HCB November 2021 by Enhesa Product

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BRING ON THE NEW SUPPLY CHAINS PREPARE FOR NEW FUEL STREAMS EPCA REIMAGINES THE FUTURE SLOW START FOR UN EXPERTS DIGITISATION RATCHETS UP

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UP FRONT 01

EDITOR’S LETTER

Way back in the 20th century, when I first climbed the wooden

and positioned alongside Chemical Watch, which Enhesa

stairs up to HCB’s poky office in Covent Garden in the middle

acquired in December last year.

of London, little did I expect that nearly 30 years later I would

I expect many HCB readers will be aware of Chemical

be the last of the gang to still be working on the title. Nor, indeed,

Watch, which is aimed at those compliance professionals

did I expect that there would be a change of ownership just six

managing chemicals under regulatory regimes such as GHS,

months later and that we would be decamped first to the badlands

REACH, CLP, OSHA, US EPA and their counterparts around

of Nine Elms and then later to the relative comfort of Victoria.

the world. I’m also aware that many of those compliance

Then there was another change of ownership and we moved

professionals have similar responsibilities under the various

again to Informa’s extensive office space near Old Street, where

regulations for the transport of dangerous goods, so are

we joined up with other publications in the maritime and freight

a natural bank of readers for HCB.

transport areas. That lasted for more than a decade before a

Clearly there are synergies between the two. As Peter

round of rationalisation led to HCB being sold to me, which

Schramme, CEO of Enhesa, says, “HCB’s global coverage and

presented me with what can only be described as a ‘steep learning

regulatory expertise dovetails with our existing operational and

curve’. It was a thrilling, worrying, challenging time that ultimately

product compliance brands and in particular complementing

failed through a lack of investment, so I sold the title to a contract

and adding to Chemical Watch’s news coverage of the product

publishing outfit in Finchley, north London, who were looking

life-cycle, product compliance and chemicals management.”

to expand into the B2B space.

As HCB becomes more integrated into the Chemical Watch

Throughout this history, HCB’s various owners have often

platform over the coming months, I expect those synergies

struggled to understand how to position the brand, how it fits

to improve our coverage of transport regulations, especially

in with the broader transport sector and what our loyal readers

in Asia and in emerging markets around the world. We will

expect from us. Who are those readers and what do they want?

be focusing more tightly on regulatory development and

How do we reach potential readers in similar situations?

on technical innovations that can help improve safety

And always – perhaps most importantly – how can we make

in the transport chain.

more money from the title? Writing this now in October 2021, I can report that HCB has

For now, though, it is ‘business as usual’ as we continue to deliver the coverage that our readers expect. But if you have

once more changed hands and I have plenty of reasons to believe

ideas as to how we can improve our service to the regulated

we may at last have found a home where we will be understood.

industries, feel free to get in touch with me on my new email

We have been acquired by Enhesa, a Brussels-based provider

address: peter.mackay@chemicalwatch.com.

of comprehensive EHS and product compliance intelligence,

Peter Mackay

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UP FRONT 03

CONTENTS VOLUME 42

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NUMBER 10

UP FRONT

TANKER SHIPPING

Letter from the Editor 01

To the cleaners Clean Sea takes over Marinvest

Learning by Training 05

Green Danube Chemgas has hydrogen plans

TANKS & LOGISTICS

Built to fit Exmar trials new containment

30 Years Ago 04

SAFETY

Reimagine that EPCA looks at the transformation

A new lease on life ALBATROSS offers a better package

Through the shallows HGK builds for BASF

News bulletin – tanker shipping

A family affair Van den Bosch buys TCS Trans

Coral symphony Essers buys in Spain

Well on the way Bertschi ahead of the sustainability game 20

Keep up the pressure Fort Vale innovates IBC valve

News bulletin – industrial packaging

Tear down the walls Nexxiot aids visibility

Bad all over CBA reports worsening market

Open shop Pelican launches customer portal

Gateway to Asia Biesterfeld buys in Singapore

News bulletin – chemical distribution

Innovation on tap New equipment from Perolo

COURSES & CONFERENCES

28 30

Managing Editor Peter Mackay, dgsa Email: peter.mackay@chemicalwatch.com Tel: +44 (0) 7769 685 085 Advertising sales Sarah Smith Email: sarah.smith@chemicalwatch.com Tel: +44 (0) 203 603 2113 Publishing Manager Sarah Thompson Email: sarah.thompson@chemicalwatch.com Tel: +44 (0) 20 3603 2103

Publishing Assistant Francesca Cotton Senior Designer Harrison Tanner Chief Operating Officer Stuart Foxon Chief Commercial Officer Richard Butterworth

Well grounded Newson Gale advises on static

Fire in the belly Qatar Airways renews ULDs

News bulletin – safety

A slow burn UN experts get back to work

BACK PAGE

NEXT MONTH

Conference diary 45 The future works DG Online Training recognised

Not otherwise specified 64

CHEMICAL DISTRIBUTION

News bulletin – tanks and logistics

Assault on batteries IATA launches CEIV LiBa

REGULATIONS

INDUSTRIAL PACKAGING

Set the oven Temperature control with Savvy

Don’t get cross Civacon avoids cross-drops

Incident Log 48

LPG tanker fleet review Developments in chemical distribution More from the EPCA Annual Meeting Looking ahead to 2023’s regulations

CW Research Ltd Talbot House Market Street Shrewsbury SY1 1LG

ISSN 2059-5735 www.hcblive.com

HCB Monthly is published by CW Research Ltd. While the information and articles in HCB are published in good faith and every effort is made to check accuracy, readers should verify facts and statements directly with official sources before acting upon them, as the publisher can accept no responsibility in this respect. ©2021 CW Research Ltd. All rights reserved

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30 YEARS AGO A LOOK BACK AT NOVEMBER 1991

Flicking through the pages of the November 1991 issue of HCB reminds us once again that, in many ways, not a lot has happened over the past 30 years. For example, the US National Transportation Safety Board (NTSB) was even then concerned with the safety of rail tank wagons, particularly their ability (or not) to withstand impact during a derailment. NTSB noted that highly hazardous materials were still being transported in tank cars that provided inadequate protection, even though improved tank cars were available. It remarked that DOT-111A tank cars had a particularly high incidence of failure and repeated its call for better puncture protection, thermal protection and/or thicker shells. Indeed, our Incident Log that month reported on a head-on collision between two freight trains near Knox, Indiana in September, which resulted in a spillage of molten sulphur, a large fire and the death of one engineer. NTSB also called for an improvement in emergency response plans, with the participation of railroad and local emergency response personnel, and for better training. Some of these recommendations have come to pass, though NTSB, along with the Federal Railroad Administration and Association of American Railroads, is still pursuing a number of safety goals in rail transport. Elsewhere in November 1991, there were – perhaps surprisingly – some early signs of the promotion of a circular economy, not least in the field of dangerous goods packaging. The UN Sub-committee of Experts on the Transport of Dangerous Goods (those nice people who are responsible for the Orange Book) took a hard look at clarifying the specifications for reconditioned metal drums, on the basis of a paper from the International Confederation of Drum Reconditioners,

HCB MONTHLY | NOVEMBER 2021

which was largely supported. Indeed, HCB noted that part of that support was based on the environmental advantages offered by reprocessed metal drums. Other issues on packaging that the Sub-committee worked on that year included a US proposal to add a vibration test, a revised definition for ‘siftproof’, clarification of the pressure differential requirement for air transport, and revisions to the marking requirements. Also on the regulatory pages, HCB reported that IMO’s Legal Committee was eager to progress the adoption of the HNS Convention, which sought to provide a compensation regime for damage arising from the maritime transport of hazardous and noxious substances, analogous to that already in place for oil. While completion of the HNS Convention was turning out to be a complex and time-consuming matter, it was anticipated that the initial ‘late 1992’ deadline would be pushed back to 1994. It has, in fact, turned out to be even more complex than envisaged and the HNS Convention remains – notionally, at least – a work in progress. Perhaps there are some who are hoping that the world will eventually forget all about it. On a more positive note, it appeared that the US Chemical Manufacturers’ Association’s (CMA) new Responsible Care initiative was paying dividends in terms of safety. Research suggested that chemical producers were becoming increasingly choosy about their logistics partners, resulting in fewer getting the work, and that transport had become a senior management issue within the chemical industry. CMA had begun work to develop a third-party assessment system that would audit carriers for safety fitness and regulatory compliance. It seems normal nowadays but in 1991 this was ground-breaking stuff.

UP FRONT 05

LEARNING BY TRAINING by Arend van Campen

CYBER ATTACKS, CYBER ETHICS A crippling ransomware attack on one of the largest fuel distribution networks in the US has brought into sharp focus the cyber threats facing infrastructure of national importance. The taking of the Colonial Pipeline brought the authorities’ worst fears to life. The ransomware attack disabled the 5,500-mile network, causing fuel shortages in the south-eastern states of the US and prompting the Biden administration to declare a state of emergency. Although the Colonial Pipeline Company’s CEO, Joseph Blount, controversially paid the $4.4m (£3.2m) ransom, the network was out of action for a week. Let’s talk about automation. We can observe that more ‘crucial systems of strategic importance’ in our industry such as marine storage terminals, refineries, chemical production and distribution sectors are being maximally automated. This increases the risk of cyber-attacks. Therefore, our course on Cyberethics is valuable for those who are perhaps not fully aware of human actions in Artificial Intelligence, Robots, Algorithms, Cyber Crime & Security. Learning about how those technologies impact our businesses and lives, individually and globally, is essential for all those managing and operating our local and global energy and transport infrastructure. What are the risks we need to be vigilant about? It implies both many positive impacts and outputs from new technologies but also specific

organise and run our business. Who are we as humans amidst the cyberspace? Our online course addresses the salient ethical questions in relation to security, technologies and artificial intelligence, freedom and responsible citizenship in economics and day-to-day business. Participants will benefit from full and free access to the Globethics.net online library with a plethora of publications in several collection areas of applied ethics. The course is based on the publication Cyber Ethics 4.0: Serving Humanity with Values written by Christoph Stückelberger and Pavan Duggal. It will help our participants to: • Recognise the main ethical aspects in cyber environment • Apply ethics, core values to all decisions made within cyber space • Analyse cyber space management approaches and models from the ethical perspective • Create new principles of behaviour in cyber space that meet global ethical principles and rules. Our industries are ‘complex’ systems of business. Automating them may be attractive, because many believe that if an algorithm is handling things, no human error can be expected. However, it is wise to understand that human beings write code and AI copies human behaviour. AI can’t be programmed to self-reflect and does not

and global risks that we need to anticipate. Not all automation is moral and ethical. Decision making based on the artificially produced conclusions needs human contemplation, because inevitably dilemmas will occur. The cyberspace permeates all dimensions of our contemporary life. It influences the way we travel, the way we remain in connection with others, communicate and harvest information, and ultimately how we

automatically ask this simple question: is it right or wrong? Without cyber ethics our industry remains vulnerable. Those interested in learning more about this training course should contact Arend van Campen, founder of TankTerminalTraining, at arendvc@ tankterminaltraining.com. More information on the company’s activities can be found at www.tankterminaltraining.com.

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When Performance Matters.

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TANKS & LOGISTICS 07

REIMAGINE THAT

THE PAUSE IN ACTIVITY necessitated by Covid-related lockdowns and restrictions has provided time for reflection. But there is plenty of work to be done, especially if the European petrochemical industry is to be in the right place to play its part in the coming energy transition and the move towards a more sustainable, decarbonised future. That means getting everyone together to discuss the way forward – something that remains difficult. Introducing this year’s Annual Meeting

“It has never been so critical to connect our community throughout the supply chain,” Ciuciu added. “The sustainable transition requires innovation and bold leadership. The time to act is now!” Clarifying that comment, Ciuciu added that we are no longer asking why we need a more sustainable future – but how we are going to get there. To facilitate that conversation, the EPCA team had redesigned the business sessions that have been a long-standing feature of the

keen to widen the audience, as it sees all parts of its member companies as having roles relevant to the transition, not just the business-facing departments. All attendees – of which there were around 800 at the start of proceedings – were challenged to reimagine the future and think about what they would each have to do to bring that vision to fruition. That is a very different challenge to that which normally faces delegates to the Annual Meeting. As EPCA president Hartwig Michels, president of petrochemicals at BASF, said in his opening speech: “Normally we would be talking about the challenging year in 2020 and what we can learn from it, the coming economic conditions and supply chain challenges. But,” he went on, referring to the meeting’s theme of ‘Future Reimagined’, “it is clear to all that industry has to reinvent itself for the sustainable transformation.” Michels was pleased to see that the

of the European Petrochemical Association (EPCA), perforce once more held in a virtual fashion in the first week of October, CEO Caroline Ciuciu stressed the need to reconnect after the pause: “It’s time to start the conversation!”

Annual Meeting, drawing in speakers from a wider community, especially from areas downstream of the petrochemical industry itself, as well as from the regulatory authorities – which in particular generated some sparky debate. EPCA had also been

petrochemical industry in Europe is taking a ‘can do’ approach to the transition, reducing its carbon footprint and moving towards a circular economy, while still remaining competitive in the global market. But the transition will be expensive, which points

CONFERENCE REPORT • EPCA’S 55TH ANNUAL MEETING FEATURED A SURPRISING LEVEL OF AGREEMENT ON HOW THE INDUSTRY AND ITS SUPPLY CHAINS CAN MEET ENVIRONMENTAL TARGETS

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to higher prices for consumers. And Michels finished by calling on legislators to move away from setting targets and instead focus on creating an environment that supports the transition. TALK TO THE BOSS Moving on to the first of the main sessions, Karin Helmstaedt, the regular moderator for the Annual Meeting, noted the clear words from Ciuciu and Michels and the challenges they mentioned that lie ahead. As she pointed out, 2020 was defined by the pandemic but 2021 has been defined by the climate crisis. She then introduced Dr Martin Brudermüller, chairman of the board of BASF and also president of the European Chemical Industry Council (Cefic), who looked at the EU Green Deal and the recently announced ‘Fit for 55’ package, which aims to reduce Europe’s emissions by at least 55 per cent by 2030, as a first marker on the road to achieving climate neutrality by 2050. “The European chemical industry supports this transition,” Dr Brudermüller said and, echoing Ciuciu’s earlier comments, added

that the question is now how industry will do it – while staying competitive. There are some key requirements: industry needs access to more renewable energy at reasonable prices; and it will need a new kind of collaboration with governments and legislators. Competitiveness will certainly be an issue; the chemical industry is being hit hard by the transformation it is undergoing, with demands for reduced energy consumption and emissions and the move towards more circularity. This is a particular challenge for small and medium-sized enterprises (SMEs). “We need the chemical industry to meet the EU Green Deal targets,” Dr Brudermüller stressed. “The European Commission recognises that it is indispensable in providing the solutions to meet those targets.” But in which direction should innovation go? The chemical industry needs a roadmap and a formula for innovation. “Renewable energy is key to everything,” Dr Brudermüller said, “but it has not been defined how it is to be delivered on an EU basis. We need more transmission capacity and inter-connectors for a Europe-wide

renewable energy network.” Given the level of cost involved, Dr Brudermüller said he feels it only fair to ask for appropriate funding for pilot projects. “Industry needs support on the transition journey,” he noted. A company such as BASF, with operations around the world, is not only impacted by the EU’s legislation, it also has to review its operations elsewhere. “China has the right idea with support and funding,” he added, saying the US is also pointing in that direction. “Europe has to follow if industry is to remain competitive.” Dr Brudermüller closed with a call to the petrochemical industry to make more noise about what it is already doing: “We need to be visible about what we are investing in and what that provides in terms of the sustainable transformation.” AROUND THE TABLE Dr Brudermüller’s comments fed into a panel session that demonstrated the broader palette EPCA is now working with, featuring speakers from Covestro, ExxonMobil Chemical and Maersk Ocean & Logistics. Klaus Schäfer,

 PICTURE CAPTION: SECOND QUARTER TO BE SOMEWHAT STRONGER THAN THE FIRST QUARTER.”

HCB MONTHLY |NOVEMBER 2021

TANKS & LOGISTICS 09

chief technology officer of Covestro, picked up on earlier comments, saying that, for the transformation to succeed in the desired time frame, we need to distinguish between the current market and ‘normal’ conditions. “Prices will not remain as high as they are now,” he said. There are, Schäfer said, many different pathways to sustainability but the electrification of industry and growing use of hydrogen will be crucial. This indicates, for instance, a doubling in electricity consumption in Germany. If renewable electricity can be delivered at a reasonable price (say, €0.04/kWh), then that alone could drive the transformation. Covestro is taking a proactive approach, establishing power purchase agreements (PPAs) for renewable energy in Germany, Belgium and China, in order to make its power consumption more renewable, and is also looking at reducing its energy consumption through the use of innovative technologies. In Europe, however, the limits on the availability of renewable electricity will mean that some 80 per cent of ‘green’ hydrogen will need to be imported. In itself, Schäfer said, that is not a problem: Europe already does that with oil and gas. Loic Vivier, senior vice-president of performance derivatives at ExxonMobil Chemical, was similarly sanguine about the challenges. The first step is to mitigate internal emissions, and then to continue to innovate so that the company can supply the products needed to allow its customers to reduce their own emissions. One current aim within ExxonMobil Chemical is to develop and implement scalable technologies, including carbon capture and utilisation/storage (CCUS) and end-of-life product management. It is also engaging with all key stakeholders. “Industry and the company must have enabling policies,” Vivier said. “Nobody has the right solution; we need

change: the transition has to happen in an orderly fashion with all players – around the world – moving in step. Finally, he echoed others in saying that regulators cannot be left to pick the right solutions; that has to be a market decision. Coming from outside the industry, Vincent Clerc, CEO of Maersk Ocean & Logistics, observed that all players are facing a similar challenge; the shipping industry is also energy-intensive and looking at a “colossal task” in meeting emissions reductions targets. “It’s not about what we do but about how we do it,” he noted, going on to say that Maersk has pledged to be carbon-neutral by 2050, hence its recent orders for new ships to be fuelled by green methanol. The risk here is not in the technology, which is well proven, but in the future availability of bio-methanol in the right volumes and in the right places around the world. Again, he added, scalability will be crucial. “It is very clear from our dialogue with customers that merely reducing the carbon intensity of ocean shipping is not helping them,” Clerc said. If all players in the chain are going to partner to reduce emissions, then

WE CAN AGREE ON THAT This far into the EPCA Annual Meeting, some themes were already firming. Collaboration across the chain is absolutely essential, and at a higher level than before. There is no single solution in any application and regulators cannot be allowed to be too prescriptive. Loic Vivier mentioned that the International Maritime Organisation (IMO) has done a good job, setting targets and leaving industry to figure out how to meet them. “We need the freedom to choose the best technology in a market environment,” Schäfer said. The panellists were also unanimous in the benefits of a global carbon tax. “ExxonMobil has been in carbon capture for 30 years,” Vivier said. “It needs a regulatory solution to make this a market, for instance with a global carbon price.” Clerc agreed: “A global carbon tax would spark massive investment (and jobs) and create growth.” The desired move towards a circular economy is also going to create challenges. As Schäfer noted, a lot of products last a long time, which means that any return chain will be mixed. Covestro is looking at ways of turning these products – he mentioned mattresses, car headlights, building insulation and refrigerators as examples – back into monomers. There is no point in taking them back any further as that merely increases energy consumption. Going forward, he noted,

collaboration and transparency. We need to listen to each other!” There is a risk in the transition, Vivier noted, and industry has to recognise and manage that. “We need to keep our eyes wide open and keep moving forward.” He also said that industry has to be mindful of the speed of

Maersk must do more. It is already moving to electrify operations at its container terminals and warehouses and is looking at the viability of using hydrogen-powered vehicles in its sites. Clerc was similarly keen to stress that, in many cases, it is not the technology that is lacking, rather it is scalable solutions.

recyclability has to be designed in at the beginning. Vivier agreed, saying that products are now being designed in such a way that they are easier to recycle. ExxonMobil has been doing a lot of work to prove its proprietary recycling technology and is now aiming to scale that up.

“IT IS CLEAR TO ALL THAT INDUSTRY HAS TO REINVENT ITSELF FOR THE SUSTAINABLE TRANSFORMATION”

Improving those technologies so they can scale up will involve investment in innovation and support for such activities would be welcomed. While customers are beginning to realise that decarbonisation will come at a cost, they are not prepared to write a blank cheque. “I am confident that we will find the solutions but it will take massive investment and brave decisions,” Clerc added. “It’s an exciting time!”

