Klinge Corp’s versatile tank container refrigeration and heating units meet the demands of your industrial applications. > Easy installation, low maintenance, and precise temperature controls make Klinge Corp’s refrigeration and heating systems an unmatched long-term value.
EDITOR’S LETTER
Alert readers will have spotted that, although this issue of HCB dropped through their letterbox in November (or December for those of you further afield), it proudly says ‘October’ on the cover. Yes, we are running late. Unforeseen circumstances and issues outside my control contributed to slow progress over the past couple of months.
Magazine publishers are not alone in facing such conditions. The concept of ‘force majeure’ is well known in the oil industry and international shipping, although I cannot in all honesty claim that our delays have been caused by war or plague. But we are certainly in uncertain times and have been since the Covid pandemic first emerged nearly five years ago.
Uncertainty is undoubtedly bad for business. Investors like a certain level of consistency to give them the confidence that the money they put in will be returned, with interest, within a reasonably time frame. They also like a bit of upside potential and tend to shy away from situations where there is a cap on earnings – something that needs to be borne in mind when addressing state investment in new infrastructure to meet the energy transition.
On the other hand, there are plenty of companies in the HCB sphere that have done very well out of the recent spell of uncertainty. Various sectors in the international maritime industry have been making record earnings – some still are –and tank container operators did very well for a time as their assets were in demand to cope with supply chain disruptions. There are other players in the supply chain that actively
seek out and benefit from volatility, not least bulk liquids terminal operators, whose very existence depends on there being a mis-match between product supply and demand –they provide a buffer to ensure an apparently smooth flow of material from supplier to end user.
They have also been identified as a critical element in the energy transition and many are actively pursuing projects in that space, as we heard recently at the TSA Conference in the UK (see page 38). This is a business absolutely steeped in uncertainty: although targets have been put in place by many authorities around the world, these are not always firmly fixed. Not only that, but the choice of alternative fuels remains wide open – and supply routes are up in the air. We heard from Argus that there is likely to be a shortage of hydrotreated vegetable oil (HVO) in the future as used cooking oil will be more valuable as a feedstock for sustainable aviation fuel (SAF).
As it is, then, in the European storage terminal business, there is a lot of interest in new projects but, as FETSA’s executive director Ravi Bhatiani said, “more MOUs than FIDs”.
Some level of uncertainty is always there; as the old saying goes, the only things certain in life are death and taxes. On which note, I am certain that HCB will be passing on to the shades at the end of the year; our owner, Enhesa, has decided it is time to put an end to the print magazine and website and will be folding our regulatory coverage into its existing platform. I will still be here to help that process through, for a few years yet (touch wood). More on this next month.
Peter Mackay
30 YEARS AGO
A LOOK BACK TO OCTOBER 1994
THIS MONTH HAS seen the annual VCA Dangerous Goods Seminar; HCB’s October 1994 issue included a report from the ‘Pira Update’ seminar, held in July, which was the forerunner of the VCA event. Three decades ago, Pira International was the UK’s competent authority for package testing and related matters, responsibilities that were passed to VCA when Pira was acquired by Ciba Specialty Chemicals in 2004. It was felt that a privately owned entity might have a conflict of interest when handling government business so it was to the Vehicle Certification Agency that the government turned.
The original aim of the Pira Update seminar was to provide a platform where government could get the word out to the regulated industry about what was coming along, where problems were being found and what the international regulators were up to. It also provided a valuable couple of days for dangerous goods experts to get together, talk to the regulators and drink a lot of beer – so far, little has changed other than, by moving to a later date in the year, the VCA seminar now avoids the awkward issues when important conference sessions coincided with important matches at the football World Cup.
In 1994 there was a lot of concern about the growing influence of Europe on the GB Carriage of Dangerous Goods Regulations. The European Commission was at the time developing its ADR Framework Directive, which would soon place an obligation on EU member states to apply the provisions of ADR to their domestic transport as well as to international movements. One issue that Lance Grainger, the head of the Department of Transport’s Dangerous Goods Branch, highlighted
was that, in some ways, UK regulations were more harmonised than ADR with the UN Model Regulations, especially in terms of classification, labelling and packaging, but he assured the audience that the Framework Directive would provide the possibility that individual states could put in place derogations; it seemed there would be some give and take until such time as ADR had become more harmonised with the Model Regulations. In the meantime, the UK had put in place an open-ended derogation to allow the continued use of the well established Hazchem code system for tanker vehicles, which still pertains.
Industry in the UK was, though, going to be facing a period of change and some individuals had seen a need for a more regular talking shop than was provided by the annual Pira seminar. One of those was 3M’s Desmond Waight, who – with help from many others – had just established the Chemical Hazards Communication Society (CHCS). It was due to hold its first seminar later in October, looking at how industry would have to comply with the latest developments coming out of Brussels. That such a forum was needed at the time – and still provides a valuable service – can be gauged from the fact that CHCS is still going strong thirty years later, although – sadly –Desmond is no longer with us.
The UK had been less successful in its attempts to persuade IMO to introduce an automatic identification system for merchant ships, as recommended by Lord Donaldson’s report, Safer Ships, Cleaner Seas. IMO did, eventually change its mind, and the system is paying dividends in today’s world where the shadow fleet is growing rapidly.
LEARNING BY TRAINING
by Arend van Campen
FUNCTIONALITY OR DISFUNCTIONALITY?
WE ARE LIVING in a society which finds itself in a death spiral, largely due to false perception (¬p)(Capra, Fritjof 1991). Billions of euros and dollars are wasted when they are invested in dysfunctional initiatives such as wars, conflicts over mineral resources, climate change, weather manipulation, Covid vaccines, CO2 and N2 control, attack on the agrarian sector, and enforced control systems such as army, police, digital fact-checking or banning of alternative social media such as TikTok or YouTube.
Investment in useless, impossible-to-operate, dysfunctional systems is pointless. When you watch the news, read the posts online on X or LinkedIn, count the alternative media hosts, watch TV or read a paper, you must have noticed that society finds itself in trouble. Why? What is the first cause, Aristotle would ask. Societal ‘disorder’ a.k.a. entropy is published each year by the World Economic Forum in its Global Risks Report. 6,000 years of ‘civilization’ did not result in a civilized world for everyone. Far from it: 2024 demonstrates a global society caught in seemingly unsolvable global conflicts, wars, famine, even genocide. Man killing other man, why and for what?
The best definition for society is the one in Dutch, ‘samenleving’ which means ‘living together’, equivalent to symbiosis, different species living together with the purpose of evolving. People do not seem to understand how nature and reality function. They have been taught in school that nature is competitive, and that survival of the fittest is key, but that is an outdated, Cartesian, materialist and empirical perception.
This false perception (¬p) carries a worldview of negative social interdependence in which people believe that personal competitive
advantage can only be achieved if others can’t and that lying or cheating therefore is naturally condoned. It means that they are unaware or negate the physical significance and meaning of information. People are unaware that information is equivalent to energy to do useful work. Information is not yet understood and accepted as physical, a substance, entity or a thing of significance and not just a message, a lie or an email. This Baconian (Bacon, Francis 1620) perception of man’s ‘mastery over the world’ prevents people from understanding that only an optimal quantity and quality of information ‘ín-forms’, builds and maintains order, safeguarding non-harmful functionality in biophysical living systems: natural, biological, our bodies, flora, fauna and the universe.
Less than optimal information is equal to deformation, a living system (society) is being deformed, no longer functional, as follows: <information=>deformation
When we observe how disinformation is used to manipulate reality towards a competitive advantageous surreality, it is physically probable that such actions turn harmful as they have and are still today. By determining the universal criteria for sustainable, man-made, evolutionary (in line with life) functionality, it will become demonstrable that ideological goals which depend on information deficit can’t ever be achieved.
Lack of information, which is equivalent to lack of energy, results in the incapacity to function. This is Van Campen’s Law.
This is the latest in a monthly series of articles by Arend van Campen, founder of TankTerminalTraining, who can be contacted at arendvc@ tankterminaltraining.com. More information on the company’s activities can be found at www.tankterminaltraining.com.
TALL TALES OF HAZMAT
LET US SUPPOSE a customer asks you to provide incident safety guidance. This is usually because incidents involving hazardous substances had happened but, when they did, no one trained and licensed was available to ask how they should be handled.
By Grahame Moody
CALL OF DUTY
Assuming that the customer is willing to pay for your advice during business hours, there are some questions that you need to ask. Should those payments for advice during business hours be regular fixed amounts, aka a retainer? Or perhaps an annual fee that costs the customer less per month? More importantly, should you be paid extra for your incident safety advice if it is required outside normal business hours? If you think that is right and proper, how much should it be?
It is important to note that attendance will probably be necessary, therefore that must be taken into consideration.
I would say that it is fair and reasonable to be rewarded for keeping yourself able to drive legally and being available around the clock, but it’s not about what I say, what matters is what you say the answer should be.
It should be noted that customers paying a retainer can expect priority treatment. That could entail the customer getting first call on local attendance, irrespective of any social arrangements that may be happening. Also, all this assumes that you are only asked to cover a single site local to you, at least initially.
Hopefully, both options will include provision for you to be reimbursed for any extra charges when they apply, such as fuel and travel expenses as well as other direct costs, e.g. hotel bills for long-distance callouts such as the one involving an Army Bomb Disposal Squad, as detailed below. Or for reclaiming the cost of clean-up materials such as vermiculite that was purchased locally.
In the final analysis, you should be aware that your services will effectively be free to the customer’s staff and they will come to know that. When they do find that out, some rascally assertions may well be attempted. Bear in mind that for them, a long boring night shift would be livened up by a fruitless dramatic intervention.
You should be ready for this as experience has shown that ‘emergency’ calls can be received describing a ‘funny smell’ as an emergency, or a tiny spillage of a liquid considered a ‘trip hazard’. You must use your judgment to assess each one and react accordingly because while these irksome assertions may be doubtful, they will still need to be dealt with properly in case they are true.
Then there is the weighty discussion concerning payment for keeping off alcohol while on call to ensure sober judgement as well as to make sure that driving is legally permissible if that becomes necessary.
If you think that the call-out fee should be payable for sobriety outside normal hours, to keep it fair and equable should it also be paid to teetotal professionals as well while they are on call?
By the way, we should assume that the truth will be told when discussing drinking while on duty and not fabricated just to get paid any extra amounts (yes, it has happened). For example, claiming to want, or need an alcoholic drink during ‘duty’ periods so that when any extra amounts become payable, despite the claimant being a card-carrying teetotal, the extra payments are made.
Being paid to be on call at all hours for ‘normal’ sociable people seems reasonable. It also seems reasonable for teetotal staff to expect a lower amount. At least it does to me (hic).
Or maybe, and here’s a radical thought: the same amount paid to all staff whilst on call to give them the ability to literally mind their own
business and make decisions regarding social functions and alcohol. Now we turn to what your customer can expect from you before, during and after the Call of Duty.
Before it’s actually needed, a contact telephone number must be made known to the staff needing it. Then, when the call is made, a competent person (you?) should answer the incoming call at any time of the day or night. If an answering agency is used it should be chosen carefully and checked to ensure it is staffed properly with competent operatives.
When the call is received, having written reference material to hand would be impractical, especially if the call comes in outside business hours. This is because immediate access to these invaluable assets will be limited in these dynamic situations. Therefore, online access to information sources is necessary in circumstances such as these and tablets, smartphones or laptops will be indispensable. Also required is a pathway to 24-hour telephone or online services for product and Safety Data Sheet information such as those offered by manufacturers or suppliers.
It is important to try to record everything in real-time as it happens in an on-board phone, tablet or laptop app such as a voice recorder for inclusion in the post-incident report.
It should be noted that it is not always possible to call anyone back if and when it becomes necessary. There are many reasons why this could happen, for instance, a main switchboard closing down after business hours or just poor mobile phone reception. If it does, you will need to use your initiative to work around this situation. This inability to return an incoming call also needs to be highlighted in the post-incident report.
During the initial call, after ensuring everyone is safe, initial product identification must take priority. A visual check of the packaging is necessary to try and identify what has leaked or been spilt. If there are no clues such as hazard warning labels, getting answers is best served by asking more questions. Is there a smell? watering eyes? adverse reactions?
Incidentally, in most cases leakages are largely contained within the packaging and are therefore easier to assess. In contrast, spillages invariably involve more of the substance and contamination of the surrounding area.
The circumstances of what caused the spillage or leak are important as well: how did it happen; how much of it is there; where is it now; has it been moved; did anyone use personal protective equipment, if so, what was used and at what point; were free-liquid spillages dammed to prevent spreading? Is there any security camera footage of what exactly happened?
In the end, though, all roads must lead to correctly identifying the substance.
The post-incident report should include timelines and named individuals, where applicable and whenever possible as whole shifts may be affected. For example, if noxious gas is accidentally released, mass evacuation and perhaps hospitalisation may be required to treat symptoms arising from exposure to the fumes.
We now return to Safety Data Sheets (SDS). These can only be obtained once the product has been identified and, even then, extreme caution is needed. Chemical names and synonyms must be checked and doublechecked to ensure the correct substance identification.
SDSs detail everything that must be done, from handling and spillage to disposal. SDSs exist to provide this information in circumstances exactly like these. However, if the identification is not completely accurate, every action you propose and any advice you give will not just be incorrect but could be harmful to those depending on it.
Grown-up pants are necessary.
It should be noted that some ‘shouts’ can last days. One memorable occasion involved an Army Bomb Disposal Squad. This was a call to attend the night shift at a regional airport to deal with a silicon tube that had been sliced open; the leaking substance smelt like almonds. As aviation security was involved, albeit indirectly, an Army Bomb Disposal Squad was called out, who attended but quickly confirmed that no explosives were present. Local operations staff gave them a cup of tea, and the Squad Team Leader stood them down.
To justify calling them out, one local staff member said, “There’s only one thing that smells of almonds.” They replied, “Well, yes, some plastic explosives smell like almonds, but so do almonds.”
Incidentally, if you are tasked with attending a Call of Duty, experience has shown that it is important to display a ‘commanding’ presence. This is not just to calm any nerves and establish your authority, but assuming leadership seems to allow duty managers to absolve themselves from blame and breathe collective sighs of relief. No, I’m not sure how that works either, it just does.
For customers who need a serious backup plan, extensive rehearsals or drills are usually an excellent way to achieve it. The key to success with these is that there should be no warning or advance knowledge of them happening. Also, they are far more effective when held at a time when they are least expected, for instance during (yep, you guessed it), unsocial hours.
Incidentally, these can provide ‘interesting’ insights into the working practices of a business but in some cases, tact and diplomacy may be necessary. For instance, when reviewing CCTV footage to try and establish how an incident unfolded, footage from security cameras emerged showing private, intimate moments. These involved the customer’s staff in compromising situations. They were immediately seized by security staff and assessed for lapses in security, but then quickly and quietly deleted. The identities of those involved have remained shrouded in secrecy, I’m pleased to say.
Here’s a final question: Do you charge extra if you take your part in these drills during unsociable hours? I know what my answer would be, but that’s irrelevant, what matters is whatever you decide would be fair.
This is part of a regular series of articles by Grahame Moody, senior analyst (technical services) of Hazmat Logistics, who can be contacted at sales@hazmatlogistics.co.uk. More information on the company’s activities can be found at www.hazmatlogistics.co.uk.
CHARGE SHEET
INTERNATIONAL • THE ONGOING SEARCH FOR A LONG-TERM SOLUTION TO THE REGULATION OF LITHIUM BATTERIES TOOK UP A LOT OF TIME AT THE LAST SESSION OF THE UN EXPERTS
THE UN SUB-COMMITTEE of Experts on the Transport of Dangerous Goods (TDG) held its 64th session in Geneva this past 24 June to 3 July. This was the third of four sessions planned for the current regulatory biennium and, as is often the case, it had a lengthy agenda – the Experts prefer not to deal with new business at the final session so any outstanding proposals were brought for discussion here.
The meeting was chaired by Duane Pfund (US) with Remko Dardenne (Belgium) as vice-chair. Experts from 22 countries attended, along with observes from Latvia, Luxembourg, Slovakia and Zimbabwe, as well as representatives from the Intergovernmental Organisation for International Carriage by Rail (OTIF), the Food and Agriculture Organisation (FAO), the International Civil Aviation Organisation (ICAO), the International Maritime Organisation (IMO), the UN
Environment Programme (UNEP), the World Health Organization (WHO) and 23 nongovernmental organisations.
The first part of this report (HCB September 2024, page 08) covered the results of the discussions of the Working Group on Explosives (EWG) as well as some matters related to classification and listing. This second part continues with that latter element, while also looking at the important issue of the transport of energy storage systems.
LISTING AND CLASSIFICATION
Continuing with papers relating to specific materials and articles, the World Coatings Council (WCC) returned with further proposals to alleviate the difficulties being experienced by the paints and printing inks sectors in finding suitable packagings to meet the need to move product now deemed to be environmentally hazardous, in relatively small quantities (5 to 30
litres). At the last session, the UN Experts had been wary of making changes that would apply only to paints and printing inks and not to other environmentally hazardous materials. WCC came back with revised proposals offering new or amended special provisions and special packing provisions.
Again, though, the Sub-committee was reluctant to adopt any changes, preferring a generic solution. WCC invited interested experts to provide further written comments so that a new proposal can be developed for consideration at the next session.
The Netherlands returned with a proposal for provisions for the transport of a new type of magnetic resonance imaging (MRI) scanner.
At the previous session, it had been agreed that the Netherlands would pursue the topic in tandem with Germany, which was seeking to establish a proper classification for heat pumps. Since then, experts from the two countries had exchanged views and determined that, while MRI scanners include a cooling mechanism for the scanner itself, they cannot be regarded as ‘refrigerating machines’, whereas heat pumps are essentially the same as refrigerating machines, except running in reverse.
The paper from the Netherlands referred specifically to those MRI scanner that contain up to 1.5 kg compressed helium for cooling purposes; these would be transported under
UN 3538 Articles containing non-flammable, non-toxic gas, nos. It proposed a new special provision to explain more, with the maximum mass of gas set at 12 kg, in line with the quantity specified for refrigerating machines.
The Sub-committee agreed, noting that these devices are robustly designed and transported with great care. There will be a new special provision 411:
Articles transported under this entry include magnetic resonance imaging (MRI) scanners containing non-flammable, non-toxic gas. The non-flammable, non-toxic gas shall be contained within MRI scanner components. The MRI scanners shall be designed and constructed to contain the gas and preclude the risk of bursting or cracking of the gas retaining components during normal conditions of transport. MRI scanners are not subject to these Regulations if they contain less than 12 kg of gas in Division 2.2.
A reference to magnetic resonance imaging scanners will be inserted in alphabetical order in Table B of Chapter 3.2.
WHO arrived with a proposal to facilitate the international shipment of External Quality
Assessment (EQA), Proficiency Testing (PT) and re-testing sample, which are critical for ensuring the accuracy and reliability of laboratory tests conducted worldwide, serving as a benchmark for laboratory performance, and play an essential role in verifying test results. WHO noted that global health initiatives and diagnostic services are increasingly dependent on the timely and efficient exchange of these samples. However, complexities in customs clearance, logistics and biosecurity measures pose significant challenges to their swift and efficient transfer.
