The Dangerous Goods seminar is the go-to event for everyone involved in the manufacture, handling and transport of dangerous goods.
Dangerous Goods Safety Advisers should also view this as an excellent opportunity to update their knowledge and share ‘best practice’ with other delegates. It will also provide you with an opportunity to meet with the UK regulators, giving you a chance to ask questions and share your views. The event will take place over two days to allow a suitable amount of time to debate and discuss key issues.
Managing Editor
Peter Mackay, dgsa
Email: peter.mackay@enhesa.com
Tel: +44 (0) 7769 685 085
Advertising sales
Sarah Smith
Email: sarah.smith@enhesa.com
Tel: +44 (0) 203 603 2113
Publishing Manager
Sarah Thompson
Email: sarah.thompson@enhesa.com
Tel: +44 (0) 20 3603 2103
Publishing
Chief
Chief
Tailor made tank container solutions
Telematics
Telematics solutions for enhanced product traceability and supply chain management.
Sustainable Solutions
Sustainable solutions for reducing the carbon footprint of ISO tank operations.
Fleet Management
Fleet management services for reduced operational costs.
24/7 Fleet info
24/7 Cloud-based accessibility to fleet information and documentation.
Advice
Expert advice on product compatibility.
RENTAL • LEASING • SALES
With more than 30 years experience in ISO container tank leasing, Peacock offers global availability of standard and special ISO tanks for a wide variety of petrochemicals, liquid food products, bitumen, liquefied gases and cryogenic gases.
In my years here at HCB, there have been several major accidents that have caught the public attention and, in many cases, have led to changes in regulations, standards and/or operating procedures. These events tend to be named in public memory after their location, needing no further explanation: Buncefield, Texas City, Lac-Mégantic, Tianjin and so on. Before I arrived at this desk there were others too – Flixborough, Seveso, Bhopal, Mississauga and the other Texas City.
What these events tend to have in common is that they are big – fires, explosions, fatalities, pollution. They make the evening TV news. The public, who generally are unaware (and mostly uncaring) of how their vital supplies reach them, are alerted to the risks. Questions are asked, politicians (never shy about grasping any opportunity to raise their own profiles) call for action.
Very often, it is apparent right from the start that a particular event is going to echo down the ages. I remember waking one Sunday morning in December 2005 and wondering what that big black cloud was about in the sky to the north of London. It didn’t take long to find out that the ‘HOSL’ oil depot in Buncefield had exploded and by Sunday afternoon it was clear that I would be writing a whole lot of words about it for years to come.
The derailment in East Palestine, Ohio in February 2023 was not one of those incidents, at least not initially. When news of the accident first came across my computer screen, it seemed little different from the scores of other derailments that happen with depressing regularity across the North American railroad network. Indeed, on the face of it, there was not much to
differentiate if from those everyday incidents: there was a fire, sure, and it took a few days to get under control; there was some pollution; but no-one was hurt, no-one died, and the town itself remained undamaged.
For the first couple of days of the response, things went pretty much according to plan, though it was apparent fairly early that the volunteer fire crew was ill-equipped and under-prepared to deal with an event of this magnitude. Then a decision was taken to vent five tank cars with VCM, to avoid the possibility of a BLEVE, which certainly could have cause fatalities and property damage on a major scale. It was at this point that the narrative went awry.
The US Hazardous Materials Regulations, like their counterparts in other territories, seek to minimise the risk of moving dangerous goods by addressing the potential immediate impact of a loss of containment – how can people, property and the environment be protected from flammable, corrosive, toxic or otherwise noxious materials. The principles of classification for transport deal only with the immediate hazard posed – unlike GHS, where the chronic health effects of exposure are taken into account.
So, while the responders were happy with their choice of a vent-and-burn approach, locals were less happy about the potential long-term impact of their exposure to the hydrogen chloride and phosgene gas given off by the process, as well as the environmental impact of the crash itself. NTSB, possibly alert to the optics, concurred. Responders may have to take public opinion into their calculations when dealing with incidents in the future.
Peter Mackay
30 YEARS AGO
A LOOK BACK AT JULY 1994
THE JULY 1994 issue of HCB led with our annual review of the tank container market, with listings of all the major operators and lessors. It was quite an undertaking to get all this data together, when company websites were still being developed and email was still not universal. It was some relief when ITCO came along and took over the task a few years later, and we were happy to cover this year’s ITCO survey in our May issue. Looking at the 1994 listing, we are reminded that many things still remain the same, even three decades on. Names such as Stolt Tank Containers, Hoyer and Bulkhaul led the operators’ list back then, although other leaders of today, such as Bertschi and Den Hartogh, had some way to make up. But then again, many of the small operators from 1994 are long gone. Who now remembers Unytanks, Ziegler, Mignon et Fils, Dillon Reid or Challenge International?
At the time, there was an effort by the regulators to harmonise the standards for the construction and operation of tank containers, with the UN Sub-committee of Experts trying to find a way to align the US, IMO and European provisions. They were not entirely successful, leading to the unfortunate situation that still persists, with some tanks carrying both UN/ IMO and ADR/RID approvals. The discussions in 1994 did result in one concrete decision, which is that the term ‘portable tank’ was to be used for all of the various types of multimodal tank, reserving the term ‘tank container’ for those tanks meeting the requirements of the Container Safety Convention.
