Investing and dealing with Africa is not about colonialism anymore. Africa woke up and, because of enormous investments from China and Russia, they realise that their vast resources should first serve Africans and not just line the pockets of Modernity (‘neo colonialism’).
I believe a different, mutually beneficial business model is possible. Negative interdependent business models mean gains for a few but at the cost of others. There needs to be a sustainable way out. Unethical trading is obsolete, because it can’t function forever. A new, exciting opportunity arises. Traders can still compete with this refinery if they can supply high quality products for a lower price, but that will be very difficult as freight needs to added to ship the fuels. Let’s support Africa, cooperate with them as true traders, storage and shipping companies who don’t take any longer what they don’t deserve.
I have been writing for HCB since 2016 but everything changes so this will be my last column. I wrote no less than 75 columns, which I will compile and publish as a pamphlet soon. Was it a waste of time? No, I loved to do it. I want to thank Peter Mackay for his invitation and intelligent feedback and support and HCB Magazine for the opportunity to express my thoughts freely. Safe sailing HCB!
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.
MULTIMODAL • THE UN EXPERTS GOT THROUGH A LOT OF WORK AT THEIR SUMMER MEETING, AIMING TO HAVE THE TEXT OF THE 24TH REVISED EDITION OF THE MODEL REGULATIONS READY IN TIME
THE UN SUB-COMMITTEE of Experts on the Transport of Dangerous Goods (TDG) held its 64th session in Geneva this past 24 June to 3 July. This was the third of four sessions planned for the current regulatory biennium and, as is often the case, it had a lengthy agenda – the Experts prefer not to deal with new business at the final session so any outstanding proposals were brought for discussion here.
The meeting was chaired by Duane Pfund (US) with Remko Dardenne (Belgium) as vice-chair. Experts from 22 countries attended, along with observers from Latvia, Luxembourg, Slovakia and Zimbabwe, as well as representatives from the Intergovernmental Organisation for International Carriage by Rail (OTIF), the Food and Agriculture Organisation (FAO), the International Civil Aviation Organisation (ICAO), the International Maritime Organisation (IMO), the UN
Environment Programme (UNEP), the World Health Organisation (WHO) and 23 nongovernmental organisations.
The first part of this report (HCB September 2024, page 08) covered the results of the discussions of the Working Group on Explosives (EWG) as well as some matters related to classification and listing. The second part (HCB October 2024, page 08) continued with that latter element, while also looking at the important issue of the transport of energy storage systems. This final part of the report covers the remainder of the discussions.
The European Industrial Gases Association (EIGA), in an informal document, recalled the revision to the marking requirements for acetylene cylinders in the 22nd revised edition of the UN Model Regulations. A transitional
provision was added to allow cylinders to be re-marked during their next periodic inspection. Since then, it has become apparent that, for many non-UN acetylene cylinders manufactured prior to the new marking requirement, there is simply insufficient space for the mark – the shoulder areas are already full and marking on the shell is not allowed in case it weakens the shell itself.
EIGA had already gone to the Joint Meeting of RID/ADR/ADN Experts to seek a longer or indefinite transitional period for the cylinders affected, but it was suggested that the organisation should first raise the matter with the UN Sub-committee. As such, EIGA now proposed to revise the existing Note at 6.2.2.7.3 to allow continued use of such cylinders.
There was general support for the idea but some experts preferred a change to the regulatory text itself rather than the Note, depending on whether this will be a transitional allowance or a permanent solution. EIGA will prepare an official document for the next session, taking account of the comments made.
The UK sought the Sub-committee’s opinion on whether more than one gas may be carried within a single bundle of cylinders. The UK felt
that the intention was that only one gas may be carried, but some parts of the Model Regulations appear to indicate that bundles can be constructed in a way to allow more than one gas to be carried.
Following discussion, there was a consensus that a bundle of cylinders is permitted to carry only one gas at the same time, but multiple manifolds are permitted.
As ever, there were several new and revised standards to be discussed. The International Organisation for Standardisation (ISO) put forward one working document and two informal papers, leading to a few changes being adopted.
Firstly, in the table in 6.2.2.4, reference is now made to the updated ISO 11623:2023 Gas cylinders – Composite cylinders and tubes – Periodic inspection and testing; the 2015 edition of this standard will remain usable until 31 December 2018. This standard applies to hoop-wrapped and fully wrapped composite transportable gas cylinders and tubes, with aluminium-alloy, steel or non-metallic liners or of linerless construction (Types 2, 3, 4, and 5), intended for compressed, liquefied or dissolved gases under pressure, of water capacity from 0.5 l up to 3,000 l. One important change is the increase in the upper size limit, which was previously set at 450
litres. In addition, a Note is added after the entry in the table:
The pressure test shall not be replaced by a non-destructive examination (NDE) technique, though such techniques can be used for monitoring purposes.
Secondly, ISO 4706:2023 Gas cylinders –Refillable welded steel cylinders – Test pressure 60 bar and below, replaces the 2008 edition in the tables in 6.2.2.1.1, 6.2.2.1.3 and 6.2.2.1.8. The older edition can still be used until 31 December 2030. The changes mainly relate to the use of X-ray testing.
ISO had also proposed updating the entries for ISO 11119-2:2020 Gas cylinders –Refillable composite gas cylinders and tubes – Design, construction and testing – Part 2: Fully wrapped fibre reinforced gas cylinders and tubes up to 450 l with load-sharing metal liners, following agreement of an Amendment 1 in 2023. However, following an adverse comment from Germany, this was not adopted; ISO suggested organising a virtual meeting to further discuss this and another withdrawn proposal on acoustic emission testing.
ISO also proposed updating ISO 10297 to the new 2024 edition, as referenced in the table in 6.2.2.3. This document specifies design, type testing and marking requirements for: cylinder valves intended to be fitted to refillable transportable gas cylinders; main valves (excluding ball valves) for bundles of cylinders; and cylinders valves or main valves with integrated pressure regulator (VIPR). It is also mentioned in 4.1.6.1.8, which references several earlier editions of the standard. The Sub-committee agreed to the changes but kept them in square brackets pending confirmation at the next session.
A joint paper from Canada and China sought clarification on the battery mark requirements. At present, special provision 188, paragraph (f) requires packages containing lithium batteries to be marked “with the appropriate battery mark, as illustrated at 5.2.1.9”; confusingly, SP 400(c) states that each package shall be marked “according to 5.2.1.9”, which also includes
details on the size of the mark and the need for UN numbers to be indicated. Canada and China felt that SP 188(f) should be re-worded to align with SP 400(c). The Sub-committee agreed and made the change.
The Council on the Safe Transportation of Hazardous Articles (COSTHA) had identified variations in the flame symbol used on various hazard labels; its paper compared the design given in the UN Model Regulations with those shown in other regulatory texts, highlighting differences in the size and design of the flame itself, its location within the diamond and the thickness of the line under the flame. COSTHA believed that such differences are not a safety issue and that a small textual amendment to 5.2.2.2.1 could help avoid possible problems. If not, it asked which version of the label should be used on multimodal shipments.
This is precisely the kind of detail that can often cause lengthy debate and disagreement among the UN Experts. In this case, while there was general agreement that minor differences in the labels should not be a reason for shipments to be rejected, there was no agreement on how best to address
this. It was noted that some modal regulations
Instructions, for instance – include some text to provide a measure of flexibility. There were,
short term. In the end, COSTHA said it would
sought clarification on the scope of the tests to be carried out on production samples as stated in 6.1.5.1.3, 6.3.5.1.3 and 6.6.5.1.3. At
language version of the UN Model Regulations
whereas some of the other language versions
along with a unified interpretation that could be included in the report on the session.
The Sub-committee agreed in part with Germany’s proposal and agreed to change the word “Tests” to “Appropriate tests” at the beginning of 6.1.5.1.3, 6.3.5.1.3 and 6.6.5.1.3.
Discussion on Germany’s idea of a unified interpretation was deferred to a later date.
Belgium returned to a topic it had introduced at the 62nd session of the Sub-committee, namely the use of recycled plastics material for the production of flexible intermediate bulk containers (FIBCs).
Prototype testing had shown that FIBCs made from recycled plastics material, used for transporting non-dangerous goods, can have the same quality regarding tensile strength, weight, and safety levels as FIBCs made from virgin material. Further, experts consider that the strength and quality of FIBCs derives less from their material of manufacture than the design and quality of stitching. At the 62nd session, the Sub-committee had put forward some criticisms of Belgium’s proposal, which it now aimed to deal with in a revised paper.
Again, though, while there was widespread support, it was believed that the proposed text needed some improvement. Belgium withdrew the document and will present another revision at the next session.
Belgium also commented on the use of the ‘REC’ mark on packagings and IBCs made from recycled plastics materials, which was introduced in the 10th revised edition of the UN Model Regulations in 1997. Since 2005, the Model Regulations have also referenced ISO 16103, which forbids the use of packagings marked ‘REC’ from further recycling.
Belgium pointed out that there have been some significant changes to the provisions for the use of recycled plastics material (RPM) in dangerous goods packagings since ISO 16103:2005 was published; that the provisions as they stand allow the use of RPM from less well controlled sources, such as postconsumer material, that may be lower in quality or homogeneity than RPM from used dangerous goods packagings; and that ongoing revision of ISO 16103 is moving to a greater emphasis on the quality of the source material rather than the source itself.
As such, Belgium contended, the ‘REC’ mark has little value any more and should be
removed. While there was general support for this, some experts felt it premature and preferred to wait for the next revision of the ISO standard, work on which is ongoing.
Germany raised an issue concerning the periodic leakproofness testing of IBCs. Initial testing is allowed to apply statistical sampling as part of a quality assurance programme but it is not clear how this can be applied to periodic re-testing, as this will normally involve different design types. Is it sufficient to skip the sample testing and, if so, is this applicable to all IBC types?
The Sub-committee was divided on this issue. Some experts agreed that the provisions for periodic re-testing should not be the same as for initial testing, while others felt that the current provisions are already outdated and warrant thorough revision. Germany offered to prepare a more detailed proposal for the next session and invited experts to share their comments in writing.
Russia continued with its efforts to expand the potential use of portable tanks with shells made of fibre-reinforced plastics (FRP) materials, proposing in a lengthy and detailed paper to allow their use for the transport of non-refrigerated liquefied gases. Russia said that it has had extensive experience in using
FRP tanks for the storage of such gases and believed that the approach would be suitable for transport tanks. The ground had been prepared at the previous session, where several experts agreed with the idea of moving forward in this area and Russia now arrived with a proposed new 6.9.4 to set out the requirements for the design, construction, inspection and testing of portable tanks with FRP shells intended for the transport of non-refrigerated liquefied gases.
The Sub-committee accepted the proposal as a starting point for future discussion, as Russia had intended, with the possibility of setting up an informal working group. Meanwhile, some experts felt that more experience was needed with the use of FRP tanks in other service areas before moving on to the potentially more difficult area of Class 2 gases. Russia will attempt to move discussions along at the next session by providing more details on the status of experience and evidence of the safety of FRP tanks.
The UK came to the Sub-committee after putting forward similar proposals to the RID Safety Committee, having spotted that there was one place where there was reference to ‘tons’ in the English language version,
whereas the French version had ‘tonnes’. It had found the same issue in 1.2.2.1 of the Model Regulations, which could present even more problems since the UK (‘long’) ton is different from the US (‘short’) ton, and neither
The Sub-committee agreed and made the Spain had been looking into some errors in the Spanish-language edition of the Model Regulations relating to hydrofluoric acid, which were rectified by the Sub-committee. While comparing the Spanish, French and English language versions of the Model Regulations, Spain had also noticed that the alphabetical index in the English version still included an entry for ‘fluoric acid’ as a synonym for hydrofluoric acid. This term is no longer in use and Spain felt it should be removed from the list. The Sub-committee
South Korea had been looking at the packaging of solid substances that are liable to become liquid during transport. Packing Instruction P002 contains a list of packagings that are prohibited for use in such cases, and there is another list in 4.1.3.4 but the two lists differ. Moreover, the list in 4.1.3.4 of RID/ADR
differs from that in the Model Regulations and the IMDG Code. South Korea proposed adding 4A, 4B, 4N and 4H2 to the list of boxes that are
Most experts supported the proposal in
improvement was needed. South Korea and Germany will work together on a revised
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South Korea also followed up on an earlier informal document proposing to amend 7.1.1.9 to clarify the orientation of packagings
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orientation used during the stacking test. Its paper clearly showed that, if packages are stacked on their side rather than top, the load on the lowest package can far exceed the load during the test. This had also been discussed at the previous session, where there was no support for another label to be used. Instead, South Korea offered some additional text and
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committee who felt this was an issue best addressed by training, on a majority it was decided to adopt the proposed amendment. As a result, a new second sentence is added in
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Unless otherwise indicated, packagings that have had a stacking test shall be loaded in the same orientation as the samples were tested.
A new Note to 7.1.1.9 reads:
The stacking test is generally carried out on the top surface of the packaging. Packages, other than bags, should therefore be stacked on the top surface of the packages unless indicated otherwise.
Germany came with a proposal that it had already introduced during the spring session of the Joint Meeting, regarding the sensors to be used to monitor substances transported under temperature control. According to 7.1.7.4.2 in ADR/ADN, which corresponds to 7.1.5.4.2 in the Model Regulations, these sensors are required to be ‘independent’; however, it is not clear if this means that they should be in different positions or should be powered by separate sources. Germany invited the Sub-committee’s opinion, offering options for clarification depending on the intent of the provision.
The experts agreed that the sensors should be independently powered and felt that it is worth explaining that they should be fitted at different points. Germany will work up a formal proposal for the next session, based on the comments received and any others that are provided.
IMO followed up on discussions at the previous session relating to the outcome of the 39th session of the Editorial & Technical Group of the Sub-committee on Carriage of Cargoes and Containers (CCC). One point had been left outstanding: South Korea had proposed amending the tank special provision for UN 2735 PG II from TP1 to TP2, in line with the Guiding Principles. The Sub-committee this time accepted the proposal and made the change requested.
Germany reported on the work of the informal working group on combinations of physical hazards. Since the previous session, the group had finalised the combination of aerosols and chemicals under pressure with other classes (see below); it had also concluded that explosives should not be classified as flammable solids, though there are some precautionary statements for explosives that need to be completed.
The working group is now focusing on combinations of self-reactive substances and mixtures and organic peroxides with flammable liquids and solids; and pyrophoric liquids with flammable liquids. It will then move on to combinations of explosives with flammable liquids; and explosives with
self-heating substances and mixtures.
The Sub-committee took note of the report and invited interested experts to participate.
Germany also submitted a paper containing detailed proposals for amendments in the Globally Harmonised System of Classification and Labelling of Chemicals (GHS) for the combinations of aerosols and chemicals under pressure with other hazard classes. Some of these touched on transport issues but the TDG Sub-committee decided to leave any decisions to the GHS Sub-committee.
The European Aerosol Federation (FEA) had been invited to take the lead on a related issue, namely clarification of the hazard class ‘aerosols’ in the GHS. FEA proposed amending Note 2 to table 2.3.1 in GHS, replacing it with a new 2.3.1.2.2, with some consequential amendments. The TDG Sub-committee considered that the proposed amendment would improve understanding of the criteria and supported the proposed amendments to the GHS, subject to a decision by the GHS Sub-committee.
FEA had also been looking at the possible alignment of special provisions 63 and 362, as recommended by the TDG Sub-committee; subsequent to the submission of initial proposals to both the TDG and GHS Subcommittees, FEA had worked up a new
proposal, with the cooperation of the US Household and Commercial Products Association (HCPA). The proposal contained some new text and other changes in SP 63, as well as one change in the Manual of Tests and Criteria.
The TDG Sub-committee was happy with the proposal to amend the Manual, but was not totally convinced by the proposed text for SP 63. Several comments were forthcoming, which will be taken into account in a revised version for a future session; the change to the Manual will be kept in hand until that work is finished.
A related proposal came in an informal document from the US, where work by the Occupational Safety and Health Administration (OSHA) and the National institute for Occupational Safety and Health (NIOSH) had revealed some confusion and potential
inconsistency in the assignment of hazard categories to aerosols in the GHS. Its paper offered a proposal to amend table 2.3.1 to better delineate the criteria in Category 3 to differentiate between aerosols that dispense a spray and aerosols that dispense a foam, as exists already for Category 2. The TDG Sub-committee supported this idea in principle and invited experts to send written comments to the US so that a formal proposal can be submitted to the next session.
The American Pyrotechnic Association (APA) applied for consultative status at meetings of the TDG Sub-committee; there was no objection and the application was granted.
As ever, time marches on and some regular attendees will no longer be part of the Sub-committee’s work. Thanks were extended
to Silvia Garcia Wolfrum, who has been part of the Spanish delegation for some years but who is now taking on new responsibilities and will no longer attend. Dieter Heitkamp, who has represented the European Chemical Industry Council (Cefic) at the Sub-committee for more than 25 years, is to retire and will no longer attend; the Sub-committee thanked him for his contributions and wished him a long and happy retirement.
The 65th session of the TDG Sub-committee was held from 25 November to 3 December, followed by the GHS Sub-committee and a half-day session of the parent Committee, where the final text for the 24th revised edition of the Model Regulations was adopted. A report on that meeting will feature as part of HCB’s ongoing coverage of regulatory activities as part of the Enhesa platform at a future date.
MARITIME • THE NEW IMDG CODE AMENDMENT DOES NOT BECOME MANDATORY FOR ANOTHER YEAR BUT MANY WILL BE USING IT SOONER THAN THAT AND ALL PARTIES SHOULD BE READY
AMENDMENT 42-24 TO the International Maritime Dangerous Goods (IMDG) Code takes effect on 1 January 2025, though it does not become mandatory until 1 January 2026. Until then, Amendment 41-22 remains in force as the mandatory version of the Code. Almost all countries reference the IMDG Code for international carriage of packaged dangerous goods (including those in tank containers) by sea.
Many of the changes included in Amendment 42-24 derive from the 23rd revised edition of the UN Model Regulations and provide harmonisation with other modal regulations, thus easing compliance in multimodal transport. There are, though, some additional changes that are specific to
maritime transport, especially in terms of stowage and segregation aboard ship, and some of the changes emanating from the UN Model Regulations were prompted by issues experienced in the transport of goods by sea.