WHO asked for a new Note to 2.6.3.2.3.3 to help avoid misunderstandings and speed up supply chains. However, most experts felt more clarification was needed and suggested WHO report on concrete examples of the issue being discussed. The Sub-committee felt that the existing text of 2.6.3.2.3.3 is clear enough to exempt the transport of such samples from the provisions of the Model Regulations and that, if a virus is inactivated, the virus name should not appear on the documentation nor on the packaging. Better training rather than more regulation would seem to be key.
China had been doing some research into butyl acrylates, stabilised and arrived with a paper seeking some changes to the existing classification in the Model Regulations. Firstly, China could see no good reason for butyl acrylates, stabilised (UN 2348) and isobutyl acrylate, stabilised (UN 2527) to have separate entries when the conditions of carriage are exactly the same. Secondly, according to data from the European Chemical Agency (ECHA), tert-butyl acrylate has a flashpoint of 14°C and therefore assignment to Class 3, PG III seems inadequate – PG II would be more appropriate. China’s paper proposed deletion of the UN 2527 entry and addition of a second entry under UN 2348 for PG II material. China also raised the possibility that the problem it had identified might be more systemic and there may be a need for a broader solution; this could be a point for further discussion.
China was partly successful. The Subcommittee agreed to a second entry under UN 2348 for Packing Group II material, with a lower LQ value (1 litre compared to 5 litres for PG III), and assigned packing instructions P001 and IBC02 and portable tank code T4, special provision TP1.
China’s proposal to delete the UN 2527 entry was not adopted; the use of this UN number is well established and it was felt that
its deletion would not improve safety. China and Cefic will take another look at the matter and may come back with a revised proposal.
Belgium had introduced an issue at the 62nd session of the Sub-committee, with a proposal to rectify the classification of UN 2372 1,2-d-(dimethylamino) ethane; this is currently assigned only to Class 3 but Belgium had found data indicating a corrosivity hazard and proposed adding a secondary hazard. This would also involve changing the assigned portable tank code from T4 to T7, something that Belgium acknowledged could cause problems for shippers.
Belgium also provided some data that indicated a potential toxicity hazard and the Sub-committee felt that more work was needed in case this should also be reflected in the classification. Furthermore, the experts were wary of changing the tank code without strong safety-based evidence. As a result, Belgium withdrew its paper and offered to work with other experts on a revised proposal.
GASES AND ARTICLES
The World Liquid Gas Association (WLGA) continued to press for changes to the UN Model Regulations to reflect changes in the LPG industry. Those changes can be seen in the recent amendment of the Association’s
name – it was formerly the World LPG Association. Firstly, industry introduced ‘bio-LPG’ in 2018, which has the same molecular composition as conventional LPG but is of bio- or renewable origin; as such, the proper shipping name of UN 1075, Liquefied petroleum gases, does not fit. Similarly, other molecules with similar physical properties like renewable dimethyl ether (DME), are being blended with LPG (and also used as standalone product); these are already available in the US and will be in Europe and other markets very soon.
WLGA’s paper proposed a simple change by means of a new special provision applicable to UN 1075 and 1965. The Association also stressed that this is separate from its work seeking a new entry for hydrocarbon and DME blends.
The proposal was broadly supported but went through some modifications before it was adopted; it primarily results in a new special provision 412:
This entry may contain not more than 12 % by mass of dimethyl ether.
This is assigned to both UN 1075 and 1965.
The Council on Safe Transportation of Hazardous Articles (COSTHA) had, in collaboration with the Dangerous Goods Trainers Association (DGTA), proposed revisions to the used medical device exemption in 2.6.3.2.3.9 at the previous session. The issue relates to the transport of used medical devices that contain lithium batteries and are being shipped for disinfection, cleaning, sterilisation, repair or equipment evaluation. As things stand, devices containing lithium batteries cannot qualify for the exemption as it is not available for devices “contaminated with or containing other dangerous goods that meet the definition of another hazard class”. As a result, they must be shipped under UN 3373 Biological substance, Category B.
COSTHA proposed that used medical devices that would, were it not for the presence of lithium batteries, be able to take advantage of the exception should be able to be shipped under UN 3481 or 3091, the entries for lithium batteries ‘contained in or packed with’ equipment. After discussions and the
input of the Medical Device Transport Council (MDTC), further proposals were drawn up.
Some experts felt the proposals needed more work but others saw no need for change. COSTHA and MDTC will work together and bring a revised proposal to the next session.
In a lengthy informal document, Germany reported on its investigation of fluoroanilines, which are currently assigned to UN 2941, Division 6.1, PG III. This entry covers a heterogeneous group of substances, more than half of which are liquid. Research among test data suggests that many fluoroanilines do not meet the criteria for classification under Division 6.1 or any other class and should therefore not be subject to the regulations; conversely, some substances present a corrosivity hazards while only a few can be deemed to be toxic. Therefore, Germany suggested that the misleading UN 2941 entry be deleted and those fluoroanilines that do meet the criteria for consideration as dangerous goods be transported under the relevant nos entry.
The Sub-committee noted general support on the intent of the proposal. It was agreed to continue the discussion at the next session on
the basis of an official document by Germany. COSTHA put forward an informal document detailing discrepancies its members had come across in the exceptions for shock absorbers and similar articles shipped under UN 3164 in the various modal regulations, largely as part of special provision 283. COSTHA sought the experts’ opinions on whether the full conditions of SP 283 to accumulators installed in equipment or machinery and, if so, whether this applies across all modes. Further, does SP 283 warrant amendment?
The Sub-committee noted the purpose of the paper and those delegations with something to say on the matter were invited to get in touch with COSTHA so that the Council can return with a formal proposal, if needed.
Canada reported on the discussions of the informal working group on the development of a comprehensive approach following reclassification of existing entries in the Dangerous Goods List, which had met online in March. The overall objective of the working group is to establish a framework to determine the impact on packaging, LQ/EQ and transitional periods following a change in classification.
Free worldwide shipping from IATA’s leading international distributor
The view of most of the participants was that the guiding principles should be followed in all situations except in very specific situations where it can be demonstrated that there are no safety impacts in maintaining the original packaging or tank provisions. Furthermore, all deviations would need to be indicated in the guiding principles and the justification for the deviation could also be added if deemed necessary.
Based on the discussions during the first meeting, it became clear that developing a framework following the reclassification of substances would be impractical and most likely too rigid. Furthermore, the strong view of the group to follow the guiding principles except in exceptional cases was such that it could be inferred that this would apply not only to packaging and tank provisions but also to limited and excepted quantities. Therefore, it was determined that additional intersessional meetings on this topic would not be beneficial.
The Sub-Committee welcomed the outcome of the informal working group meeting. It recommended that the review of papers leading to the reclassification of existing entries in the Dangerous Goods List should be conducted comprehensively, holistically, and consistently.
Germany followed up with details on the work it had been doing since raising a paper at the 61st session of the Sub-committee with the aim of clarifying the difference between UN 1950 aerosols and UN 2037 gas cartridges. Remarkably, some devices are being consigned under both UN numbers. Germany’s conclusion, following discussions with other interested parties, is that the presence of a self-closing release device is the main differentiator, as this is the fundamental role of an aerosol (more accurately, an aerosol dispenser).
It was acknowledged that any change to the status quo could have far-reaching implications and would have to be examined in detail, while there would be little additional safety benefit, if any. Nevertheless, working on the basis that it should not be possible to classify the same article in two separate entries, and given a transitional period of sufficient length – 10 years was mentioned – it
would be desirable to move to a clear distinction between the two products. Meanwhile, further work is planned. The Sub-Committee encouraged the group to continue its work and invited other interested delegations to take part.
China opened a discussion on the transport of articles that contain lithium batteries alongside other dangerous goods, noting that the increase in business-to-consumer transport means that such articles are appearing more often in supply chains, often in packaging that is targeted at the consumer rather than in meeting dangerous goods transport regulations. Such articles cannot be assigned to UN 3363 but assignment to one of the 12 new entries for articles (UN 3537 to 3548) means they cannot be transported by air. China noted that it is the Sub-committee’s intention in these entries to address the transport of articles containing large amounts of dangerous goods, but these consumer products are generally articles containing a few small cells or batteries and small quantities of other dangerous goods. It seems not very reasonable to conflate the two types of articles with each other.
China’s paper included an opening proposal to amend special provision 301, assigned to UN 3363, to allow the use of that entry for articles containing lithium cells or batteries
complying with SP 188. The Sub-committee noted those proposals and encouraged those interested to contact the Chinese delegate so that a formal proposal can be developed, if necessary.
ENERGY STORAGE SYSTEMS
The Advanced Rechargeable & Lithium Batteries Association (Recharge) followed up on earlier proposals relating to the testing of those new batteries whose design prevents access to the terminals. The dismantling of the battery’s protective components for the purpose of the test in principle prevents the possibility of demonstrating that these batteries are of a tested type, as the product would then not be tested as designed and as transported. It was recognised at the previous session that a solution was needed and Recharge came with a proposal to replace the non-applicable short-circuit test with a verification test, through the addition of a new sub-paragraph to 38.3.3 in the Manual of Tests & Criteria.
Some experts raised concerns about the idea of exempting batteries of a certain design type equipped with non-removable protective parts against short circuit from the T.5 tests. It was recalled that the purpose of the T.5 test was to evaluate the effects of a short-circuit rather than determining whether or not a
short circuit could occur. The representative of Recharge volunteered to prepare an improved proposal for the next session that would take account of the comments received.
China was concerned by the crush test requirements in 38.3.4.6.3 of the Manual of Tests & Criteria, given that rapid product development is leading to the manufacture of ever-larger batteries – up to 960 mm for prismatic cell blade batteries or 500 mm for pouch cells. The test requires a force to be applied to the widest size but there is no specification of the size of the surface to be used. If the dimensions of the flat surfaces are smaller than the widest side of the cell, the cell may experience shear damage at the edge of the surface or obtuse extrusion, resulting in an additional impact on the test and a deviation from the original intent of the crush test. China offered some text to improve the paragraph and avoid this possibility.
The Sub-committee saw the sense in the Chinese proposal and added, at the end of the first sentence in the first paragraph under the note to 38.3.4.6.3, the words “, each having sufficient surface area to ensure the crushing force is applied evenly across the entire
China was less successful with its proposal to amend the T.8 forced discharge test by having different test procedures for primary and rechargeable cells.
Free worldwide shipping from IATA’s leading international distributor
Do you consign Dangerous Goods?
ICAO followed up on some points it had raised at the previous session, in light of an extensive safety risk assessment its Dangerous Goods Panel had undertaken. The Panel identified a list of existing and potentially new mitigation measures and ranked them based on their effectiveness. Reducing the state of charge for rechargeable batteries was identified as the most effective mitigation measure out of those that would be feasible to implement through the Technical Instructions. Other mitigation measures would need to be adopted in the Model 2
Again, this is an issue that has arisen as a result of the increasing size of rechargeable cells of late but, by and large, the Subcommittee felt it premature to make any changes to the test requirements and that more data and work were needed. It was recommended that the proposal be circulated to the members of the informal working group on the hazard-based classification of lithium batteries and cells for a more detailed consideration and advice.
Labeline is the leading worldwide “One Stop Dangerous Goods Service” for Air, Sea, Road, and Rail
We serve Freight Forwarders, Shippers, Airlines, DCA’s, Port Authorities, Petrochemical industry and the Pharmaceutical industry
Labeline is one of the world’s leading regulatory services and product providers; we hold comprehensive stocks with a fast worldwide delivery service
We are one of the very few authorised Multi-mode providers worldwide and described by industry as a pro-active organisation, our name is recommended by many leading authorities and a world class service providers
When it’s time to order your DG products and services, Labeline will be your “One Stop Service”
Since 1st Jan 2023, all UK consignors must have an appointed DGSA
For a local, professional consultant
IATA, ICAO, ADR, IMDG, RID, DoT
Regulations as a first step. The Panel therefore recommended that the SubCommittee consider the inclusion of requirements for greater oversight of the testing and manufacturing of cells and batteries through competent authority approval and third-party verification.
Some delegates expressed concerns over capacity and the availability of resources to implement competent authority approval of test laboratories. However, several experts expressed their interest in this challenging subject and offered to reach out to ICAO to further discuss and contribute to the questions raised.
The Rechargeable Battery Association (PRBA) sought to clear up some confusion in the T.5 short circuit test. The battery temperature in the T.5 procedures explicitly references the external battery case for pre-heating and short circuit end condition. The step for starting the short circuit only references measuring battery temperature. Since the procedure initially references temperature “measured on external case” there is confusion with test laboratories if it is acceptable to start the short circuit when the internal cell temperatures remain above the specified temperature but the external case temperature falls below that level. The issue
is particularly prevalent in large batteries and those with a metal case. PRBA offers some amendments to clarify the situation.
The Sub-committee agreed and, after some modifications, adopted the changes. In 38.3.4.5.2, first paragraph, first sentence, “or on an internal cell” is added after “on the external case”; in the second paragraphs “the cell or battery external case temperature” is amended to read “the measured temperature”. In 38.3.4.5.3, “external temperature” is replaced by “measured temperature”.
PRBA and Recharge noted increasing public pressure for lithium ion cells and batteries to be reused, repaired and repurposed, with any final disposal being delayed as long as possible. This may, the associations said, have implications for the applicable technical, regulatory, and safety requirements found in the Manual of Tests & Criteria and the Model Regulations. Their paper, based on earlier discussions, proposed the insertion of a note to section 38.3.2.1 of the Manual to highlight the potential design changes resulting from repurposing, remanufacturing or repairing of a battery and need for retesting. This relatively simple approach should, it was argued, provide sufficient guidance to industry and authorities.
A lunchtime meeting was held to discuss the proposals, after which it was decided to convene intersessional ad hoc meetings to further refine the proposed text for 38.3.2.2. PRBA will coordinate these meetings and submit, jointly with Recharge, an official document for the next session.
PRBA also wondered if the tests T.1 to T.5 are to be conducted sequentially in that order, as seems to be the intent of 38.3.4. There are some operational benefits in changing the order of tests, particularly in the case of large format batteries or when unplanned events occur during testing.
Most experts raised concerns and preferred to keep the current sequence of tests T.1 to T.5. One expert noted that investigative work had shown that the order of the tests had an impact on the outcome.
PRBA also sought clarification of the word ‘rupture’ in the 38.3 test procedures. This is defined as “the mechanical failure of a cell container or battery case induced by an internal or external cause, resulting in exposure or spillage but not ejection of solid materials”, but large format battery assemblies now often use plastic and metal frames to hold the battery together physically, but which may not necessarily fully encase the battery. If there is a bend in the battery
frame, which may create “more” visual exposure, is this to be considered a failure? Conversely, in fully enclosed batteries, bending or flexing would not in isolation be deemed to be ‘exposure’.
There was no great support for PRBA’s proposed remedy, with some experts seeking
more clarification and others adamant that the existing text is sufficient. PRBA may come back with a revised paper at the next session.
BATTERY CLASSIFICATION
The provisions for the transport of lithium batteries have become increasingly complex
over the years and dutyholders frequently complain about repeated changes to the requirements. Recognising the difficulties that the regulatory community faces – while also cognisant of the fact that technology is changing rapidly and the regulations must respond – the UN experts have been attempting to cut through the maze of rules by going back to basics and trying to develop a hazard-based system for the classification of different types of cell and battery, which should be able to cope with battery technologies yet to be developed.
An informal working group on the subject had reported at the 62nd session of the Sub-committee and now, led by Belgium, France and Recharge, provided an update, including a draft text of the changes that might be introduced, covering sodium ion cells and batteries alongside lithium ion and lithium metal cells and batteries.
The working group proposed a testing and classification approach to identify nine categories of cells and batteries, for each of lithium and sodium cells and batteries, to which it has suggested hazard divisions 94A to 94H and 94X for lithium cells and batteries and 95A to 95H and 95X for sodium ion cells and batteries. This will also require a large number of new UN entries; in the group’s proposal, these are shown as UN 4000 to UN 4031 for lithium cells and batteries and UN 4100 to 4115 for sodium ion cells and batteries.
The decision concerning the number of hazard categories to keep, the decision to merge them or not in a unique set for both lithium and sodium ion cells and batteries and their final numbering, and the final number of new UN numbers needed is still open and will depend on the specific transport conditions that will be adopted later. However, for the moment, the draft includes all possibilities. The informal working group offered up its conclusions thus far for discussion by the Sub-committee.
The working group’s paper drew a submission from the UK, in which it reminded the Sub-committee of the aim of the Model Regulations to offer a user-friendly approach, and criticising the efforts of the SAE work on developing a standard relevant to the transport of lithium batteries by air, which has taken a lot longer than planned and so far looks likely to only address a limited number of battery types. The UK promised to put forward its own proposals for a new classification system, using the work of the informal working group as a starting point. The objective would be user-friendliness provided for by greater granularity, achieved through an appropriate number of new UN entries, each of which will only have one packing instruction and no more than two or, at most, three special provisions. Furthermore, items shall be labelled such that carriers have the information to make meaningful decisions on the volume and location of packages in carriage.
The informal working group’s proposals were discussed during two lunchtime sessions, drawing further informal documents from interested parties. The Sub-committee batted these back to the informal working group, noting that another meeting of that group was scheduled for late August.
BATTERY TRANSPORT
At the last session, China had proposed, in an informal document, introducing a new entry for sodium ion batteries with organic electrolyte installed in a cargo transport unit; such energy storage systems are becoming more widespread and it is at present not clear how to regulate them in transport. At the time, some delegations supported the idea while others suggested amending UN 3536 to accommodate these systems.
China now came with a formal proposal to
amend the proper shipping name of UN 3536 and the relevant special provisions so as to cover both lithium batteries and sodium batteries installed in cargo transport units.
There was support in principle and, after discussion and amendments to China’s proposals, the Sub-committee decided to amend the proper shipping name of UN 3536 to: LITHIUM BATTERIES INSTALLED IN CARGO TRANSPORT UNIT or SODIUM ION BATTERIES INSTALLED IN CARGO TRANSPORT UNIT, lithium ion batteries, lithium metal batteries or sodium ion batteries.
In addition, a new entry is added in 2.9.2 after the entry for UN 3552, for 3536 SODIUM ION BATTERIES INSTALLED IN CARGO TRANSPORT UNIT. Appropriate textual changes are made in special provisions 360, 388 and 389 and the alphabetical index after Chapter 3.3.
Germany returned with a revised proposal, after it had raised its concerns over the interpretation of special provision 188 at the last session. The discussion at that meeting had revealed some differences of opinion, though it was agreed that the current text of SP 188 is not clear enough and should be revised. Germany now wondered whether SP 188 would be needed at all under the proposed hazardbased classification system but, if it is still required, it also put forward three questions that do not seem to be adequately addressed by the current text. Experts were invited to send their comments, after which there may be a formal proposal for amendment.
