HCB Magazine October 2023 by Enhesa Product

M O N T H LY

O C T O B E R

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TOTES PREPARED PACKAGING MANUFACTURERS GET BUSY WITH NEW PRODUCTS ISTARTING WORK ON THE NEXT ORANGE BOOK SHIPPING TOMORROW’S ENERGY TODAY CHALLENGES FACING DISTRIBUTOR

T H E

I N F O R M AT I O N

D A N G E R O U S

S O U R C E

G O O D S

F O R

T H E

I N T E R N AT I O N A L

P R O F E S S I O N A L

S I N C E

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UP FRONT 01

CONTENTS VOLUME 44

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NUMBER 09

UP FRONT Letter from the editor

Ineos Oxide expands Ovinto coverage

30 Years Ago

On the radar Blackberry adds Ex-rated radar

REGULATIONS

Paperless connection

Together again

Fort Vale quick to digitalised docs

UN experts reconvene in Geneva

Flying tonight IATA updates DGR for 2024

SAFETY

Double down

Pack it all in

Addressing methane losses Air lubrication for Kumiai

The world needs bigger ammonia ships TANKS & LOGISTICS

Product development at Schütz

News bulletin – industrial packaging

BACK PAGES Incident Log

Not otherwise specified

Conference diary

IBC

40 42

Embrace the Bear

How are you doing?

FureBear extends Vinga order 20

Pay it forward

Look east 26

Back to the future HGK extends low-water fleet

Another path Uni-Tankers happy with bio-bunkers

Lease is more

Publishing Manager Sarah Thompson Email: sarah.thompson@chemicalwatch.com Tel: +44 (0) 20 3603 2103

It’s the fizz VLAC the impeller

Advertising sales Sarah Smith Email: sarah.smith@chemicalwatch.com Tel: +44 (0) 203 603 2113

Good Greif

News bulletin – tanks and logistic

Managing Editor Peter Mackay, dgsa Email: peter.mackay@chemicalwatch.com Tel: +44 (0) 7769 685 085

INDUSTRIAL PACKAGING Investing in the right capacity

News bulletin – safety

Van den Bosch expands in the Balkans

32 34

Ideas for carbon dioxide transport

Seaco copes with normalisation

Hüni+Co expands repair network

Hoyer makes sustainability gains

News bulletin – chemical distribution

Partners in quality

NCB focuses container inspections

Chemical Express examines CSR

Fecc looks at the numbers

Gliding by 16

Life in exciting times

Slip slap 14

Many hands Come together to tackle cargo fires

ENERGY SHIPPING

Looking brighter Labelmaster survey shows confidence

CHEMICAL DISTRIBUTION

Information overdrive

NEXT MONTH 46

Up with the Joneses

Storage terminals – TSA report Chemical distribution – Fecc report

Seabulk, Crowley to merge fleets

Industrial packaging – IIPC report

News bulletin – tanker shipping

Sustainability

Publishing Assistant Francesca Cotton Designer Petya Grozeva Chief Operating Officer Stuart Foxon Chief Commercial Officer Richard Butterworth

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HCB Monthly is published by CW Research Ltd. While the information and articles in HCB are published in good faith and every effort is made to check accuracy, readers should verify facts and statements directly with official sources before acting upon them, as the publisher can accept no responsibility in this respect. ©2023 CW Research Ltd. All rights reserved

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30 YEARS AGO A LOOK BACK AT OCTOBER 1993

IN THOSE FAR-OFF pre-Covid days, the October number was always HCB’s bumper issue, timed to coincide with the EPCA Annual Meeting (or, in earlier days, the EPCA Logistics Meeting). Advertisers clearly felt that delegates to the event would have plenty of time on their hands around the hotel pools in Monte Carlo and signed up en masse to appear in that issue. But there was more than glad-handing going on in the magazine thirty years ago. It was a time of great change in the European chemical industry, with new regulations, major changes to existing rules and the emergence of industry-backed safety standards and verification systems, many emanating from the Responsible Care initiative set up by the Canadian industry in the wake of the Mississauga derailment in 1979. For instance, the October 1993 issue carried an article on what we then referred to as a “bold initiative” to provide a standardised inspection scheme for gas and chemical carriers, which at the time was nearing completion. The article talked widely about standards, flag states, different cargoes, ISO 9000, Responsible Care, Cefic’s International Chemical Environment (ICE) programme and other topics and it is only on the second page that the name Chemical Distribution Institute appears. That “bold initiative” has now been in place for nearly three decades and CDI’s work has been

Terminals Ltd in the UK, reported not just on the development of an inspection system for terminals – which eventually came to fruition as CDI-T – but also on the need for a European voice in a diverse European Community (albeit the EU then had just 12 member states). As such, the various national associations had decided to form their own Federation – FETSA – with the aim of lobbying in Brussels and exchanging information on technical matters. FETSA was officially launched on 5 October 1993. Europe’s road hauliers had other issues on their minds, not least the dearth of business and falling profits; those that survived the lengthy market downturn had to become nimble, adapting their service offerings and cutting costs where they could. There had already been some notable casualties and acquisitions, while other firms limped on for a few more years. One way out of the mire was to look to combined transport services, although the rail sector was also facing stiff competition from road transport. But rail transport had just gained a boost from the opening of the Channel Tunnel between the UK and France, even if the number of dangerous goods allowed to transit the tunnel was to be extremely limited, on the basis that, as operator Eurotunnel said, “the goods accepted for carriage through the Channel Tunnel will represent no hazard to the public, staff or the Tunnel itself”. Oddly, in light of more

credited with making a major impact on the accident rate in gas and chemical shipping. Similar discussions had been going on in the bulk liquids storage sphere, and Richard Kellaway, at that point managing director of GATX

recent experience, we said at the time that Class 9 goods “such as lithium batteries” would be accepted for carriage through the Tunnel “as they represent only a minimal risk”. There was also no restriction on the carriage of Class 6.2 ‘Repugnant substances’.

HCB MONTHLY | OCTOBER APRIL 20222023

UP FRONT 03

EDITOR’S LETTER

Every month when I sit down to plan the next issue of HCB, the first task is to establish the broad categories of coverage. There is always something under ‘Regulations’ and ‘Safety’ and pretty much always something under ‘Tanks & Logistics’ and ‘Chemical Distribution’, and we will normally include something from the storage terminals sector or bulk shipping (gas or chemicals) and, when we can (as it tends to be a slower moving part of the business), industrial packaging. So far, so predictable: HCB has been around for nearly 44 years now and our mission remains unchanged – to keep our readers informed of developments of interest to them wherever they sit in the dangerous goods supply chain. But times change, and HCB has to change with them. A few years ago, advances in information technology opened up the possibility of using new digital systems to improve efficiency right through logistics processes. There was, I recall, plenty of talk about how the use of blockchain technology might be of great value, bringing dependability and visibility to document chains, though there were plenty of people in the business who took fright at the concept. As it happened, the business of turning the established ‘track and trace’ technology into fully functional digitalised systems

documentation in the UK last month. A similar thing appears to be happening to the concept of ‘Sustainability’. This too came to the fore a few years back, as growing public pressure for a cleaner planet prompted governments and publicly quoted corporations to place demands on businesses around the world to give more weight to the environmental impact of their activities. HCB responded too by marking out a separate area for coverage on topics relating to sustainability – again, though, the concept has become so deeply embedded in the dangerous goods supply chain that probably around half of this month’s issue (including the regulatory reports) could fall under that title. The trend is particularly evident in the bulk liquids storage sector, which will be called upon to provide buffer storage and supply logistics capacity for various new – or at least different – fuels and bio-products. This is not too much of a stretch, particularly for larger companies, as they are already used to handling a range of products with different physical and chemical properties. They will, though, need to ensure that lowand zero-carbon liquids are kept separate from the old carbonheavy stuff, which is entailing some new investment. Particularly affected by all this is the maritime industry, which

found an eager audience and, while HCB did for a couple of years include sections on ‘Digitalisation’ on a fairly regular basis, the concept is now so well entrenched in the business that it no longer warrants being treated as anything special. Only now and again does something come along to surprise us in this field, such as the arrival of digitalised customs

not only will be expected to move these new products around the world but also use them to run ships’ engines. This is causing hesitation in the market, as owners are unsure about their future needs and do not want to go all-out for a solution that may not, in the end, be viable. But, as we see this month, there are those who have bitten the bullet and chosen their path. Peter Mackay

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TOGETHER AGAIN

THE UN ECONOMIC and Social Council’s (Ecosoc) Sub-committee of Experts on the Transport of Dangerous Goods (TDG) held its 62nd session in Geneva this past 3 to 7 July. One week was felt sufficient for the Subcommittee to complete the work in front of it, as this was the first of four planned meetings for the 2023/24 regulatory biennium and the regulators were in no rush. Neither, it seemed, were the security staff at the Palais des Nations and there were complaints that the session started late as several delegates had difficulty in obtaining their identity badges at the main entrance. The informal working

committee to take an online survey on the quality of conference services. Perhaps, given the upheaval caused by the Covid pandemic, the conference managers had forgotten how many people turn up to the sessions of the TDG Sub-committee, especially as the July session was the first for a while to take place in person only. Experts from 21 countries took part, along with observers from Luxembourg and Turkey and representatives from the Intergovernmental Organisation for International Carriage by Rail (OTIF), the Food and Agriculture Organisation (FAO), the International Civil Aviation

to retire soon and a replacement will need to be found. The Sub-committee was informed that the English and French versions of the 23rd revised edition of the UN Model Regulations, incorporating the amendments adopted in December 2022, and the tenth revised edition of the Globally Harmonised System of Classification and Labelling of Chemicals (GHS) had already been published and that the other versions – Spanish, Russian, Chinese and Arabic – were in preparation. Publication of the eighth revised edition of the Manual of Tests and Criteria is expected before the end of 2023. A seventh version of the guiding principles was also published at the start of this year and can be found at https://unece. org/guiding-principles. The July session of the TDG Sub-committee began its work to agree the changes that will appear in the 24th revised edition of the UN Model Regulations, which is due to be adopted by the parent Committee at its December 2024 session and be published at some point in 2025; the various modal authorities and

group was also delayed as there was no room large enough to accommodate it and there were technical problems in getting the smaller rooms connected remotely. It was unfortunate, then, that the Division of Conference Management of the UN office had chosen this occasion to invite the Sub-

Organisation (ICAO), the International Maritime Organisation (IMO), the World Health Organisation (WHO) and 19 non-governmental organisations. Duane Pfund (US) continued to act as chair of the Sub-committee, with Claude Pfauvadel (France) as vice-chair, although Claude is due

regional/national regulators will then transpose the changes for entry into force in the different regulations beginning in 2027. It may be thought, then, that the changes agreed now can be safely put aside for a while; however, these things have a habit of turning up unexpectedly in the end, while dutyholders

MULTIMODAL • THE UN EXPERTS SLIPPED GENTLY INTO THE NEW REGULATORY BIENNIUM, WITH A SHORT SESSION THAT NEVERTHELESS MANAGED TO COVER A LOT OF BASES

HCB MONTHLY | OCTOBER 2023

REGULATIONS 05

should also be alert to the Sub-committee’s discussions in case they disagree, as there is still time to have decisions reviewed. START WITH A BANG As is the usual practice, all matters relating to explosives were passed on to the Working Group on Explosives (EWG), which met for the first four days of the session under the chairmanship of Ed de Jong (Netherlands) – for the last time, as he is also due to retire very soon. It was decided that Martyn Sime (UK) will take the role for future meetings. The first item under discussion focused on the ongoing review of Test Series 6 and, in particular, the criteria for removing certain very low hazard explosives from classification under Class 1; discussions were informed by a joint paper from the Sporting Arms and Ammunition Manufacturers’ Institute (SAAMI) and the Council on Safe Transportation of Hazardous Articles (COSTHA). One of SAAMI’s aims is to provide some relief for the transport of small arms cartridges and it concentrated on attempting to redefine what the current 6(d) test is supposed to determine. While it was acknowledged that the criteria are very conservative, this does provide certainty in the safe shipment of Division 1.4S material. There were other questions on SAAMI’s suggested

criteria and, in the end, no decision was taken. SAAMI also presented test data for unpackaged bonfire tests and the exclusion test in 2.1.3.6.4, which means that articles such as those of UN 0014 and 0055 can be exempted from the provisions of the Model Regulations while remaining part of the dangerous goods system. No decision was invited nor any taken. COSTHA introduced a paper on electroexplosive devices and their potential to be activated unintentionally by external interference, which would appear to be extremely unlikely. The aim was to move such articles from Class 1 to Class 9 through modified testing, in the same way that safety devices such as air bags have been addressed. There was general reluctance to adopt any amendment to the current position, both on the grounds of safety and of security. The US and UK came with a joint informal document on the round-robin Koenen tube test results; some data is still outstanding so there were no decisions to be taken but it was agreed that the work was worthwhile and should continue. The International Group of Experts on the Explosion Risks of Unstable Substances (IGUS) may also want to get involved. The Institute of Makers of Explosives (IME) continued with its efforts to relieve ammonium

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nitrate emulsions (ANE) that satisfy the acceptance criteria of the 8(e) test of the need to also be subjected to the 8(d) test and to be considered suitable for containment in portable tanks. Several members of the EWG felt that this might not be the best time to make the proposed change, as the report of the investigation into a major accident involving ANE in Western Australia in October 2022 has not yet been released. After further discussion and other pertinent input from the Responsible Packaging Management Association of Southern Africa (RPMASA), no decision was taken other than to establish an informal correspondence group to continue the work. China proposed a revision of 51.4.4.2(e) in the Manual of Tests and Criteria, dealing with desensitised explosives. Its paper said that the current text is difficult to understand and some factors lack definition. China having had the temerity to open the topic, some other delegations weighed in with their own complaints about the sub-paragraph. Overall, and after some modification, it was agreed that a change would be needed and a revised text was adopted, though it has been placed in square brackets pending confirmation later in the biennium after further work to be led by China. Sweden asked for a revision of the definition of ‘explosive or pyrotechnic effect’, which was adopted during the last biennium. As written, the definition applies only in the specific context of 2.1.1.1(c) of the UN Model Regulations and 2.1.1.2.1(c) of GHS. The Swedish expert had trawled the documents for other uses of the term and found that they all have the same meaning, therefore it seems perverse to limit its application. There was some support for the proposal but others, including the European Chemical Industry Council (Cefic), Germany and the US, felt that there could be unintended consequences. In the end, EWG felt that further review was needed before taking any concrete action and discussion will resume at the next meeting. In the meantime, a provisional amendments has been agreed and left in square brackets, involving the deletion of “in the context of 2.1.1.1(c)” from the definition of ‘explosive or pyrotechnic effect’ in 2.1.1.3(e).

HCB MONTHLY | OCTOBER 2023

The Australasian Explosives Industry Safety Group (AEISG) raised what it saw as several issues of potential confusion or unintended consequences following changes to Chapter 2.17 of GHS and Section 51 of the Manual of Tests and Criteria, which apply to desensitised explosives. It found several points where erroneous conclusions could be drawn but many delegates disagreed with the arguments or found the proposed solution no better. No consensus was reached and AEISG will draw up a revised paper for the next session. There were, though, two points where EWG agreed with AEISG and it agreed to delete the note relating to nitrocellulose mixtures in 2.17.2.3 of GHS and the specific reference to ‘Division 1.1’ in 51.4.1.2(b) of the Manual of Tests and Criteria. AEISG also asked for the rectification of what is regarded as a potential inconsistency in terms of those articles that are deemed too dangerous to transport. Although there were some critical comments, the majority of EWG this time concurred with AEISG and a revision to the definition for Class 1 explosives in the Model Regulation was adopted, inserting the words “those that are too dangerous to

transport or” in 2.1.1.1(b), which will now read: Explosives articles, except those that are too dangerous to transport or devices containing explosive substances in such quantity or of such a character that their inadvertent or accidental ignition or initiation during transport shall not cause any effect external to the device either by projection, fire, smoke, heat or loud noise (see 2.1.3.6); and AEISG returned to the topic of ANE and the appropriateness or otherwise of the use of the O2 and O3 tests for oxidising substances. Given the variation in results, AEISG said, there was a question as to whether a single packing group should be assigned. While there was some support for the idea, notably from the US and UK, it was felt that this might lead to a lot more testing; Sweden in particular was against the idea. Ultimately, there was insufficient support for any changes, although AEISG may well pursue the topic. SAAMI sought clarification on the special packing provisions for Class 1 articles, specifically those concerning the filling of metal packagings with explosive articles made of metal. Should plastics bags or other

REGULATIONS 07

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intermediate packaging be used to prevent the an interim report on its ongoing work, contact of articles and outer packaging? Some requesting feedback and suggestions for the delegates felt that this is not a problem and group’s next steps. An informal document that the potential problems foreseen by SAAMI outlined some of the major topics, such as the were not credible. Overall, EWG felt that default classification of new nitrocellulosemetal-on-metal contact should be avoided but based fireworks, quality control Free DG Label ID poster withthe everyabsence order that this is not an issue when the outer considerations, of smokepackaging is a painted steel drum or generating devices from the default table, ammunition can. If SAAMI wishes to continue availability of witness screen material, and the with the proposal then specific UN entries securing of articles during testing. EWG should be mentioned. welcomed the chair’s offer to continue in the Cefic presented some information on the role and will be keen to hear again from the determination of self-accelerating group at the next meeting. polymerisation temperatures (SAPTs); IMO’s An informal document from China, Sub-committee on Carriage of Cargoes and accompanied by a presentation, proposed Containers (CCC) has proposed that this amending the UN 2029 entry for hydrazine, temperature should be indicated on the anhydrous by adding special provision 132, transport document when polymerising special packing provision PP5 and a new substances are consigned by sea. It was felt special provision. The proposal followed a that establishing a specific SAPT for each substance does not ensure its safe transport but EWG agreed that an informal correspondence group be set up to evaluate existing best practice. The chair of the intersessional correspondence group on fireworks provided

number of incidents involving propellants based on anhydrous hydrazine. China’s paper drew constructive comments and, Tel:several +44 (0)870 850 50 51 Email: sales@labeline.com while EWG did not support the proposal as written, it may well receive a more positive www.labeline.com response once it has been re-worked. COSTHA sought EWG’s opinion on the

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possibility of working up new entries for 1,4-benzoquinone dioxime (QDO), which is currently shipped internationally under various classifications and sometimes undeclared. COSTHA felt that competent authorities would benefit from some guidance and suggested two entries under Divisions 1.4 and 4.1. COSTHA’s proposal received some support, especially from the US and France, and will submit a formal paper at a future session, taking into account the comments made. EWG was also asked to take a look at one aspect of a paper from Spain on the use of units of measurement, specifically its proposal to delete ‘net explosive weight’ from 1.2.1. Many delegations supported the proposal, since the more technically accurate term is ‘net explosive mass’ (as used in, for example, ADR), but others opposed the idea as ‘weight’ is widely used in industry. There was, as a result, no agreement on Spain’s proposal.

