HCB Magazine February 2021

M O N T H LY F E B R U A R Y

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OPENING TIME LOGISTICS OPERATORS HAVE THE CAPACITY TO COPE WITH A CHANGING MARKET CHEMICAL TANKERS ON A ROLL THE LATEST IN LABELLING AND COMPLIANCE PACKAGING IN A PANDEMIC

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UP FRONT 01

EDITOR’S LETTER

Speaking to leaders in the industry, as I often do, I have

but reflects the uncertainty felt in the maritime industry

been quite surprised going into 2021 at the level of optimism

about the environmental regulations that operators will

about business conditions for the year. Perhaps it reflects

have to meet in the future. After all, a new ship ordered

a widespread relief at seeing the back of 2020 but there have

today will be expected to trade for at least 20 years – longer

been several comments about how good the underlying

in the specialised tanker trades such as chemicals and

conditions appear to be right now.

LPG – and will therefore need to meet future emissions and

Perhaps it is also a sign of relief as we begin to see companies

efficiency standards that are not clear. While the necessary

issuing their financial results for 2020, which so far have been

technologies are out there, many are not yet at the scale

remarkably good for most players in the dangerous goods supply

that is needed. Nonetheless, progress is being made in

chain. Product is still moving and, with restrictions relating to

several areas, notably the use of ammonia, hydrogen and

the Covid-19 pandemic still in place, operators are in a position

electricity for ship propulsion, as we report in this issue.

of sweating their assets to make sure their customers keep

But there is a suspicion that those executives expressing

supplied. With uncertainty has come stockbuilding, which has

confidence in their optimism about the market for the rest

certainly been good news for bulk liquids terminals but also for

of the years are doing so with their fingers crossed behind

tank container operators, though Stolt-Nielsen’s latest set of

their backs. We are not yet close to beating off the Covid-19

results seem to indicate that the use of tanks for temporary

pandemic, people are still dying in their thousands and

storage is now beginning to ease.

lockdowns and other restrictions are far from over. While

That positive picture is also seen across the shipping industry,

the arrival of vaccines offers a light at the end of the viral

not least in the container sector, where the efforts made over

tunnel, their performance has not been fully proven in the

the course of 2020 by the major lines to reduce capacity have

real world and we do not yet know how they will cope with

led to a position of very tight space and rocketing ocean freight

mutating strains.

rates. That is good for them but less good for shippers and,

The logistics industry adapted remarkably rapidly to the

if the pricing environment continues, it may contribute to the

uncertainties that the pandemic delivered in the second

trend for re-shoring supplies that was spotted in the early

quarter of 2020; they – and the rest of us – have got used

months of the pandemic.

to new ways of working and new ways of communicating.

In the tanker trades, revenues have been supported by tight supply. In chemical tankers, for example, there has been little

It seems to me that what we have learned in 2020 will still be relevant for the rest of this year, if not for longer.

newbuilding activity and few new contracts placed over the past couple of years. This is surprising at a time of firm freight rates

Peter Mackay

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UP FRONT 03

CONTENTS VOLUME 42

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NUMBER 02

UP FRONT Letter from the editor 30 Years Ago Learning by Training TANKER SHIPPING Ready for recovery Stolt Tankers remains optimistic In the sick room Kirby hit by demand slump Banner year Odfjell anticipates a healthy 2021 When the river runs low BASF, Stolt offer low water barge Staying afloat HGK Shipping’s new gas barge Get your coat The latest coatings from APC Scale the cells Consortium looks at fuel cell power News bulletin – tanker shipping

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Pandemic’s impact on tank containers What’s in store Kerry Logistics opens new China site News bulletin – tanks and logistics INDUSTRIAL PACKAGING Together is better ISDI’s role during the crisis Persevering in pandemic Skolnik keeps the doors open CHEMICAL DISTRIBUTION Asia action Azelis starts the year with acquisitions Deals done Univar gains contracts News bulletin – chemical distribution

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28 30

34 35 36

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TANKS & LOGISTICS Electric avenue Perolo gets to grips with the modern world 18 Load in safety Fort Vale’s Safeload success 20 China turnaround

Editor–in–Chief Peter Mackay, dgsa Email: peter.mackay@hcblive.com Tel: +44 (0) 7769 685 085

Cargo is the cause of container fires 44 Zoned out Exis Technologies provides Risk Zone data 47 Sticker album Labeline ensures compliant labelling 48 REGULATIONS The experts’ experts Joint Meeting hears from working groups Straight along the way WP15 gets to work on ADR 2023 Wrapping it up Pyroban on hidden Ex hazards Modern marine MSC adopts new IMDG Code BACK PAGE Not otherwise specified

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COURSES & CONFERENCES Remote control DGOT proves the value of online training 38 Step into line Labelmaster offers South American training 40 Conference diary 41 SAFETY Incident Log Get it right

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

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30 YEARS AGO A LOOK BACK AT FEBRUARY 1991

By 1991, the regulations governing the transport of dangerous goods around the globe were beginning to take on the form we know and love so well today. Our February issue reported on some significant recent and upcoming changes, none more significant – at least it seemed so at the time – than the entry into force of the HM-181 rulemaking in the US. First proposed in 1982, HM-181 saw the US bite the bullet and join the international approach to packaging approvals, moving away from the tried and tested DOT-specification system. Industry in the US was not happy; after all, around 90 per cent of all US hazmat shipments at the time were purely domestic, so why change it? There were some compelling arguments, quite apart from the question of international harmonisation, not least the fact that US DOT realised that its prescriptive approach to hazmat packaging was a barrier to innovation, as any new ideas could only be put into practice through a cumbersome case-by-case approvals procedure.

That move to what became known as ‘performance-oriented packaging’, under which manufacturers (and their customers) had a duty to ensure that packagings could withstand a series of tests, rather

of Dangerous Goods had recently come up with a definition. Less happily, this meant that, if adopted for RID/ADR, it would mean that the definitions for classification purposes would differ from those used for packaging purposes. Work was clearly needed, which initially at least would take the form of a new marginal (remember those?).

That joint meeting also adopted the ‘new’ Class 5.1 label, still in use today, though it was not until much later that the different hazards posed by organic peroxides were recognised through the adoption of a yellow/red label.

In December 1990 the UN Sub-committee had also agreed some significant changes, not least the inclusion of a new paragraph on training in Chapter 1 of the Orange Book. There were also substantive changes to the requirements for Division 4.1 substances, in particular relating to self-reactive substances, which came with new nos entries throughout Classes 4 and 5.

An increasingly high profile item on all the regulators’ agendas concerned environmental protection, especially in the realm of air pollution, which also strayed into the area of worker safety. Europe’s rulemakers were about to embark on discussion of vapour control

than match a specification, is still with us. Elsewhere, decisions were being made that would have a long-term impact and HCB’s February 1991 issue reported back from Geneva, where in September 1990 the joint RID/ADR meeting (there being no ADN in those days) had continued its long-running deliberations over Divisions 4.1, 4.2, 4.3, 5.1 and 5.2.

One issue was this: where is the dividing line between solids and liquids? Happily, the UN Sub-committee of Experts on the Transport

measures, which was also of concern to the IMO’s Marine Environment Protection Committee. The February 1991 issue of HCB included a report from the Committee’s session the previous December, which covered a huge amount of ground, including the reduction of air pollution from ships to meet the provisions of the Montreal Protocol. At the time, there was a major focus on ozone-depleting substances (CFCs, halon, etc) but it was only the start of a long journey to clean up shipping that is still continuing.

HCB MONTHLY | FEBRUARY 2021

UP FRONT 05

LEARNING BY TRAINING

By Arend van Campen

2020 PASSED BY

A moment of reflection when I look back and wonder what happened to our industry, our society and our world last year. I wrote earlier that ‘business as usual’ won’t be likely nor possible any longer, but that a new, sustainable method is needed if we’d like to preserve our yields and social cohesion.

Venture capitalism is not that method. When Uber or Amazon grow more, most of our shops and businesses in our town centres will be closed. Hotels will suffer and professional taxi drivers will be left standing on the side of the road while a freelance Uber driver picks up the fare for half the price. How many people can we employ if hundreds of thousands of jobs can presently only be done by the cheapest laborers coming from south-east Asia, Central America of India? Shipowners profit from lower wages, but that profit can’t be sustainable unless ever more costs are cut. Several luxury cruise liners won’t survive the economic lockdowns taken by scared politicians who overlook proportionality and actual harm the majority of their citizens.

But what about our oil, chemical transport and storage sector?

How can we survive lower demand, less travel, less consumption because the average family will not be able to support any luxury for some time to come? A re-design is needed.

Your input will be valuable as a risk management tool based on Ashby’s Law of Requisite Variety. Thus the needed variety to understand the risks and mitigate them are awareness, knowledge, information, capabilities, capacities and so-called attenuators and amplifiers. The complete, but flexible requisite variety - i.e. information by which to minimise risk - can be used to predict what will be happening on the short and long term. The technology and science to do this is available.

The time of mechanistic, empirical determinism is over. The world has become too complex (wicked) to solve by outdated methods that have caused them. A new set of instruments are here, they are obtainable, but only for those entrepreneurs, CEOs and managers that are not afraid of change. Asking governments to bail them out, to subsidise green deals, or banks for a loan will not be focusing on ‘capability building’ but makes the industry dependent on politically ulterior motivation, and unscrupulous banksters, which increases risks.

TTT worked out how to implement these exciting new methods to achieve goals and reach destinations for any organisation, so they can stabilise and stay sustainable, not just in the context of nature, but as self-organising living systems ensuring continuity. Perhaps

I know I may repeat myself once more. I foresee a need for communication, for cooperation, for conversation between all players in our industry and with those that are interdependent such as subcontractors, service and supply companies. This can be done in 2021. HCB will invite you to an online information sharing platform.

With this collected information we can then create a feedback loop map by which to predict the future for the sector.

you will read this and ask how? I wish you all a Happy New Year and a creative 2021.

This is the latest in a series of articles by Arend van Campen, founder of TankTerminalTraining. More information on the company’s activities can be found at www.tankterminaltraining.com. Those interested in responding personally can contact him directly at arendvc@tankterminaltraining.com.

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READY FOR RECOVERY

was generally weaker but contract renewals were done at levels on average 6.1 per cent higher.

RESULTS • STOLT-NIELSEN ENDED THE YEAR WITH A MIXED BAG OF FINANCIALS BUT IS OPTIMISTIC THAT UNDERLYING SUPPLY/ DEMAND FACTORS WILL SEE IT THROUGH 2021 IN COMFORT

INTO THE NEW YEAR Since the end of its 2020 financial year, Stolt Tankers has experienced “challenging” conditions, as is normal for the time of year.

“Our fiscal first quarter tends to be seasonally slower, as the Christmas and Chinese New Year holiday season and weather-related delays impact results,” Stolt-Nielsen says.

However, he adds that the favourable supply/ demand outlook should provide “a good foundation for continued improvements in the medium to long term”.

Since the end of November, Stolt Tankers has begun taking delivery of the five 26,000dwt chemical tankers acquired from Chemical Transportation Group (CTG) in August 2020, two of which will join the NYK Stolt Tankers joint venture. Stolt Bismuth arrived at the start of January and the remaining four ships are expected to join the Stolt fleet over the next few months.

The E&S Tankers joint venture commenced operations at the start of this year, following the announcement in early November 2020 that Stolt Tankers BV and the John T Essberger Group were to merge their regional parcel tanker fleets trading within Europe. E&S Tankers has 48 parcel tankers in its fleet, ranging in size from 2,800 dwt to 11,300 dwt, concentrating on the Baltic, Mediterranean and north-west Europe markets.

STOLT-NIELSEN LTD has reported revenues of $1.96bn for the year to end November 2020, slightly down on the $2.03bn recorded in 2019, though operating profit rose from $181.9m to $189.9m and net profit was up 33 per cent at $25.4m. The company’s fourth quarter also showed some improvement in profitability despite a 3 per cent slide in revenues compared to the year earlier figure.

Stolt Tankers, the group’s largest division, saw a slight decline in revenues for the year, coming in at $1.11bn as against $1.15bn in 2019, though operating profit rose by 49 per cent to $84.6m. Fourth quarter operating profit was $31.9m, up from $28.1m in the

third quarter and more than double the $14.6m posted for the fourth quarter 2019.

Commenting on the results from Stolt Tankers, Niels G Stolt-Nielsen, CEO of Stolt-Nielsen Ltd, says: “As expected, following a relatively strong third quarter, the fourth quarter saw an easing in tanker volumes. However, Stolt Tankers’ results for the quarter improved, driven by lower ship management costs, as crew changes have become easier in recent months.”

The fourth quarter 2020 saw lower revenues from deepsea operations, down by 5.8 per cent, but there was a strong increase in freight revenues from Stolt’s regional fleets in Europe and the Caribbean. The spot market

TERMINAL ACTIVITY Stolthaven Terminals, Stolt-Nielsen’s bulk liquids storage division, recorded operating revenue of $238.5m for the year to end November 2020, slightly down on the $250.8m recorded in the 2019 financial year. Operating profit for the year was virtually flat at $68.8m.

The fourth quarter was affected by a $12.4m impairment of goodwill recognised at its Australian terminals but the underlying operating profit was also off by $5.9m as a result of higher insurance costs and lower operating income in Singapore and Australia.

HCB MONTHLY | FEBRUARY 2021

TANKER SHIPPING 07

Across its network, average tank capacity utilisation slipped from 93.7 per cent in the third quarter to 90.5 per cent, though this is ahead of the fourth quarter 2019’s figure of 89.4 per cent.

“Overall we continue to see steady demand,” says Niels G Stolt-Nielsen, with the promise of similar conditions in most regions during 2021.

TIGHT IN TANKS Stolt Tank Containers achieved operating revenues of $520.6m for the year to end November 2020, slightly down on the $528.6m recorded for the previous year. Operating profit fell from $56.1m in 2019 to $51.2m, with fourth quarter operating profit of $13.9m some 20 per cent below the third quarter figure and also 11.5 per cent below the fourth quarter 2019.

Transportation revenues increased by 9 per cent in the fourth quarter, recovering from a 10 per cent drop in the seasonally weak

 STOLT TANKERS IS LOOKING AHEAD TO ANOTHER DECENT YEAR, WITH STRONG FUNDAMENTALS AND CONTINUED SUPPLY-SIDE RESTRAINT, THOUGH ITS PARENT WILL FOCUS ON PRESERVING CASH AND DELIVERING A QUALITY SERVICE

third quarter, with utilisation rising from 65.4 per cent to 67.7 per cent. However, demurrage revenue declined by $3.9m as customers began returning tanks faster. In addition, tightness in the ocean freight business led to higher costs and trucking expenses were also higher. Other move-related expenses such as repositioning and cleaning costs saw a substantial increase because of the product mix and a need to reposition tanks to load areas.

“Stolt Tank Containers continues to see strong booking levels, but tight ocean carrier and trucking capacity and cancelled sailings are making it increasingly costly and time consuming to move our tanks,” says Niels G Stolt-Nielsen.

LOOKING AHEAD As with all other participants in the logistics sector, Stolt-Nielsen’s immediate outlook is clouded by the ongoing Covid-19 pandemic and its effects on consumer behaviour and trade flows. This is of particular concern in

uncertain and therefore makes it difficult to predict the economic performance of our businesses for 2021,” says Niels G Stolt-Nielsen. “However, with the contract portfolio we have secured across our three logistics businesses we have limited any downside from the pandemic. With the current focus on the roll-out of Covid vaccines we remain optimistic about the medium to long-term outlook, but in the short-term we expect volatility and uncertainty to remain.

“Stolt Sea Farm was able to build on the price recovery that began in the third quarter and during the fourth quarter successfully completed the sale of its caviar business.

We also decided to explore a potential IPO of Stolt Sea Farm which we hope will make the underlying value in our company more transparent.

“As much uncertainty remains around the timing of the roll-out of the Covid vaccines we continue to preserve cash, while maintaining our focus on safe and reliable

the group’s fish farm business, Stolt Sea Farm, which had just been recovering from earlier lockdowns and restrictions affecting the hospitality industry and therefore sales of its output.

“With the resurgence of the pandemic, the global economic outlook remains

operations that deliver quality services and products to our customers. Our diverse portfolio of businesses, dedicated employees and forward-looking strategy mean that we are well positioned for what may come,” Stolt-Nielsen concludes. www.stolt-nielsen.com

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IN THE SICK ROOM RESULTS • KIRBY CORP, THE LARGEST TANK BARGE OPERATOR IN THE US, HAS BEEN BADLY AFFECTED BY COVID-19, AS ITS FINANCIAL REPORT FOR 2020 AMPLY ILLUSTRATES KIRBY CORP HAS reported revenues for 2020 of $2.17bn, down from $2.84bn in 2019, and an operating loss of $420.8m compared to income of $242.0m in 2019. Fourth quarter net earnings of $22.2m were well up on last year’s $2.8m, though that included a significant one-time charge.

“During the fourth quarter, the impact of the pandemic on the economy continued to constrain demand in Kirby’s businesses,” says David Grzebinski, president/CEO of Kirby.

“Although overall demand modestly increased in some areas of distribution and services, there was no improvement in inland and coastal barge utilisation in the quarter.

“In marine transportation, our inland and coastal businesses faced continued market

 KIRBY CORP CONTINUES TO FACE WEAKNESS IN BOTH INLAND AND COASTAL BARGING

weakness and low demand for liquid cargoes including refined products, crude, and black oil,” Grzebinski continues. “With hurricanes impacting the Gulf Coast in October and a second wave of Covid-19 cases escalating during the quarter, average refinery utilisation only began to improve in mid-November and remained well below historical norms for the fourth quarter. These challenging market conditions contributed to continued low barge utilisation throughout the quarter, limited spot market activity, and increased pricing pressure.”

The extent of the downturn in demand for Kirby’s barge services is illustrated by the fall in average utilisation which, in the inland market, dropped from the low 90s per cent in fourth quarter 2019 to the high 60s per cent.

Barge volumes were heavily impacted by lower refinery and chemical plant utilisation and reduced demand for refined products and petrochemicals.

PRICE IMPACT As a result of lower barge utilisation, average spot market pricing for the quarter declined approximately 10 per cent sequentially and 25 per cent year-on-year. Average term contract pricing on expiring contracts was down in the low double digits. Revenues in the inland market declined 28 per cent compared to the 2019 fourth quarter due to the impact of reduced barge utilisation and lower fuel rebills, partially offset by the Savage Inland Marine asset acquisition in April 2020.

In the coastal market, reduced demand for refined products and black oil resulted in limited spot market activity, the return of some chartered equipment as term contracts expired, and barge utilisation in the mid-70s per cent range. Pricing in the spot market was generally stable; however, average term contract pricing declined in the mid-single digits year-on-year. Revenues in the coastal market declined 18 per cent compared to the 2019 fourth quarter as a result of reduced barge utilisation, lower fuel rebills, retirements of three large capacity vessels, and delays associated with hurricanes in the Gulf of Mexico during October.

“Although Kirby’s businesses continue to be challenged by the Covid-19 pandemic and the associated unprecedented declines in demand, we believe that improved business activity and utilisation levels will occur in the second half of 2021,” Grzebinski says. “With the vaccine distribution now underway, it is likely that material improvements in economic activity and increased energy consumption are ahead.

“We do believe, however, the first half of the year will likely remain challenging until the pandemic eases and refinery utilisation materially recovers. In the first quarter, we expect weak market conditions in marine transportation to continue with further pricing pressure on contract renewals. As well, surging cases of Covid-19 across the US have impacted our ability to crew our vessels, resulting in delays and in some cases lost revenue. As a result, we anticipate a sequential reduction in earnings during the first quarter with improving results thereafter as the effects of the pandemic moderate and demand for our products and services steadily increases.” kirbycorp.com

HCB MONTHLY | FEBRUARY 2021

TANKER SHIPPING 09

BANNER YEAR MARKET • ODFJELL IS EXPECTING RECORD-SETTING RESULTS FOR 2020 AND ANTICIPATES THE GOOD TIMES CONTINUING THROUGH 2021, THOUGH IT IS ALSO ALERT TO POTENTIAL RISKS THE FINAL FIGURES are not yet in but Odfjell reckons that 2020 will see it post its best result in 12 years in terms of chemical tanker operations. It expects overall revenues of more than $1bn with operating profit doubling from the 2019 level to around $125m to $130m.

That positive performance was delivered despite the Covid-19 pandemic and its attendant lockdowns, travel restrictions and business disruptions. Large parts of the chemical tanker market were largely unaffected and, particularly during the second

 KRISTIAN MØRCH IS OPTIMISTIC FOR 2021 BUT AWARE THAT THERE ARE ECONOMIC RISKS AHEAD

quarter, thrived as chemical customers built safety stocks. The second half also delivered positive results and Odfjell is expecting this trend to continue through 2021. Speaking to Shippingwatch last month, Kristian Mørch, Odfjell’s CEO, said he had an “optimistic view” of the market but that the company will remain alert to market conditions.

Away from demand-side strength, a significant underlying factor behind the market’s performance in 2020 was the low level of newbuilding activity and the comparatively small number of new ships entering the fleet. Tanker companies remain hesitant of investing in new tonnage, being unsure of the best choice of technologies to prepare their new ships to comply with

increasing environmental requirements. With chemical tankers in particular being expected to trade for 25 years or more, ships ordered today will have to be able to meet emissions and efficiency standards that perhaps have not been defined. To do so, they may have to employ propulsion technologies that are not yet available, or not at the scale needed for oceangoing ships.