Among those, the transport of charcoal has been causing problems for some years, with several major fires aboard containerships having been started by improperly declared or badly packaged charcoal. It had become clear that differences in the source material from which charcoal is produced and different processes involved generate differing hazard profiles, although it is also the case the some consignors were not meeting the existing regulatory requirements. In response, the UN Sub-committee of Experts on the Transport of
Dangerous Goods (TDG) made some changes to clarify the provisions, which will now appear in Amendment 42-24.
Charcoal should be classified as UN 1361 CARBON animal or vegetable origin; Amendment 42-24 removes special provision 925, which provided some exemptions from the Code, meaning that all charcoal of whatever origin and for any use (e.g. barbecue, shisha, etc) must be declared. Special packing provision PP12 has also been removed, meaning that charcoal may no longer be shipped in certain bags (5H1, 5L1 and 5M1) in closed containers. Changes in 5.4.1.5.18 mean the transport document must now include the date of production, date of packaging and temperature of the materials at the time of packaging. Carbon is also now included in the stowage and handling provisions for Class 4 materials in 7.6.2.7.
More explanation is provided in the new special provisions 978 (for UN 1361) and 979 (for UN 1362 Activated carbon), which give details on the assignment of packing groups, stowage requirements and (for UN 1362 only) exemptions. Charcoal must not be shipped under UN 3088 Self-heating solid, organic, nos.
There are some other changes to the documentation requirements. 5.4.3.1 now requires that subsidiary hazards are also shown on a detailed stowage plan if used instead of a special list or manifest. A new 5.4.4.2 requires a certificate exempting a substance, material or article from the provisions of the IMDG Code and referred to in a special provision to be submitted together with the cargo information required by SOLAS regulation VI/2.
Another area of specific interest to dutyholders under the IMDG Code is marine pollutants. There is a change in 2.10.2.7 that clarifies the limitation of the exemption from the provisions of the Code (provisions relating to the marking and labelling of packages, placarding and marking of transport units, the transport document and stowage) to the ‘marine pollutant’ characteristic alone. It references a new SP375, which again clarifies the exemptions available for UN 3077 and
3082 environmentally hazardous substances, when packaged in single or combination packagings containing a net quantity per single or inner packaging of 5 L/5 kg or less.
Part 7 of the IMDG Code is unique to the maritime sector and there are some changes that should be noted. For instance, in the general stowage provisions, a new SW31 has been added in 7.1.5 that is applicable to certain water-reactive liquids of UN 3129 and 3130, reading:
Stow away from potential sources of ignition, as determined in 7.4.2.3.2 or 7.5.2.8 or 7.6.2.2.2, as applicable.
In the general segregation provisions, 7.2.6.1 has been reworded for clarity. Elsewhere, 7.3.3.14 now requires that cargo transport units (CTUs) are packed in such a way that the weight is distributed uniformly, and a reference to the CTU Code is made by way of a footnote.
Finally, in 7.6.2.8.4 relating to the stowage of UN 1942 and 2067 Ammonium nitrate, a new last sentence has been added:
The requirement for opening the cargo space hatches applies to the weather deck and tween deck hatches (if any).
There is one addition to spillage schedule S-B in the Emergency Schedules (EmS) for the new entry UN 3554 Gallium contained in manufactured articles.
Isopropylbenzene (UN 2303) is now considered to be a marine pollutant; the letter ‘P’ has been added in column (4) of the Dangerous Goods List and SW1 is added in column (16a). SW11 has been added against UN 2956 Musk xylene, requiring CTUs to be shaded from direct sunlight and that the packages within the CTUs are stowed to allow for adequate air circulation. The stowage category for UN 3536 Lithium batteries installed in cargo transport unit is changed to ‘D’, requiring CTUs to be on deck; these are also now specifically prohibited on passenger ships; further, SW1 and SW2 are added to require protection from sources of heat and stowage away from living quarters.
MULTIMODAL
Amendment 42-24 also picks up on most of the changes included in the 23rd revised
edition of the UN Model Regulations, including the several new UN entries for sodium ion batteries (UN 3551 and 3552), batterypowered vehicles (UN 3556 to 3558), fire suppressant dispersing devices (UN 0514 and 3559), disilane (UN 3553), gallium contained in manufactured articles (UN 3554), trifluoromethyltetrazole-sodium salt in acetone (UN 3555) and tetramethylammonium hydroxide aqueous solution (UN 3560). These all bring with them additional special provisions, special packing provisions and packing instructions. For instance, there is a new packing instruction P303 for UN 3555, which is also assigned to special packing provision PP26 to indicate that packagings must be lead-free.
There are also changes throughout the Code relating to sodium ion cells and batteries, mostly involving the expansion of existing provisions relating to lithium ion cells
and batteries. These include a change to the ‘lithium battery mark’, which is now just the ‘battery mark’.
Regarding the use of portable tanks for refrigerated gases, 4.2.3 now clarifies the degree of filling, which is described in a new definition in 1.2.1. There is also a new tank special provision TP42 in 4.2.5.3, assigned to UN 1391 and 3482, reading:
Portable tanks are not authorized for the transport of caesium or rubidium dispersions. There are many other changes, both minor and significant, right throughout the latest Amendment to the Code; a more complete list is available from NCB Hazcheck at https:// hazcheck.com/hazcheck/imdg-code-freesummary-of-changes-42-24/ but dutyholders should make sure they have copies of the latest edition available for all personnel involved in the shipment of dangerous goods by sea.
CONFERENCE REPORT • THE NEW EDITIONS OF THE DANGEROUS GOODS REGULATIONS TAKE EFFECT NEXT MONTH; VCA’S ANNUAL
DG SEMINAR WAS THE IDEAL PLACE TO LEARN WHAT’S NEW
THE VEHICLE CERTIFICATION Agency (VCA) plays a wide variety of roles in the UK transport sector, most of which do not touch on dangerous goods. It is, however, also the national competent authority in respect of UN-approved packagings and tanks for the transport of dangerous goods. As such, its offices are home to much of the country’s dangerous goods expertise.
VCA has another important task, the organisation of the annual Dangerous Goods Seminar. Covid-related restrictions have interrupted the regular appearance of the event but have also given the organisers an opportunity to redefine what exactly is needed. The Seminar provides an important forum where the UK regulators can meet the regulated community – and vice versa – and bring dangerous goods practitioners up to
speed with upcoming rule changes.
That is a particularly important task in every second year, ahead of the biennial changes to the rulebooks, and VCA had figured out that it would be better to reschedule the Seminar to appear closer to the end of the year, once the final touches had been made to the rules that will enter into force in 2025.
So it was that this year’s VCA Seminar took place on 16 and 17 October; the organisers had also found a very welcoming home at the Staverton Park Hotel in Daventry. Attendees reported themselves very happy with the amenities and the food, while the handful of exhibitors liked the footfall to their stands. Having delivered on that account, would the Seminar meet the objectives for the transfer of knowledge? It did a very good job on that side too, as this article will illustrate.
The first day opened with the chair of the event, Ziyad Akhlaq, head of dangerous goods at VCA, who said the Seminar is “a special opportunity to come together and hear from the regulators and experts”. He invited those representatives of the regulatory agencies who were in the room to stand and introduce themselves to the audience and to make themselves available to answer questions and hear concerns during the Seminar.
Ziyad handed the mic over to David Pope, senior international policy advisor at the Dangerous Goods Unit at the UK Department for Transport (DfT), to explain exactly what it is that the Unit does. David noted that research suggests there are around 90 ‘serious’ dangerous goods incidents in the UK each year – but DfT is only informed about 15. This illustrated his point that it is important for industry and government to share information – in both directions – so that lessons can be drawn and learned. DfT is trying to improve reporting rates and is working with other ADR countries. “We need to shift attitudes,” he said. “It’s not a blame game.”
More information about incident reporting can be found on the UK government website at www.gov.uk/government/collections/
transporting-dangerous-goods, where a lot more information can be found, including advice on qualifications and training, guidance on a wide range of topics, and the authorisations that provide national deviations from the provisions of ADR and RID. David noted that DfT had recently published authorisation 1051, which provides some relief from ADR for the transport of certain quantities of fireworks (UN 0336) during the winter months. DfT also issued an inspection waiver (authorisation 1034) for tanks, battery-vehicles and multiple-element gas containers (MEGCs), allowing their continued use for up to three months following their due date for intermediate inspection.
More detail on upcoming rule changes was provided by modal experts. Mario Ranito, dangerous goods policy specialist at the UK Civil Aviation Authority (CAA), brought delegates up to date with the amendments that will take effect promptly on 1 January 2025. Most of these derive from the 23rd revised edition of the UN Model Regulations, including new UN numbers for sodium ion batteries and battery-powered vehicles. There is a new Chapter 9.4 on sodium ion batteries, which is similar in scope to Chapter 9.3 on lithium batteries; there are also a large number of changes and additions to the special provisions and packing instruction. Mario singled out one important change, which is that PI 966, relating to lithium batteries packed with or contained in equipment, will now include more aspects found in PI 965, which covers lithium batteries.
More guidance on the 2025 changes was to be drawn up by the meeting of the International Civil Aviation Organisation’s (ICAO) Dangerous Goods Panel (DGP) working group, due to take place the week after the VCA Seminar.
Mario spoke at length about the emerging issue of the potential for remotely piloted aircraft systems (RPAS) – or ‘drones’ – to be used for the transport of goods, including dangerous goods. CAA published a guidance note on the topic (CAP 2555) last year and since then has approved three operators to
carry out trials. These mostly involve the transport of UN 3373 Biological substances, Category B, as had already been envisaged in an earlier guidance note, CAP 2248. The trials have been “mostly successful”, Mario reported.
ICAO is also looking at drones and the UK is chairing a working group on the topic, which has met 13 times so far. The aim will be to apply the ICAO Technical Instructions to all drone operations involving dangerous goods by means of guidance material, rather than amending the existing provisions. The working group is now trying to identify any gaps and prepare any necessary proposals for amendment; work is due to be completed by September 2025.
Drones have different flight conditions to regular aircraft, Mario explained. They are small (at least for now), do not have any pressurisation and have no firefighting equipment. CAA and ICAO will examine how these differences impact conditions of carriage and develop any new or different training requirements. CAA is currently preparing a specific national framework for drones to carry dangerous goods, taking into account the growing role of drone transport in supply chains.
No presentation on air transport would be complete without some mention of lithium batteries; Mario said that an uncontrolled lithium battery fire in a cargo compartment
has been identified as both the number one and number two risk in air transport –inbound and outbound transports present different levels of risk due to the differing level of knowledge available about the cargo.
CAA has an internal working group developing a risk assessment methodology to map the criticality and effectiveness of system controls and, where needed, to develop additional measures. CAA is working with DfT to support mitigation efforts to reduce risks and is also taking part in an ICAO project to engage with other states, share information and identify ‘bad players’.
Continuing with the air transport theme, Paul Horner, managing director of Dangerous Goods Safety Group and former dangerous goods expert at the International Air Transport Association (IATA), spoke about the realities of dangerous goods in the supply chain, at a time when the established ways of doing things are changing rapidly. The air transport regulations have always treated ‘cargo’ and ‘post’ differently but the increase in online shopping and the ever-wider use of lithium batteries means that an awful lot of ‘post’ now involves dangerous goods.
The ICAO Technical Instructions now require a safety risk assessment to be carried out. ICAO Guidance Document 10102 says: “The more that is understood about the supply
chain, the more confidence an operator can have in an assessment of the probability of an accident.” However, Paul said, there is often a blind spot when it comes to freight forwarders, who play an important role in the supply chain but are often missing from the regulations. For instance, ICAO recommends only that operators require freight forwarders to undergo ‘commensurate’ training.
“You only find out about non-compliance when an accident happens,” Paul said. The evidence of compliance can only be found inside the package, but you can’t open it to find out. This is why operators are required to know their customers – though whether freight forwarders know enough is doubtful. Paul offered some other examples illustrating how the regulations as they stand do not take account of the realities of modern supply chains, though ICAO is currently reviewing Annex 18 and this will probably have a greater focus on other players in the chain than shippers and operators. A revised version is due for publication in November 2026.
There are more bad apples than anyone realises, Paul concluded. Good players should be rewarded – there is no point adding more
regulation that will make no difference to wilful non-compliance and criminal behaviour.
Alison Kentuck, cargo safety and pollution prevention lead at the Maritime & Coastguard Agency (MCA), gave an excellent and in-depth presentation on regulatory developments in maritime transport. She began with the new Carriage of Cargoes Regulations 2024, which have replaced some ageing regulations that were well out of date; this sets out the basic provisions for the carriage of cargo. It also picked up on a provision that had been in international law for some ten years, banning the blending of liquid cargoes at sea.
Of more relevance to the transport of dangerous goods, the new Merchant Shipping (Carriage of Dangerous Goods and Harmful Substances) Amendment Regulations 2024 brings together all relevant regulations in one place. This implements all International Maritime Organisation (IMO) conventions and codes, including the International Maritime Dangerous Goods (IMDG) Code, in the UK. It also has ambulatory references to all those IMO requirements, which will make it easier
to keep up to date, though Alison promised that MCA will still make use of Marine Guidance Notes (MGNs) to alert industry to regulatory changes.
Alison then turned to the upcoming changes to the IMDG Code, which again derive largely from the 23rd revised edition of the UN Model Regulations. Amendment 42-24 takes effect on 1 January 2025 but its use is not mandatory until 1 January 2026. As with the ICAO Technical Instructions, it adopts the new UN numbers for sodium ion batteries and battery-powered vehicles, as well as for fire suppressant dispersing devices; it also brings in provisions for the use of battery-powered ‘data loggers’ and other recording devices. There are some other changes coming that are more specific to maritime transport. For instance, there are new provisions for UN 1361 and 1362 Carbon, in an attempt to reduce the number of shipboard fires involving packaged charcoal. A clarification in 5.4.3.1 allows the ship to carry a ‘stowage plan’ rather than a ‘special list’ or ‘manifest’. Paragraph 2.10.2.7, which contains the general provisions relating to marine pollutants has also been revised for clarify and now points to special provision 375, in line with the UN Model Regulations.
Work is already starting on the next round of changes to the IMDG Code, with the Editorial & Technical (E&T) Group due to meet in spring 2025 to begin preparation of Amendment 43-26. One urgent element of this will be a review of the provisions for the carriage of vehicles, following a number of serious fires aboard ships. A working group has been looking at revising special provisions 961 and 962 and possibly drawing up a separate special provision; it is also considering the definition of ‘damaged’ and ‘unsafe’ and investigating the different hazards posed by battery-electric vehicles, hybrid vehicles and traditional internal combustion engine vehicles.
In addition, the E&T Group will try to resolve the discrepancies between the text and the Dangerous Goods List is respect of marine pollutants in tanks; resolve packing instruction P406 relating to desensitised explosives; and revise the requirements for the stowage plan. There will also be
mandatory requirements for the carriage of plastic pellets, Alison stressed, though just when this will appear and whether it will appear in the IMDG Code are as yet to be determined.
For many in the audience, which was ripe with dangerous goods safety advisers (DGSAs), the most important update presentation was given by Kevin Vagan, international policy adviser at DfT, who provided a list of the main changes that will appear in ADR in 2025; the revised edition comes into effect on 1 January 2025 but there is a six-month transition period so industry will need to be in compliance as from 1 July 2025. Kevin handled the task manfully via video link as he was stuck at home, not well enough to travel.
ADR 2025 includes 11 new UN numbers; their inclusion has led to several amendments and additions to the special provisions, packing instructions and transitional provisions, and also a new 2.2.9.1.7 covering sodium ion batteries.
As ever, outdated transitional provisions have been deleted but industry should take note of an amendment to 1.6.1.8, which puts a limit on the use of certain orange-coloured plates. There are some other small changes that could make a big difference to some dutyholders. In 3.2.1, the explanation of column (4) now says that Packing Groups can also be assigned via a special provision. Paragraph 8.1.2.1.2 has been amended to specify that documents need to be kept in the driver’s cab, rather than just ‘on the transport unit’, while 5.4.0.2 includes new provisions for the use of e-documents.
There is an important change to the training requirements in 3.4.1, which now require personnel other than drivers, involved in the transport of dangerous goods in limited quantities only, to be given ‘appropriate’ training.
There is a revision to the definition of ‘filling ratio’ and a new definition for ‘degree of filling’, which is different. The definition of ‘recycled plastics material’ has also been amended, with the aim of allowing a wider use of recyclate in dangerous goods packagings. The UN experts have also responded to the
need to recognise alternative drive systems for vehicles involved in moving dangerous goods and now permit battery-electric and hydrogen (including fuel cell) trucks as AT and FL units; work is ongoing to allow them to be used as EX vehicles.
On the topic of road transport, regular speaker Terry Harvey, an officer with the Suffolk Constabulary and chair of the Carriage of Dangerous Goods Practitioners Forum, reported on some worrying changes in the agricultural market. ADR and the GB Carriage of Dangerous Goods Regulations have long offered an exemption from the provisions for agricultural vehicles, on the basis that such movements are short – from one field to another. However, recent changes in agricultural practices and the growth of ‘contract farming’ mean that quite large volumes of materials, including diesel and ammonium nitrate, are being moved over
distances of 50 miles or more between farms, using vehicles and trailers that are simply not designed for the job.
Terry provided some startling images of the vehicles involved and floated some ideas for ameliorating the situation, for instance by placing a distance limit or requiring such transport to avoid major roads. He also noted that there are similar issues with construction sites.
There was plenty more discussion at the Daventry seminar, including presentations on the role of DGSAs and the British Association of Dangerous Goods Professionals, and a detailed paper from former VCA dangerous goods lead Keith White on the planned revision of the lithium battery classification system. This will no doubt feature high on the agenda at the 2025 VCA Dangerous Goods Seminar – keep an eye out for details later in the year.
NATECH • REFINERIES, CHEMICAL PLANTS, STORAGE
TERMINALS AND PIPELINES ARE ALL AT INCREASING RISK FROM NATURAL HAZARDS. PREPARING FOR THEM WILL TAKE SOME THOUGHT
THE WEATHER IS changing, that much has been obvious over the past few years. Extreme weather conditions are becoming more common and more severe. What that means is that risk assessments based on historical weather conditions are no longer reliable. But, for most people in the process and storage industries, weather forecasting is not part of their expertise. How can industry be sure it is capable of withstanding whatever the weather might throw at it next?