Belgium raised a point about special provision 376, which relates to damaged and defective cells and batteries. This requires
THE INCREASING SIZE OF AUTOMOTIVE AND OTHER BATTERIES IS CREATING ISSUES FOR THE REGULATORS
their carriage in accordance with packing instructions P911 or LP906, both of which call for additional performance requirements, to be verified in accordance with competent authority specifications. Belgium has come across a number of packagings approved in accordance with P911 that carry additional conditions of use and carriage. However, there is no indication as to how these additional conditions are to be communicated along the supply chain. In Belgium’s view, there is a significant risk that the parties involved in the transport operation will not be aware of the conditions imposed and, as such, these packages may be transported in sub-optimal conditions, increasing the risk of a serious incident happening should the batteries contained go into thermal runaway.
Belgium now offered some options to improve the situation. The Sub-committee agreed that the matter is serious but also stated that the issue raised is one that needs to be addressed by the relevant modal authorities. Belgium withdrew its paper but will take the proposal individually to those
authorities for action.
Japan had proposed a new special provision at the last session, to provide relief for new types of all-solid-state lithium ion cells and batteries that do not cause thermal runaway. That proposal drew a number of comments and requests for additional information, which Japan now provided. The Sub-committee passed this over to the informal working group to discuss ahead of the final session of the biennium, saying that there is a pressing need to develop a test method that will be able to demonstrate a lack of hazardous effects so that these – and potentially other – types of cells and batteries can be safely excluded from the regulatory provisions.
The International Air Transport Association (IATA) had proposed at the previous session that 5.2.1.9.2 be revised to specify that the UN number for lithium button cells is not required on the lithium battery mark where the equipment contains both a button cell and a lithium battery as the primary power source. There was support for this but also a suggestion that special provision 188 be amended instead. IATA now proposed that, for clarity, both amendments should be adopted.
Several experts questioned whether the phrase “a button cell” was intended to cover a single button cell or multiple button cells. IATA clarified that the intent of the amendment was to authorise a single button cell in addition to cells or batteries, as this is the most typical case. After discussion, the Sub-committee adopted the proposal. At the end of SP188(f)(ii), the following text is added: Where equipment contains a button cell in addition to cells or batteries, the button cell does not count toward package or consignment limits.
A new sentence is added at the end of the first paragraph of 5.2.1.9.2:
However, where equipment contains a button cell in addition to cells or batteries there is no requirement for the UN number indicating the button cell to be included on the mark.
The third and final part of this report in next month’s HCB will cover discussions related to the transport of gases, GHS issues, matters relating to portable tanks, and other miscellaneous proposals.
BREAKING THE CODE
AUSTRALIA • INDUSTRY AND REGULATORS AGREE IT IS HIGH TIME THAT THE ADG CODE RECEIVED A MAKEOVER. A LOT OF WORK HAS GONE INTO THE FINAL DRAFT BUT THERE WILL BE MORE AHEAD
AUSTRALIA’S NATIONAL TRANSPORT Commission (NTC) has now completed the major revision of the Australian Dangerous Goods (ADG) Code and published the full draft Code for the Land Transport of Dangerous Goods. This represents the first comprehensive overhaul of the ADG Code in 15 years.
The draft is based on feedback from industry on 12 discussion papers, which themselves were developed by NTC to update ADG in alignment with the UN Model Regulations and to adopt relevant provisions from ADR. These were issued over the past two years, and seek to address gaps, incorporate best practices, and manage new risks to keep the transport of dangerous goods safe.
NTC has now opened a consultation period, which will close on 10 December following two public webinars.
Once the consultation has finished, NTC will draw up a final draft to put before ministers
for approval in mid-2025. It is expected that the updated Code will be implemented by October 2026.
The rationale for the major change is multi-faceted. For one, the Code has not had a major review since 2007 and, although it has been kept up to date with some of the changes in the UN Model Regulations along the way, many parts of the Code no longer reflect modern industry practice or latest technologies. Furthermore, NTC is aware that some recent incidents involving dangerous goods in transport have revealed gaps in the safety requirements, which pose a significant risk to public safety and the environment. NTC felt that the existence of these gaps derives from the fact that the ADG Code is based on the UN Model Regulations and therefore lacks the mode-specific provisions found in ADR and RID. Those gaps also pose a burden both on industry and on the regulators, as state and territory regulators are often called on to
issue additional determinations, which also raises the potential for inconsistency.
Finally, there is the growing need for international alignment; some provisions unique to Australia cause problems in international trade. The trade association Chemistry Australia said in 2018 that additional labelling requirements cost industry some A$96m per year (A$180m in 2024 prices).
GET FAMILIAR
NTC began its engagement with industry on the update in 2020, issuing a paper that explored the legal framework for transporting dangerous goods. This paper highlighted key areas for reform, such as improving safety, fixing outdated rules, and closer alignment with international standards such as ADR and RID.
That NTC has taken a lead from ADR/RID can be seen from the restructured Code, which now comprises nine Parts:
Part 1: General provisions, exemptions and concessions, definitions and administrative requirements, including some material not previously found in the Code.
Part 2: Classification. NTC has adopted the concept of ‘classification codes’ to help users understand the hazards of specific dangerous goods for transport.
Part 3: Dangerous Goods List and special
provisions, limited and excepted quantities.
Part 4: Packing and tank provisions.
Part 5: Consignment procedures, marking, labelling and placarding.
Part 6: Design and construction of packagings, tanks and other containment systems.
Part 7: Conditions of carriage, loading, unloading and handling.
Part 8: Requirements for vehicle crews, equipment, operation and documentation.
Part 9: Construction and approval of vehicles.
While this layout looks familiar, there are some important differences between the ADG Code and ADR. Very importantly, Chapter 1.3 in the ADG Code does not prescribe training requirements; there is a general requirement to ensure that any person involved in the transport of dangerous goods has received sufficient training and instruction to enable them to do their tasks safely and compliantly, contained in the Model Subordinate
Instrument (MSI). NTC is working on a matrix to detail training requirements for specific tasks, which will provide greater clarity on what is expected of dutyholders.
Similarly, there is no mandatory requirement for regulated parties to appoint a Dangerous Goods Safety Adviser (DGSA), although a provision has been included in the draft Code that will make it clear that consignors and carriers should have a person with expertise in dangerous goods transport. Again, NTC is examining whether this requirement should be made mandatory.
A number of other provisions have been moved from the MSI to the Code, including the primary safety obligations of the participants (Chapter 1.4), requirements for emergency response plans, notification of incidents and requirement to hold insurance (all 1.8.5).
Chapter 1.10 is new for the ADG Code; this brings together all security-related requirements, most of which are already specified elsewhere in the Code and other
instruments.
The concept of ‘placardable unit’, which is unique to Australia, has been dropped; this was introduced in the seventh revised edition of the Code (ADG 7), which was published in 2007 and has caused problems ever since. It was designed to allow Australia to retain the long-standing differentiation between ‘bulk’ and ‘packaged’ dangerous goods, whereas ADR differentiates according to the type of containment.
One issue that arises from this is that, at present, intermediate bulk containers (IBCs) are, according to the ADG Code, required to display an Emergency Information Panel (EIP), which is different to the label required by international regulations. This adds costs and causes delays.
All transitional measures have been grouped together in Chapter 1.6, as in ADR. NTC is still working on the necessary transitional arrangements and timeframes for the transition from ADG 7.
BRING IN EXPLOSIVES
Following the publication of the draft Code, NTC issued a supplementary consultation paper on the transport of explosives. Having reviewed the existing provisions, its plan is to incorporate the Australian Code for the Transport of Explosives by Road and Rail (AEC) into the ADG Code.
Understanding that the transport of explosives is a specialised business and economically important for the mining industry, not least in Western Australia, NTC is keen to hear from stakeholders. It says the new provisions will need to meet the needs of industry and regulators and also that the incorporation of the AEC provisions into the ADG Code will ensure that they can be kept up to date – AEC has not been updated since 2009.
The consultation period for this supplementary paper on explosives, which can be accessed through the link below, ends on 17 December 2024.
The draft Code, supporting and explanatory material, discussion papers and other links can be found at www.ntc.gov.au/transport-reform/ ntc-projects/comprehensive-review-australiandangerous-goods-code.
EMERGING EMERGENCIES
STORAGE TERMINALS • THE WORLD IS CHANGING AND REGULATIONS FOLLOW SUIT; TERMINAL OPERATORS ARE INVITED TO COLLABORATE WITH REGULATORS TO ENSURE THEY ARE FIT FOR PURPOSE
BULK LIQUIDS STORAGE terminals in the developed world will be – and to a large extent already are – crucial elements in enabling the energy transition, which is needed to meet climate change control targets. As a result, existing facilities will have to change the way they operate and the products they handle, trade patterns will change also, and new players are likely to emerge.
At the same time, the existing regulatory system may well need to be adapted. As Max Walker, interim director of the Chemicals, Explosive and Microbiological Hazards Division of the UK Health & Safety Executive (HSE) explained to delegates at the UK Tank Storage Association (TSA) Conference this past September, “To meet 2050 net zero targets means that existing major hazard sites will have to undergo some changes and some new businesses will come into scope of the Control of Major Accident Hazards (COMAH)
Regulations.” Some of these changes will introduce novel hazards and, Walker said, HSE and other regulatory authorities will need to work together with industry to figure out how best to control those hazards.
Walker was certainly in the right place to spread his message, with another full house of terminal executives and managers, along with suppliers, in the CBS Arena in Coventry. That was just as well, as that message needed to be heard: some industry standards are going to have to change to accommodate the hazards and risks posed by new energies and technologies, he said. HSE does not want to hand down edicts to industry – it wants to work with industry to ensure that safety standards remain appropriate.
Moreover, he warned, HSE’s own capacities will be tested by the likely rapid pace of change and, if there is to be a dialogue between HSE and industry – partly via its trade
associations and professional bodies – as well as, increasingly, communities, it will have to do it quickly. As such, Walker urged terminal operators to share their plans with HSE, and to do so early in the process. “Don’t wait till the final investment decision,” he urged. “We need to discuss potential scenarios so all sides can plan effectively.”
HSE’s capacity is also likely to mean it will take longer to obtain Hazardous Substances Consent – the waiting time is already around a year, which came as a big shock to many in the audience – so proper planning is crucial.
LEGACY OF CARE
Walker highlighted one risk that HSE is concerned about: if industry focuses too much on the shiny new stuff it may overlook its legacy plant. He stressed that operators need to make sure that new employees fully understand legacy operations and that proper maintenance investment continues. He also advised industry to plan ahead as there will be pressure on the supply of materials, contractors and consultants, so it may take longer than usual to get work done.
Walker also suggested that, as innovation continues and people find themselves living near emerging hazards, HSE will start to see more requests for information and reassurance – and, probably, more complaints – from the public. Industry must be ready to play a larger role in assuring communities that its operations are safe; HSE’s role will be as an independent adjudicator.
Walker highlighted some common regulatory challenges associated with the energy transition. Operators should, he said, ask themselves:
• Do they still have the right emergency response equipment?
• Is that equipment in the right place and does it have the right capacity?
• Is emergency response equipment being maintained properly?
• Are emergency response plans up to date? At the same time, operators need to keep up with the regular maintenance of basic infrastructure, ancillary equipment and electrical items. Particular emphasis should be placed on plant integrity and safety-critical equipment.
While the road to net-zero and the energy transition are designed to slow the process of climate change, there are still hazards associated with climate change that need to be addressed and Mike Nicholas, senior adviser on climate change adaptation at COMAH at the Environment Agency (EA), was at the TSA Conference to explain how the Agency views the role of industry.
ADAPT OR DIE
“Climate change adaptation affects everything we do,” Nicholas began. “But how good are we at managing future impacts?” He acknowledged that matters have improved over the past ten years or so, citing the effect of post-Buncefield work on process safety and the greater collaboration between the regulatory agencies and industry. However, he added, there is no room for complacency.
“There’s a lot of changes to come,” he warned. In particular, EA is alert to the potential for ‘Natural Hazard Triggered Technological’ (Natech) accidents at COMAH sites, and
industry has already been working on the topic, with the Chemical and Downstream Oil Industries Forum (CDOIF), in which TSA takes part, having issued guidelines on adapting to climate change in 2021; these guidelines were updated and reissued earlier this year (available at www.p-s-f2.org.uk/wp-content/ uploads/CDOIF-Guidance-CCA-NaTechv1.0.pdf).
Natech incidents are most likely to be initiated by weather events that are outside the normal level that is expected – extremes of heat, cold, wind, rain and lightning can all impact storage terminals in ways that a standard safety management plan may not anticipate. It is, therefore, important that operators take them into account. Indeed, Nicholas said, adaptation management is no different to the established safety management system (SMS) process – the ‘plan, do, check, act’ cycle is just the same. But to extend SMS to cover threats from Natech events takes an initial commitment from senior management and a realisation
that climate change presents threats to business viability. Nicholas stressed that aboveground storage tanks are the number one hazard for Natechs, as recent extreme weather events in Europe have demonstrated.
To gauge how well industry is dealing with the threat, EA carried out a survey of dutyholders under COMAH and the Environmental Permitting Regulations (EPR) last year. This found that 73 per cent of COMAH sites have committed to embedding climate change adaptation into their management systems, though the figure for EPR sites was only around 15 per cent. Most of those who have done so have placed the responsibility on top level management, although Nicholas said he wants to see this go up to 100 per cent. He also noted that, as from February 2024, ISO requires management systems to have climate change embedded in them, with oversight from top management.
Nicholas also stressed that, when assessing risk, operators cannot rely on historic weather data; planning needs to be future-proof. The CDOIF guidance will help with this, though operators should also keep a log of extreme weather events and other Natech hazards, the better to gauge the probability of a Natech threat in the future. At present, according to EA’s survey, only 17 per cent of companies in scope are doing that.
The COMAH Competent Authority expects sites in scope to assess how major accident risks associated with extreme weather events and other climate change impacts will vary over the lifetime of their establishment, and to plan their response to these changes, implementing modifications at an appropriate time so as to manage both present and longer term risks. EPR sites also need to embed adaptation into their management systems.
EA’s survey formed part of its evidence gathering activities, which will inform guidance and collaborative efforts this year and next; further ahead, it will, along with other agencies, develop more targeted guidance and outreach efforts, before it starts to get tough with those operators that are lagging.
Both HSE and EA are regular speakers at the TSA Conference; an update on these regulatory initiatives will be provided at next year’s event, which is scheduled to take place on 18 September.
LONG IN THE DRAFT
USA • PHMSA AND OTHER TRANSPORT AGENCIES HAVE PUT TOGETHER A WIDE-RANGING SET OF PROPOSALS TO ADDRESS
THE USE OF TANK CARS, CARGO TANK VEHICLES AND OTHER ISSUES
PHMSA, THE US Pipeline and Hazardous Materials Safety Administration, has issued a notice of proposed rulemaking (NPRM) under docket HM-265, proposing a number of revisions to the Hazardous Materials Regulations (HMR). Some of the proposals have been developed in collaboration with partner agencies under the Department of Transportation (US DOT), including the Federal Railroad Administration (FRA) and the Federal Motor Carrier Safety Administration (FMCSA).
The NPRM includes a variety of proposals, covering the design and use of rail tank cars, design specifications and requalification requirements for highway cargo tanks (tank trucks), and marking requirements for cargo tanks that contain different refined petroleum fuels.
PHMSA says the proposed changes, many of which respond to industry petitions or
federal mandates, would modernise and simplify HMR and generate savings of close to $100m per year for industry.
“This proposal focuses on ways to reduce regulatory burdens for America’s truck drivers and increases the overall efficiency of America’s critical energy transportation supply chains that impact every job and industry throughout our economy,” says PHMSA Deputy Administrator Tristan Brown. “These proposed changes build on the Biden-Harris Administration’s successful work to ensure America’s supply chains are the safest and most efficient in the world, utilizing the latest data and transportation technologies.”
CHANGING TRACKS
• Adding requirements for tank car closures (§173.31(d))
• Introducing an exception to the route planning requirement in cases where no alternative route exists (§172.820)
• Introducing exceptions to the requirement for tank car movements to be expedited for certain unavoidable delays (§174.14)
• Revision to the transloading requirements (§174.67) to create a performancebased system, rather than the current prescriptive requirements
• Revision of the requirements for replacing lost placards (§174.59)
• Clarifying the requirement for providing shipping papers to an authorised official (§174.24).
In addition, some provisions relating to the transport of explosives are to be deleted as they are either obsolete or unnecessary. Alongside the RSAC recommendations, other proposed changes to the rail transport provisions stem from the Association of American Railroads (AAR), chiefly relating to matters that are delegated to AAR. They include new provisions for design certification engineers (DCEs) specifically for tank cars, with the corresponding removal of reference to AAR approval of tank car and service equipment designs.
Other proposed changes include revisions to the provisions for the registration of tank car facilities, several new or amended definitions, clarification of the inspection requirements for linings and coatings, and revised responsibilities for tank car owners.
In addition, there are some proposals resulting from recommendations by the National Transportation Safety Board (NTSB), mainly involving the incorporation by reference of additional AAR specifications.
OR THE HIGHWAY
The proposals relating to road transport were developed in conjunction with FMCSA. As with those relating to rail, the proposals cover a wide array of topics and range from editorial changes for accuracy or clarification, updates
Many of the proposed amendments pertaining to rail transport emanate from recommendations by the Railroad Safety Advisory Committee (RSAC); some of these are procedural, updating documents that are incorporated by reference or making editorial revisions. They do, though, include some more substantive proposals, including:
and harmonisation, to more fundamental changes to operational and management practices.
Regarding the latter, for instance, PHMSA is proposing to revise the registration requirements in part 107, subpart F to allow for electronic submission procedures, and to create cargo tank facility modification, suspension, and termination procedures in the same subpart, along with provisions for reconsideration and termination.
One important change is proposed for the table in §172.336(c), where PHMSA is planning to add a sixth row to specify that a cargo tank may display the UN number of the fuel with the lowest flash point transported in different trips on the previous or current business day, except for gasoline and alcohol fuel blends with more than 10 per cent ethanol. In addition, PHMSA wants to extend the existing bonding and grounding requirements for flammable liquids to also cover combustible liquids.
There are a large number of proposed amendments to the provisions dealing with technical issues relating to cargo tank vehicles, some of the more substantive being:
• Permission for external coverings other than paint (§178.337-1(d))
• Mechanical means of remote closure for manual operation must not be obstructed to prevent access to or operation of remote means of closure in an emergency
• The specification plate must be permanently attached to the cargo tank or its integral supporting structure, instead of the cargo tank motor vehicle chassis rail
• A new instruction on the replacement of cargo tank and cargo motor vehicle specification plates (§180.405(b)(3))
• A new permission to use video cameras or video optics equipment for any inspection or test (§180.407(a)(8))
• A new requirement that pressure tests conducted at a pressure higher than 50 psi be done with the hydrostatic method, except for DOT Specification MC 338 cargo tanks used to transport cryogenic liquid (§180.407(a)(9))
• A new requirement that Registered Inspectors consult with the owner or motor carrier, as appropriate, to determine if materials corrosive or reactive to the cargo tank or its components were transported in the cargo tank motor vehicle since the last test or inspection, and ensure that the proper tests and inspections, along with suitable safeguards, are used (§180.407(a)(10))
• A new requirement that all sources of spark, flame, or glowing heat within the area in which the tests and inspections are conducted are extinguished, made inoperable, or rendered explosion-proof prior to the work (§180.407(a)(11))
• New inspection and maintenance
requirements for external ring stiffeners installed on a cargo tank motor vehicle constructed of metal other than mild steel or high-strength low-alloy steel (§180.407(d)(7))
• A new clarification that persons performing or witnessing inspections and tests must meet the training requirements of part 172 subpart H (§180.409(a)(4)).