Elsewhere in the July 1994 issue, HCB carried a report on the chemical tanker market, which makes very different reading to that published in the
June 2024 number. Back then, the chemical tanker market had been going through a lengthy lull, with vessel supply outstripping demand. Consultants Richardson Lawrie, though, saw an improvement coming, projecting a significant increase in trade in commodity chemicals, sulfuric acid and caustic soda over the period to 1998. These forecasts proved right but, as is so often the case, the industry responded to rising freight rates by ordering new ships, which were still being delivered into the fleet when the Asian financial crisis hit in 1998, leading to a slump in chemical trade and yet another downturn in chemical tanker revenues.
The July 1994 issue also carried a review of the report, Safer Ships, Cleaner Seas, published as the outcome of the Donaldson Inquiry into the grounding of the tanker Braer in the Shetland Islands in 1993, which resulted in the spillage of 85,000 tonnes of North Sea crude oil. The main thrust of the report was that there was no need for additional regulation to counter the threat of marine pollution, but improved enforcement of the existing rules.
The inquiry found that virtually all accidental pollution from ships was the result of human error; as such, Lord Donaldson believed that the best way to prevent pollution is to improve standards of ship operation and maintenance. The report included 103 recommendations, many of which have been actioned since then. The report was also seen as a model for such inquiries and was regarded as having a major impact on reducing the scourge of ‘substandard shipping’.
30 YEARS AGO
A LOOK BACK AT AUGUST 1994
THE MID-1990S WERE A time when the world at large took great strides to clean up the business of the transport of oil (and other bulk liquids) by sea. In the wake of some high-profile tanker losses in the late 1980s and early 1990s, governments and industry had begun to put in place stricter standards and regulations. Another piece in the loss prevention jigsaw was agreed in 1994, to come into effect in May 1995: the International Convention on Oil Pollution Preparedness, Response and Cooperation (OPRC).
The aim of the new Convention was (and remains) to encourage the implementation of oil pollution emergency plans on ships and offshore installations and at ports and oil handling facilities, and to provide a framework for international cooperation in the response to oil pollution emergencies. This latter point has been extremely useful and, as recent events have shown, is still widely applied. At the time, IMO was aiming to have a parallel Convention covering non-oil hazardous and noxious substances. However, the complexity of that task has made it difficult to come to a resolution.
At the time, there were qualms in the industry. How would OPRC dovetail with the existing International Oil Pollution Compensation (IOPC) Fund and the Civil Liability Convention (CLC)? Would underwriters be expected to carry the cost of the additional equipment that would need to be kept ready? What would the role of salvors be in this new environment? In the event, these worries were largely overcome, and the oil tanker industry is a much more professional place – or was, at least, until the recent emergence of the grey fleet.
This new approach to tanker safety was also being followed in road
transport, with the industry-backed Safety and Quality Assessment System (SQAS), developed by the European Chemical Industry Council (Cefic), about to go live following a 12-month pilot project. Cefic clearly had plans for the programme, which have led to the current situation where SQAS – now incorporating security and sustainability matters – has been extended to cover all the links in the chemical supply chain.
Elsewhere, regulators were having to cope with technical progress. Tank container manufacturers had developed the concept of the ‘swap tank’ – in which the tank barrel extends outside the frame, making it impossible to fit into a slot aboard a container ship but at the same time offering additional payload capacity in road, rail or inland waterway transport. An informal working group at WP15 had concluded, rather sensibly, that these new designs should be treated in the same way as all other tank containers.
This work was very much in line with other discussions at WP15, especially as the experts were working towards aligning ADR with the structure of the UN Model Regulations. It was also reported that WP15 had developed a much more harmonious relationship with the European Commission, providing some relief from the fears that the EU would start meddling in the regulations governing the transport of dangerous goods.
Change was also taking place in the US, where National Tank Truck Carriers (NTTC) had updated its handbook explaining national hazmat regulations to reflect updates from DOT, notably the new hazard communication standards and the arrival of DOT 406, 407 and 412 tank truck specifications.
LEARNING BY TRAINING
by Arend van Campen
THE CONDITIONS FOR OPTIMAL PERFORMANCE
WHEN WE OBSERVE how disinformation is used to manipulate reality and distort societal trust it is highly probable and physically possible that such action turns potentially harmful. We can use this scientific approach to design non-harmful functional living systems or redesign current harmful man-made living systems. By determining the universal criteria for harmless, anthropogenic, teleological, evolutionary (in line with life) functionality, it will become demonstrable that ideological goals which depend on disinformation can’t ever be achieved.
The lack of information, which is equivalent to a lack of energy, results in an incapacity to perform, to function and uncertainty. Information deficit or shortage - e.g. fake news, misinformation, disinformation, suppression of information by censorship, overload of information - can all be categorised as deception and attempts to escape reality. This is not permitted by physics and accelerates social entropy due to missing information=the energy to do useful work.
Reality occurs with the limitation of reality (Realimiteit) a.k.a. Network of Constraints (Wilden, Anthony 1987) which are the boundaries of and for functionality of all living systems i.e., optimal truth. Known laws of physics apply but can’t be escaped from without entropic acceleration. The functionality of matter and energy is governed by information. There is a fundamental distinction between a matter-energy process caused by a physical force and a matter-energy process triggered or organised by information. In living and social systems the efficiency of matter-energy is governed by information.