There have been several efforts to provide some sort of guidance to industry, the latest of which comes from the Organisation for Economic Cooperation and Development (OECD). As part of its series on chemical accidents, OECD has recently published a
guide, Managing Risks from Natural Hazards to Hazardous Installations (Natech), which it has designed to serve as a guide for senior leaders in industry and public authorities, who have a critical role to play in ensuring the appropriate delivery and governance of the prevention of, preparedness for, and response to Natech accidents.
The guide says that future changes and adaptations must be anticipated with a multi-disciplinary approach involving meteorologists, geologists, civil, mechanical and chemical engineers, first responders, workers, potentially affected communities, and process safety experts. The involvement of all relevant stakeholders must be supported by well-defined communication and
co-operation between relevant authorities at the local, national and transboundary levels, as well as with industry.
The guide discusses risk awareness and site design to mitigate or prevent Natech accidents. It also addresses emergency preparedness and response, communication and leadership, along with international and transboundary considerations.
OECD provides some background. Recent Natech accidents around the globe have caused major damage to hazardous installations, often with disastrous effects on human lives, the environment, infrastructure, regional security and economic development. In 2017, the flooding of a chemical plant handling organic peroxides in the US following very heavy rainfall from Hurricane Harvey triggered a blackout and loss of refrigeration, resulting in the exposure of first responders to toxic fumes and necessitating evacuation over a 1.5 mile radius.
In 2011, a major earthquake in Japan triggered multiple fires and explosions at a refinery’s LPG tank farm. Fires burned for 10 days and the refinery returned to full operation only two years later. More recently, in August 2022 a lightning strike hit an oil storage terminal in Cuba, triggering a major fire and explosions that eventually involved four large storage tanks; 17 firefighters lost their lives in the attempt to keep the fire from escalating and avoid a domino effect. International aid was needed to control the fire.
The identification and implementation of lessons from past Natech incidents helps to prevent future events and to better mitigate their consequences. In addition to improving safety, this also contributes to economic objectives, for instance reducing plant downtime and disruption of production, avoiding costs due to clean-up and recovery from accidents, and increasing business efficiency. Climate change is particularly relevant in this context as it affects the intensity and frequency of natural hazards with potential unprecedented and unexpected impacts on these installations.
To the uninitiated, the concept of ‘natural
hazard’ may well feature events such as flooding, high winds and extremes of temperature but there is plenty more to be concerned about. Natural hazards can also involve lightning, landslides, wildfires, high winds and, in some parts of the world, thawing permafrost. All of these potential events bring with them a range of possible impacts on built infrastructure, many of which are not obvious.
OECD says that the case for Natech risk management is strong both for businesses and for public authorities. It offers some basic tenets:
• Consideration of the potential impacts from natural hazards at the siting and land-use planning stage can reduce impacts on the site and its surroundings, both in magnitude and frequency. For example, choosing and permitting a site that is located higher than the flood plain may mean that flooding is less of a consideration. However, all Natech risks should always be considered.
• Consideration of the potential impacts from natural hazards at the design and construction stage can lead to more robust buildings and infrastructure, which will reduce risks and mitigate damage in the event of a Natech accident. Retrofitting existing sites is also important since some natural hazards may not have been considered in the past and due to the increasingly frequent and severe impacts of climate change. Since rretrofitting can be more expensive, it is however key to consider natural hazards in the original designs of sites moving forward.
• Consideration of the potential impacts from natural hazards at a safety management and emergency planning stage can mean that the employees can be prepared to take the necessary measures early on to prevent Natech events and mitigate damage should they occur, including to prevent damage to installations, releases of hazardous chemicals, harm to the natural and built environment, injuries of employees and nearby populations and beyond. Prevention
and preparedness are more cost-effective that responding to an emergency under pressure.
• Understanding and addressing Natech risks can mean that companies are more resilient to return to production after a natural hazard event with less disruption and without loss of reputation. Repairing damaged installations and harm to people and the environment can be costly and time consuming. A long period of business interruption can lead to loss of customers and goodwill and damage the economic viability of the company.
• Failure to address the potential impacts from natural hazards can lead to significant costs, damage to people and the natural and built environment, injury, business interruption, loss of reputation and ultimately to the failure of the company.
OECD notes that early warning and alert systems are essential elements in improving preparedness for Natech events. These systems will normally be operated by public authorities and it is essential that any alert is distributed promptly to operators of potentially affected hazardous installations and other relevant public authorities of approaching
natural hazards, allowing operators to initiate any protective measures.
As with other risk management systems at high-hazard installations, being ready to respond effectively to Natech events requires buy-in and leadership from the highest level in the organisation. OECD says that senior leaders in industry should ensure that procedures are developed that define the actions to be taken in response to early warning to eliminate or reduce the impact of natural hazard. These procedures should include the roles and responsibilities of personnel within the installation (including contractors), the actions to be performed by each role, the amount of time each action takes, and the conditions that initiate the procedures. The goal of such planning should be that the site and its installations are in a safe operating condition before the natural hazard strikes. One very helpful item in the OECD guide is a self-assessment checklist for senior leaders, which can be used to identify any gaps or areas where knowledge is missing. In addition, the guide includes links to other documents and relevant legislation. The guide can be downloaded from the OECD website at https://www.oecd.org/en/ publications/managing-risks-from-naturalhazards-to-hazardous-installationsnatech_9bb63229-en.html.
AIR SEA CONTAINERS’ NEW TEST
EXPANDS ITS CAPABILITIES TO ENCOMPASS ALL FACETS OF DANGEROUS GOODS PACKAGING
AIR SEA CONTAINERS, one of the UK’s leading suppliers of compliant packaging for dangerous goods, has launched a new test laboratory in Wirral dedicated to UN approved packaging. Accredited by UK according to ISO/ IEC 17025, the new lab provides comprehensive testing facilities for businesses across the UK that require performance testing to gain UN approval for packagings for the transport of dangerous goods.
The new test lab is fitted with high-tech testing equipment and staffed by a team of experienced dangerous goods packaging specialists. The lab’s services cover a wide range of critical tests, including:
• Drop testing, to simulate real-world handling and transit conditions
• Stack testing, to test strength and stability
under compression during storage and transport, and
• Material specification checks, to ensure that each production run uses exactly the same materials and specifications as in the UN-approved packaging.
All tests are conducted using calibrated equipment under strict environmental conditions, providing consistent results. The tests cover steel drums, fibre drums, fibreboard boxes and plastics boxes. Tests can be carried out on any customers’ own packaging that requires UN approval, including drop and stack tests, cold conditioning and material specification checks.
Each test rigorously adheres to UN packaging requirements stipulated in the UN transport of dangerous goods regulations.
After successful testing, Air Sea Containers works with the Vehicle Certification Agency (VCA) to gain UN certification, offering fully certified results for their clients.
UN-approved packaging requires revalidation checks after a set period of time (typically five years in the UK). Air Sea Containers offer Revalidation Testing services to ensure the UN-approved product is still being made to the exact specification as that which passed the UN testing process.
Also, while not mandatory, Air Sea offers capability testing for other packagings for which UN approval is not required, such as for limited quantity and lithium battery packagings.
In addition to UN approvals, Air Sea Containers also offers a full-service solution for custom-made packagings, which includes design, development, testing, coordination of UN certification, manufacturing of product and ongoing maintenance of UN certification. The entire packaging design, approval and production process is managed for the customer.
The Wirral test lab highlights Air Sea Containers’ commitment to providing compliant and certified packaging options. The company’s expertise in regulatory compliance reinforces its position as a trusted partner for businesses transporting dangerous goods.
Established in 1981, Air Sea Containers has been a UK leader in compliant packaging solutions for over four decades. Serving industries from petrochemical and pharmaceuticals to retail and manufacturing, the company specialises in UN-certified packaging, regulatory compliance, and now UN approval testing services. The company’s range of dangerous goods packaging covers single packaging, combination packaging and inner packaging and comprises more than 700 off-the-shelf packaging solutions, including, glass and plastics bottles, jerricans, steel drums, 4DV, 4G and 4GV boxes, lithium battery, thermal control and infectious substances packaging.
For more information on the new test lab or to explore packaging solutions, contact Air Sea Containers at UK@airseadg.com or visit www. airseadg.com.
HYDROFLUORIC ACID • AN INSIDIOUSLY CORROSIVE CHEMICAL, HF PRESENTS VERY SPECIFIC HAZARDS IN TRANSPORT AND STORAGE. EUROFLUOR AND FECC HAVE THE GUIDANCE YOU NEED
EUROFLUOR, THE SECTOR group within the European Chemical Industry Council (Cefic) for the fluorine chemistry industry, and Fecc, the European Association of Chemical Distributors, have published a new guidance document on hydrofluoric acid (HF). Although HF is an essential product in many chemical processes, it presents some very serious hazards that need to be managed effectively to avoid exposure to workers and the public. HF is a highly toxic and corrosive substance. Unlike other acids, HF penetrates any tissue with which it comes into contact and its effects on the body may continue for days. Safety during transport, handling and storage is therefore of paramount importance. The use of ‘own drivers and own vehicles’ for HF deliveries is the preferred choice of many distributors. This provides companies with assurance that the level of training and competence necessary to safely transport HF is maintained throughout the journey. However, in practice, third-party carriers may need to be engaged to carry out some
transport operations. In such cases, it is vital to make sure that these carriers are strictly controlled, audited and monitored: their drivers and other personnel need to be aware of the hazards and be trained in the additional first aid protocols and the correct use of protective equipment.
All drivers involved in the carriage of HF in packages need to be trained in emergency first aid and, in particular, extra training regarding the need for rapid application of calcium gluconate gel in the event of exposure to HF. Speed and thoroughness in washing off the acid is of primary importance. Rinsing with huge amounts of water as soon as possible is crucial, and vehicles should therefore be provided with sufficient water, e.g. in a kind of extinguisher (typically an 8-kg extinguisher).
Eurofluor recommends that vehicles carrying HF and sites handling HF should have immediate access to emergency first aid
information and equipment, including at least two tubes of calcium gluconate gel; these emergency kits should be regularly audited to ensure they are still suitable for use. Vehicles should also carry a copy of the relevant safety data sheet (SDS), in a language the driver can understand.
All transport and handling of ‘returnable or reusable’ packaging for HF should be treated as if the containers were full.
Eurofluor also recommends that distributors only deliver HF to customers that have the knowledge and ability to handle the product correctly and safely. . Distributors should offer hazard awareness training material to customers and advise all customers to inform the local hospital that they handle HF so they can plan for an incident.
Packaged HF should be stored within controlled sites to ensure the correct level of training and safety when handling the material. These storage areas should be secure (restricted access) external compounds. Containers should ideally be stored on ground level or first level racked storage in warehouses, making sure to respect the properties of each type of container. Adequate ventilation, particularly in warehouse storage, is needed.
HF in concentrations above 60 per cent is assigned to Packing Group I of Class 8 and falls under the provisions of ADR for highconsequence dangerous goods, including the preparation of a security plan. Eurofluor says that, due to the extremely hazardous nature of HF, distributors should look at adopting similar security planning for material with a lower concentration.
The document provides guidance on compliance with the relevant provisions of ADR and on effective storage. It also points towards Eurofluor’s existing first aid guidance and recommendations on training and the selection and use of personal protective equipment (PPE).
The document, Hydrofluoric acid distributors issues, can be downloaded from the Fecc website at www.fecc.org/wp-content/ uploads/2024/11/FECC-EUROFLUOR_ Hydrofluoric-acid-distributors-issuesguidelines-EN_2024-10-24.pdf.
ALTERNATIVE ENERGIES • EXOLUM IS CONFIDENT IN THE POTENTIAL SHOWN BY HYDROGEN AS A FUEL OF THE FUTURE AND HAS OPENED A NEW BUSINESS TO LEAD THE WAY
EXOLUM HAS LAUNCHED a new business, H2Road, which aims to lead the energy transition by providing efficient, optimised and integrated logistics solutions across the entire hydrogen value chain, helping industry achieve its global decarbonisation goals.
H2Road will focus on the development of hydrogen logistics infrastructures, including design, investment, installation, operation and maintenance, from production sites to final delivery to consumers. This line of business includes investment in infrastructures near production (compression, storage, etc), transport and intermediate storage sites, as well as infrastructures near consumption points, both in the field of mobility and industry. Exolum will be responsible for the installation, commissioning and operation of
these infrastructures, ensuring quality and quantity control throughout the process.
This infrastructure will include hydrogen import and export hubs at ports, which Exolum will link to production and storage plants. Depending on the client’s needs, Exolum will position itself at some or all stages of this chain. Exolum has developed an IT tool that can simulate and optimise the integrated logistics of any project separately or integrated into its portfolio as a whole, combining and reducing transport flows and optimising the complete logistics system in terms of cost.
One of the logistics solutions offered by Exolum, which will be available soon, is the transport and supply of hydrogen for mobility through two portable hydrogen stations
capable of supplying hydrogen at 350 and 700 bar, respectively.
This new line of business is based on Exolum’s extensive experience and capabilities in managing safe and efficient logistics networks, optimising costs and using IT-controlled systems throughout the chain, offering comprehensive end-to-end solutions to ensure a safe, constant supply of hydrogen, tailored to the specific needs of each customer.
As an illustration of the way that Exolum sees the hydrogen supply chain developing, it has now begun a first pilot project to transport and store hydrogen in the form of a liquid organic hydrogen carrier (LOHC). Exolum sees the project, at its Immingham terminal in the UK, as enabling the utilisation of its existing infrastructure to accelerate a speedier, more flexible and more efficient growth of the hydrogen market. This approach will allow a more targeted approach to the development of hydrogen infrastructure, ensuring that storage is located in areas closer to the points of expected demand, such as ports or industrial areas.
Ignacio Casajús, Exolum’s global strategy and growth lead, says: “The pioneering project we have launched proposes a realistic, safe and cheap formula for distributing green hydrogen that is in line with existing demand. In this way, we avoid developing new infrastructure by using our logistics network, one of the most efficient in the world. We are convinced that this initiative will make a decisive contribution to the decarbonisation of the economy and the diversification of alternative energy sources.”
The trial will transport 400 m3 of LOHC containing 20 tonnes of hydrogen through a 1.5 km pipeline connecting Exolum’s facilities at Immingham East and Immingham West in the Humber region. Laboratory tests will be carried out to confirm that LOHC quality is maintained in this process. The demonstration will be written up as a scientific study of the potential costs and benefits of using LOHCs to move hydrogen, which will be published next year.
exolum.com
35mm might not seem like much, but in a tank container with space at a premium, it’s rather a lot - ask any engineer. Fort Vale’s new low-profile PFA lined DN40 and DN50 ball valves have been designed with the space constraints of tank containers in mind - valve corrosion is a major problem for fuel and chemical transfer systems and PFA lined equipment is an essential step in counteracting its effects.
Our starting point is to always use the best products - designed, cast and manufactured in our purposebuilt facility. We use 316 Stainless steel base material as standard and add PFA lined internals to give excellent corrosion resistance against aggressive products.
We can also offer chemical-resistant painted external parts (to give increased corrosion resistance against product splash or vapour), left or right handed manual operation or the option of GOVR remote operation, as well as multiple options on main ball material, to give flexibility on products and operating conditions.
So when size is an issue, and you need complete safety and reliability in the most demanding environments, stay safe, and accept no substitutes - and join us at the head of the pack.
Odfjell is to proceed with a significant expansion of its terminal in Ulsan, South Korea. Odfjell Terminals Korea (OTK) will build a new tank pit with ten carbon steel tanks to store high-demand commodities such as benzene, methanol, aromatics and ethanol. The expansion aligns with the robust storage demand outlook in north-east Asia, the company says.
A key driver for the project is the S-Oil Shaheen project, a $7bn crude-to-chemicals plant being built near to the OTK site. The two facilities will be linked by pipeline to enable efficient export of product from Shaheen. S-Oil has signed a firm MOU to book three tanks for ten years.
“OTK has demonstrated its industry-leading operations and safety record over many years,” says Adrian Lenning, managing director of Odfjell Terminals. “The expansion underscores Odfjell’s strong conviction and commitment to further consolidate OTK’s position as a regional leader. The project is a great example of Odfjell Terminal’s growth strategy, centred around creating resilient, long-term value for our customers and shareholders.”
Construction work is scheduled to start in the first half of 2025 with the new tankage due to be in operation in the second half of 2026. OTK currently has a capacity of 313,710 m3 in 85 tanks; the expansion will take this to more than 400,000 m3
Odfjell and its partners have also decided to go ahead with the next phase of construction at the Noord Natie terminal in Antwerp; the new Tankpit-Q will have two stainless steel tanks totalling 12,000 m3. On commissioning in the second half of 2025, the latest expansion will take total capacity over 500,000 m3, including Tankpit-R, due onstream in the first quarter of the year.
www.odfjell.com
LBC Tank Terminals has acquired Evolution Terminals from Vision Energy Holdings. Evolution Terminals has developed plans for a renewable energy products terminal in the port of Vlissingen. The project will be developed on prime land at the entrance of the port with access to deep water capable of handling the new generation of very large ammonia carriers. The project has attracted strong interest from potential customers and will continue to be developed under its new name LBC Vlissingen. The initial phase of the terminal will include some 150,000 m3 of ammonia storage capacity, two deepsea jetties, three barge jetties and optional rail loading facilities. The terminal is expected to be operational at the end of 2028. “This project provides LBC with a state-of-theart platform to expand its new energies activities in the rapidly evolving energy sector,” the company states.
Maarten den Dekker, chief sustainability and digital officer of North Sea Port, which has supported the project, says: “This investment in a liquid terminal for low carbon hydrogen
marks a significant step in the expansion of the hydrogen cluster within North Sea Port and contributes to the energy transition in the Netherlands and abroad. The terminal, including a cracker, will provide a substantial boost to the development of the hydrogen network in the region and both the Netherlands and Belgium. With this new terminal, North Sea Port strengthens its position as the largest hydrogen hub in the Benelux, highlighting its leading role in the energy transition.”
www.lbctt.com
Trafigura has acquired a 50 per cent shareholding in Meroil Tank from operator Meroil; Meroil Tank, which operates a 365,000-m3 petroleum products terminal in Barcelona, will now operate as a 50/50 joint venture, continuing to serve its current as well as future customers to store refined oil products including gasoil, gasoline and jet fuel, as well as biofuels.