OTHER MODES
The NPRM also includes proposals relating to transport by vessel, partly to improve harmonisation with the International Maritime Dangerous Goods (IMDG) Code; this includes a new §172.504(b)(2) removing the authorisation to use the ‘DANGEROUS’ placard, so as to reduce confusion and delays.
In addition, there are a number of proposals that apply more broadly to multimodal transport. Most of these are for clarification but there is a new exception in §172.704(e)(1) for hazmat employees who manufacture, repair, modify, recondition, or test packagings, and who do not perform any other function, from security awareness training requirements.
Overall, the proposals will rationalise some existing disharmony, address emerging issues and update HMR to mirror technical developments in industry.
In that regard, it is, on balance, probably a good piece of regulation – though the arrival in January of the new Trump administration in the White House may change the definition of ‘good’. PHMSA has calculated that, in total, the proposed changes will save almost $100m per year, though given the large number of operators likely to be affected by the amendments, the savings per company will be small.
All parties with an interest in the proposals have the right to comment; PHMSA would like to receive comments by 27 January 2025, although it says it will attempt to take into account any late comments prior to developing the final rule. Given the extent of the NPRM, regulated entities should probably get moving quickly.
The NPRM can be found in the Federal Register at www.federalregister.gov/ documents/2024/10/28/2024-23421/hazardousmaterials-advancing-safety-of-highway-rail-andvessel-transportation.
IN A STORM
PORTS • CONTAINERISATION, AUTOMATION AND RISING TRADE VOLUMES ARE INCREASING RISKS IN PORT AREAS. AFTER SOME MASSIVE INCIDENTS, MORE GUIDANCE IS COMING FORWARD
SINCE THE DISASTROUS explosion in the port of Beirut in August 2020, countries around the world and international organisations have increased their focus on the management of dangerous goods that are stored or handled in port areas. The Organisation for Economic Cooperation and Development’s (OECD) Working Party on Chemical Accidence (WPCA) held a short series of seminars on the topic in June 2023, which has led to the publication of a report, developed in the context of the Inter-Organisation Programme for the Sound Management of Chemical (IOMC).
Ports can host a large number of different activities involving dangerous goods, including transport, bulk storage, fuel bunkering, oil refining and chemical manufacture, in close proximity to recreational activities and residential areas. When a major incident takes
place, the impact can be disproportionately large. The OECD report highlights the explosions in Beirut and Tianjin, both of which involved ammonium nitrate, but also the release of chlorine gas during the loading of a tank container in Aqaba in June 2022 and the explosion aboard the tanker Stolt Groenland in Ulsan in September 2019. It also lists nine other serious events since 2004.
One aspect about safety in port areas that is repeatedly evident, and was referred to in the OECD seminars, is the fact that there are several different authorities and operators with a responsibility for ensuring safety in the handling, storage and transport of dangerous goods. This means there are multiple levels of control, which may overlap and often be in contradiction, and different regulations that can apply – workplace safety rules, transport
regulations, maritime regulations, local fire protection requirements, and so on.
WHAT AND WHERE
OECD’s report also illustrates the value of designated land-use planning within port areas. In the cases in Tianjin and Beirut, separation distances between hazardous material storage were not observed leading to extensive harm amongst the local population. Ports can, though, take some steps to manage the problem, by taking an active engagement in the land-use planning process.
Ports can – and perhaps should - conduct comprehensive risk assessments to identify and evaluate potential hazards associated with the storage and transport of hazardous goods. Based on the findings, they can collaborate with land-use planners to establish buffer zones or setbacks to provide an additional level of protection around hazardous materials facilities.
Engaging in the land-use planning process allows ports to consider infrastructure needs and develop adequate facilities for the safe handling, storage and transport of hazardous goods. This includes designing appropriate road networks, access routes, storage areas, and emergency response infrastructure to minimise the risks.
Similarly, collaboration with land-use planners enables ports to integrate emergency response planning into the overall land-use strategy. This includes identifying evacuation routes, establishing emergency staging areas, and coordinating with local emergency services to ensure prompt and effective response in case of accidents involving hazardous materials.
Engaging in land-use planning also allows ports to consider environmental protection measures and ensure the safe management of hazardous goods. This can involve implementing pollution control technologies, establishing containment measures for spills and leaks, and preserving sensitive ecosystems through proper land-use design. By engaging with the land-use planning process, ports integrate safety considerations, risk assessments and emergency response planning into the overall development and operation of port areas. This collaborative
approach helps reduce the risks of accidents involving hazardous goods and ensures the protection of nearby communities and the environment, the OECD report says.
WORKING TOGETHER
Throughout the seminar series, the challenges of organising response to chemical accident at port areas were raised. Issues highlighted include:
• The need for sound emergency planning with engagement of competent authorities and responders and that is based on the entire set of activities taking place in the port as well as its proximity to residential areas;
• The difficulty of always having information on hazardous chemicals present in the port, in particular in the case of temporary storage. This can challenge emergency response in the case of an accident;
• Notification systems and lack of clarity in
the chain of command and responsibilities. This is where greater collaboration between the various parties active in the port area is crucial and also where port authorities can play a role in organising and managing the collaborative process and the information generated. For instance, it is very helpful to have available an inventory of chemicals, along with emergency response information and safety protocols, so that responders can get a rapid idea of what they may have to deal with when an incident does occur. The process can also help strengthen coordination and cooperation between the competent authorities and other stakeholders, while the information generated can underpin the development of emergency plans.
In port areas, good practice in awareness and communication between various companies and operators involves establishing effective communication channels and promoting a culture of
collaboration and shared responsibility for safety and environmental protection. This will require a clear and well defined communication protocol between all companies and operators in the port area to ensure that information is shared in a timely and effective manner. This may include regular meetings, email updates, or other forms of communication.
The OECD report also touches on natural hazards. By definition, ports are at or near sea level and can be exposed to such hazards as storms, lightning, floods, cyclones and hurricanes, earthquakes and tsunamis. These natural hazards can cause significant damage to port infrastructure, disrupt port operations, and pose a threat to the safety of workers and the public. The report notes the earthquake in Turkey in February 2023 that impacted the port of Iskenderun and the fire at an oil terminal in Cuba in August 2022 caused by lightning.
Furthermore, rising sea levels and more frequent extreme weather events driven by climate change are increasing the risk of natural hazards at ports and this is something that port authorities need to address.
The report also looks at items of special concern to port areas, notably the management of warehouses, bulk storage and pipelines, cargo handling accidents, the role of temporary or intermediate storage, and the management of non-routine issues, such as the handling of confiscated or seized dangerous goods.
Finally, the report highlights some emerging risks that may pose additional hazards. These include the increased volume of containerised traffic, the introduction of automation and robotics, the growing use of energy storage systems (not just lithium ion batteries), the application of alternative energies (including LNG) and the potential impact of climate change. Addressing these emerging risks will be another area where collaboration between all stakeholders is crucial.
The report, Management of hazardous substances in port areas, is part of OECD’s series on chemical accidents; it can be downloaded from the OECD website at www. oecd.org/en/publications/management-ofhazardous-substances-in-port-areas_5d09ac8aen.html.
physical inspection because no one had told him to do that. He depended on the knowledge of the Chief Officer.
COULD DO BETTER
TERMINAL TRAINING • SAFETY MANUALS FOR THE SHIP/SHORE INTERFACE ARE WELL ESTABLISHED BUT, ASKS AREND VAN CAMPEN, DO OPERATORS REALLY UNDERSTAND THEM?
AFTER HAVING TRAINED a thousand plus people who work at all levels of the marine storage terminal industry, I observed that many people are unaware that they are doing the wrong thing right. I tested this by asking them all whether they had ever read the International Safety Guide for Oil Tankers and Terminals (ISGOTT) or the Society of International Gas Tankers and Terminals (SIGTTO) guide.
While their operations were all running smoothly and there were few accidents, there existed a level of dependency on others to do
the right thing. For instance, I encountered a loading master who did not know the difference between ‘port’ and ‘starboard’, yet was responsible for the cargo loading/ discharge agreement and the Ship/Shore Safety Checklist. This person had not been specifically trained for the job by a professional trainer but had learned ‘on the job’ from is predecessor – and his predecessor had bever read the instructions for these tasks as specifically laid out in ISGOTT and SIGTTO.
AVOID ENTROPY
ISGOTT consists of 25 chapters. The information it contains is, according to research, ‘physical’ – which means it can be quantified in bits of information. All safety systems – indeed, all natural systems - depend on having optimal information. There is a perception problem: people generally do not know or realise this and do not therefore to optimise the information and knowledge at their disposal unless they are ordered to do so.
Ask any terminal manager if he or she has read the international guidelines and adapted their policies accordingly. TankTerminalTraining did just that and we were amazed that only a few have made the effort. We tested the information deficit worldwide and produced that statistics shown below.
RESEARCH SHOWS THAT BETTER UNDERSTANDING TRANSLATES INTO BETTER PERFORMANCE
On board he pretended to know what the questions and vocabulary meant. He checked the various boxes automatically and made sure that the correct papers were signed and stamped. He did not ask to go on deck or into the engine room or pumproom to perform a
What terminal managers, operators or supervisors do not realise is that only systems that use optimal information function properly. When an information deficit is detected, performance is compromised. The inefficiency to do useful work can be expressed as uncertainty. In physics, we call these ‘uncertainties’ entropy, or disorder due to information deficiency. Entropy is a complex concept because it can be interpreted in different ways:
Physical Entropy: information as energy unavailable to do useful work. Optimal functionality is impossible.
Information Entropy: lack of information to understand a message. Misunderstanding occurs. The system comes to a standstill because communication becomes impossible. Entropy is seen as ‘the information we don’t have’, but it is also as the information we deliberately suppress.
Social Entropy: Information as energy unavailable to do useful work. You can see here that physical entropy is equivalent to social, or societal, entropy. Optimal functionality is impossible.
TankTerminalTraining offers courses to help operators optimise their performance; for more details go to www.tankterminaltraining.com.
NEWS BULLETIN
TWO HEADS BETTER
HazMat Safety Consulting (HSC) and DG Safety Group have established a strategic partnership aimed at enhancing safety in the transport and handling of dangerous goods, by providing broader consulting services and solutions to industries around the world. The two companies will together be able to offer a comprehensive suite of services, from regulatory compliance audits and safety assessments to customised training programmes and emergency response planning.
“This partnership represents a significant milestone in our commitment to raising the bar for safety and compliance in the transportation of dangerous goods,” says Bob Richard, president of HSC. “By combining our strengths and resources, we will be better equipped to support our clients in achieving their safety and compliance goals.” Richard was formerly deputy associate administrator of the US Pipeline and Hazardous Materials Safety Administration (PHMSA) and for several years served as chair of the UN Sub-committee of Experts on the Transport of Dangerous Goods.
Paul Horner, managing director of DG Safety Group, adds: “We are thrilled to partner with HSC to offer our clients a holistic approach to dangerous goods safety. Together, we will leverage our expertise to provide innovative solutions that empower businesses to operate safely and responsibly.” hazmatsafety.com www.dgsafetygroup.com
HELP FROM CANADA
Transport Canada has published a basic competency checklist to complement the training requirements of Part 6 of the Transportation of Dangerous Goods (TDG) Regulations. The checklist is not intended to replace the requirements nor to introduce any new requirements, but it does offer a useful guidance to those responsible for compliance.
The competency list has five components: training certificate; shipping document; means
of containment; safety marks; and reporting requirements. Each section contains a summary of the standards that must be met to ensure competency. The document also includes some useful links to the TDG Regulations and contact details for regional offices. It can be downloaded from the Transport Canada website at https://tc. canada.ca/sites/default/files/2024-08/basiccompetency-checklist-for-tdg.pdf.
Transport Canada has also released the results of a hazard assessment and regulatory analysis of the marine transport of energy storage systems, undertaken by its TDG Directorate as part of its broader remit to consider the hazards involved in the transport of lithium batteries.
The headline finding was that the enclosed spaces in most cargo ships and their safety systems have not been designed for the unique hazards posed by energy storage systems; therefore, energy storage systems should be stowed in open spaces, such as on-deck.
Transport Canada also found that crews should be trained to respond to an incident involving an energy storage system. The research also identified some specific challenges, such as the lack of early warning capabilities, limits on the possible fire extinguishing techniques aboard
ships, and the finite capacity to handle the volume of water needed to fight a battery fire in an enclosed space.
A summary of the findings can be found on the Transport Canada website at https://tc. canada.ca/en/dangerous-goods/publications/ lithium-battery-transport-research/researchsummary-marine-transport-energy-storagesystems-ess-hazard-assessment-regulatoryanalysis.
BETTER PROTECTION FOR CAR CARRIERS
K Line’s car carrier Texas Highway has been granted an EV notation by its class society, ClassNK, indicating that additional firefighting measures have been implemented for the ocean transportation of battery electric vehicles (BEVs). K Line says it has been working to strengthen its initiatives towards safer car transport, including developing a specific firefighting manual for all vessels, and now plans to extend the notation to its other car carriers. “K Line will continue to further improve measures against fires and work for greater safety in navigation and cargo operations as a marine transport company chosen by customers,” the company says.
WINDS OF CHANGE
GAS FLEETS • A RAPID EXPANSION IN LPG AND NGL TRADES HAS FUELLED A SURGE IN EARNINGS, ATTRACTING NEW INVESTORS AND ENCOURAGING A RETURN TO NEW SHIP CONSTRUCTION
HCB HAS BEEN running its review of the major LPG tanker fleets for decades now. Normally, it is a sector that moves slowly: gas ships are expensive things and it is not a playground for asset plays. Furthermore, it is an extremely safety-conscious sector, where expertise is needed. This does not come easily and tends to put off the casual investor.
However, this year has seen some big changes in the lists of major operators on pages 31 and 32, prompted not least by the fact that some sectors of the business have been making extremely high levels of profits recently, especially the very large gas carrier (VLGC) sector, while some players are investing heavily in building new ships to carry the large volumes of ammonia, ethylene and ethane expected to be traded in coming years. A prime example of this is the sale by Avance Gas of its entire VLGC fleet – 12 ships – to BW LPG, announced in August, following
on from the disposal of four other VLGCs earlier in the year. Explaining the decision, Avance Gas CEO Øystein Kalleklev said that the Avance fleet was “a bit sub-scale” for the market and that the sale was done on “very attractive terms” that provided the company’s shareholders with a substantial windfall dividend.
The transaction also propelled BW LPG way out in front of the competition, giving it a fleet of 53 VLGCs by the time the last of the Avance ships is handed over in December. “This fleet expansion comes at an opportune time with VLGC newbuild deliveries abating and continued growth in global LPG export volumes,” the company said at the time of the deal.
Interestingly, the transaction leaves Avance Gas with just four LPG carriers on order, 40,000-m3 units building at CIMC Sinopacific for delivery in 2025 and 2026. It has not yet
been decided if Avance will continue and operate these ships on delivery or enter them in a pool, of if the shareholders will sell the contracts – which would likely be at a premium to the price agreed with the yard.
PLAYING WITH THE BIG BOYS
The list of fully refrigerated fleets shows a number of new entrants to the VLGC sector this year and other operators that are expanding in this segment. PascoGas and Purus, which are both active in medium-size LPG shipping, have come in with orders for specialised vessels. Purus has three 98,000-m3 very large ethane carriers (VLECs) on order at Hyundai Heavy Industries for delivery in 2026/27; all will feature dual-fuel engines capable of burning ethane, as well as optimised cargo handling systems and other energy-saving devices; they will all go onto long-term timecharters on delivery.
Turkey’s PascoGas gas has also gone to Hyundai HI for two dual-fuel very large ammonia carriers (VLACs); the 88,000-m3 units, due for delivery in 2027, will be able to run on LPG and will be ready to burn ammonia as soon as the technology is available. Qatari shipping company Nakilat also has four 88,000-m3 VLACs on order in Korea and Greek trader Naftomar has contracted for four 93,000-m3 VLACs for
2026/27 delivery. Capital Gas, hitherto an LNG specialist, also has two 88,000-m3 VLACs on order at Hyundai HI, for delivery in the second half of 2027. At present, 88,000 m3 is the largest gas carrier capable of passing through the Panama Canal and the design has been tweaked from the standard VLGC concept to allow for increased ammonia loading capacity. There is plenty of action among more established players in the larger end of the LPG shipping sector. Pacific Gas, owned by Shandong Marine, was the first Chinese shipowner to enter the VLGC sector and, since 2019 has also been active in the rapidly developing VLEC segment, building two 99,000-m3 units for charter to Ineos and placing seven further orders, two of which are 88,000-m3 VLACs. Norway’s Solvang, which concentrates primarily on large gas carriers, is also expanding its VLGC fleet, with seven 88,000-m3 units on order at Hyundai HI for 2026/27 delivery; five were in a joint venture with Gunvor Group. Abu Dhabi-based ADNOC Logistics & Services has four 93,000-m3
dual-fuel VLACs on order at Jiangnan Shipyard for 2028 delivery.
Other owners with vessels under construction include Kumiai Navigation, which has four dual-fuel 86,700-m3 VLACs on order at Kawasaki Heavy Industries for 2025/26 delivery, two of which are lined up for charters with Canada’s AltaGas to carry propane from British Columbia to Asia. The first two in the series were ordered against charters with Trafigura and BGN.
Iino Kaiun has signed a long-term charter agreement with Borealis for a 93,000-m3 VLGC newbuilding, due for delivery in the first quarter of 2027. The new ship will be used to deliver raw materials to the Borealis petrochemical plant in Porvoo, Finland and, as such, will be the first VLGC to be built to Ice Class IB, Iino says. It will also be the largest VLGC yet built to be equipped with a shaft generator motor, and will be fitted with a dual-fuel engine capable of running on LPG as well as a shore power connection.
“Maximising opportunities to enhance our
independence and flexibility in transporting cost-competitive light feedstock from overseas to our European base chemicals operations is paramount for our competitiveness to provide sustainable base chemicals and polyolefins solutions,” says Thomas van de Velde, senior vice-president of Base Chemicals and Energy at Borealis.