Acknowledgement of the limitations of analytic, reductionist science (scientism).
Understanding living systems as interdependent, interconnected networks of communication; this applies to closed and open social systems.
Information cannot be separated from our physical reality because it is a fundamental entity or substance that can be measured and quantified in Bits of Information. All atomic and subatomic particles contain information within themselves about themselves. (Vopson, 2019) Information is not just a message, it is physical and ‘in forms’ our lived and experienced reality, whilst safeguarding existence towards survival. Per definition (symbol ≙ ). This is proposed as a new law of physics confirmed by information theory: Information Deficit ≙ Entropy (Disorder).
Goals that are enforced in a linear manner cannot be attained because nature cannot be forced by man without consequences to the enforcers. An information deficit will prevent such goals to be ever achievable. Enforcement of them has and will cause harm to life, the environment and social cohesion.
It can be observed as a probability pattern that energy that is dissipated (squandered, displaced) for useless enforcement purposes will not be available to be utilised for value as it is stored as being equivalent to information. Pushing information out = pushing energy out. Complexity cannot be regulated by enforced rules, restrictions or laws without causing destabilisation in the form of entropy (disorder). Society cannot be regulated or controlled by man without destabilising social cohesion of which outcomes are unpredictable. (i.e. butterfly effect, chaotic, VUCA, complex systems). Every outcome of armed conflict is and always will be entropic (causing disorder) in the form of harm (externalities, direct, indirect collateral damage). Apply these rules to your industry and observe it to thrive.
This is the latest in a monthly series of articles by Arend van Campen, founder of TankTerminalTraining, who can be contacted at arendvc@ tankterminaltraining.com. More information on the company’s activities can be found at www.tankterminaltraining.com.
TALL TALES OF HAZMAT
By Grahame Moody
WHEN HOLISTIC SPELLS DANGER
It is quite common and useful to combine the radioactive sources Americium and Beryllium for a number of uses, for example as sources in a variety of instrumentation and gauging applications.
The thing is though, when you do that, what you end up with is a hybrid nuclide that is greater than the sum of its parts (that’s the holistic bit). This is because its constituents only give off low-energy gamma rays, whereas the heady combination of Americium and Beryllium emits neutron radiation.
So far, so esoteric: all good physicists would know how to handle this compound in a laboratory and properly trained field workers would know what to do with it in instruments and gauges in the wild.
But what if you need to transport it anywhere? There will not be anyone trained in the uses of any of the classes of dangerous goods in the loading bays and warehouses of airlines and container terminals. They will only be trained in the checking of the outermost packaging, labelling and documentation etc, not to forget the correct stowage rules, i.e. where on board and how far away from crew and passengers these items should be, for example.
Transport safety (for radioactives) at its most visible is based on the Transport Index, which must be shown on the hazard label and documentation. This indicates the highest amount of radiation 1 metre from the surface of the package but – and it’s a big but – it doesn’t specify what type of radiation.
Normally, the legislation would seem to be unequivocal, and I quote: Note:
If the measured dose rate comprises more than one type of radiation,
then the transport index should be based on the sum of all the dose rates from each type of radiation (see paragraph 523.1 of the IAEA Specific Safety Guide No SSG-26 (2012 Edition)
And there it would normally end.
Except, as we know, neutron radiation is in a ‘class’ of its own and shielding in itself is very difficult. The regulations do not allow the use of the proper shipping name of, for example, ‘Americium/Beryllium mixture’ or ‘Am-Be’ as neither of those exist in the list of basic radionuclides. Furthermore, it cannot be shown as such either on the hazard label or the dangerous goods declaration for the same reason.
Providing extra information that shows this is a neutron source and not a gamma source still identifies a radionuclide (Am241) but we contend that additional information would raise an awareness that there is a much greater risk from this package than from an Am241 source of the same activity.
The Regulations do not say that the contents must only be the symbol of the radionuclide, you can also add other information such as LSA… SCO…
Suggestions would be welcomed for the format of this information and where it could be shown. Please send them on a postcard to Hazmat Logistics down in that there London.
In any case, may I respectfully submit that this is an issue worthy of discussion.
This is part of a regular series of articles by Grahame Moody, senior analyst (technical services) of Hazmat Logistics, who can be contacted at sales@hazmatlogistics.co.uk. More information on the company’s activities can be found at www.hazmatlogistics.co.uk.
READ ALL ABOUT IT
THE COUNCIL ON Safe Transportation of Hazardous Articles (COSTHA) held its Annual Forum this year for the first time as a purely in-person event since the arrival of the Covid pandemic in 2020. There was a clear desire to get back together, with some 220 people gathering in Fort Myers, Florida this past 21 to 26 April for a week of conference sessions, roundtable discussions, workshops, networking and training. Much of this can be done online, if seldom as effectively as in real life, but it is the opportunities for networking that make the event so valuable to so many – not least the possibility of sitting down over dinner or drinks with the regulators from DC. It is also worth noting that the Annual Forum provides much more than a regulatory update, although that is certainly an important element. And, with big changes looming in the
international, regional and national rulebooks in 2025, it represented a significant slice of the event’s coverage. HCB has already reported on some of the presentations (HCB June 2024, page 16) and this second part of our report concentrates on issues relating to North America.