That supply-side picture is unlikely to change in 2021, with the orderbook still at historically low levels. Meanwhile, chemical tanker demand was higher than expected during much of 2020 and, if the Covid-19 pandemic is brough under control with the help of vaccination programmes being rolled out around the world, the global economy could well accelerate in 2021, bringing further growth in demand for chemicals and, hence, for chemical tankers.

IN A GOOD PLACE Mørch said he was relieved at the end of 2020 and entered the new year with “a fundamental optimism”. Nonetheless, there is a risk of a major correction in the global economy, with several major countries now shouldering massive amounts of debt, interest rates around zero and potentially inflated stock markets around the world. If those aspects combine to cause a downturn, it is difficult to imagine that the chemical tanker market will not be affected. As a result, Odfjell is planning to remain disciplined in its business and to continue to work to reduce its risk exposure.

Happily, Odfjell has now completed its fleet renewal programme and, partly through a new pool collaboration with Navig8 Chemical Tankers and TRF, has almost achieved its target of commanding a fleet of more than 100 tankers. As such, Odfjell has no uncertainties in its investment plans and can concentrate on operations.

Mørch says there is a “sweet spot” in terms of fleet size, when having enough tonnage at Odfjell’s disposal provides flexibility in ship deployment and the ability to grasp trading opportunities, but not so many ships that the company becomes its own worst competitor.

As he says, Odfjell is in a “comfortable place” and has no wild ambitions to grow any further. www.odfjell.com

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WHEN THE RIVER RUNS LOW INLAND WATERWAYS • COPING WITH LOW WATER LEVELS MEANS ADOPTING NEW IDEAS. BASF HAS BROUGHT IN STOLT TANKERS TO COME UP WITH A WAY TO CARRY ON TRADING

RECENT PROBLEMS ON the Rhine system due to periods of low water have prompted BASF, which uses tank barges to transport some of the output from its massive Ludwigshafen plant on the banks of the river, to look at ways to overcome the issue. One outcome of that review is the commissioning of Stolt Tankers to help design and build an innovative new tanker that can operate at extreme low water levels.

Stolt Tankers has come up with a design for a 2,500-tonne capacity tank barge, twice the size of conventional inland vessels; more importantly for the task in hand, the new

 STOLT TANKERS’ DESIGN IS LARGER THAN THE STANDARD RHINE TANK BARGE

IMAGE CREDIT: TECHNOLOG

HCB MONTHLY | FEBRUARY 2021

barge will still be able to pass the critical point in the Rhine near Kaub while carrying 650 tonnes of cargo even at a water depth of 1.60 metres. The new tank barge will be built

by Mercurius Shipping for delivery in 2022, after which it will be operated by Stolt Tankers exclusively for BASF. “This exciting partnership with BASF supports our commitment to working with other industry leaders to develop new technologies and ship designs for a greener maritime industry,” says Lucas Vos, president of Stolt Tankers. “This innovative inland tanker is designed with a unique draft and will set a new mark for the transport of cargo on the River Rhine, especially when water levels are low, keeping products moving even when river levels are becoming more unpredictable. We have a long history

of working closely with customers to create solutions that help them adapt in a constantly changing environment and this project showcases our team’s unrivalled experience, gained over 60 years, in building the most innovative ships in the market.”

PREPARE FOR THE WORST “Following our experience with the low water levels of the Rhine in 2018 and based on our assessment that such events may occur more frequently in the future, we have taken a whole range of measures at the Ludwigshafen site to increase the security of supply for production,” says Dr Uwe Liebelt of BASF’s European Site and Verbund Management.

“An important element of our considerations was to have a ship that can still reliably transport substantial quantities even at the lowest Rhine levels.”

The main objective for the development of the new ship was to provide a high loadbearing capacity coupled with a shallow draught, ensuring safe operations and full manoeuvrability at all times, even in extremely low water. Stolt Tankers says this is just one example of the sustainable innovations it is continuing to develop with its partners across the industry.

The dimensions of the new ship are 135 metres by 17.5 metres, which is considerably larger than the standard tankers on the Rhine, which are usually 110 metres by 11.5 metres.

In order to achieve a high load-bearing capacity with these ship dimensions, a hydrodynamically optimised hull with an adapted propulsion was developed. The construction is lightweight, with high structural stability ensured by applying methods from seagoing shipbuilding, maximising cargo carrying capacity.

The ship is powered by three electric motors, which are fed by highly efficient diesel generators of the latest generation with exhaust gas after-treatment. The ship is equipped with ten stainless steel tanks and three separate loading systems offering maximum flexibility of the chemical products it is able to transport. www.stolt-nielsen.com

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STAYING AFLOAT GAS BARGING • PERSISTENT LOW WATER ISSUES ON THE RHINE HAVE PROMPTED INNOVATIVE DESIGNS IN NEW TANK BARGES, AS A PROJECT FROM HGK SHIPPING ILLUSTRATES ISSUES WITH LOW water on the Rhine have also focused the attention of companies shipping and carrying gases on the waterway.

HGK Shipping is one of them and has developed an innovative design for a vessel that is scheduled to join the fleet in September this year and will work under a long-term agreement with a major chemical industry customer.

The Gas 94 concept was developed by HGK Shipping’s in-house design centre, working in collaboration with transport managers at the company’s head office in Hamburg.

The hull, which is 110 metres long and 12.5 metres wide, was built in Szczecin,

in Heusden, the Netherlands, for outfitting.

After extreme low-water situations have repeatedly occurred on the river Rhine during the last few years, HGK Shipping has put its faith in a building design that is optimised for extremely low water levels for its Gas 94; as a result, it can completely meet the customer’s special requirements for the vessel. The Gas 94, for example, can continue travelling along the Rhine even if the water reaches a critical level of 25 cm near Kaub.

This is possible because of the buoyancy features of the vessel’s hull, which has been proven by numerous calculations, simulations and real tests, and by the

Poland and moved to the TeamCo Shipyard

ingenious planning work for arranging components like cargo tanks and the drive technology.

 THE USE OF INLAND WATERWAYS IS COMPARATIVELY ENVIRONMENTALLY FRIENDLY BUT RECENT ISSUES WITH WATER LEVELS HAVE DISCOURAGED RELIANCE ON BARGING

GREEN AND CLEAN But it is not just continuity of shipping capacity that is at the heart of Gas 94; it has

also been designed to meet or exceed expectations for environmental performance, as Anke Bestmann, managing director of HGK Gas Shipping, explains: “We’re meeting the challenges of the ongoing process of climate change in two senses with the Gas 94. We’re minimising the carbon footprint caused by transport operations and can, in contrast to traditional vessels, also guarantee basic supplies for the recipient of the goods, even if water levels are extremely low – this is an outstanding, unique feature in our sector.”

Steffen Bauer, CEO of HGK Shipping, is convinced that the new vessel is a “significant milestone in terms of innovations and sustainability in inland waterway shipping”. The forward-looking hybrid drive system contributes to this too. The main power train on the Gas 94, for example, consists of three electric motors, each with a rating of 405 ekW, and each supplying a rudder propeller with electric energy for travel and manoeuvring purposes. The electric motors are fed by the latest diesel generator sets with a waste gas treatment system.

HGK Shipping’s new gas carrier therefore meets the Stage V emissions standard and reduces CO² emissions by up to 30 per cent as a result of the hybrid concept.

Other pollutants are significantly minimised too. NOx emissions are at least 70 per cent lower, for example, than with traditional drive systems, according to the CCR2 standard. Thanks to an ingenious power management system, it will even be possible to travel fairly short trips using just the electric motors.

“The Gas 94 is a trail-blazing innovation for inland waterway shipping,” the company states. “It joins the ranks of a series of in-house innovations in what is now HGK Shipping. The team has been repeatedly developing new kinds of ship designs for several decades to handle the wide variety of requirements for industry and these are setting new standards for the sector overall.

The Design Centre at HGK Shipping is already preparing to present more innovations during the next few months.” www.hgk.de

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GET YOUR COAT COATINGS • OFFERING MORE THAN JUST PROTECTION, TODAY’S CARGO TANK COATINGS MAKE INSPECTION EASIER, REDUCE CROSS-CONTAMINATION AND ENHANCE SAFETY

THERE ARE MANY reasons for coating the cargo tanks of chemical tankers: it protects the tank, it protects the cargo and it makes tank washing simpler and more effective.

More than that, though, it also provides greater flexibility in the employment of the tankers themselves, as Advanced Polymer Coatings, which supplies the widely used MarineLINE polymer coating, explains.

Vessel owners are continuously looking for ways to reduce operating expenses and chemical-resitant coatings must deliver opportunities to help meet that target. As a result, development in the coatings sector include new products that are resistant to the widest possible range of chemicals.

This allows the owner the versatility to use the same asset to transport as wide a variety

of chemicals as it can, responding to changes in market conditions and eliminating the need to either re-coat current vessels or offer different storage options for each chemical.

Obviously, tank coatings should not absorb cargo that can be released later to contaminate the next chemical cargo loaded onto the vessel. But, in both industrial and marine applications, coatings must offer a wide range of technical features in addition to this chemical resistance. They should, for instance, prevent the cargo being contaminated by the coating itself, provide easier inspection of the coating both during and after application, dissipate static electricity, offer improved

abrasion resistance, and be easy to repair in the field.

As an example, two-component (2K) epoxy coatings show excellent resistance to sulphuric acid in most concentrations and transport and storage temperatures. They have been successfully used for years but unfortunately can darken on exposure to sulphuric acid. Recent work to improve this discoloration effect on exposure to sulphuric acid has shown that different chemistries can lessen coating discoloration while still maintaining the excellent level of chemical resistance to sulphuric acid.

TAKE A HOLIDAY Coatings need to be inspected immediately after application and ambient curing for ‘holidays’ (holes, voids, or discontinuities in the film) that can expose the substrate to corrosion. For non-conductive coatings, holiday inspection is typically done by spark testing as per NACE SP0188. This testing can only be done once the coating is ambient cured, after which any holidays detected must be repaired. Altogether, this is a very time-consuming process.

Likewise, coatings must periodically be inspected for damage to make sure that there are no cracks, holes, or chips. The entire vessel must be inspected after draining and cleaning, which can be difficult again because of the complex geometries along with the hazards associated with sending workers into the vessel to carry out the inspection.

Coatings should, therefore, facilitate the inspection process while also reduce the chances of coating failure. The use of a fluorescent pigment in the coating basecoat greatly facilitates inspection of the coating by making the detection of holidays easier using UV light.

 THE COATING OF A CARGO TANK SHOULD PROTECT THE VESSEL AND THE CARGO BUT ALSO OFFER THE OWNER MORE OPPORTUNITIES FOR PROFITABLE TRADING

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With a fluorescent basecoat, the coating can be inspected immediately after applying the topcoat and during subsequent integrity inspections using a UV light.

STOP THE STATIC A final trend in coating development is anti-static linings. Static electricity presents a very significant hazard for the safety of people and property, as well as products that are sensitive to static electricity, such as electronics components. The importance of dissipating static electricity to the safety of people and property is shown in a case study from Barton Solvents in 2007, when naphtha was being unloaded from a tank truck into a bulk storage tank.

Naphtha, a non-conductive liquid, was unloaded from a tanker containing three separate compartments. During the unloading, air was introduced as the transfer hose was switched between

compartments, creating a flammable mixture in the bulk storage tank’s headspace. The introduction of air also caused turbulence inside the tank, causing the metal float to lose its grounding and accumulate a static charge.

During the naphtha unloading, the accumulated static electricity was enough to produce a spark and ignite the flammable mixture above the liquid. The explosion was strong enough to throw the storage tank beyond the tank farm, causing two other vessels to explode, hurling metal fragments into nearby residences and businesses.

The ability for a coating to dissipate static electricity is usually measured in the surface resistivity per area, using a method such as ASTM D257. For typical 2K filled epoxy coatings, the surface resistivity is >1010 ohms/ square, making them insulating materials.

To reduce the surface resistivity of epoxy coatings, conductive additives can be used.

These additives must be used at low levels so that they do not affect the chemical resistance of the coating. One such additive that has found use in static dissipative coatings is carbon nanotubes, which can be added to reduce the surface resistivity to 106 ohms/square.

Testing to date has shown that the addition of low levels of carbon nanotubes does not affect the coating’s chemical resistance.

By adding the carbon nanotubes, a static dissipative coating with outstanding chemical resistance can be produced.

Developments in chemically resistant, polymer-modified epoxy coatings have met several market needs, including carrying sulphuric acid, coating inspection facilitation, and anti-static coatings These coating systems continue to be leaders in chemicalresistant marine and industrial applications and will meet future market needs through continued innovation. www.adv-polymer.com

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a shipowner perspective and the Mærsk McKinney Møller Center for Zero Carbon Shipping will ensure a broad industry overview, end-to-end analysis of various energy pathways and a detailed technoeconomic analysis.

AMID THE TALK of using alternative fuels for ship power, the focus so far has been on LNG, LPG, methanol and ammonia. Electric power is often thought of as being insufficient for oceangoing ships, despite some movement in that direction in Japan, but onboard fuel cells could alter that balance. A recent announcement by a consortium looking into the potential of solid oxide fuel cells (SOFCs) points one way forward.

The project, SOFC4Maritime, will target the optimal use of future green fuels by the application of SOFCs for power production on vessels. When based on fuels such as ammonia, hydrogen or bio-methane, SOFCs

sorely needed in the maritime industry, which must transition to greener power in just a few decades.

By electrochemically converting fuel into electricity, SOFCs can potentially produce power with higher efficiency than internal combustion engines running on the same fuel - and do so without creating polluting emissions or particulates. Ammonia-based SOFCs are especially attractive, since ammonia can be produced in large scale using renewable electricity and no biomass resource. The research will therefore have ammonia-based SOFCs as its starting point.

Alfa Laval, a marine supplier with more

PARTNERS MATTER “Addressing shipping’s environmental challenges – and climate change in particular – will require a diverse range of strong technologies. By partnering with fellow marine industry experts, we can investigate the possibilities and bring them to fruition in time to make a difference,” says Sameer Kalra, president of Alfa Laval’s Marine Division.

“We are proud to contribute with our competences within SOFC technology and ammonia as a marine fuel in order to reduce carbon emissions from shipping. This is an urgent goal in combatting climate change,” adds Kim Grøn Knudsen, Chief Strategy & Innovation Officer at Haldor Topsoe.

Bo Cerup-Simonsen, CEO of the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping, says the project “will provide essential information and enhance the feasibility of future pathways to zero carbon shipping based on SOFCs”. The Center was established this past October with a specific remit to facilitate the development and implementation of new energy technologies, build confidence in new concepts and their supply chains, and accelerate the transition by defining and maturing viable strategic pathways to the required systemic change.

Achieving those long-term decarbonisation targets will require the use of new types of fuel along with a systemic change in the industry, the partners believe. However, as shipping is globally regulated, there is the opportunity for a broad-based adoption of new technology and new fuels, given the right regulatory direction.

“To accelerate the development of viable

hold great promise as a replacement for today’s fossil fuels. Such alternatives are

than a century of expertise, will head the development initiative. Haldor Topsoe will provide the underlying SOFC stack technology, while DTU Energy, an education, research, and development locus of the Danish government, will support in system layout and component testing. Svitzer will bring

technologies, a coordinated effort within applied research is needed across the entire supply chain. Industry leaders play a critical role in ensuring that laboratory research is successfully matured to scalable solutions that match shipping needs,” says SOFC4Maritime. www.zerocarbonshipping.com

SCALE THE CELLS PROPULSION • THE ROAD TO DECARBONISATION IN THE SHIPPING INDUSTRY WILL TAKE MANY PATHS. FUEL CELLS OFFER AN INTRIGUING OPTION FOR ONBOARD POWER GENERATION

 ALFA LAVAL IS LEADING THE TRIALS OF FUEL CELL TECHNOLOGY FOR VESSEL POWER

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NEWS BULLETIN

TANKER SHIPPING

SAFETY FOR CHEMICALS

The International Chamber of Shipping (ICS) has published a fifth edition of its Tanker Safety Guide (Chemicals). The new edition provides chemical tanker operators and crew with up-to-date best practice guidance for safe and pollution-free operations on ships regulated under MARPOL Annex II. This includes oil tankers operating in accordance with Annex II when they are carrying chemical cargoes.

“Senior industry experts have contributed their expertise and experience to the technical working group to help shape the new Guide,” says Chris Oliver, nautical director at ICS. “We have worked to simplify this new edition and to make it easier to use – and hence more likely to be used. Techniques learned in the aviation industry have been incorporated to make the checklists more effective and the industry’s greater understanding of human factors means that we can make the messaging more relevant to the user, and consequently more effective. “Sadly, the industry continues to see the same type of incidents time and

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time again,” Oliver continues. “We have identified these areas and expanded the guidance on key safety issues, including enclosed space entry, risk assessments and PPE. This really is the essential guide for every tanker carrying chemical cargoes.”

The ICS Tanker Safety Guide (Chemicals), which is fully aligned with the latest edition of the International Safety Guide for Oil Tankers and Terminals (ISGOTT), is available from ICS Publications or maritime booksellers. https://publications.ics-shipping.org/ AVANCE GOES FOR GROWTH

Avance Gas has ordered two 91,000-m3 dual-fuel VLGCs from Daewoo SME for delivery in fourth quarter 2022 and first quarter 2023. The contract will, Avance says, enhance its “green profile” and allow it to “take another important step towards decarbonisation while contributing to a greener shipping industry and achieving the targeted 40 per cent reduction in emissions by 2030”.

The two newbuildings will be able to burn LPG as fuel and, with the installation of shaft generators, will not need auxiliary engines, further reducing emissions.

“The outlook for the freight market remains healthy, supported by continued strong US LPG exports and growing Asian demand. The price and terms are attractive and we expect that the vessels will also secure attractive financing in line with their environmentally friendly profile,” the company states.

Meanwhile, Avance Gas Holding has appointed Kristian Sørensen as the new CEO of Avance Gas AS, with effect from 1 April.

He moves from Oslo-based shipbroker Fearnleys, where he is currently CEO. “We are very pleased to get Kristian Sørensen on board. With his vast experience from the shipping and LPG markets, he will become a valuable resource to Avance Gas,” says John Fredriksen. www.avancegas.com

VLECS IN ACTION

The very large ethane carrier (VLEC) Seri Everest has successfully undertaken its first loading operation, lifting its maiden cargo of 911,000 bbl of ethane from the Orbit Gulf Coast NGL Exports terminal in Nederland, Texas on 17 January. The cargo will be delivered to Lianyungang in Jiangsu province, China, where Satellite Petrochemical has built a new ethane cracker.

Orbit is a joint venture between Satellite Petrochemical USA and Energy Transfer, which is operating the Nederland facility.

Energy Transfer also carried out the first ethane export from the US in March 2016, from its Marcus Hook terminal in Pennsylvania. The Nederland terminal has a 1.2m-bbl ethane storage tank and a refrigeration unit with a capacity of some 180,000 bpd. It is supplied with ethane via a 20-inch pipeline from Energy Transfer’s fractionation unit in Mont Belvieu, Texas.

Seri Everest is owned and operated by MISC, which acquired six 98,000-m3 VLEC newbuildings under construction after an order by Satellite Petrochemical. MISC has now taken delivery of Seri Erlang, the second in the series, from Samsung Heavy Industries.

“We look forward to the delivery of the remaining four VLECs as we progress into 2021,” says Yee Yang Chien, president/CEO of MISC. “Commencing the year on strong tailwinds, we remain positive for favourable developments in the industry and more opportunities in Asia, which has now become a vital demand centre for the ethane market.” www.energytransfer.com www.misc.com.my CARBON-NEUTRAL NAVIGATOR

Navigator Holdings says that its Handysize LPG carrier Navigator Capricorn has conducted the first carbon-neutral voyage after loading an LPG cargo for Sunoco Partners at the Marcus Hook terminal in Pennsylvania for discharge in

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Morocco. In collaboration with the Norwegian climate and technology company CHOOSE, Navigator has committed to offsetting 1,068 tonnes of CO2 by supporting a UN-verified renewable energy project, the IslaSol Island Solar Power project in the Philippines, designed to bring daytime power to some 200,000 homes in the region.

“Carbon reduction is a key strategic objective for our company and follows our mission of connecting the world today, creating a sustainable tomorrow,” says Oeyvind Lindeman, CCO at Navigator.

“We continuously strive to reduce our carbon emissions through innovations in the way we manage our company and in the way we operate our assets. Offsetting is one of several tools we choose to use in order to deliver a true carbon-neutral voyage. We are looking at ways to further promote and develop similar voyages in collaboration with our stakeholders, whilst always keeping the UN’s Sustainable Development Goals in mind.”

Navigator is also looking to use similar projects for other carbon offsetting arrangements, while future decarbonisation

solutions are being developed. “Navigator is taking the lead in applying new solutions to address the existing carbon footprint associated with seagoing vessels,” notes Andreas Slettvoll, CEO and co-founder of CHOOSE. “Their effort marks a landmark change in the global maritime sector by moving from words to tangible action, and we believe many more will follow their example.” www.navigatorgas.com choose.today ODFJELL BAGS GREEN MONEY

Odfjell has raised NKr 850 m ($98m) through a sustainability-linked bond, said to be a first in the shipping industry, issued under a newly established sustainability-linked finance framework. The bond is linked to Odfjell’s fleet transition plan, which includes the ambition to reduce the carbon intensity of its controlled fleet by 50 per cent by 2030 compared to 2008.