MIDDLE GROUND
There has also been a lot of interest in the medium gas carrier (MGC) sector, which traditionally has been the main carrier of ammonia. The potential for ammonia to be used as an energy carrier or directly as fuel has encouraged the move to VLACs but there is still work for smaller ships. Exmar, a leader in this sector, currently has six 46,000-m3 dual-fuel ammonia carriers under construction at Hyundai Mipo for 2025/26 delivery, in a joint venture with Seapeak, and has another four of 41,000 m3 and two of 49,000 m3 contracted at the Yamic shipyard in China for 2026/27 delivery.
Purus currently operates three 40,000-m3 MGCs and has four 45,000-m3 units on order for 2025/26 delivery. Trafigura, one of Purus’ charterers, has placed an order for four MGCs at Hyundai Mipo. The ships will be used to carry LPG or ammonia and all will be fitted with dual-fuel engines capable of using ammonia. The first is due for delivery in 2027. Andrea Olivi, head of wet freight at Trafigura, says the new ships will support the company’s commitment to decarbonising shipping “and will help us to develop the global low-carbon ammonia bunkering infrastructure needed for zero-carbon shipping to become a reality”. Trafigura has co-sponsored the development of a two-stroke engine by MAN Energy Solutions that can run on green ammonia and is also investing in onboard carbon emission capture technology.
There has also been significant interest in the semi-refrigerated sector, particularly in ethylene carriers and, potentially, in ships designed to carry liquefied carbon dioxide for carbon sequestration projects. Capital Gas has ordered four such ships, the 22,000-m3 units being built by Hyundai Mipo for 2026 delivery. The vessels use IMO Type C storage tanks and can also be used to transport
ammonia or LPG. They have been designed in collaboration with Babcock and Erma First and are to feature an innovative carbon capture and storage (CCS) system, Erma First Cabon Fit, which uses amine absorption technology based on a proprietary amine solvent to absorb CO2 from flue gases. The resultant mix is then heated to produce a chemical reaction that reverses the absorption, separating the CO2 from the solvent. Subsequently, the released CO2 is liquefied using Babcock LGE’s ecoCO2® system and stored on board the ship in pressurised low-temperature storage for subsequent offloading. Since the regenerated solvent can be re-used, the process creates a highly efficient regenerative loop for CCS.
Explaining the project, Miltos Zisis, managing director of Capital Gas Ship Management, says: “As part of our ongoing efforts to minimise our impact on the environment, but also to actively contribute to a cleaner and more sustainable future, Capital Gas proudly became the world’s first ship manager to supervise the construction of LCO2 carriers. Now, we are taking a step further. Alongside our partners, we are developing advanced carbon capture technology to enhance the environmental sustainability of these ships.”
Capital Gas and Hyundai HI have also collaborated on a 40,000-m3 design for a LCO2 carrier, which was granted approval in principle by Lloyd’s Register earlier this year. Panos Mitrou, global gas segment director at Lloyd’s Register, said at the time: “Carbon negative space represents a sector with great potential and prospects, especially for key industrial sectors which are hard to abate. In this context, transporting carbon at scale may prove to be an essential link towards the Paris Agreement objectives.”
QUIET DOWN BELOW
GasChem Services, which is a significant player in the smaller end of the ethylene/ ethane sector, added three 40,000-m3 semi-refrigerated newbuildings in 2023 and 2024. It currently has one 38,000-m3 carrier on order that will, when it is delivered next year, be its largest ethylene-capable ship.
Petredec split off its ethane/ethylene carriers into a new company, Petredec Fortitude, two years ago, leaving its growing VLGC fleet under the Petredec Global name. At the time of the split, it had 11 Handysize carriers of 21,000 to 22,500 m3, which are to be joined in early 2026 by two 24,000-m3 newbuildings from CIMC Sinopacific. “The ethane/ethylene sector is well positioned to benefit from the favourable fundamental tailwinds of strong, visible export capacity expansion in the US Gulf Coast and restricted fleet growth over the next five years,” said Petredec CEO Giles Fearn at the time the orders were placed.
By contrast to all the excitement reported above, the fully pressurised sector has been very quiet lately, characterised more by consolidation than expansion. Earnings are decent and have largely been stable, but the segment is not exposed to the sorts of upside potential that characterises so much of the gas shipping business these days. BW Group
started the latest round of consolidation in 2019 when it bought a majority stake in Epic Gas and the following year its merged with the Lauritzen Kosan LPG fleet owned by Denmark’s J Lauritzen to form BW Epic Kosan (BWEK). It now has a fleet of 50 gas ships, mostly fully pressurised but with some ethylene-capable semi-refrigerated ships. The company is also looking at playing a role in the emerging movement of liquefied carbon dioxide.
Also of note is the re-emergence of the Eitzen family into the gas ship business, with the acquisition in August 2023 of the B-Gas fleet from Bergshav by Eitzen Avanti. This is now part of the Christiania Shipping operation, which has also recently acquired the Navquim chemical tanker fleet from Sogestran. Navquim was formerly De Poli Tankers until its acquisition by Sogestran in June 2022.
Sogestran, whose shipping interests are now primilarily in inland barging, is also examining the CCS chain in a partnership with Air Liquide.
MAJOR FULLY PRESSURISED AND SEMI-REFRIGERATED LPG TANKER FLEETS, OCTOBER 2024
MAJOR FULLY REFRIGERATED LPG TANKER FLEETS, OCTOBER 2024
ramifications as incorrect and deficient packing of cargo inside the units.
LET’S GET ENGAGED
“Engagement with governments and industry groups representing the diverse mix of supply chain stakeholders is one of our primary goals,” explained TT Club’s Peregrine Storrs-Fox. “Through communication and understanding of the safety issues comes a wider implementation of the CTU Code and
H & P Freightways Limited / Tankclean are the largest independent ISO Tank Haulier and Tankwash operator in the UK.
advisory information within their jurisdictions. Lars Kjaer of the WSC explained: “We want to make sure that governments as well as industry are promoting the CTU Code and its best practices to all parties in the CTU supply chain around the globe.”
Ultimately, though, it is those that pack containers that have the primary responsibility for ensuring cargo integrity and safety, and those responsibilities are laid out clearly in the CTU Code. Chris Welsh, secretary-general
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
Logistics Services include:
Transport of Bulk Liquids & Packaged Goods
Transhipment Services
Tank Container Fleet
Now Open
Our Grimsby Super Site offering Heavy Lifting as well as other depot services!
for the cargo. This is a responsibility clearly set out in the CTU Code. It cannot be negated or ignored irrespective of the complexity of the logistics chain.”
This industry group is seeking to communicate to all stakeholders through governmental and industry events. Progress is being made in increasing awareness of the CTU Code and linking with other organisations to deliver improved safety and sustainability in the international supply chain.
Immingham Barrow Gunness
London Gateway Southampton Portsmouth Dover
Depot Facilities include:
Tank Storage
Tank Heating
Maintenance & Repair
Bagging & De-Bagging
Tank Off-Hire Service
Vehicle Workshops
A PUFF OF GAS
ANTHONY VEDER HAS had two VentoFoils sails fitted onboard its ethylene carrier Coral Patula, in a project with Econowind. With this installation, Anthony Veder says it is the first operator in the world to install sails onboard a gas carrier. Later this year the sistership Coral Pearl will also be equipped with two similar sails. By retrofitting existing gas carriers, Anthony Veder will begin to reap the potential benefits of wind propulsion as a sustainable solution for the maritime industry.
Björn van de Weerdhof, commercial and sustainability director at Anthony Veder, says: “In our sustainable roadmap, we have set the ambitious target of becoming a net-zero
emitter by 2035. Achieving this goal requires action today. While we focus on optimising the design of newbuilds and running those on (bio-) LNG, we are equally committed to enhancing the efficiency of our existing fleet. This allows us to reduce our carbon footprint immediately.
“Wind-assisted propulsion is a key step in this effort, and our collaboration with Econowind reflects the strength of our partnerships,” van de Weedhof continues. “Additionally, we are exploring other solutions such as propulsion train optimisation and joint actions we can take with or customers such as lower speeds through Just-in-Time arrival
and making use of shore power.”
Rens Groot, COO at Econowind, explains more about this fast-track project: “Anthony Veder conducted a thorough analysis before selecting the VentoFoils, including an advanced business case calculation balancing benefits and realistic costs. This allowed us to see key advantages, such as speed increases for gas carriers, where VentoFoils help offset engine power limitations. Meeting the tight timeline was possible due to Anthony Veder’s experienced team in project execution and dry dockings. They showed leadership by being the first to implement wind-assisted propulsion on a gas carrier. This vessel is set to achieve substantial fuel savings and CO2 reductions with an attractive payback period.”
SAVE EMISSIONS, SAVE CASH
By retrofitting two ethylene carriers in its fleet with Econowind VentoFoils, Anthony Veder will be using wind energy to significantly reduce fuel consumption of its vessels. The system is designed to work alongside existing engines, providing a boost in propulsion through the power of wind. Based on standard wind conditions, the company anticipates achieving fuel savings of around 5 per cent, perhaps more than 10 per cent in optimal wind conditions. By using less fuel, the company not only cuts down on its energy bill but, more importantly, on its greenhouse gas emissions.
The VentoFoil design was introduced this year by Econowind as a development from its existing VentiFoil concept, introducing innovations to improve performance following feedback from early adopters. The new design, for instance, features fewer moving parts, making the VentoFoil lighter and easier to maintain. The aerodynamic properties have been optimised, increasing yield by some 10 per cent. “The robust design and increased wind yield mean a quicker return on investment with lower OPEX costs due to the reduced need for maintenance,” Econowind says. “With the simplified system and powerful performance, ship operators can enjoy significant fuel savings while also meeting regulatory requirements for emissions reductions.”
www.anthonyveder.com
www.econowind.nl
SODA FOUNTAIN
INLAND SHIPPING • YET ANOTHER INNOVATIVE SHIP HAS GONE INTO SERVICE FOR HGK SHIPPING, PROMISING TO OPTIMISE
CAUSTIC SODA TRANSPORT IN THE ARA REGION
HGK SHIPPING HAS continued with its ongoing fleet expansion and investment in innovative inland vessels, with the naming of its new tanker Monomera in Druten, the Netherlands, on 30 October. The new vessel, developed in close collaboration with HGK’s long-standing business partner Vestolit, will transport sodium hydroxide on the canals and rivers of the lower Rhine system between western Germany and the ARA ports on behalf of Vestolit, under the operation of HGK Shipping’s Liquid Chemical business unit.
What sets Monomera apart, HGK Shipping says, is its focus on sustainable technologies, optimised load-carrying capacity and energy concepts. Thanks to its future-fuel-ready technology, it is already equipped to handle climate-neutral, future energy sources.
Designed to transport a maximum payload capacity of 1,809 tonnes, the vessel, which is 100 metres long and 9.5 metres wide, is equipped with a diesel-electric drive concept. When combined with an intelligent power management system, this provides particularly low-emission operations with optimised fuel consumption. Two void spaces integrated into the vessel’s hull also provide room for future energy storage solutions. As a result, the new tanker is prepared to use climate-neutral energy sources as soon as they are available.
DESIGNED TO FIT
HGK Shipping made use of the latest computational fluid dynamics (CFD) methods when developing the design of Monomera in
order to reduce water resistance and maximise energy efficiency. One of the main innovations on this vessel is its optimised draught, allowing it to transport a load of up to 348 tonnes with a draught of just 1.20 metres, meaning it can continue to operate in the Rhine even when water levels are low. Two rudder propellors, each developing 500 kW of drive power, ensure outstanding manoeuvrability, making the vessel particularly suitable for service on canals and cost-effective operations in difficult water conditions.
“With Monomera we’re setting a clear course toward the future of sustainable inland waterway transport,” says Steffen Bauer, CEO of HGK Shipping. “It’s another step in our construction strategy for new vessels, aimed at preparing our fleet for climate-neutral drive systems as part of the energy transition and setting the stage for programme implementation.”
The vessel’s design was developed at HGK Shipping’s Design Center, which worked in close cooperation with Koninklijke Wijnhoff & Van Gulpen & Larsen, a Dutch subsidiary of HGK Shipping in Druten. The Severnav shipyard in Romania completed the construction of the hull before the Dutch shipyard, De Gerlien van Tiem, which is a long-standing partner of HGK Shipping, took over responsibility for the final interior fitting work up to the time that the vessel was commissioned.
Norbert Meixner, Business Unit Director Liquid Chemicals at HGK Shipping, who will be responsible for the new vessel in his unit in future, adds: “Our long-standing cooperation with Vestolit is based on shared values of sustainability and innovations. As a result, we’ve been able to successfully and efficiently complete this project and, acting as a strong business partner for this industry, guarantee reliable supply chains even during phases when water levels are low.”
HGK Shipping is part of Häfen und Güterverkehr Köln. Its fleet comprises some 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. www.hgk.de
NEWS BULLETIN
PURUS EXPANDS ORDERBOOK
Purus has ordered two 45,000-m3 dual-fuel, ammonia-ready midsize gas carriers (MGCs) from Hyundai Mipo for 2027 delivery. The new vessels will be equipped with an innovative cargo handling system designed for maximum flexibility and efficiency, enabling faster loading and unloading processes. This will significantly reduce turnaround times in port, saving customers both time and money.
Purus currently operates three 40,000-m3 MGCs and already has four 45,000-m3 units on order for delivery in 2025/26. The addition of the two latest orders will, the company says, give it one of the largest ammonia transport fleets. www.purus.com
AW IN FOR AMMONIA
AW Shipping, a joint venture between ADNOC Logistics & Services and Wanhua Chemical Group, has ordered two very large ammonia carriers (VLACs) from Jiangnan
Shipyard for a total price of $250m. The 93,000-m3 units will be among the largest ammonia carriers in the world on delivery in 2028 and will be equipped with dual-fuel engines capable of burning LPG.
Capt Abdulkareem Al Masabi, chairman of AW Shipping and CEO of ADNOC L&S, says: “These contracts demonstrate AW Shipping and ADNOC L&S’s commitment to meeting future demand for lower-carbon energy sources such as ammonia, which are increasingly vital in powering the energy transition. We are pleased to welcome Jiangnan Shipyard as they establish a new office in Abu Dhabi, strengthening our growing partnership and highlighting the robust industrial ties between the UAE and China.” www.adnoc.ae
MORE LNG BUNKERING FOR VITOL
Vitol International Shipping has laid plans to expand its LNG bunkering fleet, securing a
long-term charter with Avenir LNG and ordering two newbuilds. The Avenir ship is a 20,000-m3 unit currently under construction in China and due for delivery in fourth quarter 2026; Vitol has signed a seven-year charter with an option on three further years. The owned vessels are one 12,500-m3 and one 20,000-m3 LNG bunkering ships, to be built by CIMC and delivered in fourth quarter 2026 and third quarter 2027.
“Shipowners worldwide are looking to reduce their emissions. We are delighted to strengthen our offering to them by investing in LNG/ bioLNG bunkering, thereby increasing their options,” says Pablo Galante Escobar, head of LNG, EMEA Gas and Power at Vitol.
Vitol has been involved in trading LNG for 20 years and last year handled more than 17m tonnes. www.vitol.com
CROWLEY, SEACOR COMBINE TANKERS
Crowley and Seacor Holdings have combined their Jones Act fleets in a new company, Fairwater, to integrate their petroleum and chemical transport activities. Fairwater begins life with a fleet of 31 owned vessels and 20 more under management, covering articulated tug-barge units, eco- and conventional medium-range tankers and Aframax tankers.
“I am excited to lead a team of nearly 1,700 seagoing and shoreside professionals under the new Fairwater banner,” says Daniel Thorogood, CEO of Fairwater and former CEO of Seabulk. “Our geographic reach, operational and technical expertise, and the diversity of our assets enable Fairwater to serve as the industry’s next-generation provider of safe, highly flexible and reliable energy transportation solutions.”
Fairwater’s seagoing and shoreside operations are headquartered in Fort Lauderdale, Florida, with offices in Fairfield, Connecticut; Houston;
Jacksonville, Florida; and Seattle. fairwater.us
ODFJELL STAYS SOLID
Odfjell has announced what it calls “solid” results for the third quarter, despite some softening in the chemical tanker spot market.
Timecharter earnings came in at $202.1m, up 10 per cent on last year though below the figure for the very strong second quarter. EBIT was up 19 per cent on last year at $90.5m, while the net result of $71.3m was 37 per cent higher.
Total volumes were stable during the quarter, remaining capped by the impact of longer sailing distances due to the ongoing hostilities in the Red Sea and Gulf of Aden. Partly as a result of that, charterers in the oil products market are trending towards larger vessels, meaning MR and LR1 product tankers have been losing some business and are swinging back into chemicals.
Odfjell has declared a purchase option on Bow Hercules, the last of three 41,000-dwt carriers currently on bareboat charter, which were originally on operational leases from Sinochem. The vessel is due for delivery in first quarter 2026; the first of the three, Bow Aquarius, is due for delivery next month.
Odfjell has officially named and launched its latest newbuilding, Bow Tiger, the last in a
series of 26,000-dwt chemical tankers building at Asakawa in Japan and Odfjell’s 18th in this size band. The vessel is owned by Nissen Kaiun and timechartered to Odfjell. www.odfjell.com
GEFO RAISES SAIL
GEFO Shipping has extended its current newbuilding programme, adding two 7,900dwt stainless steel chemical tankers at Nantong Xiangyu Shipyard for delivery in late 2026 and early 2027. The new units will be built to ice class 1A and feature main engines with reduced output to reduce fuel consumption. They are also designed so as to be retrofitted with Flettner rotor sails and can be converted to burn methanol.
GEFO currently operates some 150 tankers on the Rhine network between the Netherlands and Switzerland. GEFO placed an order for ten stainless steel tankers in January 2024. www.gefo.com
AMMONIA TO AND FRO
Yara Clean Ammonia has completed what it says is the first ship-to-ship transfer of ammonia using vessels at anchorage in a working port environment. The operation, a collaboration between Yara Clean Ammonia, Pilbara Ports Authority and the Global Centre
for Maritime Decarbonisation (GCMD), was conducted in Port Dampier in Western Australia’s Pilbara region, as part of the work to enhance the Pilbara’s potential as a bunkering hub to fuel ships with low-emission ammonia.
“This demonstrates that ammonia transfer can be done with the highest safety standards and efficiency in a working port environment. The transfer is a major milestone to decarbonise shipping using low-emission ammonia as fuel,” says Murali Srinivasan, senior vice-president, commercial, at Yara Clean Ammonia.
The transfer was undertaken between the 35,000-m3 ammonia carrier Green Pioneer, owned by MOL, and Navigator’s 22,500-m3 Navigator Global, involving the transfer of 4,000 m3 of ammonia from Green Pioneer and then the return of the same ammonia from Navigator Global.
“The successful ship-to-ship transfer of ammonia was a critical learning step in enabling ammonia bunkering operations in a port environment as global shipping moves to effective use of ammonia as a fuel,” says Srinivasan.
www.yara.com
CB BACK IN BUSINESS
Lomar Shipping has bundled its product and chemical tanker operations into a new business, CB Tankers. The name recalls the Carl Büttner operation, which was acquired by Lomar in 2022. “The Carl Büttner family name has been synonymous with technical management expertise and a strong maritime legacy,” says Nicholas Georgiou, CEO of Lomar Shipping.