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Following on from the high-level panel session, Dr Christian Kohlpaintner, CEO of Brenntag, had some comments in a brief interview. He noted that, through the pandemic, people have been key, although the adaptability of the wider chemical industry has been vital. He added that innovation is largely taking place within smaller companies and start-ups, advising larger companies to keep an eye on what is going on there and tap into the possibilities. As head of one of the world’s largest chemical distributors, Dr Kohlpaintner was keen to point out the role that such players in the market can offer, providing a link and possibly a market for ideas. LINKS IN THE CHAIN For HCB readers, a core aspect of the EPCA Annual Meeting is always the supply chain session and this year was no different, with conversations following on from the topics covered in previous meetings. Dirk Verstraeten, chair of EPCA’s Supply Chain Programme Committee (SCPC) and senior expert logistics at Covestro Deutschland, described how the group was “continuing our journey on digitisation and sustainability” in the chemical supply chain. This year it has held two workshops, which were designed to bring in expertise both from the digital world and from sectors outside the chemical supply chain. Those workshops also involved the participation of Professor Ann Vereecke from Vlerick Business School, who has been

working with EPCA on the topic for some years now. She offered some insights gained from the meetings on the progress of the journey to create a sustainable petrochemical supply chain through digitisation. “Climate change is hitting so many people,” she observed. “There is a duty to reduce the impact of the supply chain.” Furthermore, natural disasters are becoming more frequent and often have impacts on the supply chain that can raise costs. Pressure for change is coming from consumers – especially the young – but also from downstream customers, regulators and investors. “The time has come to reimagine the supply chain,” Prof Vereecke said, laying out some pointers. The petrochemical supply chain needs to become more eco-efficient; gains can be made by “connecting the dots” between partners in the chain. What does it mean for the petrochemical supply chain to change from linear to circular? It certainly implies more recycling – but does taking used plastics back into the chain threaten production? Probably not, Prof Vereecke said: it should in fact deliver more opportunity, more jobs and more profit. Digital technologies can provide a way towards a smarter and more circular supply chain, as the two workshops agreed. Firstly, a smart emissions simulator/calculator can allow carbon emissions to be calculated along with time and cost, so as to accurately reflect the environmental cost of transport. Ovinto

has helped develop this idea with a pilot that can help supply chain buyers make informed decisions – but it has also raised some questions. Primarily, to roll this out in the real world will need data. “Operators need to be willing to share their data,” Prof Vereecke said. Secondly, to build some circularity into the supply chain will involve the participation of consumers and they will need to be helped to find ways to easily have their used goods returned and recycled. Workshop participants had envisioned a social media platform through which consumers could signal that they have goods to be collected and then taken into the correct recycling stream. To do this will take artificial intelligence, governance and, quite possibly, legislation. Reimagining a future supply chain that is sustainable and circular highlights the need for data to be shared in order to create visibility. “If we don’t measure, we don’t know,” Prof Vereecke said. A reluctance to be open and share data is a major barrier to progress. Secondly, trust needs to be there along the supply chain; tools will be needed to help build that and create an environment in which transparency can be provided. One thing that came out of the SCPC’s workshops was that there is a lot going on downstream of the chemical industry in these areas. Companies operating in the textiles, construction, packaging and retail sectors feel more pressure from consumers and can provide the chemical sector with inspiration for improvements in eco-efficiency and the creation of very different ecosystems. What will be needed to make this happen? Prof Vereecke was clear: investment and leadership. AWAY FROM CHEMICALS The themes described by Prof Vereecke were picked up in the panel session that followed, which again brought in speakers from a range of fields outside the immediate confines of the chemical industry. And it was evident that things are already moving. Mark Noordhoek

 DIGITAL TECHNOLOGIES CAN HELP LOGISTICS PLAYERS COPE WITH SUPPLY CHAIN DISRUPTIONS

HCB MONTHLY |NOVEMBER 2021

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Hegt, CEO of NxtPort International, said that more and more companies are collecting data to provide themselves and their customers and supply chain partners with real-time information to help reduce their environmental footprint. “Data is the new oil – or, rather, sunlight: it can be enjoyed by all,” he said. However, everyone wants their data to be kept secure and controlled: this is getting more difficult. If data is to be shared and offer transparency, then the system needs to be open to all, with low barriers to entry, especially for SMEs. The data platform needs to be neutral and separate from any application that uses it. Systems like this are already in place and being scaled up globally, Hegt added. The industrial packaging sector is in many ways well ahead of the pack in terms of the circular economy and it was interesting to hear from Marc Löffler, head of technical sales and service at Mauser Packaging Solutions, who describe the intermediate bulk container (IBC) as the “perfect packaging for a circular economy”. Mauser has been

collecting and remanufacturing its IBCs for decades and has now also started recycling the polymer in used bottles, turning it into new pallets for the next IBCs it manufactures. Indeed, Löffler said, Mauser now collects and recycles more than 10 million plastics drums and 4 million IBCs a year. Laura Nieboer, specialist in business model innovation at Sabic, described a rather more complex recycling project it has become involved in, alongside major UK retailer Tesco. The UK is a large consumer of plastics packaging but has a low rate of plastics recycling, so the project offered a lot of opportunity, she explained. The project focused on plastics used for wrapping cheese and involved not only Sabic and Tesco but also the manufacturer of the plastics packaging, cheese producers, consumers and Plastic Energy, which is using used plastics as a raw material for new fuels. At the moment this sort of scheme is difficult to justify on the grounds of cost but, after the introduction of a plastics packaging tax for packagings with less than 30 per cent recycled material, due to appear in 2022, it will make it

viable to apply the closed loop concept. Another innovative project was described by Julie Lietaer, founder of Ariadne Innovation, which is looking to apply circular concepts in the textiles business and is behind the #HackYourJeans project. This is designed to act as a connector and accelerator for sustainable textile products. Lietaer’s story had some particularly relevant learnings for the petrochemical sector. There are a lot of SMEs in the textiles business and it requires a lot of work to bring them all together to collaborate and innovate. Using a digital platform for all players in the ecosystem to share their knowledge and bridge gaps has now attracted more than 250 partners, each now better placed to make a difference to their environmental impact. BECOMING CLEARER Summing up the supply chain session, Prof Vereecke noted the clear enthusiasm for change. “It’s a dream – but dreaming is good,” she said, urging the sector to start small but scale fast. “It takes vision and courage to move away from the traditional focus on operational performance in the supply chain towards designing supply chains that serve the world better,” she said, echoing others who highlighted the need for strong leadership to move the transition forward. “But,” she added, “it doesn’t have to be an either/or between cost and benefit.” Kate Johnson, general manager of Shell Chemicals Europe, had been invited to wrap up the first day of EPCA’s 55th Annual Meeting. “We are beginning to talk about how we’re going to do what’s needed,” she said, citing the key requirements as partnerships, collaboration, technical solutions, innovation and data. These will lead to efficiency gains that will generate a more sustainable industry. Financial risks will need to be taken, Johnson admitted, and there are lot of things that need to be got right. Different value chains will need to change in different ways to line all those up – there are a lot of paths each

 CHEMICAL MANUFACTURERS ARE FOCUSING ON FOSTERING SUSTAINABLE PRODUCTION METHODS

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TANKS & LOGISTICS 13

organisation can take and some wrong decisions are going to be taken. Johnson also noted that she is getting a lot of support from Shell’s employees for the transformation, “and we need to get more young talent into the organisation to help drive that,” she said. Leadership has to change, become more agile and learn to recognise the risks that are being taken. Building new supply chains will also require new partnerships with service providers and regulators, which points to a need for new skill sets. Those ideas were pursued in more detail on the second day by Diederick Samsom of the European Commission and one of the architects of the EU Green Deal, who reiterated that industry is looking for leaders who can change the world. “A sustainable future means changing behaviour today,” he stressed. In part that will be driven by new regulation, which will require goods to be made from non-toxic products, be repairable and be recyclable at the end of their life. “We need expertise, knowledge and – hopefully – ambition from industry,” he said. Samsom was quite clearly channelling Prof Vereecke’s urge to “dream big” by saying that Europe has the power to determine how things are made all over the world. US AND THEM When it comes down to it, though, business is still business, and Samsom was challenged by Dr Martin Brudermüller, who said that industry is aware that the world is changing and that profit-and-loss is no longer the only metric. But how can companies maintain economic success while meeting the EU’s emissions targets? Getting to net-zero, circularity and non-toxic products all at the same time is going to be very costly. Speaking as a father, Dr Brudermüller said he could not argue with the aims of the EU Green Deal, “but there is a lot of change to deal with”. Industry desperately needs more collaboration with politics. “We need to sit down at the table

 CHEMICAL PRODUCERS MUST INVEST TODAY TO MEET FUTURE ENVIRONMENTAL STANDARDS

and get smelly,” as he put it, and figure out how to deliver on ecological targets while remaining competitive. Neil Carr, president EMEA & India of Dow Chemical, noted that investment cycles in the petrochemical industry are long; any investment made now won’t pay off for generations. Furthermore, the industry has not invested in Europe in recent years as it has in Asia, which is its focus for growth, so where is the money coming from? Public funding is needed across the EU, Carr said, returning to the idea of establishing a mechanism to prevent “carbon leakage” and establish a globally level playing field. Samsom agreed that the role of governments is to provide clarity and the resources needed to help the transition. But he disagreed that Europe should join a level playing field at a lower level, saying: “The idea is to bring the rest of the world up

by democracy” may hold things up. However, he said he is glad that we now witness a society where all actors are moving in the same direction. One of those pieces of regulation is likely to be the Carbon Border Adjustment Mechanism (CBAM), under which the carbon emissions caused by goods produced elsewhere in the world will have to be recognised on entry into the EU. Dr Brudermüller foresaw a bureaucratic nightmare if everything had to be checked at the border, though Samsom reassured him that the idea is to apply this only to raw materials. He also acknowledged that this might put Europe at a competitive disadvantage but noted that Europe has always regulated more strictly than the rest of the world (“ever since the abolition of child labour”) and it hasn’t hurt yet. “I understand we can’t run way ahead of the rest of the world, but by running a little faster

to European standards on the environment.” Samsom also took issue with Carr’s point about long lead times. “The best time to plant a tree is 30 years ago,” he said. “The second best time is today.” More regulation is on its way, though Samsom noted that “uncertainty produced

it gives us an advantage,” Samsom suggested. “Europe has a role to take the rest of the world along on this journey.” More discussion of finance came later in the programme; HCB will return to the topic in next month’s issue.

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A NEW LEASE ON LIFE LEASING • ALBATROSS TANK-LEASING IS PROVING THAT THERE IS MORE TO THE LEASING BUSINESS THAN OFFERING TANKS IN BULK AND IT IS LOOKING TO BUILD ON THAT APPROACH

company has had delivered recently), ALBATROSS has had some tanks built elsewhere. He has also been talking with Van Hool in Belgium, although any tanks built there will have to be high-specification units. But then that is what ALBATROSS is about: “If you just want a tank, don’t come to us,” Schoeler says. “Come to us for better tanks!”

THE BUSINESS OF TANK container leasing should – and can – be more than just moving money around, says Christoph Schoeler, CEO of Willich, Germany-based ALBATROSS Tank-Leasing. This was a belief he developed over a 20-plus year career with Transamerica Leasing and Exsif Worldwide so, when the opportunity to make a change arrived, he grasped it gladly. ALBATROSS Tank-Leasing was formed to plug a gap in the service network of Sinochem Logistics and from the start was servicedriven. “We wanted to do something useful for the industry,” Schoeler says. “We want

With that mission in mind, ALBATROSS set about building an appropriate fleet of tanks, leasing mainly directly to chemical shippers. That process has continued since the acquisition of Sinochem Logistics by the Junzheng Energy and Chemical Group in July 2019 and its integration into the newly formed Gentco Logistics group. ALBATROSS Tank-Leasing now has around 10,000 tank containers under its wing, of which some 7,000 are used exclusively in China. The fleet is split roughly 50/50 between standard units and specials: swap tanks, lined, heated and gas tanks, including

PARTNER FOR GROWTH That approach runs right through the organisation. ALBATROSS aims to be a partner to its chemical manufacturer clients. “They need our logistics expertise,” Schoeler explains. “They need dedicated, special tanks – and they need in-house control.” ALBATROSS handles all the tank-related issues, such as fleet management, servicing, testing, repairs and tracking and tracing, and all the shipper has to do is arrange transport - and can choose its provider. “Going to a tank operator does not give that level of control,” Schoeler says. ALBATROSS has found a lot of interest in

to make the customer’s life easier.”

specialised LNG tanks. Not surprisingly, most of these are Chinese-built, though Schoeler says he is keen to broaden the manufacturing slate and, during the recent surge in ocean freight rates, when it has become very expensive to move an empty tank from China to Europe (not least the 40-foot LNG tanks the

its concept, lying somewhere between the ‘traditional’ lessor and the tank operator. The company provides a dedicated structure, with its digitised systems giving the shipper full visibility of their tanks’ location, temperature and other metrics, with alarms when something is out of step.

 ALBATROSS MAKES A POINT OF HAVING A WIDE RANGE OF SPECIAL TANKS AVAILABLE

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This is, Schoeler acknowledges, something of a niche market and ALBATROSS focuses very much on local operations, whether in Europe, Russia or India. “We have to be close to our customers to know what they want,” he says. “We are available in the neighbourhood.” That proximity to the market has shown its value during the pandemic, when planning has been difficult, although Schoeler says some level of normality is coming back into the business. One growing area is the transport of LNG, something Schoeler says he never thought would happen in Europe. There has been a massive increase in the use of LNG as fuel for heavy goods vehicles, with new filling stations opening up, all of which need to be supplied, as well as an emerging market for LNG as a marine fuel. Supplying filling stations needs to be done by road tanker but there is plenty of work for large tank containers to move bulk volumes from hub to hub. Schoeler says this

is “an interesting market”, acknowledging that LNG, as a hydrocarbon, will only be a stepping stone on the way towards the energy transition, though it could be here for another ten or twenty years yet. Developing a tank container suitable for the transport of cryogenic hydrogen is going to be difficult and that is something that will have to wait awhile. ALBATROSS is currently finding interesting business in movinvg refrigerant gases, though Schoeler says the logistics chain is struggling right now. There is definitely a need for the appropriate transport equipment and that is something that ALBATROSS is only too keen to supply. Summing up the position of ALBATROSS Tank-Leasing in the market, Schoeler concludes: “We are small – but our concept is very different from a traditional leasing company. The customer can keep control and get the whole package.” ALBATROSS-tanks.de

 ALBATROSS CEO CHRISTOPH SCHOELER: “COME TO US FOR BETTER TANKS”

Your tank container experts TWS has more than 25 years of experience in renting out standard and special tank containers for liquid products to the chemical and food industries. TWS also provides various sizes of spill troughs. Customers rely on the outstanding quality of its fleet and value its flexibility in terms of volume and technical features. For more information: E-mail: tws@tws-gmbh.de and web: www.tws-gmbh.de

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A FAMILY AFFAIR ACQUISITION • VAN DEN BOSCH HAS STRENGTHENED ITS POSITION IN SOUTHERN EUROPE THROUGH THE PURCHASE OF TCS TRANS AND ITS INTERMODAL FLEET VAN DEN BOSCH has acquired TCS Trans, a Barcelona-based specialist in intermodal transport for the local petrochemical industry with a focus on dry bulk products, as well as liquids and gases. “Spain is a growth market with a lot of potential,” says Rico Daandels (pictured, right), CEO of Van den Bosch. “With this acquisition, we are taking the next step in developing our intermodal network in southern Europe.” Family-owned TCS Trans, founded in 1958, mainly serves the Spanish and Italian markets, and invests in the development of the intermodal network. The company owns 50 per cent of Multirail, a leading private rail operator in Spain, and also has a share in the intermodal transport company Combiberia, the Iberian market leader in rail transport. Van den Bosch says it is acquiring all the shares in TCS Trans but that the company will continue under its existing name from its current office and all employees will be retained. CEO Juan Castellet San Miguel (pictured, left) will continue as general manager, alongside his brother Eduardo who will maintain his operational and commercial responsibilities. Following the acquisition, Van den Bosch, headquartered in Erp, the Netherlands, now has 11 locations in Europe, Africa and the Middle East. In September it boosted its presence in Africa with the addition of 500 new tank containers to operate in Côte d’Ivoire, where it plans to have a new tank cleaning

 TCS TRANS IS A REGIONAL LEADER IN THE TRANSPORT OF DRY AND LIQUID BULK PRODUCTS

HCB MONTHLY | NOVEMBER 2021

station in operation in the second quarter of 2022. It is particularly targeting cargoes currently shipped in small packagings or flexitanks. FITTING IN The TCS Trans fleet includes more than 300 containers and 100 trailers and chassis, which are part of the transaction. More than two-third of the fleet comprises pressurised silo containers for the transport of those chemical raw materials that have to be unloaded under pressure. Van den Bosch is already a market leader in this niche and the acquisition will strengthen its position in southern Europe, the company says.

“As a logistics service provider, we have gained a strong position in European logistics. With the acquisition of TCS, we are taking the next step in developing our intermodal network,” says Daandels. “We have been investing significantly in the Spanish market in recent years, as the demand for intermodal bulk transport is increasing and offers a lot of potential. Thanks to the acquisition, we will now also have a physical presence and will be pooling our strengths. From Barcelona, we will now be offering solutions for both dry and liquid bulk for the food and chemical industry.” For his part, Juan Castellet San Miguel is pleased with the deal: “It means that our customers will benefit from Van den Bosch’s network, capacity and knowledge. In recent years, Van den Bosch has built up a strong intermodal network on the European market and, in addition to solutions for dry bulk, also offers liquid bulk transport on a large scale. By pooling our strengths, we can now offer our customers a complete bulk transport solution. Our customers will also benefit from the latest possibilities in the field of automation, technology and data exchange in the supply chain.” www.vandenbosch.com www.tcstrans.com

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Part of your performance.

World’s premier manufacturer of tank trailer & tank container parts.

SAFE TO SHIP

At Pelican Worldwide, we do not sit and wait for things to happen. Over the years, we have worked hard to find ourselves in situations CONTAINERS • THE SAFETY OF CONTAINERISED CARGO IN and places that yield our customers’ best results. With our global MARITIME TRANSPORT REMAINS A CONCERN, DESPITE EFFORTS network of factories and warehouses, we are where the action is. FROM ALLour SIDES TO IMPROVE STANDARDS Besides state-of-the-art manufacturing sites in Wuxi (China) and Houston (USA), we have sales offices and warehouses in St. Petersburg Dubai (UAE), revolutionised Istanbul (Turkey), Rotterdam (The Netherlands), THE (Russia), USE OF freight containers containers. In particular, it is thought, and Singapore. international transport, allowing all manner container stuffers are often unaware of the of goods to travel seamlessly by all modes forces to which containers will be subjected virtually anywhere in the world. Yet, despite during by sea, which Being the world’s premier manufacturer of transport tank trailer and tankare very more than half a century of experience in different to those experienced during rail container parts, we set the standard for manufacturing and distributing using containers, accidents still happen or road transport. valves, gaskets, and ancillary products The for the liquid and dry bulk regularly, not least during maritime transport. result of these failings is often transport industry. Those accidents reflect bad practices, damage to the cargo, with a financial loss mostly on the part of shippers or consolidators: to the shipper and disappointment to the overweight containers, poor securement consignee, or in worse cases damage to of cargo within the box or, in the case third-party property, personal injuries and of dangerous goods, undeclared or environmental damage. misdeclared cargo. There are many reasons for this situation CREATING THE CODE but much of it is to do with a lack of There are tools available to improve knowledge on the part of those packing matters. A lot of work has been done over the years to try and drive better standards in the containerised chain, culminating  ROTTERDAM I HOUSTON I SINGAPORE I WUXI in the publication of the Code of Practice I ISTANBUL I ST. PETERSBURG I DUBAI PICTURE CAPTION: SECOND QUARTER TO BE for Packing of Cargo Transport Units (the SOMEWHAT STRONGER THAN THE FIRST QUARTER.” CTU Code) by the International Maritime

pelicanworldwide.com

HCB MONTHLY | NOVEMBER FEBRUARY 2018 2021

Organisation (IMO), International Labour Organisation (ILO) and the UN Economic Commission for Europe (ECE). Application of the CTU Code appears patchy thus far; while its use is mandatory in certain jurisdictions and for certain goods, and is welcomed by carriers, insurers and regulatory bodies, it would appear that in many parts of the world it is being ignored or, perhaps more likely, is simply unknown. Industry associations are keen to see the practices explained in the CTU Code get used more widely and have begun efforts to promote it in different fora around the world. At the Intermodal Europe event in Amsterdam in November 2017, for instance, four bodies gave a joint presentation on the Code and the responsibilities it places on the various parties in the transport chain. The Global Shippers Forum (GSF), ICHCA International, TT Club and the World Shipping Council (WSC) have for some months now been working together to improve safety through a focus on cargo integrity. The specific aim has been to promote wider use of the CTU Code for correct packing and securing of all containers. Improved standards of declaration and handling of dangerous goods are also within the scope of the Code, together with steps to prevent pest contamination, and the provision