PHMSA’S PLANS
The Pipeline and Hazardous Materials Safety Administration (PHMSA), the agency of the US Department of Transportation (DOT) most intimately involved with the transport(ation) of hazardous materials, had a big presence in Florida. Matthew Nickels and Steven Andrews of PHMSA’s Office of Hazardous Materials Safety (OHMS), Standards and Rulemaking Division, gave an overview of developments in the US.
PHMSA has been on something of a recruitment drive of late and several new names were introduced to the conference delegates – these are the people who will be on the other end of the phone when dutyholders ring for advice (or make a complaint). Some of them, it must be said, hardly look old enough to have graduated from high school, though in fact all have had a good education and some also have plenty of experience in related government agencies.
Moving on to what is actually going on with rulemakings, Matthew and Steven listed PHMSA’s priorities for 2024. The final rule under HM-215Q, the biennial international harmonisation rule, had recently been published, somewhat later than originally planned. Along with many other federal agencies, PHMSA had got behind during the Trump administration, which frowned on ‘new’ regulation, even if it was welcomed by industry, but is now catching up – perhaps just in time for a second Trump administration.
Also recently completed was HM-219D, which brought together 18 petitions for rulemaking and made miscellaneous changes to the Hazardous Materials Regulations (HMR), increasing regulatory flexibility – and, as a welcome by-product, easing PHMSA’s own burden of work. Some examples are the streamlining of hazard communication requirements by allowing appropriate marking exceptions for lithium button cells installed in equipment, and by allowing additional descriptions for certain gas mixtures. There were also updates to various publications incorporated by reference in HMR.
Two new proposals had recently closed their comment periods: a notice of proposed rulemaking (NPRM) under HM-257A seeks to revise the classification and approval process for certain low-hazard fireworks and tracer ammunition; and an advance NPRM addresses 46 distinct topics with the broad ambition of modernising HMR. This latter rulemaking, under docket HM-265A, attracted 62 sets of comments, which PHMSA is currently evaluating. It wanders wide across HMR, including for instance the extension of periodic testing intervals for non-bulk packagings, intermediate bulk containers (IBCs) and large packagings; the use of
non-bulk package test samples for multiple tests; exceptions for small quantities of Division 4.3, PG I material; the recycling of safety devices; the use of non-destructive examination techniques; placards for IBCs; and emerging technologies.
CUTS BOTH WAYS
Regulation is not just a one-way street: the HM-219D rulemaking stemmed from petitions from industry and Matthew and Steven looked at a number of open petitions still under consideration. Several of these were put forward by COSTHA itself, including:
• An amendment to §172.602(b) to authorise alternative means of compliance with electronic documentation requirements
• Adoption of a special provision for the transport of vehicle fuel tanks containing hydrogen, to harmonise with SP 392 in the UN Model Regulations
• Amendment of §172.315(a)(2) to allow a reduced size LQ marking on shipping labels, as currently allowed by Special Permit SP-21015
• An amendment to §174.33(c)(3) to remove a duplicative requirement for documents that was introduced in HM-259 and has been confirmed by a subsequent letter of interpretation
• An amendment to SP 182 in §172.102 to add the proper shipping names of the alternative classifications and amend the Hazardous Materials Table to add a numerical cross-reference list of UN numbers following the alphabetical list. There are other petitions for rulemaking that were felt to be of interest to the COSTHA audience, each of which is also being considered by PHMSA. Greenbrier, a major manufacturer of rolling stock, has petitioned for changes to §179.100-12 to require a more robust way of connecting the manway protection housing to tank cars. The Compressed Gas Association (CGA) has proposed a revision to §180.209 to extend the cylinder requalification period for certain DOT specification 3AA cylinders to 15 years. The Portable Rechargeable Battery Association (PRBA) has asked for a revision to §173.6 to provide for a higher weight limit for Class 9 lithium ion and lithium metal batteries. And
the Vinegar Institute – here making its first ever appearance in HCB – has proposed excepting certain bulk shipments of foodgrade vinegar by motor or rail carrier provided that certain conditions are met.
PHMSA currently has a docket under HM-219E, which will be used to adopt petitions and some of those mentioned above are likely to feature.
In recent years, PHMSA has also been combing its list of active Special Permits and converting those that it feels appropriate into regulations within HMR. This is good news for those who rely on those Special Permits, since it means they do not have to worry about renewing them, and also gives other parties access to their benefits, without the need to apply to PHMSA. As a result, it also reduces PHMSA’s workload – although this may present shippers exporting to the US with problems, as the adoption of Special Permits into HMR moves HMR out of harmonisation
with international standards. PHMSA is nevertheless currently working on the next round of Special Permit conversions, with a rulemaking under HM-233G currently in preparation.
YOU’RE SPECIAL
One reason for this is that PHMSA is facing an increasing number of applications for new Special Permits. During 2023, more than 2,300 applications were received, compared to an average of less than 2,000 in the previous three years. Steven said that one significant source of applications is the emerging use –or desire to use – unmanned aerial vehicles (UAVs) (or ‘drones’) for the transport of hazardous materials. This appears to be a major area of development and PHMSA is working collaboratively with interested parties, having set up a team to visit players in the sector including Zipline, Amazon Air, Wing and Choctaw Nation.