“The ‘Carl Büttner’ name will return to the family who contributed so much to establish its presence in this specialist segment of shipping.”
CB Tankers is managed by joint managing directors Lars Bremer and Christian Mackenthun, the latter of whom succeeded his father Thorsten Mackenthun, the long-time managing director of the Carl Büttner Group of companies.
More information on CB Tankers can be found at https://cbtankers.com/; CB Maritime, the Croatia-based shipping agency, has its own website at www.cbmaritime.hr.
YOU ARE HERE
FOR THE PAST quarter century the UK’s Tank Storage Association (TSA) has held its annual conference and trade show in Coventry, finding a regular venue at the CBS (formerly Ricoh) Arena, home to Coventry City FC. There was, of course, a hiatus in the series during the Covid pandemic and many wondered whether the exhibition and conference calendar, which had become ever more congested, would recover. Would industry come to the conclusion that such events, with all their associated costs, were not worth it?
If the question were ever in doubt, this year’s TSA Conference and Trade Show, which took place on 19 September, was proof that there is an appetite for events that give the opportunity for industry professionals to get together to hear from experts and regulators
and discuss common problems, and for suppliers to showcase their products and services. The event was sold out weeks before deadline, with all 64 exhibition spaces booked, and those who had left it late to book delegate places were disappointed.
After breakfast in the exhibition hall and plenty of time to browse the show, delegates were welcomed by TSA president Wilma Kelly, HSE director of Certas Energy, who pinpointed the fundamental need of the industry as it prepares to navigate the energy transition: the availability of good quality, well trained people. To back that up, she handed over to the day’s chair, Justine Fosh, chief executive of Cogent Skills, which has been working with the oil and chemical industry to develop and promote effective training.
AROUND THE CORNER
The morning sessions were, though, devoted to presentations that gave an insight into the very divergent trajectories being experienced by global commodity markets, with some indications as to how these are likely to impact storage terminal operators in the UK, Europe and more widely around the world. TSA works closely with government agencies and had managed to attract Simon Stoddart, head of international oil security and strategy at the UK’s Department for Energy Security and Net Zero, to speak about the key global trends.
“Bad things happen,” Stoddart began. “You need options when they do.” This has been an important part of the role of independent bulk liquids terminals for many decades but operators are now facing an array of new issues. The war in Ukraine has already stretched logistics networks, which are also being called upon to deal with decarbonisation – a tough ask, it might be thought, for an industry whose major customers are petroleum and petrochemical producers and traders.
Russian crude, now under sanctions from Europe and the Americas, is now supplying China and the new Indian refineries, shifting the established power dynamics in the market. Suppliers in the Middle East have stepped in to meet demand from North America and Europe, but Iran is also under sanctions and the situation in Libya and Iraq is far from stable; this is compounded by security risks in the Red Sea which have pushed up shipping costs. Stoddart warned that, from the point of view of energy security, the development of a two-tier market could reduce resilience.
But, overall, the global oil market is over-supplied following increasing production in non-Opec nations in the Americas and weakening demand growth in China. There is plenty of crude oil and middle distillates sloshing around in storage which has led to a “spectacular” collapse in refining margins, Stoddart said. There is the possibility that some Opec producers (but not Saudi Arabia) will flood the market to crash prices and deter non-Opec producers but Opec’s current market outlook differs sharply from those of
the International Energy Agency (IEA) and the US Energy Information Administration (EIA). Uncertainty abounds, Stoddart added.
KEY ISSUES
In the medium term, China seems to be the key. The country is moving rapidly to electric vehicles and is installing new high-speed rail services to replace air travel. On a global level, though, the timing of ‘peak oil’ is still some way off – 2030 at the earliest and possibly 2045 or beyond, Stoddart said. Global demand for diesel, kerosene and petrochemical feedstocks is still increasing. But, as China shows, the transition to a decarbonised world will happen at different times in different parts of the world. As such, maintaining sufficient storage capacity will remain key to energy security until 2050 at least.
Stoddart made an important point about the need for good information to be available in emerging product markets; without this,
decisions on infrastructure investments become more different. Regulators and policymakers also need that information –although the next presenter was able to illustrate that such data is becoming more available.
While terminals appear to be ready and prepared to pivot to handling new energies, there will be a need for significant investment; there will also be a call on engineering and construction capacity, which is in finite supply, and payback times will become shorter. All this points to higher prices, which could lead to a lack of investment in and maintenance of traditional oil storage capacity.
Summing up what was an extensive presentation, Stoddart said that oil remains crucial – for now, at least. The difficulty will be adapting to the even greater uncertainties posed by the energy transition while maintaining the flexibility to respond to short-term challenges. There is no ‘silver
bullet’ for energy security in all this but, he added optimistically, the sector has shown itself to be adaptable and will surely manage, as long as all stakeholders are open with each other and collaborate.
While Stoddart gave an indication of the issues the government is taking account of in its energy security planning, the next speaker, James Evans, began by saying that hopes that government actions will provide some certainty in the renewable fuels sectors are misplaced. Evans, senior manager, biofuels at Argus, agreed, though, that industry is facing a lot of uncertainty and rapid change.
Argus began life as a data provider and analyst in the petroleum sector and is now looking into new energies and renewables. For instance, it is predicting strong growth in demand for hydrotreated vegetable oil (HVO) in Europe but, with tight availability, prices are likely to rise. Used cooking oils will probably be soaked up by the sustainable aviation fuel (SAF) sector, which is under an EU mandate as part of the Fuel EU programme. Current supply is good as far as 2035, Evans suggested, but after that there will either need to be more production or imports.
Alongside SAF, it looks likely that demand for renewable diesel will increase, with more stable demand for biodiesel and ethanol, though part of Latin America and Asia will see more plant-based production to support local agriculture. The key importing areas for renewable diesel will be North America and Europe, although federal and state incentives may see increasing supply in North America. All imports will be sourced from Asia. The SAF market looks more balanced but there is some potential for trades from the US to UK and some exports of cellulosic ethanol from Brazil.
WHAT IT ALL MEANS
To put this information into perspective, Ravi Bhatiani, executive director of the Federation of European Tank Storage Associations (FETSA), of which TSA is a member, gave a presentation on the potential impact of the energy transition on Europe’s storage terminal sector. Like those who had already appeared at the podium reporting uncertainties, he spoke of a “disorderly”
energy transition – and no sign that things are going to settle down.
For instance, there have been a number of new governments elected in Europe recently and more elections are due shortly; this has led to some significant changes in policy and there will be different levels of state aid and support for decarbonisation activities. The appetite among consumers for the cost of the energy transition varies between countries and has been affected by the recent cost-ofliving crisis. Increasing trade barriers and sanctions, imposed by populist regimes, inevitably lead to higher prices, which affects terminal operators just as much as it does the general public.
Overall, Bhatiani repeated, we are living in a more contested world, which is generating more uncertainty and a greater focus on energy security – and that includes future energy carriers and critical raw materials. For the UK, the position is possibly worse: the
country is geographically isolated and resource-poor, being dependent on imports for its current and future energy needs.
The EU has several initiatives under way relating to the ‘Fit for 55’ programme, which targets a 55 per cent reduction in emissions by 2030. One element of that will be a ‘Clean Industrial Deal’ to improve access to raw materials, cheaper energy and greater security of supply. It will also expand the Oil Stocks Directive to encompass fuels other than traditional liquid and gaseous hydrocarbons.
Storage terminals will be, Bhatiani said, “the backbone of the energy transition”, remaining the key component in ensuring the supply of energy, whatever the product. But uncertainty over the direction of EU and member government policy is discouraging final investment decisions (FIDs), alongside financial concerns over future inflation and interest rates. Some governments have been
looking at imposing maximum prices for accessing ‘green’ infrastructure, which is also putting off investors.
Terminals do, though, have a lot to offer. They know about handling liquid products in bulk, handling dangerous products, permitting and licensing, and safety. They are also located in the very places needed to be able to meet the demands of industrial consumers. As such, Bhatiani said, they offer a convenient bridge from traditional to future fuels.
FETSA is not a ‘fossil fuel organisation’, Bhatiani said, offering some examples of projects currently under development or already operating, including SAF hubs in Sweden (at Inter Terminals’ Gävle site), Belgium (at the Evos terminal in Ghent) and France (CIM Le Havre); Evos is also developing a green methanol distribution hub at its Algeciras terminal in Spain; Oiltanking is heading a green ammonia import project in Hamburg, Germany; Navigator Terminals is developing infrastructure to support carbon capture and sequestration at its Tees terminal in the UK; Exolum is working on hydrogen fuelling for road vehicles at its Immingham site in the UK; there is a green hydrogen project being developed by San Marco Petroli in Venice, Italy; LBC is working on storage solutions for pyrolysis oil for chemical feedstock in Rotterdam; and there is a project looking at producing green hydrogen from naphtha reforming and chloralkali plants in Turkey. Many of these – and others – will be familiar to HCB readers from our regular coverage of projects in the green energy field.
One important issue is that digitalisation will be needed to increase terminal efficiency, as new energies tend to be less energy-dense and throughput will have to be higher in order to compensate.
Bhatiani’s presentation was succinctly summarised from the floor by Peter Davidson, TSA’s CEO, who said to the audience: “Please don’t call us oil storage terminals, because we’re not.”
TSA’s 2025 Conference and Exhibition will take place on 18 September, once more at the CBS Arena in Coventry. Delegate registration will close at 17.00 on 15 September. More information can be found at tankstorage.org.uk.
PRACTICE. MAKES PERFECT.
Those three words have helped us to succeed for nearly 60 years - and coupling those core values with our industry-leading safety, precision and quality has helped us become, and stay, market leader in the design and manufacture of manways, valves and ancillaries for tank containers.
If that wasn’t enough, we have been honoured to be awarded the King’s Award for Enterprise for 2024. The King’s Awards for Enterprise are considered the UK’s most prestigious business award, and we have been fortunate to have won it five times now - not bad for a company that started in a garage in 1967. But perhaps that’s what it takes? A single-mindedness that refuses to accept anything less than perfection. You don’t maintain a reputation by resting on your laurels - but by improving quality, increasing innovation and providing a service that’s second to none. Practice does make perfect, and our customers can be assured that we will keep on practising, perfecting and innovating for many years to come. It’s what they, and we, expect.
BETTER ALTERNATIVES
INVESTMENT • THE TANK STORAGE INDUSTRY HAS A KEY ROLE TO PLAY IN ENABLING THE ENERGY TRANSITION; ADVARIO, SET UP SPECIFICALLY FOR THE PURPOSE, CONTINUES TO
WHEN IT WAS formed in 2022 as a spin-off of Oiltanking, Advario was given the remit of taking on a frontrunner role, together with partners, in the energy transition by ensuring safe and reliable storage infrastructure for sustainable liquids. Over the past 30 months, Advario has done just that – and the pace of its investment and expansion is, if anything, accelerating.
Over the past six month, Advario has announced several major projects, most impacting directly on the potential supply of alternative energies to support the path of decarbonisation to help meet net zero targets, both in Europe and elsewhere.
For instance, Advario and Fluxys are continuing with their joint plan to develop a low-carbon ammonia terminal project in Antwerp. The next stages are to start marketing capacity and advance to FEED
TAKE A LEAD
studies. The partners say the project, which will be built at the existing Advario Gas Terminal (AGT) site, represents a significant step in meeting the growing demand for sustainable energy sources in Belgium and beyond. The terminal will align with Europe’s hydrogen strategy and the REPowerEU plan, which aims for 20m tonnes of green hydrogen consumption by 2030, with ammonia imports covering one fifth of this target.
Jan Jambon, Minister-President of Flanders, visited the AGT site and said: “The joint initiative of Advario and Fluxys, developing an innovative import terminal for low-carbon-ammonia infrastructure, fits perfectly with our ambition and supports our objective to be a key hub for importing and exporting essential molecules for a carbonneutral economy. This initiative aims to accelerate the transition to cleaner energy
sources, ultimately contributing to a more sustainable future for Flanders and beyond.”
PARTNERS IN INNOVATION
In Rotterdam, Advario and Power2X are to go ahead with construction of a world-scale production and storage hub for sustainable aviation fuel (e-SAF) and synthetic, ultra-low carbon fuels. The facility will be located on the 23-ha former Aluchemie site, which Advario acquired in April 2023; it has since been working with Power2X on plans to establish a hub for new energy solutions. With its waterfront access and proximity to the key hydrogen pipeline, the site is positioned as a prime location for the development of sustainable energy within one of Europe’s major energy and chemical hubs.
The Power2X production facility will have the capacity to produce over 250,000 tpa e-SAF, a non-fossil, synthetic fuel made from green hydrogen, making it the largest such facility yet to be built. It will use imported green methanol produced from green hydrogen and biogenic carbon as feedstock as well as locally produced green hydrogen. Green methanol will be imported from locations where renewable energy and green hydrogen are abundant. Advario will develop an advanced storage and logistics facility with
a capacity of some 230,000 m3, supported by marine and rail facilities, to ensure a stable supply chain for the green molecules.
Further east, JTC, Singapore’s governmentowned landholder and business accelerator, has teamed up with Advario and VFlowTech, a local company focusing on the development and manufacture of energy storage systems based on vanadium redox flow batteries (VRFB), to build a clean energy storage facility on Jurong Island. The three partners have signed an MoU that will explore the use of Advario’s tank infrastructure to scale up VRFB capacity to 40m Wh, with the aim of optimising the storage of excess electricity generated across Singapore, particularly from renewable sources like solar, for use by the national grid during peak demand periods.
“Jurong Island serves as a living testbed and model for clean energy innovation,” says Tan Boon Khai, CEO of JTC. “The MoU underscores the energy and chemicals industry’s commitment to transit towards a low-carbon economy. We are happy to support Advario and VFlowTech to accelerate the development of
scalable clean energy solutions and we welcome more of such partnerships as we collectively tackle the complex challenge of industry decarbonisation.”
Bas Verkooijen, CEO of Advario, adds: “This project showcases Singapore’s leadership in building strong public-private partnerships to push boundaries and accelerate the energy transition on Jurong Island. We are proud to support this initiative, bringing our terminal design and operating expertise to develop innovative solutions that contribute to a sustainable energy future for Singapore. At Advario, we firmly believe in the power of collaboration to drive the energy transition forward more swiftly and effectively.”
BACK TO BASICS
A somewhat more traditional project is underway in Abu Dhabi, where Advario and ADNOC have proposed a partnership to support the development of a new terminal to serve the Ta’ziz chemicals and industrial hub in Al Ruwais. The proposed partnership will cover the development and operation of a
520,000-m3 bulk liquids storage terminal, including infrastructure for storing and loading chemicals for transport. Advario will also work with Ta’ziz on developing a pipeline network. Advario plans to cooperate on the project with its long-standing regional partner Star Energy.
“Advario is proud to be partnering with ADNOC to support the development of key infrastructure within the Ta’ziz ecosystem,” says Verkooijen. “Together with our partner Star Energy Group, we are committed to leveraging our vast experience and expertise for the successful development and operation of the terminal, integral to the Ta’ziz worldclass chemicals hub. This collaboration will perfectly align with our commitment to being partners for progress, advancing sustainable and innovative infrastructure solutions across the energy and chemical sectors.”
Advario has also taken full ownership of Advario Helios Singapore, buying out its partner Macquarie Helios Holdings. “This acquisition reflects Advario’s strong confidence in Singapore’s strategic direction and its strong support for the country’s national agenda on sustainable development,” the company states. “Furthermore, it underscores the long-term commitment to the ambitious energy goals of the region.”
“We’re excited to deepen our investment in Singapore, reaffirming our long-standing position as a key player in Singapore’s energy sector,” says Verkooijen. “This acquisition builds on our ongoing commitment to support Singapore’s ambitious energy transition goals and the country’s long-term potential as a global new energy hub. In addition, it aligns with Advario’s strategy to evolve our assets and drive sustainable growth while contributing to a more sustainable future.”
The 503,000-m3 Helios terminal, located at the south end of Jurong Island, plays an important role in Singapore’s bunker fuels market and also supplies industrial gases to Jurong Island and handles a range of fuels. Advario notes that there is ample waterfront access and room for expansion, making it well placed to offer storage and logistics services for future fuels, including green ammonia and hydrogen. advario.com
NUMBERS GAME
VOPAK HAS REPORTED third quarter revenues of €325.0m, down from €352.0m a year ago, with net profit falling from €144.1m to €99.3m, although proportional EBITDA, excluding exceptional items, rose by €22.0m to €894.0m for the first nine months.
Vopak describes the results as “strong”, as global storage capacity has shrunk over the past year as a result of some divestments. Adjusted for those disposals and currency exchange movements, third-quarter revenues were up 4 per cent year-on-year.
Indeed, CEO Dick Richelle is buoyant, saying: “We continued to execute on our improve, grow and accelerate strategy in the
third quarter of this year. Demand for our infrastructure services remained healthy, reflected in a stable high proportional occupancy rate of 92 per cent, increased proportional EBITDA and a strong operating cash return of 16.2 per cent year to date.”
During the quarter Vopak commissioned a new joint-venture industrial terminal in Huizhou, China with a capacity of 560,000 m3, and expanded the Aegis Vopak terminal in Kandla, India with an additional 94,000 m3 of chemical storage capacity. Another 102,000 m3 of new capacity is due for completion at the Aegis Vopak terminal in Mumbai before the end of this year and there is a small expansion
underway at the wholly owned Vlaardingen site in the Netherlands, which will add 34,000 m3 of new capacity during the fourth quarter.
Vopak says that demand for its services remained healthy during the first nine months, with “solid” throughput at its industrial terminals and “firm” throughput at gas terminals, backed by growing energy demand and energy security considerations. Although the chemical markets were weak, the impact on demand for storage capacity was stable. In the oil hub locations, solid storage demand was primarily driven by the continued growth in oil demand globally and the rerouting of trade flows. Despite some market challenges in Mexico, demand in the oil distribution terminals also remained firm.
PART OF THE SOLUTION
Vopak is also looking at the energy transition and has opened a market consultation for interest for ammonia storage at Vopak Energy Park Antwerp (VEPA), with the aim of gaining a better understanding of the ambitions and strategies of interested parties regarding their energy and feedstock supply transition paths. VEPA intends to finish its pre-FEED study by the end of this year and, subject to market interest and a positive final investment decision, to start operations in 2029.
Vopak says that VEPA’s size, strategic location and connectivity to north-west Europe offer unparalleled opportunities. “With our site we aim to offer deep-sea, river, road and rail access, as well as pipeline connections to north-west Europe, paving the way for large-scale developments in the chemical industry and hydrogen economy including hydrogen carriers, ammonia storage and cracking,” Vopak says.