Proceeds from the bond issue will be used to refinance existing bonds and for general corporate purposes.

“With this sustainability-linked bond, we prove our strong commitment to reduce

emissions and build a more sustainable shipping industry,” says CEO Kristian Mørch.

“Odfjell has for many years worked actively to drive change and reduce our carbon footprint, and we are now pleased to see that investors and banks support us through this sustainability-linked bond.” Odfjell says the unsecured bond issue was “substantially oversubscribed”.

DNB Markets, Nordea and SEB acted as joint lead managers and sustainability structuring advisors in the transaction; a joint statement from them says: “The shipping industry plays a vital role in the green transition. With Odfjell’s clear commitments, decarbonisation strategy and ambitious CO2 emission reduction targets, they show the way as a leading company in the industry. By linking their CO2 emission reduction target with their bond financing terms, they further bolster their commitments and inspire other peers to follow. We are humble and grateful for being selected as facilitators of this hallmark transaction and supporting Odfjell on their sustainability pathway.” www.odfjell.com

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ELECTRIC AVENUE EQUIPMENT • IT HAS BEEN A DIFFICULT YEAR FOR EVERYONE IN THE INDUSTRY. HCB SPOKE TO BIP PEROLO FOR SOME INSIGHTS INTO HOW THE COMPANY HAS MANAGED THE DISRUPTION THIERRY BOURGIGNON, CEO of tank equipment specialist BIP Perolo, spoke recently to HCB about his experiences over the past year and the changes that have had to be made to operations to continue to prosper during the disruptions caused by the Covid-19 pandemic. He also brought us up to speed with what has been going on since we last spoke to him in October 2020.

HCB: How has business changed during the pandemic? Have you struggled to continue manufacturing, or had to introduce changes into the process?

TB: When Covid struck, it first affected China and there were of course consequences for our Chinese subsidiary in Rudong. However, luckily this coincided with Chinese New Year so during the holiday period our Rudong

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team could take the necessary measures to develop adequate health and safety protocols.

Afterwards, when the pandemic struck Europe, we had to close our French headquarters for three weeks to implement health and safety procedures and also to source protective equipment such as masks.

It was really heart-warming to see all the supportive messages from customers around the world flooding in. We had the new protocol validated by the local French authorities and reopened quickly thanks to tremendous effort by our employees who adapted quickly to the new situation.

Of course, only our production unit was closed during these three weeks, all other office-based jobs were done remotely.

Luckily, with all our subsidiaries and agents we already had all the remote tools and organisation in place to make this transition period go smoothly.

HCB: How are you keeping in touch with your customers?

TB: We have the big advantage at BIP Perolo, in that we are a global player and have local representatives. Although international travel is limited, our sales managers and distributors still can travel in their respective countries or continents (e.g. Europe) without too much difficulty and as such keep the contact with the customer alive.

Furthermore, we also developed communication on social media such as LinkedIn, Facebook, Instagram and YouTube so that we can get direct customer contact.

Obviously all exhibitions, so far, have been cancelled. Sadly, also the Transport Logistic show in Munich has gone and with that our traditional wine tasting, but we are looking into a fun way to replace this, which we will elaborate on soon.

HCB: How are you getting your products out there to the market?

TB: We still use the traditional ways of calling customers and do either a physical or virtual presentation of our products and novelties.

Apart from that, we developed a newsletter to keep everybody informed of Perolo

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innovations. Furthermore, we mainly use LinkedIn and our YouTube account to have short informative videos of our products showing them in action, or how their testing goes, etc. So the fact that all exhibitions are cancelled made us accelerate our digital communication.

HCB: Indeed, you mentioned last time we spoke that you were using digital communication more. Has that been successful? Have you had to re-think the way you go about your business from the commercial perspective?

TB: Yes, we received a lot of positive feedback on our new website. Also, the posts we do on social media are appreciated by our customers and allow them to interact even more with our company. We also try to publish video footage of valves in action or them being tested so the customer can get an inside look.

We recently launched a ‘Meet the team’ series, portraying Perolo employees from all subsidiaries so that our followers can meet the people behind the brand. We will also start in February/March with maintenance videos of our valve range so that repair facilities can have precise instructions of how to replace certain parts of our valves. Of course, digital communication will never replace physical travel and face-to-face meetings with customers, but it is a nice addition to already existing communication channels.

HCB: Have you had to hire people with new skills, or have you managed to re-train existing personnel to work under this different environment?

 THIERRY BOURGIGNON, CEO OF BIP PEROLO, ADMITS THAT 2020 WAS A DIFFICULT YEAR BUT NOTES THAT INVESTMENT OVER RECENT YEARS HAS SHOWN ITS VALUE AND THE COMPANY NOW HAS A FULL ORDERBOOK GOING INTO 2021

TB: Covid clearly accelerated the digital transformation of our company. From a general perspective, all teams adopted a digital way of working that is fully customer-orientated.

We recruited new people in our engineering department to accelerate the planned innovations and to bring in new ideas. Other departments when they put in place new procedures always respect a digital methodology nowadays and that is the case for all subsidiaries of our group.

Of course, for the digital communication it is more difficult. After all, we are in a very specific industry that is highly regulated and requires very precise communication.

Therefore, we preferred to promote an employee who has been with us for nine years and who knows the products and the customers very well. Of course, this meant offering training in communication but at BIP Perolo we find it very important to have employees grow and to offer them new challenges when possible. We are also working with external partners for some specific subjects as advertising or website architecture, but most of the work is done in-house. This way we ensure a quick and qualified reaction to customer enquiries and needs.

one single employee in the company and that at the end of 2020 our orderbook was full.

HCB: What is your outlook for 2021? Are you optimistic about the future of the market?

TB: The 2021 orderbook is full and we are currently recruiting new employees in different departments such as engineering, purchasing and production. As we saw in 2020 that all previous investments started to pay off, we are continuing our investment strategy by acquiring new state-of-the-art technology that will streamline our production process. We are also working on several innovations which we will communicate in due time.

Of course, Covid-19 will probably last for some time, but most of the companies that we work with seem to have adapted rather well and are confident in the future. From a global point of view, we can clearly see an ecological trend where tank containers and multimodal transport are getting more and more attention. So for us, the future looks bright. www.perolo.com

HCB: When you look back at 2020, was it an outright disaster or did you manage to maintain the activity levels of the previous years?

TB: Well, it is a nuanced reply. On the one hand, it cannot be denied that 2020 was a difficult year, especially when we had to shut down the production unit in France.

Sadly, we had to put production staff on furlough at the time to have the new health and safety protocol approved.

Next, the tank container market was severely hit by both reduced demand and Covid-19 with a number of new built tanks dropping to an all-time low. On the other hand, 2020 was also a time in which all the investments we made in the previous years with training and innovations and widening our product range finally paid off. We are proud to say that we did not have to let go

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LOAD IN SAFETY EQUIPMENT • FORT VALE’S SAFELOAD COUPLER HAS BECOME AN INDUSTRY STANDARD. TO GET THERE HAS TAKEN HARD WORK, ATTENTION TO DETAIL AND PRIDE IN THE FINISHED PRODUCT THE DICTIONARY DEFINITION of ‘valve’ is as follows: “a device for controlling the passage of fluid or air through a pipe, duct, etc, especially an automatic device allowing movement in one direction only”. That seems pretty straightforward, doesn’t it? Of course, there’s a lot more to it than that, and especially so in the world of fuel transfer.

Fort Vale was founded in 1967 by Edward S Fort OBE, manufacturing parts for the road tanker industry. The first premises were in Colne, Lancashire and the first product was a 2.5-inch cast iron, three-way valve for tankers supplying heating oil to residential properties. In 1967 Fort Vale sold 150 valves;

50 years later, it sold 150,000.

The chief reason for this growth is the development of the Safeload range of API bottom loading couplers. First developed more than 20 years ago, the market-leading Safeload range is the first choice for many oil majors and the expanding range of Safeload products for the petroleum transfer industry now includes loading arm systems as well as four different types of couplers.

Now in its fourth iteration, the Safeload range embodies the Fort Vale culture of quality, design excellence and safety - it’s solid, it’s dependable, and is a regular but unspectacular fixture on the company sales

chart. But for the terminal customers that use them, the Safeload is a prized asset, as Fort Vale’s business development manager Jonathan Parker explains.

“A big part of my professional life (before the pandemic) was attending shows and talking to customers and competitors,” Parker says. “When your customers praise products, it’s always nice, but when your competitors say the same, you know you’ve got something special. I’m fortunate in that I’ve been with Fort Vale a long time and I know the Safeload range inside out. When we began the initial design process all those years ago, the brief was to produce a coupler that would deliver the most secure connection with minimum wear to the truck adaptor, and that would be reliable and very-long lasting within the service conditions of a road-loading terminal.”

TRIED AND TESTED “We understood the rigours of the relentless usage required in the terminal environment,” Parker continues. “The product had to be robust, reliable and have been extensively tested well in excess of industry requirements, to ensure that they would be hard working, long lasting and require low maintenance.

“Thorough testing was of paramount importance. Initially, Fort Vale had intended to mimic an estimated operational working life based on one operation every twenty minutes, over a constant 24-hour day for five years (equalling 131,400 cycles). But in fact, the test continued to 250,000 cycles, which represents ten times the number of cycles called for in BS EN13083. The coupler was connected, opened, pressurised with fluid for a set period of time, closed and then disconnected. A counter was affixed to the coupler to automatically record the number of connections. On completion of the 250,000 cycles, the coupler was found to be leak-free at the MAWP and there was no significant wear or damage to any of the parts.

“It’s one of the main reasons that we are so confident in the product that we are able to offer a three-year guarantee for it - something that none of our competitors are able to do,”

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Parker says. “We have unique ‘wraparound’ latches that cover over 60 per cent of the truck adaptor face. This improves the security of connection and reduces wear to the adaptor and the coupler, prolonging the life of both components. Another crucial feature is the materials we use in construction of the unit the outer housing is hard anodised to BS5599, giving long life and durability, while treated pressure-bearing components enhance mechanical strength, especially at low temperatures.”

These features are replicated across the range, with the ‘Green’ version sporting an integrated cup to capture product loss, the ‘Manual’ with its new shaft and nut assembly that is even easier to maintain, and the ‘High Pressure’ version with strengthened collar to ensure a robust latch engagement.

CLEAN AND SHINY Long praised by many oil industry majors for its reliability and robust construction, the Safeload coupler ensures that there is only a minimal amount of residual fuel in the poppet void space on disconnection and protects against any ingress of foreign debris.

The amount of liquid loss on disconnection has proven to be, on average, 75 per cent less than the permitted 5 cc. The range now includes loading arm systems and API bottom loading couplers for semi-automatic, manual, high-pressure and green requirements.

Parker continues: “We now have a range of coupler options to suit a wide variety of operating environments and a complementary range of stainless steel loading arm solutions.

The Safeload loading arm has a stainless steel base swivel that eliminates corrosion, and a dual needle/ball race bearing with specialist high-resistance seals that ensure a durable fuel delivery system that gives enhanced performance and requires minimum servicing.

 FORT VALE’S SAFELOAD API COUPLERS HAVE SET THE STANDARD FOR THE FUEL TRANSFER INDUSTRY AND CAN BE ADAPTED TO ALMOST ANY TYPE OF LIQUID APPLICATION

All these things are of prime importance when considering terminal usage. Our loading arm features an integral earth system that provides electrical continuity without separate wiring and a safety device to prevent overrotation - with industry standard connections, it can be configured to suit top, bottom, left or right orientation for maximum flexibility we do try to think of every eventuality!”

BETTER THAN ALL THE REST But it’s not all about fuel transfer - process plant systems have specific demands and Fort Vale can provide special solutions for the food, chemical and pharmaceutical sectors. These

and we take pride in being at the cutting edge of technology. We have a state-of-the-art manufacturing facility - having total control over all processes from research and development, design, investment casting, pressing, forging, plasma and laser cutting, to assembly, testing and certification. Multiple in-house test facilities are suitable for the full range of products from impact testing, air and liquid flow tests to high pressure testing for gas valves. This gives us the freedom to explore and experiment, to continue to push the boundaries of engineering knowledge well into the 21st century.

“We have been doing this for over 50 years

include supply access hatches with polished finishes, sight glasses or vents. The company also has an established range of specialised valves for the brewing industry as well as a variety of hygienic valve connections.

Parker concludes: “Fort Vale is synonymous with excellence in engineering

now and I suppose you could basically sum up our mantra as designing the best valves that we can, refining and improving them using the finest materials, so that our customers can rely on them at all times whatever the conditions.” www.fortvale.com

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CHINA TURNAROUND TANK CONTAINERS • CHINA HAS FOR MANY YEARS BEEN THE MOTOR OF CHEMICAL TRADE BUT SOME SURPRISING TRENDS HAVE EMERGED SINCE THE START OF THE COVID-19 CRISIS FOR TANK CONTAINER operators, China is a vital piece of the global jigsaw of chemical trade. While once being a major importer,

Unfortunately, rail exports of hazardous chemicals are still not allowed but LeighPemberton said he expects this to become

the development of its domestic chemical industry has in more recent years seen it emerge as a source of product for the rest of the world.

While China was the first nation to experience the disruption caused by the Covid-19 pandemic, it was also the first to re-emerge and has managed to keep the virus at bay to a large extent. As a result, trade patterns might have been expected to return to normal but there are other trends at work, as Bertschi’s William Leigh-Pemberton, an old China hand with many years’ experience in the market, explained to operator and lessor members of the International Tank Container Organisation (ITCO) during a virtual meeting this past 19 January.

China is currently importing record volumes of chemicals to replace domestic production that has been lost due to an increased awareness of and enforcement action against small, locally owned operators.

This has led to a shortage of some products, Leigh-Pemberton explained.

It has though, also come at a time when ocean freight costs have rocketed, after the major liner operators brought their services into line with the changing demand patterns. One thing that has meant is that the number of trans-continental rail movements from China via Russia has shot up after the price differential narrowed.

a more mainstream route for Chinese goods to Europe.

 THE AVAILABILITY OF CLEANING STATIONS IS A MAJOR ISSUE FOR TANK CONTAINER OPERATORS

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DAMAGE FROM THE ENVIRONMENT So, while there is a better balance between imports and exports in tank containers, that new-found enthusiasm for environmental enforcement is causing problems in accessing acceptable cleaning stations for tanks.

The authorities have been showing a reluctance to license new depots, in response to the public’s aversion to chemical facilities following a series of high-profile accidents in the country. Furthermore, that same pressure has forced a number of existing facilities out of the market, making it necessary for tank container operators to

move their tanks empty, uncleaned if they are to get a return load.

Leigh-Pemberton said that, a few weeks into the new year, there are no signs that this situation will change during 2021 and, he said, bookings are currently very good both in the global deepsea sector and in European land transport.

But the new situation in China does worry some and Den Hartogh’s Mark Warner, also speaking during the meeting, warned that tank operators need to be able to offer stability during this period of volatility.

They need to be clear with their customers, especially on cost, if they are to be able to tempt cargo away from parcel tankers and into tanks.

Leigh-Pemberton had already discussed the advantages of tank containers over parcel tankers, particularly in view of the emerging need for greater flexibility in the chemical supply chain that has become evident during the course of the Covid-19 crisis. Oceangoing tankers represent a fixed cost over a lengthy period and are constrained by the location of loading and receiving terminals. Tank containers can be hired on an as-needed basis, with the ability to scale up or down and to set up stocks wherever they are needed. www.itco.org

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WHAT’S IN STORE WAREHOUSING • KERRY LOGISTICS HAS CREATED ANOTHER LINK IN ITS PAN-ASIAN NETWORK OF DISTRIBUTION AND LOGISTICS SERVICES, WITH A NEW SITE IN NORTHERN CHINA KERRY LOGISTICS NETWORK (KLN) has opened a new logistics centre in the Cangzhou Lingang Economic and Technological Development Zone in Hebei province, China, with the aim of capturing the market potential for chemical logistics. The new facility commenced operations on 8 January.

The Kerry IMS Chemical Cangzhou logistics centre was developed to strengthen KLN’s service capability in the chemical sector and create an important base in northern China, consolidating the company’s combined resources in logistics, export industries, an international-standard operating platform

Located close to the Tianjin Nangang Industrial Zone, the logistics centre has a total area of 30,000 m², comprising Class A and Class B warehouses and office facilities, and has the capacity to handle 400,000 tonnes of Class A and Class B chemicals per year.

The logistics centre was designed and built above Chinese national standards and is equipped with smart monitoring and management systems.

At present, the new site is mainly handling industrial raw materials, mostly packaged in intermediate bulk containers (IBCs), drums and pails. The warehouse will store 38 types of

and transport facilities.

dangerous goods, including flammable liquids and solids, oxidisers and corrosive substances.

 KERRY LOGISTICS’ LATEST ADDITION WILL ENHANCE CHEMICAL LOGISTICS IN NORTHERN CHINA

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CONNECTED FOR CHEMICALS “The Kerry IMS Chemical Cangzhou logistics centre is the flagship development in KLN’s expansion of its chemical logistics business,

unleashing its strength as a 3PL in the chemical and dangerous goods market,” says managing director William Ma. “With this logistics centre, Kerry Logistics Network is confident that it will greatly enhance its service capabilities in chemical and dangerous goods logistics, enriching user experience and service quality to offer growth initiatives to the industry.”

Edwardo Erni, managing director for China and North Asia at KLN, adds: “There is enormous potential and development prospects in the chemical logistics market.

The completion and opening of the Cangzhou logistics centre will allow us to provide professional chemical supply chain consolidation services to our customers in the Beijing-Tianjin-Hebei Region. It will give support to our customers’ national and regional framework and consistently optimise supply chain networks to raise the autonomy of the chemical industry supply chain.”

Not only is the new facility well located in terms of the local chemical industry, it is also supported by the Kerry IMS Chemical Logistics network of warehousing, long-haul trucking and distribution services. This allows it to not only fulfil the warehousing and transit needs of local chemical companies, but also to provide services to the Hebei, Tianjin, Shanxi and Shandong regions, integrating regional resources and upstream and downstream industries to create a sustainable industry chain.

Indeed, the logistics centre forms a part of the implementation of KLN’s operational strategy of synchronised distribution from the warehouses in eastern, southern, northern and south-west China, so that the logistics and distribution time nationwide is shortened, ensuring the timely delivery of goods to increase the competitiveness of its customers’ products.

KLN and its group companies represent an Asia-based 3PL with a highly diversified business portfolio and operations across 59 countries in the region and elsewhere in the globe, including the Middle East and Latin America. In 2019 the group generated revenues of more than HK$40bn ($5.2bn) and it is the largest international logistics company to be listed on the Hong Kong Stock Exchange. www.kerrylogistics.com

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NEWS BULLETIN

TANKS & LOGISTICS

FILLING UP IN DUBAI

RSA-Talke has installed a fully automated robotic filling line at its chemical logistics hub in Dubai. “This machine, with which the company sets a new innovative standard, enables the repackaging of hazardous chemicals according to the highest safety standards,” the company states. The unit is currently fitted with two lines, with a capacity to refill up to 110,000 tpa, depending on viscosity.

“The system is completing our integrated solution set-up at our site in Jebel Ali free Zone. We can receive nearly all type of highly hazardous liquid chemicals in bulk, repack it and store the material in our chemical warehouse at the same facility,” says Markus Koepsel, general manager of RSA-Talke.

“In addition, we can instantly clean the empty tank container or road tanker and make the equipment ready for the next job, minimising the downtime, all under one roof.”

“Customers are at the core of how we create and design solutions. With the addition of this complementary service and new technologies, we complete a holistic customer

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offering, all while being the first to implement such technology in the region,” stresses Abhishek Shah, chairman of RSA-Talke and CEO and co-founder of RSA Global, a partner in RSA-Talke. Alex Herreboudt, director of Middle East and Asia at Talke Group, adds: “This newly added option of shipping liquid chemicals in bulk and then transferring it to packed goods provides new opportunities for our global customers to utilise Dubai as a strategic hub in the region.” www.rsatalke.com ESSERS CLOSES MEEUS DEAL

H Essers has finalised the acquisition of the chemical logistics activities and removal companies of the Meeus Group, in a deal first announced early in December 2020. “Meeus Group, founded in 1933, is a leading logistics reference in the Netherlands, mainly in the field of chemicals, with a specialisation in hazardous goods. This acquisition represents significant added value in support of the further expansion of services for our strategic

chemicals segment,” says Gert Bervoets, CEO of H Essers. “It assures us a large-scale expansion in the Netherlands (with considerable growth potential) regarding advanced warehousing activities, an extensive transport network, and new synchromodal solutions.

“Joining forces with the chemical logistics activities of the Meeus Group opens up perspectives on new ways to serve [our customers],” Bervoets adds. The deal brings H Essers 160,000 m2 of additional warehouse space, with the potential to expand with another 25,000 m2, in the Netherlands, where it can offer integrated logistics solutions ranging from storage, picking and packing to advanced value-adding services such as filling. It also reinforces H Essers’ transport and distribution network, expanding its road fleet with 110 tractor units and 590 trailers, as well as a barge terminal strategically located between Rotterdam and Antwerp. www.essers.com RHENUS BUYS LOXX

The Rhenus Group has acquired Gelsenkirchen-based LOXX Group, which has two locations in Germany and three in Poland and is active in cross-border general cargo, LTL and FTL activities, with a long-term focus on eastern Europe. Its main facility at its headquarters measures some 17,000 m2 and offers not only cross-border services but also logistics solutions for the regional chemical industry.