TANKS & LOGISTICS

CORAL SYMPHONY ACQUISITION • H ESSERS HAS CONTINUED ON ITS GROWTH PATH, EXPANDING IN SOUTHERN EUROPE THROUGH THE ACQUISITION OF BARCELONA-BASED CORAL TRANSPORTS H ESSERS HAS ACQUIRED Coral Transports & Stocks, a Spanish logistics company active in the transport and warehousing of chemicals and hazardous goods. H Essers says the move is a “logical step in the realisation of its strategic ambitions” to expand its chemical activities in southern Europe. “The acquisition gives us additional resources and warehouse space, as well as access to a new international network,” says H Essers’ CEO Gert Bervoets. “This means we can optimise our transport to and from Spain and the rest of Europe. For example, we will connect Coral’s Spanish transport network to the Belgian one via a train connection. The overseas solutions are also an asset

to our customers. We offer them an even broader one-stop-shop service with Europe an and regional distribution centres and synchromodal, integrated solutions.” Coral Transports & Stocks was founded in 1995 by the Comas family and has since then achieved strong and stable growth, with turnover of €27m in 2020 and. It specialises in handling, storing and transporting chemical goods and has five locations: three in Barcelona, one in Madrid and one in Gran Canaria, offering a combined Seveso-certified warehouse capacity of more than 55,000 m2 in the heart of the Spanish chemical sector, with a total workforce of 164 people. In addition to national and international road transport, and partly through cooperation with Iberteam, Coral also offers overseas sea and air connections. PART OF THE FAMILY The acquisition of Coral not only fits with H Essers’ expansion plans but also with its corporate culture. “The employees and management will stay on and become part of our family,” says Bervoets. “It is a good match, both in terms of activities and family values. Both H Essers and Coral Transports & Stocks

are family businesses with strong and similar values. Coral will be able to continue these values as part of our large H Essers family.” “We are happy that with a partner like H Essers, a family business with which we share many values and allows us to continue our growth story,” says Joan Comas. “Spain is also one of the spearheads of our international expansion,” Bervoets adds. “The chemical industry is strongly represented, and there is a lot of potential to further develop our chemical logistics solutions. The knowledge of local and international markets present at Coral Transports & Stocks is indispensable to accomplish this ambition. They also have a Seveso licence and a customer portfolio that matches ours. Coral Transports & Stocks, in turn, will be able to call on our expertise in chemistry to continue to grow and strengthen its reference position.” The acquisition of Coral Transports & Stocks follows on from recent strategic growth by H Essers in the chemicals sector, which has included the acquisitions of Norwegian tank container operator Tank Management and the chemical logistics activities of the Dutch Meeus Group, as well as a focus on further development of Essers’ Genk headquarters facility and its logistics connections. Last year the company achieved turnover of €797m, up from €746m in 2019. In now has more than 1.1 m2 of warehouse space and 77 branches in 19 countries around the world. www.essers.com

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TANKS & LOGISTICS

WELL ON THE WAY SUSTAINABILITY • THE EU GREEN DEAL WILL DEMAND A LOT FROM THE TRANSPORT SECTOR. INTERMODAL SPECIALIST BERTSCHI SAYS IT IS ALREADY AHEAD OF THE GAME THE EU GREEN DEAL calls for a 90 per cent reduction in greenhouse gas emissions in the transport sector by 2050. One way to achieve that will be through a modal shift away from road transport, something that Switzerlandbased Bertschi knows all about. “Today, Bertschi already operates 90 per cent of all European land transport in intermodal transport and is therefore well ahead of the targeted development,” says Jan Arnet, CEO of the Bertschi Group. “Our intermodal transports passing through Switzerland already qualify as zero-emission, as trains that travel through Switzerland use electricity obtained exclusively from non-fossil sources.” Bertschi’s customers too are looking for environmentally friendly logistics options to help meet their own targets. “This opens up interesting opportunities for us,” notes Hans-Jörg Bertschi, executive chairman. “But to take advantage of them will require major investments.” As an illustration of the work needed, Bertschi is planning to expand its network of intermodal terminals, planning extensions to the existing sites in Botlek (Rotterdam) and Duisburg this year, with further investments in the Benelux countries in the near future. It is also taking that approach to a wider audience, including trade between Europe and China via the Silk Road, as well as in Russia and the US.

 USING INTERMODAL TRANSPORT IS AN EASY WAY TO GET A LONG WAY TOWAWRDS SUSTAINABILITY

HCB MONTHLY | NOVEMBER 2021

Bertschi is also looking at its own operations. It has invested in process optimisation and heat recovery at its Birrfeld tank cleaning depot in Switzerland, which has reduced both energy consumption and CO2 emissions by two-thirds. DOWN TO ZERO Bertschi’s next climate objective is to offer door-to-door transport chains with zero CO2 emissions, including intermodal pre- and on-carriage by road. To do this, it will employ hydrogen fuel cells using green hydrogen from renewable energy sources. It expects to take delivery of the first hydrogen-powered 40- and 44-tonne trucks in about three years for a pilot project in Switzerland.

After a successful pilot, an in-house hydrogen filling station will be installed at Birrfeld, with hydrogen produced through solar energy and hydro-electricity at times when there is surplus electricity, which cannot be easily stored. Converting that surplus energy into hydrogen means it can be reconverted back into electricity via the truck’s fuel cell to power the vehicle. “The first climate-neutral transport chains made by Bertschi could be a reality in the very near future,” Arnet proudly predicts. “For consumer-focused customers, climateneutral logistics is already an added-value proposition. And customers in the chemical industry are also increasingly focusing on climate targets for logistics.” Hans-Jörg Bertschi emphasises that the speed of this development will depend to a large extent on the framework conditions set by politicians over the next few years: “We will not wait for politics, we are now already starting to anticipate the future. We believe that by doing so, we are not only doing something good for the climate and the environment, but also enhancing the company’s long-term opportunity for succeeding in rapidly changing markets.” www.bertschi.com

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SET THE OVEN

DIGITISATION • DEN HARTOGH IS CONTINUING TO CONNECT ITS TANK CONTAINER FLEET, NOW PARTNERING WITH SAVVY TELEMATIC FOR UNITS FOR ITS TEMPERATURE-CONTROLLED TANKS DEN HARTOGH LOGISTICS has begun equipping 750 of its tank containers used for the carriage of temperature-controlled substances with telematics devices from Switzerland-based Savvy® Telematic Systems. Den Hartogh already has 300 of Savvy’s FleetTrac devices on its tank containers but this new contract involves updated equipment. “The solution does not only provide us with efficient tracking and tracing for our shipments but we can also monitor temperatures more comprehensively,” says Peter Boodt, technical supervisor at Den Hartogh Logistics. “This new quality control feature gives us an important

won us over completely. Last but not least, Savvy provided excellent support from the very beginning. We look forward to initiating the next phase and are planning to collaborate to implement other telematics innovations.” This latest generation of Savvy’s FleetTrac solution, being launched into the market this year, includes a number of refinements. For example, it is fitted with a Bluetooth low energy (BLE) interface to integrate corresponding sensors with the IEEE 802.15.4 standard, a transmission protocol for wireless personal area networks (WPAN). In addition, the devices support the interoperable wireless standard of the Industrieplattform Telematik

competitive advantage. The robustness and reliability of Savvy FleetTrac devices also

und Sensorik im Schienengüterverkehr (ITSS), thereby enabling data to be exchanged regardless of the manufacturer.

 DEN HARTOGH IDENTIFIED SAVVY AS OFFERING THE BEST SOLUTION FOR THE TRACKING AND MONITORING OF ITS TEMPERATURE-CONTROLLED TANK FLEET

HCB MONTHLY | NOVEMBER 2021

ON TOP OF THINGS Each year, Den Hartogh ships more than 5,000 different types of chemical goods, many of

which require a defined temperature range, to destinations in Europe and around the world. By deploying the Savvy FleetTrac units, the logistics provider is now in an even better position to monitor temperatures during transport and to ensure a consistently high product quality level. High-performance sensors continuously measure the temperature inside each container. This data is sent by the telematic units to the Savvy Synergy software portal where Den Hartogh dispatchers can access them. If, for example, the temperature of a container is not set correctly and deviates from the target range, an employee will automatically receive an alarm message. The employee can then intervene directly at a distance by simply correcting the target value in the portal. This is transmitted to the container’s heating and cooling system, which regulates the temperature accordingly. Den Hartogh can now always keep an eye on product temperatures and intervene if there are any deviations – no matter where in the world the container is located at that point in time. “We are helping Den Hartogh ensure the required quality standards along the entire logistics process chain,” says Bernhard Weiland, customer project manager at Savvy Telematic Systems. “Automatically generated sensor data reports also provide simple and seamless documentation. This enables Den Hartogh to always be able to inform customers at any point in time.” Savvy Telematic Systems specialises in developing and offering telematics, sensor and software solutions to help digitise the chemical logistics sector, with the aim of increasing added value by making work and logistics processes more efficient. Its equipment is used on rail wagons, tank and other containers, intermediate bulk containers (IBCs), vehicles and machinery, which can all communicate with its state-of-the-art portal. Savvy also provides extensive process consulting and intelligent process design for digitising business processes in the chemical, industrial and transport sectors. www.denhartogh.com www.savvy-telematics.com

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TEAR DOWN THE WALLS DIGITISATION • AS GLOBAL SUPPLY CHAINS BECOME INCREASINGLY STRESSED, IT HAS NEVER BEEN MORE VITAL TO HAVE ACCESS TO DATA. NEXXIOT IS DOING ITS BIT TO HELP NEXXIOT, THE SWITZERLAND-BASED specialist in data connectivity for the intermodal sector, has unveiled its latest gateway device, Globehopper Edge. This self-sustaining, zero-maintenance wireless connectivity device can transmit thousands of data points every day from multiple onboard sensors that send crucial information about a container’s cargo such as precise location, temperature, environmental conditions and more. Designed to communicate in real time with Nexxiot Connect, the company’s customisable, cloud-based software solutions, Globehopper Edge optimises asset utilisation through AI-powered machine learning that has proven to positively impact on-time performance,

asset management and achieve intermodal shipping efficiencies. “Combining state-of-the-art sensors, gateways and global connectivity, Globehopper Edge is the most advanced cargo monitoring device in the world today with the present and future capabilities to provide our customers with the most accurate and reliable information possible about their cargo, ensuring unsurpassed accountability across all modes of shipping,” says Stefan Kalmund, Nexxiot’s CEO. As with all devices in the company’s hardware suite, Globehopper Edge is solar-powered and built to provide zeromaintenance connectivity with a guaranteed lifetime of more than six years. The device

is fitted to the outside of a standard shipping container and is onboarded and paired within 90 seconds, providing access to essential data, powerful dashboards and actionable insights for many years. “Nexxiot is focused on the highest strategic level of supply chain digitisation and optimisation,” Kalmund adds. “We work in close collaboration with our clients and partners at the C-suite level to define optimal shipping performance outcomes, then deploy our technology to achieve those results. By remaining focused on the most impactful mega-trends across the shipping world, we are redefining the standards and capabilities for future-proof TradeTech.” BARRIERS TO EFFICIENCY Nexxiot’s co-founder, Daniel MacGregor, explains that his ambition is to help reduce global supply chain emissions by 5 per cent over the next five years through the prevention of empty moves and the removal of process inefficiencies in ports and shipping hubs. “We created Globehopper Edge to take that next step in trade facilitation,” he says. “Aimed squarely at the 30 million standard intermodal containers that travel around the planet, the rugged IP65, custom-engineered, energy harvesting hardware provides unprecedented access to critical data to enable radical transformation for all participants and stakeholders in the global value network of trade, finance and transportation.” Nexxiot has its roots in the European transport market but has recently been building its team of engineers and technicians in Dallas, Texas to help fuel its expansion in North America. That comes at what Nexxiot terms a “critical inflection point” for the global shipping industry, with scores of container vessels stuck off the coast of California unable to berth to unload their cargo. “The industry must come to grips with wide-scale supply-chain disruptions around commodities and consumer products as well as a total lack of asset and cargo transparency on a global scale,” the company says. “Nexxiot is on a mission to deliver a new standard in IoT employing advanced data driven intermodal visibility at just the right moment.” www.nexxiot.com

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OPEN SHOP DIGITISATION • PELICAN WORLDWIDE’S NEW CUSTOMER PORTAL FOR PARTS IS DESIGNED TO POSITION THE COMPANY AS THE WORLD’S PREMIER MANUFACTURER OF TANK PARTS “AT PELICAN WORLDWIDE, we do not sit and wait for things to happen. Over the years, we have worked hard to find ourselves in situations and places that yield our customers’ best results. That is something we are proud of,” says Cynthia van de Moosdijk, CEO of Pelican Worldwide. “Pelican is continuously developing, growing and innovating. Our state-of-the-art factory in Wuxi, China, has been fully operational since 2019. It plays an essential role in our ongoing strategy: a global network of manufacturing sites and warehouses while facilitating the need for more technical and customer support,” she says. “We are successful due to our daily focus on building long-lasting relationships through

our technical knowledge, customer care and aftersales support,” adds Stefan Scholten, director of sales and marketing. “With our in-house manufacturing of gaskets and stainless steel parts, we quickly provide our clients with high-quality products wherever they need them.” Pelican will launch its new Customer Portal for Parts by the beginning of 2022 to offer even better service for its customers. The portal gives customers access to an online environment where they can easily find prices and actual stock levels, download technical parameters, technical drawings and, of course, submit orders. Scholten points out: “We believe that there is a need for more technical support and innovation when it comes to servicing our clients. Our Customer Portal for Parts will allow all our customers to order and download technical information from every (mobile) device. That will further optimise speed, supply chains and therefore optimal utilisation of assets.” FOCUS ON THE CUSTOMER Pelican is thoroughly familiar with the market’s and customers’ ever-changing

demands and technical requirements. In addition, it understands its customers due to its decades-long experience in the liquid and dry bulk industry. “No matter if you are active in the manufacturing (OEM), maintenance, operations or leasing of tank containers and tank trailer equipment, we know how to adapt to your circumstances. We understand the relevance of time,” says Scholten. Pelican is a wholly owned private company with its headquarters in Rotterdam, the Netherlands. With its global network of factories and warehouses, it puts itself where the action is. “Being the world’s premier manufacturer of tank container and tank trailer parts, we set the standard for manufacturing and distributing valves, gaskets, and ancillary products for the liquid and dry bulk transport industry,” the company says. “Since our foundation, we have listened to our customers’ demands and acknowledged the need for excellence and safety in the market. We do not only offer parts; we deliver solutions on time worldwide. Our customer service and sales support teams are always ready to assist you. We love to enable your business with any question or challenge. We are proud to be a dynamic organisation, passionate about innovation and maintaining a flawless supply chain worldwide. We are here to help you any time, anywhere.” To find out more about Pelican and its global solutions, full contact details can be found on its website, www.pelicanworldwide.com or, for US tank trailers, www.pelicanww.us.

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26 TANKS & LOGISTICS

INNOVATION ON TAP EQUIPMENT • BIP PEROLO IS WORKING HARD TO KEEP UP WITH CHANGING DEMANDS, IMPROVING EXISTING PRODUCTS AND DEVELOPING NEW EQUIPMENT FOR GREATER SAFETY IN A RAPIDLY CHANGING market, standing still means falling behind. Innovation is needed to deliver solutions to the demands of an ever-changing intermodal transport system, customer requests and new regulations. Innovation can also allow a company to leapfrog current issues and establish new standards, new markets and drive regulation in the right direction. This continuous demand for improvement means all players – manufacturers, operators, depots or valve suppliers – have to stay on top of the game or risk losing market share. As a global leader in the design and manufacture of tank container and tanker fittings, BIP Perolo’s engineering team works



USING A PVDF BALL IN PEROLO’S HASTELLOY-LINED VALVES OFFERS BROADER CORROSION RESISTANCE

constantly on innovations as well as the refinement of existing valves. As a result BIP Perolo intends to release several new valves into the market in the next few months. Much of BIP Perolo’s production relates to tank container equipment. It recently launched a compact 2-inch BSP ball valve, which is to be followed by a compact version of the 3-inch ball valve that has a base gasket instead of a clamping ring – the same arrangement as its 1.5-inch Airline ball valves. The main advantages provided by this design are a reduced height (the lowest on the market, the company says), a retaining gasket so that the ball cannot fall out during maintenance, and reduced weight. The new

valve will also be equipped with the splined spindle that Perolo developed earlier this year. Next on BIP Perolo’s list of improvements are answers to specific customer needs, such as a new 2-inch compact dual outlet ball valve, ACT5. This has a T-shape on top to allow for two connections, either BSP or NPT threaded and with or without a dust cap. There is an option for a connection to a remotecontrol handle so that it can be groundoperated and it can also be equipped with pressure gauge connection and protection. KEEP IT CLEAN Other developments at BIP Perolo address corrosion topics. The major cause of failure in stainless steel valves is pitting, even in 316L grade steel when used for several years. Perolo already offers tooling to repair pitting in valve seats, but it is now trying to get ahead of the problem by adding an extra layer of Hastelloy on the seat. This extra layer of protection can be ordered as an option on all major footvalves in the Perolo range. Further developments in the transport of corrosive chemicals include new polyvinylidene difluoride (PVDF) internal parts in Halar®-lined valves, rather than Hastelloy (C276 or C22) or titanium that have previously been used. PVDF, a hard polymer, is the perfect companion for corrosive chemicals, limited only by reduced temperature and pressure ranges, although it is sufficient for use with most corrosive chemicals. BIP Perolo now offers wetted components in PVDF on its complete range of ball valves, butterfly valves, footvalves and safety relief valves. Finally, in the rail tank car range, Perolo has developed a new mechanical bottom discharge which benefits from a very solid design that will allow for easy maintenance and improved flow. An even more challenging development concerns the hydraulic valves for rail tank cars that will be launched by the end of 2021. More information on these will be revealed once approvals are finalised. Clearly, innovation is a continuous process across the BIP Perolo range. It will be interesting to see what challenges the market will bring for the company’s engineering team over the next year. www.perolo.com

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SECTION SLUG 27

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fuel transporters. In fact, industry studies regarding tank truck usage patterns across the US show that the unintended mixing of octane types at a fuelling site happens once in every 14,000 deliveries nationally, with a diesel/gasoline mix-up occurring once in every 45,000 fuel drops across the country.

ONE OF THE WORST things that can happen during a delivery of fuel to a retail or commercial site is a ‘cross-drop’, where the wrong fuel is delivered into the wrong underground storage tank (UST). If this

Texas-based RB Stewart Petroleum Products, explains the size of the risk: “Some of the stores we service have 40,000-gallon tanks, so a cross-drop for us isn’t just 5,000 or 6,000 gallons. When you’re talking about 40,000

DEVELOPING TECHNOLOGY Cross-drops generally take place when a driver accidentally runs a hose from a trailer compartment to the incorrect storage tank. A cross-drop may also take place when the product types are not clearly marked on the storage tanks. Rudimentary attempts to combat cross-drops have included the development of a routine where the driver always unloads diesel first, or outfitting trailers with manually adjustable Product Grade Indicators (PGIs) that are reset by the driver after a delivery has been completed. The effectiveness of these safeguards can be compromised if the driver is rushed or distracted. The ways to prevent cross-drops have understandably grown over the years as monitoring technology has become more sophisticated. One of the most significant technological advancements of the past five years was the development of the Cross-Over Prevention Systems, or COPS, by Civacon, an Ohio-based developer of products and systems for the safe loading and unloading of petroleum, dry bulk and petrochemical cargo tanks. COPS was designed to remove human error from the fuel delivery process through the use of a Smart Elbow connection to the UST and a hose connection to the trailer. A signal from an RFID tag attached to the UST is wirelessly sent to the trailer’s fuel control system. If the information from the RFID tag does not match the proper product grade from the trailer, the delivery could not be initiated. An early adopter of the COPS system for

happens, the site will have to be shut down for hours while the fuel is removed and the tanks are cleaned. That leads to lost revenue, significant disposal costs and damage to the retailer’s reputation. Terry Tesch, general manager of Angleton,

gallons, a cross-drop dramatically increases the cost of cleanup, and for a store that size, a cleanup can cost as much as $100,000.” In nearly 90 years of operation, the threat of the cross-drop has been a constant companion for RB Stewart, as it is for all

its delivery fleet was RB Stewart. “We really like to take advantage of new products and technologies,” says Pete Petrosky, the company’s president. “In 2017, we got involved with the COPS system and it really worked well for us.”