Other Special Permits are more specific and time-constrained. For instance, there was the case of a tank container with 3,000 gallons (11,350 litres) of phosphorus trichloride that was involved in a rollover incident in Missouri recently. The damaged tank was taken to Caseyville, Illinois for storage but was spotted by local media, with a consequent public furore over its perceived dangers. The company in charge of responding to the incident, Environmental Works, applied for Special Permit to allow the tank to be moved safely to its facility in Arkansas for emptying and repair; this involved collaboration between PHMSA personnel, the Federal Motor Carrier Safety Administration (FMCSA), the US Environmental Protection Agency (EPA) and local authorities.
A similar Special Permit was arranged after a fire broke out on the cargo vessel Genius Star XI, anchored off Dutch Harbor, Alaska in December 2023; the fire involved lithium batteries carried in the hold, which made the response difficult. PHMSA, the US Coast Guard (USCG) and other agencies worked together to determine how to recover the damaged batteries and, under a Special Permit, transport them safely. Eventually the batteries were evaluated, repackaged and transported to San Diego.
PHMSA and USCG have also evaluated several Special Permits for vessel transportation of various compressed gases in foreign specification cylinders to Samsung, Air Products and others to help Samsung’s new semi-conductor plant in Taylor, Texas achieve operational status.
Elsewhere, Special Permits have been used to support the commercial and federal government space industry. Launches often involve the one-time movement of large and potentially hazardous pieces of equipment and PHMSA has been working together with DOT’s modal agencies to ensure that such transport can proceed, often in the face of time pressures.
PHMSA also notes that Special Permits are contributing to improving sustainability. Several recent successful applications have involved the transport of industrial refrigerating machines, air conditioners, aluminium cylinders and certain Division 2.1 gases.
AND THERE’S MORE
PHMSA is also very busy pushing out information to industry and asking industry for its opinions. For instance, the UN Subcommittee of Experts on the Transport of Dangerous Goods has been looking at the potential use of recycled plastics in
packagings for the carriage of dangerous goods, with the aim of increasing sustainability by broadening the range of recyclates that are permitted. PHMSA published a request for information in April 2023 to get industry’s views on the use of recycled plastics resins in specification packagings and what regulatory changes would be useful. A follow-up is due this year, which may result in amendments to the HMR.
PHMSA is aware that HMR is a complex document and not easy to navigate. It has recently begun issuing guidance in the form of frequently asked questions (FAQs), with documents on training requirements and incident reporting being published in March 2024 and August 2023, respectively. The latter was based on several historical letters of interpretation. It is now working on an FAQ document on the use of international regulations and HMR.
PHMSA is currently also working on electronic hazard communication as an alternative to the current requirements for physical documentation. A request for information drew 41 sets of comments from a wide range of stakeholders and the agency reached out to hold one-to-one meetings with those who commented. PHMSA says it is now keen to move forward with pilot projects, that will be facilitated by Special Permits, to authorise carriers to maintain hazmat shipping documents electronically, rather than solely in paper form. PHMSA believes this can increase safety while reducing costs for hazmat shippers and carriers.
THE RAIL QUESTION
The freight train derailment in East Palestine, Ohio in February 2023 has thrown a spotlight back onto the safety of hazmat transport in rail tanks and PHMSA was quick to respond. On 2 March 2023 it issued a safety advisory alerting tank car owners and shippers of the potential harm to certain manway assemblies with aluminium protective housing covers when exposed to extreme heat, as had happened at East Palestine. A second safety advisory was published a day later, alerting those engaged in the rail transport of hazmat to their obligation to appropriately plan for emergencies and share information about
available emergency response resources, as well as urging actions to ensure emergency responders are adequately equipped to respond to rail transport incidents involving hazardous materials.
A third safety advisory was issued on 22 March, emphasising concerns about the survivability of DOT-111 tank cars in accident scenarios. It encouraged tank car owners and shippers of flammable liquids to voluntarily upgrade their tank car fleets to the DOT-117 specification or, at the very least, to take actions that could reduce the risks inherent in the continued use of DOT-111 tank cars.
On 13 July a fourth safety advisory was issued, encouraging 911 call centres to download, register, train on and use available technologies, such as the AskRail app, that are designed to provide critical information to first responders in the event of a rail incident. The AskRail app was developed by the railroads and Association of American Railroads (AAR) and PHMSA made a grant to enable Class III railroads using Wabtec transport management systems to interface with Railinc to integrate the app. PHMSA is also responding to Congressional mandates in the rail sector. The Fixing America’s Surface Transportation (FAST) Act 2015 mandated PHMSA to issue a regulation to require Class I railroads to provide
real-time train consist information concerning hazardous materials to fusion centres operated by state governments. In 2017, PHMSA issued an ANPRM seeking feedback from stakeholders, which confirmed that the fusion centres could not adequately receive train consist information and transmit it to responders during emergencies. The rulemaking was put on hold pending a legislative fix.
That arrived in 2021 in the shape of the Bipartisan Infrastructure Law, which modified the mandate in the FAST Act and removed the requirement for train consist information to be provided to fusion centres. In its place, it required that such information be transmitted to “authorised State and local first responders, emergency response officials, and law enforcement personnel that are involved in the response to, or investigation of, an accident, incident, or public health or safety emergency involving the rail transportation of hazmat”. PHMSA’s response was an NPRM, published in June 2023, to require all railroads in the US transporting hazmat to maintain real-time train consist information electronically and transmit it to emergency responders in the event of an incident.