“In the light of the increasing consolidation of the general cargo markets and the growing demands in the IT sector as part of the process of digitalisation, we believe that we’ll enjoy better growth and development opportunities, improved services for our customers and a clear perspective for our employees for the future of the LOXX Group by being part of Rhenus,” says Alexander Brockt, managing director of LOXX.

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customer focus and a high service level. By combining our strengths and experience we can further densify the Den Hartogh network.

We welcome the Finnish team to the Den Hartogh family and look forward to operating and growing our network together.” www.denhartogh.com NEW BOSS FOR HOYER

“The business sites operated by the LOXX Group ideally enhance Rhenus Freight Road’s existing European network because of the company’s strong emphasis on internationalisation and the cultural variety and skills of its employees,” adds Thilo Streck, managing director of Rhenus Freight Logistics. “Historically, LOXX has maintained very close relations with eastern Europe and has developed into a complete international provider by establishing regular traffics towards western Europe too during the last ten years.” www.rhenus.group BIG LNG FROM ALBATROSS

Albatross Tank-Leasing has begun the supply of 40-ft LNG tank containers to its customers, on both short- and long-term leases. “The number of LNG filling stations and the LNG bunkering market is drastically increasing,” the company says. “In order to integrate intermodal and road transport in the supply chain, the demand for flexible equipment is high. The configuration of the connections of the LNG tank containers can be customised upon

demand.” A service package is also available, through established partners. albatross-tanks.de DEN HARTOGH BUYS IN FINLAND

Den Hartogh Logistics has agreed to acquire Finland’s Tschudi Tank Transport, a division of the Tschudi Group. The acquisition will, Den Hartogh says, strengthen its network in northern Europe, particularly in Finland and the Baltic states.

“We have worked in close cooperation with Den Hartogh Logistics for over a decade and we are convinced that their acquisition of our liquid bulk activities in Finland will further help develop and expand their business,” says Eskil Ødegaard, managing director of Tschudi Logistics Holding. “The deal ensures Tschudi Logistics can focus on expanding and developing the project and forwarding segments further in Europe as well as worldwide.”

Joep Aerts, business unit director of Den Hartogh Liquid Logistics, adds: “We look back on a successful partnership with Tschudi as a reliable and professional network partner.

The Finnish team have powerful expertise and knowledge of the local market with a strong

Björn Schniederkötter (below) has been appointed as CEO of the Hoyer Group, with effect from 1 February; he succeeds Ortwin Nast, who has decided to retire after 14 years with the company. Schniederkötter arrives from the Nagel Group, where he was COO. “Not only do we have confidence in Mr Schniederkötter’s specialist know-how but also, in our intensive discussions, we have formed the impression that he both understands the requirements that Hoyer as a family-run business expects of a CEO, and will put them into practice,” says Thomas Hoyer, chairman of the Advisory Board.

“Hoyer is a highly specialised logistics company with an international reputation,” says Schniederkötter. “It combines clear value concepts with exacting standards regarding the quality and safety of its services.

This combination is something special.” www.hoyer-group.com

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TOGETHER IS BETTER MANUFACTURING • AFFILIATIONS AND INFORMATION EXCHANGE PROMOTE REGULATORY COMPLIANCE, SAFETY AND SUSTAINABILITY IN STEEL DRUMS, ISDI SAYS STEEL DRUMS TRANSPORT more than 50m tonnes of both hazardous and nonhazardous materials around the world every year. Because of this staggering statistic, steel drum manufacturers have needed to continue operations throughout the Covid-19 pandemic, being designated ‘Essential Businesses’ by the US Department of Homeland Security (DHS) and in accordance with the DHS Cybersecurity & Infrastructure Security Agency (CISA).

The Industrial Steel Drum Institute (ISDI), a North American non-profit trade association

This is nothing exceptional for ISDI, which regularly provides its members with up-todate information, represents the industry before federal agencies and the US Congress, acts as liaison with other industry groups and individual corporations, and plays an active role with international organisations, including the UN Sub-committee of Experts on the Transport of Dangerous Goods.

This cooperation enables members to realise operational and regulatory benefits that they may not have been able to attain individually.

For instance, through the Institute’s

representing manufacturers of steel drums in the US, Canada and Mexico, worked hard to promote the common interests of its members during this difficult time through government relations, technical research, education and information exchange, media relations and marketing efforts.

affiliation with the International Confederation of Drum Manufacturers (ICDM), an alliance between ISDI and similar organisations in Europe and Asia, members can provide expertise on packaging proposals that influence regulations. In fact, just this year, ISDI’s leadership of ICDM helped other

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countries communicate the essential nature of steel drums and, consequentially, kept the industry open around the globe. ICDM’s member organisations – ISDI, Syndicat Européen de L’industrie des Fûts en Acier (SEFA) in Europe and the Asia Oceanic Steel Drum Association (AOSD) – have also recently collaborated on promoting the many advantages of the steel drum.

TRAINING FOR QUALITY Another avenue ISDI uses to represent its members is through the sponsorship of TRANSCAER, a voluntary national outreach effort that educates and assists first responders in communities near transportation routes. Through this partnership, ISDI trains emergency responders on the proper use of steel drums and how to best respond to a potentially hazardous situation. Through live trainings, virtual webinars and videos, ISDI helps first responders do their jobs with greater safety.

 ISDI’S STEEL DRUM MANUFACTURER MEMBERS PLAY A VITAL ROLE IN KEEPING TRADE MOVING, A ROLE THAT HAS BEEN RECOGNISED BY FEDERAL AGENCIES DURING THE CURRENT PANDEMIC

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“Through our live and virtual trainings and TRANSCAER’s new Learning Management System, we’re able to share a lot of critical information – from the unique components of steel drums to the different types of drums and their safety advantages to the typical transportation practices,” says Susan Nauman, ISDI’s executive director.

Through its affiliation with industry groups, the interests of ISDI members are alongside makers of other industrial packagings around the world, too. In 2003, ISDI teamed up with the associations of three competing industrial packaging types to form the Industrial Packaging Alliance of North America (IPANA), which addresses domestic and international regulatory issues that affect all types of industrial packaging. IPANA consolidates various industry-related meetings into more cohesive, cost-effective events, where independent affiliates can deliberate on

their respective business and technical needs, and learn about evolving political, regulatory and technical issues of interest to all packaging manufacturers.

EDUCATION, EDUCATION, EDUCATION ISDI’s efforts extend beyond its affiliations with other organisations. ISDI has worked hard to educate steel drum manufacturers, customers and consumers alike on very technical topics in easy-to-consume ways. Through its use of video, ISDI has explained the benefits steel drums provide to manufacturers and shippers, how to decode the many parts of the UN mark as well as the added benefits of fusible plugs.

All of these videos, as well as frequent alerts that inform the industry on a variety of topics – like changes to the Federal Motor Carrier Safety Administration’s (FMCSA) hours of service regulations and UN/DOT mark requirements – can be found on ISDI’s website.

Through information exchanges with organisations such the American Iron and Steel Institute (AISI), VMV (the German Metal Packaging Association) and many others, ISDI is increasing its efforts to highlight steel’s sustainability worldwide, too. Steel’s attributes, including its inherent durability and recyclability, make it an ideal fit for a sustainable circular economy. Once produced, steel can be continually recycled into new steel products. And, while many other products can only be downcycled into a lower-quality product, steel can be recycled over and over again and remade without any loss of quality.

ISDI’s efforts to promote the common interests of its members has expanded over the years and will continue to do so as it moves into the future. To learn more about ISDI and steel drums visit whysteeldrums.org.

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Skolnik is the ‘go-to’ company for matching challenges with solutions.”

In addition to this ‘can-do’ attitude, Skolnik has cultivated a reputation as a thought leader or resource in the packaging, transportation and dangerous goods industries, offering a steady stream of industry news and important information in its longstanding blogs and newsletters.

Approaching the chaos and crises of 2020 with the same can-do zeal and leadership its customers and competitors have come to know it for, Skolnik Industries transformed a year of uncertainty into one of opportunity and productivity.

AS THE SUN rose on the new year and new decade, businesses and individuals around the globe dreamed of a bright future rife with opportunity – 2020 was going to be “their year”. Leadership at US steel drum maker Skolnik Industries started 2020 singing a similar tune. Despite the recession facing the industrial sector, the Chicago-based independent packaging manufacturer walked into the new year with momentum and a strong outlook.

Where Skolnik breaks from the pack is that it didn’t lose that drive and positivity and was, ultimately, able to not only navigate the

That is not to say that the manufacturer didn’t experience the challenges of the last year. On the contrary, the Chicago neighbourhood Skolnik calls home had one of the two highest Covid-positive rates in the whole city. But Skolnik also has a long history of thriving in the face of a challenge - be it a unique packaging request, a disastrous fire taking down its facility or, yes, apparently even a global pandemic. From leadership to production line, the company prides itself on a ‘can-do’ attitude.

In an HCB feature from May 2015, then

PROACTIVITY, PLANNING, PROTECTION Plans for 2020 were thrown out and America was thrown into reaction mode in the wake of the Coronavirus outbreak and subsequent shutdowns, which occurred in mid-March in the case of Chicago. Uniquely, however, Skolnik Industries never had to close its doors.

“We held our first Covid planning meeting in February,” Dean Ricker, president/CEO of Skolnik Industries, states plainly. “I had read an article by an epidemiologist and it really scared me – maybe I watched Red Dawn too many times as a child, but I thought ‘we have to take this seriously’. It spurred me to take action.”

Skolnik has always prioritised proactivity and open lines of communication, both with customers and with its entire team. “Early on, when not much was known about the virus, we erred on the side of caution and concern for our employees,” Ricker explains. The company strategised who could work from home, how to bolster its IT infrastructure, stocked up on cleaning supplies and implemented a split workday.

By the time the White House declared a national emergency on 13 March 2020, Skolnik Industries was already working safely in smaller, distanced and

“unprecedented times” but to grow through it and again close out the year with strength and momentum.

president and CEO and current chairman of the board, Howard Z Skolnik explained the niche and reputation Skolnik Industries had carved out for itself. “It was not our marketing strategy to create this market,” he said, “but it appears that, after speaking with other steel drum manufacturers, [...]

masked numbers.

Naturally, Covid training for its employees became paramount. In regards to the high Covid rates in their facility’s zip code, Ricker explains: “A lot of our employees live in our neighbourhood. We were really faced with the fact that the government wasn’t educating

PERSERVERING IN PANDEMIC MANUFACTURING • CAREFUL PLANNING AND UNWAVERING COMMITMENT TO QUALITY KEPT SKOLNIK INDUSTRIES PRODUCTIVE AND INNOVATIVE IN A CHALLENGING YEAR

 SKOLNIK INDUSTRIES HAS KEPT ITS DOORS OPEN RIGHT THROUGH THE PANDEMIC

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our employees on safety, so we needed to.

We spent a lot of time and energy early on ensuring our team was educated and taking precautions seriously.”

And it paid off. Skolnik has had uninterrupted production and supply throughout this entire crisis and reported zero at-work exposures to Covid-19 in 2020. Today, on the production line, everyone is back. “We still have alternating start, stop and lunch break times, but all of the Covid prevention practices we put into place have become second nature now,” says Ricker. “We’ve rolled it into our safety practices: steel toed shoes, safety glasses, masks and social distancing.”

GROWTH AND THE VIRUS “Before last year,” Ricker considers, “our goals were centred around growing the business, focusing on quality and consistency in the day-to-day operations of manufacturing and production. But then, all of a sudden, we had to become our own Dr Fauci. We had to strategise the day-to-day processes of operating in a pandemic. That became my number one job for several months.”

Alongside the demand for a new operational strategy came an increased demand for specific and even new packaging.

The packaging industry is intertwined with so many other sectors of the economy and as such experienced a ripple effect as each industry contended with the impact of Covid-19. Where there was a decline in one industry, there was a pick up in another.

“The demand for personal care related business - packaging for hand sanitisers, cleaning products, pharmaceutical related materials - blew up overnight,” Ricker states. “And wine. Direct to consumer wine shipments broke all records in 2020,” he adds.

For one particular growing market, Skolnik Industries expanded its product line to include a new size food and pharmaceutical-grade stainless steel container. “We now offer 3and 5-gallon size stainless steel drums with 11¼-inch diameter for the extraction market,” Ricker reports.

It is easy, Ricker explains, to forget how many different products and materials Skolnik Industries packaging touches, “why it is important that we always focus on producing quality packaging that is going to perform for our customers and get product safely from point A to point B.” The growth in pharmaceutical-related business has been particularly exciting and

meaningful for the Skolnik Industries team this year. “We have been producing a lot of stainless steel drums for ingredients being used for the vaccine,” says Ricker. “We have an important job to do and it has been exciting for our employees to feel their role in the fight against the virus – it is something they are proud of.”

CHANGES ON THE LINE While Skolnik Industries was fortunate enough to stay in daily operation last year, it did not settle for just staying the course.

As a manufacturer of food and pharmaceutical-grade stainless steel drums, purity and sanitation has always been a priority on the Skolnik Industries production line. In response to the growth and challenges of last year it took things a step further: investing in a new sanitising system and dedicated stainless steel production line.

The new sanitising system uses high temperature and purified water and steam to clean and purify drum interiors for pharmaceutical customers. “As a result of the increased demand, we established a new, fully-dedicated production line for stainless steel drums,” Ricker states. “This line went into production in August 2020 and has empowered us to confidently and efficiently serve and support the market.”

The steel market and transportation industry have been extremely volatile for some time now and, if the last year has delivered one message, it is that the future is unpredictable. But when you helm a company with a reputation for facing challenges and embracing change like Skolnik Industries, thinking ahead is second nature.

“I think we’re going to come out of this a lot stronger,” says Ricker. “It’s events like these that really test your will and I think we’ve learned a lot of valuable lessons. I’m proud of the Skolnik family - we’ve really been able to serve our customers throughout this challenging time, uninterrupted. I’m excited to see us continue to invest in our manufacturing operations, and I’m really looking forward to the day we can see our employees without masks and visit our customers again.” www.skolnik.com

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ASIA ACTION ACQUISITIONS • AZELIS HAS MADE AN AGGRESSIVE START TO THE YEAR AS IT EXTENDS ITS REACH FURTHER INTO SOUTH-EAST ASIA, WITH TWO DEALS ANNOUNCED GLOBAL CHEMICAL DISTRIBUTOR and formulation specialist Azelis has started the year with two significant acquisitions that

strengthening our presence in Vietnam, we will gain better coverage in the entire region which is key for us to attract new mandates with our

give it a major presence in the growing markets of south-east Asia.

Azelis began January with the acquisition of majority shareholdings in Vietnam-based MKVN Chemicals and Viet Chemicals Trading & Service Co, through their Singapore-based parent Bellekimia. Both companies are active in personal care, industrial chemicals, agrochemicals and food, as well as supply chain solutions.

Kamal Hezry Kassim, managing director of MKVN and Viet Chemi, will continue to manage the business and will report to Azelis Asia Pacific CEO/president, Laurent Nataf, who says: “Growth in Asia Pacific has been one of the strategic priorities for Azelis. By

existing principals.

“Azelis and our new partners MKVN and Viet Chemi have highly complementary business models which will help us diversify our product portfolio significantly,” Nataf continues. “MKVN and Viet Chemi currently operate best-in-class personal care laboratories in Vietnam. These laboratories will provide important added value to Azelis’ existing technical expertise and will bring benefits to the entire region. Last but certainly not least, the Kassim family has an excellent reputation in the market and the entire management team is well known and respected in the country.”

“Becoming part of such a highly regarded, international player will not only provide

continuity and security for our company but also additional expertise, infrastructure and growth opportunities,” says Kazzim, adding: “We will benefit greatly from Azelis’ sustainability reputation and EcoVadis Gold rating, which are both important criteria for customers and corporate principals alike in south-east Asia.”

HEADING SOUTH Azelis has also agreed to acquire majority shareholdings in Asia Primera Kimika (APKI) and Phil-Asiatic Supply & Services (PSSI), both established in 2007 to serve the needs of chemical buyers in Malaysia and the Philippines, respectively. The acquisition brings Azelis into the Philippines market for the first time and, it says, “significantly increases its footprint in south-east Asia”.

The deal is consistent with Azelis’ strategy of complementing organic growth with strategic acquisitions and is expected to close within the next three months.

“Growth in Asia Pacific is one of the strategic priorities for Azelis,” says Nataf.

“Entering the important and growing market of the Philippines will help us gain an even better coverage in the entire region which is key for us to attract new mandates with our existing principals.

“Many of our principal partners have already expressed interest in building a strong portfolio with us in the country once we enter into this partnership, also in industries other than the ones where APKI and PSSI are currently active,” Nataf adds. “There is a very good cultural fit between APKI and PSSI and Azelis, for example in terms of strong technical focus and quality of the staff, so I am confident that this new union will bring many benefits to the entire region.”

Terry del Rosario, managing director of APKI and PSSI, adds: “There is an excellent technical fit that we see between the two companies: we convert innovative ingredients to innovative products and ideas, retrofitting it to the local market needs, while Azelis has the ability to continually offer innovative solutions to the market through their strong formulation capabilities.” www.azelis.com

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business in the Americas, adds: “Recently, the range of available preservatives has decreased significantly due to regulatory pressure, evolving consumer preferences and supply disruptions. At the same time, there is demand for eco-friendly, skin-friendly products that are still adequately protected from microbial contamination.”

on operational efficiency and omni-channel sales growth.”

Prior to Holcomb’s appointment, Univar had just announced two additions to its portfolio in North America. In one, Emerald Kalama Chemical appointed Univar as its “champion distributor” in the US for Kalaguard SB, the first and so far only sodium benzoate preservative registered by the US Environmental Protection Agency (EPA).

“As the Covid-19 pandemic increases demand in the homecare and industrial cleaning (HIC) markets for hard surface cleaners and home care products, Univar Solutions continues to deliver differential value by providing a consistent global approach through its expanding portfolio of solutions,” says Joshua Hicks, vicepresident of Industrial Solutions at Univar.

THERE’S MORE Univar has also expanded its distribution agreement with Solvay to include its Novecare coatings and industrial process solutions portfolio; Univar will now distribute coatings products in the US and industrial products in the US and Canada.

“Through our network of solution centres, Univar Solutions is well positioned to deliver the functional, regulatory and market trend insights needed to help expand business in these important markets,” says Hicks.

“Not only does this agreement continue to strengthen our existing relationship, it also allows both of us to better serve these extremely dynamic market segments.

Solvay has an excellent reputation in the market for producing high performance materials, and for continued innovation, quality and application expertise that brings differential performance.”

Elsewhere, Univar has picked up a distribution deal for Dow Coating Materials’ coatings portfolio in the UK and Ireland and for industrial coatings in Turkey. “We are excited to deepen our distribution relationship with the Dow Coating Materials business from Dow,” says Hicks. “By bringing together a best-in-class product portfolio with industry leading service and market knowledge, we believe coatings manufacturers in the region will be able to further accelerate their growth.”

“When looking for the right channel partner for our coatings business in the UK, Ireland and Turkey, we wanted to find a distributor that brings together market

“Kalaguard SB is an excellent example as this provides an additional preservative for homecare applications to help meet changing regulatory needs and consumer demands in the HIC marketplace.”

Rosanna Stokes, business development manager for Emerald’s Consumer Specialties

leadership, technical innovation, and high levels of customer service. Univar Solutions clearly demonstrates its leadership in each of these areas,” says Roberto Lazzari, EMEAI distribution manager for Dow Coating Materials. www.univarsolutions.com

DEALS DONE DEVELOPMENTS • UNIVAR SOLUTIONS HAS PICKED UP SOME SIGNIFICANT DISTRIBUTION CONTRACTS AND MADE A MAJOR APPOINTMENT IN NORTH AMERICA UNIVAR SOLUTIONS HAS named James B Holcomb as president of North American Distribution, a role in which he will take overall responsibility for the company’s chemical distribution activities in the US and Canada. His first priority will be to grow sales in non-specialty product and optimise the effectiveness of Univar’s North American sales force.

Holcomb moves to Univar from its major competitor Brenntag, where he was COO of Brenntag North America, and brings more than 25 years of industry experience.

“I’m excited to welcome Jim to the Univar Solutions team,” says David Jukes, president and CEO of Univar Solutions. “His experience in the chemical distribution market in North America is unparalleled and he will be a major contributor to our S22 programme designed to accelerate growth and increase earnings through a customer centric focus

 GROWTH IN NORTH AMERICA IS A MAJOR FOCUS FOR UNIVAR SOLUTIONS

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CHEMICAL DISTRIBUTION

LBB BUYS CCS

LeBaronBrown’s LBB Specialties has acquired a majority interest in Florida-based specialty chemicals and ingredients distributor Custom Chemical Services (CCS), whose president, Chad Hicks, will continue to manage the business. CCS says the transaction will position the company for long-term, continued growth.

“The investment brings additional resources and commercial relationships to support the growth of CCS’s principals and customers, building upon the success of our dedicated CCS team. We are excited about our future and the partnership with LBB Specialties, and believe significant opportunities lie ahead,” Hicks says.

Darren J Birkelbach, CEO of LBB Specialties, adds: “We are thrilled by the addition of CCS to the LBB Specialties platform. CCS built its reputation as a strong regional distributor by partnering with high-quality principals and providing excellent service to its loyal customers. We look forward to providing resources and support to build on CCS’s success and fuel ongoing growth as we

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continue to build LBB Specialties as a leader in the North American specialty chemical and ingredients distribution market.” www.lebaronbrown.com NOVASOL GROWS IN SPAIN

Novasol Chemicals has acquired Glokem Pro Distribution, formerly known as PCI, a chemical distributor in Spain. The acquisition brings Belgium-based Novasol new expertise, particularly in the construction sector, and reinforces specialty chemicals activities within the group.