DON’T GET CROSS DELIVERIES • TEXAS FUEL DISTRIBUTOR RB STEWART HAS REMOVED THE RISK OF ‘CROSS DROPS’ FROM ITS OPERATIONS BY ADOPTING THE CIVACOMMAND SMART TANK SYSTEM

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TANKS & LOGISTICS 29

TAKE COMMAND The evolution of technology is constant, so while COPS and its Smart Elbow product grade identification system was an undeniable breakthrough in cross-drop prevention, it would soon become just another cutting-edge component that can be used in conjunction with Civacon’s next revolutionary fuel delivery innovation – the CivaCommand Smart Tank System, which was fully introduced to the market in 2019. CivaCommand is a highly engineered, easy-to-use solution that consolidates access to the different control systems on the trailer – including cross-drop prevention, onboard overfill-prevention monitoring, pneumatic control, security, electronic PGIs, troubleshooting and usage history. The driver interacts with the trailer through a digital touchscreen display for loading and unloading activities, which can be operated even when wearing gloves. The system becomes active during loading when the driver attaches the grounding cord to the receiving socket on the trailer at the loading terminal. Once the grounding cord is connected, the system will send a ‘Permit’ signal to the load rack that allows loading to commence. The CivaCommand system is designed to alert the driver if the trailer fails

to ‘Permit’ and communicates the reason(s) why to the driver through on-screen dialogue. The trailer will only be allowed to safely load once active ‘Non-Permit’ issues have been resolved. CivaCommand will allow unloading once a match is made between the Smart Elbow and the RFID tag attached to the UST. When the Smart Elbow is properly cammed to the UST fill pipe, it sends a wireless signal to the system, automatically unlocking matching product unload heads and internal valves that allow fuel to be unloaded from the trailer. At the conclusion of the unloading process, the touchscreen communicates to the driver that each compartment is empty, which indicates that hoses, elbows and adaptors can be safely disconnected. ‘Empty’ status is also stored in the system memory in case the fuel delivery is questioned by the customer. Smart Elbows may also be used for USTs that are not equipped with RFID tags. TWO-WAY STREET “After the success we had with COPS, we were eager to see what the CivaCommand could do for us,” says Tesch. RB Stewart devised a three-pronged approach to getting its fleet outfitted with the CivaCommand system: all trailers fitted with COPS have been

upgraded to CivaCommand and it is specified on all new trailers the company purchases. Meanwhile, all other existing trailers will be retrofitted with CivaCommand by the end of 2022. The implementation of the CivaCommand system has also been a boon for the ones that it benefits the most – the drivers on the front line who wage the daily battle against cross-drops. “It’s been a ‘no big deal’ for the guys with CivaCommand on their trailers; they’re used to us throwing things at them,” says maintenance manager Jim Wallace. “They’ve gotten comfortable with the system quickly and understand the reason for the investment.” “RB Stewart knows that having a cross-drop is extremely disruptive and expensive, and that’s the primary driver for why they’ve gone with CivaCommand and its cross-drop prevention capabilities,” says Scott Mehman, Midwest region accounts manager for Civacon. “They’ve learned to appreciate that it’s a digital system that provides real-time information, and they’ve learned to appreciate the ancillary features, like retain warnings and overfill-prevention diagnostic functionality. They’ve been tremendous partners in the development of CivaCommand, allowing us to understand what additional refining may be needed to create a better product for the next generation.” “What made us want to invest the money in the CivaCommand system was the new technology that came with it - and would continue to come with it down the road as we evaluate the performance of not only our equipment, but our people,” says Petrosky. “CivaCommand allows us to step up our game; we like to think we’re a different breed in the trucking world and that we’re not afraid to try new technology and pieces. We focus on technologies that create efficiencies, and the CivaCommand fits right into that mindset.” This article is an edited version of a piece by Civacon’s Mark Dudley (mark.dudley@opwglobal. com), who has 15 years of experience in the fuel transport sector. Civacon is part of OPW; more information on its products can be found at www.civacon.com.

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NEWS BULLETIN

TANKS & LOGISTICS

SWEET FOR STOLT

Stolt Tank Containers (STC) has reported third-quarter operating profit of $24.7m, almost double that of the previous quarter and well up on the $17.5m posted for the same period last year. The increase was partly due to an improvement in rates, up 12.6 per cent compared to the prior quarter, and a substantial 45 per cent increase in demurrage revenue driven by port congestion, operational delays and other supply chain disruptions. “Stolt Tank Containers’ markets continue to show strength with rising freight rates and higher demurrage revenue compensating for the rising costs,” notes Niels G Stolt-Nielsen, CEO of parent company Stolt-Nielsen Ltd. “Even though we are operating under very challenging circumstances due to tight ocean liner capacity, a shortage of truck drivers and port congestion, we are able to pass on the additional costs and improve margin per shipment.” www.stolttankcontainers.com RHENUS ADDS IN INDIA

Rhenus has opened a new multi-user chemical warehouse in Chennai, India, with 10,200 m2 of storage space. The facility, approved by India’s Pollution Control Board, has good links to nearby ports and industrial hubs and will serve as the main Rhenus distribution location for chemical customers throughout southern India. “The new warehouse, built with world-class Rhenus infrastructure, is our latest step in offering broad-based logistics support in India,” says Marcus Fornell, director of contract logistics at Rhenus India. “By offering safe and reliable storage of general and chemical cargo, we are confident to provide well-managed and tailor-made storage solutions for our customers and continue to maintain our leadership position in handling chemical logistics.” www.rhenus.group

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MILKYWAY INTO SHANGHAI

Milkyway Chemical Supply Chain Service has acquired Shanghai Ling Xing Hazardous Chemicals Logistics, which operates a significant chemical logistics facility in the Shanghai Chemical Industry Zone. The acquisition plugs a gap in Milkyway’s service offering in the Zone, which is home to a wide range of international chemical manufacturers. Shanghai Ling Xing was founded in 2009 as part of the Bailian Group and offers bulk storage, packaging and transport of dangerous goods. It has 1,460 m2 of Class A warehouse space, 9,900 m3 of storage tank capacity and six drumming lines, with an annual design throughput of 137,600 tonnes. www.mwclg.com BIG JOB DONE

Jobachem has completed the expansion of its chemical warehouse in Dassel, in the German region of Lower Saxony. The €2m investment has added 1,800 m2 of impermeable concrete flooring and a covered area for the filling, refilling and mixing of hazardous chemicals. The site now offers some 8,500 m2 of storage

for chemicals, which responds to increasing demand for such capacity in the region while also allowing the company to respond to customer-specific requirements. jobachem.de FREEDOM FOR OURAY

Ouray Environmental has partnered with Freedom Intermodal Tank Services to expand the latter’s transloading capabilities at its New Orleans facility to include regulated and hazardous materials. The partnership will allow Freedom to offer a wide range of liquids and gas transfer operations, including drums, intermediate bulk containers (IBCs), tank containers, road tankers, rail tank cars and barges. Freedom’s site offers multi-line rail access, direct water access to the Mississippi River and Gulf of Mexico, and more than 60 rail tank car loading locations. “Our partnership with Ouray will provide real solutions to the ongoing driver shortage our industry is facing,” says Jeff Louis, president/CEO of Freedom’s owner, TCI Tank Logistics. “Bringing our clients’ cargo closer to the end user will maximise driver productivity

TANKS & LOGISTICS 31

and allow for more efficient movement of goods. Expanding on our service offering to include regulated/hazardous materials will provide more value-add opportunities for the bulk liquid industry. Our clients are searching for answers, and we believe the multimodal access that is available at Freedom is the answer.” J Aaron Montgomery, president/CEO of Ouray, adds: “These new services will assist our chemical shipping customers with their domestic logistical challenges and open new export and import markets for their commodities. We are very excited about this new partnership with Freedom and how it advances Ouray’s goal to provide our clients with comprehensive solutions to their most difficult problems.” www.ourayservices.com A FLEET FOR ASIA

Suttons International has established a dedicated shortsea tank container fleet for Asia, following the trend towards more regionalised supply chains and the shortage of shipping capacity. The Asia Short Sea initiative operates

between the main markets in the region: China, Singapore, Malaysia, Indonesia, South Korea and Japan. Suttons reports that the fleet was put into service over the past four months and is already fully utilised, with additional tanks to be added in the near future. “As part of the initiative we have been able to add significant value to new and existing customers by concentrating on dedicated loops to assuring continuity of supply,” Suttons explains. “We have been able to support some of our key Japanese clients by shipping tanks on a round trip basis from Japan to China and as a result have prevented plant shutdowns for these customers.” www.suttonsgroup.com CHEMICAL EXPRESS EXPANDS

Chemical Express has taken delivery of 15 new Iveco S-Way tractor units to complement its existing fleet. The new vehicles will be used to haul chemicals and hazardous liquids throughout Europe, in particular in France, Germany, Spain and the UK. “Our company pays particular attention to the search of high innovative transport

solutions; with this in mind, we evaluated the new Iveco S-Way extremely interesting thanks to the greater connectivity,” says Vicenzo Romano, director of Chemical Express. This is the first time that Chemical Express has chosen Iveco trucks. Romano notes: “The support of the Socom Nuova dealership, through the work of Carmine Ceglia, was also indispensable in choosing the vehicles most in line with our transport and outfitting needs. And – why not? – the fact that it is an Italian company led us to take this step.” www.chemicalexpress.it MORE TANKS FOR RAFFLES

Raffles Lease is expanding its fleet of largecapacity swap body tank containers, offering the lowest possible tare weight. The tanks are fitted with V-shaped baffles, cleaning hatches, insulation heating coils and Europeanmanufactured valves. They also have additional safety features, including ground level-operated airline/vapour return valves, full coverage walkways and a collapsible handrail. raffleslease.com A LEGEND IN CHINA

Legend Logistics has opened a new office in Shanghai as part of its ongoing efforts to expand its reach in the Asia-Pacific region. The new office provides logistics solutions for bulk liquid chemicals, consumer perishables and dry bulk commodities. It also offers agency services for tank container and container shipping. “With China being one of our key markets, the Shanghai office will enable us to further strengthen our capabilities in the Far East region by leveraging our global network and reliable logistics services,” the company states. Singapore-headquartered Legend has offices in India, Indonesia, Malaysia, Thailand, Vietnam, Australia and the Netherlands, as well as China. legendlogisticsltd.com

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32 TANKER SHIPPING

first methanol dual-fuel fleet,” says Patrik Mossberg, CEO of Marinvest and the second generation of the family to lead the company. “Since we took delivery of our first two dual-fuel methanol ships in 2016, we have expanded the fleet to a total of five vessels and continue to be a leading expert and operator using this technology. The sale to Clean Sea Transport will ensure sufficient capital backing to grow our methanol-fuelled fleet using our competence and expertise, while servicing new and existing customers” Mossberg adds.

MARINVEST, THE GOTHENBURG-BASED shipping company founded in 1988 that has developed a significant position in the maritime trade in methanol, has been acquired by Clean Sea Transport, a new firm formed by MSEA Group, Arkview Capital and Scorpio Tankers. The deal includes Marinvest’s five dual-fuel methanol carriers, which are all on long-term charters to Waterfront Shipping, a subsidiary of Methanex Corp, the world’s largest methanol producer, as well as five LR1 product tankers. Among those five methanol tankers is Mari

in early October. This is, Marinvest says, the first ship to be IMO Tier III compliant, using an innovative emulsion blending system to provide methanol or diesel for use in the main engine, which offers “significant cost savings” compared to other emissions control systems. The new ship is also fitted with a propeller boss cap fin for enhanced propulsion efficiency, a ‘speed/fuel pilot’ to maintain fuel consumption at an optimum level, and frequency-controlled pumps and fans. In addition, there is a power factor compensator for the alternators, said to save 11 per cent

ENGINE FOR GROWTH The features of the latest newbuilding illustrate what has made Marinvest an attractive target for Clean Sea Transport to provide an entry point into the sector. Modi Mano, founder and CEO of MSEA Group, describes his excitement at the acquisition: “We believe that methanol, which reduces emissions by up to 95 per cent, is a marine fuel for the future as evidenced by the increasing number of orders placed for methanol dual-fuel vessels. Together with the Marinvest team, we intend to be at the forefront of the shipping industry’s transition to clean fuels. Our platform will offer charterers and customers access to future-proof tonnage in the tanker, container and dry bulk segments.” Ambitions such as these take money to be realised: this is where Arkview Capital plays its part. The investment firm, based in Stamford, Connecticut, is a certified Minority Business Enterprise and believes that companies aligned with its diverse customer base will outperform the market in the long term. It is also focused on interesting opportunities, as co-founder Pavel Chernyshov states: “Our investment in Marinvest will promote the use of clean fuels to significantly reduce the emissions footprint of the shipping industry and key customers.

Innovator, delivered by Hyundai Mipo Dockyard

more energy, and an incinerator capable of evaporating bilge water instead of pumping it out to sea. Another seven newbuildings of the same type are planned. “We take great pride in what we, together with our partners Waterfront Shipping, have achieved in terms of building the world’s

With only a fraction of the ocean-going fleet using clean fuels today, we believe there is a great opportunity for growth to meet the industry’s goal of significantly reducing emissions by 2050.” www.mseacapital.com www.marinvest.se

TO THE CLEANERS METHANOL • THE POTENTIAL FOR METHANOL TO BE A MAJOR MARINE FUEL FOR THE FUTURE HAS BEEN GIVEN ANOTHER BOOST WITH THE FORMATION OF CLEAN SEA TRANSPORT

 MARINVEST’S FIVE EXISTING METHANOL-FUELLED TANKERS, WITH MORE ON ORDER, PROVIDE A BASE FOR GROWTH IN THE SECTOR FOR CLEAN SEA TRANSPORT

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GREEN DANUBE FUEL CELLS • PLANNING FOR A DECARBONISED INLAND SHIPPING SECTOR STARTS NOW. CHEMGAS IS LOOKING AT HYDROGEN FUEL CELLS FROM A NORWEGIAN CLEANTECH COMPANY DUTCH SHIPOWNER CHEMGAS Shipping has signed a frame agreement with TECO 2030, a Norwegian maritime technology company, that could lead to fuel cell modules being fitted to as many as 120 barges and around 50 tugboats that Chemgas employs on the River Danube. “We are thrilled that Chemgas Shipping has chosen to cooperate with TECO 2030 on this ambitious and important project, and that we have now been able to progress from a letter of intent to a supply frame agreement,” says Tore Enger, CEO of TECO 2030. “The economic potential of this framework agreement is large for TECO 2030 and may lead to revenues of up to €150m over the next three to eight years.” The fuel cell modules will be fitted on Chemgas’s new hydrogen-powered tugboats and barges, for use in transporting green hydrogen produced in Romania from solar power and wind energy, carrying it emissionsfree along the Danube to industrial users in Austria and Germany as part of the ‘Green Hydrogen@Blue Danube’ project, which is led by the Austrian energy utility Verbund and is being developed within the framework of the European Commission’s Important Projects of Common European Interest (IPCEI) initiative. A pilot version of the fuel cell modules is due for delivery in spring 2023 with most of the units expected to be fitted from

GO LOW Explaining the move to fuel cells, Gunther Jaegers, managing partner of Chemgas Shipping, says: “The TECO 2030 marine fuel cell is the proper solution for inland waterway navigation. We have to deal with low water situations where heavy batteries are not acceptable.” Fuel cells have a longer range, weigh less, and take up less space than batteries. They do not need to be recharged and can instead be refuelled with hydrogen in a similar way to traditional bunkering operations. Chemgas Shipping, which has been part of the Reederei Jaegers group since 2003, is currently in the midst of a major fleet renewal programme, having this year added

three coastal LPG tankers and, for the inland fleet, three push boats and two 3,000-m3 push barges. The new waterway combinations are specifically designed for low water performance, Chemgas says, and the barges can sail with a draft of as little as 1.2 metres while carrying up to 250 tonnes of cargo. Furthermore, a 2,700-m3 motor barge was added this past July to the Union Shipping fleet, which partners with Chemgas, again optimised for low water performance. TECO 2030 was founded in 2019, having developed from the TECO Maritime Group, and is based in Lysaker, Norway. Its mission is to assist the maritime sector, in particularly the inland waterway sector, to do its part in meeting the EU’s aim to reduce greenhouse gas emissions by at least 55 per cent by 2030 and become climate-neutral by 2050. In addition to hydrogen fuel cells, it is developing carbon capture and exhaust gas cleaning systems for the maritime industry, which will enable ships running on fossil fuels to lower their environmental and climate footprints. This past July it took over an existing building in Narvik, where it expects to start producing fuel cell modules next year. www.chemgas.nl teco2030.no

2025 onwards.

 THE GREENING OF THE DANUBE IS PART OF THE EUROPEAN COMMISSION’S VISION FOR A DECARBONISED INLAND TRANSPORT FUTURE

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BUILT TO FIT CARBON CAPTURE • LATTICE TECHNOLOGY’S FREE-FORM PRESSURE VESSELS CAN BE USED TO TRANSPORT CARBON DIOXIDE IN LARGE VOLUMES; EXMAR IS TAKING PART IN THE PROJECT

the LPV design prevents sloshing problems even in the harshest environments. With its experience in floating gas infrastructure solutions such as floating LNG receiving and storage units, Exmar says it will be the ideal partner for such developments.

EXMAR AND LATTICE Technology have teamed up on an agreement to jointly develop a new concept for a CO2 carrier. Exmar notes that the need to reduce carbon emissions as well as the world’s reliance on secure energy supplies means that carbon capture, utilisation and storage (CCUS) projects offer a fast-track solution – but will need a way to transport captured CO2 economically and on a large scale. Exmar and Lattice are responding to this demand with a design for a 40,500-m3 CO2 carrier, also capable of carrying LPG and

vessel will be tailored to support CCUS projects with capacities up to 10m tonnes per year. The project will combine Lattice’s existing innovative tank design for CO2 transport and Exmar’s long experience in the design and operation of modern, efficient gas carriers. Studies have already proven Lattice’s patented tank design, Lattice Pressure Vessel (LPV), as providing a workable solution for the transport of large volumes of CO2 at low and medium pressures. The robust pressurised storage tanks can be made in an efficient shape to

RADICAL IDEAS “We are very pleased and excited about this joint venture with Lattice as we strongly believe CCUS will be a major contributor in our efforts to decarbonise the atmosphere,” says Jens Ismar, executive director of shipping at Exmar. “We believe the Lattice tanks provide the most flexible and economical way to accomplish this.” Keunoh Park, CEO of Lattice Technology, adds: “This project provides an excellent opportunity to demonstrate that the LPV technology will be a key enabler in making shipping greener with lower emissions and by providing important infrastructure for transporting and dealing with CO2.” Lattice Technology, based in Daejeon,

ammonia, with a Panamax beam. Such a

fit the ship’s hull and allow for large storage capacity, and can also be used with liquefied hydrogen, LPG and even LNG. The patented tank design will also provide the best storage solution for offshore CO2 liquefaction or re-injection projects. An additional benefit for offshore storage is that

South Korea and with an office in Oslo, was founded in 2012 with a remit to develop a new approach to containment designs for pressure vessels for use with liquefied gases. exmar.be lattice-technology.com

 THERE WILL BE A NEED FOR A WAY TO MOVE LARGE VOLUMES OF CAPTURED CARBON DIOXIDE

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Bestmann, managing director of HGK Gas Shipping. “It’s our goal to put into service six modern low-water vessels with optimised drive systems during the next few years and therefore construct the Gas 100 by 2026.”