 FEW CHANGES WERE AGREED TO THE CLASS 1 PROVISIONS BUT THERE ARE SEVERAL PROPOSALS OUTSTANDING THAT WILL COME BACK FOR FURTHER DISCUSSION

LISTING AND CLASSIFICATION Germany responded to a recent Adaptation to Technical Progress (ATP) in the European Commission’s Regulation on the Classification, Labelling and Packaging of Chemicals (CLP) (1272/2008), which identified a corrosivity hazard for ethylene oxide. This should be reflected, Germany said, with a Class 8 subsidiary hazard for UN 1040, 1041 and 3300, which currently have only Division 2.1 and/or 2.3 hazards. It would also mean deleting the T50 portable tank instruction against UN 1040 and 1041. Many of the experts in the Sub-committee agreed that the UN Model Regulations should reflect the latest information and align hazard communication with the CLP Regulation; however, some remained unconvinced by the data. There was broader agreement that the data did not support the prohibition on the use of UN portable tanks. Germany volunteered to work on an updated proposal for consideration at a future session taking into account the comments received. China arrived with a request to amend special provisions 145 and 146, which deal with UN 3065 alcoholic beverages. The two entries under UN 3065 are defined by the alcohol content, with alcoholic beverages with more than 70 per cent alcohol by volume

assigned to packing group II and those with more than 24 per cent but less than 70 per cent alcohol by volume to packing group III. China’s point was that there is no direct correlation between alcohol content and flash point, which is the metric used to distinguish between PG II and PG III for other flammable liquids. However, as SP 145 and 146 refer to the packing group, there is the potential for confusion, as some may take this to mean that the flash point is relevant. China proposed taking the same approach as ICAO in special provision A9 of the Technical Instructions, which specifically states the upper limit for alcohol content. There was broad agreement with China’s view and the Sub-committee adopted the proposed change. Thus, in SP 145, “packing group III” is replaced by “with more than 24% but not more than 70% alcohol by volume” and in SP 146 “packing group II” is replaced by “with more than 70% alcohol by volume”. Cefic, on behalf of the sector group the Activated Carbon Producers Association (ACPA), provided a lot of background information to support its request for a redefinition of UN 1362 Carbon, activated. Activated carbon is an essential material for modern society, being involved in water treatment, food and drink production, pharmaceutical manufacturing, pollution control processes, medical devices and other applications. The EU’s Registration, Evaluation, Authorisation and Restriction of Chemicals (Reach) Regulation differentiates between two types of activated carbon: material that is activated physically or by the use of steam, and chemically activated carbon; these two approaches result in very different skeletal density and physico-chemical characteristics. This is already reflected in some regulations: IMO’s International Maritime Dangerous Goods (IMDG) Code, in SP 925, specifically exempts carbons made by a steam activation process from its provisions, and although this is under review a new special provision is expected to provide the same exemption; for RID, ADR and ADN, SP 646 applies, which similarly states that carbon made by steam activation is not subject to the requirements. Cefic also noted that testing of steam

HCB MONTHLY | OCTOBER 2023

REGULATIONS 09

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Do you consign Dangerous Goods? activated carbon in accordance with 33.4.6 of of monkeypox had highlighted this need. WHO the Manual of Tests and Criteria invariably felt that it is the most appropriate body for returns a negative test result, so even if the such a review, as it has the expertise and exemption is not explicit, steam-activated already responds to a multitude of requests carbon is not a dangerous good. for guidance. The Sub-committee welcomed Cefic thought, therefore, that it would be the offer and WHO said it would coordinate preferable to restrict the UN 1362 entry to with FAO and the Sub-committee to All UK consignors must have an chemically activated carbon. This has been established a sustainable and flexible review appointed DGSA by 1st January 2023 the conclusion of IMO’s Sub-committee on procedure. professional consultant Carriage of Cargoes and Containers, which For a local, The World LPG Association returned to a DGSA, contact Labeline found that some shipping lines were asking proposal it first brought forward during the Free DG Label ID poster every ordercarbon to be fully declared The ‘Biennial’ for all with activated previous biennium,returns! namely the need for a new under UN 1362. It made a formal proposal for UN number for LPG blended with dimethyl the change, with the comment that similar ether (DME), which is being increasingly used substances should be reviewed. to reduce the carbon intensity of LPG. At Some experts who took the floor supported present, this blend is normally assigned to UN the proposal in principle but preferred to keep 3161 Liquefied gas, flammable, nos, but the flexibility by retaining a special provision for Association feels that a separate number clarification, although this seems to ignore THE multimodal would be helpful to emergency responders. regulatory update 18th Octoberwas 2022 the position of both ACPA and IMO by making webinar The Sub-committee divided; some it necessary to provide further test data. It was delegates felt that it is better to use existing noted that the proposed changes could UN numbers, especially as LPG/DME blends hamper future technological developments. are physically and chemically very similar to Cefic indicated that it would take the butane/propane blends; others, alert to the comments into consideration and submit a likelihood that other blends may be revised proposal for the next meeting. forthcoming, thought now would be a good WHO volunteered time +44 to create a new UN There were Tel: +44 (0)870 850 50 to 51undertake a more Tel: (0)870 850 50number. 51 Email:regular sales@labeline.com sales@labeline.com also disagreements about the assignment of review of the indicative list of Category Email: packing instruction P200, the authorisation of A infectious substances, to allow the UN www.labeline.com www.labeline.com bundles of cylinders and multiple-element Model Regulations to respond more rapidly to gas containers, and the assignment of special emerging health issues; the recent outbreak

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packing provisions. It is likely that a revised proposal will be discussed at the next session. The Netherlands asked for the opinion of the Sub-committee on the term ‘hermetically sealed packaging’; it had calculated that 151 UN entries require dangerous goods to be transported in hermetically sealed packaging, by dint of the various packing instructions and special provisions, either for combination packagings (Division 6.1 and Class 8) or inner packagings. In an informal document, the Netherlands reported that port inspections regularly turn up instances in which supposedly hermetically sealed packaging is not functioning properly, with sometimes dangerous results. The topic is not new – it was discussed by the Sub-committee 12 years ago, where experts were of the opinion that ‘hermetically sealed’ means air- and vapour-tight. This raises the question of how to determine whether or not a packaging is hermetically sealed and whether it remains so as required

 THE MOVE AWAY FROM SOLVENT-BORNE PAINTS SHOULD BE A GOOD THING BUT HAS INTRODUCED ANOTHER HAZARD THAT IS RESULTING IN PROBLEMS IN TRANSPORT

under transport conditions. The Netherlands felt that, to ensure the safe transport of dangerous goods as well as to achieve a harmonised and consistent approach in all the modes of transport, the term ‘hermetically sealed packaging’ should be unambiguously defined in the Model Regulations with verifiable criteria. The Sub-committee agreed both that ‘hermetically sealed’ should be defined and that an appropriate test method should be developed. The Netherlands invited other experts to send their written comments and will work on a more detailed proposal for the next session. Belgium raised the issue of the classification of 1,2-di-(dimethylamino) ethane, also known as ‘TEMED’, which was introduced into the UN Model Regulations as UN 2372 as far back as 1974, as Class 3, PG II. More recently, it has been determined from testing under the Reach Regulation that TEMED poses a skin corrosion hazard that warrants assignment of a Class 8 subsidiary hazard; this would also involve a change in portable tank code from T4 to T7, which would have implications for transport. Belgium’s paper received some support but

it was agreed that further work is needed; delegates were invited to send any relevant information to Belgium so that a more detailed proposal can be presented at the next session. Germany reported on the work of a correspondence group set up to look at the difference between UN 1950 aerosols and UN 2037 gas cartridges, with the aim of making a clear distinction between the two. The obvious difference is the presence of a release device, though Germany suggested taking account of the different purposes and functions of aerosols as opposed to gas cartridges. Ultimately, discussion turned back to using release devices as a determining factor. Industry representatives did not report any incidents or enforcement gaps and could see little reason to change the established position, though some competent authorities were keen for clarification. Germany is eager to continue the work and intends to draw up another proposal to put to the correspondence group. Following that, it will bring an official document to the next session of the Sub-committee. Germany had another bee in its bonnet, this time relating to the emerging liquids being used to ‘carry’ hydrogen molecules by chemical binding, such as liquid organic hydrogen carriers (LOHCs) based on benzyl toluene. Germany has done some testing to determine whether the presence of chemically (or physically) bound hydrogen in the benzyl toluene affects the material’s classification, which normally assigns it to UN 3082 environmentally hazardous substance, liquid, nos. This work did identify a small risk that an explosive atmosphere can be created so Germany proposed adding a new special provision to place a limit of 0.5 litres of hydrogen per kilogram of LOHC. The Sub-committee welcomed the proposal by Germany and underlined the importance of safe transport of such LOHCs in the context of the green energy transition. Delegates were invited to send their written comments to the expert from Germany, who volunteered to prepare an official document for consideration at the next session. It should be noted that benzyl toluene is not the only possible carrier.

HCB MONTHLY | OCTOBER 2023

REGULATIONS 11

The World Coatings Council (WCC) reiterated the problems the paints industry is having in satisfying environmental, health and climate change concerns. It has moved away from solvent-borne products to water-borne products, which are usually not flammable and have traditionally been deemed nonhazardous in transport. However, some preservatives used to prevent spoilage are now leading to water-borne products being deemed to present an environmental hazard and being regulated as dangerous goods for transport under UN 3077 or 3082. Industry now finds itself in a situation where the safer water-borne products are treated more severely than the more dangerous solventborne products used to be. Paint and printing ink are regularly transported in quantities between 5 and 30 litres, which creates a need for packaging that

can be safely and securely reclosed or resealed multiple times. For UN 3077 or 3082 material, UN-approved packagings to PG III level are required but, WCC stressed, no suitable packagings of the relevant size are generally available. WCC asked the Sub-committee to hold a lunchtime working group meeting to discuss the issue. The Sub-committee agreed and, during that meeting, ways were discussed on how to go forward with the industry’s transport issues related to small packaging of Class 9 environmentally hazardous materials. WCC will prepare an official document for the next session, taking into account the feedback received during the informal discussions. A joint paper from Canada and South Korea identified an issue with the precedence of classes in the Model Regulations, specifically when a substance meets the criteria of Class

8 and also has an inhalation toxicity to dusts and mists in the range of PG I; it is not clear whether Class 8 or Division 6.1 takes precedence in this case and, Canada said, some consignors are facing real challenges. The joint proposal included amendments to three notes in 2.0.3.1, 2.6.2.2.4.1 and 2.8.2.4, which the Sub-committee deemed acceptable. This will clarify that, for Class 8 to take precedence, both dermal toxicity and oral toxicity must be in the range of PG III or less. If either dermal or oral toxicity is not in the range of PG III or less, then Division 6.1 must take precedence. The second part of this report on the UN TDG Sub-committee’s July session in next month’s HCB will cover discussions on electric storage systems, the transport of gases, miscellaneous proposals for amendment of the UN Model Regulations, global harmonisation and other business.

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FLYING TONIGHT AIR TRANSPORT • IATA’S 2024 DANGEROUS GOODS REGULATIONS WILL SEE ONLY A FEW CHANGES BUT WILL ALSO OFFER A LONG LIST OF SIGNIFICANT AMENDMENTS TO COME IN 2025

THE INTERNATIONAL AIR Transport Association (IATA) updates its Dangerous Goods Regulations (DGR) every year, the aim being to keep on top of changes in state and operator variations and to introduce safetycritical improvements as quickly as possible. It can also be used to provide a preview of the next round of amendments. The 65th edition of DGR, which will take effect on 1 January 2024, has now been prepared and IATA has again helpfully provided a summary of the main changes it contains.

does incorporate addenda issued by ICAO to the 2023-2024 edition of the Instructions. As ever, there are also updates to the state variations – especially for Argentina, the Philippines and Poland – and the operator variations. The latter has new variations submitted by China Postal Airlines, European Cargo, FITS Aviation, JEJUair and Ruili Airlines, significant changes to the variations for Egyptair and amended variations for several other operators.

As the underlying provisions, as found in the International Civil Aviation Organisation’s (ICAO) Technical Instructions, follow the normal biennial pattern of regulatory change in the world of dangerous goods transport, there are no major amendments to be reflected in the new IATA DGR, although it

MAIN CHANGES In 2.3.2.2 to 2.3.2.4, the provisions for battery-powered mobility aids have been revised with a note pointing to guidance on the end-to-end processes associated with their carriage. In 5.2.0.9, an amendment identifies that

HCB MONTHLY | OCTOBER 2023

non-refillable cylinders containing a flammable gas are limited to a water capacity not exceeding 1.25 litres. Packing instruction PI 952 has been revised to include a reference to ‘equipment’ and PI 954 will now clarify that, where packages containing dry ice are placed in an overpack, the total net quantity of dry ice in the overpack must be marked on the outside of the overpack. That requirement is also made explicit by a change in 7.1.7. The requirements and format for UN specification marks on packages, found in 6.0.3, have been clarified. A new Note has been added at the end of 8.1.6.9.2(a) to reinforce the message that there is no requirement for the type, number and net quantity in inner packagings within an outer packaging of a combination packaging to be shown on the transport document. Additional examples have been included to explain how to provide information on the Shipper’s Declaration for radioactive materials that have a subsidiary hazard (in 10.8.3.9.1) and how such materials should be presented in an overpack (10.8.6). There are in addition the usual updates to the appendices that give details for competent authorities (Appendix D), UN specification packaging suppliers and package testing facilities (Appendix E) and sales agent (Appendix F), the latter to include training schools that have joined the new CBTA Centre Program for competency-based training and assessment. COMING SOON A new Appendix H has been added for this edition, giving some pointers as to the changes that will be included in the 66th edition of the DGR based on the amendments found in the 23rd revised edition of the UN Model Regulations and other changes already agreed by ICAO’s Dangerous Goods Panel for inclusion in the 2025-2026 edition of the Technical Instructions. While there is time yet for this list to change again, it is worth being aware of what is coming along soon enough. There will, for instance, be eight new entries in the list of dangerous goods: UN 0514 Fire suppressant dispersing

REGULATIONS 13

devices, Division 1.4S UN 3559 Fire suppressant dispersing devices, Class 9 UN 3554 Gallium contained in manufactured articles UN 3551 Sodium ion batteries UN 3552 Sodium ion batteries contained in/ packed with equipment UN 3556 Vehicle, lithium ion battery powered UN 3556 Vehicle, lithium metal batter powered UN 3558 Vehicle, sodium ion battery powered. The new entries for sodium ion batteries will also entail changes to the classification provisions in H.3.9.2.7 and special provisions A88, A99, A146 and A154; there will also be three

new packing instructions for UN 3551 and 3552, and a revision to the ‘lithium battery mark’ to include reference to these new UN numbers. It will then become the ‘battery mark’. The new entries for battery-powered vehicles will entail amendments to special provisions A185 and A214 and to packing instruction PI 952. UN 3559 will be assigned to packing instruction PI 961, which will be amended accordingly. Aside from the new entries, the exception provided for Covid-19 vaccines in H.3.9.2.5.5 will be extended to all pharmaceutical products, such as vaccines, that are packed in a form ready to be administered, including those for use in clinical trials. The indictive list

of Category A pathogens will be amended to show that monkeypox virus is Category A only when in culture form. A note to H.2.3.2.4.3 will clarify that, when a lithium ion battery remains installed in a mobility aid, there is no Watt-hour limit. Other changes to the special provisions will affect A40, to cover desensitised explosives of Class 3, and A69 to include a reference to gallium. A significant amendment to special provision A107 will allow apparatus, articles and equipment containing dangerous goods to contain up to 5 L/5 kg of environmentally hazardous substances. Elsewhere, there will be a new exception in H.1.2.7 for data loggers and cargo trackers with installed lithium batteries, though this remains to be confirmed by ICAO.

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LOOKING BRIGHTER CONFIDENCE • LABELMASTER’S ANNUAL DG CONFIDENCE SURVEY REVEALS SOME GROUNDS FOR OPTIMISM THIS YEAR. TOOLS ARE AVAILABLE TO HELP WITH THE CHALLENGES THAT STILL REMAIN

Careen, IATA’s senior vice president of operations, safety, and security, comments: “Confidence among dangerous goods professionals is high, yet challenges remain. These include process complexity, the mis-declaration of dangerous goods and the recruitment of skilled personnel. To meet the future growth in dangerous goods shipments, we need well-trained professionals following globally agreed standards and supported by the right technology and infrastructure.”

“ONGOING SUPPLY CHAIN disruptions along with the continued growth of e-commerce and markets that rely on dangerous goods – from consumer products to electric vehicles – has made shipping goods safely and compliantly increasingly difficult,” says Robert Finn, vice-president of Labelmaster. Finn is drawing on the results of the eighth annual Dangerous Goods Confidence Outlook survey, conducted by Labelmaster in collaboration with the International Air Transport Association (IATA) and HCB. The survey results highlighted the need to

underscored the need to reduce process complexity and enhance digitalisation to address future supply chain and regulatory challenges.” This year’s survey, which was conducted online between 18 April and 1 June, drew responses from more than 1,000 dangerous goods professionals around the world. There were some encouraging results, with 85 per cent of respondents reporting that their infrastructure is on par or ahead of the industry and 92 per cent saying that spending on dangerous goods compliance has

BEYOND COMPLIANCE The 2023 Global DG Confidence Outlook survey also looked at some of the aspects that are bubbling to the top of the agenda throughout international supply chains – especially recruitment and sustainability. Dangerous Goods professionals are keenly aware that process complexity is increasing – and only likely to increase further. Therefore it will be crucial to attract suitable people to help navigate the challenges. Yet 28 per cent of respondents felt that it will become harder to find qualified staff, with another 40 per cent

reduce process complexity, establish effective staff recruitment and retention programmes, and enhance digitalisation to facilitate the safe and compliant transport of dangerous goods. Finn continues: “While organisations showed improvement in their dangerous goods operations over the last year, the survey

increased or held steady over the past year. On the other hand, while 56 per cent reported confidence that their compliance infrastructure can meet current needs, only half of those felt that they are equipped to meet future challenges. Translating the survey data into real-world challenges, Nick

saying current conditions in the labour market are likely to persist. The increasing focus on sustainability adds another complexity to dangerous goods compliance and 73 per cent of survey respondents reported that their organisations have sustainability initiatives already in place

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SAFETY 15

The world looks to you to make it climate neutral.

or in the planning stage; these include moving towards digital publications (40 per cent), improving visibility and traceability across the supply chain (40 per cent), and working with suppliers that also use sustainable practices (39 per cent). These changes are imposing new responsibilities on those working in the dangerous goods compliance function, at a time when they are already under pressure. While there are some grounds for optimism in the survey’s results, then, there are also concerns. Fully 72 per cent of respondents said they need more support to address future complexities in the system and a similar number said they expect business conditions to worsen, which may affect their organisations’ ability to invest in compliance. Clearly, those involved in compliance see this as a mistake, as one respondent said: “The handling of dangerous goods is of high importance; therefore, more funds should be allocated to it for a better and quality service delivery.”