At the time of the COSTHA Annual Forum, it was expected that the final rule under this
rule would be published late in 2024; however, such was the public interest in seeing a regulatory response to the East Palestine derailment that the final rule was pushed through more quickly, being published in June.
PHMSA is still working on other topics resulting from the East Palestine derailment, including the potential expansion of the definition of high-hazard freight trains (HHFTs) and modifying the operating requirements for HHFTs and other train configurations.
One more initiative in the rail sector has been the suspension of the authorisation for the transport of LNG in rail tank cars, which had been in place since a final rule published in July 2020. PHMSA is working towards a resumption of such transport through a revised rulemaking that would modify the requirements for such transport, with a cut-off date of 30 June 2025.
The Federal Rail Administration (FRA) is also working on some projects resulting from the East Palestine derailment, and worked with PHMSA on the real-time train consist rulemaking. Mark Maday, staff director of the Hazardous Materials Division at FRA’s Office of Railroad Safety, spoke about the role of rail transport in the US economy and the Administration’s strategic initiatives. These have been rather overtaken by the focus on East Palestine, with FRA now looking at carrying out audits of railroads’ safety cultures. Also on the agenda are HHFT route assessments, a review of the progress of the phasing out of legacy DOT-111 tank cars, and work on wayside detectors and advanced braking systems under the Rail Safety Advisory Committee.
ROAD AND AIR
The volume of work going on in the rail sector is understandable given the high profile of recent accidents. However, it is still the case that 93 per cent of the hazardous materials transported in the US travel by road – 2.75bn tons last year. Hazmat ton-miles increased by some 31 per cent over the period from 2012 to 2017, reported Clay Greene, FMCSA’s Hazardous Materials Program Manager. FMCSA is now looking to re-tool its hazmat programme to reduce and prevent hazmat
crashes, injuries and fatalities. It will align and leverage federal and state resources across its outreach, compliance and enforcement programmes and plans to launch a new strategic plan, aligned with DOT’s aims. Clay said FMCSA will integrate its hazmat Courses of Actions within its core safety systems and operations as part of its drive to combat commercial motor vehicle fatalities, injuries and crashes.
FMCSA has already published proposals to revise its road carrier Safety Measurement System (SMS), with a request for comments published in February 2023. FMCSA is now reviewing the comments received, with plans for regulatory amendments being developed.
The SMS concept is also coming to the air sector. Ryan Pohlke, division manager at the Federal Aviation Administration’s (FAA) Office of Hazardous Materials Safety, explained that SMS is a formal, top-down, organisation-wide approach to managing safety risk and assuring the effectiveness of safety risk controls. It includes systematic procedures, practices, and policies for the management of safety risk. It is integral to operational decision-making and cannot be seen as a standalone safety programme.
FAA published an advisory circular in August 2023, inviting regulated entities to
voluntarily implement an SMS – available at www.faa.gov/documentLibrary/media/ Advisory_Circular/AC_120-119.pdf. FAA is encouraging larger organisations in the sector to develop their own SMS, using the principles addressed in the circular, to identify, analyse, mitigate and control the risks involved in the transport of dangerous goods by air.
The idea is that such organisations will, once they have developed an SMS, submit it to FAA for review. FAA will continue to collaborate with the organisation in the implementation of the plan and maintain oversight of the SMS. Companies will benefit from having a dedicated subject matter expert from FAA on hand to help guide the implementation of the plan and help direct the creation of a more proactive approach to safety.
PARALLEL LINES
There has been plenty of regulatory action north of the border too, as Katy Joncas, acting manager of the Regulatory Development Division of Transport Canada’s Transportation of Dangerous Goods (TDG) Directorate, reported. Last year Transport Canada (TC) brought forward some administrative changes to the TDG Regulations, which were published in a rulemaking on 23 June. More significant was the long-awaited rulemaking introducing the
new Client Identification Database (CID), which was published on 25 October. This aims to create an accurate and reliable inventory of regulated parties and sites where dangerous goods are imported, offered for transport, handled or transported in Canada. More details about the programme can be found at https://tc.canada.ca/en/dangerous-goods/ client-identification-database-cid.
Still going through the regulatory process is an order fixing fees for registration for facilities involved in the manufacture, assembly, retesting or repair of means of containment (MOC). The proposals were published in Canada Gazette Part I on 25 March 2023 and TC is currently finalising the digital solutions necessary to put the programme in place, and putting together the necessary guidance material. Publication of the final rule in Canada Gazette Part II is expected this year.
A lengthy rulemaking proposal was published in Canada Gazette Part I in November 2022, with plans to modernise outdated domestic requirements and to align the TDG Regulations more closely with the latest international codes. TC has since then analysed the comments received and undertaken further informal consultation. It is now engaged in drawing up the final rule, which is due for publication over the winter months, along with accompanying awareness material and guidance.
Another broad update to the TDG Regulations is planned, following a lengthy process of development and consultation going back as far as 2015. This rulemaking aims to update and clarify the regulations to align with modern industry practices and to address comments that have been received over the years. The proposals appeared in Canada Gazette Part I in December 2023 and the final rule is expected to be published in Part II in the spring of 2025.