HGK SHIPPING HAS put its latest newbuilding into service. The low-water gas tank barge Gas 94 has been specifically designed and built to service the requirements of BASF to supply raw materials to its Ludwigshafen plant from the ARA ports. The Rhine and its delta are crucial to BASF’s supply chain, with most waterway shipments making their way through the critical water levels at Kaub in the central Rhine valley. Recent low water events on the Rhine have spurred operators to look at innovative designs and Gas 94 has been designed in such

at Kaub while still carrying 200 tonnes of liquefied gases. This has been made possible through optimised uplift properties on the vessel’s hull, achieved by a complex arrangement of cargo areas and the drive system technology. One outcome of this is that the tanker has a width of 12.5 metres, which is larger than other vessels in the HGK fleet. The tank barge also employs a dieselelectric drive system which, HGK says, will help it and its long-standing customer BASF to achieve their sustainability goals. “The combination of an innovative drive system with

COMBINED SUCCESS The search for new solutions was caused by the effects of the ongoing low water levels on BASF’s logistical processes in 2018 as well as recurring low water levels on the river Rhine since then. It was realised that new ship designs should make a significant contribution to safeguarding the competitiveness of the group’s business site at Ludwigshafen. “HGK Shipping is a long-standing partner of BASF and was able to convince us with its innovative design for a low-water gas tanker conceived by the company’s own Design Centre,” says Barbara Hoyer, vice-president of domestic deliveries at BASF. “The Gas 94 will be used to transport liquefied gases between the ARA ports and Ludwigshafen in future and will therefore make a major contribution to supplying the business site in Ludwigshafen with critical raw supplies,” adds Derya Kurus-Ebermann, business manager for C4 and heavy cracker products at BASF. “The Gas 94 is characterised by its unusual aft and foreship designs and the low-water properties that they achieve,” explains Tim Gödde, managing director of HGK Shipping’s ship management business unit. “While the foreship has been designed as a very large unit and therefore ensures increased uplift, the stern part of the vessel is rather like a diffusor. Despite the comparatively small diameter of the propeller, we can guarantee the necessary operational performance, while optimising the fuel consumption behaviour created by the diesel-electric drive system at the same time.” The concept, the basic idea and the engineering for this forward-looking design

a way that it can operate in just 30 cm of water

a ship design that is optimised for extremely low water levels, provides an impression of how we think that inland waterway shipping will develop in future,” says Steffen Bauer, CEO of HGK Shipping. “However, HGK’s top priority is to meet the requirements of industry,” adds Anke

were developed by HGK Shipping’s Design Centre in close cooperation with the transport management experts at HGK Gas Shipping in Hamburg. An order was placed with the Partner shipyard in Szczecin to construct the hull. www.hgk.de

THROUGH THE SHALLOWS INLAND WATERWAYS • HGK SHIPPING IS HELPING BASF KEEP ITS PROCESSES RUNNING WITH A NEW GAS BARGE CAPABLE OF OPERATING IN VERY LOW WATER LEVELS ON THE RHINE

 HGK SHIPPING AND BASF HAVE BEEN WORKING TOGETHER TO ENSURE THE CONTINUITY OF SUPPLY CHAINS DESPITE VARIATIONS IN WATER DEPTH

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NEWS BULLETIN

TANKER SHIPPING

EASTERLY BLOWS STRONG

Maritime Logistics Equity Partners (MLEP), a new company formed by Easterly Asset Management, has acquired two stainless steel chemical tankers, Easterly Beech Galaxy and Easterly Lime Galaxy, from Hong Kong-based Cido Shipping. The two tankers are 20,000-dwt units built in 2007/8. MLEP was established to take advantage of what Easterly sees as opportunities in the chemical tanker market given the low orderbook, increasing chemical production and a lack of liquidity in the capital markets for new tankers. “There is a compelling opportunity to invest in pre-owned chemical tankers, given the limited supply and growing demand for the vessels, a low future orderbook for shipping construction and the expansion of chemical trade lanes,” says Darrell Crate, managing principal of Easterly Asset Management and MLEP’s CEO. “Chemical tankers may not be glamorous, but they keep the global economy humming and investors happy with a steady stream of income.” MLEP intends to acquire more stainless steel tankers on the S&P market before the end of the year, which it says can provide its investors with an attractive level of regular, growing income as well as capital returns. Its tankers will be operated through Womar’s pools. easterlyam.com SOLVANG TRIALS CARBON CAPTURE

Solvang and Wärtsilä Exhaust Treatment are to retrofit a carbon capture and storage (CCS) system onboard the 21,000-m3 LPG carrier Clipper Eos in a full-scale pilot project designed to test the system in oceangoing use. Wärtsilä is currently building a land-based prototype at Moss, Norway and is aiming to reduce CO2 emissions from ship exhausts by 70 per cent. “Carbon capture and storage is an exciting development that we are proud to support, and strongly believe that this technology could be

HCB MONTHLY | NOVEMBER 2021

an important key to decarbonise the world’s deep-sea fleet,” says Edvin Endresen, Solvang’s CEO. “As a forward-thinking company that is equally passionate about ensuring the industry’s transition to decarbonisation, Wärtsilä is the perfect partner as we look to scale up sustainable technologies across our fleet and reduce shipping’s environmental impact on the world.” The project has the support of Marubeni, which has had Clipper Eos on timecharter since its delivery in 2019. www.solvangship.no www.wartsila.com STOLT SEEMS HAPPY

Stolt Tankers has reported revenues of $310.0m for its third quarter to end August, up from $287.0m in the previous quarter. Operating profit almost doubled to $24.1m, though that was still below the $28.1m posted for the same period last year. Deepsea freight revenues rose by 8.1 per cent on the quarter, reflecting the addition of six ships from Tufton Oceanic to the Joint Service pool fleet; Stolt also managed to increase average spot rates by 16.9 per cent

compared to the second quarter by trading fewer low-paying commodity cargoes. Niels G Stolt-Nielsen, CEO of parent Stolt-Nielsen, notes: “We saw a recovery in contract nominations following the second-quarter negative impact of the Houston freeze in February. As a result of the higher contract volume carried, we were less reliant on the low paying spot market, which has not yet shown any sign of recovery. The supply side in the chemical parcel tanker segment looks very favourable and it is just a matter of time before we will see a further strengthening of the market.” www.stolt-nielsen.com NAVIGATOR GOES FOR AMMONIA

DNV has awarded approval in principle (AIP) to Navigator Gas for a new ammonia-fuelled gas carrier design, developed in collaboration with MAN Energy Solutions, Babcock International and the Norwegian Maritime Authority. “Obtaining an AIP from DNV for an ammonia-fuelled vessels is the first step in preparing Navigator Gas to meet the future demands of our customers and to reduce our

TANKER SHIPPING 37

carbon footprint through lower greenhouse gas emissions,” says Navigator’s Paul Flaherty. “In the longer term, using ammonia as fuel is one of the alternative fuel options we are pursuing, along with CCS, carbon offsetting and improved vessel optimisation to reduce our carbon footprint and lower greenhouse gas emissions.” “This ammonia as a fuel concept design is supported by Babcock LGE’s operational experience of delivering LPG fuel supply systems and carrying ammonia as a cargo on gas carriers, meaning specific issues occurring when utilising ammonia as a fuel are well understood, resulting in an inherently safe design,” says Andrew Scott, business development director at Babcock LGE. navigatorgas.com WIJGULA ADDS TO STAINLESS FLEET

Wijgula has expanded its stainless steel tank barge fleet with the acquisition of Frisia, a 2004-built unit now renamed TMS Synthese 12. The barge has optimised dimensions for use on waterways with restricted access, such as on the canals of Belgium, the Netherlands, Germany and France, and will be used primarily in the liquid chemicals sector. The barge has six stainless steel tanks with a design payload of some 1,700 tonnes. “By using the Synthese 12, we’re ensuring that it’s possible to reach loading and unloading points with restricted dimensions. Another benefit of this vessel is its ability to transport different liquid products, which can be conveyed in the duplex stainless steel tanks as alternating cargo,” says Norbert Meixner, managing director of Wijgula. “Making precise additions to the fleet through vessels with special dimensions is becoming increasingly important in order to guarantee comprehensive supplies for industry that’s located further inland,” adds Steffen Bauer, CEO of Wijgula’s parent company, HGK Shipping. “Thanks to purchasing this

stainless steel tanker, which can be used in many different ways, we’re continuing our strategic focus on having special shipping space for the benefit of our customers.” www.hgk.de PROMAN, STENA STEP ON THE GAS

Proman, one of the world’s largest methanol producers, and product/chemical tanker specialist Stena Bulk are planning to develop a solution that will help accelerate the use of methanol as a marine fuel as part of the industry’s path towards decarbonisation. The two companies are already collaborating on the construction and operation of dual-fuelled vessels, primarily to transport green methanol, but realise that this approach will be slow to deliver CO2 emissions reductions; what is needed is a simple way to retrofit existing vessels so they too can play a role. “Methanol is the only available alternative marine fuel that offers immediate emissions reductions, dramatically improving air quality and delivering a clear shipping decarbonisation pathway for 2050 and beyond,” stresses David

Cassidy, CEO of Proman. “Unlike other alternative marine fuels, methanol utilises existing technology and is safe and widely available. Our combined vision is to dramatically accelerate the energy transition in shipping and not only talk about changing our environment but to actually make it happen. We will leverage both companies’ ambition and expertise to make methanol more widely available to vessel owners around the world and help them to join us on the transition to a cleaner shipping industry.” Proman and Stena are committed to jointly developing a ‘Retrofit & Supply’ solution, enabling both Stena’s vessels as well as third-party vessels to experience the immediate environmental benefits and greenhouse gas emission reductions delivered by methanol. Methanol produced from natural gas brings an immediate CO2 reduction, which will be further reduced to over 90 per cent as renewable and sustainable methanol becomes more widely available as marine fuel. www.proman.org www.stenabulk.com

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KEEP UP THE PRESSURE VALVES • ADAPTABILITY, INNOVATION AND FLEXIBILITY ARE KEY ELEMENTS IN THE POST-COVID WORLD, SUGGESTS GRAHAM BLANCHARD, FORT VALE’S MARKETING DIRECTOR

QUITE A FEW of Fort Vale’s products are the result of enquiries by existing customers looking for something ‘a little bit extra’. Over the years, the Fort Vale name has become synonymous with excellence in engineering – 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. We are the first manufacturer in the industry to have built a third party-approved test laboratory where we conduct air-flow and liquid-flow testing. This allows us to provide in-house testing that is suitable for a full range of products – from impact testing,

 FORT VALE’S NEW IBC VALVE OFFERS IMPROVED FLOW RATES AND SEALING PERFORMANCE

HCB MONTHLY | NOVEMBER 2021

air and liquid flow tests to high pressure testing for gas valves. This facility gives us a unique insight into ‘real-life’ scenarios and enables Fort Vale to make significant and informed contributions to the safety of pressurised tanks. NOW IN STORE One of our latest products is the new Fort Vale 2-inch BSP low profile relief valve for intermediate bulk containers (IBCs), which has been developed to radically improve flow rates and sealing performance, in the process setting a new benchmark for comparable models on the market. The valve is perfectly suited to IBC applications where flow rates and sealing performance are key to the performance of the equipment – especially when used on low pressure, static vessels. The low profile feature increases the flexibility of the valve when space is a limiting factor and gives high flow rates with regards to pressure, while the vacuum relief offers increased vessel protection. The potential for damaging leaks is reduced by using conical and guided seating – this significantly improves valve re-seating after relieving pressure – and CFD optimised flow rates allows balanced flow areas within the geometry of the valve, which maximises both pressure and vacuum flow rates. A hexagonal shaped body allows for use of standard tooling to fit the valve to the pressure vessel, while a push button feature for vacuum function allows for manual venting and the integral spring design allows for greater flow rates.

 HAVING TOTAL CONTROL OVER THE PROCESS IS CRUCIAL, SAYS GRAHAM BLANCHARD

The development of this valve originally came about due to enquiries from customers in the road tanker and IBC sectors – the basic premise has been around for decades and is essentially an addition to the Twinact pressure vacuum relief valve range. At Fort Vale, we’ve always prided ourselves on our ability to adapt to changing circumstances swiftly – and as we all know, this has been a skill that has proved especially useful over the last two years! Given that we have total control of all our processes, we are able to develop a design concept through to a finished product completely in-house, quickly. This flexibility is, I think, going to be increasingly important over the next decade. We are in the middle of a period of uncertainty – social, economic and industrial – and I suspect that it will be a couple of years before things settle down. In the meantime, the companies that are able to adapt to changing circumstances, able to innovate with new technologies, and flexible enough in thought and process, will not only survive the turbulence, but prosper too. www.fortvale.com

INDUSTRIAL PACKAGING 39

NEWS BULLETIN

INDUSTRIAL PACKAGING

MAUSER STUFFS THE BOXES

Mauser Packaging Solutions has developed a new ISO pallet for intermediate bulk carriers (IBCs), offering a lower stacking height and thereby increasing the number of IBCs that can fit in a 20-foot container from 18 to 20 units. Traditionally, door height restrictions block two spaces near the opening and require that IBCs be loaded individually and double-stacked once inside the container. The new pallet design allows the shipper to load IBCs stacked two high, improving loading efficiency by more than 50 per cent and eliminating the two unused spaces near the door. The new composite pallet is impact-resistant, designed to withstand rugged handling, accessible by forklifts from all four sides, and compatible with the standard Mauser Packaging Solutions composite pallet. Mauser Packaging Solutions has also announced a significant investment in its Gebze facility in Turkey, to expand drum and IBC production and further support the collection and supply of reconditioned packaging in the region. A new plastics drum line is due to be completed during the fourth quarter of this year, with a new blow-moulding machine for IBC bottles scheduled to be in service early in 2022. As a key supplier of industrial packaging solutions to Turkey and the surrounding region including countries such as Greece, Bulgaria, Egypt, Jordan, Israel, Qatar, and Saudi Arabia, the site expansion will not only support customer growth strategies, but also provide further support of the growing export markets in the Middle East and Eastern Europe. “This investment demonstrates our ongoing commitment to further expand our footprint in the region and partner with our customers to provide unmatched quality and customer service,” says Gönül Olcay, general manager of the Gebze facility. mauserpackaging.com

HOYER HIRES IN IBCS

Hoyer has announced a strategic expansion of its IBC logistics services in North America, hiring Johan Wramsby (below) to lead the team. Wramsby has nearly 20 years of experience in the IBC manufacturing, leasing and service sector after an executive role with Hoover CS. He will support the Hoyer Group team in Houston as director of IBC Logistics Americas. Hoyer has a global fleet of some 50,000 metal IBCs, ranging in volume from 500 to 1,100 litres and manufactured from various grades of stainless steel, all with dangerous goods approval. Hoyer offers a simple leasing service as well as customised contracts and comprehensive full-service arrangements covering the on-time planning of IBC capacities, cleaning and maintenance, and complex transport logistics. It has identified North America as one of the most important growth areas for this service. www.hoyer-group.com

MORE IBCS FROM SCHÜTZ

Schütz has commissioned an expansion of its Karawang site in Indonesia, which was opened in 2019 to produce MX and SX IBCs. The expansion now adds a reconditioning line to allow IBCs collected through the Schütz

Ticket Service to have their inner bottles recycled and remanufactured as fully compatible Recobulk IBCs. Schütz says the new facility will help Indonesia meet its goal of achieving the targets set down in the Paris Agreement, with the production of each Recobulk IBC saving around 100 kg of CO2 emissions compared to a new unit. Schütz has also invested in expanding IBC production volumes at its Worksop facility in the UK. It has added further automation and energy efficiency moves, bringing the site up to the latest technical levels and allowing more precise processing quality and shorter lead times. “Delivery reliability is thus once again significantly increase, even in the event of large fluctuations in demand,” the company states. www.schuetz.net GOOD GREIF

Greif enjoyed record sales levels in its third fiscal quarter, to end June, coming in at $1.49bn, compared to $1.08bn for the same period last year. Net income rose from $20.7m a year ago to $113.0m, while adjusted EBITDA also reached a record level of $237.8m. “The Greif team delivered an exceptional third quarter,” says Pete Watson, Greif ’s president and CEO. “In addition to strong operating results, we achieved record financial performance, reduced our debt and made meaningful progress towards achieving our targeted leverage ratio. While we continue to face significant inflationary conditions, Covid-19 related constraints and labour availability challenges, our underlying end markets are strong and we are executing with discipline to offset challenges and deliver on our commitments. Looking ahead, Greif is well-positioned for success as we continue to partner closely with our customers and drive enhanced value creation for our shareholders.” www.greif.com

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BAD ALL OVER UK • THE CURRENT SUPPLY CHAIN CRISIS IN THE UK IS WELL DOCUMENTED. CBA’S LATEST QUARTERLY SURVEY SHOWS EXACTLY HOW BIG ITS IMPACT IS ON ITS MEMBERS FOR THE PAST FEW months, the UK has been experiencing significant issues in its domestic and international supply chains. It has been hit by international problems in the ocean shipping sector, compounded by the fall-out from Brexit; but it has immense internal problems, too, not least a massive shortfall in the availability of heavy goods vehicle (HGV) drivers resulting not only from EU nationals returning home but also from a long-term lack of interest in driving as a profession and the delays in undertaking new driving tests caused by Covid-related restrictions. For the members of the UK Chemical Business Association (CBA), which represents the country’s chemical distributors and traders, those are fundamental challenges to their operations. “The business situation for our member companies has worsened considerably over the last three months,” said Tim Doggett, CBA’s chief executive, in late September. “Almost without exception, they are also having to deal with significant national and international supply chain issues – from the shortage of shipping containers and major hikes in shipping costs to the chronic shortage of HGV drivers. “These issues are weakening the industry’s ability to recover from the impact of the Covid pandemic and the aftermath of Brexit,” Doggett continued. “CBA is one of the organisations that have led the campaign to highlight the issue of HGV driver shortage and to assist in finding solutions. We are encouraged that the Government has recognised the problem and has begun to take steps to resolve it, but it’s important to realise that there are no quick fixes. We will continue to work with Government and other

HCB MONTHLY | NOVEMBER 2021

stakeholders to find both short and mediumterm remedies, as well as long-term solutions to the problem.” GETTING WORSE Doggett was speaking on the release of CBA’s latest quarterly Supply Chain Trends Survey, which was undertaken at the beginning of September. The survey asks CBA members to provide information on order books, sales, sales margins and employment, on a ‘better– worse–same’ basis. To measure short-term trends, the analysis ignores responses answering ‘same’ and focuses on the positive or negative balance provided by the difference between the ‘better-worse’ responses.

The September survey showed a fall in the strength of members’ orderbooks of more than 30 per cent compared to the previous survey, conducted in June. Current sales volumes also declined dramatically over the preceding three months, to a negative balance of -5 per cent, compared to a positive balance of 42 per cent in June. CBA members remained optimistic about the short-term outlook, though, with future sales predicted to rebound. Current sales margins remained positive, at 2 per cent, though this was down on the 11 per cent reported in June, although members also forecast that sales margins would turn negative in the coming quarter. They are still expecting to employ more people, though again the figure was lower than in June. CBA members were still finding difficulty in getting hold of shipping containers, with 83 per cent reporting shortages, much the same as in June, while almost all reported escalating costs. The number of members facing issues with domestic road haulage increased dramatically from 61 per cent in June to 93 per cent in September, while issues with EU road haulage remained relatively steady at 78 per cent. www.chemical.org.uk

CHEMICAL DISTRIBUTION 41

GATEWAY TO ASIA GERMANY-BASED BIESTERFELD Group has established a joint venture through the acquisition of a majority stake in Singaporebased GME Chemicals, one of the leading distributors of specialty chemicals and polymers in south-east Asia; it anticipates acquiring the remaining shares within the next five years. The deal continues Biesterfeld’s geographic expansion and growth strategy and will help lay the foundation for a targeted and long-term expansion of its market position in one of the world’s fastest-growing regions in its core business. “Asia is a significant growth market and of strategic importance to us,” says Dirk Biesterfeld, chairman of the group’s supervisory board. “Here, too, we want

 GME CHEMICALS’ LEADERS ARE HAPPY WITH THE MOVE, LOOKING FORWARD TO EXPANSION

to significantly increase our market presence together with our suppliers. As a family-owned company, reliability, a long-term commitment, and the joint cooperation of all employees are particularly important to us. The GME portfolio is an excellent addition to the Biesterfeld Group and we are gaining highly qualified employees. I look forward to the cooperation and a successful future together.” “Biesterfeld’s core business is technically complex and consulting-intensive products and services. Here we have developed into a leading global distributor and reliable partner,” adds CEO Thomas Arnold. “We have been growing very successfully with our principals for years and are expanding into new markets together. We are continuing on this course with our entry into GME Chemicals. We are strengthening and expanding our competencies and, together with our new colleagues, we will drive

forward our strategy of continuous expansion in Asia and jointly develop further markets and segments for Biesterfeld.” FAMILY AFFAIRS Philip Chew, managing director and a shareholder in GME Chemicals, comments: “In Biesterfeld, we have not only found a majority shareholder and, in the future, a new owner, but a true partner. We share the same business view and the same values. As shareholders, we will therefore remain in the company with our management team and our employees. I am sure that with our know-how, we can jointly and significantly expand the solution portfolio for customers in Asia and accelerate the growth of our suppliers in our markets. I look forward to our continued journey as part of the Biesterfeld Group.” GME Chemicals was established in 1999 in Singapore and since then has expanded its regional presence to cover south-east Asia and China. The company imports, stocks and distributes specialty chemicals and polymers into diverse markets such as petrochemicals, automotive, construction, consumer, food and pharmaceuticals. Its management has built its business by instilling a customer-focused philosophy throughout the company and also by providing a positive and rewarding environment for its employees. The transaction was completed shortly after Biesterfeld returning to family ownership with its buy-out of Hannover Finanz’s 28.6 per cent shareholding. Hannover Finanz acquired the holding in 2011 and the sale means that all shares are now once again owned by the Biesterfeld family. “In recent years Biesterfeld has grown very profitably and at a disproportionately high rate. A strong owning family and the partnership with Hannover Finanz have been key factors in this success,” says Thomas Arnold. “With our extensive product portfolio, our expertise in application consulting and our know-how when it comes to solutions, we will continue to leverage international market potential as an independent family business and continue to build on our position as one of the world’s leading distributors in a targeted way.” www.biesterfeld.com

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NEWS BULLETIN

CHEMICAL DISTRIBUTION

AZELIS GROWS IN ASIA

Azelis is to acquire WWRC (China) Holdings and Friendship Chemical Company, two Hong Kong-based distributors. Azelis says the move, which aligns with its strategy to support global coverage with local teams, broadens its offerings and provides a base for expansion in the industrial chemicals sector in the wider Asia-Pacific region. Specifically, the acquisitions will provide a strong foothold in the CASE, rubber and plastics additives, and industrial chemicals segments. “We are excited that this union will grow our business in the industrial chemicals sector as WWRC China’s segments are highly complementary to Azelis China’s,” says Laurent Nataf, CEO/president of Azelis Asia Pacific. “WWRC China has excellent relationships with large Chinese suppliers, creating opportunities to expand with these principals worldwide. We also share the same vision and focus on sustainability and commitment to our partners. The addition of WWRC China’s offices increases our geographical coverage in China, allowing us to better serve our customers.” Elsewhere in the region, Azelis has struck a new deal with BASF to distribute its resins range in Vietnam. “This partnership strengthens Azelis’ lateral value chain with the addition of market-leading products in multiple market segments, while also extending its global partnership with BASF into new territories,” says Azelis. “BASF is a prominent player in the chemicals industry that is widely recognised for the innovative and sustainable properties of their products,” says Nataf. “Their resins range is a great complementary addition to our current portfolio. With this collaboration, we are also excited to expand our partnership with BASF and provide our partners in Vietnam and the region with an enhanced portfolio of products that allow us to offer a variety of tailored solutions and innovative