THE WAY FORWARD? Help is at hand, Labelmaster and IATA stress. To support the challenges of supply chain and regulatory changes, dangerous goods organisations can access available compliance tools to help improve the reliability of processes and consistency of data, support greater sustainability in packaging and other operations, and implement effective training. After all, as another respondent observed: “Handling dangerous goods is a great business only if safety and quality of services offered are upheld. Well trained and qualified dangerous goods agents mean good business.” Training is fundamental to good compliance but also to good customer service. Labelmaster offers a range of online hazmat training and IATA is backing the move to competency-based training and assessment (CBTA). Adapting to CBTA can be a challenging endeavour for many organisations, IATA acknowledges, as it involves transforming

traditional educational systems while staying compliant with industry requirements and regulations. IATA is holding a one-hour webinar on 16 October to give advice on how to smooth the transition to CBTA and show how others have successfully implemented the CBTA approach. Even HCB is getting in on the training act, with editor Peter Mackay due to lead another ADR training session next month through our sister brand Chemical Watch. “While dangerous goods professionals are generally optimistic about the future, the survey shows improvements to processes are needed to adapt to supply chain and regulatory changes,” Robert Finn concludes. “The good news is there are plenty of tools available that will help organisations address current and future needs and keep regulated goods moving safely, compliantly, and efficiently.” More detail on this year’s survey, along with links to previous survey results, can be found on the Labelmaster website at www.labelmaster.com/

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large proportion of these fires are completely preventable, and we find that losses could have been mitigated by better practices. This is an industry-wide problem that requires collaboration. The only way to improve safety is to work together, share ideas, and identify and utilise modern technological solutions.” Mike Yarwood, managing director of loss prevention at TT Club, comments: “As an insurer of many elements of the container supply chain, we have long campaigned for improved certainty for classification, declaration and packing of cargo in containers. We look forward to engaging with fellow partners to improve safety and certainty of outcome in the supply chain.”

THE UK P&I Club and TT Club have signed up to the Cargo Fire & Loss Innovation Initiative (CFLII) launched this past February by Safetytech Accelerator, which describes itself as the first fully dedicated technology accelerator focused on advancing innovation in safety critical industries, with a mission to make the world safer and more sustainable through wider adoption of technology. CLFII is a multi-year collaborative technology acceleration programme focused on reducing

backs the Safetytech Accelerator concept. The programme aims to help expedite the uptake of technology and best practice by identifying specific opportunities where technology can make a difference, shaping joint requirements, identifying technology solutions, undertaking trials and developing best practices and recommendations. It has already started working on solutions for early fire detection in cargo holds. “We are really excited to join this initiative,

THREE AREAS OF CONCERN The Initiative has a broad technology scope, encompassing three significant topics of concern. The first relates to onboard cargo control, including whether cargo has been properly loaded, secured and monitored during transit. The second area covers onboard fire, the ability to rapidly detect fires and prevent propagation through effective onboard response, particularly on cargo vessels such as container ships and car carriers. The third topic of concern relates to the challenges created by the increasing scale of vessels. “We’re delighted to have both UK P&I Club and TT Club join this important initiative,” says Rich McLoughlin, CFLII programme director at Safetytech Accelerator. “We believe cross-industry collaboration around innovation is an essential component to reduce the incidence of large cargo fires and enhance the safety of seafarers and vessels. Together with the anchor partners we are already uncovering technologies and applications that have the potential to make significant progress to that goal.” “I’m very excited to have UK P&I and TT Club join CFLII, now bringing in the insurer’s

cargo fires and losses in maritime transport and their impact on the environment. It is already supported by anchor partners COSCO Shipping Lines, Evergreen Line, HMM, Maersk, the Offen Group, ONE and Seaspan, which represent around 50 per cent of the total liner shipping market, as well as Lloyd’s Register (LR), which

to roll our sleeves up and get involved with the other anchor partners [in CLFII],” says Stuart Edmonston, loss prevention director at UK P&I Club. “Fires on board container ships keep happening, with depressing regularity, often resulting in tragic loss of life and catastrophic damage to ship and cargo. A

perspective to our work with the other anchor partners, to combat the risk of cargo fires and to make container shipping safer and more sustainable,” adds Nick Gross, chair of CLFII and global containerships segment director at LR. safetytechaccelerator.org

MANY HANDS CARGO FIRES • ADDRESSING THE SCOURGE OF SHIPBOARD FIRES WILL NEED A BROAD RANGE OF EXPERTISE AS WELL AS THE PARTICIPATION OF AS MANY INTERESTS AS POSSIBLE

HCB MONTHLY | OCTOBER 2023

SAFETY

programme in South Africa, which NCB conducted remotely on behalf of a major shipping line, revealed a 74 per cent rate of non-compliance and 37 per cent of boxes containing mis-declared and/or undeclared dangerous goods. “The correlation between containership fires and the presence of undeclared, misdeclared, or inadequately stowed dangerous cargos is too profound to overlook,” says Ian Lennard, president/CEO of NCB. “Given the imminent and substantial risk – foremost to human life, but also extending to the vessels, their cargoes, and the environment - it’s imperative the industry continues to work together to improve safety by increasing cargo compliance.”

HAVING FOUND PLENTY of evidence from numerous inspections over the past few years that poorly stowed, undeclared and misdeclared dangerous goods continue to present a hazard during transport by sea, NCB, the US-based inspection body, has embarked on a major new initiative to inspect containers at

effort” that laid bare the “disconcerting realities” of container transport safety. Analysis of that first initiative revealed that 55 per cent of the containers that were inspected showed some sort of non-compliance; 43 per cent failed due to poorly secured dangerous goods and as many as 6.5 per cent were found

HAVE ANOTHER LOOK In a determined response to these sobering revelations and escalating concerns around ship fires, particularly those stemming from lithium ion batteries, NCB is enhancing its inspection initiative. This novel approach will leverage both onsite and remote inspections, allowing for the efficient examination of containers anywhere in the world and linking customers directly with NCB’s seasoned team of surveyors. Several major shipping lines, including Hapag Lloyd, Maersk, CMA CGM and MCA, have committed to the initiative, and container inspections have already commenced in various locations around the world. The initiative will continue to ramp up over the third quarter and all ocean carriers are invited to apply and take part. NCB is encouraging broader participation from industry for a more comprehensive view on container risks globally. Container inspections performed by NCB as part of the initiative are being offered to carriers free of charge. NCB expects this second round of inspections to expose further container deficiencies but, hopefully, reveal

ports around the world, with the support of some of the leading liner shipping companies. This latest initiative follows on from a similar programme undertaken five years ago,  when NCB joined forces with Maersk, Hapag Lloyd and Mediterranean Shipping Company (MSC) in what it recalls as a “trailblazing

to be carrying mis-declared dangerous goods. NCB has subsequently continued to reveal poorly stowed containers as well as undeclared and mis-declared shipments of such dangerous goods as charcoal, flammable liquids and used lithium ion batteries. Indeed, a recent targeted inspection

improvements since the first initiative. The ultimate goal is to further magnify problems and recommend corrective actions for future safety improvements, driving an industry-wide shift towards a safer maritime environment. natcargo.org

DOUBLE DOWN CONTAINER INSPECTION • NCB HAS ROPED IN LEADING SHIPPING LINES TO HELP IT CARRY OUT ANOTHER WORLDWIDE INSPECTION BLITZ TO SEE IF THINGS HAVE IMPROVED OVER THE PAST FIVE YEARS

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NEWS BULLETIN

SAFETY

CDI EXPANDS INSPECTION REPORT

The Chemical Distribution Institute (CDI) has launched a new and expanded edition of its Ship Inspection Report, CDI-M. This tenth edition will go live on 18 December, giving four months’ lead time. One major change in this edition is that, in response to requests from CDI’s chemical company participants, its scope has been expanded to cover all vessel types, including LNG and product tankers as well as dry bulk carriers. It also includes a new environmental benchmarking facility, to allow EEXI, EEDI and CII data to be included, which will allow ship operators and chemical company members to analyse the environmental performance of the fleets against the entire database. Users can already download pdf versions of the core questionnaire and vessel type supplements from the CDI website. The changeover to the new edition will take place for all inspections for which an inspector is appointed from 18 December onwards. Inspection requests that have an inspector appointed before then will be conducted under the ninth edition, even if the inspection takes place after 18 December. CDI-M currently provides annual inspection reports on the world fleet of chemical and LPG tankers with more than 900 ship owners and over 5,000 ships participating in the scheme. The inspections are conducted by over 100 globally CDI-M Accredited inspectors located in ports around the world. CDI-M provides a single set of reliable and consistent inspection data that chemical companies can use with confidence in their risk reduction process. www.cdim.org CVSA FINDS HAZARDS

The Commercial Vehicle Safety Alliance (CVSA) has issued an Inspection Bulletin highlighting the risks that enforcement

HCB MONTHLY | OCTOBER 2023

personnel can face when conducting inspections of vehicles carrying CNG, LNG or hydrogen in bulk packagings. The Bulletin has been issued after concerns were raised by the Federal Motor Carrier Safety Administration (FMCSA) and the Pipeline and Hazardous Materials Safety Administration (PHMSA). Due to the rapid changes in global and US markets, increased quantities of natural gas or methane, refrigerated liquid (UN 1972) and hydrogen, refrigerated liquid (UN 1966) are being shipped in MC-338 cargo tanks, cargo tanks meeting the requirements in §180.405(d) of the Hazardous Materials Regulations, or cargo tanks operating under a current special permit. In addition, hydrogen, compressed (UN 1049) and natural gas, compressed (UN 1971) are shipped in high-pressure bulk cylinders operated under a special permit. Often, these high-pressure cylinders are enclosed in a trailer or freight container. Any leakage in such circumstances may lead to a flammable environment.

CVSA’s Safety Bulletin provides concrete advice to inspectors on how to approach such vehicles during a roadside check and indicates ways to spot if there is an interior leak. The Bulletin can be freely downloaded from CVSA’s website at www.cvsa.org/wp-content/ uploads/2023-04-Inspection-Bulletin.pdf. CVSA as also reported the results of its three-day 2023 International Roadcheck inspection and enforcement initiative in mid-May, when almost 60,000 commercial vehicles were checked. Of these, 81 per cent of vehicles and 94.5 per cent of drivers recorded no out-of-service (OOS) violations. The programme did result in 11,270 commercial vehicles being placed out of service until their violations were corrected. Among the vehicles inspected were 2,853 carrying hazardous materials, of which 236 (or 8.3 per cent) presented out-of-service violations. Chief among them was inadequate or non-compliant loading and cargo securement, accounting for almost 40 per cent

SAFETY 19

compliance at facilities that use highly toxic hydrogen fluoride (HF). CSB has investigated several incidents in recent years involving a release of HF or a near-miss of a HF release, where nearby communities have been put at risk. “CSB applauds EPA for continuing to focus on preventing accidental releases from chemical facilities and for recognising the need to emphasize inspections and compliance efforts at facilities that use HR,” says Steve Owens. “EPA can help ensure that facilities that use HF are operated safely.” www.csb.gov MSC HAS TO PAY

of total OOS violations for hazmat vehicles and more than 43 per cent in the US. In Canada the highest rate of violation related to training certification, while non-compliant shipping papers were found in nearly 20 per cent of violations. www.cvsa.org CBS SOUNDS THE ALERT

The US Chemical Safety and Hazard Investigation Board (CSB) has called on chemical manufacturers to get prepared for the 2013 Atlantic hurricane season, predicting more frequent and more powerful extreme wind events in the months to come. “Hurricanes and other extreme weather events can severely damage chemical facilities and cause chemical accidents that put nearby communities and facility workers in serious risk of harm,” says CSB chair Steve Owens. “With this hurricane season predicted to be even worse than usual, chemical companies need to act now to make sure that their facilities can

withstand the impact of a hurricane or other extreme wind event, including having reliable back-up generators in case there is a loss of power to a facility.” CSB’s warning comes after two catastrophic incidents in recent years during hurricanes in the Gulf Coast states, at the Arkema plant in Crosby, Texas in August 2017 and the Bio-Lab facility in Westlake, Louisiana in August 2020. CBS has also called on the Federal Energy Regulatory Commission (FERC) to take action to ensure that the nation’s bulk-power system is protected from hurricanes and other high-wind extreme weather events in order to prevent power losses at chemical facilities. CSB has meanwhile applauded the updated National Enforcement and Compliance Initiatives (NECIs) recently issued by the US Environmental Protection Agency (EPA) that will continue EPA’s focus on ‘Reducing Risks of Accidental Releases at Industrial and Chemical Facilities’ and, importantly, for the first time emphasise inspecting and addressing non-

The Court of Appeal in London has upheld an earlier decision by Mr Justice Andrew Baker that charterers cannot limit an owner’s claim for its own losses. The judgment relates to the explosion and fire aboard the containership MSC Flaminia in July 2012 (left), which was caused by the auto-polymerisation of divinyl benzene in three tank containers. The ship’s owner, Conti, brought claims against the charterer, Mediterranean Shipping Company (MSC), to recover hire throughout the period when the ship was out of service following the explosion (but still under the charter period) and to recover its losses as a result of the casualty. Arbitrators determined that the ship remained on hire throughout and that MSC was liable, awarding damages of some $200m. MSC sought to limit its liability under the 1976 Convention on Limitation of Liability, but this failed on the grounds that Conti’s claims did not fall in scope of Article 2 of the Convention. MSC subsequently appealed and Conti filed a narrower submission, contending that the claims referred to in Article 2 must be interpreted to exclude claims by an owner against a charterer to recover losses suffered by the owner itself. This was accepted by the Court of Appeal. The text of the judgment can be found at https://caselaw.nationalarchives.gov. uk/ewca/civ/2023/1007. The result of the case sets an important precedent that will be of interest to all those involved in maritime insurance and litigation.

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20 TANKS & LOGISTICS

IN AN ERA marked by environmental challenges and heightened social consciousness, there is a notable increase in the attention and adoption of Corporate Social Responsibility (CSR) by companies that want to operate in a way that balances economic, social, and environmental considerations to ensure long-term success and positive impact. Sustainable businesses aim to meet the needs of the present without compromising the ability of future generations to meet their own needs; they integrate sustainability principles into their core strategies, operations and decisionmaking processes. The directive EU 2022/2464 amends previous directives (2004/109/EC – 2013/34/

requirement, which will now apply to companies with more than 250 employees; turnover exceeding €50m; or an annual budget of at least €43m. WHAT IT SHOWS In advance of its legal obligations, Chemical Express, together with some advisors, is starting to prepare its first Corporate Sustainability Report. This is both a challenge, considering the activity sector - bulk liquid chemicals transport – but also an opportunity. The advantages of publishing a comprehensive CSR report are evident: Safety Excellence: The bulk liquid chemicals transport industry operates in a high-risk

scrutiny. Chemical Express is a founding member of ALIS (Logistic Association of Sustainable Intermodality), a logical consequence of the path started in 1995 with the first intermodal transports, and it firmly believes that this represents the future of transport; through its CSR report, it can spotlight initiatives to reduce emissions, enhance fuel efficiency and minimise waste, underscoring its commitment to preserving the planet. Trust and Credibility: The reputation of a bulk liquid chemicals transport company hinges on trust. Transparency about ethical practices and community engagement fosters credibility among customers, regulators and investors. Innovation and Adaptation: CSR reporting encourages innovation. Chemical Express will use its report to showcase investments in sustainable technologies, driving positive change within the industry and preparing for future challenges. Employee Engagement: The heart of any company lies in its employees. A CSR report communicates to Chemical Express’s workforce that their safety, well-being and contribution to a sustainable future are very highly valued. Competitive Edge: Differentiation is crucial in a competitive market. Chemical Express, thanks to its CSR report, differentiates itself as a responsible, forward-thinking partner, attracting customers who align with its values. Long-Term Sustainability: Chemical Express’s operations have far-reaching effects on local communities and ecosystems. By demonstrating a commitment to minimising these impacts, the company secures its role as a responsible corporate citizen, ensuring its viability for generations to come. Thanks to the CSR reporting requirement, all companies can become active contributors to sustainable development. Chemical

EU) and regulation (537/2014) and will make the Corporate Sustainability Report mandatory for a larger number of companies as from this year. For instance, the number companies in scope in Italy will rise from 300 now to around 6,000; in the whole EU around 50,000 companies will now fall under the

environment. By showcasing safety protocols, training practices and emergency response strategies, Chemical Express establishes itself as a responsible industry leader, enhancing stakeholder confidence. Environmental Leadership: The transport sector’s environmental footprint is under

Express and the other companies accepting this challenge, thanks to the transparency, integrity, and responsibility, hold the promise of not only reshaping the industry but also contributing to a more just, equitable, and sustainable global landscape. chemicalexpress.it

HOW ARE YOU DOING? SUSTAINABILITY • CHEMICAL EXPRESS SEES CORPORATE SOCIAL RESPONSIBILITY AS A VITAL IMPERATIVE IF CHEMICAL TRANSPORT COMPANIES ARE TO MEET THE EXPECTACTIONS OF THEIR CLIENTS

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TANKS & LOGISTICS

renewable energies, which currently account for 35 per cent of its electricity consumption. Other initiatives comprise energy recovery in depot operations and extending detailed emissions analysis to overseas transport movements.