“This acquisition provides us with a strong south European base activity and additional logistics and partnership opportunities with 90 per cent of European suppliers,” says Novasol. novasolchemicals.com BUILDING WITH BRENNTAG

Brenntag has agreed to acquire Alpha Chemical, a full-line chemical distributor based in Dartmouth, Nova Scotia. Alpha generates annual sales of some $12m, serving several key

industries including oil and gas, mining, water treatment and acquaculture.

“Alpha Chemical is a well-established business with a stellar reputation for quality and service in the region,” says Anthony Gerace, managing director, mergers and acquisitions at Brenntag. “In addition to providing ready access to the oil and gas offshore upstream market in Atlantic Canada, the state-of-the-art facility in Newfoundland will allow us to better service the other important regional markets as well. As the fourth acquisition in Canada in as many years it reinforces Brenntag’s strong commitment to the Canadian market.”

Lars Schneider, president of Brenntag Canada, adds: “Alpha Chemical’s infrastructure, capabilities and personnel will support the expansion of our new Brenntag Essentials and Brenntag Specialties divisions in Canada. The acquisition will allow Alpha Chemical and Brenntag Canada to provide even stronger value to our customers and supply partners in Atlantic Canada.”

Brenntag has also expanded its management board with the appointment of Ewout van Jarwaade (left) to the new post of chief transformation officer (CTO). In the new role he will be responsible for the execution of the company’s global transformation programme, Project Brenntag, which aims to expand the company’s leading market position and drive sustainable organic earnings growth.

“I am very pleased that with Ewout van Jarwaarde we have been able to recruit a distinguished expert and experienced digital and transformation manager as CTO,” says Doreen Nowotne, chair of the Supervisory Board of Brenntag. “With the now completed five-member Management Board, we have a very strong leadership team, who will consistently execute the company’s transformation in order to achieve sustainable growth for Brenntag.”

37-year-old van Jarwaarde was most recently CEO of CarNext.com, which he helped develop and scale as part of the LeasePlan group. Prior to that, he was a partner at McKinsey & Company with a focus on strategy development, commercial and operational excellence transformations and building digital and data-driven capabilities. www.brenntag.com

CHEMICAL DISTRIBUTION 37

IMCD ADDS IN MEXICO

IMCD Mexico has acquired two speciality chemical distributors, Millican and Banner Química, both based in Mexico City. “It has been a very active year for our IMCD Mexico team, and we are pleased to maintain our growth momentum with the acquisitions of Millikan and Banner Química in this important Latin American market,” says Marcus Jordan, Americas president, IMCD. “Both companies perfectly complement our existing operations in Mexico and strengthen our technical and commercial offering in a number of core market segments.”

“Joining IMCD puts our company on the global map and we are delighted to share a mutual desire to offer market differentiation through technical expertise and trend-based solutions for the customers we serve,” says Francisco Camacho, general director of Millikan. Salvador Ramos, his counterpart at Banner, adds: “I anticipate that IMCD’s reputation for professionalism and market proficiency will create new opportunities for innovation and growth for our loyal customers and principal partners.” www.imcdgroup.com TILLEY TAKES THE MONEY

Baltimore-based ingredients and lubricants distributor Tilley Company has struck a partnership with SK Capital Partners, which has made a controlling investment in Tilley.

The move paves the way for growth into new markets through selective acquisitions.

“Tilley is taking this step to satisfy growing demands from its suppliers and customers who want to see us expand our infrastructure and footprint to continue supporting our growth with a high level of service,” says John Tilley, president of the company. Sean Tilley will remain to lead the firm as CEO and the Tilley family will retain a significant stake and involvement.

“We feel privileged to play a part in this ongoing story and to work closely with Tilley’s employees, principals and customers to bring further opportunities for growth and success to fruition,” says Jon Borell, managing director of SK Capital. www.tilleycompany.com FECC STARTS WITH NEW NAMES

The European Association of Chemical Distributors (Fecc) has had a busy start to the year, with four new members joining the group over the past two weeks. They are the Solevo Group, which distributes speciality and agricultural chemicals in Africa; Impratech, a European specialist in software and business solutions for the distribution and manufacturing sectors; Selerant, a leader in the development of product lifecycle management software and compliance solutions; and Pricefx, a provider of full suite price management and configure-price-quote (CPQ) SaaS solutions.

Fecc represents some 1,600 companies, many of them small family-owned enterprises,

with a combined headcount of around 30,000 employees and aggregate annual turnover in the region of €28bn. www.fecc.org BIESTERFELD REORGANISES PLASTICS

Biesterfeld Plastic has been restructured, with the aim of driving forward its strategic transformation through a focus on consultancy-intensive specialities. Dividing the Engineering Polymers into three independent business units will allow the company to “make even better use of synergies within the business units and hone our segment depth,” says Carsten Harms, member of the executive board of Biesterfeld AG. “We will also be even more agile in the high-performance plastics market and be able to respond even more effectively to the growing needs of our partners and customers on a global level,” Harms adds.

Dietmar Zinkand, head of the original Engineering Polymers business unit, will continue as head of the new High Performance Polymers and Performance Elastomers units.

Meanwhile, Martin Rathke has been appointed as business manager for the new Engineering Polymers unit. Biesterfeld Plastic’s other two business units are Advanced Polymers, headed by business manager Wilhelm Postel, and Sustainable Polymer Solutions. “Sustainable plastic solutions are a key market trend,” says Martin Umbach, managing director of Biesterfeld Plastic and business manager for Sustainable Polymer Solutions. “Together with our innovative principals, we develop application-oriented solutions. Thanks to a comprehensive material portfolio, we are able to work with our customers to create sustainable and recyclable end products.”

“Through this anticyclical investment in business and product management and our technically specialised sales operations, we are opening up additional growth potential for our entire organisation on a national and international level. Meanwhile, we are preparing for further successful geographical expansion into strategically important growth markets and also boosting personal support for our long-term partners worldwide,” says Harms. www.biesterfeld.com

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REMOTE CONTROL

THE CURRENT PANDEMIC has forced many regulators to issue extensions to mandatory dangerous goods training validity as classroom training courses have been put on hold.

This has encouraged employers to look for alternative ways of training, with online or remote training increasing in popularity.

There is, however, still a perception that this approach is inadequate or that students will

Authority (CAA), Dangerous Goods Online Training Limited’s (DGOT) training courses push the boundaries in quality, design and student interaction. Being the ONLY online training provider approved by the UK CAA is a testament to this!

One major advantage of a DGOT’s courses is the amount of time students spend navigating their way around the IATA

Students also have the advantage of undertaking the training in a location of their choice, at their own pace, avoiding the need to commute to a remote training site, incurring additional costs and regularly including overnight accommodation. All the training courses are designed for initial and recurrent training, with the time taken to complete each module being dependent on the competence of each student. It is also worth pointing out that the examination the online students take is the same one used for classroom training courses.

Several airline ground handling agents (GHAs) have recently adopted DGOT’s training courses to enable their employees’ training to be within date. Having a requirement to train several hundred staff returning to work when social distancing requirements remain

receive inferior training. Online learning has come a long way since the days of “click and play” when you could carry on with emails whilst the training ran in the background, without any interaction required. With over four thousand hours of development time to obtain approval from the UK Civil Aviation

Dangerous Goods Regulations (DGR) as part of the learning process. This is something that is advantageous over instructor-led classroom courses, particularly as the IATA DGR is the main “tool of the trade” for those employed in the dangerous goods supply chain.

in place is impractical for classroom courses.

Having access to an online training platform enables the employees to undertake the training prior to their return. There is even the option for employers to be assigned their own portal within the learning management system so they can self-administer the

TRAINING • ONLINE TRAINING HAS COME INTO ITS OWN DURING THE PANDEMIC BUT THE BENEFITS IT OFFERS ARE BEING RECOGNISED AND IT SEEMS THIS MAY BE THE FUTURE

HCB MONTHLY | FEBRUARY 2021

COURSES & CONFERENCES 39

allocation of training to their employees.

Each portal can have its own branding to enable a corporate identity.

HOW REMOTE CAN YOU GET? A key advantage of online training is that the courses can be undertaken in any location.

This has been proven recently when DGOT had students in isolated locations, such as the Outer Hebrides, Isle of Man and the Falkland Islands, successfully complete their training.

Recently one student pushed the limits when it came to this very concept. When faced with a training issue due to working remotely from land, what is the only option available when requiring dangerous goods training?

Online dangerous goods training of course!

DGOT was able to offer a solution to such a problem with its ability to offer online training and remote one-to-one examinations to anyone, anywhere at any time.

Eddie Campbell, a material coordinator who works offshore on a semi-submersible drilling rig based in the South China Sea, can verify this very point. Being responsible for the shipping of dangerous goods off the rig as well as receiving them onboard means he was required to revalidate his certificate once it reached its expiration date. He was in need of a reliable dangerous goods training school that could offer remote learning and a remote examination.

Part of Eddie’s role is to check the paperwork for each shipment as well as packaging and labelling dangerous goods before shipping them back onshore.

Dangerous goods training is mandatory in his company to ensure he is undertaking his role legally - as it undoubtedly is for other people working on oil rigs around the world.

 ALL PARTICIPANTS IN THE AIR TRANSPORT CHAIN ARE FINDING BENEFIT FROM BEING ABLE TO COMPLETE TRAINING AND EXAMINATIONS AWAY FROM THE WORKPLACE

“OPEN PUBLIC TRAINING COURSES WITH A FOCUS ON PASSING THE EXAM WILL SOON BECOME A THING OF THE PAST”

THERE AND BACK Eddie initially thought that it would be a challenge to complete dangerous goods training in a self-learning style but he actually found doing it this way was straightforward. The content of the training was more than ample to allow him to complete the course independently without an instructor in the room, as Eddie can verify: “As I am stuck on a rig in China, I was beginning to think there was no option to refresh my course as this has always had to be completed in a classroom environment. However, being able to get the paper couriered over and then the exam being observed through the conference call ability, allowed me to complete my refresher at a suitable time, all the way over here.

Without this course option, I would have struggled to continue in my current role.”

The examination paper was shipped to Eddie, who sat his examination before

a high pass mark so I am happy with the way everything went.”

AROUND THE CORNER But what will the training environment look like in a post-Covid world? With competencybased dangerous goods training and assessment on the horizon for the aviation industry from 2023, open public training courses with a focus on passing the examination will soon become a thing of the past. DGOT is already ahead of the game, being already able to offer bespoke training for its students and seeing it fulfilling the needs of each individual to ensure that training fits the employer’s purpose and that the training is always effective and an efficient way to learn. This approach will ensure that all training and assessment will be tailored to address only the tasks relevant to a job function for each student.

With the obstacle of lockdown due to Covid-19 and socially distancing changing the nature of classroom learning at present, Dangerous Goods Online Training Limited is continuing to meet the needs of the industry. With approval from the UK Civil Aviation Authority to offer one-to-one remote examinations, this has been a real life-line for many students, particularly those requiring their recurrent shipper training in remote locations across the UK and in Europe.

Dangerous Goods Online Training Limited is pleased to offer HCB readers a 10 per cent discount on all of its online training courses using discount code DGOTHCB. For further details go to www.dgonline.training, call +44 (0) 800 649 6799 or email info@dgonline.training.

Christmas. Eddie says: “The exam process worked very well and I would be happy to complete this course and exam in a similar way again.” The examination was couriered back to DGOT immediately after finishing the paper. “The exam paper arrived on time and the exam went without a hitch and I got

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South America to be informed of the changes and understand the impact they will have on operations,” says Jessop.

THE MERCOSUR TRADING bloc, which comprises Argentina, Brazil, Uruguay, Paraguay, Bolivia and Venezuela and is the largest free-trade agreement in South America, has recently harmonised the regulations governing the transport of dangerous goods to, from or through a member state.

This change is long-overdue, as Rhonda Jessop, director of global learning at Labelmaster, explains: “The dangerous goods regulations in South America have been complex, confusing and inconsistent across countries, which is why the

Diego Gotelli, director of the Chemistry Information Centre at Buenos Aires-based Centro de Información Química para Emergencias (Ciquime), adds: “Just four years ago, transportation regulations of dangerous goods by road were based on seven different versions of the UN model regulations, with almost 20 years of difference from one country to another.

“The harmonisation of Mercosur transport rules has made dangerous goods transport in South America much less complicated, but many North American shippers are unaware of the new rules,” Gotelli continues, noting

TRAINING FOR CHANGE To provide that understanding, Labelmaster has developed an online training program, in collaboration with Ciquime. “By partnering with Labelmaster to develop the industry’s first English-language Mercosur dangerous goods regulations online training, we can provide organisations with the information and training they need,” says Gotelli, who played a major role in getting the Mercosur states to align their regulations.

The online course provides an overview of how Mercosur regulations apply, along with the technical information shippers need to know (such as marking, labelling and packaging requirements, etc.) as well as the potential fines and sanctions they face for non-compliance.

The course is presented in two modules that are available for purchase separately or as a full course. The first module provides awareness training, covering the text of the Mercosur agreement and its general provisions; the second module covers the technical rules found in the agreement.

In addition to on-demand online training, classroom and virtual instructor-led training sessions are also available, as well as customised training tailored to an organisation’s unique business and products.

“Labelmaster’s exclusive English-language training provides guidance and information to help shippers comply with these new regulations and make transporting into, across and out of South America more efficient and effective,” Jessop adds.

More information on the regulatory changes and the Labelmaster/Ciquime online training program can be found in a podcast featuring Jessop and Gotelli discussing the issues available on the Labelmaster website at

Mercosur countries have taken these steps.”

that the Mercosur agreement also provides a model for countries outside the bloc to use.

“These changes impact how dangerous goods shipments are prepared and transported, so it is critical for all US-based companies with supply chain operations in

www.labelmaster.com/hazmatters/episode08-harmonizing-hazmat-regulationsthroughout-south-america. The training program itself can be purchased at www.labelmaster.com/shop/training/mercosurdangerous-goods-road-regulations-onlinetraining/.

STEP INTO LINE SOUTH AMERICA • RECENT CHANGES TO THE ROAD TRANSPORT REGULATIONS IN THE MERCOSUR BLOC MEAN TRAINING IS NEEDED. LABELMASTER IS STEPPING UP TO HELP

 DANGEROUS GOODS CAN NOW TRAVEL SEAMLESSLY FROM THE VENEZUELAN COAST TO THE SOUTHERN TIP OF ARGENTINA

HCB MONTHLY | FEBRUARY 2021

COURSES & CONFERENCES 41

CONFERENCE DIARY The global Covid-19 pandemic has caused the cancellation or postponement of many events planned for the next few months and many organisers are taking their events online. HCB is doing its best to keep on top of developments but readers should check the dates and locations shown below as things change rapidly.

FEBRUARY International Petroleum Week (IP Week) February 23-25, virtual Annual week of meetings, conferences and seminars www.ipweek.co.uk PPC Spring Meeting February 28-March 2, Tampa Bi-annual meeting and tradeshow of the Petroleum Packaging Council www.ppcouncil.org/upcoming-meetings.php

MARCH Intermodal Connect March 16-18, virtual Online networking opportunity for providers, customers and influencers in the intermodal transport sphere www.intermodal-events.com/en/home.html

FETSA Annual Conference April 12-14, online Annual conference and AGM of the Federation of European Tank Storage Associations https://fetsa.eu/annual-conference/ CVSA Workshop April 18-22, Louisville Meeting for industry, regulators and enforcers to improve commercial vehicle safety www.cvsa.org/eventpage/events/ cvsa-workshop/ AFPM Security Conference April 19-21, Houston Conference on security at fuel refining and petrochemical plants www.afpm.org/events/292d4a0000075d

MAY

Tanks and Terminals 2021 March 16-18, Dubai Conference and workshop on integrity management of aboveground storage tanks www.marcusevans-conferences-middleeastern.com/

NTTC Annual Conference May 2-4, Washington, DC 72nd annual conference and exhibition of the National Tank Truck Carriers www.tanktruck.org/Public/Events/

Hydrogen & Fuel Cells Energy Summit March 17-18, Porto Conference to discuss innovations in hydrogen and fuel cell technology, production and transport www.wplgroup.com/aci/event/hydrogen-fuel-cellsenergy-summit/

Transport Logistic May 4-6, virtual Biennial exhibition for logistics, IT and supply chain management www.transportlogistic.de/index-2.html

LNG Congress Russia March 17-18, Moscow Seventh annual congress and exhibition on developments in Russian and Arctic LNG www.lngrussiacongress.com/en BADGP March 25, online Annual AGM and seminar of the British Association of Dangerous Goods Professionals www.badgp.org/event-4095748

APRIL AFPM Annual Meeting April 11-13, San Antonio AFPM’s annual meeting for refiners and marketers www.afpm.org/events/292be90000010c

IOSC 2021 May 10-14, virtual International Oil Spill Conference iosc.org Bulk Tanker Day May 11-12, Brisbane 12th annual road tanker event hosted by the National Bulk Tanker Association www.nbta.com.au/tankerday/ Pumps & Valves Asia May 12-14, Bangkok Exhibition for the ASEAN pumps, valves and fittings sector www.pumpsandvalves-asia.com Virtual Hazmat 2021 May 18-19, online NCEC’s annual conference for those involved

in hazmat response, incident management and crisis management https://the-ncec.com/en/events-en/virtualhazmat-2021 International Transport & Logistics Week (SITL) May 18-20, Paris Annual transport event, including Dangerous Goods Logistics Pavilion www.sitl.eu/en-gb.html Chemspec Europe May 19-20, Frankfurt International exhibition for fine and speciality chemicals www.chemspeceurope.com/2021/ AFPM IPC May 23-25, San Antonio AFPM’s annual International Petrochemical Conference www.afpm.org/events/2926d800000001

JUNE CV Show June 8-10, Birmingham Annual commercial vehicle exhibition https://cvshow.com/ Hazardex 2021 & PPTEx June 16-17, Harrogate Conference and exhibition on hazardous area operations and personal protective technology www.hazardex-event.co.uk/ Multimodal 2021 June 22-24, Birmingham 13th annual exhibition for the supply chain management and logistics sectors www.multimodal.org.uk IAFC Hazmat Conference June 24-27, Baltimore Annual international event for response teams https://www.iafc.org/events/hazmat-conf StocExpo 2021 June 29-July 1, Antwerp The main annual exhibition and conference for the European tank terminal industry https://www.stocexpo.com/en/

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INCIDENT LOG ROAD/RAIL/AIR INCIDENTS Date

Location

Details

Source

29/11/20

nr Zigzag, road tanker diesel Oregon, US

Vehicle Type

Substance

Tank truck overturned on US 26, spilling some diesel cargo to road; driver said truck had hit a patch of ice; road closed for most of the day to allow for cleanup and removal of the wreck; driver suffered minor injuries

The Oregonian

1/12/20

St Ives, truck chemicals Cambridgeshire, UK

Fire broke out in trailer of truck; images showed truck full of IBCs but no indication of their contents; road had to be closed for resurfacing work; cause not yet known

BBC

6/12/20

Govindpur, road tanker LPG Jharkhand, India

Driver noticed leak from valve while driving LPG tanker on NH-2; driver pulled over in a safe place and called police; IOC sent team to seal valve and transfer load to another tanker; no fire or injuries

Telegraph

7/12/20

nr Wakefield, road tanker gasoline Quebec, Canada

Road tanker overturned on Highway 5 after driver failed to navigate turn; some spill of product from tank, which was contained by fire crews with help of frozen ground; intersection known to be dangerous

CTV News

7/12/20

Battle Creek, road tanker waste Michigan, US

Tank truck leaving wastewater treatment plant with treated was for agricultural use rolled over on ramp onto B Creek I-94; responders had to transfer 8,500 gal (32 m³) waste before wreck could be removed; police investigating Enquirer

9/12/20

Mount Vernon, road tanker unknown Washington, US

Tank truck, cargo not specified, was involved in single-vehicle crash on Skagit River Bridge on I-5; axle was broken in crash, leaving truck disabled, but no indication of leak; road closed; bridge inspected for damage

AP

16/12/20

Borovo, rail tank car LPG Ruse, Bulgaria

Leak spotted on tank car as train stopped at station; area cordoned off by police, rail traffic suspended, 300 people evacuated; fire crews closed valve, stopping leak with no injuries

RSOE

19/12/20

Lagos, road tanker diesel Nigeria

Road tanker exploded after rolling back on Lagos-Ibadan expressway and hitting two other vehicles; at least 11 people in vehicles were hurt but no fatalities were reported; rescue teams quickly on scene

Xinhua

22/12/20

Custer, freight train crude oil Washington, US

Seven cars of 108-car BNSF oil train carrying Bakken crude derailed in downtown Custer; two cars caught fire; half-mile evacuation ordered; cause of derailment unknown; NTSB will look at tank car performance

Seattle Times

22/12/20

New York, road tanker New York, US

Semi overturned on Long Island Expressway in Queens, spilling load of propane cylinders; several cylinders exploded, sparking major fire that engulfed truck; police said truck had been cut off by another vehicle

NBC

23/12/20

Jebba, road tanker gasoline Kwara, Nigeria

At least six people were killed, 30 homes destroyed by explosion, fire in road tanker; not clear from reports what caused the explosion; responders were able to stop fire from spreading to other parts of the town