Explaining the move, Jamie Torrance, global
head of distillates at Trafigura, says: “The asset is integral for the import of refined products and biofuels in the region, offering advanced logistics and flexibility to our current and future customer base. We look forward to working with the Meroil team on the further development of the terminal’s logistics, while staying attentive to the market’s evolution towards low-carbon fuels.” www.meroil.es
Stolthaven Westport has officially opened its second terminal facility at the site in Port Klang, Malaysia. Work started in 2022 to install 22 new stainless steel tanks, along with pipeline connections, truck loading facilities and tanker berths, with five export lines to a newly expanded jetty. The addition of 68,600 m3 of new capacity and the associated infrastructure will, Stolthaven says, further improve efficiencies and the terminal’s ability to meet the storage and handling needs of its customers.
Speaking at the opening ceremony, Guy Bessant, president of Stolthaven, said: “Last year, we celebrated Stolthaven Westport’s 25th anniversary. Stolt-Nielsen initially invested in
the terminal in 1997 when the capacity was less than 30,000 m3. Today marks another key milestone as we stand here today with a total capacity of 280,000 m3.”
Stolthaven Westport functions as a break-bulk facility for domestic distribution, a make-bulk facility for export and as a regional distribution hub. It is located 2 km from Westport Container Terminal, which is being developed as Malaysia’s main port and facilitates packaged exports throughout the region.
www.stolt-nielsen.com
OQ has begun work on its strategic fuel storage project in Musandam, Oman. The development responds to rising demand for petroleum products, driven by population growth and increased commercial activities in the country. It will handle gasoline, gasoil and jet fuel and have a capacity of more than 14,500 m3.
HE Ibrahim Said Al Busaidi, governor of Musandam, says: “The Strategic Fuel Storage Project ensures that Musandam’s fuel needs are met, even in emergencies covering the needs of nationals and residents for different fuel products. This is a vital contribution from OQ to the governorate, bolstering its ongoing investments and its support for local communities.”
The project is expected to be ready to receive products in October 2026 and be operational by December, with full completion slated for April 2027.
oq.com
Haropa Port has announced the first three tenants for the new industrial cluster it is developing on a 60-ha plot alongside Le Havre’s Grand Canal and the A29 motorway in northern France. Air Products will use its concession to produce renewable hydrogen from renewable ammonia produced in Saudi Arabia; Qair’s Methavert project will produce hydrogen and renewable methanol, primarily for marine bunker fuels; and Livista Energy is to build a lithium refinery for startup in 2028.
“Haropa Port is making good use of its real
estate for the reindustrialisation of the region, with the twin goals of pursuing the national strategy for sovereignty in industrial sectors of the future and helping decarbonise the existing ecosystem,” says Daniel Havis, chair of the port’s supervisory board.
The project has broader implications and substantial support from the French government. Antoine Armand, Minister for the Economy, Finance and Industry, explains: “The government has undertaken an economic strategy that seeks to reuse brownfield sites in port industrial areas, turning them into a new generation of attractors for decarbonised, job-rich industries. Which is what we see here in the commitment of Haropa Port and all the local actors: three high-technology companies planning to set up operations at the port of Le Havre. They will be reusing 60 hectares of real estate and creating over 720 jobs in return for a total investment in excess of €2.6bn.”
www.haropaport.com
TEPSA JOINS THE CORRIDOR
Tepsa has signed up as terminal partner for a Green Fuels Corridor project to connect Portugal with Germany and the Netherlands. An MOU was signed this month with Madoqua Renewables and other industrial partners. The corridor project, which has the backing of the Portuguese government, will be used to promote green hydrogen derivatives and carbon capture, utilisation and storage (CCUS) technologies.
Nuria Blasco, managing director of Tepsa Iberia, explains further: “Tepsa, alongside Madoqua and other industrial partners, is committed to contributing by offering midstream solutions to ensure the success of this corridor. By boosting the role of green hydrogen and synthetic fuels, the project will streamline the transportation of alternative fuels and raw materials from Portugal to north-west Europe, enhancing the infrastructure and supply chain ecosystem. The green corridor will facilitate a better understanding of fuel flows and promote the export of green energy products.”
www.tepsa.com
Tank storage provides an essential interface between sea, road, rail and pipeline logistics.
Also in this issue, we explore digitalisation for industrial plants, skills and training, and the many projects and innovations that are taking place within the bulk storage and energy infrastructure sector.
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
Peter Davidson, Jamie Walker, Nunzia Florio
CONNECT WITH US
@UK_TSA
Tank Storage Association
TSA
@uk_tsa
CONTACT
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Letchworth Garden City Herts. SG6 1GJ
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Telephone: 01462 488232
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.
Peter Davidson Chief Executive, TSA
Welcome to the winter issue of Insight. The UK government has published its modern industrial strategy, Invest 2035, for public consultation. The strategy sets out a 10-year plan to drive economic growth, innovation, and global competitiveness. It also aims to position the UK at the forefront of emerging industries, boost productivity, and ensure that the UK adapts to global challenges. The bulk storage and energy infrastructure sector plays a vital role in providing products and services that are critical to consumers and is investing, innovating, and leading the way to open up new possibilities and take full advantage of the wealth of opportunities ahead. In this issue of Insight, we explore latest projects and innovations that are taking place within our sector and continue to shine a light on training and skills. I hope you enjoy this new edition of the magazine.
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04 Strong track record helps write new chapter at Grain LNG
Staying ahead of the market is something the Grain team take pride in. Drawing upon a deep understanding of the industry, building the future business is a constant focus.
07 British Pipeline Agency Limited officially recognised as one of the UK’s Best Workplaces in Consulting and Professional Services™
The Best Workplaces in Consulting and Professional Services™ list is created using anonymous feedback from employees working in the industry.
08 Accelerating the hydrogen revolution: leveraging Virtual Plants for brownfield assets
While much focus is on new, greenfield projects, there’s untapped potential in optimizing existing facilities.
11 UM Terminals recruits two apprentices to maintenance team
Bulk liquid storage specialist
UM Terminals has recruited two apprentices as part of the expansion of its in-house maintenance team.
12 Transforming safety in the oil tank cleaning industry- mitigating risk and safeguarding company value
Chris Platt, Commercial Director of Re-Gen Robotics discusses why operators responsible for tank cleaning in the oil and gas industry should embrace the opportunities presented by the emerging technology of robotics.
15 When did you last review your Hazardous Area Classification?
Hazardous area classification is a tool to help you manage your potential ignition sources to ensure that the risk from fires and explosions is suitably understood and appropriately managed.
16 The important role of mobile degassing and replacement services in reducing industrial emissions
Efficient emission reduction for tank terminals, refineries, industrial services, chemical plants, the shipping sector and other markets.
18 Pipeline pioneer: achieving Engineering Technician status through level 3 Bulk Storage Operator Diploma
The Engineering Technician (EngTech) status, awarded by IChemE, is a globally recognised qualification that signifies high levels of technical competence and professionalism.
21
Teamwork Security and Training Services Ltd launch drug and alcohol testing service
22 Revolutionising pipeline cleaning: de-inventory of an 8.7km un-piggable methanol line using advanced ice slurry technology
Advanced Ice Cleaning (AIC™) is a technology WSG has developed, which offers a revolutionary approach to cleaning un-piggable pipelines and complex system.
Staying ahead of the market is something the Grain team take pride in. Drawing upon a deep understanding of the industry, building the future business is a constant focus.
The recent announcement by National Grid of its intention to sell Grain
LNG has created an opportunity to reappraise the business as it looks to the future. By any standard, the track record of growth and return on investment at the 600-acre North Kent site is a remarkable one. Now Europe’s largest LNG importation terminal, and 12th largest in the world, its remarkable expansion has taken it from a small scale ‘peak-shave’ facility to the cutting-edge upper-tier CoMAH site of today.
A gateway for global LNG to the European energy market, the terminal comprises two 4km cryogenic lines and two jetties, able to berth two vessels simultaneously, including the world’s largest, ‘Q-Max’. Its eight storage tanks and extensive processing plant have a collective 1,000,000m3 capacity - equivalent to 25% of UK gas demand. It can also export, with road tanker loading and ship reloading capabilities. To put Grain’s capacity in context, after its latest expansion it will be able to supply over 800GWh a day (the
whole of the UK’s electricity network currently delivers 1,000GWh a day.) It’s a hugely important asset to have ready on demand. Replacing it with solar energy would mean covering an area equivalent to the inside of the M25 with panels or building an additional 35,750 wind turbines.
The investment needed to create this critically important national infrastructure has been hard-won –especially set in the context of the net zero drive and the challenge of making the case for fossil fuel development. Yet the site successfully secured over £1.1bn over the three expansion phases between 2005-15 - how? The answer partly, has been the ability to consistently make the strategic case for growth, often in the face of scepticism. And also, by recognising and creating opportunities that have consistently delivered good return on investment. This is all backed by the ability to reliably deliver largescale capital infrastructure projects – all helping build a level of trust that positions it well for raising further capital.
The management team at the site takes its commitment to the UK’s energy infrastructure personally based on a firm belief in the longterm strategic need for LNG and in large-scale UK energy storage. But making the case for scarce resources is not easy, and the team are under no illusion it is the commercial returns it consistently delivers that provide the primary incentive for further
investment. However, that’s not the whole story - seizing opportunities to create future value is also key. For instance, the terminal’s innovative heat pipe using wastewater heat from a local power station to re-gassify LNG. Not only has this improved business margins, it has also strengthened the sustainability credentials of the site, with the reduced emissions from its use recently calculated at 230,678 tonnes over four years - equivalent to taking 88,000 cars off the road.
It’s the careful calibration of commercials and long-term strategic positioning that has powered the steep growth trajectory at Grain LNG. And the critical importance of that growth has been underscored recently by the Ukraine conflict and the vital role Grain and LNG has played in the UK’s (and Europe’s) Security of Energy supply. Indeed, the growth seems even more remarkable given what many argue is the historic underinvestment in energy storage. For context, storage across Europe is equivalent to 80 - 100 days of energy use, Japan 40 - 60, but in the UK, it is just 14 – 18 days. But it’s not just security of supply that has benefitted from far-sighted investment, it is also the role large scale availability of LNG also plays in the energy transition. With the new UK government doubling down on ambitious net zero targets, LNG’s role in balancing renewable energy intermittency has never been more important.
The case for growth is also easier
is
‘Capacity 25’ – the site’s most recent project to expand and enhance capacity - will increase storage to 1,200,000m3 –equivalent to one third of total UK gas demand.
to make by the site’s world-class operational efficiency and customer service. Able to ‘ramp up’ its extensive processing plant for a maximum send-out in under two hours, the site can currently deliver 15.8mtpa / 645GWh a day (enough to power the whole of London).
Crucially, getting the ‘day job’ right is never taken for granted. This is also backed-up by an industry-leading safety reputation (with the terminal proud to sit on the COMAH Strategic Forum Leadership Working Group, chaired by the TSA.) It is this high level of professionalism and service that has helped gain new customers for post-2025 capacity, while also retaining existing ones in the recent ‘Capacity 29’ capacity auctions –helping secure ongoing operations until 2045.
Staying ahead of the market is something the Grain team take pride in. Drawing upon a deep understanding of the industry, building the future business is a
constant focus. And sometimes that takes some lateral thinking. For instance, the site has become the first port of its kind in the world to achieve MIQ certification – making it a ‘UK first mover’ in the verification and control of methane emissions.
At first glance, signing-up to the rigorous and demanding standard might seem like an additional business burden, but that would be short sighted. Firstly, LNG is an industry that must continually and increasingly demonstrate its meaningful commitment to net zero. But there’s also a potential commercial opportunity, with Grain LNG now a more attractive place to do business by being the first to provide UK and European natural gas buyers with the additional transparency they need on emissions levels.
It’s this track record that has helped build the trust needed to generate long-term investment. This includes the new £0.5bn investment in ‘Capacity 25’ – the site’s most recent project to
expand and enhance capacity. One of the UK’s largest capital infrastructure projects, when complete site capacity will stand at 1,200,000m3 – equivalent to one third of total UK gas demand.
And what of the sale, and its impact on future business planning? Well, any prospective buyer will be buying a highly successful business, one with business already secured until 2045. But they will also know that LNG, as a fossil fuel, has a limited long-term place in any net zero energy mix.
‘Gas-as-molecule’ however, may have long term uses, and the Grain team are alive to the strategic potential of some new growth areas including ammonia for hydrogen and carbon capture (CCUS). These new technologies help form part of a broader vision of Grain LNG as being core to an ‘Energy Island’ with its location, maritime expertise and excellent safety record uniquely placing it to exploit future opportunities.
Simon Culkin, Grain LNG’s Managing Director says, “I believe Grain LNG’s transformational growth has been achieved through our strong track record of creating and delivering value, all while supporting the strategic energy needs of the UK and beyond. Keeping ahead of the market is always a challenge, but if you’ve got the right people, with the right expertise, there are always opportunities to be taken. I’m genuinely excited about where our business could go next.”
On 5 September 2024, British Pipeline Agency Limited (BPA), has been officially recognised as one of the UK’s Best Workplaces in Consulting and Professional Services™.
The Best Workplaces in Consulting and Professional Services™ list is created using anonymous feedback from employees working in the industry. Analysis of the sector employee survey responses found: 93% of employees at the UK’s Best Workplaces for Consulting & Professional Services say “Taking everything into account, I would say this is a great place to work” compared to a UK average for sector of 69%.” BPA’s result reflects its employees’ genuine satisfaction with the company’s culture, leadership, and work environment where they feel valued, respected, and trusted - the cornerstone of delivering exceptional service to clients.
“We are so proud to be recognised as one of the UK’s Best Workplaces in Consulting and Professional Services™!” says John Armstrong, Director and General Manager at BPA. “The consistent positive feedback from our employees about their experiences with colleagues, leaders, and roles is immensely meaningful. This isn’t time to take our foot off the gas instead this marks a starting
point for us, using this achievement as a benchmark to further enhance our employee experience. Thank you to our employees whose honest and candid input into the survey has enabled us to earn this prestigious recognition. We will continue to invest in our team’s development and wellbeing, knowing that their success directly contributes to the success of our clients.”
Benedict Gautrey, Managing Director of Great Place To Work® UK, expressed his congratulations to BPA for attaining their Certification™: “By viewing employees as their greatest asset, leaders of these top-performing Consulting and Professional Services organisations work to ensure their projected employer image is aligned with employees’ real, lived experiences of the workplace. Best Workplaces recognise the vital role reputation plays in driving overall brand and business success – understanding that people (candidates, colleagues, and customers) are a brand’s most critical touchpoints. It’s great to see so many examples of organisations making their workplaces truly ‘great’. A huge congratulations to BPA for making it onto this list.”
As the world shifts towards sustainable energy solutions, hydrogen stands out as a promising contender. While much focus is on new, greenfield projects, there’s untapped potential in optimizing existing facilities.
As the world shifts towards sustainable energy solutions, hydrogen stands out as a promising contender. While much focus is on new, greenfield projects, there’s untapped potential in optimizing existing facilities. As Gizil, our Virtual Plant solution is tailored for brownfield assets, poised to revolutionize hydrogen integration by addressing real-world challenges head-on.
The global push for clean energy has positioned hydrogen at the forefront of future fuel solutions. Hydrogen’s versatility allows it to be utilized across various sectors, from transportation to power generation. However, scaling hydrogen production and utilization isn’t just about building new facilities; it’s also about adapting and optimizing the vast array of existing industrial assets.
Gizil’s Virtual Plant solution specializes in creating comprehensive virtual replicas of brownfield assetsfacilities already in operation. Unlike generic digital twins that often
serve as buzzwords disconnected from practical applications, our Virtual Plant focuses on tangible, actionable insights. It provides a realistic, interactive environment to plan, test, and implement hydrogen technologies within existing infrastructures.
Adapting current facilities to handle hydrogen processes is a complex endeavor. Physical modifications can be costly, time-consuming, and risky without proper planning.
The Virtual Plant allows engineers to virtually test modifications needed for hydrogen integration. This simulation identifies potential issues before they arise on-site, ensuring that plans are feasible and effective.
By foreseeing challenges and optimizing solutions virtually, facilities can reduce downtime and save on costs associated with trial-and-error approaches.
Keeping existing operations running smoothly during upgrades is crucial. The Virtual Plant helps plan interventions that cause minimal interference with current processes.
As an example, a chemical plant aiming to incorporate hydrogen as a feedstock can use our Virtual Plant
to simulate the necessary equipment upgrades. The virtual environment can highlight bottlenecks in the proposed design, allowing the team to adjust plans before any physical changes were made, saving an estimated 20% in project costs.
Integrating hydrogen into established systems is a complex task that goes beyond simple additions. It requires a deep understanding of the existing infrastructure to identify optimal tiein points and ensure compatibility without extensive redesigns.
The Virtual Plant provides a detailed, interactive 3D model of your existing facilities. This visual representation helps engineers and planners understand the physical layout, equipment specifications, and spatial constraints, which are crucial for identifying feasible tie-in points for hydrogen integration.
Our solution consolidates all asset data, including equipment details, piping layouts, and instrumentation, into a single platform. This ensures that all stakeholders have access to up-to-date information, reducing the risk of errors during the integration process.
The Virtual Plant enables crossfunctional teams to collaborate
Adopting hydrogen technologies through the optimization of current assets not only accelerates the global energy transition but also maximizes return on existing investments.
effectively. Engineers, operators, and maintenance personnel can virtually walk through the plant, discuss potential integration strategies, and make informed decisions without the need for physical site visits.
By thoroughly understanding the existing setup, potential risks associated with integrating hydrogen - such as material incompatibility or spatial limitations - can be identified early, allowing for proactive mitigation strategies.