AS A FAMILY-OWNED company, Hoyer takes a multi-generational view of its activities and takes its responsibilities seriously to ensure that its global operations provide a future for generations to come. As such, as a logistics expert specialising in handling and transporting liquid goods, it remains focused on solutions that are sustainable, futureoriented and digital. For instance, the use of biofuels and green electricity saved more than 2,000 tonnes of CO2 emissions in the past year. Supplemented by improved calculation accuracy based on the Global Logistics Emissions Council’s (GLEC) framework and using intermodal transport carriers, Hoyer reduced total greenhouse gas

technologies. In this way, we support our customers and other stakeholders in moving towards sustainability.” That commitment benefits Hoyer’s customers, too, combining innovative solutions with efficient processes to offer more sustainable logistics solutions that also have economic added value. Thus the family business supports its customers in reducing their carbon footprint. To achieve that, Hoyer generates customerspecific emissions reports and analyses to highlight CO2- and cost-optimised transport solutions. This gives its customers an opportunity to weigh up options and initiate actions together with Hoyer, including the

MORE WAYS THAN ONE The biggest lever to reduce CO2 emissions remains the modal shift of transport from road to intermodal carriers such as ship or rail. In intermodal traffic, customers can benefit from the flexible and global network of the Hoyer Group. CO2 reduction is also supported by continuous driver training for energy-efficient driving, together with digitally assisted fuel consumption analyses and the optimisation of payloads and filling levels. As well as emissions reduction, Hoyer continues to work on decreasing water consumption and waste volumes, together with initiatives for clean water and recycling. The Hoyer Group subsidiary cotac, with its cleaning sites in Mannheim und Schkopau, is among the first in Europe to be listed in Operation Clean Sweep® (OCS®). Signatories of the OCS® Pledge take care to ensure that no micro- or nano-particles of plastic enter the environment. The workforce actively supports all of these initiatives and drives them onwards, as Björn Schniederkötter explains: “Our employees are important motivators and enable our ecological, economic and socially sustainable actions to make forward progress. Hoyer is extremely interested in human resources development. Due to their know-how and experience, our employees are experts. It is thanks to them that we can continuously develop our logistics solutions further, and offer reliably high standards of quality, safety and sustainability.” The company’s own Foundation also bears social responsibility. Through its activities, the Friedel and Walter Hoyer

emissions by 9.2 per cent compared to the previous year. Björn Schniederkötter, CEO of the Hoyer Group, says: “We are committed to sustainability. We take decisions from ecological, social and economic viewpoints, and invest in sustainable business models and

increased use of alternative fuels that was begun in 2022. More than 1,000 tonnes of CO2 emissions were saved in the Netherlands and UK through the use of biofuels. Hoyer is also examining the use of electric and hydrogen-powered trucks in European road transport and is focusing on procuring

Foundation, named after its two founders, returns part of its economic success to society for the common good. It supports charitable and social institutions in the fields of youth and old people’s welfare, and also includes art projects. www.hoyer-group.com

PAY IT FORWARD SUSTAINABILITY • HOYER’S LATEST SUSTAINABILITY REPORT ILLUSTRATES THE LENGTHS THE COMPANY GOES TO TO REDUCE ITS IMPACT AND THE VARIOUS PROGRAMMES IT HAS PUT IN PLACE

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24 TANKS & LOGISTICS

THE TANK CONTAINER market has experienced a rapid growth in terms of new container production, tank price, tank operators’ fleet size and leasing companies’ utilisation rates over the past two years. One of the key drivers for this, similar to the experience of shipping lines during the Covid pandemic period, was the disruption to the world’s logistics system – shippers and operators needed more tanks to keep their logistic flows moving. For Seaco, one of the largest tank container leasing companies in the world, those days are now well behind us. “We started to witness a slow-down trend mainly in Europe when the energy crisis started to significantly impact the chemical and refinery sectors in the

into their fleets to deal with the pandemicinduced supply chain disruption. It is then a natural progression to see more idle tanks in depots (not only in Europe), more off-hires into leasing fleets, and less movement, which has been more obvious since the beginning of 2023.” With lower leasing demand, leasing companies’ utilisation rates started to fall while depot inventory started to increse, which squeezed depot capacity further. “In our observation, Europe is facing more serious challenges than other regions,” Brooks says. “In Asia, the inventory is at a healthier level relatively speaking, but the pressure comes more from the increasing land and labour costs.”

- but not too long – to unwind. During such a downward trend, Seaco has been providing various solutions and proposals to its customers, facilitating their various requests that make better financial sense to them. “We’ve managed to maintain a high utilisation rate by renewing contracts with most of our customers, and we’ve been proactively finding repositioning on a cost-effective basis to balance our inventory at each location,” Brooks adds. On the supply side, Seaco has been working closely with its vendor partners, including both tank manufacturers and tank depots around the world. “For years we’ve been devoted to improving our criteria of selecting and prioritising those vendors who can deliver more environmental responsibility – for instance, the disposal of cleaning wastes is a crucial factor. And we also keep our eyes on the development of technologies in manufacturing as well as depot operation (such as automated cleaning systems) for higher productivity,” Brooks says. Seaco is the third largest lessor of tank containers, with around 42,000 units in its fleet; it is a subsidiary of China-based Bohai

region,” says Trever Brooks, vice-president, Reefers & Tanks, at Seaco. “This has been affecting all layers in this industry – shippers, tank operators, leasing companies, and even tank manufacturers, and yet the tank operators are suffering more pressure because they needed to take far more tanks

BACK TO NORMAL It is a systematic challenge indeed, but Seaco does not really see it as an industrial retrogress, but more as a process of normalisation after the recent unusual market conditions, and one that will take some time

Leasing. Its range of tank containers includes standard and baffled units, swap tanks, T50 and T75 tanks for gases, T20 and T22 tanks for high-hazard products, and bulk powder tanks. It also leases dry freight, refrigerated and specialised containers. seacoglobal.com

LEASE IS MORE LEASING • SEACO SEES MARKET CONDITIONS NORMALISING AFTER SOME YEARS OF VOLATILITY IN THE BUSINESS

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H & P Freightways Limited / Tankclean are the largest independent ISO Tank Haulier and Tankwash operator in the UK. With Transport depots across the country and Tankwash facilities covering the North East, Humberside, Immingham, Felixstowe and the South East of England. Customs and Import/Export Services We can assist with customs formalities and offer import/ export services for all goods. Own account operations in the following ports: Teesport Felixstowe Liverpool Hull Tilbury P&O Killingholme Goole

Immingham Barrow Gunness London Gateway Southampton Portsmouth Dover

Logistics Services include:

Depot Facilities include:

Transport of Bulk Liquids & Packaged Goods Transhipment Services Tank Container Fleet

Tank Storage Tank Heating Maintenance & Repair Bagging & De-Bagging Tank Off-Hire Service Vehicle Workshops

www.hpfreightways.co.uk I www.tankclean.org

26 TANKS & LOGISTICS

LOOK EAST INTERMODAL TRANSPORT • THERE ARE OPPORTUNITIES WAITING IN EASTERN EUROPE FOR INTERMODAL OPERATORS, VAN DEN BOSCH BELIEVES, BUT THERE ARE CHALLENGES TOO AN INCREASING NUMBER of large companies are shifting their production to eastern Europe because of the availability of raw materials and lower production costs. Despite a global call for sustainability, road transport still leads the way in the region. This can and will change, believes Srdjan Zekovic, commercial manager of Van den Bosch. Transport infrastructure in eastern European region is still substandard when compared to that in the west, but local governments and the EU are encouraging the switch to intermodal transport. For instance, Budapest and Belgrade will be connected by a new high-speed rail line in 2025, and several terminals are being built in Serbia, Bulgaria and Romania. Meanwhile, Van den Bosch is

Belgrade. And at the instigation of Van den Bosch, a rail operator has opened a new lane between Budapest and Belgrade earlier than planned. “We are not looking at existing routes, but really setting up something new by looking at the supply chain from a different perspective,” Zekovic adds. “For instance, we have realised new transport routes from Bosnia and Herzegovina and Serbia to the UK,” he continues. That these countries are not members of the EU does not make it any easier and carriers have to deal with customs, various regulations and a lot of documents several times on a single route. “There are a lot of tricky administrative hurdles, but we were not afraid of a challenge. We now offer these routes to other customers

not standing idly by. “We are not only talking to suppliers or customers but also to rail operators, local carriers, terminals and customs,” Zekovic explains. This new network creates opportunities. A train that previously only passed through Serbia now stops once a week in its capital,

as well.”

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TAILOR-MADE SOLUTIONS Zekovic uses his years of experience to improve and make companies’ supply chains more sustainable. “We look at the customer’s needs and offer tailor-made solutions such as a new

rail connection, a terminal or linking different modes. For example, we worked with ADM on a solution to improve their transportation. ADM previously relied on direct road transport. Once the company implemented the intermodal advantages of our containers, the trucks could be used elsewhere. As a result, ADM still has a reliable supply in Serbia to cover production fluctuations. “In addition, we now transport around 10-12 shipments of polyethylenes a week to Serbia.” Zekovic explains why this also opens up new opportunities for other companies in the region: “This high volume of import allows us to also offer a lot of export capacity in the area. We have already started connecting unloadings in Serbia with loadings in Bosnia, through which we can drastically reduce empty miles. This way, we are working together towards a sustainable future.” The move in eastern Europe forms part of Van den Bosch’s broader effort to improve the sustainability and efficiency of bulk logistics, where it has built up an extensive network of intermodal links in Europe and Africa in partnerships with shipping companies, rail operators, carriers, cleaning partners and agencies. While stimulus from the EU has been part of the acceleration of the transition from road transport, the company believes it has a role to play in ensuring that, by 2030, at least 30 per cent of long-distance traffic will have to be switched to a sustainable mode. www.vandenbosch.com

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reach and constancy enabled by Globalstar’s satellite technology, is the ideal solution for Ineos Oxide,” De Block adds.

INFORMATION OVERDRIVE DIGITALISATION • INEOS OXIDE HAS CONVINCED ITSELF OF THE VALUE OF MONITORING ITS PRODUCTS DURING TRANSPORT AND IS NOW ROLLING OUT GLOBALSTAR’S SYSTEM ACROSS ITS FLEET

FOLLOWING THE STAGED introduction of the Ovinto Sat tracking system over several years, Ineos Oxide has expanded the deployment and is now installing Ovinto Sat sensors across its entire fleet of tank containers and rail cars, a total of approximately 700 devices to date. Implementation will allow Ineos Oxide to monitor and safeguard the rail and road transport of its highly explosive gases during transport across mainland Europe.

of reach of GSM mobile networks. This regular, reliable dataflow empowers Ineos Oxide and its supply chain partners to make speedy, well-informed business decisions about each delivery and be alerted to any changes in container/car environmental conditions that might affect the shipment. “We are extremely pleased with the performance of Ovinto Sat,” says Patrick de Block, business safety, health &

At the heart of the Ovinto Sat system lies satellite communication provided by Globalstar Europe Satellite Services. This provides Ineos Oxide with information on the exact location and status of each and every tank in its fleet, continuously and in real time, as they traverse the continent, even when out

environmental (SHE) manager at Ineos. “Ovinto Sat’s innovative and powerful tracking platform helps our business in so many ways, the most important of which is ensuring the safe conveyance of our products.” “There are other solutions out there, but we know that ATEX-certified Ovinto Sat, with its

HCB MONTHLY | OCTOBER 2023

ENSURING SAFETY Two of the main products that Ineos Oxide transports are ethylene oxide and propylene oxide, primarily used to manufacture products for the agrochemicals, construction, pharmaceuticals, personal care, solvents and inks, surfactants and detergents sectors. Both chemicals are highly explosive, flammable and carcinogenic to humans and animals. When it comes to transporting such volatile materials safely, says de Block, “we need to know where our assets are, and what their internal temperature is. Ovinto Sat provides this and at the same time is helping us to optimise our systems.” The Ovinto Sat solution reduces accident risk during transport by monitoring the condition of the chemicals in each rail car and tank container while providing valuable shipment information for the supply chain. The essential parameter for the safe transport of these hazardous products is temperature. After evaluating several alternatives in the marketplace, Ines Oxide decided to deploy Ovinto’s PT1000 solution that monitors the surface temperature of the tank’s or rail car’s contents. In the event of an emergency, Ovinto Sat can provide stakeholders and public authorities with a detailed understanding of the tank’s or rail car’s location and conditions. Critically, by using satellite technology, all stakeholders can be confident that IoT transmissions from the tanks and cars are reliable, ubiquitous and uninterrupted. This ensures the very highest level of safety, benefitting and protecting supply chain partners, infrastructure authorities, and rail and road users. OPERATIONAL BENEFITS Ovinto Sat provides myriad operational benefits. This IoT-empowered solution gives Ineos Oxide instant updates about whether a rail tank car has been loaded or unloaded or is ready to be redeployed. This helps the company optimise its asset utilisation and enhance its return on investment. The company also uses the system to set up geofences around customer locations,

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allowing it to provide granular detail on car or tank temperature alongside delivery logistics as the shipment nears its destination. “We are now able to harvest so much data, we can make informed predictions regarding temperature fluctuation, and any necessary requirement for refrigeration, as our shipments move across countries; this digital information is really valuable for both our operations and continuous assurance of safety,” de Block notes. Ovinto Sat is built around Globalstar’s low power STX3 chipset, the smallest satellite transmitter of its kind on the market. Since it is battery powered, customers can monitor hazardous materials in unpowered environments such as rail cars and tanks. Because of its very low power consumption, the Ovinto Sat battery can last up to eight years.

Frederick Ronse, Ovinto CEO, comments: “With our ongoing engineering enhancements, we will continue to help Ineos Oxide reduce risk, increase the safety of its cars and tanks, and enhance supply chain decision-making. Globalstar technology is our communications core due to its ubiquitous reach, reliability and power efficiency compared to GSM.” “The need for reliable, resilient connectivity is particularly acute when transporting potentially hazardous materials. With no GSM signal over many areas of continental Europe, satellite is the only reliable way of communicating, and we are proud to collaborate with Ovinto to support Ineos,” adds Mark O’Connell, general manager of Globalstar EMEA & APAC. www.globalstar.com www.ovinto.com

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ON THE RADAR

BLACKBERRY LIMITED HAS launched a new series of BlackBerry Radar® devices – H2M IS – for hazardous materials carriers. The new series is backed by an ‘Intrinsically Safe’ certification designation, enabling BlackBerry Radar, an asset tracking solution, to target transport and logistics companies that move hazardous materials, including fuel hauliers, tank carriers, ocean shipping lines and railroads. The ‘Intrinsically Safe‘ designation includes the C1/D1 level of certification, the highest level of safety available for the transport of hazardous goods. BlackBerry Radar is compliant with the IECEx/ATEX Zone 0/UL913 safety class, which allows safe operation in hazardous and explosive environments. The new release comes at a time of increased regulatory scrutiny of the rail

“BlackBerry Radar devices are extremely reliable and robust, even in extreme conditions such as dirt, snow, or high temperatures. The new series takes that one step further, providing peace of mind to hazardous materials carriers in the oil and gas, chemicals and agricultural sectors,” says Christopher Plaat, senior vice-president and general manager of BlackBerry Radar. “Gaining the Intrinsically Safe and C1/D1 certifications validates our best-in-class technology. We look to further grow our leadership position within an industry that is ripe for digital transformation, creating new options for transport and logistics companies around the world.” QUICK TO MARKET BlackBerry Radar is an easy-to-install, asset

Incorporating all of the existing capabilities of the company’s leading Radar H2 device, the new Intrinsically Safe devices are augmented with multiple new features and capabilities, including sensor readings that provide valuable information on cargo status, railcar brake status, and impact events. Early access versions of the new devices were made available to select customers in the third quarter, before being rolled out to industry at large over the next few month. BlackBerry Radar was introduced to the market in 2019 in response to the desire of a growing number of transport operators to improve their service offering and increase cargo carrying capacity without investing in additional assets. BlackBerry Radar is a GPS-based system, allowing users to see the exact location of each equipped asset; not only does this enable transport companies to maximise efficiency by rerouting to avoid disruptions and plan more accurately for loadings and unloadings, it can also send alerts to notify operators of attempted or actual theft. This is particularly important with unaccompanied shipments in international transport. BlackBerry also notes that this system allows transport providers to manage customer expectations and provide timely

industry in the US in the wake of several high profile safety incidents, with the Association of American Railroads (AAR) mandating that any telematics device installations on Class 1 railroads after 1 January 2024 must be minimally safe in line with American National Standard Institute (ANSI) recommendations.

monitoring solution that, according to BlackBerry, takes only minutes to set up and provides near real-time information through an intuitive dashboard. All data is transmitted and stored securely on a cloud platform, which maintains the privacy of user information at all times.

notification of early arrivals or unexpected delays. Improved communication with customers based on knowing the precise location of each shipment or asset offers the additional benefits of building trust and strengthening relationships.    www.blackberry.com

ASSET TRACKING • BLACKBERRY’S LATEST ADDITION TO ITS RADAR SERIES IS AN INTRINSICALLY SAFE SOLUTION DESIGNED SPECIFICALLY TO MEET THE NEEDS OF THOSE MOVING HAZARDOUS MATERIALS

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EQUIPMENT AVAILABLE FOR LEASE OR SALE WORLDWIDE

Visit us on Stand F30

OUR MOST DIVERSE TANK FLEET THE RIGHT TANK FOR THE RIGHT CARGO Seaco offers a modern and diverse tank fleet, suitable for the storage and safe transportation of hazardous and non-hazardous bulk liquids, gases (including Cryogenics) and bulk powder products. Why choose Seaco: • • • • • •

www.seacoglobal.com

Quality build Fully intermodal T11-T75 tank types Dedicated technical team support Flexible leasing plans Customised tank solutions available Global network of specialised depots

OVER 50 YEARS OF TANK CONTAINER LEASING EXPERTISE. VISIT SEACOGLOBAL.COM AND SPEAK TO YOUR REGIONAL TANK SPECIALIST

32 TANKS & LOGISTICS

PAPERLESS CONNECTION

THE UK’S ELECTRONIC Trade Documents Act (ETDA) came into effect on 20 September; the Act offers a non-mandatory route to simplified trade documentation by giving electronic documents the same legal recognition as traditional paper documents. The importance of the move relates to the fact that some 80 per cent of global trade documents are done under English law, meaning that they can now take advantage of the digitalised option. The first company to do so was Fort Vale, which moved one of its highlift footvalves, produced at its plant in Burnley, UK, by air from Manchester Airport to Singapore, with the whole transport chain covered by digital customs documents facilitated by technology company LogChain. The shipment also took advantage of the UK’s digital trade agreement with Singapore, which came into effect earlier

transport leg), EES Freight Services (in Singapore), freight forwarder Woodland Group and business process automation provider BT Rune. “Fort Vale is extremely enthusiastic and excited by the prospect of successful digital trade transactions,” says Graham Blanchard, the company’s global sales and marketing director. “As an organisation, Fort Vale exports around 90 per cent of its products worldwide. A significant number of our key accounts are based in Singapore and, as such, the opportunity to be part of this historic moment was something not to miss. “Fort Vale sees the benefits of security, efficiency, cost savings and reduced risk of delays as real positives, not only for our organisation but as a contribution to frictionless trade between the UK and Singapore as a whole,” Blanchard adds.

the next decade. Nigel Huddleston, the UK’s Minister for International Trade, says: “This is a landmark moment for the future of international trade and I am delighted the UK is leading the way in using technology to make things easier for our companies.” Until now, only specific aspects of global supply chains have benefitted from digitalisation; ETDA offers the ability to digitalise the complete movement of goods, with a reduction in end-to-end paperwork of at least 85 per cent and a saving of more than 89 per cent in logistics processing time. The LogChain platform offers complete reliability, being aligned with UNCITRAL’s Model Law on Electronic Transferable Records (MLETR) that enables a flawless transition, endorsement and verification of documents, promoting policy coherence and harmonising digital trading standards without causing hindrance to other parties involved in the transaction. “Fully digitalised supply chains and shipments will be absolutely revolutionary in terms of efficiency, sustainability and reduction of waste,” says Kara Owen, the British High Commissioner to Singapore. “The UK-Singapore Digital Economy Agreement has acted as a catalyst for innovation since signature, prompting UK and Singapore companies to work together on ground-

this year. All electronic trade documents and fully digital logistics documents were captured on an enterprise-grade permissions distributed ledger technology (DLT) platform, in both the UK and Singapore, involving Singapore Airlines, NG Transport (for the UK road

BOOST TO TRADING ETDA has made the UK the first major economy to put electronic trade documents on the same legal footing as paper documents. It is estimated the move could generate £1.14bn for the UK economy over

breaking, practical digital trade solutions. This achievement exemplifies how the Agreement has enabled our companies to be at the forefront of digital innovation, and paves the way for further successes that unlock the full potential of trade digitalisation.” www.fortvale.com

DIGITALISATION • FORT VALE HAS BEEN QUICK TO TAKE ADVANTAGE OF THE UK’S NEW ACT TO ALLOW DIGITALISED TRADE DOCUMENTATION, SAVING TIME IN ITS EXPORTS TO SINGAPORE

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Exsif, two of the world’s leading leasing providers for tank containers. Paul Filzhut, based in the port of Neuss, is a newcomer to the partner network.