VEPA occupies a brownfield site acquired by Vopak in May 2023, which gives it a strategic concession in the northern part of the port of Antwerp. It is now in discussion with the port authority concerning the potential development of a new green energy hub and is also supporting AP Moller Holdings’ plan to develop an innovative commercial-scale production of fossil-free plastics at the site under the Vioneo brand, a final investment decision on which is expected next year. www.vopak.com
GATHERING IN
CIRCULAR ECONOMY • NESTE IS PREPARING TO OPEN A NEW WASTE-TO-PLASTICS UNIT AND HAS ARRANGED TO LOCATE ITS WASTE COLLECTION POINT AT TEPSA’S ROTTERDAM TERMINAL
NESTE, WHICH IS leading the way in developing new waste-to-X streams, has signed up with Tepsa Netherlands to use its Rotterdam terminal as a collection point for liquefied waste plastics. The partnership will involve the construction of dedicated and advanced ‘aggregation’ tanks, which will allow it to expand its liquefied waste plastic processing capabilities and advancing the circular economy.
Following successful industrial-scale processing runs, Neste is moving towards using larger quantities of liquefied waste plastic as a raw material at its Porvoo refinery in Finland and turning it into Neste RE™, a high-quality recycled drop-in feedstock for the production of new plastics and chemicals. The location of the aggregation tanks in the Port of Rotterdam will optimise supply chains and streamline logistics. As Neste is securing liquefied waste plastic supply from various suppliers across Europe, this central and major logistics hub offers seamless connectivity to the continent’s expansive infrastructure. The state-of-the-art tank solution and surrounding infrastructure will
ensure safe and reliable storage of liquefied waste plastic. The preparation and installation of the tanks have been meticulously planned demonstrating both companies’ commitment to safety and excellence. The tanks are expected to be operational in the second half of 2025, matching the schedule for the ongoing construction of capacity upgrading facilities for liquefied waste plastic in Porvoo.
DIVERSITY IN FEEDSTOCK
“The new aggregation tanks in Rotterdam, enabling cutting-edge logistics, are crucial in optimising our supply chain and in reaching our ambitious goals of processing liquefied waste plastic,” says Andreas Teir, head of chemical recycling at Neste. “We are continuously expanding our network of suppliers for liquefied waste plastics and the new storage significantly enhances our offtake flexibility. We are paving the way for a more sustainable and circular plastics economy and we are excited about the opportunities this collaboration brings.”
“This new collaboration marks a significant advancement in our long-term commitment to
sustainability and the energy transition,” adds Bruno Hayem, CEO of Tepsa. “In the second half of 2025, we will begin stocking liquefied waste plastic, diversifying our product portfolio and reinforcing our leadership in the storage of more sustainable, low-carbon products.
Building on our existing collaboration with Neste, this partnership supports our strategy to broaden our service offering and to support Neste in paving the way for a more sustainable and circular economy.”
Neste is advancing chemical recycling of plastic waste and has the ambition to process more than 1m tonnes of plastic waste per year. To process larger amounts of liquefied waste feeds, it is building upgrading capacities for 150,000 tonnes of liquefied waste plastic per year. Neste is using raw materials such as liquefied waste plastic or liquefied discarded rubber tyres and refine them into high-quality drop-in feedstock for the production of new plastics.
The Tepsa Netherlands terminal, located in the Port of Rotterdam, is active in the storage and transhipment of petrochemicals, specialty chemicals, biofuels and recycled products. As a pioneer in environmental responsibility, Tepsa Netherlands has been a ‘zero product emission terminal’ since 2008, well ahead of its time. “Our commitment to innovation ensures minimal chemical vapour emissions and aligns with the highest environmental standards, meeting the evolving needs of our customers while prioritising sustainability,” says Tepsa, formerly Rubis Terminal. www.neste.com tepsa.com
NEWS BULLETIN
STORAGE TERMINALS
VTTI TO HANDLE GREENSTOCK
VTTI is to join forces with Connex, a renewable feedstocks trader, to develop a renewable feedstock (or ‘greenstock’) pretreatment facility at VTTI’s ETA terminal in Amsterdam. When complete, the facility (below) will be able to process more than 400,000 tpa of renewable feedstock to enable the production of sustainable fuels, giving customers additional options for pretreatment services in northern Europe.
“The demand for feedstocks to make SAF and HVO will triple in the coming years,” says Bram van Santen, corporate director of Connex. “The Greenstock pretreatment facility’s strategic location close to refineries and major transport and population centres will make it ideally placed to meet this rising demand. Effective pretreatment will be a significant enabler of cleaner fuel in the future.”
Jaap Koomen, senior vice-president of VTTI, adds: “At VTTI, we are committed to having half of our earnings come from transitional and sustainable energy sources by 2028. The addition of a Greenstock pretreatment facility to the ARA region will put us even closer to that goal. In Amsterdam, this facility, along with the efforts we have already made to ensure the terminal stores at least 50 per cent renewable energy by 2025, will be a significant contributor towards helping the Port of Amsterdam reach its goal to be one of the most sustainable ports in Europe by 2030.” greenstock.vtti.com
VERBEKE DOUBLES UP
Tankopslag Verbeke has acquired Prax Group’s terminal in Zeebrugge, Belgium, which will now operate under the name North Sea Tank Storage (NSTS). “This acquisition marks a significant milestone for our company, as we leverage our extensive expertise from Tankopslag Verbeke to further refine this rough
diamond, establishing it as a cornerstone for tank storage in this beautiful seaport,” says Ryan Verbeke, who will run the site alongside Andy Verbeke.
“With this acquisition, we are not only expanding our capabilities but also strengthening our position in the tank storage market,” Ryan continues. “Our goal is to make NSTS a leading player in Zeebrugge, meeting the highest standards of safety, efficiency and reliability.”
Prax acquired the 20,000-m3 terminal from Total in 2020, to provide storage for bunker fuels under the management of Prax subsidiary Harvest Energy Marine. Tankopslag Verbeke also operates a 112,000-m3 bulk liquids terminal in Antwerp. tankopslagverbeke.be
RUBIS SALE CLOSES
Rubis has completed the sale of its 55 per cent shareholding in Rubis Terminal (now rebranded as Tepsa) to its partner I Squared Capital. The change was agreed this past April. Rubis has received an initial payment of
€124m, of which €77m will be returned to shareholders through an exceptional interim dividend in November. The remainder of the proceeds of the sale will go towards accelerating the development of Rubis’ energy distribution and renewable electricity generation businesses. I Squared has appointed three new directors to the board.
“We’re excited to bring Tepsa fully under the ownership of I Squared and continue to support its growth ambitions as a leading provider of sustainable storage solutions in Europe,” says Mohamed El Gazzar, senior partner at I Squared. “Our three newly appointed board members have strong experience in both management and operational roles, and we are confident in their ability to strengthen Tepsa’s capabilities and enhance value for our stakeholders.” tepsa.com
DIALOG PLANS MORE
Dialog Group has announced a further expansion of its Tanjung Langsat terminal, with a further 150,000 m3 of capacity for renewable
products due to be put into service early in 2027. Dialog Terminals Langsat 3 (DTL3) has secured a take-or-pay contract with EcoCeres covering 100,000 m3 of the new tankage, which will serve a new biorefinery EcoCeres is building in Pasir Gudang to produce SAF and HVO; the remaining 50,000 m3 of new capacity will be offered to third-party customers and traders.
DTL3 is currently being expanded by 24,000 m3 to take capacity up to 230,000 m3; it mainly serves international energy companies and traders. The next round of expansion will take the combined capacity of the three Dialog terminals at Tanjung Langsat to more than 1m m3 www.dialogasia.com
METHANOL BUNKERING FOR ROTTERDAM
TankMatch, a European barge operator, and storage terminal operator Evos have stuck a partnership aimed at delivering cutting-edge methanol bunkering solutions across the Amsterdam–Rotterdam–Antwerp (ARA) region. This collaboration marks a major leap forward in supporting the maritime industry’s transition to greener fuels, Evos says. By 2028, it is expected that 300 methanol-
capable vessels will be in operation, creating a pressing need for efficient, reliable supply chains. Together, TankMatch and Evos are combining their expertise to provide seamless, one-stop solutions for methanol bunkering. Evos is planning to expand its Rotterdam terminal capacity to meet the growing demand for methanol storage and bunkering services. The planned expansion includes five new tanks with a total capacity of 13,500 m³ each, along with a dedicated berth to ensure quick, efficient service. Customers will have the option to store bio-, e-, and grey methanol, with options for co-mingled or segregated storage based on quality and biogenic content. The new berth will accommodate bunker barges up to 135 meters in length, with pumping speeds of up to 750 m³ per hour.
“The market was calling for a game-changing solution to integrate storage and bunkering, and we listened,” says Marcel Jordens, commercial manager at TankMatch. “By teaming up with Evos, we’re offering a truly comprehensive service. With Evos’ central Rotterdam location, our fleet can easily reach all corners of the ARA region in under 10 hours, enabling fast and flexible bunkering in Amsterdam, Rotterdam and Antwerp.” www.evos.eu
ECO-ENERGY OPENS IN IOWA
Eco-Energy has commenced operations at its new renewable feedstock distribution facility in Newton, Iowa (left). The site will be used by Marathon Petroleum to aggregate renewable feedstocks such as corn oil, soybean oil, animal fats and used cooking oil from sources in Iowa for distribution to renewable diesel production facilities. The site is equipped with 32 tank car offloading spots, rail loading gantries, highspeed truck offloading and 1.2m gal (4,540 m3) of dedicated storage.
“We are excited to have completed this renewable feedstock project and look forward to being an active member of the Newton community,” says Chadwick Conn, COO of Eco-Energy. “This project again highlights our team’s ability to collaborate, align incentives, and generate clear value-add throughout the supply chain.” eco-energy.com
RIDING WITH TANDEM
Tandem Concepts, which specialises in back-end solutions for order processing in liquid bulk distribution, has launched an innovative order-based loading system for fuel terminals in partnership with Eagle Transport, Global Partners and Toptech Systems. Drivers at Global’s terminal in Apex, North Carolina have been the first to try out the new system and have already processed hundreds of transactions, with very positive feedback.
When a driver arrives at a site, all relevant order details are pre-populated, eliminating delays, minimising errors, and requiring no additional hardware. In addition, digitised order information is transmitted directly to the driver’s tablet after loading, removing the need for manual data entry or scanning.
“Toptech Systems is grateful for the opportunity to collaborate on streamlining the order-based loading process at the terminal,” says John Ardito, Toptech Systems’ commercial director. “This technology will benefit the entire terminal ecosystem, including terminal owners, drivers, carriers, and suppliers.” www.tandemconcepts.com
KEY TO EFFICIENCY
THE COTAC GROUP has reopened its Houston facility following extensive renovation and expansion work at the 30-year-old site. A celebration was held at the depot on 3 October, where representatives of cotac and its parent, the Hoyer Group, presented the upgraded services to clients, prospects and co-workers. The cotac group is the global service network for integral services of the Hoyer Group, offering facilities relating to cleaning, workshops and the storage of liquid bulk equipment and servicing both Hoyer assets and those belonging to third parties.
Speaking at the reopening, cotac manager Jesse Gomez said: “This refurbished site will ensure that the facility meets the needs of our
customers for the next 30 years and beyond. The project brings modernisation of the wash facilities in order to offer superior cleans while further minimising environmental impact.”
“At this site, we now can also offer new services like loaded storage, ensuring our customers’ deliveries can be stored safely within close proximity to both the Port of Houston and their end customers,” added Patrick de Heide, North America director of the Hoyer Group.
Through the installation of almost nine acres of concrete, inspection lanes, an 18-lane steam heating station and a refitment of most systems and structures on site, cotac is now able to provide increased productivity
and quality. The depot can store up to 800 loaded tank containers and has a storage area for empty tank containers, intermediate bulk containers (IBCs) and 18-wheel road trailers.
INCREMENTAL VALUE
“We are excited about the upgraded depot and the incremental value it brings to our business and our customers,” Gomez added.
“We are delivering a depot facility that enhances our services with great efficiency. We are delighted about the benefits our expanded service offerings provide for the Hoyer Group, our other existing customers and our future customers.”
“By investing in this huge refurbishment project, we are reaffirming our commitment to providing our customers with the best possible service all around the globe,” said Björn Schniederkötter, CEO of the Hoyer Group.
The cotac group is an integral part of the full-service portfolio of the Hoyer Group. Worldwide, with 12 locations at logistics hubs in Europe, Asia and the USA supporting the logistics processes and products of Hoyer in close partnership. cotac ensures globally uniform standards for tank cleaning, repair and depot services, and is regularly audited in accordance with DIN EN-ISO 9001 and SQAS. The technical services provided by cotac ensure the smooth, efficient and safe transport logistics of the Hoyer Group.
For Hoyer, the Houston site is the central logistics 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 transport in the US through Hoyer Bulk Trucking as a one-stop-shop solution.
Hoyer has invested significantly in the cotac network over the past two years; in April this year it opened a new site at Kaiserwörthhafen in Ludwigshafen, Germany in a partnership with Contargo, offering tank container cleaning and other services at a highly advantaged location; and in June it began offering the application of Advanced Polymer Coating’s ChemLine coating to tank containers at its Antwerp site.
www.cotac-group.com
www.hoyer-group.com
PRACTICE. MAKES PERFECT.
Those three words have helped us to succeed for nearly 60 years - and coupling those core values with our industry-leading safety, precision and quality has helped us become, and stay, market leader in the design and manufacture of manways, valves and ancillaries for tank containers.
If that wasn’t enough, we have been honoured to be awarded the King’s Award for Enterprise for 2024
The King’s Awards for Enterprise are considered the UK’s most prestigious business award, and we have been fortunate to have won it five times now - not bad for a company that started in a garage in 1967.
But perhaps that’s what it takes? A single-mindedness that refuses to accept anything less than perfection. You don’t maintain a reputation by resting on your laurels - but by improving quality, increasing innovation and providing a service that’s second to none.
Practice does make perfect, and our customers can be assured that we will keep on practising, perfecting and innovating for many years to come. It’s what they, and we, expect.
NEWS BULLETIN
TANKS & LOGISTICS
MORE TANKS FOR CHEMICAL EXPRESS
Chemical Express has taken delivery of 100 new tank containers from CIMC. The 35,000-litre, swap body tanks will, the company says, help it serve growing demand from its customer base across Europe and beyond. The new tanks are equipped with ground-level controls to improve safety for drivers and operators during loading and unloading, and are fitted with IMT’s satellite control technology to provide real-time geolocation tracking and continuous monitoring of product temperature, ensuring optimal transport conditions and peace of mind for customers.
“We are excited to add these state-of-the-art tank containers to our fleet,” says Giuseppe Avallone, CEO of Chemical Express. “This acquisition reflects our dedication to providing the best service to our clients while prioritising safety and technological innovation. As demand for bulk chemical transport grows, these new containers will allow us to better respond to our customers’ needs with enhanced safety and operational efficiency.” www.chemicalexpress.it
GROENDYKE COMPLETES LINDEN DEAL
Groendyke Transport has completed its acquisition of the tank truck assets of Linden Bulk Transportation (LBT) from Depot Connect International, expanding its footprint to cover Ohio, Pennsylvania and New Jersey and solidifying its existing presence in the Gulf Coast states.
“It’s exciting to have such an outstanding group of people joining our strong team of tank truck professionals,” says Groendyke CEO Greg Hodgen. “Thanks to the hard work of everyone at Groendyke and Linden, we are poised to immediately begin servicing all of Linden’s former customers with the same
excellent safety and service Groendyke has provided for 92 years.”
Founded in 1982, LBT has seven locations in six states. Both companies are tank truck carriers that specialise in hauling petroleum products, chemicals and other bulk hazardous materials. groendyke.com
MOVING EMPTIES EASILY
Den Hartogh’s Duisburg site has introduced an innovative ‘shunt truck’ capable of transporting two empty swap tanks simultaneously. This saves costs in moving empty tanks and also reduces the number of trips required, leading to a significant reduction in CO2 emissions. The lighter design also consumes less fuel.
“The new shunt truck marks an important step towards cost-efficient and environmentally friendly transport of empty containers,” the company states. “Since only empty containers are transported, less power is required. While conventional trucks are typically equipped with a 13-litre engine, this new shunt truck has a more efficient 11-litre engine. This difference
results in lower fuel consumption and contributes to overall cost efficiency.
The construction of the truck and the design of the accompanying trailer were achieved in collaboration with Van Hool.
www.denhartogh.com
STOLT STAYS FOCUSED
Stolt Tank Containers (STC) has reported third-quarter revenue of $166.8m, marginally up from $166.4m in the third quarter of 2023. An increase in ocean freight rates arising from space constraints with carriers, combined with higher shipment volumes, was offset by a decrease in demurrage revenue. Operating profit fell from $23.9m to $16.6m.
The tank container market remains challenging, STC says. Although there was an increase in transport margins in the third quarter, margins out of Europe and spot freight rates from Asia are expected to soften in the near term. STC says it will continue its focus on maintaining margins while increasing volumes.
www.stolttankcontainers.com
BIRTHDAY BOSCH
Van den Bosch has celebrated its 60th anniversary this year. The company was founded in 1964 by Ad van den Bosch with a single truck; the firm has now grown into a global player in intermodal bulk logistics.
“There was no clear strategy in the early years, yet the company grew rapidly,” says Peter van den Bosch, who took over the CEO role from his father Ad in 1998. “My father seized every job opportunity and grew the business alongside those of his customers. Since 2007, we have focused entirely on intermodal bulk logistics, always searching for the best combination of road, water and rail. In 2011, we transported more intermodally than by road for the first time. Our fleet now numbers over 6,000 containers, and 95 per cent of our shipments are intermodal.”
Current CEO Rico Daandels adds: “The way we have developed over the years reflects our continuous drive to stay ahead in a changing world. Van den Bosch has grown through our shared passion for logistics, our ambition and our innovative strength. And it is precisely
these core values, so typical of Ad and Peter, that I still see every day. They are embedded in everything we do and make us who we are today: The Supply Changer in Bulk. I am proud to have been part of this for almost twenty years.” www.vandenbosch.com
MORE FROM CANDO
Cando Rail & Terminals is to double the size of its Sturgeon Multi-Purpose Rail Terminal to support Dow in its Path2Zero project. Dow will be the anchor tenant for the expanded terminal, work on which is due to start by the end of 2025.
The Sturgeon terminal in Alberta currently occupies some 302 acres, with capacity to store some 3,600 rail cars. Cando has acquired 320 acres adjacent to the existing terminal and plans to add up to 2,500 new railcar storage spaces in a Storage-in-Transit (SIT) yard, and additional car capacity of up to 1,150 spaces on Arrival/ Departure tracks – including the capacity to stage 12,000-foot unit trains.
“Cando’s Sturgeon Terminal is a key origin-destination for our customers to
transport product east and west – but especially for the rail corridor to Prince Rupert,” says Brian Cornick, president/CEO of Cando Rail & Terminals. “The expansion allows us to grow with our customers as they expand and explore low carbon solutions. We are thrilled to partner with companies like Dow and provide them with improved rail infrastructure and capacity.” www.candorail.com
TRANSLOAD IN SIOUXLAND
Liquid Trucking, a Nebraska-based road haulier with more than 400 tank trailers, has opened a new transload facility adjacent to its existing terminal in South Sioux City, Iowa. The Siouxland Transloading facility currently has one loading rack for the transfer of sulfuric acid from railcars; a second rack is due online soon, which will handle caustic soda and sodium bisulphite. More racks may be added in the future depending on customer demand. Some reverse loading of rail tanks is also taking place.