Premium Times

23/12/20

nr Ozark, road tanker Arkansas, US

Tank truck with unidentified “accelerant” crashed on I-40 in single-vehicle accident; spilling cargo ignited, spreading fire across road; one person, possibly the driver, died; road closed for several hours

Democrat Gazette

26/12/20

Murfreesboro, freight train propane Tennessee, US

Two tank cars with propane derailed, overturned close to Pillsbury plant; fire department said there was no immediate risk to the public; no leaks or injuries reported; CSX investigating the incident

Murfreesb’ Dy N J’l

28/12/20

Kirkuk, road tanker fuel Iraq

Road tanker with unidentified fuel exploded on main highway between Kirkuk and Khalis after catching fire; driver and four other people died; cause of explosion unknown

Shafaq

28/12/20

Rahim Yar Khan, road tanker LPG Punjab, Pakistan

Gas tanker hit motorcycle on national highway; bike’s fuel tank exploded, spreading fire to tanker; man and child on motorcycle were killed; firefighters cooled tanker, preventing it from exploding

Dawn

gas cylinders

flammable material

MARINE/INLAND WATERWAY INCIDENTS Date

Location

23/11/20

Details

Source

Bay of Biscay, Sukran C ethanol Spain

Chemical tanker (4,275 dwt, 2004), with ethanol from Kiel for Turkey, was disabled by fire; crew dealt with the fire without injury and vessel was taken under tow two days later and taken to A Coruña

FleetMon

25/11/20

Hamburg, Germany

Chemical tanker (6,230 dwt, 2006), in cargo, contacted embankment during berthing manoeuvre in Neumuelan; FleetMon significant damage to bow area but no hull breach in way of cargo tanks and no loss of cargo reported

25/11/20

nr Shuqaiq, Agrari fuel oil Saudi Arabia

Oil tanker (107,000 dwt, 2009), having just discharged cargo from Rotterdam to power plant, had explosion onboard, thought to be from a mine planted by Houthi rebels; hull was holed above waterline; no injuries

RSOE

13/12/20

Jeddah, BW Rhine fuel Saudi Arabia

Product tanker (76,600 dwt, 2008) was attacked by explosives-laden boat during discharge to Saudi Aramco terminal; hull breached in way of ballast and cargo tanks, possible pollution; all crew safe

Splash 247

19/12/20

Colón, Sunny Bright LPG Panama

Gas tanker (50,000 dwt, 2004) suffered engine problems while anchoring prior to canal passage; drifted onto VLGC BW Gemini, also with LPG from Houston; both ships inspected; no serious damage or release of gas

FleetMon

HCB MONTHLY | FEBRUARY 2021

Vessel

Substance

Northsea unknown Rational

SAFETY 43

MISCELLANEOUS INCIDENTS Date

Location

Details

Source

20/11/20

Walnut Creek, pipeline gasoline California, US

Plant type

Substance

Kinder Morgan line was reported compromised by tree root system; odour reported December 2, pointing to more serious leak, which was put at up to 42,000 gal (1,000 bbl); line shut down from Concord to San Jose

RSOE

4/12/20

Wentworth, oil refinery unknown KZN, South Africa

At least seven workers were injured in explosion at Engen’s Durban refinery; thick cloud over area; plant was closed for investigation; shutdown of country’s second largest refinery expected to cause supply issues

SABC

5/12/20

Corpus Christi, oil terminal crude oil Texas, US

Seven contract workers injured by explosion on crude oil tank at Magellan Midstream terminal during tank cleaning and inspection; responders found fire, heavy smoke after blast; investigation ongoing

KRIS

8/12/20

Pinetown, KZN, South Africa

cosmetics chemicals factory

At least 12 injured by explosion at Zeta Cosmetic factory; plant contained propane, caustic soda, petroleum jelly, acetone, hydrogen peroxide; source of initial fire under investigation; some pollution of nearby river

EWN

8/12/20

Belle, W Virginia, US

chemical chemicals plant

2-mile shelter-in-place order after explosion at client unit on Chemours site; four workers injured in blast; resulting fire under control within two hours

NBC News

9/12/20

Germiston, GP, South Africa

waste treatment unknown plant

Three workers injured, two seriously, by fire, possible explosion at waste treatment plant; cause of fire not clear in reports; local authorities investigating incident

IOL

9/12/20

Kaohsiung, Taiwan

weapons factory

Three workers badly injured by explosion at military arsenal during mixing of raw materials, including aluminium powder; plant closed for investigation, said not to have correct safety equipment, procedures

CNA

17/12/20

Libano, Tolima, Colombia

gunpowder gunpowder factory

One boy killed, 17 more people injured by explosion at gunpowder factory; similar event at unlicensed gunpowder factory in Giron, Santander the same day killed another person; police issued warnings

TeleSur

19/12/20

Anda, Heilongjiang, China

chemical chemicals plant

Three workers killed, four injured by explosion at Heinabel Chemical plant, reportedly due to uncontrolled reaction in emulsification unit; investigation underway

China News

19/12/20

Hyderabad, Telangana, India

chemical solvent plant

Major fire broke out at Vindhya Organics plant, thought to have started in stock of solvents; up to 20 people injured in blaze but rescue work continuing, with others possibly trapped

Times of India

aluminium powder

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GET IT RIGHT CONTAINER FIRES • ADDRESSING THE SCOURGE OF FIRES ABOARD CONTAINERSHIPS MEANS FOCUSING ON THE CARGO, SAID A RECENT WEBINAR FROM THE TT CLUB AND UK P&I CLUB THESE PAGES HAVE, over many years, spoken about the problem of fires aboard container vessels, which happen with

somewhere, whether before loading, after discharge or on a ship, and each has the potential to cause a major tragedy, with

depressing regularity and cause massive financial losses as well as the death of many seafarers. Moreover, while there have been many attempts to stem the tide, those efforts have so far failed to eliminate those incidents.

The TT Club has often been at the forefront of those efforts and it is continuing to raise awareness of the issues involved. In concert with the UK P&I Club, it is running three webinars on the subject, the first of which took place on 13 January and focused on the importance of getting the cargo right.

If dangerous goods are properly declared, packed and stowed, the problem can be removed – but there are well documented reasons why that still does not happen.

The webinar was moderated by Stuart Edmonston, loss prevention director at the UK P&I Club, who noted that it is not just fires aboard ships that is the problem: not a week goes by without a fire in a container

loss of life and property damage.

HCB MONTHLY | FEBRUARY 2021

SHAPE OF THE PROBLEM Welcoming the more than 250 people who had signed up to view the webinar, Edmonston handed over to Peregrine Storrs-Fox, risk management director at the TT Club, who echoed the introduction, highlighting the massive explosions at Beirut and Tianjin as also being caused by the improper handling and storage of dangerous goods that had arrived by ship in containers. “The risks are there throughout the supply chain,” he said.

But, looking at ship losses in particular, onboard fires present a severe challenge both to ships’ crews and to responders.

While the errors found in packing and shipping dangerous goods may often be related to ignorance and simple errors, it is believed that many are the result of fraud.

Storrs-Fox mentioned that it is generally

thought that around 10 per cent of all containers include dangerous goods but it is also thought that perhaps as many as 5 per cent more contain undeclared dangerous goods.

It is also acknowledged that the regulations are extremely complex, requiring expertise and diligence if compliance is to be achieved.

But, Storrs-Fox reminded his audience, the judgment in the MSC Flaminia case made it clear that the International Maritime Dangerous Goods (IMDG) Code should be seen as a baseline and that shippers must consider all risks inherent in their consignments, not just those covered by the rules.

The regulations are not only complex but also differ from other rules that need to be complied with. For instance, the UN numbering system for dangerous goods does not match the coding system used in trade and customs rules. If these were aligned, it would ease compliance, Storrs-Fox said. Furthermore, there are multiple tracks of data involved in each shipment – bills of lading, safety data sheets, dangerous goods declarations (which are particularly relevant to stowage) and others. Managing all these different data flows is a big task.

There are guides to help shippers navigate the regulations, such as those provided by TT Club and its partners, but these are no substitute for having the expertise – especially scientific expertise – available to properly interpret the requirements, Storrs-Fox said.

SAFETY 45

There are a lot of stakeholders involved and plenty of opportunity for mistakes to arise leading to mis-classification or mis-declaration. Others in the industry have noted that there is an increasing lack of expertise available within the supply chain, as older professionals retire or are released.

A ROLE FOR EVERYONE Furthermore, Storrs-Fox continued, the fragmented stakeholder environment makes risk control very difficult. The fundamental requirements are trust, truth and transparency, something that is hard to achieve with so many “moving parts”. But mechanisms are available: the crucial thing for carriers is to “know your customer”, although he admitted that this is complicated by the use of sub-suppliers, freight forwarders and consolidators. Automated cargo screening is now getting more sophisticated, while dangerous goods compliance software can ensure the correct declaration and segregation – when used correctly.

Aside from these, x-ray scanning is in its infancy but could be useful at node points in the supply chain; automated data loggers and telematics units have a role to play, but mainly in identifying a problem once its has happened. But, Storrs-Fox stressed, enforcement is critically important.

Governments and authorities must step up and help all those in the supply chain to work collectively.

So, Storrs-Fox concluded, work is underway, but change is needed. There are many entities trying to make a difference, he said, highlighting the Cargo Integrity initiative, which covers a range of issues involved in container shipping and promotes greater awareness of the Code of Practice for Packing of Cargo Transport Units (CTU Code) as well as broader dangerous goods issues.

 THE MSC FLAMINIA CASE (ABOVE) HIGHLIGHTED SOME ISSUES BUT AS CONTAINERSHIPS ARE GETTING EVER LARGER SO ARE THE FINANCIAL RISKS AND THE DANGERS TO PEOPLE AND THE ENVIRONMENT

Just how that change is to be affected was one focus of the webinar’s second presentation, by Uffe Ernst-Frederiksen, head of cargo management at Maersk Line and chairman of the Container Owners Association (COA). He began by explaining the Risk Zone-based model for dangerous goods storage, initially developed and implemented in-house by Maersk but now being used more widely. This initiative was introduced in September 2018 in response to what Maersk saw as an increasing number of container fires, with the aim of reducing the risk to the crew and the vessel itself in the event of such a fire.

CONTAIN THE RISK Explaining the rationale for the initiative, Ernst-Frederiksen said that, while the regulations are there, fires are still happening.

Vessel operators need to do more to reduce the risks to cargo and humans. The number one priority is to reduce the risk to the crew, so dangerous goods should not be stowed

midships or under deck but rather at either end, where an explosion would not affect the ship’s stability. The Risk Zone model also takes into account the stowage of substances that respond to carbon dioxide fire extinguishing systems.

Since the introduction of the Risk Zone model, Maersk has been working with a range of stakeholders, including classification societies, other carriers, TT Club, maritime authorities and the National Cargo Bureau (NCB) and its subsidiary Exis Technologies. This work led to the publication in November 2019 by the Cargo Incident Notification System (CINS) of a white paper, Safety Considerations for Ship Operators Related to Risk-Based Stowage of Dangerous Goods on Containerships, which is available for download from the CINS website, www.cinsnet.com.

The white paper provides detailed stowage recommendations, based on different designs of vessel. It is supported

on the ship close to the accommodation area.

Secondly, it is vital to secure the power and propulsion of the vessel in the event of a fire, so dangerous goods should not be stowed near the engine room. Thirdly, the integrity of the vessel needs to be protected; high-risk dangerous goods should not be stowed

by Exis Technologies, which has developed and is maintaining a database to support CINS’ stowage guidelines, categorising specific UN numbers according to the appropriate Risk Zone. That database is freely available through the Hazcheck Systems website, https://hazcheck.existec.com.

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MOVE IT ABOUT As a carrier, is it easier to “just say no” to dangerous goods? That is always a temptation but, Ernst-Frederiksen said, it just shifts the risk, either to another carrier or, worse, into the unknown depths of non-declaration. In any case, the complex web of vessel sharing arrangements, the raft of local, national and international restrictions and additional seasonal or event-based restrictions means it is difficult to know just which cargoes to refuse.

“Rejecting cargo raises the risk for others,” Ernst-Frederiksen said. The solution is to have accurate and executable processes in place for cargo validation, together with quality control of manufacturers and other shippers – this may involve inspections or audits but, he added, the important thing is to “know your client” and engage with shippers over the long term.

Ernst-Frederiksen said he would also like to see more systematic inspections being undertaken by authorities, something that is mandated by the International Maritime Organisation (IMO) but, outside of the US,

widely ignored. Recent inspection programmes have shown non-compliance rates of more than 50 per cent, either involving the IMDG Code or the CTU Code.

Ernst-Frederiksen’s message was that the industry needs a change of mindset; it needs to identify what he called “rogue shippers” and share that information widely across the container shipping sphere. Unfortunately, this might be difficult under current legislation.

But individual carriers can help themselves, by a proper onboarding of new customers and by fostering relationships with existing clients.

This is a local, frontline activity and needs to be nurtured.

QUESTIONS, ANSWERS The organisers had asked attendees to supply the questions they wanted answering beforehand, though more came along during the webinar, and the event lasted longer than scheduled to give Storrs-Fox and Ernst-Frederiksen the opportunity to address some of them and, in passing, to summarise their message.

Ernst-Frederiksen said that the best way to identify mis-declaration is to use a screening system. Unfortunately, many of the major container lines have developed their own system, meaning that a consignment that gets rejected by one could pass through the net of another and, through vessel sharing, end up transferring the risk. He mentioned that South Korea has been promoting the idea at IMO level of standardising these screening processes, with the support of customs and port authorities. But this will require a change of mindset and a change in the rules to allow carriers to share commercial information.

But, if those “rogue shippers” get caught, what penalties can be imposed? It is often difficult to pin the blame on one party, Ernst-Frederiksen said; a cargo that is shipped from a manufacturer may pass through the hands of several interests before it even gets on the ship, so identifying the party responsible for mis-declaration can be impossible.

There have, though, been a few instances in Asia where shippers have been fined or imprisoned, so it can happen.

Storrs-Fox stressed the difference between fines, imposed by the relevant authorities as an enforcement action, and penalties under the contract of carriage, which are justifiable and useful, although perhaps often difficult to enforce. But, he said, it is vital that enforcement agencies follow through on criminal activity – which is what nondeclaration comes down to.

There was an intriguing question about whether a fundamental revision of the IMDG Code is needed and Storrs-Fox suspected there is. The Code has been built up over decades and has become increasingly complex; parts of it have not been subject to serious review for 40 years and, he said, some groups have been lobbying for just such a programme. However, it would be a massive task. Ernst-Frederiksen was not so sure, saying “I believe in the Code!”

On the other hand, it needs to be more widely accessible and to be embraced by users.

TT Club and the UK P&I Club will continue the conversation in two further webinars scheduled for February and March. HCB will report back to readers on the outcome of those events.

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ZONED OUT STOWAGE • RISK ZONE DATA CAN BE USED TO ENSURE THAT, IN THE EVENT OF AN INCIDENT, DANGEROUS GOODS CONTAINERS DO NOT PRESENT AN UNDUE HAZARD TO LIFE AND VESSEL

DURING THE RECENT TT Club/UK P&I Club webinar (see previous article), Maersk Line’s Uffe Ernst-Frederiksen spoke a lot about the Risk Zone approach to the stowage of dangerous goods aboard containerships and mentioned that a formalised approach has been developed with the help of National Cargo Bureau (NCB) and its subsidiary Exis Technologies.

Applying its expertise in the International Maritime Dangerous Goods (IMDG) Code, Exis Technologies developed a database in which each UN entry in the Dangerous Goods List is assigned to one of five Risk Zones.

The Risk Zone database is currently available free of charge under Exis’ Hazcheck Systems

 KNOWING WHERE BEST TO PUT DANGEROUS GOODS ON A VESSEL IS NOT SIMPLE

portal and is currently being updated to Amendment 40-20 of the IMDG Code.

Two Risk Zone categories, RZ1 and RZ2, allow stowage below deck, as these substances, should they catch fire, can be effectively extinguished using carbon dioxide.

RZ3 is applied to slow-reacting cargo that can be effectively extinguished with water and should therefore be stowed above deck. RZ4 applies to flammables, oxidisers and toxic substances and RZ5 to explosives; both of these should not be stowed close to the accommodation block nor, for RZ5, close to the engineroom. These categories should be read in conjunction with the Cargo Incident Notification System’s (CINS) Safety Considerations for the risk-based stowage of dangerous goods on containerships, published in November 2019.

But the system is not a simple one-for-one comparison of UN number and RZ code;

the manner of packaging can make a difference.

For example, UN 1830 sulphuric acid, PG II, is assigned to RZ1 when packed in metal drums but to RZ3 when packaged in another manner. Risk Zones are also provided for dangerous goods that are not subject to the IMDG Code through the application of a special provision.

TAKING IT UP The aim of the risk zone approach is to allow vessel operators to develop suitable and ship-specific configurations for each vessel in their fleet. James Douglas, CEO of Exis Technologies, notes that the system is being adopted by the container lines; nine of the ten largest lines already use the Hazcheck systems and, he says, Exis knows that at least 20 shipping lines have downloaded the Risk Zone database, which is provided free of charge in order to enhance ship safety.

“The carriers are glad to have the data and, as far as we know, have used the data in their own vessel planning processes,” Douglas says.

The Hazckeck Risk Zone database has been promoted so far to shipping lines, ports and container terminals but there is scope for developments. It has been suggested that the data could be incorporated into the stowage and segregation provisions in the IMDG Code, which would bring it to the attention of the shipper community, who should be keen to ensure that their cargo is handled and stowed safely. It is possible that a paper will be presented to the International Maritime Organisation’s (IMO) Sub-committee on the Carriage of Cargoes and Containers (CCC) at a future session.

In the meantime, Exis Technologies says it will continue to engage with industry partners to ensure that the data is aligned with the IMDG Code and the latest best practice.

Full information about the system, along with a link to the CINS document, can be found at https://hazcheck.existec.com/hazchecksystems/hazcheck-risk-zone-data.aspx.

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label(s) or stencil(s) will still be identifiable on packages surviving at least 3 months’ immersion in the sea. In considering suitable labelling methods, account shall be taken of the durability of the packaging materials used and the surface of the package.”

This requirement to withstand three months in the sea is repeated in the IMDG Code to cover marks on packaged goods (5.2.1.2.2) as well as placards and marks on cargo transport units (5.3.1.1.1.2 and elsewhere).

STICKER ALBUM LABELLING • HAZARD LABELS AND PLACARDS MAY BE THE CHEAPEST ELEMENT OF A SHIPMENT BUT CAN ALSO BE THE MOST COSTLY, WARNS LABELINE INTERNATIONAL’S RICHARD SHREEVE

HAZARD LABELS, PLACARDS and handling marks are designed to minimise the risk posed by dangerous goods. They give information about the products to those who are handling and transporting them and, should an incident occur, help emergency responders to rapidly determine the best corrective action to take.

It is logical, therefore, that there are standard parameters for the specification, quality and properties of labels and marks included in the dangerous goods regulations for each mode of transport, namely ADR

IATA DGR for identifications marks, such as OVERPACK, SALVAGE, address labels, UN number, Proper Shipping Name and so on.

In 5.3.2.2.1, ADR and RID also specify the required properties of vehicle placards: “The material used shall be weather-resistant and ensure durable marking.” The International Air Transport Association’s (IATA) Dangerous Goods Regulations (DGR) state in 7.2.2.1: “The material of every label, the printing and any adhesive thereon, must be sufficiently durable to withstand normal transport conditions including open weather exposure

(road), RID (rail), IATA DGR/ICAO TI (air) and the IMDG Code (sea).

For example, both ADR and RID state at 5.2.2.1.7: “All labels shall be able to withstand open weather exposure without a substantial reduction in effectiveness”.

Similar text applies in ADR, RID and

without a substantial reduction in effectiveness.”

Perhaps understandably, the International Maritime Dangerous Goods (IMDG) Code is even more demanding, stating in 5.2.2.1.7: “The method of affixing the label(s) or applying stencil(s) of label(s) on packages containing dangerous goods shall be such that the

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BUY THE BEST One way in which users can ensure that their labels and marks are likely to comply with the above requirements is to make sure that they are certified to BS5609. This is a globally recognised specification to test printed pressure-sensitive, adhesive-coated labels for their adhesive properties and resistance to abrasion and sunlight. Labels are tested offshore, normally by applying them to aluminium plates that are then submerged and left to the elements for three months. Of course, to get the maximum adhesion, it is important that labels are applied to a clean, dry and suitable substrate.

Labeline’s new purpose-built offices overlook the banks of the Tor-Torridge estuary and its location gives the company’s founder and managing director, Keith Kingham, the opportunity to test labels on a variety of substrates in challenging conditions.

The articles are hung into the estuary where they are dragged through the sand by strong tidal salt-water currents and exposed to all weathers.

AVOIDING SNAGS Damaged or incorrect labelling is a common and frequent cause for snagging consignments of dangerous goods. Usually, the biggest impact of a consignment being held is the delay to the customer and the consequential commercial implications.

There is also the additional cost and inconvenience of having to rectify the problem. Some forwarders will replace incorrect or damaged labels on behalf of

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their clients but they will usually charge a significant price for this service.

It is apparent that some generic label suppliers are offering hazard labels that are not compliant - even when the supplier has claimed BS5609, so it’s worth users doing their own tests.

A quick trawl through the dangerous goods enforcement pages that are publicly available on the UK Health & Safety Executive’s (HSE) website will show that Prohibition Notices are often issued for incorrect, illegible (dirty) or missing placards on vehicles carrying dangerous goods.