HÜNI+CO, BASED IN Friedrichshafen on Lake Constance in southern Germany, has been the go-to provider of highly functional corrosion protection coatings for tank containers in Europe for more than 20 years. The company sees itself as a service provider, consultant and partner, especially for the chemical and logistics industry - with the experience of more than 3,500 coated tank containers. The company takes on the new and complete coating of brand-new or used

instead of going to Friedrichshafen for minor repairs to interior coatings, operators and leasing companies should be able to take their tank containers to a Hüni+Co-certified partner workshop in the immediate vicinity. The advantage: shorter transport routes as well as lead, downtime and breakdown times - and thus significantly lower costs. And the depot partners can expand their range of offers with attractive services within the scope of such cooperations. “A real win-win model,” says

CONSTANT SUPPORT The tasks within the framework of a partnership are clearly distributed: “We support our partner companies, for example, in the acquisition of equipment and supplies,” explains Kai Leibold, authorised signatory and operations manager of the family-owned company. “We train the teams, impart our very specialised know-how and give valuable tips,” he adds. “Anyone who has the interior coating on their tank container repaired by one of our certified depot partners gets the quality they are used to from us. That’s what Hüni+Co stands for,” states Alexa Hüni. In order to guarantee high quality standards in the long term, the experts from Hüni+Co regularly train the teams and are always available as advisors. “We work closely with our depot partners in our day-to-day business,” explains Leibold. “We are constantly exchanging information and reconcile the best solutions for the various challenges together with the customer.” Hüni+Co went a big step further in May this year with a new and hitherto unique cooperation agreement with the logistics giant Van Moer in Belgium. “In future, our customers will be able to commission major repairs and even have their tank containers completely recoated in Van Moer’s workshops in the port of Antwerp,” explains Leibold. At the same time, Hüni+Co remains the contact partner for customers. The company undertakes the qualified preliminary inspection for every enquiry and every order, matching the individual customer requirements and technical specifications of tank containers and coatings. The specialists from southern Germany also prepare the

tank containers, as well as smaller and larger repairs - each individually tailored to the specific requirements of the customers and areas of application. Over the years, Hüni+Co has built up a network of 16 hand-picked and qualified depot partners around the globe. The idea is that,

Alexa Hüni, managing director of Hüni+Co. Such tank container coating repair shops currently exist in Belgium, the Netherlands and Germany as well as Dubai and South Korea. They include well-known companies such as Cotac with various locations in Europe, Condaco in Hamburg and Stolt and

quotations and invoices and take care of the warranty. “In the end, the customer decides whether we coat his tank container at our location in Friedrichshafen or the team at Van Moer Logistics,” Leibold states. The plan is for the preparations to be completed towards the end of the year.

PARTNERS IN QUALITY COATINGS • SINCE 2015, HÜNI+CO HAS BUILT A NETWORK OF DEPOT PARTNERS AND QUALIFIED THEM FOR MINOR REPAIRS TO TANK COATINGS, BENEFITTING CUSTOMERS BY SHORT MOVES AND DOWNTIME

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ON COURSE FOR GROWTH “In the medium term, we want to further expand our network along these lines,” explains Hüni. The focus is clearly on Europe. Above all, the ports in North Rhine-Westphalia would be ideal further locations, specifically in the Ruhr area. “here we have quite a few customers from the chemical industry and others,” she explains, reporting that talks are already underway here. In the long term, France would also be interesting, especially the region around Le Havre. “At the moment we are satisfied with how the extended depot cooperation in Belgium is going. That’s why we will probably not tackle Le Havre until 2024,” Hüni sums up. “But we are quite open about it.” www.hueni.de

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TANKS & LOGISTICS

MORE STORAGE FROM COTAC

Hoyer’s tank service network, the cotac group, has opened a storage facility for filled tank containers at its depot in Houston. cotac’s full-service offering also includes cleaning, repair, maintenance, steam and hot water heating, hydrogen storage and depot services. “Starting in June 2023, we increased our capacity to store empty ISO tanks, and now have the ability to store loaded ISO tanks for hazardous and non-hazardous goods,” says Paul Pinto, key account manager for cotac USA Inc. “We are delighted to expand our depot offerings to our existing clients, and by the ability to help new customers around the world.” For the Hoyer Group, the Houston site is the central hub for global logistics, as well as the domestic and intercontinental services of products from the chemical, food, lubricant and gas industries. In addition to overseas transports, Hoyer also handles road transports in the US through Hoyer Bulk Trucking as a one-stop-shop solution. With a storage capacity of up to 800 loaded tank containers, cotac also extends its service portfolio for the logistics movements of other customers. In addition, a storage area for empty tank containers, intermediate bulk containers (IBCs) and 18-wheel road trailers is available. www.cotac-group.com ESSERS GROWS IN DENMARK

H Essers has broken ground on a new warehouse in Ringsted, Denmark. Once completed next year, the new facility will be H Essers’ largest in Denmark and will help ensure that it can continue to meet the demand for logistics solutions from customers in the pharmaceutical and chemical industries. “Denmark is a strategically important market for us and, after 15 years in the Danish market, we are excited to expand with a third location,” says Carlo Theunissen, COO Warehousing at

HCB MONTHLY | OCTOBER 2023

H Essers. “With the new warehouse, we will finally have the right infrastructure to handle the pharmaceutical and chemical products to an extent that we can’t offer at our current locations in Denmark. It’s has been quite a challenge to develop a mega site as this, and I look very much forward to welcome existing and new customers soon.” www.essers.com BERTSCHI’S GOT A BRAND NEW BAG

Bertschi has added 500 new bag-in-box containers to its fleet this year, in response to changing patterns in global polymer supply chains. In particular, local production by Europe’s plastics industry is giving way to imports from elsewhere in the world, increasing the demand for long-distance transport. In response, Bertschi has expanded its plastics hubs and container farms to integrate the

growing volumes of plastic imports. As an important logistics partner to the polymer industry, Bertschi is aware of the risk of pollution by plastics granules in international and local transport and, as such, is a member of Operation Clean Sweep (OCS), which is dedicated to preventing the loss of plastics granulates to the environment. Bertschi was the first logistics provider to sign up to the Operation Clean Sweep programme in 2016 and has also become one of the first logistics companies to achieve a 100% score in the OCS-related questions in its SQAS assessment. www.bertschi.com TRISTAR ON THE UP

Tristar Group saw its consolidated revenues jump by 78 per cent in the first half of this year to reach $554m, with EBITDA up 33 per cent at $101m. All business segments grew at

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“At Comercial Química, our dedication to innovation and continuous improvement remains unwavering, and these expansions represent a significant stride towards achieving excellence,” the company states. www.cqmasso.com MORE FROM MILKYWAY

double-digit rates, with particular expansion in the Fuel Farm segment, following the acquisition by Tristar of a 51 per cent stake in HG Storage International in August 2022. The maritime market was strong and the road transport division posted 23 per cent annualised growth. “We are confident that the second half of 2023 will not only confirm the record growth of our Group, but I do believe that, thanks to the numerous initiatives put in place during 2022, will fuel additional growth for the Group in the coming years,” says Group CEO Eugene Mayne. For now, Tristar is also focusing on reducing its carbon footprint, with a phased approach to decarbonising the road fleet alongside investments to reduced emissions from marine operations through the use of hybrid propulsion systems. www.tristar-group.co NEW SHOP FOR BLACKMER

Blackmer has opened an expanded headquarters buildings in Grand Rapids, Michigan, located at the PSG Rotating Center of Excellence. The construction and renovation project lasted nearly two years and added 56,000 ft2 of new manufacturing, office and

R&D space. The new building also features energy-efficient lighting, heating, air conditioning and manufacturing systems. “Having outgrown our space for machining and assembly, this expansion helps us support our customers in industrial, defense and energy markets, and creates more jobs for our community,” says Lara Kauchak, general manager of PSG Grand Rapids. “We look forward to this next chapter with enhanced efficiency and room to grow, which will enable us to continue providing exceptional pump and compressor products and services for our customers for many years to come.” www.psgdover.com/blackmer MASSO GROWS IN VALLS

CQ Masso has completed the expansion of its Valls warehouse complex near Tarragona, Spain (above), with the addition of enlarged office space and a new refrigerated chamber for chemical products requiring strict temperature control. In order to improve operational efficiency and provide a better service for its customers, Masso has also built a new shed adjacent to the primary warehouse, where it now prepares orders and takes receipt of deliveries.

Milkyway Chemical Supply Chain Services has relocated its South China logistics base. The new building is located in Hongqi Logistics Zone in the Baiyuan district of Guangzhou, close to the international airport and major road links. The site now has a 32,000-m2 standard warehouse, a temperature-controlled warehouse of more than 1,000 m2, 28 loading/ unloading platforms and a total of around 800 owned and hired vehicles. The South China logistics base covers the provinces of Guangdong, Guangxi, Hainan and Jiangxi, which are accessed through more than 15 local offices. From here Milkyway offers a one-stop chemical supply chain service encompassing warehousing, ocean freight, freight forwarding, local distribution and packaging. Milkyway has also put its new chemicals hub at the Lianyungang Xuwei Petrochemical Industry Base into operation. The Base is one of seven national petrochemical hubs approved by the State Council and is the main centre to serve the ports of Jiangsu province. “The commissioning of Lianyungang Milkyway will fully provide logistics supporting services for hazardous chemicals to Lianyungang Xuwei Petrochemical Industry Base, and provide one-stop chemical supply chain services for chemical giants and surrounding enterprises in the park,” said Justin Jia, assistant president of Milkyway Group, at the official opening. “We will deepen the development of warehouse and distribution integration business through the Milkyway intelligent park platform, comprehensively improve the efficiency of warehouse and distribution operations and reduce costs, and provide our customers with more professional and good chemical logistics services.” www.mwclg.com

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LNG IS REGARDED as offering a stepping stone towards a decarbonised shipping industry, by being a relatively low-impact fuel for oceangoing engines. However, some have pointed to the phenomenon known as ‘methane slip’, where a proportion of the LNG fuel feed passes through the engine unburned and is vented through the exhaust into the atmosphere. As methane is a much worse greenhouse gas (GHG) than carbon dioxide, this has a significant negative impact on the value of LNG as a low-carbon option, even though methane slip may account for only a small fraction of the LNG used. If LNG is to have a future as a marine fuel – and there are some interests that have sunk a lot of cash into promoting wider use – then reducing methane slip is a vital challenge. In order to explore the phenomenon and look at

series of dual-fuel tankers. The GHG package actively controls the engine while working in demanding conditions such as during manoeuvring, harsh sea conditions or varying fuel quality. This way, combustion is optimised and unburned gas emissions minimised, Wärtsilä says. The other solution is the Low Load Optimisation package, which aims to reduce methane slip at low engine loads, for example during harbour operations such as loading and unloading. This package actively balances the loading of each engine cylinder, optimising the overall total engine efficiency even at a low engine load. SUCCESS TO START Wärtsilä says that the tests, which have been performed both in the lab and at sea, show

companies will be interested in these solutions. And this is not the end of the road, there is more to be done.” Furetank has welcomed the tests, as part of its programme to reduce emissions from its newly designed ships, which are said to be the most energy-efficient in their segment. Clas Gustafsson, technical manager at Furetank, says: “We had many discussions with Wärtsilä during the past years on how to counter methane slip. It is a tough nut to crack and the most important technical issue for us to solve. There is an ongoing chase for new engine solutions which will only intensify with the EU ETS (emissions trading scheme) and stricter IMO regulations. We are happy to have this fast track to developers and manufacturers of advanced engine technology.” Having proven the value of the Wärtsilä approach, Furetank will install the necessary systems on its new ships currently being built at China Merchants Jinling Shipyard and will retrofit them on all existing ships in the Vinga series. “This is a very successful collaboration, as Furetank has asked us for solutions and offered to perform tests in real-life conditions,” adds Österdahl. “We are in a phase of intense research and development

ways to reduce it, Finnish marine technology supplier Wärtsilä and Swedish shipping company Furetank are co-developing and testing two technologies. Firstly, Wärtsilä was developed a GHG reduction package for dual-fuel engines, which it has been testing on Furetank’s Vinga

very promising results, reducing methane slip by as much as 50 per cent. “These are great results, far exceeding what we had expected or technically believed,” says Göran Österdahl, sales director of marine power at Wärtsilä. “The tests show a significant impact in absolute terms. We believe many shipping

on future fuels, making it invaluable for us to find test-willing partners. Our entire industry will need to establish many operator/product developer collaborations, otherwise progress will be too slow.” www.furetank.se www.wartsila.com

SLIP SLAP LNG FUEL • RECENT TRIALS HAVE SHOWN THAT CAREFUL ENGINE MANAGEMENT CAN SIGNIFICANTLY REDUCE METHANE SLIP IN THE USE OF LNG IN DUAL-FUEL MARINE ENGINES

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ENERGY SHIPPING 39

MAKING SHIPS MORE fuel-efficient seems like a sensible move, not least in times when bunker fuel costs are high. Any means of reducing fuel consumption will save operating costs but, moreover, the International Maritime Organisation (IMO) is also placing increasingly stringent targets for fuel efficiency. And lower fuel use leads directly to lower emissions. There are also many ways to improve fuel

provide a controlled air flow to reduce friction between the hull and the water. These individually controlled sections serve to minimise drag and ensure maximum coverage, eliminating passive cavities along the vessel’s underside. Energy expenditure is minimised because there are few compressors and the bands add almost no drag when switched off. Air distribution bands are installed easily with

WHAT THEY SAY The OceanGlide system is now to be retrofitted to one of Kumiai Navigation’s VLGCs, the first time that the system will be used on an LPG carrier. “We want to invest in green shipping practices to help us lower our power consumption and comply with upcoming environmental regulations,” comments Tomo Kuroyanagi, managing director of Kumiai Navitation. “In this effort, OceanGlide fluidic air lubrication is currently one of the best available solutions that offer remarkable gains in improving vessel performance and meeting our environmental targets.” The decision to choose OceanGlide stems from the customer’s ambition to reduce the vessel’s energy consumption and emissions, coupled with the company’s trust in Alfa Laval’s solution to make a significant impact on vessel’s carbon footprint. “OceanGlide serves our goal of adopting advanced new sustainable technologies to remain competitive in this challenging market. We are excited to take advantage of the fluidic air lubrication technology to help us decarbonise and contribute towards our carbon reduction roadmap,” Kuroyanagi adds. “We are pleased to partner up with our customer, Kumiai Navigation, to serve the LPG tanker segment with our fluidic air lubrication system, OceanGlide,” says Rajiv Sarin, head of air lubrication at Alfa Laval. “We value the trust our partner has in our technology and collaboration to help them achieve their goal of sailing sustainably. As the market for OceanGlide fluidic air lubrication grows, we are happy to support our customers in their efforts to reduce CO2 emissions and improve energy efficiency of their fleet as a retrofit or a newbuild installation.” Kumiai Navigation’s fleet comprises seven VLGCs, all built by Kawasaki Heavy Industries between 2012 and 2002, as well as two fully pressurised LPG carriers built by Sasaki Shipbuilding and trading worldwide and a total

consumption and they do not have to involve re-tooling the main engine. For instance, Alfa Laval’s OceanGlide fluidic air lubrication system reduces drag by creating and controlling streamlined air layers under a ship’s flat bottom; each layer has a fluidic band that can be steered independently to

minimal hull penetrations, which reduces shipyard time and costs, even as a retrofit. Alfa Laval says OceanGlide has been shown to reduce specific drag by between 50 and 75 per cent and can deliver reliable fuel savings of up to 12 per cent under real-life conditions.

of ten bulk carriers ranging in size from 58,000 dwt to 210,000 dwt. The Singapore-based operator also has three 86,700-m3 VLGCs under construction for delivery in 2025 and 2026, all featuring dual-fuel engines. www.alfalaval.com kn.sg

GLIDING BY EFFICIENCY • ALFA LAVAL’S AIR LUBRICATION SYSTEM IS TO BE USED ON AN LPG CARRIER FOR THE FIRST TIME, AS KUMIAI NAVIGATION SEEKS WAYS TO REDUCE ITS FUEL CONSUMPTION AND EMISSIONS

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IT’S THE FIZZ

industrial processes and moving that captured CO2 to a location where it can either be used or be sequestered. Plans to do just that have been in development around the world for several years now but there are many who believe that any attempt to decarbonise industrial and transport activities will inevitably fail if carbon capture is omitted from the suite of tools available. Indeed, Prime Minister Erna Solberg of Norway said at the time the IEA report was published: “In order to develop and deploy carbon capture and

since there are many projects in various stages of development that will entail the movement of CO2 in bulk by sea from the area of capture to the area of utilisation or storage. This year there have been some interesting and encouraging developments in the future CO2 shipping sector, which until now has featured only a few, small gas ships that can be deployed in the trade. Scale will be needed if the sector is to meet emerging needs. Moving CO2 in bulk will be a different business and a research project has recently kicked off, involving Japanese and Australian interests, to demonstrate the technical feasibility and operability of low pressure and low temperature solutions for the bulk transport of CO2 by ships. The LP Technology R&D Project will aim to study the behaviour and boil-off characteristics of liquefied CO2 (LCO2) under dynamic operating conditions and the impact of non-CO2 components. The current design of LCO2 vessels limits capacity due to their operating pressure and temperature (18 bar, -26 °C). Low pressures

storage as a technology for the future we need investments in solutions and facilities in many regions and countries. CCUS will be necessary on a global scale if we are to meet the Paris Agreement. And we must start now.” Since then, the maritime industry has been looking at what this might mean, not least

and low temperatures (approximately 7 bar, -49 °C) are considered one of the best options to significantly reduce costs for CO2 vessel design. However, there is no record of liquefied CO2 transport by ship under low pressure and low temperatures conditions. Therefore, it is necessary to address