HCB MONTHLY | NOVEMBER 2021

formulations for the CASE industry.” www.azelis.com MORE IN CHINA FOR IMCD

IMCD has agreed to acquire Aquatech Specialty, a distributor of waterborne solutions for the coatings, inks and textiles sector in China. Aquatech was founded in 2004 and in 2020 generated revenues of some €6.7m. It is based in Shanghai and Guangzhou. The transaction is expected to close in November. “Aquatech’s philosophy of value creation matches perfectly with IMCD’s strategy to become a strong partner for our customers and suppliers for sustainable coatings solutions in China,” says Andreas Igerl, managing director of IMCD China (pictured above). “With IMCD’s global connection and technical expertise, plus our local presence and capability, I am confident that we will provide more added value to our customers and partners to drive sustainability in the coatings industry,” adds Peter Shek, owner of Aquatech. www.imcdgroup.com AMERICAS ACTION FOR SAFIC-ALCAN

Safic-Alcan has acquired Rit-Chem, a US-based boutique chemical distributor

specialising in the performance and life science sectors. New York-headquartered Rit-Chem will become part of ChemSpec, Safic-Alcan’s US affiliate. “The acquisition of Rit-Chem is a strong step forward for our ambitions in North America and will complement perfectly ChemSpec’s current activities,” says Yann Lissillour, head of mergers and acquisitions at Safic-Alcan. ChemSpec Canada has meanwhile appointed its first managing director in David Jackson, a 35-year veteran of the chemical industry. In his new role he will be responsible for steering the organisation’s vision and strategy and implementing plans that align with the broader mission of ChemSpec and parent company Safic-Alcan. www.safic-alcan.com BIG BOYS FOR BIESTERFELD

Biesterfeld has announced two senior appointments. Sergej Lazovic has been named joint managing director of Biesterfeld Spezialchemie, working alongside Peter Wilkes. Lazovic will continue with his role as managing director of Biesterfeld International. “Together with our partners, we are driving our expansion and growth strategy forward very

CHEMICAL DISTRIBUTION

dynamically. The specialty chemicals division plays a key role in this growth and Peter Wilkes has been further developing and internationalising this division very successfully for many years,” says Thomas Arnold. “Sergej Lazovic is well acquainted with the international business and will help to take it successfully into the future. I’m confident that this strategy for success will continue.” In addition, Magnus Lagerqvist has been appointed managing director of Biesterfeld Spezialchemie’s Swedish subsidiary ABIC Kemi. Lagerqvist succeeds Nicklas Johnson, who is leaving the company after 14 years. “We’d like to thank Nicklas Johnson for his outstanding work and exceptional dedication over the last several years and extend him our very best wishes for the future,” says Peter Wilkes. www.biesterfeld.com NORDIC CONSOLIDATION

Helsinki-based Bang & Bonsomer has acquired a 51 per cent shareholding in Costech Chemicals, based near Copenhagen, Denmark. Costech specialises in the distribution of raw materials and additives for the personal care, home care and pharma sectors in the Nordic

countries. Former owner Klaus Buhl will remain with the company as a minority shareholder. The acquisition of the shareholding is expected to strengthen Bang & Bonsomer’s existing business in the distribution of industrial raw materials in Scandinavia, Finland, the Baltic states and CIS countries; Costech’s organisation will be operationally merged into Bang & Bonsomer’s Beauty & Clean business unit, bringing its well established position and customer knowledge in Scandinavia. www.bangbonsomer.com BANNER EXTENDS CELANESE DEAL

Banner Chemicals has expanded its longstanding distribution partnership with Celanese, with new arrangements in place in the UK and southern Africa. “The recent advancements in our distribution partnership highlight the strengthening of this longstanding relationship. We look forward to growing together and distributing our extensive ingredient portfolios across the world,” says Graham Cauchois, business unit director at Banner Chemicals, part of the 2M Group.

Banner will now be responsible for distributing Celanese’s acetyl product range in South Africa and sub-Saharan Africa, including emulsion polymers, polymer powders and other intermediate chemicals. In the UK, Banner will add distribution of the Vinamul and Mowilith polymers through its CASE, polymers and lubricants business units. www.bannerchemicals.com BRENNTAG GOES GREEN

Brenntag has expanded its Household, Industrial and Institution (HI&I) portfolio with an agreement to distribute sustainable bio-based solvents from NXTLEVVEL Biochem in North America. “We are excited to have the opportunity to bring a new innovative solution to our customers from NXTLEVVEL. Having a sustainable alternative solvent will allow our customers to better meet the increasing consumer demands for sustainable cleaning products,” says Dr Jeffrey M Carey, vice-president HI&I Americas at Brenntag. These bio-based products can help the chemical industry reduce its dependence on fossil fuels and reduce carbon emissions. They are used in applications such as hard surface cleaners, floor cleaners, and laundry detergents. “I’m very excited that NXTLEVVEL and Brenntag are embarking on a relationship to promote our range of biobased solvents in the HI&I industry by leveraging the strength of our technology along with Brenntag’s market-leading position,” adds Aris de Rijke, CEO of NXTLEVVEL Biochem. “NXTLEVVEL’s technology is highly innovative, proprietary and, for the first time, allows the production of levulinate derivatives at industrial scale. The cornerstone is the patented biomass-derived levulinic acid technology and its esters enabling the affordable production of biobased solvents and other biobased chemicals.” www.brenntag.com

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COURSES & CONFERENCES 45

CONFERENCE DIARY The ongoing global Covid-19 pandemic continues to cause 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.

NOVEMBER NACD Annual Meeting NOVEMBER 8-11, AVENTURA, FL 50th Annual Meeting of the National Association of Chemical Distributors www.nacd.com/education-meetings/ meetings/2021-annual-meeting/ CRAC-HCF 2021 NOVEMBER 8-12, VIRTUAL NOVEMBER 15-16, HUANGZHOU 13th Chemical Regulatory Annual Conference and Asian Helsinki Chemicals Forum www.reach24h.com/en/events/webinar/crac-hcf2021-hybrid-platform-are-you-ready.html ADIPEC NOVEMBER 15-18, ABU DHABI 37th annual Abu Dhabi International Petroleum Exhibition & Conference www.adipec.com Hazards 31 NOVEMBER 16-18, VIRTUAL Conference and exhibition on best practice in chemical and process safety www.icheme.org/career/events/hazards-31/ ECTA Annual Meeting NOVEMBER 18, DÜSSELDORF Annual meeting of the European Chemical Transport Association www.ecta.com/product/ecta-annual-meeting-2021/

Oil Terminal 2021 NOVEMBER 24-26, ST PETERSBURG 16th oil terminal congress and exhibition www.oilterminal.org/en World LNG Summit NOVEMBER 30-DEC 3, ROME 21st annual conference and awards dinner www.worldlngsummit.com

DECEMBER NISTM DECEMBER 1-2, THE WOODLANDS 14th Annual National Aboveground Storage Tank Conference & Trade Show www.nistm.org EEMUA Storage Tanks Seminar DECEMBER 2, ONLINE Annual EEMUA seminar to address safety issues with storage tanks www.eemua.org/tni/Calendar/Events/2021/Dec/ EEMUA-Storage-Seminar-21.aspx GPCA Forum DECEMBER 7-9, DUBAI 15th annual meeting of the Gulf Petrochemicals & Chemicals Association www.gpcaforum.net

JANUARY

V Med Hub Day 2021 NOVEMBER 18-19, TARRAGONA/VIRTUAL Fifth annual workshop on regional tank storage issues www.hubdaytarragona.com

NorShipping JANUARY 10-13, OSLO Biennial exhibition for the global maritime industry http://nor-shipping.com/

European Gas & LNG Conference NOVEMBER 23-24, VIRTUAL 15th Annual Platts conference, exploring the outlook for gas and LNG markets https://plattsinfo.spglobal.com/ europeangaslngvirtualconference_register.html?/ summary

INMEX-SMM India JANUARY 19-22, MUMBAI Biennial maritime exhibition for the south Asian shipping industry www.inmex-smm-india.com

Oil & Non Oil NOVEMBER 24-26, VERONA Trade show on fuel and non-oil storage and distribution in Italy and Europe www.oilnonoil.it

COHMED JANUARY 24-28, SAN DIEGO Annual conference of the Cooperative Hazardous Materials Enforcement Development (COHMED) programme https://cvsa.org/eventpage/events/cohmedconference/

FEBRUARY Internationale Gefahrgut-Tage Hamburg 2021 FEBRUARY 14-15, HAMBURG 37th annual conference on dangerous goods transport (German language) www.ecomed-storck.de/Veranstaltungen/ Internationale-Gefahrgut-Tage-HamburgVeranstaltung-Hamburg-14-15-02-2022.html Battery Recycling Europe FEBRUARY 16-17, LONDON Conference for the battery recycling and manufacturing sectors www.wplgroup.com/aci/event/battery-recyclingeurope/ Megatrans FEBRUARY 16-18, MELBOURNE Biennial trade show for the freight sector in Australia and internationally www.megatrans.com.au International Energy Week FEBRUARY 22-24, VIRTUAL/LONDON Annual week of meetings, conferences and seminars (formerly ‘IP Week’) www.ipweek.co.uk

MARCH PPC Spring Meeting MARCH 6-8, TUCSON Bi-annual meeting and tradeshow of the Petroleum Packaging Council www.ppcouncil.org/upcoming-meetings.php StocExpo 2022 MARCH 8-10, ROTTERDAM The main annual exhibition and conference for the European tank terminal industry www.stocexpo.com/en AFPM Annual Meeting MARCH 13-15, NEW ORLEANS AFPM’s annual meeting for refiners and marketers www.afpm.org/events/2d323f000003c1 Hydrogen & Fuel Cells Energy Summit MARCH 16-17, PORTO Conference to discuss innovations in hydrogen and fuel cell technology, production and transport www.wplgroup.com/aci/event/hydrogen-fuel-cellsenergy-summit/

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THE FUTURE WORKS TRAINING • THE QUALITY OF DG ONLINE TRAINING’S INNOVATIVE APPROACH HAS BEEN RECOGNISED BY INDUSTRY AS OFFERING VALUE FOR MONEY AND EXCELLENT RESULTS “WE WERE COMPLETELY humbled – and very proud,” says Lisa Horner, one of the three training professionals behind Dangerous Goods Online Training, of the company’s recognition as being ‘Highly Commended’ during the Air Cargo News Innovation Awards this past September. Not only was this a terrific boost for a small and young company – formed only in late 2019 – but it also marked the first time that the Awards had recognised an organisation working in the dangerous goods sector.

“It was something just to get short-listed,” agrees Paul Horner, who was formerly with the International Air Transport Association’s (IATA) dangerous goods team and is an experienced trainer. “All of us are very proud.” Scott Dimmock, the third partner in DG Online Training, says he was “humbled to be such a small company competing against giants of the air transport industry”, especially as it was the first training provider to be recognised by the Awards. DG Online Training’s customers were not

surprised by the award, with Dan Lee saying: “Having experienced your training this year, this award comes as no surprise to me. Well done Team DG Online Training!” Commenting on his training, Lee added: “Welcome to the future of DG by Air learning! Well done to the DG Online Training team for producing a simple and effective method of delivery and learning that sees instant access to the programme performed at your own pace with the full range of back-up and supporting resources to assist your learning and confirming your application of the key learning points of IATA DG by Air. I fully recommended any DG professional to use this route to re-qualify or to get back into the land of IATA DG. For those who are new to the world of Dangerous Goods shipments you should make full use of the instructor on-line assistant facility and the accompanying course manual.” TIME AND PLACE Testimonials such as that illustrate the effort that has been put in by the three people behind DG Online Training. The past two years have been “a rollercoaster ride,” Paul says. “It has been enjoyable – but challenging”. The biggest challenge was the move to lockdown in early 2020 but that was the biggest opportunity too. DG Online Training’s remote training systems were developed well before the Covid-19 pandemic struck but they were in the right place to be able to provide continuity in critical training programmes at the point where face-to-face training suddenly became virtually impossible. Furthermore, the pandemic highlighted the importance of the air cargo chain, not least in getting vaccines delivered around the world but also in relation to growing e-commerce business. Those shipments generated by e-commerce – often consumer goods – can have a large dangerous goods content (not least lithium batteries) and this means



PAUL HORNER, LISA HORNER AND SCOTT DIMMOCK HAVE COME A LONG WAY IN JUST TWO YEARS, TO THE POINT WHERE THEIR INNOVATIONS ARE BECOMING THE BENCHMARK FOR QUALITY IN ONLINE TRAINING

HCB MONTHLY |NOVEMBER 2021

COURSES & CONFERENCES

airlines are putting more pressure on shippers to get their compliance right. And that means more requirements for training. While DG Online Training already had its air training programme in place, the lack of in-person contact meant that invigilating examinations would also have to move online – and this was a major change. Paul explains that they worked very quickly, contacting the UK Civil Aviation Authority (CAA) and putting in place systems and controls, including secure packagings to get examination papers to and from candidates, to ensure that examinations were reliable. Having got CAA to agree to the way of working, other providers have followed the example but, Paul says, the way that DG Online Training is doing it has become the benchmark. While a lot of training activity in the early months of the pandemic involved refresher courses, there were also a surprisingly high number of people coming forward for initial training, Paul says. Many of these were individuals who had been made redundant and were looking to ‘skill up’ to be ready for the post-pandemic job market and there were a lot looking for dangerous goods acceptance (Category 6) training. SPEED UP ADOPTION Scott explains that, as DG Online Training became established, its early courses were continuously improved using feedback from trainees, along with the areas where Lisa could see that those trainees were having difficulty. That process is ongoing, while the arrival of remote invigilation was a major step up. The Covid pandemic accelerated adoption of the concept and, he adds, remote invigilation was a sea change in the business – but is now part of the norm and has opened up opportunities around the world. The main

competition DG Online Training faced was resistance to change but that, he says, is now fading. Online training is steadily being more widely adopted, and not just because with Covid restrictions in place it is the only option. Word of mouth is spreading awareness and the recent recognition and award has already generated more inquiries. The next stage in the company’s development will have to be coping with more volume – though that will not be difficult to manage. DG Online Training is, indeed, now becoming the trainer of choice for some airlines – including a few big names – as well as government agencies, forwarders and ground handlers. And those companies are passing the word on to their clients too. CHEAPER AND BETTER Another benefit of online training and examination is, of course, its price. The training provider does not need to send its tutors out into the world, with the associated costs of travel, lodging and subsistence, and neither do those being trained. That makes the whole process cheaper than in-person training but, as Paul says, being cheaper doesn’t mean the training is not as good. “It’s affordable and high quality,” he says, and DG Online Training will also rent copies of the IATA Dangerous Goods Regulations to trainees while they are doing the course. “Online training used to have a stigma attached,” Scott says, “but we are finding that once a new customer tries it, they come back for more.” It is also good for the training provider, as its trainers have the time to do more value-added material, improving the courses over time, and it has the advantage that trainees can do the coursework and sit the examination at a time suitable to them

– even at evenings and weekends – to reduce the time they have to be away from their regular tasks. “This is not the end of in-person training,” Scott says, “some will always want it.” But DG Online Training has shown that remote learning and invigilated examinations can deliver the quality that is needed. Indeed, as one satisfied customer said recently: “The online course is extremely easy to navigate, allows you to go at your own pace (and pause it when the kids need picking up from school) and provides practice exam material and review quizzes. Overall I’m really pleased with the course and will absolutely be completing all further training online rather than in the classroom. I highly recommend this course.” That quality will extend to the introduction of competency-based training and assessment (CBT-A), the concept being brought into the dangerous goods by air sector from 2023. This is, Paul Horner says, “the most radical change in air training for about 30 years” but he feels that the airlines have got it covered. The biggest problems are likely to lie upstream with the shippers, especially smaller companies, for whom it will be a big change. DG Online Training can help support them through the process and is already doing so by carrying out on-the-job evaluations. That is clearly not the end of things: DG Online Training has already branched out into the maritime sector, offering International Maritime Dangerous Goods (IMDG) Code training, and will continue to expand and update its training courses. In the meantime, it has revamped its branding and website, which is well worth a look – or call them on +44 (0) 800 644 6799. www.dgonline.training

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INCIDENT LOG ROAD/RAIL/AIR INCIDENTS Date

Location

Vehicle Type

Substance

Details

Source

28/8/21 New Hampton, freight train ammonia Iowa, US

Two injured during derailment of six locos, four cars of CP train after heavy rain; one tank car with anhydrous ammonia leaked, prompting evacuation; some leak of diesel and lubricant from one loco

CBS

29/8/21 Avondale, road tanker — Arizona, US

Two workers collapsed, died after entering tank truck at Danny’s Truck Wash; four firefighters needed hospital treatment for heat exhaustion; not clear what was in the tanker before cleaning

AZ Central

31/8/21 San Carlos City, road tanker fertiliser Philippines

Road tanker with liquid fertiliser overturned on national highway, rolling onto passing tricycle; one killed, one seriously hurt on bike; tanker driver taken into police custody

Inquirer

31/8/21 Banning, road tanker fuel California, US

Tank truck crashed, overturned on I-10, spilling 9,000 gal (34 m3) unspecified fuel to road; highway was closed in both directions for initial response; remaining fuel had to be transferred

CBS

3/9/21

nr Montrose, road tanker cooking oil KZN, South Africa

Road tanker with cooking oil overturned on N3 after crashing into barrier; tank was ruptured, spilling oil that spread over 5 km in both directions; highway closed while road was cleaned, remaining cargo transferred

IOL

5/9/21

Ijagbo, road tanker LPG Kwara, Nigeria

Driver, attendant injured by explosion when hose ruptured during delivery of ‘gas’ (presumably LPG) at filling station; nearby residents fled, fearing further explosions

The Eagle

12/9/21 Nueva Vizcaya, road tanker Philippines

gasoline, diesel

Road tanker with 40,000 litres diesel, gasoline ran off bridge in Bagabag Town, exploded on impact; driver and helper died in fire, three others hurt; blaze spread to nearby areas

Inquirer

20/9/21 nr Williamsdale, road tanker ACT, Australia

gasoline, diesel

B-double tanker with 48,000 litres diesel and gasoline caught fire on Monaro Highway; driver suffered smoke inhalation injuries but no others hurt; entire cargo burned; highway closed overnight during firefighting

Canberra Times

MARINE/INLAND WATERWAY INCIDENTS Date Location

Vessel

Substance Details

Source

7/8/21 Novorossiysk, monobuoy crude oil Russia

Failure of hydro compensator led to spill of light crude from monobuoy at Caspian Pipeline Consortium terminal during loading of Suezmax Minerva Symphony; spill estimated to cover 80 km2

FleetMon

7/8/21

Authorities were alerted to an oil slick near Point-a-Pierre refinery, spreading into sea; booms deployed; oil also found in Guaracara River, traced to a leaky pipeline; threat to fishing industry in Claxton Bay

FleetMon

22/8/21 Campeche Sound, oil platform crude oil Mexico

Five workers died, six were injured and two reported missing after fire on Pemex’s Ku-Maloob-Zaap offshore platform in Gulf of Mexico; significant impact on Mexican oil output; Pemex investigating cause of fire

Splash 247

24/8/21 Baniyas, power plant fuel oil Syria

Substantial leak of fuel oil from Baniyas Thermal Plant reached sea, drifted westwards and threatened coasts of Northern Cyprus and Turkey; spill estimated at 20,000 bbl; cause of spill not known

Maritime Executive

25/8/21 off Bejaia, Global Lake — Algeria

Three crew, including captain, died aboard tanker (7,500 dwt, 2014) during tank cleaning; one crewman collapsed in tank, captain and bosun went to help but were also overcome; tanker berthed at Cartagena

FleetMon

3/9/21

Beirut, FM Spiridon cattle feed Lebanon

Three workers were overcome by fumes from cattle feed that had been soaked with seawater after livestock carrier developed list, emitting some sort of gas; one died, two were rescued;

FleetMon

4/9/21

Ho Chi Minh, Vietnam

Fire broke out in container aboard feeder vessel while handling cargo at Ben Nghe port; crew were unable to extinguish fire, which captain said broke out in container that had been loaded overnight, contents unknown

Maritime Executive

5/9/21

off Port Fourchon, pipeline crude oil Louisiana, US

USCG responded to reports of large oil spill off the coast, which was traced to a ruptured 12-inch offshore pipeline; not clear if damage was caused by Hurricane Ida, which had just passed through, or from other source

Maritime Executive

8/9/21

Rotterdam, An Chang Netherlands

Fire broke out in cargo hold of bulk carrier berthed in Botlek; firefighters brought fire under control, found cargo of lithium batteries; reports indicate fire took a long time to extinguish completely

FleetMon

9/9/21

Aratu, Bahia, Brazil

Explosion reported in cargo tank of LPG carrier (7,200 m3, 2003), followed by white smoke; small fire was extinguished by crew; inspectors said blast happened during degassing, suggesting smoke was gas vapour