To give an example, an industrial facility planning to incorporate hydrogen into their process needs to find suitable tie-in points within their complex piping network. Using our Virtual Plant, the engineering team can conduct a virtual walkthrough of the facility. They are able to:
• Identify accessible locations for new piping connections without interfering with ongoing operations.
• Determine areas where existing equipment could be repurposed or would need upgrades to handle hydrogen safely.
• Share insights with the construction team to plan for minimal disruption during installation.
• This approach streamlines the planning phase, reduces the need for multiple physical inspections, and ensures a smoother integration process.
Ensuring regulatory compliance and maintaining high safety standards are critical during the operational
phase of any facility, especially when integrating hydrogen technologies into existing brownfield assets. After construction, the focus shifts to ongoing compliance, risk management, and safety assurance.
The Virtual Plant provides a comprehensive digital representation of your facility, integrating data from various sources such as equipment specifications, inspection records, and maintenance schedules. This centralized platform allows for realtime monitoring of compliance with industry regulations and standards.
With the Virtual Plant, you can conduct virtual safety audits and inspections. It enables teams to identify potential safety hazards, non-compliant equipment, or areas requiring maintenance without the need for physical presence on-site, thus saving time and resources.
The Virtual Plant facilitates the development and rehearsal of emergency response plans. By simulating various scenarios within the virtual environment, teams can prepare for potential incidents involving hydrogen, ensuring swift and effective responses that minimize risks to personnel and assets.
Our solution streamlines the generation of reports required by regulatory bodies. It maintains an up-to-date digital log of inspections, maintenance activities, and compliance checks, simplifying
the reporting process and ensuring that all necessary documentation is readily available during audits.
By analyzing operational data within the Virtual Plant, organizations can identify trends and areas for improvement in safety practices. This proactive approach enables the implementation of corrective actions before minor issues escalate into significant problems.
The transition to a hydrogenpowered future doesn’t solely rest on new infrastructure. By leveraging our Virtual Plant technology for brownfield assets, existing facilities can become pivotal players in the hydrogen economy. Our solution offers a comprehensive tool for retrofitting, integration, compliance, and training, addressing real-world challenges with practical, actionable strategies.
Adopting hydrogen technologies through the optimization of current assets not only accelerates the global energy transition but also maximizes return on existing investments. With our Virtual Plant, facilities are not just adapting to change - they are leading it.
Author
Esma Gulten, Co-founder & CEO, Gizil GmbH: esmagulten@gizil.de
www.gizil.de
Bulk liquid storage specialist
UM Terminals has recruited two apprentices as part of the expansion of its in-house maintenance team.
Paulie Twigg and Harry Cain, both 18, will undertake a fouryear apprenticeship based at the company’s Regent Road head office in Liverpool, but also spending time at UM’s other UK terminals in Hull and Portbury.
Jake Ellis, UM Terminals’ Maintenance Manager, said: “I am delighted to welcome Paulie and Harry as our first two apprentices in the maintenance department. We had considerable interest in the apprenticeship programme with 12 candidates attending final interviews. Paulie and Harry were the standout candidates from a strong field.”
The apprenticeship programme is run in conjunction with Liverpoolbased North West Training Council, the premier North West and Liverpool City Region Advanced Manufacturing Engineering Apprenticeship and Commercial Trainer Provider. The two apprentices will spend four days a week working at UM Terminals and one day attending college. Paulie, from Stockbridge, Liverpool, and Harry, from Bootle, Liverpool, will be supported in their development by mentors from the maintenance team at UM Terminals.
Jake added: “While the apprentices will primarily work out of our Liverpool terminals, they will also spend time
working with colleagues at our other terminals in Hull and Portbury. This is the first time we have recruited apprentices and is an important element of our strategic decision to expand our in-house maintenance capability. With other appointments in recent months it means we now have an eight-strong team including technicians, fitters and an electrical controls and instrumentation specialist giving us the capability to run an ongoing programme of maintenance across all of our assets.”
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UM Terminals is also creating a dedicated maintenance workshop in a former boiler house at its Regent Road terminal including a bespoke workshop, storage area and staff kitchen. This is the latest part of a multi-million pound investment in the company’s Regent Road terminal, which is also home to its head office.
with the demand for storage in the Liverpool area. A further enhancement has seen the introduction of dual dock loading with customers now able to load and discharge cargo at Huskisson Dock and Canada Dock, reducing delays due to congested shipping berths.The investment has supported UM Terminals’ expansion into a broader range of products which now includes chemicals, industrial oils, vegetable oils, fertiliser and key growth areas of biofuels and biofuel feed stocks.
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The company is also underway transferring across to low carbon tank heating technology, part of the wider UM Group’s sustainability strategy. This investment includes the introduction of industrial ground and water source heat pumps to support the reduction in its carbon footprint in line with various UK and international requirements.
A number of tanks at Regent Road have been upgraded to keep up
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www.umterminals.co.uk
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Chris Platt, Commercial Director of Re-Gen Robotics
discusses why operators responsible for tank cleaning in the Oil & Gas industry should embrace the opportunities presented by the emerging technology of robotics.
Tank cleaning plays a critical role in ensuring the efficiency and safety of oil storage facilities. It represents an important step in the preparation process for risk-based inspection as a route to assuring storage tank integrity. To gain reliable information about tank wall thicknesses, corrosion rates and the confirmation of the absence of metal degradation, it is vital to have a clean surface on which to perform non-destructive testing. Hence, industry needs to be able to clean its tanks and it needs to be able to do this safely, quickly and efficiently.
Traditional practices for storage tank cleaning, such as manned confined space entries, have led to and continue to lead to, tragically avoidable fatalities and accidents. Indeed, the U.S. Bureau of Labour Statistics reports fatalities from confined space incidents occurring at a rate of 2 per week in the U.S. during the period 2011-2018. Manned entry into confined spaces containing toxic and flammable atmospheres is inherently hazardous. Accordingly, as operators strive for enhanced safety
and risk reduction, the adoption of robotic cleaning methods is becoming increasingly favoured. It reflects the drive across industry towards inherent safety, where risk is avoided rather than controlled.
This principle is explicitly endorsed by both the UK Health & Safety Executive and the U.S. Chemical Safety Board. If human operators are isolated from the hazards, risks can be reduced by orders of magnitude, or as Trevor Kletz, one of the pioneers of safety management said, “people who aren’t there, can’t be killed”. Whilst regulators do note the desirability of inherent safety, it could be argued that they could push more strongly for the use of techniques such as robotics which have emerged over recent years and are now proven technology.
Re-Gen Robotics’ robots are Zone 0 Ex-certified and are hence able to operate in tanks containing the most volatile of atmospheres. They are thus intrinsically safe as well as being inherently safe. The robot, or remotely operated vehicle (ROV) is driven by an operator based in a containerised, air-conditioned control room, usually located within the tank bund. Using forward and rearward facing lights and cameras and hydraulic control, the human component of the system is situated remotely from the hazard in accordance with sound risk management approaches. A result of this, is that risks from fatigue and human factors, both topics of
much focus in risk management discussions, are also reduced.
The team at Re-Gen Robotics has a highly specialised background in the field of oil tank cleaning and their experience encompasses all conventional tank designs. Within these tanks, a full range of oil feedstocks and products from fuel oil through to white products and crude oil can be handled. We believe that robotic cleaning is the way forward and we have invested heavily in support of that. We have, over the last two years, introduced advances in track technology where we have demonstrated the ability to operate within lined tanks without damaging the lining. We have also heavily developed our suction heads, at the ‘business end’ of the robot to improve sludge and liquid capture. Our suction heads can add diluent, steam or high pressure hot water as required by the characteristics of the fluid being removed from the tank. Where we use heat to reduce the viscosity of the pumped fluid, we can maintain temperature through our suction hoses and vacuum trucks.
In under five years, we have eliminated 15,000+ hours of CSE cleaning in tanks. Over 60 tanks, including cleans for a number of UK based oil majors, have been completed.
Industry players who are embracing robotic tank cleaning are also discovering advantages in terms of operational efficiency. Re-Gen
Robotics’ technologies can perform tank cleaning tasks with increased speed, precision, and consistency compared to other approaches. Tank downtime can be reduced by up to 40 per cent, mainly because of the short time it takes to assemble the equipment and the fact that staff are not required to enter the confined space of the tank.
By implementing robotic technologies, oil tank cleaning companies can achieve substantial cost savings. From arrival onsite, when cleaning white product tanks, the entire tank cleaning system can be set up in four hours, which is quicker than the time taken for human crews to prepare to enter a tank. The initial investment in implementing automated systems may be offset by long-term benefits, including reduced labour costs, lower insurance premiums, and minimised expenses associated with accidents, injuries, and litigation.
Additionally, the optimisation of cleaning processes through
robotic technologies can lead to efficient resource utilisation, such as decreased water and chemical usage, further contributing to cost reduction and environmental sustainability.
Government bodies worldwide have recognized the hazards associated with manual tank entry, leading to the implementation of stringent safety regulations. Companies that fail to comply with these standards face severe penalties, legal consequences, and reputational damage. Embracing robotic cleaning technologies demonstrates a commitment to safety, ensuring compliance with regulations and avoiding potential fines. This proactive approach enhances the industry’s image and safeguards companies from adverse impacts on their share prices.
In today’s interconnected world, reputation is everything. News of accidents, injuries, or fatalities in the oil tank cleaning industry spreads fast, leading to negative public perception of affected companies. Adverse
Re-Gen Robotics’ robots are Zone 0 Ex-certified and are hence able to operate in tanks containing the most volatile of atmospheres.
incidents can irreparably damage a company’s reputation, undermining investor confidence and directly impacting share prices. By prioritising robotic cleaning, companies can protect their brand image, enhance stakeholder trust, and maintain a positive market valuation.
The implementation of robotics in the oil tank cleaning industry is creating a paradigm shift that is promoting safety by eliminating fatalities and accidents. Tank operating companies can not only protect human lives but also create a sustainable and profitable future for themselves. The key driver to embrace this technology is achieving far greater technical results while having fewer people risking injury or their health. In our view, it is time to prioritise safety, embrace innovation and work towards a more efficient oil tank cleaning industry.
For further information on Re-Gen Robotics service visit www.regenrobotics.com
Author
Chris Platt, Commercial Director, Re-Gen
Robotics.
On the 1st of October 2024, the Energy Institute published the 5th edition of their ‘Model Code of Safe Practice Part 15: Area Classification for Installations Handling Flammable Liquids’ (EI15). The introduction of this publication is a perfect opportunity to review your current hazardous area classification.
Under Regulation 7 of DSEAR; ‘every employer shall classify places at the workplace where an explosive atmosphere may occur into hazardous or non-hazardous places […] and shall classify those places so classified as hazardous into zones.’
Hazardous area classification is a tool to help you manage your potential ignition sources to ensure that the risk from fires and explosions is suitably understood and appropriately managed.
EI15 was last updated in 2015, and the new 2024 edition includes adjustments and refinements, that could result in changes to your hazardous areas.
EI 15 states:
Hazardous area classification should be reviewed, and if necessary, amended as part of any project or modification to either the equipment or process or,
• Where there are any significant changes to plant layout, hazardous substances or operating conditions;
• Where specific dispersion modelling is carried out for release source(s), and
• Following updates to industry guidance and standards. Hazardous area classification should be reviewed every 5 years.
The Energy Institute highlighted the most pressing changes made to the guidance and an overview of some of the details of these changes are listed below:
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• Updated advice on mists to include information from HSE/ industry research projects e.g. tests found that diesel could only be ignited in the test rig at pressures above 5 barg, with biodiesel requiring a 20barg release.
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• Extensive remodelling of all release cases in Phast v8.4 (affecting direct examples, equipment leaks and releases from vents), with all modelling reviewed by the HSE.
others. This variation emphasises the importance of reviewing your hazardous areas. For those substances with a greater hazard radius than previously determined, does your site’s Hazardous Area Classification need to be amended? What is the impact of any changes to your zones? Have you now got equipment outside of zones, or in a less onerous zone? This could mean you need to change equipment, improve safeguards, or it could mean that you may potentially reduce your inspection and maintenance activities.
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• Inclusion of releases of pure hydrogen in both gaseous and cryogenic liquid forms.
• Update of hazard range look up tables for higher pressure releases of substances A, B, G(i), G(ii), and LNG.
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• Update of direct examples to tabular format that gives sources for hazard radii presented in direct examples. The direct examples are now easier to apply and interpret.
There is no universal trend that can be seen throughout the new data, with hazard radii for certain release cases increasing, yet decreasing for
Although EI15 is a widely recognised and accepted code of practice for undertaking HAC, there exists a wide range standards and industry guidance for hazardous area classification, all with the same objective of ensuring that fires explosions are appropriately understood and protected against such that the risk is as low as Different guidance may be more applicable to different organisations and situations; therefore, we encourage you to take this opportunity to check when your hazardous area classification was last reviewed and ensure that it is up to date with the latest relevant guidance.
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For more information, please visit www.ras.ltd.uk
Efficient emission reduction for tank terminals, refineries, industrial services, chemical plants, the shipping sector and other markets.
David Wendel, Managing Director ETS Degassing GmbH
Asustainable management of emissions is becoming a core focus in many industries, as mitigating the amount of hazardous emissions and pollutants that are released into the air is a very important task. Industrial facilities in different markets need to further implement efficient, safe and environmentally conscious solutions for the reduction of emissions.
ETS Degassing offers mobile degassing solutions to customers across Europe, helping them to significantly reduce their footprint in gases with high greenhouse warming potential (GWP) factor. Our key services include tank degassing, temporary replacements for stationary emission reduction systems, ship and inland barge degassing and further technologies. These services are important for reducing the environmental footprint of sectors with substantial GHG emissions, delivering meaningful reductions in gases with high greenhouse warming potential (GWP).
Tank degassing: enhancing safety and environmental compliance
Tank degassing is a vital service for facilities storing or transporting products like crude oil, petrol or other substances that create a high amount of carbon dioxide, methane and their precursors, the volatile organic compounds (VOC). Our mobile vapor combustion units can be deployed to safely remove harmful vapors from all types of storage tanks, ensuring compliance with strict environmental and safety regulations. The degassing process minimizes the risk of dangerous gas accumulation, creating a safer environment for onsite workers and reducing the potential for leaks or explosions.
One of the most significant benefits of tank degassing is its impact on the overall GHG footprint. For example, a 1,280 m³ LNG fuel tank has a potential GWP factor of 36 kg CO₂ equivalent (CO₂eq) per kilogram, equating to a total of 60.87 tonnes CO₂eq. Using our effective technology, facilities can reduce this to 6.64 tonnes CO₂eq, achieving an impressive CO₂eq balance of -54.23 tonnes, an 89% reduction. This not only demonstrates the efficiency of the degassing process, but also highlights its potential for large-scale environmental impact.
Temporary VRU replacement: ensuring continuous emission treatment
ETS Degassing mobile vapor combustion units can also be
deployed as temporary VRU back-up, ensuring that facilities can maintain emission control even during the downtimes of their permanent VRU systems during maintenance or repair. Vapor recovery units are essential in capturing VOCs from tanks and loading operations, reducing their release into the atmosphere. When a permanent VRU needs to be shut down, our mobile incinerators take over the systems’ responsibilities to continue capturing and processing vapors, maintaining emission compliance and helping facilities to avoid regulatory penalties and the shutdown of the entire facility. With our mobile units in place, facilities can uphold their environmental commitments and minimize the risk of GHG emissions, even during unplanned downtime.
Ship degassing and purging: reducing maritime emissions
For the shipping and marine industry, ship degassing and purging services play a critical role in preparing vessels for cleaning, maintenance, repair or product changes. ETS Degassing’s mobile vapor combustion units destroy volatile gases from cargo holds and tanks. This service is essential not only for safety— preventing the risk of gas buildup in confined spaces—but also for reducing the amount of hazardous emissions that could otherwise be released into the atmosphere during docking. Our services can be applied for the degassing of LNG fuel tanks, during product changes, loading
and unloading procedures or in preparation of maintenance and repair works in the ship yard. In combination with our mobile vaporizer with nitrogen tank, we can also carry out inerting and purging operations.
Advanced ATEX Zone 0 technology: safer solutions for hazardous areas
Industries operating in hazardous zones require specialized equipment for emission management. ETS Degassing offers cutting-edge technology, including ATEX Zone 0 robots and blowers. These tools are specifically engineered to operate in environments with a high risk of explosion, where traditional equipment may not be suitable.
The ATEX Zone 0 robot, for example, is designed for confined spaces within tanks and pipelines, offering a safer, remote-controlled option for tank cleaning. It can be operated from a safe distance via two joysticks and a monitor. Similarly, the ATEX Zone 0 blower provides a safe solution for the extraction of gases and vapors from plants and tanks. By integrating these advanced technologies, we enable industries to carry out essential emission reduction activities even in high-risk areas, improving both safety and environmental compliance.
Purifying industrial exhaust air from pollutants
We maintain a close technological cooperation with our sister company ETS Air Systems, also a part of ETS Group. ETS Air Systems is specialized
in developing efficient solutions for the purification of industrial exhaust air. The units destroy pollutants like VOC, particles or fine dust with a decomposition rate of over 99 % and convert them into freely available heat flow, contributing to safer working conditions and a better air quality. The industrial process air purification systems are available as thermal and catalytic systems as modular concepts, capacity extensions are possible.
Conclusion
By applying emission reduction services, facilities can significantly lower their GHG footprint and reduce their amount of emitted pollutants with high CO₂eq and GWP. This offers a pathway to meet and exceed emission reduction targets. ETS Degassing’s comprehensive suite of services enables industries to safely manage emissions and minimize their environmental impact. By reducing GHG footprints and controlling highGWP gases, these solutions are a practical and impactful approach to sustainable industrial operations.
Contact: David Wendel, Managing Director ETS Degassing GmbH, d.wendel@ets-group.com
www.ets-degassing.com/en www.ets-group.com/en
The Engineering Technician (EngTech) status, awarded by IChemE, is a globally recognised qualification that signifies high levels of technical competence and professionalism.
John Reynolds, Managing Director, Reynolds Training Services
Aaron Smith is a Deputy Operations Manager for Oikos Storage and he has made history by becoming the first individual to achieve Engineering Technician (EngTech) status with the Institution of Chemical Engineers (IChemE) through the completion of the Level 3 Diploma for a Bulk Storage Operator Technician.