CARBON CAPTURE • SHIPOWNERS WITH EXPERTISE IN GAS SHIPPING ARE STARTING TO GET TOOLED UP FOR A NEW CARGO AS THE NEED TO MOVE CARBON DIOXIDE IN BULK CAN ONLY INCREASE AS FAR BACK as 2020, the International Energy Agency (IEA) alerted the world to the importance of carbon capture, utilisation and storage (CCUS). In a report on the clean energy transition published in September 2020, IEA said: “A net-zero energy system requires a profound transformation in the way we produce and use energy that can only be achieved with a broad suite of technologies. CCUS is the only group of technologies that contributes both to reducing emissions in key sectors directly and to removing CO2 to balance emissions that are challenging to avoid – a critical part of net zero goals. After years of slow progress, new investment incentives and strengthened climate goals are building new momentum behind CCUS.” One of the main aspects of CCUS is the capture of carbon dioxide emitted during

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ENERGY SHIPPING 41

operational risks and enhance the likelihood of technical feasibility. UPSTREAM PARTICIPATION Meanwhile, industry is pressing ahead with increasing speed. For example, Northern Lights, a joint venture between Equinor, Shell and TotalEnergies that is developing a cross-border CO2 transport and storage infrastructure, has recently extended its order for three 7,500-m3 carbon dioxide carriers from Dalian Shipbuilding (DSOC), which has the first two in the series currently under construction. “Our shipping solution is scalable and provides the necessary flexibility to service industrial emitters across Europe,” says Børre Jacobsen, managing director of Northern Lights. “The award of a shipbuilding contract for a third ship is a response to an increasing demand for cross-border CO2 transport and storage.” Northern Lights is pursuing a pressurised CO2 maritime concept running on LNG fuel with a wind-assisted propulsion system and air lubrication. Thanks to these innovative technologies, the ships have a reduced carbon intensity compared to conventional solutions. Once operational, the ships will load captured and liquefied CO2 from industrial emitters and transport it to the Northern Lights receiving facilities in Øygarden, Norway, where it will be stored in onshore tanks before being transported by pipeline to an offshore reservoir for permanent and safe storage at 2,600 m under the seabed.

transport and a 14,000-m3 LCO2 carrier for regional shipments, while ABS has worked on an 87,000-m3 LCO2 carrier with dynamic positioning system for long-haul transport and offshore offloading and a 96,000-m3 FSO concept. “LCO2 carriers for CO2 transportation play a key role in the carbon capture and storage value chain,” comments Adif Zulkifli, executive vice-president and CEO of upstream at Petronas. “The acquisition of the AiPs further strengthens Petronas’ commitment in offering decarbonisation solutions, aligned with our aspiration in establishing Malaysia as a leading CCS hub in the region.” MOL is also taking part in a joint R&D project to look at the feasibility of moving large volumes of CO2 by ship under different technical scenarios. Also in Malaysia, MISC has received AiP from DNV for its floating carbon dioxide storage unit (FCSU) that aims to enhance the efficiency of the CCS value chain. The unit was developed in collaboration with Samsung Heavy Industries under an MoU signed in January this year. FOLLOW THE STRATEGY Navigator Holdings, parent of handysize LPG tanker specialist Navigator Gas, has also

signed a non-binding memorandum of understanding (MoU) with Bumi Armada to set up a 50/50 joint venture, Bluestreak CO2, to provide CO2 shipping and injection solutions in the UK. The project aims to provide an end-to-end solution for carbon emitters to capture, transport, sequester and store their carbon dioxide emissions in line with the UK’s Industrial Decarbonisation Strategy. It is anticipated that the Bluestreak CO2 joint venture will design and implement a value chain of shuttle tankers delivering to a floating carbon storage and injection unit. The complete value chain is expected to safely and reliably transport and provide buffer storage of liquid carbon dioxide. The CO2 is intended to be subsequently injected into offshore storage aquifers and/or depleted oil and gas reservoirs in a controlled manner, with full surveillance and management of the permanent storage location. This approach is anticipated to allow the Bluestreak CO2 Joint Venture to serve emitters with no access to pipeline infrastructure, to effectively manage their CO2 emissions. The parties say they are already in discussions with a number of emitters and, if successful, the first shipment of CO2 is anticipated to take place three years after a final investment decision, which the partners aim to take before the end of this year.

SCALING UP Northern Lights’ plans look small in comparison to what Mitsui OSK Lines (MOL) is working on; it has recently received Approval in Principle (AiP) from DNV and ABS for a LCO2 carrier concept; ABS has also issued an AiP for an associated floating storage and offloading (FSO) unit. Both the carrier and FSO were developed by MOL in collaboration with Petronas and the Shanghai Merchant Ship Design & Research Institute. MOL and Petronas intend now to develop the concepts to construction, based on the AiPs received. DNV has looked at outline plans for an 87,000-m3 LCO2 carrier for long-haul

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42 ENERGY SHIPPING

AS THE GLOBAL shipping industry seeks a way towards meeting its decarbonisation targets, it will also be part of the solution for downstream industries. Moving energy is likely to become more complex and, at least in the near term, involve a variety of fuels. One of those identified as offering a relatively straightforward route to decarbonisation is ammonia, an inorganic chemical that can be produced using renewable electricity to move hydrogen atoms to those who need them. There is, therefore, great optimism about the prospects for ammonia shipping and there are many projects around the world that will,

However, given the size of projected demand, it is likely that this sector will follow the well trodden route of seeking economies of scale by using larger ships – something that has already happened, very rapidly, in the transport of ethane. Quite what that means for ammonia transport was illustrated during the Gastech show in Singapore in September, where Capital Gas Ship Management and Eastern Pacific Shipping (EPS) both ordered two 88,000-m3 very large ammonia carriers from Korea Shipbuilding and Offshore Engineering (KSOE), to be built by Hyundai Heavy

TIME FOR A CHANGE In addition, Capital Gas and EPS have agreed with Hyundai to explore the possibility for this series of vessels to be equipped with an ammonia dual-fuel propulsion system, which could reduce the vessels’ carbon footprint to zero. Indeed, EPS has already been working with the yard and MAN Energy Solutions on the development of ammonia-burning engines and has already signed memoranda of understanding for such engines to be fitted on other bulk carriers and VLACs to be built over the coming years, including two 93,000-m3 VLACs recently contracted at Jiangnan Shipyard. EPS sees its role as an ‘act now’ pathfinder on the road to decarbonisation. Cyril Ducau, CEO of the company, stated during the signing ceremony: “We have been talking about energy transition and lowering emissions for years. Today, we are ready to talk about zero-emission solutions. The ammonia engines by MAN Energy Solutions will be an inflection point for the maritime industry. In the next few years, we expect to operate vessels with significantly reduced emissions running on ammonia. Dual-fuel engines like LNG, LPG, and ethane will still play a significant role in various segments. However, with this engine, it will mean that this will be the first time that oceangoing vessels will take a significant step towards zero carbon emissions. This is a an extremely exciting time for all of us.” The Maritime and Port Authority of Singapore (MPA) is supporting the development of ammonia fuel for international shipping. Its CEO, Teo Eng Dih, said during Gastech: “The next few years will be critical as we work with partners to examine ways to de-risk the application and operation for ammonia-fuelled vessels, and enhance the development of low and zero carbon solutions. We look forward to working closely with EPS

if they proceed, place a significant demand on shipping capacity. In addition, marine engine manufacturers are well on the way to developing viable ship engines that can burn ammonia during the voyage. Ammonia is currently moved by sea in large volumes, most often in mid-size LPG carriers.

Industries in Ulsan and delivered in the second half of 2027. These so-called very large ammonia carriers (VLACs) differ from the normal very large gas carriers (VLGCs) of a similar size in being able to carry ammonia at up to 98 per cent of cargo tank capacity.

and partners to study the ammonia engine design and operations to support the development of new safety guidelines and standards, port preparations, training and emergency response plans.” www.capitalgas.gr www.epshipping.com.sg

VLAC THE IMPELLER AS THE GLOBAL • DEMAND FOR DEDICATED SHIPS FOR THE CARRIAGE OF AMMONIA IS EXPECTED TO GROW STRONGLY. SOME OWNERS ARE GETTING IN ON THAT GROWTH AT THE GROUND FLOOR

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SECTION SLUG 43

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will be able to carry efficiently. “The closer we get to the delivery of our first FureBear newbuild, the more confident we are that our JV with Furetank will yield superior long-term results,” says Gregg Ruhl, president/CEO of Algoma Central Corp. “We see a need for more Vinga tankers to ensure that we can support customer demand into the coming years and even decades, and with a best-inclass environmentally friendly design that will stand the test of time.”

FURETANK AND ALGOMA Central have extended the orderbook for their FureBear joint venture, adding another two ships to bring the order up to 10 of the Vinga series of intermediate product tankers. The first in

amount of newbuildings underway,” explains Lars Höglund, CEO of Furetank. “Since we launched the Vinga series, no other vessels have been introduced that exceed their environmental performance. This encourages

BUILDING ON EXPERIENCE The ten tankers ordered for FureBear build on Furetank’s experience with the Vinga series of tankers already delivered into its own fleet. “The vessels in service have been very well received in our market and have proven to function far beyond our expectations,” Höglund notes. “The first ship has been operating for five years, the main engine running for 25,000 hours and not missing a single day in service because of technical issues. With that in mind, it is amazing to have found a business partner like Algoma who wants to join forces, place the investments, and continue this journey with us.” “Our aspiration is to grow FureBear only as large as it needs to be to meet the market demand of our customers,” Ruhl adds. “This is not an asset play; it is a customer service play, which has always been at the heart of what we do at Algoma and now with our partners.” The Vinga tanker design was developed by Furetank in cooperation with FKAB Marine Design. The ice-class 1A, 17,999-dwt ships have dual-fuel engines capable of running on LNG, liquefied biogas (LBG) or gasoil and are fully equipped for shore power. They are designed with a battery hybrid solution and several innovative features that reduce fuel and energy consumption, resulting in much lower emissions of CO2, sulphur oxide, nitrogen oxide and hazardous particles compared to standard vessels of the same

the series is scheduled for delivery from China Merchants Jinling in first quarter 2024 and all ten will be entered in the Gothia Tanker Alliance, to be operated by Furetank from Gothenburg. “We see the upcoming phasing out of older tonnage in the market far exceeding the

us to expand the series, improving our customer service, while continuously developing and refining the emission-saving technology on board.” Furetank and Algoma have also identified growing demand for biofuels and renewable feedstocks in Europe, which the new vessels

size. The ships have scored the best Energy Efficiency Design Index (EEDI) value in their segment globally, meaning that they are the most energy-efficient vessels according to the International Maritime Organization (IMO). furetank.se www.algonet.com

EMBRACE THE BEAR NEWBUILDING • THE FUREBEAR JOINT VENTURE HAS EXTENDED ITS NEWBUILDING ORDER, SENSING PLENTY OF DEMAND FOR ENERGY-EFFICIENT SHIPS TO HELP HANDLE DEVELOPING NEW ENERGY BUSINESS

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ENERGY SHIPPING

ANOTHER PATH BIOFUELS • THERE ARE MANY STEPS SHIPOWNERS CAN TAKE TO REDUCE THEIR ENVIRONMENTAL FOOTPRINT. UNI-TANKERS HAS SHOWN THE USE OF BIOFUEL BLEND BUNKERS CAN HELP

future of tightening regulation of greenhouse gas emissions, this will be an important interim step shipowners can take to maintain compliance and support decarbonization.

UNI-TANKERS AND KPI OceanConnect, a leading global marine energy solutions provider, have successfully completed the supply and trial of a bespoke blend of B30 biofuel on Uni-Tankers’ vessel Alsia Swan. The trials are seen as an important step in developing a better understanding of the emissions performance of biofuel and validating its potential to help cut carbon emissions. KPI OceanConnect arranged for the supply of 34,000 litres of bio-grade fuel containing a 30 per cent blend of FAME (fatty acid methyl esters). The bunkering was carried out aboard the 2009-built, 5,700-dwt chemical tanker in Amsterdam as part of a two-day trial, which

ensure the fuel met precise specifications and was on hand for the delivery to ensure the specially blended product supplied for the Alsia Swan trials was good quality. Throughout the trial, tests were carried out at four different loads to assess the reliability and performance of the bio-fuel blend. Alongside trials of the B30 biofuel, UniTankers ran identical operations for a low-sulfur marine gasoil fuel of equal quality, allowing accurate comparisons of the B30 biofuel performance. Sampling and analysis for the trial was performed by a team from Denmark-based technology consultancy FORCE Technology. In results from the trial, Uni-Tankers saw

MEETING AN URGENT NEED Lisa Clement Jensen, head of strategy at Uni-Tankers, comments: “The need to cut emissions is one of the most urgent matters in the shipping industry and we are very pleased to be working with KPI OceanConnect for the biofuel trials on Alsia Swan. Decarbonisation is at the top our strategic agenda and we aim to contribute to a climate-resilient development of the shipping industry. These trials enable us to assess the potential and viability of biofuels as part of our ongoing decarbonization efforts.“ “We are very pleased to be partnering with the Uni-Tankers team on this project to deliver high-grade biofuel for their vessel in Amsterdam,” adds Jesper Sørensen, global head of new fuels and carbon markets at KPI OceanConnect. “By sharing our knowledge and providing expert guidance on fuel strategies, including finding the right biofuel blend ratio to meet the specific needs of vessel operators, we aim to build partnerships with our clients that

saw emissions for the biofuel measured and compared with emissions for low-sulfur marine gasoil under the same conditions. KPI OceanConnect’s local team of traders worked with their Uni-Tankers partners to identify a biofuel to meet their bespoke needs. The team oversaw the blending process to

particulate matter (PM) emissions reduced by as much as 42 per cent when fuel supply was switched from gasoil to B30. Carbon monoxide emissions were also reduced by 18 per cent. By using a blend of 30 per cent biofuel and 70 per cent fossil gasoil, Alsia Swan can cut lifecycle emissions of CO2 by an equivalent amount. In a

support their long-term success through the energy transition in shipping. For KPI OceanConnect our close partnership with Uni-Tankers is a model for delivering excellence to our clients.” kpioceanconnect.com uni-tankers.com

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HGK SHIPPING HAS ordered a third gas tanker barge, once again designed to help its clients cope with low water conditions on the Rhine. The latest order, already named Gas 96, will feature a diesel-electric drive system and an extra-wide beam to achieve the shallow draft needed to handle low water; it will be built by De Gerlien Van Tiem in the Netherlands and is due for delivery in 2025. The Duisburg-based vessel operator HGK has designed the new tank barge in close cooperation with two large chemical companies, one from the Netherlands and one from Germany, which will use the new vessel to supply their plants under long-term charter arrangements.

this combination with an alternative drive system in gas tanker shipping. The latest gas tanker was also fully developed at the company’s own Design Centre, following an appropriate feasibility study. The combination of a large load capacity of 300 tonnes, even if the draught is only 1.20 metres, with a vessel that is 110 metres long and 15 metres wide distinguishes it from everything else that has been operating on the river Rhine up to now. The maximum load capacity is more than 2,500 tonnes. “The concept and the design of Gas 96 are once again consistently geared towards the challenging requirements of the customer with regard to sustainability and having

DESIGNED FOR THE FUTURE The new gas tanker is due to go into service during the fourth quarter of 2025. The hull will be manufactured at a shipyard in eastern Europe with the final structural work taking place at the De Gerlien Van Tiem shipyard in Druten, Netherlands. Thanks to the power management system that will be installed, the engine output made available will be ideally adapted to the power requirements and this will therefore reduce the fuel consumption and the waste gas emissions. The drive system is also designed to be ‘future fuel-ready’ and can be retrofitted to accommodate alternative drive and fuel systems. The entire loading system on the new vessel will also be prepared to possibly transport ammonia and it will therefore enable both the charterer and HGK Shipping to cover future transport needs that emerge in connection with the energy revolution. HGK Shipping is part of Häfen und Güterverkehr Köln AG (HGK). Its fleet comprises about 350 vessels, including owner-operated ships. The spectrum of goods transported ranges from liquid chemical products and liquefied gases to dry goods and break-bulk cargo. HGK itself is the logistics company within the City of Cologne’s public

Gas 96 follows on from the first two gas tankers developed by HGK Shipping, which also combine extremely favourable shallow water performance with a diesel-electric engine, in providing innovative and sustainable inland waterway shipping services. HGK Shipping was the first company to introduce

reliable supplies,” says Anke Bestmann, managing director of HGK Gas Shipping. “The design ideally combines the pattern of Gas 94 and that of mega-barges, which have already enabled us to prove that we can transport unusual dimensions along inland waterways efficiently and reliably “

utilities group; having been established initially as a port operator it has developed into a group that provides integrated transport and logistics services with operations across Europe. HGK Shipping is now the largest inland waterway shipping company in Europe. hgkshipping.de

BACK TO THE FUTURE INLAND SHIPPING • HGK SHIPPING IS CONTINUING TO RESPOND TO THE NEEDS OF ITS CHEMICAL COMPANY CLIENTS FOR VESSELS CAPABLE OF DEALING WITH LOW WATER CONDITIONS ON THE RHINE

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ENERGY SHIPPING

UP WITH THE JONESES

SEACOR HOLDINGS, THROUGH its Seabulk Tankers subsidiary, and Crowley have agreed to form a joint venture that will integrate their respective liquid energy and chemical transport operations and related services. The new, independent company, Fairwater Holdings, will be a significant player in the Jones Act trades. Fairwater will leverage and scale both entities’ operational and safety-focused capabilities to serve the domestic market in the US with vessels and marine transport solutions across the petroleum and chemical trades, as well as related third-party ship

assume the CEO role at Fairwater. The joint venture will be based in Fort Lauderdale with offices in Fairfield, Connecticut; Houston, Jacksonville and Seattle. The joint venture transaction is expected to close in the first quarter of 2024 and begin operations following the satisfaction of customary closing conditions and regulatory approval. PROVIDING VALUE “Fairwater marks an important milestone in meeting the evolving needs for safe, efficient and sustainable US domestic maritime transportation solutions,” says Thorogood. “I

will create more value for customers,” adds Tom Crowley, chairman/CEO of Crowley. “Seabulk is an ideal and complementary partner with proven expertise in providing safe, sustainable and reliable maritime results and in driving innovation, much like Crowley. The new company will not only be a historic moment for Crowley and Seacor, but it will also align with our continuing growth strategy with solutions for customers and partners that deliver clear benefits for today and promise to advance tomorrow.” “Fairwater provides an exciting path for continued growth and investment benefiting our exceptional talent pool, our customers and this essential industry at large,” says Eric Fabrikant, CEO of Seacor. “We welcome the opportunity to partner with Tom and the entire Crowley organisation and look forward to jointly supporting this new venture ensuring seamless service during this transitional time and beyond.” Through a shared commitment to deliver on and exceed the needs of the day, the new company will offer a unified, seamless transition for customers and partners to

management services. It will include 20 oceangoing, articulated tug-barges and 11 tankers, many under long-term charter. The joint venture will provide crewing and  technical management for an additional 21 third-party owned vessels. Daniel Thorogood, CEO of Seabulk, will

am honored to take the helm alongside highly experienced seagoing and shoreside team members and provide our customers and the communities we serve with a maritime transportation provider whose values and performance will set the industry standard.” “Through this new joint venture, Fairwater

continue the reliable, uninterrupted support for their energy supply chain and related activities. In the coming months, both companies will complete activities to support the integration of the assets and services into the new entity. www.crowley.com seabulkgroup.com