FleetMon

9/9/21

off Port Elizabeth, MSC Katrina unknown E Cape, South Africa

Containership suffered explosion, fire while en route Lomo for Durban; not under control after blast, cause of which is unknown; was taken under tow and headed for Durban, though progress was slow in bad weather

FleetMon

Fire broke out in container with yellow phosphate aboard containership docked at Catania; cargo known to give off toxic gases when burning; fire brought under control, damaged container offloaded

FleetMon

Gulf of Paria, pipeline crude oil Trinidad

Morning unknown Vinafco

lithium batteries

Forte de LPG São Marcos

16/9/21 Catania, Luebeck Sicily, Italy

HCB MONTHLY | NOVEMBER 2021

yellow phosphate

SAFETY

MISCELLANEOUS INCIDENTS Date

Location

Plant type

Substance

Details

Source

2/8/21

Dahej, Gujarat, India

chemical plant

chemicals

One worker killed, two injured by explosion in chemical tank at SRF manufacturing unit in Bharuch district of Dahej; explosion was followed by fire, which was dealt with by responders; cause of blast not clear

NDTV

15/8/21 Coolidge, Arizona, US

pipeline

natural gas

Explosion on Kinder Morgan gas line killed two people in nearby home, with another seriously injured; operator closed valve at Tucson, shutting down flow; no workers involved in incident, cause of which is unclear

KTAR

30/8/21 nr Mash’en, Israel

pipeline

crude oil

Estimated 100 m3 oil leaked from Eilat-Ashkelon pipeline; operator repaired affected section overnight, removed 800 tonnes contaminated soil; criminal investigation underway

Jerusalem Post

2/9/21

Berchem, Luxembourg

service station

propane

Aire de Berchem, Europe’s largest filling station, was closed after leak developed in 55,000-litre propane tank; source of leak could not be found so tank had to be emptied; fire crews from seven towns in attendance

RTL

7/9/21

Otzolotepec, México, Mexico

LPG filling station

LPG

Following earthquake in Guerrero state, there was an explosion at the Otzologas LPG filling station on Amomolulco-Ixtlahuaca highway; four people injured, nearby homes damaged

MMCF

metallurgical plant

acid

Fire broke out in tank with unspecified acid at Aubert & Duval plant, which makes aviation and automotive parts; dense cloud of black smoke over small town; residents advised to shelter in place; cause not yet known

112. int’l

13/9/21 Camargo, fuel depot Chuquisaca, Bolivia

fuels

13 people were injured by two explosions at Sedcam depot; thought that first involved a gas cylinder, which led to blast in tanks with gasoline, diesel; all those hurt were inside the facility

The Rio Times

16/9/21 Barauni, Bihar, India

unknown

Some 15 workers were injured, eight seriously, by explosion at Barauni oil refinery, two days after start-up after maintenance; all operations stopped; refinery’s engineers investigating cause

Orissa Post

16/9/21 Pune, fireworks Maharashtra, India plant

candles

One worker killed at small unit making firework cake candles after fire broke out during mixing of explosive materials, possibly caused by heat from lamp; police investigation ongoing

NDTV

27/9/21 Lake Charles, Louisiana, US

ethylene

Six contract workers injured by explosion during maintenance work on ethane cracker at Westlake Chemical facility; company said there was a flash fire, which did not spread

KPLC

10/9/21 Pamiers, Ariège, France

oil refinery

chemical plant

SAFETY

ASSAULT ON BATTERIES LITHIUM BATTERIES • THE AIRLINE INDUSTRY, THROUGH IATA, IS ATTEMPTING TO IMPROVE STANDARDS IN THE SHIPMENT OF LITHIUM BATTERIES WITH A NEW CEIV PROGRAMME THE INTERNATIONAL AIR Transport Association (IATA) has established a Center of Excellence for Independent Validators for lithium batteries (CEIV LiBa) to act as a certification programme to allow shippers and freight forwarders of lithium battery products meet their safety obligations by complying with the relevant transport regulations. CEIV LiBa was officially launched during IATA’s World Cargo Symposium in Dublin in October. CEIV LiBa is structured along the lines of similar and well established initiatives for the transport by air of live animals,

 LITHIUM BATTERIES GET EVERYWHERE THESE DAYS. AIRLINES NEED TO KNOW WHERE THEY ARE

HCB MONTHLY | FEBRUARY 2018

pharmaceuticals and perishable goods, which all aim to elevate the level of expertise in the supply chain and achieve global standardisation. It establishes baseline standards to spur improvement in the level of competency and quality management in the handling and carriage of lithium batteries throughout the supply chain, based on the requirements in IATA’s Dangerous Goods Regulations (DGR) and Lithium Battery Shipping Regulations (LBSR). IATA has made the move because lithium batteries are among the most problematic cargoes transported by air, especially as their use has increased dramatically in all manner of consumer goods. The growth of e-commerce has only served to further increase their presence in air cargo,

while also bringing new and often informal shippers into the supply chain. The aviation industry has repeatedly voiced concerns over the lack of awareness and also the increasing number of incidents of intentionally mis-declared and non-compliant lithium batteries in cargo shipments, and the needs to address the safety risks to ensure that the security of the supply chain is not compromised. This is what CEIV LiBa seeks to achieve. WHERE TO GO FOR HELP Applicants for certification must successfully pass CEIV LiBa training, followed by an assessment and validation conducted by an Independent Validator to determine compliance of the organisation with the criteria set out in the CEIV LiBa audit checklist. Those organisations may be shippers, freight forwarders, airlines, ground handlers or agents of any of those. The Independent Validator will assess the organisation’s ability to handle and/or transport lithium batteries against the programme’s standards, providing feedback with a detailed list of specific areas where improvement is needed. A final validation will verify that the findings and a gap analysis made during the assessment have been addressed. If all is well, certification is granted, valid for two years; revalidation will require refresher training and a re-assessment. Those organisations that are granted a certificate will be listed on IATA’s ONE Source registry. CEIV LiBa will, IATA says, strive to achieve standardisation and uniformity in the scope, depth and quality of the certification process, focusing on critical operational areas. As with other third-party verification systems, it aims to ensure that all organisations are assessed in a consistent and objective manner using standardised audit checklist and criteria that have been developed to guide the Independent Validator and the organisation through the certification process. Further details of CEIV LiBa, together with links to relevant source material and other resources, and a contact form, can be found on the IATA website at www.iata.org/en/programs/cargo/ dgr/ceiv-lithium-battery/.

SAFETY

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52 SAFETY

WELL GROUNDED STATIC • AN UNGROUNDED ROAD TANKER IS A STATIC ELECTRICITY HAZARD THAT CAN CAUSE EXTREME DAMAGE. NEWSON GALE STRESSES THE IMPORTANCE OF PROPER GROUNDING ROAD TANKERS MUST be designed and manufactured so that all metal items are bonded together. International standards and recommended practices state that this bonding/continuity must be less than 1 Ohm and others less than 10 Ohms between metal items. Designated earth points must also be welded onto the tank and body of the vehicle, be clearly marked and manufactured from corrosion-resistant material. Drivers must be educated to attach the grounding clamp and system to the designated earth point on the truck as soon as they leave the cab and before starting any other operation or product transfer. It is critical that the clamp is connected to the

designated earth pin on the vehicle before any other equipment (such as transfer hose, landing legs, etc) comes into contact with the ground. The dedicated earthing system needs to confirm a good ground connection before the product transfer can begin. After the product transfer and all other activities have been completed the driver can then remove the earthing clamp and store it away on the stowage point before driving off. BEST PRACTICE To protect against the static electricity hazard some operators of road tankers fit a simple hand wind or retractable single-core cable

reel and clamp assembly to protect their trucks. Unfortunately, this assembly is only a basic introductory method that does not meet international standards and recommended practices when protecting the trucks because it cannot alert the driver to danger: • It cannot provide a visual indication of a GOOD or BAD ground connection • It does not provide ‘true earth’ verification that the connection can dissipate static electricity • Because it is not a monitored circuit it cannot automatically shut down the product transfer if the ground connection is lost • It does not comply with the relevant standards and recommended practices. The recommended and safest way to protect a product transfer is to use a dedicated truck earthing system that is gantry-mounted. A dedicated earthing system would avoid those shortcomings listed above and also fully comply with the requirements for monitoring to ensure that the resistance between the teeth of the clamp on the designated earth point of the truck back to the verified true earth point close to the gantry is less than 10 Ohms. A two-core cable reel is suitable for this application if used in conjunction with a dedicated earthing system. The verified true earth connection located close to the gantry and connecting the dedicated earthing system to true earth must be checked regularly by a responsible person. There are a number of international standards and Industry recommended practices that relate to the safe use of road tankers and the prevention of static electricity hazards during loading/unloading at a fixed point in a plant. These include: • European Standard PD CLC/TR 60079-32-1:2018 (see 7.3.2.3.3) • NFPA 77, Section 12.2 • API Recommended Practice 2003 (8th edition, 2015) • ADR Chapter 4.3 • Energy Institute’s Petroleum road tanker design and construction (4th edition, 2019) Users should always refer to the latest version of these standards and recommended practices. For any queries, contact Newson Gale (www.newson-gale.co.uk).

HCB MONTHLY | NOVEMBER 2021

SAFETY 53

FIRE IN THE BELLY AIR CARGO • QATAR AIRWAYS IS TAKING AN AGGRESSIVE POLICY TOWARDS THE RISKS POSED BY LITHIUM BATTERIES ON ITS AIRCRAFT, PLANNING TO REPLACE ITS ENTIRE ULD FLEET QATAR AIRWAYS CARGO has announced plans to replace its entire fleet of more than 10,000 unit load devices (ULDs) over the next five years with Safran Cabin’s newly developed Fire Resistant Containers (FRCs). The first batch of FRCs arrived in Doha at the end of September and the airline says it expects to replace some 70 per cent of its fleet by the end of 2022. The decision to switch to the new containers stems from Qatar Airways’ vested interest in preventing safety issues related to the increasing risk posed by lithium battery shipments. Guillaume Halleux, chief officer cargo at Qatar Airways, raised the issue in his keynote presentation at the International Air Transport Association’s (IATA) recent World Cargo Symposium in Dublin, saying: “As a leading cargo airline, we put the safety of our passengers and employees first. Due to the increased transport of devices with lithium ion batteries in ULDs, we were looking for

a solution that prevents incidents in containers used for the handling and storage of baggage, as well as the transportation of cargo goods. Thorough testing has validated the absolute fire resistance of Safran Cabin’s new FRC containers, and we are very pleased to roll out this solution in our belly-hold fleet within such a short period of time.” SIX HOURS OF SAFETY Safran Cabin was also responding to those rising concerns, expressed by many airlines and crew, over the safe transport by air of lithium ion batteries and all the various types of equipment that contain them. The development of the Class-D FRC design is an extension of its portfolio of cargo ULDs, complementing existing models designed to contain Class-A fires, involving ‘ordinary’ combustible products such as paper and cardboard. Safran Cabin’s FRCs are designed to resist a lithium-based fire for six hours and are

equipped with an innovative ‘SEN’ (‘Secure, Ergonomic and Non-Velcro’) door made of high impact-resistant materials and without the use of Velcro, making the container easy to maintain and optimising the cost of ownership. Pascal Piveteau, senior vice-president of Safran Cabin’s cargo and catering division, states: “We are delighted to bring this innovation to the market together with Qatar Airways Cargo as one of our key partners for pallets and container solutions for more than 15 years. The project started at the end of 2019, and was finished in record time to support Qatar Airways Cargo’s replacement plans. “Together, we are contributing to the setup of new standards for a safer aviation environment,” Piveteau adds. “We are also honoured by the trust our esteemed customer has expressed in this major project, which constitutes one of the largest-ever airline ULD fleet replacements, especially in these challenging times.” Safran Cabin, which is based near Paris, began life as a manufacturer of aircraft engines but now specialises in hightechnology solutions for the aviation, defence and space markets. In the airline sector it designs, certifies, manufactures and supports innovative aircraft cabin interiors, equipment and systems. It is active worldwide with some 76,000 employees and achieved sales of €16.5bn in 2020. www.qrcargo.com www.safran-group.com

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NEWS BULLETIN

SAFETY

A&A ADDS FLOTECH

Adler and Allan, the UK’s leading environmental risk reduction specialist, has acquired Flotech Performance Systems Ltd, which provides design, fabrication, consultancy, project management, planned and reactive maintenance for the storage, transfer and distribution of industrial liquids, gases and wastes. Its highly specialised services cover additive and blending, fluid transfer, access solutions, storage tank equipment and vapour recovery. “With our already extensive capability in hazardous materials, this acquisition helps us to handle an even greater range of substances in a broader set of situations and environments, including those that will become more important in the future, such as hydrogen,” says Mike Willink, group development director at Adler and Allan. “By combining this acquisition with our existing environmental services, we are now able to be a much more strategic environmental partner to our customers.” Thomas Sadler, managing director of Flotech, adds: “We are delighted to be joining the Adler and Allan family today. With our turnkey solutions we are already helping customers with the storage, transfer and distribution of liquid and gas products. As businesses decarbonise their processes, this move will help customers in their ability to blend contaminants into less harmful chemicals and then blend them into more useful substances such as the process for manufacturing hydrogen.” www.adlerandallan.co.uk DGIS INTO PANDO

Labelmaster has arranged to integrate its Dangerous Goods Information System (DGIS) into Pando’s transportation management system (TMS). “The partnership provides a seamless, integrated solution for planning and executing the shipment of dangerous goods and ensure compliance with global shipping regulations,” Labelmaster says. Chennai-based Pando helps business to

HCB MONTHLY | NOVEMBER 2021

digitise, monitor and optimise their supply chain operations through a networked TMS and control tower. “Shippers around the world are looking for out-of-the-box solutions for managing freight but, many of the transportation management systems lack the necessary DG management capabilities,” says Ashok Vasan, president and chief revenue officer of Pando. “By integrating DGIS with Pando’s TMS, we can now give our customers access to best-in-class DG shipping software, on a single integrated interface.” pando.ai SARC LEVERAGES HAZCHECK

SARC, a Dutch provider of maritime software and services, has linked up with Exis Technologies to offer an EDI-IMDG validation tool for the shipping of dangerous goods by sea. The Validator uses the Hazcheck Toolkit to provide a complete check of the stowage and segregation of containers with dangerous goods aboard a vessel, alerting the user to potential conflicts and non-compliance. “The tool is meant for ship owners, shipping lines, crew and port authorities and can assist

in attaining a higher standard of safety at lower effort,” SARC says. “In summary, the EDIIMDG Validator allows for a more thorough and more efficient check of a vessel’s load, thus increasing the safety of the vessel, its crew and reducing the risk of environmental pollution.” www.sarc.nl BATTERY GUIDE UPDATED

The US Pipeline and Hazardous Materials Safety Administration (PHMSA) has updated its Lithium Battery Guide for Shippers, designed to assist shippers to safely package lithium cells and batteries for transport by all modes according to the latest regulatory requirements, including those in the HM-215O rulemaking. The Guide directs the reader to scenariobased shipping guides that outline the applicable requirements to ship packages of lithium cells and batteries in various configurations. Each distinct shipping guide refers to the regulatory requirements for a specific lithium cell/battery type, configuration and size, so as to make it easy for shippers to find the applicable transport provisions. The Guide can be freely downloaded from the

SAFETY 55

PHMSA website at www.phmsa.dot.gov/ training/hazmat/lithium-battery-guide-shippers. NCEC GOES TO SCHOOL

The National Chemical Emergency Centre (NCEC) has established the Hazmat Academy, designed to provide off-the-shelf and bespoke training solutions in the field of emergency response involving dangerous goods. NCEC hopes the Academy will help responders meet their training goals using flexible learning opportunities. Ed Sullivan, manager of Hazmat Academy, explains: “Chemical incidents happen around the world every day. As an ex-fire and rescue service officer, I know how important it is that we have access to world-leading training to enable responders to be fully prepared to deal with incidents, as well as the opportunity to learn from each other’s experience of dealing with them. The Hazmat Academy is built on the foundation of real-life lessons leading to a safer and more competent response from all of us.” More information about the new service can be found at www.thehazmatacademy.co.uk.

CHECK YOUR VALVES

The UK Health & Safety Executive (HSE) has issued a safety alert on pressure/vacuum relief valves for road tankers. The alert follows HSE’s investigation into an incident in April 2020 when a driver noticed vapour coming from his road tanker, which was carrying nitric acid. The valve had become stuck in the open position. HSE determined that the valve had been modified by an engineer, most likely to allow it to be serviced without the use of a special tool, but the modification prevented its safe operation. HSE is alerting users of road tankers and tank containers to inspect the pressure/relief valves fitted to ensure there have been no unauthorised modifications. It also reminds industry that those involved in the servicing of relief valves should be competent to do so. CSB REPORT FORM

The US Chemical Safety Board (CSB) has issued its new Accidental Release Form, required for all those reporting an accident involving the release of hazardous materials at a fixed facility. Those responsible must report such a release within eight hours, either by phone or by emailing the completed form to CSB. Full details of the requirement and a link to the form can be found on the CSB website at www. csb.gov/news/incident-report-rule-form-/. NTSB COUNTS TANK CARS

The US National Transportation Safety Board (NTSB) has released information on the tank cars involved in the December 2020 derailment near Custer, Washington, which resulted in the release of some 29,000 gallons of crude oil from three of the derailed cars and the evacuation of 120 nearby residents. NTSB’s factual report merely documents the technical details of those DOT-117 tank cars involved. Nine of the ten were originally built to DOT-111A100WI specifications with enhancements to the AAR CPC-1232

standard for tank cars in crude oil and ethanol service. Three of those nine leaked. The other tank car, which did not leak, was a DOT117j100W tank, which has a slightly thicker shell and head. NTSB has not issued any conclusions or recommendations but its report does note that this thicker tank was located among the three that did leak. “NTSB’s intent for this investigation was to gain damage data from the DOT-117 rail tank cars involved in the derailment,” says Robert J Hall, director of NTSB’s Office of Railroad, Pipeline and Hazardous Materials Investigations. “Because our investigation was limited to data collection, we have not issued any findings or safety recommendations. The data we gathered in this investigation will assist us as we evaluate the performance of tank cars carrying flammable liquids involved in other rail accidents.” CSB REPORTS ON HYDROGEN BLAST

The US Chemical Safety Board (CSB) has released its final report on the fatal explosion at AB Specialty Silicones in Waukegan, Illinois in March 2019. It says the blast occurred after incompatible chemicals were mixed in a tank, causing a reaction that generated hydrogen gas, which ignited. Four workers suffered fatal injuries. CSB notes that the incorrect chemical was contained in a blue plastics drum identical to that containing the chemical that should have been used. CSB determined that the underlying causes of the incident were deficiencies in AB Specialty’s operations, policies and procedures, including its hazard analysis, methods used to store and handle incompatible materials, process safety culture weaknesses and a lack of a safety management system. CSB’s report contains a number of new recommendations for AB Specialty and reiterates some already delivered to OSHA and US EPA. The full report can be found on the CSB website at www.csb.gov/ab-specialty-silicones-llc/.

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A SLOW BURN MULTIMODAL • THE 2021/22 REGULATORY BIENNIUM HAS STARTED SLOWLY, WITH DISCUSSIONS IN GENEVA HAMPERED BY COVID RESTRICTIONS AND COST PRESSURES ORGANISATIONS AROUND the world continue to struggle to do their jobs while observing hygiene controls. That goes for the regulatory authorities just as much as for commercial corporations. For those working at the UN’s Palais des Nations in Geneva, things are even worse: the UN’s own liquidity crisis, together with renovation work going on under the strategic heritage plan have cut down the time available. Furthermore, the desire to meet in a hybrid format, to allow the participation of those delegates unable or unwilling to make

To make decisions on international provisions, including the UN Recommendations on the Transport of Dangerous Goods (or ‘Model Regulations’), it is also necessary to have full, live interpretation available. But Covid restrictions have impacted interpreters too and, at its first session of the new biennium, the UN Sub-committee of Experts on the Transport of Dangerous Goods (TDG) was only able to hold one day with interpretation. Duane Pfund, international program coordinator at the US Pipeline and Hazardous

the trip to Switzerland, is also making it hard to find suitable facilities at the venue.