This groundbreaking accomplishment not only highlights the effectiveness of the Level 3 Diploma program but also signifies a major step forward for the sector’s career development pathways. Aaron’s achievement underscores the ongoing work being done by Reynolds Training in association with the TSA and IChemE to streamline professional qualifications, making them more relevant and accessible to the industry’s workforce.
Reynolds Training’s MD, John Reynolds said: “The work undertaken with IChemE is critical to the sector and wider development of structured career pathways, not just within operations, but also recognising
the wider pathways such as in mechanical, electrical, safety and management disciplines, to name but a few.”
For his part, Aaron’s employer, Arunan Sriskanda (MD of Oikos Storage and Vice President of the TSA) added: “I recognise the commitment anyone has to make if they are studying whilst working, it is no mean feat! This is a fantastic achievement by Aaron, to be first on the terminal would be an achievement on its own but to be the first in the country adds extra kudos to his achievement!”
A milestone in the bulk storage sector
Aaron’s success is not just personal— it’s a major milestone for the bulk storage sector as a whole.
As energy transition makes an evergrowing impact on our society, worldwide, the Bulk Storage and Energy Infrastructure sector will continue to be at the vanguard, developing new technologies and new working practices to navigate an everchanging energy landscape. This is why it is essential to develop career pathways now - so we can attract the brightest and the best to our sector with the promise of a lucrative lifelong career. Only in this way will our sector compete with other sectors as we look to bridge the skills gap.
The Level 3 Diploma for a Bulk Storage Operator Technician, offered by Reynolds Training, is specifically
designed to equip learners with the technical skills and safety knowledge needed to thrive in high-hazard environments like bulk liquid storage facilities and to go on to carve out a career pathway.
Aaron is just the first to take this qualification forward by earning the professional recognition of IChemE’s Engineering Technician Status. Many will, no doubt, follow.
As Aaron put it: “I am delighted to have earned my EngTech certification. It shows my employer and our clients that I’ve had my qualifications and my competence independently evaluated and validated. Holding EngTech status will also increase my networking chances with key people and it will offer future career opportunities.”
How Reynolds Training prepared Aaron for success
The Engineering Technician (EngTech) status, awarded by IChemE, is a globally recognised qualification that signifies high levels of technical competence and professionalism. Employing individuals with EngTech status means businesses can achieve higher operational standards, particularly in sectors like ours, where safety and precision are paramount.
Steven Gasser, Associate Director, Regions at IChemE agrees: “Professional registration provides a benchmark through which the public, employers and their clients can have
confidence and trust that registered engineers and technicians have met globally recognised professional standards.”
The Diploma is tailored to the unique challenges of bulk liquid storage and includes a comprehensive curriculum that covers everything from process safety to emergency response and technical operations.
Oikos’ Arunan Sriskanda added; “The Diploma provides a clear pathway to knowledge, experience and capability - which are key components of our competency assurance. Having a standard for Operators across the sector will help the career progression of staff which will, in turn, help increase the standards we set within the bulk storage sector.”
The collaboration behind Aaron’s achievement
Aaron’s accomplishment is not just the result of his own determination but also of a wider collaboration between the TSA, IChemE, and Reynolds Training, who have been working together to ensure that qualifications like the Level 3 Diploma align closely with the needs of the sector and provide clear routes for continuous professional development.
This collaboration has been particularly focused on making the EngTech qualification more accessible to operators within the bulk storage industry. By streamlining the process and integrating career
development pathways into existing training frameworks, the sector is better positioned to meet its evolving challenges, particularly in safety and operational efficiency.
The partnership between TSA, IChemE, and Reynolds Training is not only about training for today’s needs but also about preparing for the future. As the bulk storage sector continues to innovate, particularly in response to energy transition and sustainability pressures, having a pipeline of skilled and qualified operators is more important than ever.
As John Reynolds puts it: “Whilst Reynolds Training and the wider sector have developed not only the apprenticeship route and associated L3 BSOT standards, our collaboration has attracted an independent body like IChemE to award it their stamp of approval. That encourages wider collaboration across the sector where learning not only evolves, but is shared.”
Alongside this collaboration with IChemE, Reynolds is strengthening their drive with the TSA Skills Committee whilst, at the same time, developing alliances with SIASwhich is the End Point Assessment Organisation for the Apprenticeships Reynolds offers. SIAS has also recently become a recognised Awarding Organisation in its own right. Collaborating ever-moreclosely with organisations like SIAS and the others is essential because it
not only adds value but also structure to qualification routes and career pathways.
A pathway to future success
Aaron’s achievement highlights the critical role that structured qualifications play in developing the next generation of leaders in the bulk storage sector. The career pathways being built by TSA, IChemE, SIAS and Reynolds Training ensure that operators and technicians have the opportunity to advance, both technically and professionally.
For Aaron, the future looks bright: “The Level 3 Diploma and the professional recognition from IChemE have already enabled me to push my career forward by demonstrating ‘I can do the job’. They also enable me to explore higher level qualifications.”
Steven Gasser, of IChemE, confirmed that this is very much the point of awarding registration to those who have completed the Diploma: “It provides an opportunity for those working in bulk storage to engage
with IChemE and explore how they can become registered to further demonstrate the competence, expertise and specialism in the sector.”
For his part, John Reynolds greatly values the collaboration with bodies like IChemE, TSA and SIAS as this underpins his goals to strive forward in continuous development and improvement of the career pathways - which will lead to greater career opportunities for workers and greater efficiency and flexibility for the employers.
With structured career pathways, the bulk storage sector is setting the stage for a new generation of skilled professionals. Aaron’s story is just the beginning, and his success should serve as inspiration for those who follow.
As his boss, Arunan, put it: “Aaron’s achievement can show others that continuous professional development is attainable within the bulk storage sector. Closer to home, I hope Aaron’s
achievement inspires his fellow Oikos colleagues to adopt a similar approach.”
Author
John Reynolds, Managing Director, Reynolds Training Services
About Reynolds Training Services
Reynolds Training Services creates and delivers health & safety training and process training, as well as competency management, to build future-focused career pathways for the high hazard industries, covering everything from plant, through logistics, to tank storage. Our courses are underpinned by internationally recognised awarding bodies including NEBOSH, IOSH and GQA.
As a registered Apprenticeship Training Provider, we founded the UK’s first Bulk Liquid Storage Apprenticeship. We also provide bespoke training to meet the needs of our sector today and into the future of energy transition. Always keen to drive forward digital transformation in our sector, we are pioneering the use of 3D VR technology in our training delivery.
It is paramount organisations implement a drug testing programme to foster a safer, more productive, and reliable workplace. Drug use can impair an employee’s judgment, focus, and coordination, which can increase the likelihood of accidents, especially in our industry. By screening for drug use, organisations can help prevent workplace accidents, reduce injuryrelated costs, and protect both their employees and the public.
Drug testing also encourages a culture of responsibility and accountability, discouraging substance abuse that could lead to decreased productivity, absenteeism, or compromised work quality. A strong stance on drug use can improve the organisation’s reputation, making it a more attractive option for high-quality candidates who value a professional and safe work environment.
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Advanced Ice Cleaning (AIC™) is a technology WSG has developed, which offers a revolutionary approach to cleaning un-piggable pipelines and complex system.
WSG Energy Services is a trusted partner to the energy sector, delivering innovative, tailored solutions for pipeline maintenance, commissioning, and decommissioning globally.
Known for its expertise operating in complex environments, WSG combines advanced technology with rigorous safety standards, positioning itself as the market leader across key areas including gas infrastructure, refining, FPSO, mining, decommissioning, offshore projects, process and pipeline management.
Advanced Ice Cleaning (AIC™) is a technology WSG has developed, which offers a revolutionary approach to cleaning un-piggable pipelines and complex system (e.g. heat exchangers), designed to tackle configurations that have historically been deemed impossible to clean with traditional methods.
Benefits of Advanced Ice Cleaning
WSG’s AIC™ solution is a unique approach, that utilises high-solids ice slurry - to tackle the rigorous cleaning demands of complex pipelines and systems. Ice slurry is pumped under pressure to create wall shear stress, dislodging contaminants and adhered debris within pipelines. The ice slurry flows like a liquid yet retains the abrasive nature of a solid, making it well suited to complex, multi-diameter pipe networks which conventional methods often struggle to clean. This method also distinguishes itself in sustainability; upon completing its cleaning cycle, the ice slurry melts back into its original constituents, (typically salt and water), eliminating the need for chemical agents and reducing environmental impact.
WSG’s AIC™ solution offers a range of advantages, making it a powerful and efficient choice for pipeline cleaning. Requiring minimal enabling works, it can reduce the impact on concurrent operations. AIC™ can also reduce overall duration & project cost, allowing systems to be cleaned in situ, eliminating the need for mechanical intervention or subsequent leak testing. Its flexibility accommodates variable pipe sizes, enabling seamless cleaning of complex configurations, including pipelines traditionally deemed un-piggable due to challenging topologies or geometries. It effectively removes sand, wax, dust, and rust. Additional additives such as caustic soda or hydrochloric acid can also be incorporated to tackle
tougher contaminants. The process also allows for gradual entrainment of debris, reducing risks associated with blockages, as any potential restriction can simply be left to melt.
In a recent project, WSG delivered a 40 m³ slug of ice slurry to address the unique challenges presented by an 8.7 km, multi-diameter methanol pipeline. This operation required an advanced solution capable of handling diverse pipe diameters and layouts, that would have not been possible using conventional cleaning techniques. The application of ice slurry here not only underscored the technology’s flexibility, but also expanded its envelope of operations in the pipeline industry, opening new avenues for de-inventorying challenging systems.
Steve Wheeler, WSG’s AIC™ Project Lead explained, “The primary objective of this project was to ensure the safe de-inventorying of the multidiameter methanol pipeline (ranging in sizes from 6”>24”), removing the potential for environmental harm from leaks and enabling a reduction in its hazard classification from high to low. This transition would ease the regulatory and administrative requirements typically associated with high-hazard pipelines, allowing for its future decommissioning and removal.”
“A significant secondary aim was the
recovery of the high-purity methanol contained within the pipeline.”
At the time of the project, the methanol, amounting to approximately 970 m³, was valued at around $600,000 USD. So, reclaiming as much medical grade methanol, (99.9% pure), as possible for reuse or sale, aligned with the project’s sustainable decommissioning goals. Together, these aims demonstrate WSG’s commitment to safety, economic viability, and environmental responsibility, showcasing the strengths of its Advanced Ice Cleaning solution, for overcoming complex decommissioning challenges.
The successful de-inventorying of this intricate, multi-diameter methanol pipeline using WSG’s Advanced Ice Cleaning™ solution has set a new standard in pipeline cleaning technology. By deploying a 40 m³ slug of high-solids ice slurry, WSG achieved thorough decontamination of the 8.7 km pipeline while also reclaiming over 75% of the saleable methanol, of which 80% was expected to be lost from water flushing – preserving its economic value and supporting sustainable decommissioning practices.
WSG’s ice slurry technology demonstrates remarkable flexibility and effectiveness, handling complex configurations and varying pipe diameters without risking blockages. This approach successfully reduced
the pipeline’s hazard rating from high to low, minimising environmental risks and easing regulatory burden leaving only 0.03% methanol in the pipeline (the original target was >0.5%).
As the oil and gas industry seeks safer, more environmentally responsible methods for pipeline maintenance and decommissioning, WSG’s AIC™ solution offers a powerful, effective tool for tackling the industry’s most challenging pipeline projects.
WSG Energy Services is a global leader in pipeline management, maintenance, and decommissioning, known for its innovative solutions and unwavering commitment to safety and decarbonisation across complex energy projects. Headquartered in Normanton, West Yorkshire, WSG’s UK operations span key locations in Great Yarmouth, Immingham, Middlesbrough, and Cramlington. Internationally, WSG provides its expertise across The Netherlands, Germany, France, UAE, Singapore, Malaysia, Indonesia, Canada, USA, Australia, and China, ensuring clients worldwide receive the highest standard of service.
For more information, visit https:// wsgenergyservices.com/
CONTAINER TERMINAL • BERTSCHI’S NEW CONTAINER TERMINAL IN ANTWERP PROVIDES ANOTHER LINK IN ITS NETWORK OF MULTIMODAL CHEMICAL LOGISTICS FACILITIES IN EUROPE AND BEYOND
BERTSCHI HAS BEGUN, operations at its newly completed Antwerp Zomerweg Terminal (AZT). Strategically located in Europe’s largest integrated chemical cluster, the terminal will focus on the storage of dangerous and non-dangerous products in tank containers and trimodal transport services by rail, barge and truck.
Located across from Bertschi’s Antwerp subsidiary and next to its established Plastics Hub, this terminal strengthens the group’s service offerings in one of the globe’s most critical logistics hubs. CEO Jan Arnet explains more: “We’re thrilled to expand our logistics capabilities here in Antwerp. This terminal brings us closer to our customers, with specialised solutions for storage, import, export and intermodal distribution of liquid DG chemicals backed by cutting-edge safety and technology. We look forward to further growth at AZT and continuing our commitment to innovation in the industry.”
The AZT terminal has permits for the storage of dangerous goods of Classes 3, 4.1, 5.1, 5.2, 6.1, 8 and 9. Bonded storage services
are also being offered, and products may be heated at the terminal with 60 heating slots and a high level of process automation.
Covering an area of some 60,000 m², the AZT terminal is designed for high-capacity chemical logistics, with dedicated space for the product storage of more than 2,500 TEUs in containers, including 1,290 TEUs specifically allocated for dangerous goods in tank containers. Equipped with advanced safety features such as fire-resistant zones, redundant fire pumps, and a remotely operated gantry crane, the terminal guarantees the Bertschi standard of secure and efficient operations. Together with its facility in Rotterdam and hubs in Jurong Island, Singapore and Zhangjiagang, China, Bertschi is ideally equipped to manage the increasing global import/export trade of chemical products.
The state-of-the-art facility is an important milestone in Bertschi’s strategy to support sustainable and secure global chemical supply chains. With four rail sidings of 650 meters, AZT is designed to accommodate full
trains, enhancing intermodal options for its customers and ensuring a seamless flow of goods from overseas origins to end destinations between storage, barge, rail and truck.
This makes AZT the ideal hub for imports and exports from overseas, with barge service from the deep-sea port via a neighbouring provider, product storage in tank containers at the terminal, and integrated intermodal first and last leg transport throughout Europe.
In other news, Bertschi has taken delivery of its 1,500th DAF truck. “These DAF trucks play a crucial role in ensuring efficient first and last mile deliveries within Bertschi’s intermodal operations, complementing the company’s focus on sustainable and integrated transport solutions,” says executive chairman Hans-Jörg Bertschi.
“The New Generation DAF has proven itself to be both reliable and highly efficient. Our drivers appreciate the luxurious and comfortable cabs,” Hans-Jörg adds. “Additionally, the full suite of the latest state-of-the-art safety systems perfectly aligns with our highest standards of safe transport. Moreover, the New Generation DAF can run on HVO and biodiesel. This is crucial as it gives us greater flexibility in utilizing renewable fuels, supporting our efforts towards a more sustainable future.”
Bertschi currently operates a fleet of some 1,000 trucks, along with more than 46,000 tank and dry bulk containers. www.bertschi.com
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Schenk Tanktransport has acquired Suttons Tankers Holdings from the Sutton and Broadhurst families. The transaction covers all of Suttons’ UK road tanker operations and does not include the group’s international tank container operation nor overseas subsidiaries.
Netherlands-based Schenk currently focuses on the transport of liquid chemicals, gases, fuels, biofuels and foodstuffs in the Benelux countries and Germany; it has more than 1,750 employees and turnover of some €300m. Its acquisition of Suttons Tankers will extend its footprint into the British Isles and into new product areas. Suttons Tankers, which will be rebranded as Schenk UK, will continue to be led by managing director Michael Cundy.
John Sutton, CEO of Suttons Group, says: “The family have operated in the road transport market for almost 100 years, with the business originally being founded by our grandfather, Alf Sutton. It has developed rapidly over the last 10 years under the current management team growing a significant presence in the UK market. Schenck are a company with a very similar history and culture, and we believe that they are the right owners to take the business to the next stage of its development.
“I would like to thank the management and employees for their dedication and support over the years and wish them a long and happy future as part of the wider Schenk family where I am sure it will thrive and grow. The family will continue to own Suttons International Limited, and the deal will allow us to focus our future efforts on its continued development and growth.” www.schenk-tanktransport.com
Stolt Tank Containers (STC) has announced a strategic partnership with Project44, a global leader in supply chain visibility, to enhance its
mySTC platform. This partnership aims to provide STC’s customers with unprecedented real-time visibility into their global shipments, bringing a new level of control, transparency, and efficiency to liquid logistics.
The integration of Project44’s cutting-edge technology into the mySTC platform will allow STC to offer customers real-time tracking of their tank containers at every stage of the supply chain, from departure to final destination. This level of visibility empowers businesses to better manage their shipments, anticipate potential risks, and make informed decisions to optimise their operations. Initially available during a trial period, the feature will become exclusively accessible to customers who book shipments digitally.
www.stolttankcontainers.com
De Rijke has introduced a new real-time track and trace system, Shippeo, designed to improve and simplify its service offering. The platform offers fast access to cargo tracking across all
modalities and interfaces with more than 1,000 systems, providing exact real-time insight and Transport Process Automation. The state-ofthe-art algorithm guarantees unparalleled ETA accuracy, enabling proactive issue anticipation, effective exception handling, and accurate monitoring of CO2 and greenhouse gas (GHG) emissions.
The implementation of the new digital tool will not affect the current processes. Instead, it serves as an enhancement, allowing De Rijke to share real-time tracking information with a simple link. This add-on provides greater visibility into transport streams, making it easier to track shipments and stay informed.
“This development marks a significant step towards our commitment to embracing digital transformation and elevating customer satisfaction,” the company says. “By continuously adopting innovative solutions, we not only streamline processes but also add value for our clients through improved transparency and service quality.”
derijke.com
Odyssey Logistics has acquired OctoChem, a chemical sample fulfilment solutions provider based in Vandalia, Illinois. “OctoChem’s established reputation in chemical sample fulfilment and its central US location complement Odyssey perfectly,” says Bob Boyle, president of Managed Services at Odyssey. “By combining our strengths, we can offer a more seamless and responsive solution for customers who rely on efficient and compliant sample logistics.”