USA • CROWLEY AND SEABULK ARE TO MERGE THEIR JONES ACT TANKER SHIPPING ACTIVITIES, HELPING MEET THE DEVELOPING NEEDS OF THE NORTH AMERICAN ENERGY AND CHEMICAL SECTORS

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NEWS BULLETIN

TANKER SHIPPING

MOL TO BUY FCC

MOL Chemical Tankers and FairfieldMaxwell have reached agreement for MOL to acquire Fairfield Chemical Carriers (FCC) in an all-cash transaction for around $400m. The deal will strengthen MOL Chemical Tankers’ position in the stainless steel multi-segregated chemical tanker fleet, expanding its current 85-strong fleet with 36 vessels from FCC. At the same time, MOL Chemical Tankers would further expand its service and the access to areas where it expects further growth in which FCC has a strong presence. “The businesses of MOL Chemical Tankers and Fairfield Chemical Carriers are very complementary,” says Akira Sasa, CEO of MOL Chemical Tankers. “It is a great pleasure to be welcoming Fairfield Chemical Carriers to the MOL Chemical Tankers Group. Our decision to enter into this agreement is based on not only the value of their attractive fleet, but also on their

solid business reputation, respected brand and the people who have created it. I strongly believe that this acquisition would bring even greater value to all of our stakeholders.” “Fairfield Chemical Carriers has been successful as an all-stainless steel, chemical tanker company in the industry in terms of service, quality and people,” says Anthony Dowd, CEO of Fairfield-Maxwell. “Merging with MOL Chemical Tankers would give this business the resources to continue to succeed and grow.” Dowd adds that both companies remain committed to ensuring that customers would not experience any disruptions to the superior service to which they’ve become accustomed. MOL Group says the chemical tanker sector is an area in which it expects growth, as explained in its group management plan to 2035, and says it “intends to proactively invest in this field”. The deal to acquire FCC forms part of that plan. Subject to customary

approvals, the transaction is expected to close before the end of this year. FCC’s fleet comprises 26 tankers of around 20,000 dwt and ten of around 25,000 dwt, all with stainless steel tanks and mostly built within the past five years. It also has four dual-fuel LNG-capable stainless steel chemical tankers being built by Fukuoka Shipyard, the first of which, Fairchem Pioneer, has been launched and is due to enter service in November. The second, Fairchem Pathfinder, has also recently been launched. fairfieldchemical.com www.molchemicaltankers.com YOUR PAL IN CHEMICALS

OceanPal, a US-listed, Greek-based dry bulk vessel operator, has invested in the chemical tanker sector for the first time, becoming a strategic partner in RFSea Infrastructure II, which has contracts for two methanol-ready, 6,600-dwt stainless steel chemical tankers at Wuhu Shipyard for delivery in late 2025 and early 2026. “We are pleased to invest in these state-ofthe-art, methanol-ready chemical tankers, in a chemical tanker market where we believe the fundamentals will improve in the next several years,” says Robert Perri, CEO of OceanPal. “In addition, this investment will improve our environmental footprint, as these newbuildings are expected to be 20-25 per cent more fuel-efficient than conventional chemical tankers.” oceanpal.com SIRIUS GOES LARGE

Sirius Shipping has ordered two-option-two 15,000-dwt methanol-ready ‘Evolution 15K’ oil/chemical tankers from China Merchants Jinling, with first deliveries scheduled for 2026. Using methanol as fuel, together with a hybrid battery system and shore power connection,

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will allow the ships to exceed the requirements of the EU Fit for 55 package and the FuelEU Maritime initiative. “With Evolution 15K we’re taking another step forward – for our customers, colleagues and the environment,” the company states. “Our new tanker has been designed by Kongsberg Maritime to provide the highest levels of sustainability, efficiency and safety as well as excellent working conditions.” The new ships will be the largest in the Sirius fleet, which currently features oil/chemical tankers in the range of 4,500 dwt to 11,250 dwt, plus two small LNG carriers. www.siriusshipping.eu MORE FOR UNI

Uni-Tankers has announced another major expansion of its chemical tanker fleet, acquiring the 2022-built eco-tanker Sedat Basak (6,038 dwt) and placing an order for two stainless steel sister ships under timecharter for delivery in 2024 and 2025. The company notes that all three will be around 30 per cent more fuel-efficient than standard vessels of the same size. In addition, Uni-Tankers has signed a contract with a Japanese partner covering the long-term charter of two 12,500-dwt stainless steel newbuildings scheduled for delivery in 2025 and 2026. “We are excited to announce this further significant expansion of our stainless steel fleet and the renewal of our owned fleet,” says CEO Per Ekmann. “With these new vessels, we will be able to provide even greater service to our clients around the world.” Denmark-based Uni-tankers currently operates a fleet of 30 chemical tankers, of which 15 are owned. uni-tankers.com NYK STICKS WITH LPG

NYK Line has extended its VLGC orderbook with a sixth LPG/ammonia carrier from Kawasaki Heavy Industries, for delivery in 2026. The new ship will be NYK’s eighth dual-fuelled VLGC capable of running on LPG and will also be fitted with a shaft generator, which allows the diesel generator to be stopped during seagoing transit. It is expected that the ship will be configured to

allow the use of ammonia as fuel in the future. NYK has so far taken delivery of two dual-fuelled VLGCs, Lupinus Planet and Lantana Planet, both chartered to Astomos Energy. The first three of the dual-fuelled LPG/ammonia carriers are scheduled for delivery in 2024. www.nyk.com CLEAN BUNKERING BY ASAHI

Asahi Tanker’s electric-powered bunkering vessel Asahi has carried out the first bunkering operation involving marine biofuel in Tokyo Bay. The B-24 blend, which incorporates 24 per cent biomass, waste oil and green methanol, was delivered to the fully pressurised LPG tanker Buena Reina under charter to Marubeni in a completely zero-emission operation. “We will continue to collaborate with Marubeni to address various issues in the shipping industry, such as low-carbonisation and decarbonisation, and provide highly sustainable services,” Asahi Tanker states. www.asahi-tanker.com ASTOMOS APPOINTS MAERSK

Astomos Energy has appointed Maersk Tankers as voyage manager for five of its VLGCs. More ships may be added to the deal in future. Maersk Tankers says it will help

Astomos Energy achieve greater economic and environmental efficiency through day-to-day vessel operations, fuel optimisation and claims handling. Its service covers full post-fixture support from the time the vessel is fixed for a voyage, through its successful execution, to the closure of the voyage books. “We are honoured to commence the partnership with Maersk Tankers, not only pursuing efficient operation but also environmental goals. We are convinced the collaboration with experienced specialists will contribute to solving a global challenge and achieving sustainable prosperity,” says Kei Sakaguchi, general manager of Supply and Trading, international division at Astomos Energy. “We are looking forward to this new partnership with Astomos Energy and are pleased that our knowledge and experience of commercial tanker operations can add value to owners across all vessel types and segments,” says Aditya Trehan, head of operations at Maersk Tankers. Maersk Tankers launched its voyage management service in April this year and will now have 12 gas carriers from Astomos and Petredec under its control. maersktankers.com www.astomos.com

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LIFE IN EXCITING TIMES MARKET • THESE ARE EXCITING – IF CHALLENGING – TIMES FOR CHEMICAL DISTRIBUTORS IN EUROPE. SPEAKERS AT THIS YEAR’S FECC ANNUAL CONGRESS EXPLAINED THE BACKGROUND

• At the same time, there is an all-time high in the willingness of principals to diversify their distributor portfolio, especially for commodities; • Principals are less forgiving and are now twice as likely to switch business to another distributor than they were before the Covid pandemic, and are tracking performance levels more closely, as are their customers; and • Distributors are perceived as being best-in-class if they can leverage data and laboratory facilities to help principals support their sustainability agendas.

THE EUROPEAN FEDERATION The European Federation of Chemical Distributors (Fecc) held its 2023 Annual Congress last month in Sitges, Spain and was well attended – back to the audience level last witnessed at the same venue before the arrival of the Covid-19 pandemic. Aside from the extensive opportunities for networking, delegates to the Fecc Annual Congress look forward to presentations of interest and importance to chemical distributors, who seem to have been the first link in the chemical supply chain to see a

Boston Consulting Group’s (BCG) annual Chemical Distribution Survey, the results of which were presented once more by Madjar Navah, managing director and partner at BCG in Germany. These are, he began, “exciting times for industry”, as illustrated by the survey results that were being published the same week as the Congress. More than 300 principals and 20 chemical distributors had been polled for the survey, which led to what Navah said were five core beliefs: • There is still growth ahead in the chemical distribution arena, but at a slower rate

SOMETHING FOR EVERYONE The market for third-party chemical distributors stood at €283bn in the last year before the pandemic, 2019, and not surprisingly dropped to €260bn in 2020, Navah said. Disruption in the supply chain led to a sharp increase in sales to €341bn in 2021 and €446bn in 2022, but forecasts point to a flatlining this year and perhaps only a small

normalisation of their business activities in the post-Covid era. As such, and in the face of weak demand from downstream industries, most notably in Germany, any help on offer was gladly received. As ever at the Fecc Annual Congress, the position of the sector was illustrated by

than before, probably averaging around 2.5 per cent per year; • There has been a consistent increase in the willingness of chemical companies to hand over their business to independent distributors over the past decade, with this willingness now at its highest level ever;

increase to €450bn in 2024, he added. Over that period, the top three reasons for principals to use independent distributors have not changed, though the most significant – to expand geographic reach – has become more significant and is now cited by 72 per cent of survey respondents, compared to 63

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per cent in 2018. Allowing manufacturers to concentrate on their core business (63 per cent) and expanding reach to smaller customers (58 per cent and falling) are the other two main reasons. By contrast, improving end customer service level and reducing costs are seen as less important. However, there is the potential for further growth in the third-party chemical distribution business. Navah noted that all the survey respondents in China and Latin America said they were expecting to increase the use of independent distributors to handle specialty chemicals over the next three years, and there was also plenty of support for this expectation in non-China Asia Pacific, North America and, to a lesser extent, Europe. There is also plenty of momentum behind more commodity chemicals going into the independent distributor sector, with expectation of more growth in the next three years ranging from 76 per cent in non-China Asia Pacific to 83 per cent in Latin America and 95 per cent in China. Most respondents also reported themselves more willing to diversify their distributor based for commodity chemicals in the coming three years, though the numbers for specialty chemicals were lower this year for large and medium-sized producers than they were in the 2021 survey. Navah also drilled down into the survey’s findings on prinicipals’ willingness to switch distributors, with performance issues being the top reason – including failure to meet on-time-in-full rates or customer expectations. Secondly, respondents mentioned the importance of distributors being able to offer value-adding services (such as laboratories) and to be digitalised so as to be able to feed data directly into their and their own clients’ ERP systems. A third reason for switching is when a distributor becomes non-exclusive or when it is not competitive

with other offers in the market – bearing in mind that margins are being squeezed. Principals widely (46 per cent) want to see their chemical distributors have a sustainability agenda, though only 41 per cent say they have seen any concrete action. There is, Navah said, a “true belief” among principals that chemical distributors, being closer to the market, can play a concrete role in shaping the sustainability agenda. LET’S CHAT Summing up, Navah said that times are changing and there is plenty of opportunity out there. Chemical distribution is a growing and profitable business but principals are becoming more critical. Distributors need to leverage their market insights to become the distributor of choice if they are to reap the rewards of those opportunities, he said. Navah’s presentation fed into a fireside chat between Neville Prior, outgoing president of Fecc and chairman of independent distributor Cornelius Group, and Richard Jenkins, senior vice-president of Arkema. Jenkins began by explaining that the cost of serving customers

is going up sharply and chemical producers are increasingly thinking of end-to-end costs right through the supply chain. It’s no longer a ‘product push’ model, where material is produced and then sold to the market. This offers potential for third-party distributors since they are better placed to handle such a role in the market. If they are to do that, Prior said, distributors need to understand what their chemical producer principals want – which means they need to be more open about their expectations. “It’s a two-way thing,” he said. “Chemical distributors have been calling on principals to recognise those distributors that are doing a great job.” Prior did agree, though, that there are plenty of opportunities out there. Jenkins raised the issue of digitalisation, saying it may be a threat to the old ways of doing business – but it can be positive for those that can pivot effectively. That may highlight the need for new skills, Prior said; it is already apparent that sales visits have changed – these days many end customers have already found out what they need by searching on Google and merely need to place

 FECC MANAGED TO ATTRACT A LARGE AUDIENCE FROM MANY COUNTRIES, EAGER TO SHARE INFORMATION AND LEARN HOW BEST TO FACE CURRENT CHALLENGES IN THE DISTRIBUTION SECTOR

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supply the US from there. Mexico and emerging markets in Asia offer other possibilities. Having raised the issue of inventories, and in response to a question from the audience, de Leus said “we’re almost done with de-stocking”.

A BIGGER PICTURE It was worthwhile examining Navah’s analyses and forecasts in light of earlier presentations on broader economic and industry trends. Keon de Leus, chief economist at BNP Paribas, had provided a detailed view of the current economic position, beginning with inflation and interest rates. “We have had a smooth ride over the past 40 years,” he said, skipping over a few rocky patches, “but now it’s all coming down on our head.” Inflation in the Eurozone has already

Current interest rates in the EU and USA have probably reached their peak, he suggested, and these will begin to fall in line with inflation. More good news is that the price of natural gas in Europe is normalising, although he said he expects winter prices over the next few years to be much higher than they were pre-Covid. There are some longer-term challenges: in particular, the US wants to slow the growth of China and is providing a prime example of the use of trade and industrial policies to influence foreign relations. Climate change also presents both physical risks and, in response, technical changes to come. The rise of electric vehicles, for example, could turn automotive trade between China and the EU on its head. All this will impact industrial supply chains, including chemicals. De Leus predicted that governments and businesses in Europe and North America will look towards a supply-side strategy that will provide robust redundancy and diversification – implying more stock in

peaked, de Leus said, predicting that it will start to fall more noticeably during the fourth quarter of 2023 and through 2024; nevertheless, the age of inflation in the 0 to 2.0 per cent range is likely over and 2.0 to 4.0 per cent is more likely, mainly as a result of climate change and demographic shifts.

the system. It is not a matter of rolling back on globalisation but more of a move towards multi-globalisation, with emerging markets entering the fray.. For example, if manufacturers in China cannot economically deliver to the US, they will (and already are) invest in countries such as Vietnam and

least to China and India, especially in some specialties and intermediate products. That China is now not growing as fast has was expected (or desired) does offer some grounds for optimism. Regulation in the area of decarbonisation will increase costs sharply, especially in

RICHARD JENKINS (LEFT) AND NEVILLE PRIOR AGREED THAT PRINCIPALS AND DISTRIBUTORS NEED TO BE MORE OPEN WITH EACH OTHER ABOUT THEIR EXPECTATIONS

an order. One new task sales people may have in this market is the position of the products being sold in relation to sustainability.

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EUROPE ALONE Dr Christian Lumpe, partner at Roland Berger Chemicals, then delved into what all this means for the European chemical industry and its logistics partners. There are complex interdependencies at present, all of which combine to generate a pessimistic market climate, he began: inflationary cost pressures for energy and raw materials, and tightening regulations in Europe in comparison to an increasing willingness in the US and China to provide subsidies are leading to a “gloomy sentiment” in Europe and a shift on the part of chemical manufacturers to put their investment into more promising territories. That means that Europe is losing ground, not

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Germany, Dr Lumpe said, as this remains the most carbon-dependent large economy in the EU. Carbon credit prices are forecast to increase by €24/tonne per year. While the Carbon Border Adjustment Mechanism (CBAM), due to take effect in 2026, will be a good thing in terms of levelling costs around the world, it will impose a bureaucratic burden, especially for small and mediumsized companies. Indeed, Dr Lumpe said, the EU chemical industry is at the centre of the circular economic and carbon-neutrality goals; it needs to cut its annual greenhouse gas emissions by 186m tonnes over the next 30 years to reach net zero by 2050, but the technologies and solutions required to meet this target – such as an ample supply of green energy and carbon capture systems – are not yet available at the scale needed. There is more grief to come from changes to hazard classification regulations and there will be changes to global supply chains emanating

 MODERATOR KATRINA SICHEL ONCE AGAIN HELPED PROMPT SPEAKERS TO GIVE THE AUDIENCE THE BENEFIT OF THEIR KNOWLEDGE AND EXPERTISE

from the EU’s demands for larger companies to manage the social and environmental impact of their activities. At the same time as European manufacturers are having additional regulatory burdens heaped upon them, their counterparts in the US are being supported by new legislation aimed at promoting domestic manufacturing. This includes the Inflation Reduction Act (IRA), which includes a particular emphasis on supporting those involved in the clean energy sector and is already allocated $370bn of funding. This is dwarfed by the Infrastructure Investment and Jobs Act (IIJA), which has $1.2tr of funding available to rebuild domestic transport infrastructure, enhance transport safety and promote domestic manufacturing. Further support for the semiconductor industry is forthcoming. Meanwhile, back in Europe, some of the chemical industry’s major downstream use sectors are facing trouble; the construction industry in particular has already seen a decline in revenues since 2020 and is forecast to contract by another 6.2 per cent this year before a slow recovery. Here too, companies are beset by new regulations and builders are, like many other sectors, facing labour market tightness. Much the same outlook affects the automotive industry, with the added

need to re-tool to meet targets for the shift to electric vehicles. Chemical distributors may be better able to handle cost issues than their principals in Europe, Dr Lumpe proposed, since they lack the weight of energy costs. On the other hand, they may be more exposed to new regulation and, in any case, will surely be called upon to help other parties up and down the supply chain deal with any new responsibilities. Dr Lumpe recommended that distributors look closely at the new business environment for the chemical industry and the changes that manufacturers are putting in place, since these will undoubtedly influence the independent distributor sector. In the light of supply chain disruptions over the past few years and a growing focus on national interests around the globe, chemical companies are moving away from a focus on efficient trade and towards regionalisation. There was some time after these presentations for chemical producers and distributors to discuss the implications, which HCB will report next month in the second part of its report on the 2023 Fecc Annual Congress. That report will also cover the extensive discussions about attracting and retaining talent and the over-arching need to address sustainability demands.