Materials Safety Administration (PHMSA) and chair of the Sub-committee, explained during the Labelmaster DG Symposium this past September that the hybrid format places other restrictions on the work of the Subcommittee. A lot of progress is made not during plenary sessions but on the side,

 THE PALAIS DES NATIONS HAS BEEN A QUIET PLACE DURING THE PANDEMIC

HCB MONTHLY | NOVEMBER 2021

over coffee or in break-out working groups. Those interactions are simply not possible at a hybrid meeting and Pfund said he would like to get back to in-person meetings as soon as possible, acknowledging that it is unlikely to happen this year. Bearing all this in mind, the 58th session of the TDG Sub-committee was restricted to five days, though a number of decisions were taken, mostly topics that had been held over from the previous sessions. Meanwhile, as Pfund highlighted in his presentation during the DG Symposium, the experts are making progress on a broad-based project to improve the usefulness and recognition of the Model Regulations. BACK TO BASICS One element of this is making it clear what the regulators want from the regulated community. While a lot of effort goes into making the rules as clear as possible, the intent is not always obvious. Pfund envisages some sort of ‘unified interpretation’, akin to those provided by PHMSA in the US, to explain what changes to the regulations are designed to achieve. Alongside that effort, the Sub-committee wants to know how countries around the world are applying the Model Regulations;

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Pfund sees a need for a central point of information where all implementation information can be brought together. That will sit alongside an effort to improve the provision of safety training and capacity building: Pfund sees opportunities to help shippers and competent authorities, especially in countries where resources are lacking or in short supply, and says he is happy to take input and suggestions. The 58th session of the UN TDG Subcommittee opened on 28 June with Pfund in the chair and Claude Pfauvadel (France) as vice-chair. It was attended by delegations from 23 states, observers from Latvia, Luxembourg, Moldava and Turkey, and representatives from the EU, the Intergovernmental Organisation for International Carriage by Rail (OTIF), the UN Food and Agriculture Organisation (FAO), the International Civil Aviation Organisation (ICAO), the International Maritime Organisation (IMO), the World Health Organisation (WHO) and 29 non-governmental organisations. Before getting on with its work, the Sub-committee heard from the secretariat that the UN Economic and Social Council (Ecosoc) had adopted the resolution prepared by the parent Committee of Experts on TDG and the Globally Harmonised System (GHS) of classification and labelling of chemicals at its December 2020 session; that resolution included the amendments agreed that appear in the 22nd revised edition of the Model Regulations, the English-language version of which had already been published. It was expected that the seventh revised edition of the Manual of Tests and Criteria would be published before the end of 2021. The 22nd revised edition of the Model Regulations will inform the modal, international, regional and national regulations on the transport of dangerous goods that will start to take effect in 2023. The TDG Subcommittee is now beginning work on the 23rd revised edition, due for publication in 2023 with

sessions of the biennium generally makes few decisions, other than to clean up some issues left over from the previous biennium. That was certainly the case this year, though close reading points the way to some bigger decisions to come.

its provisions being adopted through the modal and other regulations from 2025. The Sub-committee is due to meet twice in 2021 and twice in 2022, with the Committee scheduled to adopt the agreed changes in December 2022. In normal times, the first of the four

to Class 1. The Working Group supported continuation of the exercise, though opinions were divided on possible solutions. SAAMI volunteered to develop further data prior to the next Working Group meeting, which drew support from the Sub-committee.

START WITH A BANG As is the normal pattern, all those papers and proposals relating to explosives were remitted to the Working Group on Explosives, once more chaired by Ed de Jong (Netherlands), for consideration. In light of Covid-related travel restrictions, the Working Group met by web conference prior to the Sub-committee’s session, with the participation of experts from 14 countries and several non-governmental organisations. The Sporting Arms and Ammunition Manufacturers’ Institute (SAAMI) reported on previous discussions concerning the 6(d) test, which is designed to identify hazardous effects outside of the package resulting from an accidental initiation. It is widely felt that the current criteria may identify all effects, rather than just hazardous effects and clear guidance is needed. There was an exchange of views within the Working Group, which raised a number of points and were often at odds. The Sub-committee noted those comments and SAAMI invited feedback, prior to the development of a formal proposal for the improvement of the 6(d) test for the next session. SAAMI is also involved, alongside the Institute of Makers of Explosives (IME) and the Council on Safe Transportation of Hazardous Articles (COSTHA), in an attempt to find a way to exempt very low-hazard energetic articles – including, for example, safety devices – from assignment to Class 1. The Working Group has shown itself sympathetic to this argument, although it is hard to find a way for such articles to remain within the scope of the Model Regulations if they are not assigned

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China had identified what it saw as errors in the thermal flux calculation in the 6(c) test. These were rectified. Moving on to test series 8, IME proposed waiving the 8(d) vented pipe tests when ammonium nitrate emulsions of UN 3375 have been classified using the 8(e) Clanmet CERL minimum bursting pressure test, following modelling work and full-scale testing. There was support for work on the 8(d) test but not all favoured IME’s proposal, not least as other modelling had generated different results. The Working Group will continue to look into the topic. The UK sought clarification of special packing provision PP70 under packing instruction P137, feeling that more clarity was needed on the use of package orientation marks. Not all were convinced, noting that competent authorities will often include notes on this in explosives approval documents. In the UK, however, the packaging competent

 AIR BAG INFLATORS AND OTHER SAFETY DEVICES DO NOT REALLY BELONG IN CLASS 1

HCB MONTHLY | NOVEMBER 2021

authority is not the same as the competent authority for classifying explosives and it would be useful to have more specific requirements. The UK presented a lengthy proposed amendment and, while there was eventually agreement that some change was needed, a simpler solution was sought. The US offered text to add to the end of PP70, but it was decided that more work was needed and discussion will resume at the next meeting of the Working Group. Sweden reported that the review of the definition of explosives and of Class 1 and the development of proposals to address any issues identified had recommenced now that the new Chapter 2.1 in GHS has been completed. Much of the Working Group was of the opinion that 2.1.1.1 would benefit from clarification, correction or amendment, although others cautioned that, since the current definition is used in various regulations, any amendment will impact those as well. That includes GHS Chapter 2.1. The Sub-committee endorsed this position and asked the Sweden-led correspondence

group to continue its work. The UK reported that it is experiencing an increase in approval applications for new and novel firework compositions, which do not necessary mirror the energetic performance in more traditional compositions and are perhaps not suitable for classification according to the default table in 2.1.3.5.5. In an informal document it sought input from other countries that may be experiencing similar issues. A number of delegations did so, raising some specific concerns. It was felt that work should continue and interested parties were invited to contact the UK expert. The European Chemical Industry Council (Cefic) asked for guidance on toxicity testing in desensitised explosives, as test institutes often lack the appropriate equipment or permits to handle explosives. Cefic’s request came late in the day and the Working Group had not had time to examine it closely, but comments were invited inter-sessionally, to be sent directly to Cefic. IME reported that, despite not being fully implemented worldwide, the new entries for electronic detonators (UN 0511, 0512 and

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0513) are being required now by some competent authorities. Inconsistent implementation of the new entries causes issues related to existing stocks and transport into countries that have not yet implemented the new entries. The Sub-Committee decided to extend the transitional period of electronic detonators to 30 June 2025, detailed in the new special provision 399, which permits the continued use of the entries for electric detonators (UN 0030, 0255 and 0456). It was recommended that the new entries for electronic detonators should be implemented as soon as practical into the relevant regulations. LISTING AND CLASSIFICATION Canada had spotted an issue in the precedence of classes, as set out in 2.0.3, as well as a difference between the English and French versions. In particular, when a substance that meets criteria for both Class 8 and Division 6.1, there are inconsistencies in determining which takes precedence, partly due to the different packing group category of the toxic element depending on whether

it relates to oral toxicity or dermal toxicity and whether the Note to 2.6.2.2.4.1 or 2.8.2.4 is used. For the English version, Canada proposed changes to footnote 3 of 2.0.3.1 and to 2.8.2.4. Several delegations suggested that it might be convenient to harmonise the text across all three paragraphs and also for the other language versions of the Model Regulations to be checked to avoid differing interpretations. Canada offered to prepare a revised proposal for the next session. Germany proposed the addition of four new entries for chlorophenols, which are currently assigned to Class 8 and to UN 2020 (solid) and 2021 (liquid). The EU’s Classification, Labelling and Packaging (CLP) Regulation has identified a dermal corrosivity hazard, on the basis of GHS criteria, indicating a Division 6.1 subsidiary hazard that is not reflected in the current entries. While there was some support for the proposal, questions were raised regarding the proper shipping name for the proposed new entries, which of the isomers of chlorophenol should be assigned to them, and the need for

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further evidence. Germany offered to return with supplementary data and a revised proposal at the next session. The UK returned to a topic aired at the previous session, namely the amendment of special provision 396 in relation to transformers shipped as UN 3538. The UK now dropped its plan for amendment of SP 396, having noticed that 2.2.2.3 already specifies that gases of Division 2.2 are not subject to the regulations if they are transported at a pressure of less than 200 kPa at 20˚C and are not liquefied or refrigerated liquefied gases. Its new solution was to add another special provision to clarify that articles shipped under UN 3538 are not subject to the regulations if they meet the conditions of 2.2.2.3; this aims to ensure that articles containing gases may follow the same exemption if they meet the same conditions. Those experts who expressed an opinion generally felt that there was no need to spell this out, since it is already clear that articles containing gases that meet the conditions described in 2.2.2.3, including gas cylinders, are not subject to the regulations. Switzerland

suggested this might be a candidate for listing on the UN ECE website under interpretations. China had noticed that the UN Model Regulations require that animal testing for acute dermal toxicity must be carried out on albino rabbits, according to 2.6.2.1.2. However, GHS allows both rats or rabbits and the Organisation for Economic Cooperation and Development’s (OECD) test guideline 402 specifies rats. In order to promote uniformity of classification, China proposed adding “or rats” in 2.6.2.1.2 of the Model Regulations. Some experts feared this might lead to increased animal testing or potentially far-reaching reclassifications. China invited further comments and may come back with a revised proposal at the next session. Another proposal from China sought the expansion of special provision 366 to make it applicable to gallium contained in manufactured articles and, potentially, a new entry. It noted that increasing restrictions on mercury have led to the use of gallium as an alternative in various applications and that such articles are increasingly being transported.

Most experts were in favour of a new UN entry, along with a special provision and a special packing provision in P003, though others were not convinced. China will take account of those comments in a revised proposal for the next session. China also queried the value of having a packing group assigned to UN 2807 Magnetised material, noting that many magnetised materials do not use UN packaging during transport or, indeed, any packaging at all. Furthermore, ICAO’s Technical Instructions do not include a packing group assignment. The Subcommittee agreed and deleted “III” from column (5) against UN 2807. Following its success in aligning RID/ADR with the UN Model Regulations in relation to UN 2426 Ammonium nitrate (hot concentrated solution), Spain had reviewed the transport conditions specified in the UN Model Regulations, RID/ADR and the International Maritime Dangerous Goods (IMDG) Code (it being forbidden for air transport). It noted that SP 252 in the Model Regulations indicates when the material does not meet the criteria to be covered by the regulations but, even in such cases, it does not specify required transport conditions or restrictions. Spain sought an exchange of views on whether some of the transport conditions found in RID/ADR or the IMDG Code should be carried over into the Model Regulations. The Working Group on Explosives had no opposition to the proposed amendments, but there were suggestions for editorial amendments form some experts. Spain said it would return with an updated proposal for the next session, giving time for delegations to check the possible impacts of its suggested changes. Partly in relation to earlier discussions by the Working Group on Explosives on the criteria for the exemption of very low-hazard pyrotechnic devices, COSTHA presented a very detailed document on fire suppression devices; several innovative devices are now on

 SOME COMPETENT AUTHORITIES SEEM TO HAVE JUMPED THE GUN ON ELECTRONIC DETONATORS

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REGULATIONS 61

the market, using an electric match initiator to heat a pyrotechnic material and creating a fire suppression aerosol cloud that is extremely effective in disrupting fires involving lithium batteries. Some competent authorities recognise these as UN 3268 Safety devices, Class 9, but there is no clear indication in the Model Regulations as to their classification. The Sub-committee welcomed COSTHA’s document. Many experts pointed out that UN 3268 was designed to apply to safety devices for vehicles (such as air bag inflators) and that this was not the right classification for fire suppression systems. The Working Group on Explosives will continue its discussions at its next meeting and, in the absence of a detailed proposal for amendment, the Sub-committee said it would return to the subject at its next session. Spain reported that it was encountering an increasing number of occasions on which packing instruction P650 is being improperly

amendment to the pressure requirement for secondary packagings in P650. A few other delegations reported issues but it was also noted that there are problems in assessing the capability of the primary and secondary packagings. Without mandatory testing, perhaps the Model Regulations could provide some guidelines similar to those contained in a Note to P650 in the ICAO Technical Instructions. Spain offered to follow up on the matter at the next session. China sought clarification of the generic concentration limits used in the calculation method for Class 8 corrosive mixtures in Figure 2.8.4.3. Specifically, it found Example 2 in 2.8.4.3.5 to be confusing. Germany and Belgium confirmed that the calculation method and the formula used are correct, though it was acknowledged that the provisions are hard to understand. China will follow up with those experts who commented and may return with a revised document

applied, largely during the transport of UN 3373 Biological substance, Category B in the area of Covid-19 testing samples. It has found many examples in which the package contains components that have not been correctly tested and wanted to hear if other countries were having similar issues. It also offered an

at a future session. Cefic reported that RID/ADR/ADN have now harmonised with the description of butadienes and hydrocarbon mixtures (UN 1010) in the Model Regulations; however, this change will have substantial implications for the chemical industry in Europe as the description no

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longer matches the characteristics of butadienes and hydrocarbon mixtures placed on the market. Cefic offered an amendment, to change the cut-off limit of butadiene content from 40 per cent to 20 per cent. There was strong support for Cefic’s position but, on the basis of explanatory information provide on vapour pressures, Spain preferred the solution of inserting a new special provision, which was agreed. The text reads: Substances transported under this entry shall have a vapour pressure at 70 °C not exceeding 1.1 MPa (11 bar) and a density at 50 °C not lower than 0.525 kg/l. This has been left in square brackets pending final approval. Meanwhile, the

Netherlands has initiated a multilateral agreement under RID/ADR/ADN to allow the transport of butadienes according to the adopted text; Cefic invited all contracting parties/states to sign the agreement. ELECTRIC STORAGE SYSTEMS The adoption of the UN 3536 entry for lithium batteries installed in cargo transport units has continued to cause confusion. Germany felt that using the term ‘cargo transport units’ is to blame, since – according to 1.2.1 in both the Model Regulations and IMDG Code – that can be “a road transport tank or freight vehicle, a railway transport tank or freight wagon, a multimodal freight container or portable tank, or an MEGC”, whereas the intent was

to cover freight containers used as portable power storage units. The term also implies compliance with the International Convention for Safe Containers (CSC). There was a difference of opinion, though all experts seemed to recognise that this is an issue. Some said there is a need to clarify the definitions of ‘cargo transport unit’ and ‘freight container’, while others thought the problem could be resolved through a new special provision. Similarly, the question as to whether a container serving in effect as a battery casing should be CSC-approved could also be addressed via a special provision, with most experts of the opinion that such approval is not necessary. Germany volunteered to take account of the comments made and come up with a revised proposal at the next session. Switzerland wondered if it would be worthwhile to add UN 3536 to the first sentence of 2.9.4. At present, special provision 389, which is assigned to UN 3536, requires that the batteries installed in the cargo transport unit “shall meet the requirements of 2.9.4(a) to (g)…”. Switzerland suspected that the absence of a reference to the introductory paragraph of 2.9.4 was a result of it not being obvious to the authors of the original proposal that the concept of cargo transport unit could be assimilated to that of batteries and cells, and it was therefore inconceivable that objects that are generally containers and objects that are batteries and cells should be included in the same level in the first sentence of 2.9.4. Switzerland felt that, now the experts have got used to the concept, cells and batteries installed in cargo transport units should be treated in the same way as cells and batteries contained in/packed with equipment. Some experts were of the opinion that the provisions of 2.9.4 apply to the cells and batteries only and that the proposed extension of the scope should be deferred to a later time, once the discussion on the definition of cargo transport units is concluded, though the Sub-committee did note that the proposal had merit. Discussion will resume at a future session. The Advanced Rechargeable & Lithium Batteries Association (Recharge) and the Rechargeable Battery Association (PRBA) proposed amending the energy storage limits specified in special provision 188, stating that

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REGULATIONS 63

advances in technology since the provision was first drawn up means that larger cells and batteries should be allowed to take advantage of the relief offered to “small batteries” by virtue of SP 188. In addition, cells and batteries used in some mobile phones and power tools exceed the limits in SP 188, causing problems in shipment. The Sub-committee could not accede to this request, noting that technical progress of lithium-ion cells and the increase in energy density does not serve as evidence for safer transport. Recharge offered to prepare a revised proposal, with detailed justification, for the next session. Recharge and PRBA fared no better with their proposal to revise 38.3.3 g) in the Manual of Tests and Criteria, again on the basis of technical progress and also on the grounds that this sub-paragraph has already been amended to account for those large battery

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parts that can be transported without overcharge protection. The proposal aimed to apply the same approach to short-circuit protection. The Sub-committee felt the two aspects could not be compared directly. Again, Recharge will update the proposal for the next session. PRBA also came with a proposal to amend LP 903 to allow multiple lithium cells and batteries and multiple items of equipment containing lithium batteries to be transported in a single large packaging. This had been raised at the previous session, where it was not adopted after concerns were expressed by some experts. PRBA noted that the Sub-committee, at its last session, had amended LP 906 and P911 to authorise their application to more than one battery, with the provison that “the maximum number of batteries and items of equipment, the total maximum energy content of the batteries,

and the configuration inside the package, including separations and protections of the parts, shall be considered”. PRBA felt that LP 903 should be treated in the same way. Many experts expressed general support for the intent of the proposal but agreed that further work is necessary to clarify the responsibilities and the testing provisions for such large packagings. Others expressed concerns over the use of LP provisions to transport many batteries in a manner inconsistent with the general use of large packagings. PRBA suggested further developing the proposal and coming up with a new document for the next session. The second part of this two-part report on the UN TDG Sub-committee’s summer 2021 session in next month’s HCB will cover proposals on the transport of gases, portable tanks, packagings, global harmonisation and other miscellaneous proposals.

64 BACK PAGE

NOT OTHERWISE SPECIFIED BOMBS AWAY! Unexploded ordnance has been much in the news lately. A lot of it is left over from World War II, meaning it is at least 75 years old and by now rather unstable. Left where it is, it can be relatively benign, but hit it with a spade and it might suddenly cease to be unexploded. That fate befell two brothers in a remote village in north-eastern India in late September. They were digging a hole for rubbish in their back garden when a bomb exploded, killing them both on the spot. The area was the site of fierce fighting between British (including Indian) and Japanese forces in 1944 and the village was the location for a key ammunition depot. Reports in The National say that more than 120 piece of tank ammunition were found in the area last year alone, during construction of a new house. It is also said that older generations in the tribal region go looking for bombs, which they know how to defuse, and use the metal for making tools and the explosive element to make crude bombs for fishing. We have come across the idea of fishing with dynamite before on the Back Page, since it raises obvious hazards for those afloat (especially for those who like a drink while they’re fishing). Two fishermen died and their two companions were injured in September in the waters off Calbayog City, the Philippines

on the shore of Lake Ossiach in the Austrian state of Carinthia in late September. The ammunition could not be identified but police said that large amounts of ammunition were dumped into lakes in Austria at the end of World War II; they do not usually pose a risk to swimmers or others enjoying the fresh air and it seems the man who died was just plain unlucky.

while doing just that; police say the four were using improvised dynamite in an illegal fishing expedition when it exploded in the hand of one man, whose body has not been recovered from the sea. Less culpable was a man who died after picking up what turned out to be ammunition

themselves while they wait for their delivery. Antwerp and Hamburg also experience the same issue, largely involving cocaine smuggled from Colombia. Clearly it is not only the oil and petrochemical industry that realises the logistics benefits of using the ARA ports.

HCB MONTHLY | NOVEMBER 2021

OPEN THE BOX In Rotterdam, meanwhile, nine people were rescued from a container at Hutchison Ports’ terminal in early September suffering from breathing problems. It seems they had got stuck in the box while looking for a consignment of narcotics, although reports said the container only had tree trunks in it. The nine, all aged between 18 and 23, were treated by ambulance personnel before being taken into custody. Local police say this is not an isolated incident. In September alone, 110 people were apprehended in the space of ten days while trying to recover drugs smuggled in containers into the port of Rotterdam. Drug cartels have taken to putting people in a container, driving it to the terminal and dumping it close to where the narcotics are concealed. Port officials say they regularly find containers that are stocked with food and mattresses that the gangs use to conceal

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HCB November 2021

Articles inside

UN experts get back to work

News bulletin – safety

Qatar Airways renews ULDs

DG Online Training recognised

Newson Gale advises on static

IATA launches CEIV LiBa

Incident Log

News bulletin – chemical distribution

Conference diary

CBA reports worsening market

News bulletin – industrial packaging

Biesterfeld buys in Singapore

HGK builds for BASF

Fort Vale innovates IBC valve

News bulletin – tanker shipping

Exmar trials new containment

Chemgas has hydrogen plans

Civacon avoids cross-drops

News bulletin – tanks and logistics

Nexxiot aids visibility

New equipment from Perolo

Pelican launches customer portal

Bertschi ahead of the sustainability game

Clean Sea takes over Marinvest

Temperature control with Savvy

Van den Bosch buys TCS Trans

ALBATROSS offers a better package

VOLUME 42 • NUMBER

Learning by Training

Letter from the Editor

Essers buys in Spain

EPCA looks at the transformation

30 Years Ago