Furthermore, a non-compliant label is good reason for enforcement officers to take a closer look at all aspects of a shipment or the vehicle carrying it.

Fines and penalties can be quite severe and vary from country to country. Here are some examples of the baseline fines that enforcement officers use for guidance in the US: - Using an incorrect hazard class/ identification number: up to $6,000 - Failure to mark a package containing

 BELOW: AFTER SEVEN MONTHS IN THE ESTUARY OUTSIDE LABELINE’S OFFICE, ITS LABELS REMAIN ADHERED AND LEGIBLE

“DAMAGED OR INCORRECT LABELLING IS A COMMON AND FREQUENT CAUSE FOR SNAGGING CONSIGNMENTS OF DANGEROUS GOODS”

liquid hazardous materials with required orientation marking: $2,500 -F ailure to label a package (or if the label has come off): $5,000 -F ailure to place a required subsidiary label on a package: $500-$2,500 -P lacing a label on a different surface of the package than, or away from, the proper shipping name: $800 -P lacing an improper size label on a package: $800 -P lacing a label on a package that does not meet colour specification requirements (depending on the variance): $600-$2,500 -F ailure to provide and appropriate class or division number on a label: $2,500.

It is essential that consignors of dangerous goods use compliant labelling that can withstand the rigours of distribution, storage, handling and product usage. After all, the person signing a Dangerous Goods Note is declaring that the contents of a consignment are “…marked and labelled/ placarded and are in all respects in proper condition for transport according to the applicable regulations”.

Purchasing from a label supplier that is up to date with the regulations gives the reassurance that this requirement is met.

Good quality labels also reflect well on the consignor. www.labeline.com

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THE EXPERTS’ EXPERTS MULTIMODAL • THE JOINT MEETING’S AUTUMN 2020 SESSION HEARD FROM SEVERAL WORKING GROUPS LOOKING INTO SPECIFIC TECHNICAL ISSUES, WITH SOME CHANGES ADOPTED

THE AUTUMN SESSION of the Joint Meeting of the RID Committee of Experts and the Working Party on the Transport of Dangerous Goods of the UN Economic Commission for Europe (WP15) took place between 10 and 18 September 2020, with a longer meeting to take account of the loss of the spring session due to Covid-19 restrictions. The decisions that were due to be made at the spring session and were held over to the autumn meeting were therefore too late for inclusion in the 2021 texts of RID, ADR and ADN, the regulations that govern the transport of dangerous goods by rail, road and inland waterway, respectively, and will have to wait until 2023.

The meeting was chaired by Claude Pfauvadel (France) with Silvia García-Wolfrum (Spain) as vice-chair. It was attended by

representatives of 25 countries as full members and representatives of the European Commission, EU Agency for Railways (ERA) and 18 non-governmental organisations.

The first part of this report on the autumn Joint Meeting (HCB December 2020, page 58) concentrated on the discussions of the Working Group on Tanks and the decisions that it made that were approved in plenary.

This second part of the report (HCB January 2021, page 48) covered progress made by the Working Group on Standards and a number of papers and proposals on the interpretation of the regulations and for their amendment.

This final part of the report looks at the feedback from working groups and relations with other bodies.

Before that, the European Industrial Gases Association (EIGA) brought delegates

up to date with the progress being made in the US to facilitate the international transport of approved pressure receptacles to and from Europe. It had been anticipated that the US Department of Transportation (DOT) would instigate a formal approval procedure by mid-2020, though there had been no indication by the time of the Joint Meeting.

EIGA promised to continue to work with the US DOT and its US counterpart, the Compressed Gas Association (CGA) and to report back to the Joint Meeting. [Some action did emerge later, as part of a miscellaneous rulemaking by the US Pipeline and Hazardous Materials Association.]

BLEVE WORKING GROUP Spain reported on the 14th session of the informal working group on the reduction of the risk of a boiling liquid expanding vapour explosion (BLEVE), which had taken place in Madrid in October 2019 and had heard presentations from a number of expert bodies.

That meeting resolved to present the Joint Meeting with some measures that had identified as offering ways to reduce or prevent the development of a BLEVE event.

These were: 1. T he installation of metallic mudguards on vehicles, which have been shown to prevent the propagation of tyre fires to the other areas of a vehicle.

2. T he installation of engine fire suppression systems, to prevent the spread of fire to the cab, which has been shown to present a high risk of a BLEVE. 3. T he installation of safety (pressure relief) valves, which have been shown to prevent a BLEVE in all cases except those where the tank is subjected to a very intense and localised heat source.

4. The introduction of technical devices for general traffic safety, since most accidents involving dangerous goods start as a normal traffic accident. This item specifically included the introduction of advanced emergency braking systems and lane departure warning systems.

5. T he installation of screening between the cab and the tank, to prevent propagation of fire between the two; work is still going on to model such occurrences.

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REGULATIONS 51

6. The use of expanded aluminium alloys (EAA), which again is a work in progress.

Experience with EAA tanks since 1980 is not promising but recent developments may offer better protection.

The Joint Meeting agreed to prioritise the first three of these measures and some delegations felt it would be useful to consider them together. The measures included in the fourth item were, the meeting felt, already addressed by the World Forum for Harmonisation of Vehicle Regulations (WP 29), though the informal working group had considered taking those requirements further for tank vehicles in dangerous goods service. The Joint Meeting also agreed on the further work suggested under the fifth item, although the sixth item was seen as too uncertain to warrant consideration at this time. The Netherlands representative recommended further investigation of the impact of thermal coatings.

RISKS AND HAZARDS Romania provided a report of the February 2020 session of the informal working group on the use of the terms ‘risk’ and ‘hazard’, which had focused on drafting proposals for amendment to the UN Model Regulations.

Those proposals were due to be analysed at the next session of the UN Sub-committee of Experts on the Transport of Dangerous Goods (TDG) and informal discussions had indeed taken place online during the June/ July virtual session.

Romania’s paper included a lengthy list of possible textual amendments, though most relate to the French language version of the Model Regulations. It is evident, however, that there are many instances in the English language version where ‘risk’ is used inappropriately.

 ADDITIONAL BLEVE PROTECTION FOR PRESSURISED TANKS IS LIKELY, WHILE THE EXPERTS CONTINUE TO WRESTLE WITH PROBLEMS RELATING TO THE TRANSPORT OF WASTES

This presentation generated several comments, which Romania said it would take into account in preparing a revised document for further consideration by the TDG Subcommittee.

CARRIAGE OF WASTES A paper from Germany returned to the issue of the difficulties – impossibilities, even – of complying with the requirement to determine the self-accelerating polymerisation temperature (SAPT) when waste polymerising material is involved. It may well be that the original information is unavailable, different products have been mixed, or the effectiveness of a stabiliser cannot be ascertained. Discussions have been held with the waste disposal sector on approaches that might be taken to ensure that polymerisation cannot happen when transporting waste but each transport has to be assessed on its own merits.

It would be useful if, as a first step, the Joint Meeting could settle on some

were combined into a proposed new special provision. Most delegates who expressed an opinion were supportive in principle but some felt more detailed specifications were needed.

Germany offered to prepare a revised proposal for the next session.

France put forward a proposal to permit the carriage in bulk of waste containing asbestos, noting that RID/ADR prohibits the carriage of UN 2212 and 2590 asbestos in bulk. France has a national derogation to allow the local transport of waste containing asbestos under certain conditions and a meeting of the informal working group on the transport of hazardous waste in early March 2020 had invited France to bring its ideas to the Joint Meeting. Its paper contained a number of specific proposals for amendment.

While several delegates endorsed the concept in principle, there were several comments on the details of the proposal.

The French representative offered to take all comments on board in the preparation of a revised proposal for the next Joint Meeting.

provisions for the transport of polymerising waste in packages to provide the appropriate legal basis for such carriage.

Germany had brought this topic up at the Joint Meeting in March 2019 and, since then, an informal working group had met on three occasions and drawn up some ideas. These

The European Federation of Waste Management and Environmental Services (FEAD) provided more detail on the outcome of the March meeting of the informal working group and put forward three proposals arising from its discussions. The first of these sought to clarify the scope of UN 3509, the relatively

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new entry designed to cover empty, uncleaned packagings that no longer meet the definition of ‘packaging’. This appears to be contradicted by the Note to 4.1.1.11, which deals with empty packaging that still fulfils the definition of packaging when it is being sent for recycling or recovery. This causes confusion, as does the wording in special provision 663 and it was here that FEAD sought an amendment.

After discussion and further tweaks to the text, the Joint Meeting agreed the following to replace the first paragraph under ‘General provisions’ in SP 633: Packagings, discarded, empty, uncleaned with residues presenting a primary or subsidiary hazard of Class 5.1 shall not be loaded in bulk together with packagings, discarded, empty, uncleaned with residues presenting a hazard of other classes. Packagings, discarded, empty, uncleaned with residues presenting a primary or subsidiary hazard of Class 5.1 shall not be packed with other packagings, discarded, empty,

uncleaned with residues presenting hazards of other classes in the same outer packaging.

The second paper from FEAD addressed problems experienced by the requirement to include on the transport document the quantity of goods being transported; in the case of waste, this is often not feasible. The informal working group had proposed allowing an estimate, with certain restrictions, to be shown instead. The idea was not supported in the proposed form and FEAD volunteered to review it and return with a revised proposal.

Finally, FEAD looked at the use of sheeted transport units to carry waste; this is currently permitted for UN 3175 and 3243 but not 3509, although there are some national derogations and a multilateral agreement, M287, in ADR. FEAD reasoned that the potential risks involved in the transport in sheeted containers of UN 3509 is no greater than that involved with UN 3243.

The Joint Meeting accepted the argument and added ‘VC1’ in column (17) of the

PRESSURE RECEPTACLES EIGA provided a report of the informal working group on provisions on equipment for tanks and pressure receptacles, which had been reconvened to look into amendments adopted by the UN TDG Sub-committee in December 2019 and how RID/ADR/ADN could be harmonised with them in their 2023 editions.

The informal working group had requested that work on tanks should be dropped from its remit, as the informal working group on the inspection and certification of tanks had undertaken a thorough review and revision of all aspects of the conformity assessment of tanks and their service equipment.

EIGA’s paper included a lengthy list of the amendments that will be needed to harmonise with the Model Regulations, which was welcomed by the Joint Meeting. It was felt that these should be considered alongside other amendments already adopted for the next edition of the Model Regulations and that the proposed amendments should be



Dangerous Goods List against UN 3509.

FEAD also reported that the next meeting of the informal working group on the transport of hazardous waste had been scheduled to take place in early October but, due to Covid-related restrictions, would be held online instead.

passed to the Ad-hoc Working Group on the Harmonization of RID/ADR/ADN with the UN Recommendations for a final decision.

THE JOINT MEETING WILL LOOK TO HARMONISE WITH RECENT CHANGES IN THE MODEL REGULATIONS RELATING TO PRESSURE RECEPTACLES

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ACCIDENT AND RISK MANAGEMENT France provided an update on the discussions of the informal working group on the

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improvement of the report on occurrences, which had met in mid-February 2020 and had since then, due to Covid-19 restrictions, continued work by correspondence. With the help of ERA, existing reporting mechanisms were examined, with a view to settling on a system that would be more specific to the transport of dangerous goods.

It was felt that the working group’s drafts covered all the data points necessary to understand an accident, although it was stressed that the report form should be kept as simple and short as possible. It was acknowledged, though, that operators might have difficulty in gathering all the information needed within the one-month time frame mentioned in 1.8.5. It may be necessary to have two reports, the first containing the information needed in the short term, with a follow-up containing information gathered from other sources.

There had been discussions on the viability of collecting and collating incident reports through country-based electronic and automated systems, which could then be forwarded automatically to the respective secretariats.

At the Joint Meeting, there were several comments on the purpose of reporting on accidents, the use of harmonised criteria and future steps in the further clarification of procedures. It was recommended that the informal working group should resume its work at report back to the Joint Meeting at its next meeting in March 2021.

OTHER BUSINESS The European Association of Dangerous Goods Safety Advisers (EASA) asked for a reassessment of its consultative status, currently limited to topics relating to 1.8.3.

This was widely supported, so its consultative

status will henceforth cover all RID/ADR/ADN subjects.

The secretariat informed the Joint Meeting of the decisions and recommendations made by the Inland Transport Committee on the implementation of its strategy on sustainable transport and innovative technologies to 2030, including the carriage of dangerous goods by different transport modes. Delegates were invited to comment on the document through the secretariat or the chair of the Joint Meeting.

On a vote, Claude Pfauvadel and Silvia García Wolfrum were re-elected as chair and vice-chair, respectively, for 2021.

The next Joint Meeting is due to be held in Bern from 15 to 19 March, though this is likely to take place in a virtual format. The Ad hoc Working Group on the Harmonisation of RID/ ADR/ADN with the UN Recommendations is scheduled to meet from 21 to 23 April.

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STRAIGHT ALONG THE WAY ROAD • ADR 2021 MAY STILL BE HOT OFF THE PRESS BUT WP15 HAS ALREADY STARTED WORK ON THE 2023 EDITION, CATCHING UP ON THE SHORTAGE OF MEETINGS DURING 2020 THE UN ECONOMIC Commission for Europe’s (ECE) Working Party on the Transport of Dangerous Goods (WP15) held its 108th session this past 10 to 13 November, after it had been postponed from its original 11 to 15 May dates due to the Covid-19 pandemic and its associated restrictions.

In addition, financial constraints, renovation work at the Palais des Nations in Geneva and a shortage of meeting rooms equipped to hold hybrid online and in-person session, as well as a reduction in the availability of

some work was done on the first two days, it was only on the last two days when interpreters were available was the session able to take decisions.

The meeting was chaired by Ariane Roumier (France) with Alfonso Simoni (Italy) as vice-chair. Representatives from 23 countries attended, whether in person or online, along with a representative of Tunisia, who took part as a full member of ADR. Also represented were the EU, the Intergovernmental Organisation for

interpreters, caused the meeting to be reduced by one day. Furthermore, while

International Carriage by Rail (OTIF), the EuroMed project and six nongovernmental organisations.

The meeting welcomed the accession of Uzbekistan to ADR but noted that 13 countries have yet to deposit the required instruments for the Protocol to enter into

 ADR 2023 IS LIKELY TO SEE A LONGER LIST OF AMENDMENTS THAN THE 2021 EDITION

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force. It also noted that the proposed amendment of the title of ADR, dropping the word ‘European’, had been accepted and would take effect on 1 January 2021.

Furthermore, the amendments to ADR adopted over the previous two years had been accepted for inclusion in the 2021 edition of ADR, which sets out the regulations governing the international transport of dangerous goods by road within Europe – and increasingly elsewhere in the world – and also domestic transport within the EU. The Working Party was also impressed that, Covid-19 restrictions notwithstanding, the UN ECE secretariat and publications services in Geneva had managed to publish the 2021 edition in good time.

JOINT MEETING DECISIONS The Working Party then began the task of developing the changes that will appear in the 2023 edition of ADR, beginning with a review of the decisions made by the RID/ADR/ADN Joint Meeting at its autumn 2020 session, so as to maintain multimodal harmonisation.

WP15 deferred a final decision on the proposed changes in Chapter 1.2, and the rearrangement of the way it treats definitions and abbreviations, as this will be reviewed once more by the spring 2021 Joint Meeting, and also sought more time to study the EU’s

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Inland TDG Risk Management Framework before adopting a non-binding reference to it in 1.9.4. This will be dealt with at the next session.

The other amendments adopted by the Joint Meeting were endorsed, with one very small change: the new transitional provision in 1.6.4.55, which deals with tank containers that do not meet the requirements of 6.8.3.4.6 applicable from 1 January 2023 and allows their continued use providing they are subject to an intermediate inspection no more than six years after each periodic inspection.

WP15 felt this should refer specifically to 6.8.3.4.6(b) to make it clear that it only covers those tank containers for which intermediate inspections were not mandatory until 31 December 2022.

The other amendments made by the Joint Meeting and endorsed by WP15 are as follows.

In the table in 1.1.3.6.3, for Transport Category 2, column (2), for Class 9, “3536” is added at the end.

The fifth indent of 2.2.2.2.2 is amended to read: – Dissolved gases which cannot be classified under UN Nos. 1001, 1043, 2073 or 3318.

For UN No. 1043, see special provision 642; In the Dangerous Goods List, the proper shipping name of UN 1345 is expanded by adding at the end: “, not exceeding 840 microns and rubber content exceeding 45%”.

For UN 1872, in column (3b), “OT2” becomes “O2”; “+6.1” is deleted from column (5); in column (12), “SGAN” is replaced by “SGAV”; “VC1 VC2 AP6 AP7” is added in column (17); “CV28” is deleted from column (18); and in column (20), “56” is amended to read “50”.

For the first entry under UN 2015, the proper shipping name in column (2) is

There are a number of changes to the special provisions in Chapter 3.3. At the beginning of the last sentence of SP 389, “Except as provided in 1.1.3.6” is inserted.

In SP 591, “of Class 8” is inserted after “the requirements”. A new sentence is added at the end of SP 642: Otherwise, for carriage of ammonia solution, see UN Nos. 2073, 2672 and 3318.

For SP 663, the first paragraph under ‘General provisions’ is amended to read: Packagings, discarded, empty, uncleaned with residues presenting a primary or subsidiary hazard of Class 5.1 shall not be loaded in bulk together with packagings, discarded, empty, uncleaned with residues presenting a hazard of other classes. Packagings, discarded, empty, uncleaned with residues presenting a primary or subsidiary hazard of Class 5.1 shall not be packed with other packagings, discarded, empty, uncleaned with residues presenting hazards of other classes in the same outer packaging.

In 4.1.4.1, packing instruction P200(13), in 2.4, the reference to EN ISO 11114-1 is updated to the 2020 edition.

The tables in 4.1.6.15 have been updated and the opening paragraph is amended to read: For UN pressure receptacles, the ISO standards and EN ISO standards listed in Table 1, except EN ISO 14245 and EN ISO 15995, shall be applied. For information on which standard shall be used at the time of manufacturing the equipment, see 6.2.2.3.

For other pressure receptacles, the requirements of section 4.1.6 are considered to have been complied with if the standards in Table 1, as relevant, are applied. For information on which standards shall be used for the manufacture of valves with inherent protection, see 6.2.4.1. For information on the applicability of standards for manufacturing valve

amended by inserting before the existing text “HYDROGEN PEROXIDE, STABILISED or”.

For UN 3509, “VC1” is inserted in column (17); for UN 3536, in the top of the cell in column (15), “-“ is replaced by “2”. Changes in Table A of Chapter 3.2 are mirrored by consequential changes in Table B.

protection caps and valve guards, see Table 2: Paragraph 4.3.3.3.2, which requires indication of any previous cargo other than the immediately preceding gas carried in a tank, battery vehicle or multiple-element gas containers (MEGCs) to be covered up, is deleted. »

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The Note to 5.3.2.1.5 is amended to read: This paragraph need not be applied to vehicles carrying bulk containers, tanks and MEGCs with a maximum capacity of 3 000 litres.

In note 2 to 6.2.3.5.1, a standard reference is updated to read “EN ISO 16148:2016+A1:2020”. There are a number of other updated references to standards in 6.2.4.1 and 6.2.5.4.2.

A new sentence is added after the first sentence of 6.8.2.2.1: Welded elements shall be attached to the shell in such a way that tearing of the shell is prevented.

In 6.8.2.6.1, the reference in the table to EN 13175 is updated.

Paragraph 6.8.3.4.6 is amended to read: For tanks intended for the carriage of refrigerated liquefied gases: (a) By derogation from the requirements of 6.8.2.4.2, the periodic inspections shall take place at least after six years at least after eight years of service and thereafter at least every 12 years. (b) By derogation from the requirements of 6.8.2.4.3, the intermediate inspections shall take place at least six years after each periodic inspection.

In 6.8.4(a), TC6 is amended to read: The wall thickness of tanks made of aluminium not less than 99 % pure or aluminium alloy need not exceed 15 mm even where calculation in accordance with 6.8.2.1.17 gives a higher value.

In 6.8.4(b), the second sentence of TE14 is amended to read: The thermal insulation directly in contact with the shell and/or components of the heating system shall have an ignition temperature at least 50°C higher than the maximum temperature for which the tank was designed.

PROPOSALS ON TANKS France sought a change to 9.7.6 to clarify the requirement for the rear protection of vehicles and, specifically, the meaning of the “clearance of at least 100 mm between the rear wall of the tank and the rear of the bumper”, which it said is ambiguous.

There were mixed views on how this provision should be interpreted and its was agreed that discussion should continue, on the basis of a revised proposal to be submitted by France that will take into account comments made during the session.

The representative of the Netherlands informed the Working Party about the results

of the work of the task force on the use of battery electric vehicles and hydrogen fuel cell vehicles for the transport of dangerous goods, which will be developed into a paper to form the basis of discussion at a future session of WP15. Another meeting of the task force was due to be held in January 2021, with the participation of the World Forum for Harmonisation of Vehicle Regulations (WP29).

Netherlands and the European Chemical Industry Council (Cefic) returned to a topic they had raised at the 106th session of WP15 regarding temperature-controlled transport; this had also been brought to the attention of the UN Sub-committee of Experts on the Transport of Dangerous Goods (TDG).

The joint paper felt that reference to cargo transport units should be included in 7.1.7.4.7 and that the use of thermal insulation should be mentioned in 7.1.7.4.5.