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NEWS BULLETIN

CHEMICAL DISTRIBUTION

SAFIC HEADS SOUTH

Safic-Alcan has acquired Southern Chemicals, a leading specialty chemical distributor in southern Africa. Southern Chemicals, founded in 1996 and with warehouses in Durban, Port Elizabeth, Johannesburg and Cape Town, supplies industrial speciality chemicals and additives into industrial sectors such as polyurethane foams, industrial coatings, adhesives and elastomers. “While Southern Chemicals will retain its own identity, the new partnership with Safic-Alcan’s established world network and technical expertise fits very well with Southern Chemical’s industry footprint,” says founder Rod Proome. “Not only will this new shareholding enhance product offering and technology support to our customers, but it will provide a strategic long-term commitment to our loyal supplier partners and growth opportunities for our employees.” “We started our activities in South Africa in 2020, and the addition of Southern Chemicals will create a very strong platform for continued further growth,” adds Yann Lissillour, CEO of the Safic-Alcan Group. Safic-Alcan has also announced two expanded distribution deals. It has built on its existing collaboration with Dow to cover the distribution of its polyurethane portfolio in central Europe and the Balkans, catering to a wide spectrum of industries. “The extension of this agreement is testament to the reliability and reach of Safic-Alcan’s network that enables us to offer our customers timely access to Dow’s range of world-class technologies,” says Francesca Pignagnoli, commercial director (Southern and Western Europe) at Dow Polyurethanes. Safic-Alcan has also embarked on a new agreement with Union Colours, the European division of Chinese organic pigment manufacturer Sincol Corporation, covering

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France and the Benelux countries. www.safic-alcan.com BARENTZ IN SUCCESSION

Barentz International has appointed Peter Boone as its new CEO as from 1 October. He succeeds Hidde van der Wal, who has decided to retire after more than 20 years in the position. Boone arrives from Barry Callebaut, where he was CEO, and he also spent more than 15 years with Unilever. “We are very pleased to welcome Peter to Barentz. He brings with him significant leadership experience and a strong track record in driving growth, championing innovation and sustainability, and expanding into new markets,” says Ben Osnabrug, member of Barentz’s supervisory board. “We are looking forward to collaborating closely with Peter to continue Barentz’s strategic direction serving our principals and customers, and we are excited about Peter joining to lead the next phase of our growth journey.

“The Board and I would like to express our deep gratitude to Hidde for leading and guiding Barentz the last twenty years as the company grew from a regional leader into the global player it is today,” Osnabrug adds. “Hidde instilled the entrepreneurial culture of the firm and this is a key success factor positioning Barentz for further growth. We wish him the very best for his future.” Barentz also reports that it has been appointed by Roquette as sole distributor partner for its core food ingredients business in northern Latin America, as from 1 January 2024. The move is an expansion of the two companies’ existing relationship, which is focused on Europe. www.barentz.com UNIVAR BUYS IN CANADA

Univar Solutions has acquired FloChem and certain affiliates. FloChem is said to be a leader in the distribution of chemicals and related dispensing systems in Eastern Canada. “The

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E&V ADDS IN UAE

acquisition gives [Univar] access to new market segments, increased market position on key in-demand products, and new service capabilities,” Univar says. FloChem is a distributor of commodity and specialty chemical solutions from North American manufacturers, including caustic soda, hydrochloric acid, phosphoric acid, hydrogen peroxide, bleach and sulfuric acid. Other offerings include products serving a variety of disinfectant and cleaning formulations in wastewater and water treatment. “As an industry leader in chemical distribution and dispensing systems, FloChem is uniquely positioned within our Canadian market to expand our bulk chemical distribution (BCD) network while expanding our access to some of the most widely used industrial chemicals and services,” says David Jukes, president and CEO of Univar Solutions. “This acquisition demonstrates our continued focus on our growth strategy and strategic imperatives to drive success now and into the future.” www.univarsolutions.com BRENNTAG ADDS GRIT

Brenntag has agreed to acquire Chemgrit Group, a Johannesburg-based specialty

chemical distributor with a focus on the personal care, food and material science sectors. Brenntag Specialties will integrate Chemgrit’s personal care operations (above) into its Personal Care and HI&I division, accelerating growth in cosmetics and extending application and technical support services to HI&I cleaning customers. “With this acquisition, we execute Brenntag’s ‘Strategy to Win’ and enrich the capabilities, scope and scale for Brenntag Specialties in Southern Africa,” says Michael Friede, CEO of Brenntag Specialties. “Chemgrit’s Cosmetics focus perfectly complements our existing national food and pharma business in Life Science and supports our ambition to achieve an ever-stronger position with a comprehensive offering in South Africa and beyond.” That ‘beyond’ is defined more closely by Michael Thomson, president of Brenntag Specialties Africa, who says: “The enlarged Brenntag Specialties business in South Africa will be scaled to other African markets, adding to Brenntag’s current African presence with local entities in Maghreb, Ghana, Nigeria, East Africa, Mauritius and South Africa.” Subject to customary conditions, the deal is expected to close in the fourth quarter. corporate.brenntag.com

Eigenmann & Veronelli (E&V) has acquired IMEA Technologies, a regional specialty chemical distribution company based in Sharjah, UAE. E&V says the acquisition represents an “excellent fit” with its existing operations and provides a strategic commercial expansion in the Middle East and Africa region. IMEA Technologies was founded in 2011 and offers a wide range of products, mainly industrial, such as emulsion polymers for industries, paints, plastic, inks, water treatment, sealants & adhesives, oil & gas, and construction, as well as cosmetic and cleaning applications. “In line with our strategic vision to be an established international solutions provider, we are delighted to welcome IMEA Technologies to the E&V Group,” says Gabriele Bonomi, CEO of E&V. “This acquisition strengthens our international footprint and allows us to offer a truly compelling value proposition to both principals and customers.” www.eigver.it NEW HEAD FOR FECC

The European Association of Chemical Distributors (Fecc) has appointed Lars Wallstein as its new president; he has been vice-president to Neville Prior, who has come to the end of his term. Wallstein is managing director of IMCD Germany and has more than 20 years’ experience in the chemical industry. “I am grateful for the trust and look forward to serving another term, this time as president,” Wallstein says. “Especially in these challenging times, it is crucial to remain optimistic. This requires courage and confidence in our problem-solving abilities to ensure we can drive a future-proof and sustainable transformation together. The partnership along the entire value chain is critical for this. As a European federation, it is important for us to be a strong partner for the national associations and direct company members by not only listening carefully to our industry and its stakeholders, but also by giving them a voice to drive change.” www.fecc.org

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year-on-year to $761.7m, largely as a result of lower sales prices as well as lower volumes. The impact on profitability was, however, tempered by lower raw material, transport and manufacturing costs, losing only $5.2m to $102.0m, with adjusted EBITDA ahead by $9.4m at $126.5m. Those figures came on top of similar declines during the second quarter, the three months to end April. Net sales dropped by $223.5m to $748.2m, though the 2022 figure included almost $60m of revenues relating to the flexible products business that was sold at the end of March 2022. Gross profit was down $7.4m, again tempered by lower costs of production and delivery, with operating profit up by $3.3m, mainly as a result of a one-off $9.8m gain.

GREIF HAS REPORTED further declines in sales and profits for its third fiscal quarter, the three months to 31 July. Net sales were down 18 per cent year-on-year at $1.33bn as a result of lower volumes and lower average selling prices; the drop was felt in both its operating divisions – industrial packaging and paper packaging. The impact on gross profit was tempered by lower input, transport and manufacturing costs, resulting in an 11.5 per cent fall to $307.0m. Net profit came in at $90.3m compared to $141.8m for the same period 2022.

announced at the end of August. “Our Build to Last strategy is clearly delivering value as we execute on our cost management playbook and gain new business, with mix and margin benefits, underpinned by a continuous improvement focus throughout the enterprise,” Rosgaard added. “Collectively, these efforts drove EBITDA performance above our expectations and resulted in an impressive free cash flow conversion of nearly 75 per cent in the quarter. While the macroeconomic picture continues to be unclear, we remain focused on executing

SPREAD THE JOY Greif has also been trimming its ownership portfolio, the better to meet the needs of its customers and deliver value to its shareholders. Its shareholder base is being expanded through a key element of its ‘Build to Last’ strategy, ‘Creating Thriving Communities’ for our colleagues. As from the third quarter, Greif has launched its first-ever Colleague Stock Purchase Plan to all colleagues in the US. This plan enables employees to acquire Greif stock at a discount to market prices and to enjoy the financial benefits of owning shares. “We also believe further aligning colleague interests with the rest of our shareholders will drive incremental performance and accountability benefits, as well as accelerate idea generation to improve our operations,” the company says. In April this year, Greif increased its ownership stake in Centurion Container from 9 per cent to 80 per cent in an all-cash deal for $145m, three years after its initial investment in the company, which is a leader in the reconditioning of intermediate bulk containers (IBCs) and plastics drums in North

“Our team has once again demonstrated exceptional performance in delivering strong earnings, margin and free cash flow performance despite continued volume challenges and ongoing uncertainty in end-markets worldwide,” said Ole Rosgaard, president/CEO of Greif, when the figures were

consistently and serving our customers with excellence and superior customer service. I sincerely thank the entire Greif team for their dedication and hard work through a challenging quarter.” Third quarter net sales in the Global Industrial Packaging division fell by $144.9m

America. “Since joint venture inception in 2020, Centurion’s experienced management team has successfully scaled a broad reconditioning network which, now under Greif majority ownership, will greatly expand Greif’s presence in North America and Centurion’s offering of reusable and

GOOD GREIF RESULTS • OSTENSIBLY POOR PERFORMANCE BY GREIF’S INDUSTRIAL PACKAGING DIVISION SO FAR THIS YEAR MASKS SOME UNDERLYING CHANGES IN THE MARKET AND INTERNAL DEVELOPMENTS

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sustainable packaging solutions,” Greif stated at the time. Ole Rosgaard commented on the new investment: “The Centurion joint venture has seen rapid growth since our initial investment in 2020. We are excited to take a majority stake in this business as it aligns with our strategy, is immediately margin-accretive and directly supports our third Build to Last mission of Protecting our Future through investments in the circular economy.” “Greif has been a tremendous partner these past three years, and we are excited to continue to grow Centurion with them,” agreed Michael Chorpash, president/CEO of Centurion. “Our two companies align well with our shared commitments to advance a circular economy and reduce greenhouse gas emissions.” In August, Greif acquired a 51 per cent ownership interest in ColePak, the second largest supplier of paper partitions in North America. Greif characterises ColePak as having “a compelling future growth path in that unique product niche” and says it will be immediately accretive to the Greif portfolio. “ColePak has done a phenomenal job of growing a thriving and financially successful business due to their strong values, relentless customer-service focus, and robust family culture,” said Ole Rosgaard, when the deal was announced. “Those fundamental characteristics of their business mirror our approach at Greif, which is why this is such a compelling partnership. As a part of the Greif portfolio, we plan to share best practices from our multinational perspective with ColePak to further elevate their opportunities, while also advancing our ‘Build to Last’ priorities. We are excited to learn from the expertise of our new colleagues, and welcome them to the Greif family.”

to serve the primary agriculture markets in North America. Reliance products use a unique in-mould fluorination barrier (IMF) process, which provides a compelling additional capability to the Greif portfolio of barrier technologies. “The acquisition of Reliance is a compelling bolt-on to our recently acquired Lee Container business and adds geographic breadth and an exciting new barrier technology to our jerrycan and small plastic container offering,” says Rosgaard. “Reliance has built a strong business serving the Canadian market under the guidance of The Bodtker Group, and we intend to build on their technical expertise to unlock even more potential and growth.” Nils Bodtker, chairman of The Bodtker Group of Companies, comments: “We have greatly enjoyed our decade-long partnership with Reliance, and we offer our heartfelt thanks to the hard-working and dedicated members of the Reliance team. They should be very proud of all we accomplished together. While we will miss the Reliance family, we are excited for the company’s future as our

employees and customers join Greif, a world-class organisation that we have known and respected for many years.” In early September Greif opened a new IBC manufacturing plant in Dilovasi, Turkey (below). The facility covers some 13,000 m2 and includes the latest industrial infrastructure, manufacturing and assembly lines. Greif says the expansion “reaffirms its commitment to excellence, continuous improvement, and providing exceptional customer service”. With the capability to meet the demanding IBC market in Turkey, Greif is also seeking to foster partnerships with local reconditioning companies for future sustainable solutions. “Our customers are at the heart of everything we do, and we are dedicated to delivering legendary customer service across the globe,” states Paddy Mullaney, president of Greif Industrial Packaging. “With the investment of this new IBC facility, we aim to exceed our customers’ expectations, and provide exceptional quality, innovative solutions, and unmatched service.” www.greif.com

NEW AND IMPROVED More recently, Greif has added to its operations north of the border by acquiring Reliance Products, a leading producer of highperformance barrier and conventional blow-moulded jerrycans and small plastic containers based in Winnipeg, Canada. Reliance’s operations are strategically located

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of 216.5 litres and as an open-head drum with a volume of 213 litres, or alternatively as a necked-in 210-litre version suitable for stacking in freight containers. Schütz also offers the open-head drum with a plastic in-liner that covers the inside of the drum like a second skin, allowing it to be used to transport sensitive liquid and solid filling goods.

SCHÜTZ PACKAGING SYSTEMS took advantage of some major trade fairs this year to formally launch several products. In particular, its new Laser Drum concept, which uses sheet steel that is hot-dip galvanised on both sides directly from the coil to manufacture the steel drums, moved from prototype to production runs. By galvanising the steel sheets in the zinc melting bath before the coil is wound, the base material has a high-quality, comprehensive and uniformly distributed layer of zinc. The drum shell is manufactured in a special laser

completely rule out paint drips, inclusions, pitting or remaining residues. The Laser Drum, by contrast, requires no subsequent treatment steps, which also avoids internal transport processes and saves time and energy. “This particularly effective production method saves time, costs and energy and helps to reduce the use of resources, all of which adds up to a positive impact on the environmental balance,” Schütz says. Yet another benefit for customers is that Schütz can store large quantities of the hot-dip

IBC EQUIPMENT Schütz has introduced a new breather valve for its Cleancert and Foodcert intermediate bulk container (IBC) lines (left). The CC/FC breather allows IBCs to be discharged without opening the top screw tap, avoiding the potential for the contents to be contaminated. With the CC/FC breather, users simply twist a screw part manually to open the venting paths in the component. Once the container has been completely emptied, it is simply closed and the packaging is returned safely and in compliance with legal requirements. Schütz offers the system in two versions – with and without continual ventilation. There is also the option to install a special membrane for transport, which additionally ensures ventilation and serves as droplet and splash protection. Schütz has also extended the Automatic Lock bung closure with a tamper-evident seal from its plastics drum line to its IBCs and will in future be supplied to IBC customers who use a screw cap with a bung as standard. This closure system consists of a sealing cap and a stopper with special latching hooks. The inner sealing ring is firmly connected to the stopper, and the sealing cap is held in place by the plug. After centring, light pressure on the sealing cap makes the locking ring snap into place under the snap latches. The rigid construction ensures the lock remains securely in place once fitted. Due to the self-centring mechanism, the closure system is suitable for manual and automatic

welding process by butt welding the sheet metal together. The result is a high-quality, smooth and clean weld seam. Conventionally galvanised drums have to be treated in downstream painting lines and kilns to ensure an adequate level of protection. During this process it is impossible to

galvanised coils for the production of the Laser Drums, which increases delivery flexibility and supply security in comparison with conventionally produced galvanized drums, which take up more space during storage. Schütz produces the Laser Drum in various designs: as a tight-head drum with a volume

assembly. The plug cannot be opened without destroying the sealing cap, ensuring that the originality of the filled medium is protected and preserved. Schütz has also been looking at IBC pallets. Even in ultra-modern, automated warehouses, it is essential that transporting IBCs is a safe

PACK IT ALL IN PRODUCT DEVELOPMENT • IT HAS BEEN A BUSY YEAR AT SCHÜTZ PACKAGING SYSTEMS, WITH NEW PRODUCTS AND NEW IDEAS BEING ROLLED OUT ACROSS ITS INDUSTRIAL PACKAGING PORTFOLIO

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and trouble-free process. To address this need, Schütz examined the specific requirements for these applications and developed a completely new frame pallet made entirely of plastic (below). The special geometry makes it particularly suitable for horizontal transport on conveyor belts and handling in fully automatic, high-bay warehouses. The new plastic frame pallet is extremely robust and stable, as well as UN-certified and sustainable when suitably reconditioned and reused. With its single-piece construction and the wide, partially smooth contact surfaces, the pallet is ideal for automated forward and sideways transport. On roller conveyors or chain-driven conveyors, the frame pallet enables a smooth horizontal movement, meaning that IBCs can be transported forwards and sideways safely and without jamming. The new frame pallet can also be used for vertical conveying, as thanks to the design there is minimal sagging when lifting and lowering filled IBCs. The stable substructure makes it particularly suitable for transporting larger loads. In addition, the

pallet can be lifted easily from all sides. Production takes place in a single piece, including the corner blocks. Schütz uses HDPE made from 100 per cent recycled material, which is obtained from reconditioning used industrial packaging in its own recycling centre. With the full plastic frame pallet, customers not only benefit from a stable, lightweight and easy-to-clean construction, but also improve their carbon footprint. Compared to a conventional steel frame pallet, up to 64.8 kg of CO2 can be saved, depending on the configuration. AT THE SMALL END Schütz has not ignored its customers that need smaller packagings, introducing the SC1 series of jerrycans, which features a innovative design for a high degree of stability, easy and safe stackability and optimum emptying. Based on years of expertise in multilayer extrusion blow moulding technology, Schütz is producting the SC1 jerrycans with a newly developed machine technology at its main factory in Selters, Germany, using state-of-the-art automation

to ensure maximum efficiency, quality and cleanliness in the production process. The result is a product with superior overall performance. SC1 jerrycans are available in different configurations and sizes for filling quantities of 5, 10, 15, 20, 25 and 30 litres. Customers have a choice of different sizes and also different colours. Depending on the selected jerrycan colour and the filling product, the jerrycans can include an embossed litre gauge, with an additional transparent gauge as required. Schütz offers DN 45, DN 55 and DN 60 caps in different configurations for the various jerrycan sizes. The jerrycans are designed for different pallet types and will also be available in a Green Layer variant. In these variants, Schütz uses modern three-layer extrusion machines to incorporate 30 per cent high-quality recycled material into the canisters. The recyclate is used exclusively for the middle layer, ensuring that the filling product and the environment only come into direct contact with virgin material. The distinctive rib geometry of the jerrycan corners and base as well as uniform wall thicknesses with optimum use of material give the SC1 jerrycan range a high degree of dimensional stability and strong crush resistance when filled and stacked. The ring on the top is perfectly aligned with the geometry of the base to create a form-fitting bond when stacked. This provides excellent grip, protects against slipping and thus enables safe stacking. The anatomically shaped handle with a large hand recess and small recess for the handle in the base ensures comfortable and safe handling when carrying and emptying – even when wearing gloves. The hand recess and recesses around the closure area are sloped so that liquids can drain away instead of accumulating, and the design ensures optimum emptying. The handle is separate from the filling volume and the corners around the cap are flattened to avoid product residue from accumulating. Large flat areas are provided on both sides for labelling. Schütz’s SC1 jerrycans are available with either X1.9 or Y1.9 hazardous goods approval. www.schuetz.net

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