The acquisition of OctoChem strengthens Odyssey’s multimodal chemical sample fulfilment services, expanding its warehousing network and enhancing its global reach. Additionally, the acquisition accelerates Odyssey’s growth in value-adding services such as third-party logistics, ecommerce and enhanced regional service. “Demand for Odyssey’s services has continued to grow, and the acquisition of OctoChem reflects our commitment to meeting that demand,” Boyle adds. “This acquisition allows us to not only expand our service offerings but also strengthens our ability to deliver tailored logistics solutions that align with our customers’ evolving needs.” www.odysseylogistics.com
Abbey Logistics Group has acquired Gussion Transport and Widnes Tank Container Services (WTCS), based in Widnes, UK. The acquired business includes a facility located next to the Mersey Multimodal Gateway, complementing Abbey’s existing Liverpool base. The acquisition in Abbey’s first since it was itself acquired a year ago by Belgium-based SITRA Group, which is aiming to consolidate the European logistics sector.
“This is an exciting time for Abbey Logistics Group and we welcome the customers and employees of the two businesses to our wider group,” says David Patten, CEO of Abbey Logistics. “Acquiring this space for our development is not only a significant step in our growth journey, but also a key enabler of our future success. It has been a pleasure
working with the Gussion family to help close this deal, and we look forward to leveraging this new space to strengthen our operations in Liverpool and the North West. This facility is perfectly positioned to support our expanding team and growing customer base.”
Michaela Foster, Gussion’s transport director, adds: “This was the change we needed – a fresh start for our business, and we couldn’t be happier to have found a partner who shares similar values of customer service and operational excellence. We will continue operating as Gussion and WTCS, whilst benefiting from being part of a bigger family.” www.abbeylogisticsgroup.com
Mitsui OSK Lines (MOL) is to build a new warehouse in the port of Kobe, Japan, to handle dangerous goods and general import/export cargo. The warehouse, which will be operated by MOL subsidiary Japan Express, will have one three-storey warehouse for general goods, with a floor area of some 12,000 m2, and two single-storey warehouses for dangerous goods regulated under the Fire Service Law, with a total area of some 2,000 m2. All warehouses will be built on raised floors to protect from storm surges, and will be equipped with emergency power generation. Opening of the new facility is scheduled for spring 2026.
The new facility forms part of MOL’s recently announced plan to transform its
business portfolio to ensure profitability even during shipping recessions; this ‘Blue Action 2035’ plan includes the development of logistics infrastructure projects both in its home market of Japan and elsewhere in south-east Asia. www.mol.co.jp
South Coast Logistics has been named National Haulier of the Year 2025 and the Overall Irish Haulier of the Year 2025 in the Fleet Transport Awards. “As we proudly celebrate 49 years of excellence, these accolades are a testament to the hard work, dedication, and unwavering commitment of our entire team,” says commercial director Richie O Flynn. “Our success in the Logistics and Pharma sectors reflects our commitment to delivering reliable, innovative, and top-tier service to our customers. These awards further cement Fleet Transport’s position as a standout, multi-faceted service provider in Ireland, and set the stage for even greater success as we approach our 50th year in business.”
South Coast Logistics is meanwhile progressing with its revolutionary Inland Port Terminal at Ballycoolin, Dublin. This facility will offer a wide range of services, including storage for over 220 laden and empty containers, tank container lifting, washing, heating, repairs and comprehensive logistical support – all within one fully integrated site. www.southcoast.ie
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•
SURVEY • BUSINESS CONDITIONS IN THE UK SEEM TO BE IMPROVING BUT GLOBAL FACTORS ARE KEEPING COSTS HIGH AND CAUSING SEVERE DISRUPTION, CBA’S LATEST SUPPLY CHAIN SURVEY SAYS
CHEMICAL DISTRIBUTORS IN the UK are reporting some level of stabilisation in their business, identifying areas for optimism after several quarters of downbeat performance. Those opinions came through in the latest quarterly supply chain survey conducted by the Chemical Business Association (CBA), involving its members in the manufacturing, distribution and logistics sectors of the supply chain and wider chemical industry.
The results for the third quarter of 2024 confirmed, though, that serious issues remain. Half of all those who responded said that orderbooks and future sales prospects were the same as they were three months earlier, while 55 per cent said their current sales have not changed since the second quarter 2024.
While the results generally indicate a flat
market, there was a marginal 5 to 10 per cent decline since the second quarter in the number of respondents who expected improvements across these categories, both in terms of comparison to the previous quarter and predictions for the future.
They do, however, represent a significant improvement over the same period in 2023, particularly pertaining to current sales figures, with the latest survey showing 20 per cent of respondents reporting that current sales have improved since the previous quarter, compared with only 9 per cent a year ago.
The stabilising trend continues when considering current sales margins, where over three quarters of those who completed the survey reported no change compared to the previous quarter. Some improvements are
projected, with 18 per cent expecting the coming quarter to result in better sales margins, whereas no respondents predicted an increase this time last year.
Small signs of improvement can also be seen when analysing the responses concerning the topic of logistics issues with imports or exports. The number of respondents reporting road haulage capacity problems both in the EU and UK has dropped by half since the previous quarter and only 16 per cent are reporting issues pertaining to the Ukraine/ Russia conflict, compared with 31 per cent in the mid-year survey and 38 per cent at this point last year.
Despite this, escalating shipping costs remain a serious problem. While there is a 10 per cent improvement on the previous survey, a huge 57 per cent of respondents are still experiencing issues because of increasing shipping costs, compared to only 21 per cent in the same period last year. Disruptions relating to the Red Sea and Suez Canal situations are also ongoing, with 57 per cent identifying this as a key issue affecting their operations. Other business-limiting factors cited by respondents were longer transit times, UK REACH regulation uncertainty and the recent port strikes in the US.
Tim Doggett, CBA’s CEO, says: “The latest survey, whilst mildly encouraging as it does show some signs of stability and very limited improvements, does highlight the impact and effects European, also global, macroeconomic events can have on the chemical supply chain and indeed the wider chemical industry not to mention economy.
“The issues described in the survey, particularly relating to import and export disruptions, is of the upmost importance to the Association as it continues to navigate these challenges with the new government, stakeholders and industry leaders, not only on behalf of our membership, but to the benefit of the entire chemical supply chain. CBA continues to lobby and advocate on behalf of the chemical supply chain for swift and seamless solutions to the sector’s most disruptive issues,” Doggett concludes. www.chemical.org.uk
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BUSINESS • SAFIC-ALCAN IS HEADING INTO THE INDIAN MARKET FOR THE FIRST TIME, WHILE ALSO CONTINUING TO EXPAND ITS ROSTER OF PRINCIPALS AND BUILD ON EXISTING DISTRIBUTION DEALS
FRANCE-HEADQUARTERED CHEMICAL
distributor Safic-Alcan has acquired a majority stake in Avees Biocos, a leading distributor of personal care chemicals in India. Based in Gurugram, Avees relies on a state-of-the-art innovation centre to develop unique formulation solutions for its clients.
“This is a strategic move for Safic-Alcan to diversify its activities in the Asia-Pacific region and reinforce its personal care footprint with strong synergies now across continents. We are delighted to join forces with Rahul and Avees Biocos team,” says Yann Lissilour, CEO of the Safic-Alcan Group.
Jose Lora, managing director of life sciences at Safic-Alcan adds: “We are lucky to have already been working with Avees Biocos for many years as our distributor for our SAFIC’Care® range. We feel that this is a very
natural next step to take with Rahul [Sawhney, managing director of Avees] and his very skilled team. I am delighted now that we can boast personal care activities in North and South America, Europe, Africa and Asia.”
Safic-Alcan has also been very busy this year lining up new and expanded distribution agreements. One new principal is Nippon Shokubai, with which Safic-Alcan now has a deal to handle its high-performance additives and non-ionic surfactants, covering most of western Europe apart from Iberia. “Nippon Shokubai has chosen to partner with Safic-Alcan due to their strong focus on Specialty Polymers, which aligns perfectly with our product line,” says Franky de Wilde, sustainable solutions manager at Nippon Shokubai Europe. “Their commitment to long-term business relationships, combined
with a dedicated sales team and a robust marketing program, offers a significant advantage in expanding our footprint in Europe. Additionally, Safic-Alcan’s dedication to sustainability and the strong cultural alignment between our companies made them the ideal partner for this strategic collaboration.”
“This partnership represents a significant milestone in our growth strategy,” adds Scott Inman, deputy development director for industrial specialities at Safic-Alcan. “By combining our resources and expertise with Nippon Shokubai’s innovative technologies, we can better serve our customers across Europe, providing them with high-quality solutions tailored to their specific needs. We are excited about the opportunities that lie ahead and are committed to delivering exceptional value to our clients.”
Safic-Alcan has also lined up a new distribution partnership with Carbon Waters, a French startup specialising in advanced sustainable additives. Under the deal, Safic-Alcan will supply high-performance graphene dispersions, under the name Graph’Up Oxi, to customers in Italy, Spain, the UK and Ireland. Safic-Alcan says the new product aligns with its “commitment to providing eco-conscious solutions without compromising on performance”.
“Carbon Waters’ graphene dispersion technology perfectly complements our environmentally responsible product range and reinforces our ability to offer state-of-theart anticorrosion solutions to customers in the region,” says Jean-Marie Schmuck, business development director, CASE and Industrial Specialties at Safic-Alcan. “Graph’Up Oxi is a significant advancement in protective coatings, enabling paint manufacturers to meet the increasing demand for coatings that stand the test of time in tough conditions.”
Elsewhere, Safic-Alcan has extended its long-running distribution agreement with SI Group to cover Poland, with Piotr Walis, managing director of Safic-Alcan Poland, saying: “This agreement enhances our ability to meet the needs of our customers in Poland with a broader portfolio of antioxidants and resins.” www.safic-alcan.com
RESULTS • BRENNTAG HAS EXPERIENCED A CONTINUED WEAKNESS IN SALES THIS YEAR BUT IS PRESSING ON WITH ITS RESTRUCTURING TO BE ABLE TO TAKE ADVANTAGE WHEN THE UPTURN COMES
BRENNTAG HAS REPORTED third quarter sales of €4.07bn, slightly down on last year’s €4.09bn, with operating gross profit edging up 1.9 per cent to €1.02bn. Pre-tax profit fell from €238.9m last year to €149.6m.
Commenting on the results, CEO Christian Kohlpaintner (below) says: “The chemical markets Brenntag is serving are experiencing an extended bottoming out of the industry cycle, characterised by strong competition and pressure on average chemical selling prices. In this challenging environment of the third quarter 2024, our teams in both divisions worked intensively to further grow volumes sequentially and thus succeeded in raising
gross profit year-over-year. Our cost-saving measures are showing positive effects and we made good progress in executing our divisional strategies.
“However,” Kohlpaintner continues, “we cannot be satisfied with the outcomes yet and need to step up our efforts. Performance improvement is key. While we pursue a targeted disentanglement of our divisions, we put strong emphasis on portfolio optimisation, differentiated steering, and cost-takeout. Our priorities are running our business in challenging times and doing our extensive homework. This creates the most value and serves the interest of our stakeholders best.”
Despite these ongoing challenges and the extended bottoming out of the chemical cycle, but based on its effective cost take-out measures and an encouraging start to the fourth quarter, Brenntag confirms its guidance for operating EBITA for the full year 2024 to be in the range of €1.1bn to €1.2bn.
One negative entry in the third quarter figures is a €63m loss related to the agreed sale of Raj Petro Specialties to Shell. Raj Petro, a manufacturer of finished lubricants, is a highly volatile business with fluctuating margins and manufacturing assets, which requires a different focus compared to the distribution business of Brenntag Essentials, the company notes.
Conversely, during the first nine months of the year, Brenntag made six acquisitions, with a total enterprise value of some €360m, strengthening key focus industries and geographies in both divisions in line with their strategies.
Despite the market headwinds, Brenntag continues to implement its ‘Strategy to Win’ across all four pillars, looking to lay the foundation for accelerated growth in the future. Brenntag says it will be leveraging its existing setup as ‘one Brenntag’ with two differentiated divisions, supported by a joint backbone of corporate functions, business services and IT. The stepwise, targeted disentanglement continues with a focus on areas with the highest value creation and differentiation potential, being the customerand supplier-facing front-end in the divisions. At the same time, Brenntag is prudently managing its cost base, executing cost containment measures, and focusing on running the business.
Next year will doubtlessly see more changes at Brenntag. One change that has already been signalled is that the supervisory board will be looking for a new CEO, as Christian Kohlpaintner has decided against renewing his contract that runs to 31 December 2025.
“Over the past five years, we have initiated the biggest transformation in our company’s 150-year history to position Brenntag for future growth,” Kohlpaintner says. “We have successfully completed the first step of the transformation and, with our two divisions, consistently aligned Brenntag with the changing and differentiated needs of our customers and suppliers. I am proud to have successfully shaped this development, which is crucial to Brenntag’s long-term success, together with my colleagues on the Board of Management and the entire Brenntag team.
“The decision was not an easy one for me. We have a lot of work ahead of us in the coming year, and I will continue to work on these tasks with full commitment until the end of my contract term. Our priorities are to improve the company’s operational performance and to execute our growth strategy. At the same time, we will continue to push ahead with our ambitious transformation program as a key prerequisite for Brenntag’s sustainable success.”
corporate.brenntag.com
• BODO MÖLLER HAS HAD PLENTY OF SUCCESS IN ASIA LATELY SO IT COMES AS NO SURPRISE THAT THE REGION ALSO FEATURES HIGHLY IN ITS EXPANSION PLANNING
BODO MÖLLER CHEMIE has established a subsidiary in Japan, Bodo Moeller Chemie Japan KK, with an office in Tokyo and warehouse in Nagoya. The new unit will, the company says, allow it to efficiently serve customers throughout Japan, tapping into the country’s robust manufacturing capabilities, particularly in sectors such as automotive, batteries for electric vehicles, electronics manufacturing, and aerospace.
Frank Haug, CEO of Bodo Möller Chemie Group, says: “I am delighted to make this significant investment in Japan, a market that represents multiple lucrative opportunities for Bodo Möller Chemie. Our projected growth in Japan will dovetail with the consistent double-digit increase in revenues we have achieved every year in Asia since 2015. This expansion is a crucial step in broadening our geographical footprint and offering customers worldwide an exceptional range of products
and decades of expertise.”
Julian Bashore has been appointed as managing director of the Japanese subsidiary. He says: “ I will leverage Bodo Möller Chemie’s vast product portfolio with my experience in building businesses to win new customers in this opportunity-rich country. In addition to my plans for achieving sustainable organic growth, I also see acquisitions as a complementary approach to expanding our presence more swiftly in the Japanese market.”
Bodo Möller has also launched a new Life Sciences business covering India and the Middle East, adding a further major business line alongside its established Formulated Systems and Industrial Raw Materials divisions. The new unit will offer a comprehensive portfolio of raw materials and
ingredients for the human nutrition, pharmaceuticals, personal care, home care, and industrial and institutional care sectors.
“With the launch of our Life Sciences business in the IMEA region, we are ready to meet the growing demand for high-quality raw materials and chemicals,” says Frank Haug.
“This initiative represents a new strategic dimension for our company, allowing us to diversify and strengthen our position in the Middle East market.”
“As a complexity reducer and solutions provider, we are committed to offering a diversified product portfolio, qualified technical support, and superior logistics services,” Haug adds. “Our entry into the life sciences market in the IMEA region is a significant milestone that is in line with our long-term vision and strategic goals.”
Meanwhile in China, the company is in exclusive discussions regarding the potential acquisition of the distribution activities of Rocktin, which is a specialist in adhesives. The acquisition would enable Bodo Möller to integrate most of Rocktin’s distribution operations, offering an exceptional opportunity to extend its product portfolio and deepen partnerships with key principals in Asia.
“This collaboration will harness the complementary strengths of both companies, positioning Bodo Möller Chemie as a premier distributor of adhesives and specialty chemicals in the region,” the company states. “Additionally, Rocktin customers would gain access to a global network and enhanced technical support through Bodo Möller Chemie’s newly inaugurated laboratory facilities in Shanghai, providing state-of-theart testing and formulation services.”
Frank Haug adds: “This acquisition aligns perfectly with our growth strategy, allowing us to reinforce our presence in Asia and enhance the support we provide to both our partners and customers. We are constantly exploring strategic opportunities worldwide to position ourselves as the leading distributor in specialty chemicals. The integration with Rocktin will be a pivotal step in strengthening our market position in APAC, and we are thrilled to bring together the expertise and innovation of both companies.”
bm-chemie.com
Shrieve Chemical has acquired Connection Chemical, a full-service distributor of industrial chemicals and fine ingredients based in Newtown, Pennsylvania. Connection was founded in 2010 and has stocking locations throughout the US, multiple deep-draft storage tanks, and in-house logistics capabilities that seamlessly connect customers to the global chemical market.
The acquisition broadens Shrieve’s product portfolio and enhances its global sourcing capabilities, the company says. Additionally, the combination enables Shrieve to strategically extend its existing product lines to Connection’s customers while introducing Connection’s offerings to new and established clients.
“I am excited to welcome Connection Chemical into the Shrieve Chemical family,” says George Fuller, CEO of Shrieve. “This transaction reflects our ongoing commitment to expanding the products and capabilities we offer our customers. The Connection team has built a world-class business with industryleading product import capabilities, deep supplier relationships, and a diverse product portfolio serving attractive end markets. In partnership with Frank Farish and the Connection team, we look forward to delivering even greater value to our customers and supplier partners.”
www.shrieve.com
Telko has acquired Hamburg-based Polyma Kunststoffe, a distributor of well-known engineering plastics. The acquisition provides Telko access to the German market, which is the biggest plastics market in Europe. Telko says its strong supplier relationships and customer expertise combined with Polyma’s business portfolio create the prerequisites for significant business development. The current
CEO Alexander Maul will remain as the company’s CEO.
“The transaction strengthens our engineering plastics business and opens new markets for Telko in Germany and neighbouring countries. This is yet another step of Telko’s compounder strategy, which focuses on high value-added products and further growth,” says Mikko Pasanen, CEO of Telko.