After discussion by the Working Party, it was felt that more work was needed on the first part of the proposal, but after an informal document from the UK it was agreed to amend 7.1.7.4.5, with the replacement of “Thermal insulation” by “Vehicle or container with thermal insulation” at the beginning of sub-paragraphs (c), (d) and (e).

TRANSPORT IN TUNNELS Germany arrived with three papers proposing changes to the tunnel codes. The first sought a further change to 5.4.1.1.1(k), following a decision at the 106th session to mention that the “(-)” shown in column (15) of the Dangerous Goods List against UN 3077, 1043, 2814, 2900, 2919, 3077, 3082, 3166, 3171, 3291, 3331, 3359 should be indicated in the transport document so that inspection authorities can decide whether a load bearing an orange-coloured plate is permitted to pass through tunnels. Germany felt that

 THE PROPER SHIPPING NAME FOR HYDROGEN PEROXIDE HAS BEEN EXPANDED

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REGULATIONS 57

such an entry would be incorrect in the case of substances assigned to UN 2919 or 3331, for which tunnel restrictions could be determined in the context of special arrangements described in 1.7.4 and 1.9.5.3.6.

There was no opposition to the idea but it was felt that the solution offered was perhaps too complex; on the basis of an informal document from Switzerland it was decided to add at the end of 5.4.1.1.1(k) the words “or as specified in a special arrangement in accordance with 1.7.4.2”.

Germany’s second paper on the topic dealt specifically with tunnel restrictions for radioactive materials in excepted packages (UN 2908 to 2911), which are exempted from the orange-coloured plate marking requirements. It seemed, therefore, logical that they should not have a tunnel code assigned. The Working Party decided to defer a decision on this and, meanwhile, ask the secretariat to find out the methodology used to assign tunnel codes to these entries.

The third paper from Germany sought some clarification on the application of the tunnel restriction code for the carriage of empty packagings, uncleaned, for which, it argued, it is not possible to unambiguously assign

proposal at a future session.

Switzerland also had the idea of amending the wording of 1.1.3.6.4 so as to clarify the applicability of the tunnel code requirements for mixed loads containing UN 3077 or 3082.

It was felt the proposal as it stood may have unintended consequences for other substances and the proposal was withdrawn, though it may return in a revised form.

Switzerland returned to a topic it had raised at the previous two sessions, namely the marking of transport units and containers loaded with dangerous goods in limited quantities. Once more this surrounded the need for orange-coloured plates and the inconsistency this causes when travelling through tunnels. It was felt that the solution Switzerland proposed would not solve the problem and, while the secretariat came up with an alternative, no consensus could be reached. The Working Party invited Switzerland to come up with a better solution and, noting that the issue had been rattling round for a while now, encouraged other delegations to forward their comments in writing so that, with luck, a resolution can be achieved at the next meeting.

a tunnel restriction code. The Working Party agreed that this needed work but pointed out the issues that may arise in the carriage of packagings that last contained dangerous goods with a tunnel code ‘0’ and that a tunnel code has been assigned to UN 3509 empty packagings. Germany may present a revised

for the transport of battery-electric vehicles and hybrids as loads, saying that special provision 667(b)(ii) uses vague terms that are open to interpretation. Its paper included a proposed Note to be added under that sub-paragraph to make it clearer how to apply the provisions. »

OTHER PROPOSALS Austria proposed clarification of the rules

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Several delegations felt this was an issue for the Joint Meeting to consider, since SP 667 is common to RID, ADR and ADN. The Working Party also noted that work was under way within the European Automobile Manufacturers Association (ACEA) on the conditions and procedures for managing the exchange of damaged or expired batteries of electric vehicles; it will be kept appraised of progress of that work. Meanwhile, Austria may return with a revised proposal.

The secretariat felt that the new second paragraph to 9.1.3.4 that appears in the 2021 edition of ADR meant that consequential textual amendments were necessary and also that it could be re-written for clarity.

As it turned out, the textual amendments had already been taken care of and rather than change the recently adopted text, the Working Party agreed a new text for the final paragraph: However, these provisions shall not mean

Chapters 6.8, 6.9 and 6.10.

A brief paper from Spain proposed the deletion of special provision V6, which had been removed from RID as long ago as 2007 and which no longer applies to any entries in ADR’s Dangerous Goods List. The Working Party agreed that this must be an error and deleted the provision.

INTERPRETATION OF ADR Turkey returned to an issue it had raised earlier, seeking information on the construction and testing requirements for means of segregation to comply with note ‘a’ to the table in 7.5.2.2 on the carriage of explosives of compatibility groups B and D in the same vehicle.

There was a difference of opinion on the matter; some delegations were in favour of starting work to introduce specifications, while others felt that it would be difficult to reach a harmonised position in view of the

Recommendations for the Safe Transportation of Detonators in a Vehicle with Certain Other Explosive Materials, and that this might serve as a basis for future work.

The Council on Safe Transportation of Hazardous Articles (COSTHA) said it found 7.5.2.3, dealing with mixed loading, ambiguous.

It noted that the paragraph appears to be a combination of the old marginals 10 405 and 11 405, with the latter applicable only to Class 1 explosives, and that their combination is confusing. Those delegations that responded said that there are no known implementation problems but COSTHA was invited to continue discussions with the UN TDG Sub-committee’s Working Group on Explosives, which could lead to further changes.

Switzerland raised an issue in the distribution of petroleum products that has emerged during roadside checks. It invited the Working Party to consider whether the term “offered for carriage” in 5.4.1.1.1 refers to the quantity of dangerous goods present on board the vehicle at the start of the carriage or to the quantity of dangerous goods remaining in the vehicle, for example, at the time of an inspection.

The Working Party confirmed that the information on the total quantity of each dangerous good included in the transport document(s) carried on board, in accordance with 5.4.1.1.1(f), should make it possible to assess the quantity present in the vehicle at a given moment, for example during an inspection.

Germany raised a question about the carriage of flammable wastes in vacuumoperated tanks and, in particular, the provisions in 6.10.3.8(b). Its lengthy informal paper set out the problems it felt exist and offered a solution in terms of additional text

that tank inspections have to be carried out at intervals shorter than those laid down in

different possible configurations. It was also noted that the informal working group for the clarification of 9.3.4.2 on the construction of EX/III vehicles is no longer active and cannot take up the work. Ireland noted that it relies on the specifications in the Institute of Makers of Explosives’ (IME)

for 9.7.8.2 on the location of and relevant standards for non-electrical equipment.

After discussions, Germany said a revised proposal would be put to the Joint Meeting.

Sweden noted that the packing group II entry for wastes assigned to UN 3291 was removed in the 2021 editions of ADR, RID and

 THERE ARE STILL ISSUES WITH THE ASSIGNMENT OF SOME TUNNEL CODES

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ADN. Until then, it was covered in the table in 1.1.3.6.3 but, since the introductory sentence of that refers specifically to packing group II material, it no longer covers UN 3291. Was this intentional? If not, it should be mentioned in that table. The Working Party confirmed that, as UN 3291 is assigned to transport category 2, it should be covered by the table in 1.1.3.6.3 and decided to add a new row after “Class 6.1” for Class 6.2, with a specific mention of UN 3291.

Three informal papers, from Sweden, Norway and the secretariat, queried the amended security provision S1 (6) that appears in the 2021 edition of ADR; it would appear that supervision is not required, since 1.10.3 does not apply. The Working Party noted that the list of Class 1 articles to which 1.10.1, 1.10.2 and 1.10.3 apply could benefit from a review.

The secretariat also felt that UN 0512 and 0513 should perhaps have been included in S1 (6) and that UN 0511 should probably be added to the list in 1.10.4. A submission will be made to the Joint Meeting.

Germany returned to its earlier question about the applicability of 9.2.1.1 concerning the electrical equipment of vehicles and, in particular, the relevant date of registration of the vehicle. In another informal document, the Netherlands offered its observations on the question. The Working Party invited the two delegations to work together on an official paper for the next session.

OTHER BUSINESS Cefic submitted two informal documents on the stability of tank vehicles, comparing the ADR provisions in 9.7.5 with those in UN Regulation No 111. The Working Party

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decided to set up an informal working group, to be led by Cefic, to try to answer the questions raised.

Spain drew the Working Party’s attention to a paper submitted to the UN TDG Sub-committee by the International Atomic Energy Agency (IAEA), detailing some inconsistencies between the 21st revised edition of the UN Model Regulations and the 2018 edition of the IAEA Regulations for the Safe Transport of Radioactive Material. The 2021 edition of ADR is based on the 21st revised edition of the UN Model Regulation and therefore contains the same inconsistencies. Chief among these is the leakage test for low specific activity radioactive material (LSA-III), which has been eliminated from the IAEA Regulations but still exists in ADR. Noting that the TDG Sub-committee had been informed and is likely to make the necessary changes, the Working Party suggested that Spain initiate multilateral agreements once the TDG Sub-committee has adopted the amendments.

The Netherlands noted that, with the recent increase in the volume of hydrogen being transported, it has been receiving a lot of questions about the carriage of hydrogen in equipment. It offered two examples, which result in different treatment through the application of ADR requirements, and noted that it seems strange that there are no requirements for machinery fuelled by hydrogen. The Working Party took note of the comments, which may well presage further work in this area.

The Working Party is due to hold its 109th meeting from 3 to 7 May 2021.

 DISCUSSIONS WILL CONTINUE ON THE DESIGN OF VEHICLES CARRYING MIXED LOADS OF EXPLOSIVES AND VACUUM-OPERATED TANKS FOR THE CARRIAGE OF WASTES

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WRAPPING IT UP EXPLOSION PROTECTION • ALL MANNER OF EQUIPMENT USED IN A POTENTIALLY EXPLOSIVE ATMOSPHERE PRESENTS A HAZARD. DON’T FORGET SHRINK WRAPPERS, PYROBAN SAYS THE RISKS POSED by forklift trucks operating in potentially explosive atmosphere are becoming more widely known, with firms increasingly taking steps to ensure that their equipment complies with the requirements of the ATEX Directive. Yet, according to Matt Booth, sales manager for Pyroban in the UK and Ireland, one of the leading suppliers of explosion-proof equipment, the dangers posed by shrink wrappers are often overlooked.

Shrink wrap machines are often present in potentially explosive atmospheres, such as operations handling paints, coatings, chemicals or other flammable substances.

They may be used within a production or warehouse area to apply shrink film or stretch wrap to individual products or batches of products before onward transport. Often, these areas are designated as Zone 2 within the definition of the ATEX Directive, where an explosive atmosphere is possible but not expected, and generally would be the result of an accidental release of gas or vapour.

“The risk with shrink wrappers is that just one spark from its electrical systems, or even from friction or static, could be

 SHRINK WRAPPERS PRESENT A PARTICULAR HAZARD IN POTENTIALLY HAZARDOUS ATMOSPHERES BUT EQUIPMENT IS READILY AVAILABLE TO REDUCE THE RISK OF EXPLOSION

enough to cause ignition if an explosive atmosphere is present,” Booth explains.

“This could have catastrophic consequences, so it’s vital to apply explosion protection measures to these machines, just as you would for a forklift working in the same area.”

says Booth. “Gases aren’t limited by a hazard sign and can easily cross from a Zone 2 warehouse to a ‘safe’ loading area where your shrink wrapping takes place.”

Pyroban Ltd, founded in 1972, provides explosion protection solutions for industries around the world. It offers explosion protection conversions for materials handling equipment, as well as explosion protected diesel engine packages and kits for well service applications. The company also offers a range of explosion protected components, Ex-solutions and support services for all its products. www.pyroban.com

WHAT’S THE SOLUTION Pyroban’s system6000 explosion protection conversion is popular for forklifts and other handling equipment but can equally be applied to shrink wrap machines, and any other powered equipment that may be used in Zone 2 areas. It combines various explosion protection methods with active gas detection systems, which audibly and visibly alert the user of the machine to the presence of an explosive atmosphere so that the source of the release can be identified and rectified.

Should a high level of gas or vapour be detected in the atmosphere, system6000 can also safely stop the machine from operating, preventing explosion and protecting people. Similarly, the Gascheka Zone 3™ active gas detection system can be fitted to shrink wrappers in areas just outside of, or adjacent to, Zone 2, where standard equipment without explosion protection systems in place could also present a risk.

“In operations handling flammable materials, explosive atmospheres are still possible in areas deemed ‘non-hazardous’ within the meaning of the ATEX Directive,”

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MODERN MARINE MARITIME • FOR THOSE IN THE DANGEROUS GOODS WORLD, MSC’S SESSION WAS NOTABLE FOR ITS ADOPTION OF THE LATEST IMDG CODE AMENDMENT, BUT THERE WAS PLENTY MORE

THE INTERNATIONAL MARITIME Organisation’s (IMO) Maritime Safety Committee (MSC) met in a virtual format this past 4 to 11 November, approving and adopting a range of measures put forward by its various sub-committees and working groups. Changes to the session’s arrangement were forced on IMO by the ongoing Covid-19 pandemic, which also informed some of the discussions by MSC, including the approval of a circular endorsing

were adopted to the International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code), related to the fuel containment systems, fire safety, welding of metallic materials and nondestructive testing. Similarly, amendments were agreed to the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code), related to welding procedure tests for cargo tanks and process pressure vessels.

protocols developed by the shipping industry to ensure that crew changes can take place safely, albeit this seems to have had a limited effect thus far.

MSC also responded to other changes, notably the growing use of alternative fuels for ships’ propulsion systems. Amendments

MSC also approved interim guidelines for the safety of ships using methanol or ethanol as fuel, with the aim of establishing an international standard. The guidelines include provisions for the arrangement, installation, control and monitoring of machinery, equipment and systems using

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alcohol fuels so as to minimise the risk to the ship, its crew and the environment, having regard to the nature of the fuels involved. MSC had already invited the International Organization for Standardisation (ISO) to develop standards for the use of these fuels and for the necessary couplings for bunkering operations.

The Sub-committee on Carriage of Cargoes and Containers (CCC) is, meanwhile, continuing to work on this topic, with the ongoing development of draft interim guidelines for the safety of ships using fuel cell power installations, and the development of draft amendments to the IGF Code to include safety provisions for ships using low-flashpoint oil fuels.

OTHER AMENDMENTS ADOPTED Elsewhere, MSC approved recent work that will result in changes to a wide array of maritime operations, including goal-based ship construction standards, firefighting systems and other fire safety measures, lifeboats, second generation intact stability criteria, the safety of ships carrying industrial personnel, onboard lifting and anchor handling winches, vessel traffic services and vessel routeing measures, and the

REGULATIONS 63

Standards of Training, Certification and Watchkeeping (STCW) Convention, this latter also reflecting technical changes by including as a draft amendment the notion of the ‘electro-technical officer’.

MSC approved amendments to the Code of Safe Practice for Cargo Stowage and Securing (CSS Code) related to weatherdependent lashing, heavy cargo items and semi-standardised cargoes such as vehicles on ro-ro ships, with consequential amendments to the revised Guidelines for the preparation of the Cargo Securing Manual.

More specific to the transport of dangerous goods by sea, MSC also approved guidelines for the acceptance of alternative metallic materials for cryogenic service in ships carrying liquefied gases in bulk and ships using gases or other low-flashpoint fuels.

Also, having noted satisfactory fatigue test result, MSC approved revised interim guidelines on the application of high manganese austenitic steel for cryogenic service.

Subject to the decision of the Marine Environment Protection Committee (MEPC), MSC endorsed revised carriage requirements for methyl acrylate and methyl methacrylate developed by the Sub-committee on Pollution Prevention and Response (PPR).

The guidelines note the importance of using the correct carriage requirements when transporting these cargoes in order to avoid potential sources of heat that could initiate a polymerising reaction in the cargoes.

IMDG CODE CHANGES MSC confirmed the changes that appear in the International Maritime Dangerous Goods (IMDG) Code Amendment 40-20,

 IMO IS HAVING TO FOLLOW TECHNICAL DEVELOPMENTS TOWARDS DECARBONISATION VERY CLOSELY, WHILE ALSO KEEPING UP WITH THE NEED TO MAINTAIN MODAL HARMONISATION WITHIN THE IMDG CODE

as developed by CCC and the Editorial & Technical Group. As with the other modal regulations, the extent of the changes is rather briefer than usual, as a result of the loss of regulatory meetings scheduled for the second and third quarters of 2020. In addition, MSC recognised the difficulties facing many shippers and carriers during the Covid-19 pandemic and, while Amendment 40-20 is available for use as from 1 January 2021, it will only become mandatory on 1 June 2022, five months later than would be the expected date.

The list of changes appearing in Amendment 40-20 mirrors to a great degree those in other modal regulations, to harmonise with the 21st revised edition of the UN Model Regulations.

These include, but are not limited to: a large variety of changes relating specifically to radioactive materials; four new UN numbers (0511 to 0513 for detonators, electronic and 3549 for medical waste of Category A, solid); the definitions of self-accelerating decomposition temperature (SADT) and self-accelerating polymerisation temperature (SAPT); the indicative list of high-consequence dangerous goods in 1.4.3.1.2; a new 5.5.4 covering dangerous goods contained in equipment and intended for use during carriage (such as data loggers and telematics units); and various amendments to the packing instructions and special provisions.

More specific to maritime transport, there are a number of amendments to the segregation groups, notably 7, 8, 11, 15, 17 and 18, and four alcoholate entries (UN 1289, 1431, 3206 and 3274) assigned to SGG18.

The deletion of special provision 76, which said that transport is prohibited except with competent authority approval, has led to the some of the UN numbers previously allocated to it being given stowage

Division 6.2 infection substances, and the rewording of SG27, SG28 and SG34, which apply to some explosives, to specify they should be “separated from” rather than “away from” other substances. An amendment to SG53 now says that material “shall not be stowed together with combustible material in the same cargo transport unit” rather than merely “separated from” liquid organic substances; the change means it applies to solids and to organic materials, though there is no longer a requirement for segregation between cargo transport units.

Finally, the Emergency Response Schedules (EmS) have been updated to reflect the changes in Amendment 40-20, including an update to the spillage schedule ‘S-S’ for radioactive material. The index to the EmS has also been updated, largely to replace spillage provisions with underlined equivalents to take into account the special cases that apply to marine pollutants, and adding several entries to take into account distinctions in provision of emergency schedules as per packing groups.

This brief summary is not exhaustive and all those involved in the transport of packaged dangerous goods by sea should ensure they are in possession of a current copy of the IMDG Code – and also that they understand how to use it.

categories. The stowage provisions in 7.1.4.2 for marine pollutants are now also applied to infectious substances of UN 2814, 2900 and 3549.

Other changes include the application of SW22 to waste gas cartridges as well as waste aerosols, a new ‘H5’ handling code for

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NOT OTHERWISE SPECIFIED TABBY CAT With the new year upon us, here on the Back Page we recently spent a happy weekend going through the new edition of ADR and tabbing it up, with the help of a shiny new set of adhesive tabs kindly provided to us

by Labeline International.

And how good the two volumes looked after the job was done! Nice, regular tabs at each Part and Chapter, and we especially liked the tabs that divided up the Dangerous Goods List into relatively digestible 200-entry chunks – makes it much easier to get to the entry we need quickly. There are also tabs to go where the packing instructions start, where the documentation requirements begin, and where the provisions for mixed packing and mixed loading (aka ‘segregation’) can be found.

But welcoming a new copy of ADR into the office is not simply a matter of placing tabs neatly and squarely at each chapter (while remembering to start from the back, making it easier to get them all straight and legible). There are also all those notes and scribbles from the last edition to carry over, the highlighting of important bits of information and the aides-memoire jotted down in the margins.

And, once all that is done, there were quite a few pieces of cut-up Post-It notes hanging over the edges of the pages in the 2019 edition. And they tell a story: not everything in the regulations is where you expect it

well be found in Chapter 6.5, along with all the other specifications for IBC construction and testing. But no, it’s actually in the definition of IBC in 1.2.1. So that’s why there’s a Post-It note there.

We also found it necessary to add a tab at 2.1.3.10, the table of precedence of hazards. This is a pretty fundamental piece of information for classification purposes: without it, it is impossible to be sure of the correct classification of substances that have more than one hazard, but it is secreted in the ‘General Provisions’ in Chapter 2.1.

Also hidden in Chapter 2.1 (at 2.1.3.5.5) are the provisions for the classification of wastes; this has received a lot of attention lately at the regulatory meetings and we expect to see a lot of changes when the 2023 regulations roll around. Chapter 2.1 also hides (at 2.1.4) provisions for the classification of samples.

We also needed to highlight the locations of the tables of self-reactive substances (2.2.41.4) and organic peroxides (2.2.52.4), just so we can go straight to them when needed. And by this point we are still in Volume I. Volume II now looks like a hedgehog has been squashed between the pages, given the large number of unsightly tabs that have been added, for items like the hierarchy of tanks, provisions for unpackaged articles, the model labels, tank codes, overpacks, orientation arrows…

to be. Or, at the very least, some important things are hidden away among the 1,250 or so pages of the two volumes.

For a start, there is the issue of the maximum size of intermediate bulk containers (IBCs). How big can an IBC get before it’s something else? To the uninitiated, this might

HCB readers will no doubt have their own ways of doing this, and we feel for those multimodal trainers who have four or five different sets of rules to get through. But it has to be done; at least it’s another two years before it needs to be done again (unless you’re working with the IATA DG Regulations).

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Core Plastech

31

Fort Vale

23, 33

Freight Merchandising Services

53

IP Week

02

Labeline

55, 57, 59, OBC

Scanjet

13

TWS Tankcontainer-Leasing

25