The Siouxland unit has been designed to enhance efficiency and get trucks in and out as quickly as possible, which includes an agreement with BNSF on rail access. It is also equipped with a weigh scale and warehouse, which could support further expansion into IBC and drum filling in the future.
liquidtrucking.com
GREIWING GROWS IN GRANULATES
Greiwing has completed a €20m expansion of its site in Worms, adding two logistics halls and increasing the number of pallet spaces available from 8,000 to 19,800. The work reflects continuously growing demand for additional capacity in recent years, particularly for polymer granules and foodgrade products.
“We are growing in the interests of our customers and want to offer them even greater capacities and more options with the constant further development of our logistics services,” says managing partner Jürgen Greiwing. There is also space for three new silos of 120 m3 each, and a 32-metre filling tower, as well as three new silage halls for the transfer of material from sacks and big backs into silo trailers. www.greiwing.de
CONFERENCE DIARY
NOVEMBER
FachPack 2024
all4pack
NOVEMBER 4-7, PARIS
Biennial trade fair for the packaging and packaging machinery industries, incorporating Emballage www.all4pack.fr
Hazards 34
NOVEMBER 5-7, MANCHESTER
Conference and exhibition on best practice in chemical and process safety www.icheme.org/training-events/hazards-processsafety-conference/
ADIPEC
NOVEMBER 11-14, ABU DHABI
40th annual Abu Dhabi International Petroleum Exhibition & Conference www.adipec.com
Air Cargo Forum
NOVEMBER 11-14, MIAMI
Biennial conference and networking for the air cargo community www.aircargoforum.org
ACD Annual Meeting
NOVEMBER 11-14, LA QUINTA, CA
52nd Annual Meeting of the Alliance for Chemical Distribution (formerly NACD) www.acd-chem.com/education-meetings/ meetings/2024-annual-meeting/
Intermodal Europe
NOVEMBER 12-14, ROTTERDAM
Annual trade show and conference for the container, transport and logistics industry www.intermodal-events.com
ECTA Annual Meeting
NOVEMBER 14, DÜSSELDORF
Annual Meeting of the European Chemical Transport Association https://ecta.com/
VII Med Hub Day 2023
NOVEMBER 14-15, TARRAGONA
Eighth annual workshop on regional tank storage issues
www.hubdaytarragona.com
APLA Annual Meeting
NOVEMBER 18-21, CARTAGENA, COLOMBIA 44th annual Latin American petrochemical conference
www.apla.lat/2024-cartagena-de-indias/?lang=en
LPG Week 2024
NOVEMBER 18-22, CAPE TOWN
Premier global LPG event, including World LPG Forum www.lpgweek.com
DECEMBER
GPCA Forum
DECEMBER 2-5, MUSCAT
18th annual meeting of the Gulf Petrochemicals & Chemicals Association www.gpcaforum.com
Maritime Decarbonisation Americas
DECEMBER 4-5, HOUSTON Conference to discuss strategies for owners, operators and ports www.rivieramm.com/events/maritimedecarbonization-conference-americas-2024
Energy Transition North America
DECEMBER 5-6, HOUSTON Conference to help set the North American net zero agenda
DECEMBER 9-12, BERLIN 24th annual conference and awards www.worldlngsummit.com
NISTM
DECEMBER 10-12, THE WOODLANDS 17th Annual National Aboveground Storage Tank
Conference & Trade Show www.nistm.org
JANUARY
COHMED
JANUARY 27-31, COSTA MESA, CA
Annual conference of the Cooperative Hazardous Materials Enforcement Development (COHMED) programme https://cvsa.org/eventpage/events/cohmedconference/
FEBRUARY
Internationale Gefahrgut-Tage Hamburg 2024 FEBRUARY 17-18, HAMBURG
40th annual conference on dangerous goods transport (German language) www.ecomed-storck.de/Veranstaltungen/ Internationale-Gefahrgut-Tage-Hamburg-2025Veranstaltung-Hamburg-17-18-02-2025.html
International Energy Week
FEBRUARY 25-27, LONDON
Annual week of meetings, conferences and seminars (formerly ‘IP Week’) www.ieweek.co.uk
Hazardex 2025
FEBRUARY 26-27, HARROGATE
Conference and exhibition on hazardous area operations and personal protective technology www.hazardex-event.co.uk/Hazardex-live.aspx
MARCH
PPC Spring Meeting
MARCH 9-11, SAN ANTONIO
Bi-annual meeting and tradeshow of the Petroleum Packaging Council www.ppcouncil.org/upcoming-meetings.php
StocExpo 2025
MARCH 11-12, ROTTERDAM
The main annual exhibition and conference for the European tank terminal industry www.stocexpo.com/en/
50+ YEARS
assisting the hazmat and dangerous goods industry
Our Worldwide Services
Emergency Response
• L1 Emergency Phone Number
• (Local and Global)
• L2/L3 Services
Battery Compliance
• L1 Emergency Response
• CRITERION® Battery Test
Summary Service
• Online Training
Incident Reporting
• 5800 Form
• Crisis Management
SDS Solutions
• Access
• Distribution
• Authoring
• Indexing Training
Wherever in the world hazardous materials are being manufactured, stored, transported, and used, CHEMTREC is available 24/7 to provide support needed to manage incidents. We are always here, always ready, whenever and wherever you need us.
• Business Continuity
• Incident Report Distribution Consulting Solutions
• Online Hazmat Training
INCIDENT LOG
ROAD/RAIL/AIR INCIDENTS
Date
24/9/24 Whitewater, freight train styrene Leak of styrene from pressure vent on rail tank car in small township prompted half-mile evacuation zone; AP Ohio, US responders played water on tank to cool cargo; no injuries reported; FRA, EPA on scene
29/9/24 Dwarka, road tanker flammable
One worker killed, three injured by explosion of tanker during welding work; tanker had previously contained ANI Gujarat, India liquid a flammable material and was probably not gas-free
3/10/24 Ratlam, freight train flammable
Three cars of oil train from Baroda to Bhopal derailed after leaving Ratnam station; one tank car spilled an IANS MP, India liquid unidentified flammable liquid; train split in two on bridge; area cordoned off during response
7/10/24 Karachi, road tanker oil Tanker parked near airport exploded, killing two people and injuring ten more; officials said blast was act of OilPrice Pakistan terrorism aimed at Chinese nationals working for Port Qasim Electric Power
11/10/24 Selayang, road tanker palm oil
Driver was killed when he lost control of road tanker with palm oil; vehicle skidded, overturned on Kuala The Star Selangor, Malaysia Lumpur-Karak highway; tanker was travelling from Lipis, Pahang to Klang
12/10/24 Nilai, Negeri road tanker palm oil Road tanker with palm oil caught fire, veered across Elite Highway, collided with oncoming traffic; only The Star Sembilan, Malaysia one person injured; police said tanker driver had lost control
15/10/24 Majia, road tanker gasoline
More than 150 people were killed when fuel tanker exploded after crashing while avoiding another vehicle; AFP Jigawa, Nigeria locals rushed to collect spilling gasoline, overwhelming police at the scene, when cargo ignited
16/10/24 Montreal, road tanker diesel
Road tanker caught fire on Highway 20, cause unknown; no other vehicles involved; highway was closed CBC Québec, Canada for 7 hours as fire crews battled blaze; other trucks had to wait overnight for lack of detour options
18/10/24 Minneriya, freight train gasoline
Fuel train struck herd of elephants crossing tracks in northern Sri Lanka; two gasoline tanks derailed, spilled The Sri Lanka fuel and damaged tracks; no injuries but two elephants were killed Indep’t
MARINE/INLAND WATERWAY INCIDENTS
Date Location Vessel Substance Details
10/8/24 Golfo Triste, - oil
Massive oil spill from PdVSA’s El Palito refinery contaminated large tract of coastal waters and beaches; Maritime Venezuela slick of unspecified oil covered some 230 km2; third major spill from the refinery since 2020 Executive
11/8/24 Colombo, MSC Cape containers Fire broke out in hold of containership preparing to discharge at JCT jetty, followed by explosion; crew Marine Sri Lanka Town III evacuated; shore firefighters dealt with fire; investigation into cause of fire ongoing Traffic
12/8/24 Walsall, - sodium Spill of sodium cyanide into canal caused fish kill over 20 km; public warned against using towpath; source BBC W Midlands, UK cyanide was found to be Anochrome plant; environmental monitoring continued for weeks
21/8/24 Red Sea Sounion crude oil Suezmax tanker (163,750 dwt, 2006) with 150,000 t Basrah heavy crude caught fire after two attacks by Splash Houthi militia; crew evacuated; tanker taken under tow after several attempts, with aim of transferring cargo 247
28/8/24 Danube-Sulina Mazu Xiao diesel General cargo vessel Sundry, with 6,200 t barley, had engine failure, contacted tanker with 6,620 t diesel; Marine Canal, Romania both vessels damaged but no pollution reported; tanker continued to Tulcea anchorage for inspection Traffic
4/9/24 Las Palmas, Akhisar fuel oil Spill of 3 tonnes bunker oil during refuelling of general cargo vessel caused 2.5 km by 0.4 km slick that Marine Gran Canaria threatened nearby beaches, which were closed by authorities; slick headed south towards Telde Traffic
12/9/24 Wilmington, barge fuel oil Up to 5,000 gal (19 m3) No 6 fuel oil spilled during barge loading at Buckeye terminal, unknown volume NOAA Delaware, US reaching river; Buckeye said volume lost was lower, caused by error by third party
18/9/24 Los Angeles, The Admiral fireworks Luxury yacht sank in Marine del Rey after fireworks stored aboard exploded; two people on vessel escaped; mynews California, US nearby boats, buildings at threat from explosions; investigation underway la.com
30/9/24 Chittagong, Banglar Jyoti crude oil Three crew killed by explosion in forward section of shuttle tanker (15,400 dwt, 1987) at Eastern Refinery; Maritime Bangladesh some reports said crew were making repairs, others that tanker was offloading; investigation underway Executive
2/10/24 Avonmouth, Rijn Confidence scrap metal Fire broke out in cargo hold of general cargo ship (21,200 gt, 2013) during loading of scrap metal; major Marine Bristol, UK shoreside response by fire crews, with support of ship’s crew; no injuries or pollution reported Traffic
4/10/24 off Chittagong, Banglar crude oil Fire broke out aboard tanker with 11,000 t crude oil in outer anchorage; one crewman killed, 47 rescued, some Marine Bangladesh Shourabh with injuries; fire under control in four hours with no pollution reported; cause under investigation Traffic
MISCELLANEOUS INCIDENTS
Date
6/8/24 Heist-op-den-Berg, chemical acetone
Three people were injured when fire broke out at De Neef Chemical facility; fire thought to have started in VRT Antwerp, Belgium plant warehouse used to store acetone, possibly during cleaning; locals reported small explosion
6/8/24 Haridwar, chemical chemicals
Fire broke out at Forace Speciality Chemical polymer plant; up to 40 workers trapped in building were ANI Uttarakhand, India plant rescued by fire crews; nearby buildings also evacuated; cause under investigation
7/8/24 Riga, warehouse titanium
Fire broke out in warehouse containing titanium chips, petroleum products; fire crews could not use water so LETA Latvia spread gravel over burning titanium; shelter-in-place ordered; site had previous waste storage violations
12/8/24 nr Es Sider, pipeline crude oil
Fire broke out on pipeline 30 km south of Es Sider storage tanks, reducing supplies to export terminal; Argus Libya no indication of sabotage to line; second disruption to country’s oil infrastructure this month
19/8/24 Ningdong, chemical chemicals
Five workers killed by explosion in workshop of new material company in Ningdong Energy Chemical Xinhua Ningxia Hui, China plant Industrial Base; cause of incident not yet known
19/8/24 Brunswick, airfield firefighting 1,600 gal (6,000 litres) PFAS-based firefighting foam, 60,000 gal (225 m3) water was released through AP Maine, US foam malfunctioning fire suppression system in hangar at former Naval Air Station; investigation underway
24/8/24 Mayiladuthurai, fireworks fireworks
Two people killed, two others badly hurt by explosion at fireworks manufacturing unit, the fourth such NDTV Tamil Nadu, India factory incident this year in Tamil Nadu; violation of safety procedures suspected
30/8/24 Troisdorf, explosives munitions
Two people badly injured by powerful explosion at Diehl Defence plant; initial investigation pointed to Bild NRW, Germany facility accident in production unit; building badly damaged; fire took hold, hampering response
30/8/24 Bellingham, filling gasoline
Four people hospitalised after being injured by explosion at SavMore gas station, reportedly during WHDH Massachusetts, US station maintenance work on pump by contractor; state, local authorities investigating
7/9/24 Salina Cruz, oil refinery oily waste Explosion, fire at Pemex refinery killed two, injured one; heavy rains had caused drains for oily waste to Mexico Oaxaca, Mexico overflow; vapours found ignition source; local fishermen complained that site regularly discharges raw waste News
11/9/24 Karachi, filling gasoline
Fire broke out at illegal petrol pump next to tyre shop in Shah Faisal Colony; people in home above shop Tribune Pakistan station were trapped; most were rescued by fire crews but one person died; chief minister ordered crackdown
12/9/24 Roha, chemical methanol
Three workers killed at Sadhana Nitro Chem plant after storage tank containing methanol exploded during NDTV Maharashtra, India plant welding work; three other workers injured
16/9/24 Deer Park, pipeline NGL
Vehicle drove through fence, hit valve on NGL pipeline, causing release, major fire; driver was killed; fire ABC Texas, US crews could do little but protect nearby homes; widespread evacuations, shelter-in-place; fire burned 12 hours
17/9/24 Corinth, oil refinery oil Fire broke out at Motor Oil (Hellas) refinery, leading to explosion; nearby residents advised to evacuate, some Xinhua Greece roads closed; no injuries reported; cause yet to be determined
17/9/24 Firozabad, firecracker fireworks
Four people killed, six injured by explosion of fireworks stored in home being used as firecracker factory; NDTV UP, India factory possible that more people were trapped under rubble after house collapsed; other buildings also damaged
23/9/24 Sarnia, chemical benzene
Leak of benzene from storage tank at Ineos Styrolution plant; operator was planning to empty tank in NOAA Ontario, Canada plant October and had been modelling release potential; benzene operations at plant to cease
29/9/24 Conyers, chemical acids
Fire broke out at Bio-Lab plant, which makes pool chemicals, causing large plume of toxic smoke; 17,000 WSBTV Georgia, US plant people evacuated, rest of county advised to shelter in place; I-20 closed; EPA, CSB investigating
30/9/24 nr Cochrane, oilfield crude oil
Five people badly injured by explosion during drilling work at oil site; specialist crew sent to handle fire, CBC Alberta, Canada expecting it to burn for several days; eyewitnesses described jet of flame shooting up from pad
10/10/24 Deer Park, oil refinery hydrogen
Two contract workers were killed, 13 others injured by release of hydrogen sulphide at Pemex refinery after BNN Texas, US sulphide one opened a line with the gas; residents of Deer Park, Pasadena ordered to shelter in place; CSB investigating
12/10/24 Grozny, filling gasoline
Four people, including two children, were killed by explosion at fuel station; five others injured; likely Moscow Chechnya, Russia station that explosion was result of planned attack by separatist militia Times
15/10/24 Bandar Abbas, oil refinery gasoline
Vehicle collided with gasoline tanks in Pars Petro Shushtar refinery, leading to major fire that was difficult IRNA Khuzestan, Iran to control; authorities investigating
18/10/24 Cacak, armaments pyrotechnics Explosion in pyrotechnics workshop in Sloboda military factory injured four people, one seriously; Novinite Serbia plant two similar explosions at the plant in 2021; government has not released any details of any of the incidents
NOT OTHERWISE SPECIFIED
FIRE! FIRE!
We are all being told very often about the hazards that lithium batteries pose. Anywhere these packets of energy gather is an accident waiting to happen, it seems, whether it’s an e-bike being charged at home, cars on a ship or in a car park, or batteries in a mailbag on a plane. You would think, then, that those we rely on to fight any fires that arise might take heed of those warnings.
You would think…
An almost-new fire station in the town of Stadtallendorf in the Germany Land of Hesse burned down recently. Evidently, the fire started in an emergency vehicle belonging to the fire department, which contained lithium ion batteries and an external power connection – reports don’t say if it was plugged in at the time, but it would seem likely.
Norbert Fischer, head of the state Fire Brigade Association, told the press that, because there is a lot of technology in a modern fire station, and there are batteries being charged, it would make sense to equip the fire station with a fire alarm. However, in this case, no fire alarm had been installed in the new station because, as local officials revealed, it was not considered necessary. That decision might want to be reviewed if there is to be a replacement built – the fire destroyed at least ten emergency vehicles and the equipment hall, with damages put at up to €24m.
BIRDS ON A WIRE
We also hear a lot about the potential for damage to be caused by natural events in our current disrupted climate, with more hurricanes, floods, droughts and other extremes, as well as the impact of human activity encroaching on formerly wild land. The
good people of the town of Hilario Ascasubi in Argentina have been feeling the effects of this lately.
The human population of Hilario Ascasubi is around 5,000; the parrot population of the town has swelled to around 50,000 in recent years, as deforestation inland has caused them to seek refuge elsewhere – and that includes perches on the town’s power cables and pylons. Damage to those power cables now regularly causes outages and the streets are now paved with guano. Locals have reportedly resorted to trying to scare them off with noise and lights but nothing so far has worked. The only permanent solution, boffins say, is to restore the natural environment –which sounds like a long-term project. In the meantime, people and parrots are just going to have to find an accommodation.
FOUNTAIN OF POO
Ukraine is known to have taken to flying drones long distances across Russia to attack oil installations in recent months and it now seems that any unexplained event is ascribed to similar actions. But a recent event in Novaya Moskva apparently has a more mundane explanation. Recently, a powerful geyser of sewage was seen erupting from an underground pipeline; the eruption lasted for several minutes, reaching as high as the 17th storey of a high-rise building and spraying this and other buildings with wastewater and human effluent.
It emerged that Gazprom was at the time engaged in an ‘air fumigation’ procedure of one of its gas pipelines, presumably running underground close to the sewer pipe; the gas line broke, causing the sewage pipe to rupture and release its pressurised contents.
COMPATIBLE AND FLEXIBLE SOLUTIONS TO MEET YOUR CURRENT OR FORTHCOMING REQUIREMENTS.
Diverse fleet of standard and specialized container equipment, for the handling of dry, temperature-controlled, gases, bulk liquids and bulk powder cargo:
• Standard & High Cube Dry Freight
• Standard & High Cube Refrigerated
• T11-T75 Tanks
• Specials: Open Tops, Flat Racks, Rolltrailers, Palletwides & Swapbodies