Like PHMSA, TC is looking at the safety of the use of remotely piloted aircraft (drones) to transport dangerous goods, in collaboration with the Civil Aviation Directorate. The two agencies have held several consultations with various bodies and have carried out simulations and held informal consultations. TC is aiming to have proposals finalised in
spring 2025 for publication in Canada Gazette Part I.
Finally, TC is planning an overhaul of the training requirements, on the basis of a revised Canada General Standards Board standard, published in November 2020. Since then it has published proposals in Canada Gazette Part I, consulted with industry and developed a revised approach. It is currently undertaking a full review of policy and approach and will re-issue its proposals in Canada Gazette Part I at a later date.
COSTHA’s 2025 Annual Forum is scheduled to take place in Atlanta, Georgia from 4 May to 9 May; registration is expected to open shortly. More information can be found on the COSTHA website at www.costha.com/page/costha-2025-may-4-9-1673.html.
ONE LAST THING
ROAD • THE JOINT MEETING HAD ALREADY DONE THE DONKEY WORK BUT WP15 STILL HAD ISSUES TO DISCUSS AT ITS APRIL SESSION BEFORE FINALLY AGREEING THE TEXT OF ADR 2025
THE UN ECONOMIC Commission for Europe’s (ECE) Working Part on the Transport of Dangerous Goods (WP15) held its 115th session in Geneva this past 2 to 5 April, with Ariane Roumier (France) as chair and Alfonso Simoni (Italy) as vice-chair. It was attended by representatives of 23 countries, as well as a representative from Zimbabwe, and the Intergovernmental Organisation for International Carriage by Rail (OTIF) and six non-governmental organisations.
The session came hard on the heels of the spring session of the Joint Meeting of the RID Committee of Experts and WP15, which had concluded its work on the adoption of amendments that will appear in the 2025 editions of the European-based regulations covering the transport of dangerous goods by rail (RID), road (ADR) and inland waterway (ADN). The aim of the April WP15 session was
twofold: to confirm those amendments for ADR and to consider other outstanding matters relating solely to road transport.
Before getting down to the serious business, the secretariat provided a report from the latest session of the Inland Transport Committee (ITC), WP15’s parent body, which was held from 20 to 23 February. At that meeting, ITC had approved WP15’s programme of work and the publication of a consolidated set of those amendments to ADR and ADN that will enter into force on 1 January 2025. WP15 also welcomed the adoption by ITC of its Strategy on Reducing Greenhouse Gas Emissions from Inland Transport, along with the request that its subsidiary bodies (including WP15) align their programmes of work with this strategy.
The Working Party also welcomed the recent publication of ADR 2023 in Arabic, with
the translation receiving support from the EuroMed Transport Support Project (TSP). It was confirmed by the secretariat that the UN had approved the translation of the 2025 edition into Arabic, which was welcomed by WP15 as a promising step towards a permanent solution for the translation of amendments every two years, to help those Arabic-speaking countries that are either already ADR contracting parties or that are considering becoming so.
JOINT MEETING
WP15 reviewed all the decisions made by the Joint Meeting but, before getting down to the nuts and bolts, looked at the draft amendments to Chapter 6.2 and 6.8, in particular the possible inclusion of revised versions of the standards EN 14129 and EN ISO 21011. The European Committee for Standardisation (CEN) reported that the new version of EN 14129 will not be ready in time to be referenced in the 2025 texts of ADR and RID and that FprEN ISO 21011 had been withdrawn for that time being from CEN’s work programme. As such, neither of the planned amendments will be adopted.
It was also noted that the amendment to EN ISO 17871:2020 could not be published before 1 June 2024 and, therefore, it cannot be included in the 2025 texts. The Working Party decided that this should be adopted for entry into force on 1 January 2027. Revised versions of ISO 10297 and ISO 13322-1, as well as amendment A1 to EN 12972:2018, had not been published by the time of the WP15 session but were due to appear before 31 May; WP15 agreed to reference these revised versions in the 2025 edition of ADR, provided that they have been published by then and, if not, to include them in any case in a notification to contracting parties for entry into force on 1 January 2025.
The secretariat provided a full list of the other draft amendments adopted by the Joint Meeting at its March session that were relevant to ADR, all of which were accepted, with some corrections. These amendments to the Joint Meeting’s texts will be brought to the attention of the RID Committee of Experts. The decisions made at the Joint Meeting were included in HCB’s report of the session that
appeared in the May and June issues; a full list of all the significant changes that will appear in the 2025 text of ADR will be included in a forthcoming issue, before the end of this year.
The Netherlands had asked for an amendment to the definition of ‘closed vehicle’ in ADR at WP15’s previous session, where it was agreed that the current definition could be improved. It was felt that this should be taken to the Joint Meeting so that the issue of closed wagons could be included. This had been done but the Joint Meeting had requested further information so discussion will continue at the autumn 2024 session.
The International Road Transport Union (IRU) reported on the progress made by the informal working group on e-learning, which had met during the Joint Meeting. This working group had now finalised draft amendments for ADR, which will be presented at the next session of the Joint Meeting. The working group will now look at e-learning in the context of ADN.