In other news, Castrol has appointed Telko as its exclusive distribution partner for automotive products in Denmark, where Telko already handles its industrial products. Telko Denmark’s role as a centralised provider will ensure that customers can easily obtain Castrol’s complete line of advanced lubricants, greases, coolants and other fluids, eliminating the complexity of coordinating with multiple distributors.
“Our joint approach together with Castrol has always been based on creating value to our customers by enabling them to reach their goals,” says Per Rosenberg, vice-president of
Telko Group. “Now we’re developing further in Denmark and fully utilising our Telko Lubricants capabilities and skilled local teams. We look forward to growing together and providing the best service and support to customers.”
www.telko.com
Azelis has agreed to acquire Haarla Oy, a specialty distributor of food ingredients and industrial chemicals based in Finland. Azelis says the acquisition will strategically enhance its lateral value chain, reinforcing its footprint in Life Sciences and Industrial Chemicals in the Nordics. Haarla, based in Tampere, was founded in 1962 and has 31 employees. The transaction is expected to close by the end of the year.
Gert Schnoor, managing director of Azelis Nordics, says: “The addition of Haarla to the Azelis group is consistent with our objective to strengthen our position in the markets we
serve. Leveraging the local expertise of the Haarla team, this acquisition allows us to better serve our customers in Finland and Sweden with a broader portfolio and innovative solutions, thereby reinforcing our market position in the Nordic region.” www.azelis.com
IMCD has acquired Blumos Group, which includes Importadora y Distribuidora Blumos, Transportes Blumos and Comercial e Industrial Solutec in Chile, Sonutra Blumos in Peru and Blumos SA in Argentina. Established in 1945 and headquartered in Santiago, Chile, Blumos distributes a comprehensive portfolio of specialty ingredients and chemicals for the food, pharmaceutical, and industrial markets across Latin America.
“The Blumos Group is a perfect cultural and strategic fit with IMCD. Through the strong and complementary supplier and customer relationships fostered by Blumos over the years, IMCD is poised to further expand its business in Latin America,” says Nicolas Kaufmann, Latin America president, IMCD.
Blumos employs around 160 people and in 2023 recorded sales of some $54m. www.imcdgroup.com
LBB Specialties has expanded operations into Puerto Rico and Latin America, appointing industry veteran Albit Negron as business development director, Life Sciences for the region.
“We are excited to enter the Puerto Rico and Latin America markets at a time of rapid growth in the life sciences sector,” said Seth Burns, senior vice-president of Life Sciences at LBB Specialties. “Our expansion aligns with our strategic growth plans as well as our commitment to providing customers with the essential ingredients and expertise they need to succeed.”
LBB Specialties says it will leverage its extensive product portfolio, industry knowledge and strong supply chain to deliver exceptional value to pharmaceutical, biologics, and medical
device companies in the region. By combining local market expertise with LBB Specialties’ global resources, the company aims to accelerate innovation and support the development of life-saving products. www.lbbspecialties.com
Oqema has returned to family ownership after partnering with Hannover Finanz since 2014. “Hannover Finanz has been a true growth partner, enabling us to achieve extraordinary milestones,” says Hartmut Kunz, CFO of Oqema. “From significantly increasing turnover to facilitating over 40 acquisitions, their support has been invaluable. It’s been an incredible journey, and we are deeply grateful for their trust and collaboration.”
The partnership had always been envisioned as a temporary measure and the Overlack family decided the time was right to return to full ownership. “This choice allows us to maintain independence, stay agile in a dynamic market, and deepen our commitment to the values that have defined OQEMA for generations,” says Peter Overlack, chairman of the Supervisory Board (above).
“While challenges like economic uncertainty or global crises may arise, they will not deter us,” Overlack adds. “With focus, courage, and vision, we look forward to the next 100 years and the opportunities they hold. Together, we
will continue to build a brighter future, honouring our tradition of humility, wisdom, and strong connections with our Oqema team.” oqema.com
BIESTERFELD INTO THE BALTICS
Biesterfeld Group has established a new subsidiary, Biesterfeld Baltic, headquartered in Riga, Latvia. Aurelijus Vaisnoras has been appointed as general manager. The new company will offer an extensive range of specialty chemicals, polymer and rubber products, leveraging the Biesterfeld Group’s global network of suppliers and partners.
Customers will benefit from local presence, high-level service and a portfolio tailored to the specific needs of the Baltic market, the company says.
“By founding Biesterfeld Baltic SIA we are strengthening our footprint in the Baltic states as part of our geographical expansion strategy,” says Peter Wilkes, member of Biesterfeld’s executive board. “Riga, with its central location and well-developed infrastructure in the Baltics, serves as an ideal hub for our operations in the region. In Aurelijus Vaisnoras we have found a long-standing partner with many years of experience in our industry and in-depth knowledge of the markets in the region to drive our business forward. I am looking forward to a successful cooperation.”
www.biesterfeld.com
COHMED
JANUARY 27-31, COSTA MESA, CA
Annual conference of the Cooperative Hazardous Materials Enforcement Development (COHMED) programme https://cvsa.org/eventpage/events/cohmedconference/
Internationale Gefahrgut-Tage Hamburg 2024
FEBRUARY 17-18, HAMBURG
40th annual conference on dangerous goods transport (German language) www.ecomed-storck.de/Veranstaltungen/ Internationale-Gefahrgut-Tage-Hamburg-2025Veranstaltung-Hamburg-17-18-02-2025.html
International Energy Week
FEBRUARY 25-27, LONDON
Annual week of meetings, conferences and seminars (formerly ‘IP Week’) www.ieweek.co.uk
Hazardex 2025
FEBRUARY 26-27, HARROGATE Conference and exhibition on hazardous area operations and personal protective technology www.hazardex-event.co.uk/Hazardex-live.aspx
AFPM Annual Meeting
MARCH 2-4, SAN ANTONIO
AFPM’s annual meeting for refiners and marketers www.afpm.org/events/AnnualMeeting2025
Battery Recycling Europe
MARCH 5-6, LONDON
Fifth annual conference for the battery recycling and manufacturing sectors www.wplgroup.com/aci/event/battery-recyclingeurope/
PPC Spring Meeting
MARCH 9-11, SAN ANTONIO
Bi-annual meeting and tradeshow of the Petroleum Packaging Council www.ppcouncil.org/upcoming-meetings.php
ChemCon The Americas 2025
MARCH 10-14, BOSTON
Global conference on chemical regulation https://chemcon.net
StocExpo 2025
MARCH 11-12, ROTTERDAM
The main annual exhibition and conference for the European tank terminal industry www.stocexpo.com/en/
FETSA Annual Conference
MARCH 12-13, ROTTERDAM
Annual meeting of the Federation of European Tank Storage Associations, alongside StocExpo
https://fetsa.eu/annual-conference/
WPC 2025
MARCH 17-21, HOUSTON
40th World Petrochemical Conference https://wpc.spglobal.com/index.html?/summary
LogiChem
MARCH 18-20, ROTTERDAM
Chemical supply chain and logistics conference
http://logichem.wbresearch.com/
Intermodal Asia
MARCH 19-21, SHANGHAI
Annual exhibition for the Asian intermodal sector www.intermodal-asia.com
BADGP
MARCH 20, COVENTRY
Annual AGM and seminar of the British Association of Dangerous Goods Professionals www.badgp.org/
AFPM IPC
MARCH 23-25, SAN ANTONIO
AFPM’s annual International Petrochemical Conference www.afpm.org/events/IPC25
IATA World Cargo Symposium
APRIL 15-17, DUBAI
Annual global conference on air cargo www.iata.org/en/events/wcs/
International Chemical & Product Tanker Conference
APRIL 22-23, LONDON
Conference on tanker markets and trade www.rivieramm.com/events/internationalchemical-amp-product-tanker-conference-2025
NTTC Annual Conference
APRIL 22-24, TAMPA
Annual meeting of the National Tank Truck Carriers https://tanktruck.org/Public/Public/Events/ Annual-Conference/NTTC%20Annual%20 Conference.aspx
NISTM
APRIL 23-25, ORLANDO
National Institute for Storage Tank Management’s 27th annual international aboveground storage tank conference and trade show www.nistm.org
CVSA Workshop
APRIL 27-MAY 1, NEW ORLEANS
Meeting for industry, regulators and enforcers to improve commercial vehicle safety www.cvsa.org/events/cvsa-workshop/
MAY
COSTHA 2025
MAY 4-9, ATLANTA
Annual forum and expo of the Council on Safe Transportation of Hazardous Articles www.costha.com
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Date
22/10/24 Kigogwa, road tanker fuel Road tanker was involved in accident on Kampala-Bombo road, overturning and leaking fuel; locals came to Nile Uganda collect spilling fuel but leak was ignited by nearby charcoal stove; at least 26 killed in blaze Post
28/10/24 nr Rohtak, train firecrackers Fire broke out in train from Jind to Delhi, possibly due to short-circuit; fire ignited firecrackers being NDTV Haryana, India carried by a passenger, causing explosion; three passengers injured
29/10/24 Aqaba, road tanker sulfuric Road tanker with sulfuric acid overturned late at night on main road in outskirts of Aqaba; not clear how the Ammon Jordan acid accident happened but press photos showed no other vehicle; road closed while wreck was cleared News
31/10/24 Eluru, motorcycle fireworks Man on motorcycle was killed after he hit pothole, dislodging package of ‘onion bombs’ – a specialty NDTV AP, India firecracker for Diwali – that exploded; six other people badly injured
2/11/24 nr Threkeld, road tanker fuel Road tanker overturned on A66, spilling “significant” amount of unidentified fuel; some fuel reached nearby BBC Cumbria, UK Naddle Beck, causing fish kill; road closed for two days for extensive repairs; no injuries reported
7/11/24 Mawlamyine. road tanker fuel Driver killed, more than 20 others injured by explosion in road tanker making delivery at filling station; fire Xinhua Mon, Myanmar crews battled blaze for 3 hours, before second explosion that injured many rescue workers
7/11/24 nr Rotorua, road tanker bitumen Emergency services were alerted to bitumen tanker with leak on SH5 at Fairy Springs; tanker later caught Stuff New Zealand fire, causing road to be closed; no injuries reported
8/11/24 Queens, car gas Car belonging to plumber exploded, damaging nearby homes and cars; cylinders of natural gas (?) and ABC New York, US acetylene were regularly left in the car; thought that one had leaked and was ignited by doors unlocking
10/11/24 La Trinidad, road tanker diesel Road tanker suffered brake failure, crashed into roadside stall and overturned; vehicle caught fire, exploded; Manila Benguet, Philippines driver killed, more than 20 people injured, including emergency responders; nine homes destroyed Bulletin
20/11/24 Gandhidham, road tanker chemicals Worker was killed by explosion in ‘empty’ chemical tanker as he prepared to carry out welding work; reports Times of Gujarat, India suggest blast happened as he opened manlid; tanker was en route Kandla from Bhachau, stopped for repairs India
20/11/24 nr Wilmslow, road tanker ammonium Road tanker with fertiliser-grade AN overturned on A34 after collision, leaking some product; police said MEN Cheshire, UK nitrate there was no risk to the public but closed road in both directions; some spill reached River Bollin
22/11/24 Georgian Bay, road tanker propane Driver was killed in single-vehicle accident involving empty propane truck that overturned on Highway 400 CTV Ontario, Canada near Go Home Lake; road closed in one direction; investigation underway
24/11/24 Pune, road tanker LPG Tanker with 21 tonnes LPG overturned near Warje Bridge after driver lost control; no injuries reported, Times of Maharashtra, India despite cab detaching from trailer and crashing across road; substantial disruption to traffic India
Date
11/10/24 off Warnemünde, Annika bunker fuel Fire broke out after explosion in engineroom of bunker tanker (1,650 dwt, 2012) loaded with 640 t HFO; Meck’burg, Germany tanker was 3.5 miles offshore; all crew rescued; no sign of pollution Executive
13/10/24 Bay of Bengal, Captain LPG Fire broke out during lightering of LPG tanker (50,000 dwt, 1992) to B-LPG Sophia off Kutudbia; fire said Marine Bangladesh Nikolas to have started as hoses were detached; Captain Nikolas suspected of smuggling LPG from Iran Traffic
20/10/24 Pulau Bukom, pipeline crude oil Shell pipeline between Bukom and Bukom Kecil leaked oil to sea; Shell stopped flow of oil, deployed booms, NST Singapore dispersants; MPA alerted vessels to keep clear of area; no other slicks sighted
28/10/24 off Changi, Ines Corrado bunker fuel Some 5 tonnes bunker fuel overflowed during bunkering of bulker; operation was immediately halted; Malay Singapore MPA deployed dispersants, response craft; investigation under way Mail
30/10/24 Pennington, Jason xylene Barge with 6,200 t xylene being pushed by tug allided with Naheola Briege on Tombigbee River; no release NOAA Alabama, US Livingston of material seen; USCG requested hazard analysis
1/11/24 Gibraltar Strait Southern paraffin Chemical tanker (15,000 gt, 2016) collided with bulker Louisa Bolten, puncturing hull; some 600 t cargo Marine Puma sea; no injuries reported; both vessels underway for repairs Traffic
10/11/24 Tenerife, Rhine Maersk containers Containership heading from Abidjan to Algeciras diverted to Tenerife after fire broke out in a container, Marine Canary Islands spreading to other containers; crew brought fire under control; damaged boxes unloaded in Tenerife Traffic
Date Location
19/10/24 Khallikote, firecracker fireworks
Four children were seriously injured by explosion in illegal firecracker factory at house ahead of Diwali Orissa Odisha, India factory celebrations; roof of house was blown off in the blast; investigation underway Post
29/10/24 Charsadda, fireworks fireworks
One killed, three injured by explosion in fireworks unit in Ghareebabad area; explosion occurred during
KP, Pakistan factory preparation of fireworks, emergency services said; police investigating Times
11/11/24 Vadodara, oil refinery oil
“Huge” explosion at IOC refinery started in boiler, spread fire to storage tanks; some minor injuries but no
Gujarat, India fatalities; all workers evacuated
11/11/24 Monagas state, gas plant natural gas
Fire broke out on pipeline in PdVSA gas plant in eastern state; five workers injured; press images showed
Venezuela balls of fire, significant damage to facility News
12/11/24 Louisville, chemical chemicals
At least 11 people were injured by massive explosion at Givaudan Sense Colour plant; two-block evacuation
Kentucky, US plant zone, 1-mile shelter-in-place order; cause of blast not yet known; CSB investigating
18/11/24 Jacobs, factory chemicals
Three workers at unnamed factory were injured by explosion involving “some kind of chemical”; one died IOL KZN, South Africa later; cause unknown; police investigating
25/11/24 Aliaga, oil refinery crude oil
Powerful explosion in crude oil furnace of Turkish Petroleum Refineries plant rocked nearby residential
Izmir, Turkey areas; fire broke out after blast; some injuries; cause under investigation
26/11/24 Brighton, drill pad drilling Tank containing by-products of oil drilling operations exploded, caught fire, damaging two nearby homes; AP Michigan, US fluid no injuries reported; well site is adjacent to General Motors proving ground; cause under investigation
1/12/24 nr Pniewy, pipeline crude oil Rupture of Druzhba pipeline was discovered after locals smelled petroleum; PERN shut line down, sent TVN Szamotuly, Poland crews to assess damage and determine the cause; not clear if sabotage was involved; no fire or injuries 24
9/12/24 Calenzano, oil depot fuels
Five workers were killed, nine more injured by explosion at Eni fuel depot near Florence; investigators say ANSA Tuscany, Italy “extraordinary maintenance” work was going on; blast happened in loading area; prosecutions likely
“Fings ain’t what they used to be,” wrote Lionel Bart in the musical of the same name back in the 1960s. And “fings” ain’t what they were in the 1990s either, as we could not help but spot when trawling back through the December 1994 edition of HCB.
For instance, we reported on the case of the cargo ship Lady Carlese, on a voyage from Puerto Rico to Anguilla in January 1994. Its cargo shifted in heavy seas, leading the captain to seek shelter at Tortola in the British Virgin Islands, the vessel berthing with a heavy list to port. One container was damaged and some deck cargo lost. There was, though one container that, according to the manifest, was carrying bottles of rum; strangely, on inspection this turned out to be completely void of cargo. There were, though, a number of wild beach parties going on near the port.
Another containership caused some trouble in Germany the same month. The 2,500-teu Regina Maersk, inbound from Yokohama, swept into the Elbe, its wake overtopping the river banks; several cars parked near the Luhe-Mundung landing stage were carried away and nearby hot dog stands collapsed. River police promised an investigation but also pointed out that there was no speed limit on that stretch of the river.
Away from the water, we heard in April 1994 of the case of a Boeing 747 that had departed Kuala Lumpur for Perth having to turn back 90 minutes after takeoff; among its cargo were 190 goats in the hold, the heat generated by which had set off the fire alarm.
More recently, police at Surfers Paradise in
Queensland’s Gold Coast had to declare an exclusion zone and lock down a large part of the town after an underground explosion opened up a hole in Main Beach Parade. Sparks were seen coming from the hole and people were warned to keep away. Those already in the exclusion zone were asked to stay indoors until further notice.
Social media, always a reliable source of information, included this report: “I can’t believe what I just witnessed in surfers paradise out front of the 7/11 I almost pushed my baby in her pram over top of the explosion does anyone know what happened”. Full marks for on-the-spot reportage, nul points for punctuation.
And as you sit down at your Christmas dinner (other festivals are available) this year, spare a thought for the people of Tequila, a town in Jalisco, Mexico that is, surprisingly enough, the home of tequila. A fire broke out recently at the La Rojeña distillery of Casa Cuervo, the company that owns the Jose Cuervo brand. An explosion followed, which caused two tanks, each with nearly 60,000 gallons of alcohol, to collapse – according to our calculations, that works out at around 900,000 bottles down the drain.
That loss is overshadowed by the fact that five workers were killed by the explosion and two others badly hurt.
In 1994 we reported on one London schoolboy who, when asked to write about the harmful effects of oil on fish, said: “My mum opened a tin of sardines last night, it was full of oil and all the fish were dead.”