PROPOSALS FOR AMENDMENT
There were several ongoing matters relating to Part 9 of ADR to be discussed; this Part is specific to road transport so is not a matter for the Joint Meeting, although some topics had been covered there; WP15 was now looking at what they mean for ADR.
Spain reported on behalf of the informal working group on the reduction of the risk of
boiling liquid evaporating vapour explosions (BLEVE), which has implications for the fitment of fire suppression systems for engine compartments and the thermal protection of wheels. WP15 supported the group’s plan to submit a proposal to the Working Party on General Safety Provisions (GRSG) of the World Forum for Harmonisation of Vehicle Regulations (WP29), which includes requirements for engine fire suppression systems for specific vehicles in UN Regulations No. 105 or No. 107. The working group had not made provision for periodic inspection of these systems but will discuss the matter at future meetings. The thermal protection of wheels will also be subject to further discussion.
The Netherlands presented the outcome of the latest discussions by the informal working group on electrified vehicles. The previous session of WP15 had provisionally adopted texts for the 2025 edition of ADR that would add battery electric vehicles to category FL, hydrogen fuel cell vehicles to categories AT and FL, and vehicles with an internal combustion engine using hydrogen as fuel to categories AT and FL. The informal working group proposed some amendments to these texts, mainly editorial in nature, though there were some that were substantive.
Among these was the decision to replace the combined 9.2.4.4.1 into 9.2.4.4, with the former being revised, so that 9.2.4.4 will read: Electric power trains shall not be used for EX
vehicles. Trailers with re-generative braking or electric power train are not allowed.
The electric power train shall meet the requirements of UN Regulation No. 1001, as amended at least by the 03 series of amendments.
A new subsection for FL vehicles was also adopted:
The vehicle charging inlet shall be provided with thermal sensing function which limits and/ or interrupts current transfer according to ISO 17409:2020, when the temperature exceeds component rated values or required limits by applicable product standards, see e.g. IEC 62196-3-1:2020.
Some proposed transitional provisions were confirmed, but there was a change to the planned 1.6.5.4 to make it specific to AT vehicles, which will now read:
As regards the construction of AT vehicles, the requirements of Part 9 in force up to 31 December 2024 may be applied until 31 December 2026.
Luxembourg said it would initiate a multilateral agreement to anticipate these new provisions for the approval of hydrogen fuelled vehicles as AT and FL vehicles. [This appeared as M357 and has so far been counter-signed by San Marino and the Netherlands.]
The informal working group will continue its work. A sub-group looking at batteries on trailers and batteries applied in the second phase of vehicles construction has not yet had time to reach any conclusions. A sub-group looking at alternative fuels for EX vehicles has made little headway as the number of experts is very limited. The informal working group is trying to attract experts from the UN Sub-committee’ Explosives Working Group. In general, though, the EX sub-group is awaiting practical experience with AT and FL vehicles before making any concrete proposals.
The Netherlands also proposed some changes to the table in 9.2.1.1 to avoid potential misinterpretation. In addition, the entry in
question would need amendment to reflect a change in paragraph numbering. The issue derives from the 2017 edition of ADR, when new requirements were introduced in Chapter 9.2 for alternative fuels such as natural gas and LPG. The newly introduced requirements contained references to general UN vehicle regulations concerning safety of fuel tanks and fuel systems on engines. This change, the Netherlands argued, raised the potential for the table in 9.2.1.1 to be misinterpreted, albeit it is generally well understood and applied. The Working Party agreed and revised the row for 9.2.4.4 to read as follows:
Vehicles first registered (or which entered into service if registration is not mandatory) before 1 January 2027, approved as AT vehicles, not in compliance with the provisions of 9.2.4.3.1 concerning engines, may continue to be used.
The Working Party noted that the terminology used in the instructions in writing should be changed to refer to ‘de-energizing electrical circuits’ instead of ‘battery master switch’. It was recalled, however, that it was not desirable to amend the instructions in writing too frequently and that it would be preferable to group this proposed amendment
9.2.4.3 Internal combustion engine X X Xk X k Applicable to motor vehicles first registered after 31 December 2026.
As part of the amendment, a new transitional provision was adopted at 1.6.5.28:
9.2.4.3.1 Engine X X Xk X k Applicable to motor vehicles first registered after 31 December 2026.
9.2.4.3.2 Exhaust system X X X
with other proposals for consideration in ADR 2027. The Working Party invited delegations that had already made proposals for amendments since the entry into force of the current version (ADR 2017) to resubmit these proposals at a future session.
The Netherlands also sought to tidy up the text of 9.7.8, which had been extended in 2017 to AT vehicles; the Working Party had last year looked at the applicability of this section to FL vehicles but the Netherlands now proposed an alternative method of clarification, which found partial approval.
The first sentence of 9.7.8.1 is amended to read:
Additions to or modifications of the electrical installation on vehicles shall meet the relevant requirements of Chapter 9.2 as appropriate (see table 9.2.1.1).
The second paragraph is deleted. Proposed amendments to 9.7.8.2 dealing with FL vehicles were not adopted.
The International Organisation of Motor Vehicles Manufacturers (OICA) proposed an amendment to 9.2.2.3 to extend the list of circuits exempted from protection by fuse or automatic circuit breaker to cover the circuit from the starter battery to the electric steering equipment. OICA argued that the situation with this circuit is similar to other exemptions listed in 9.2.2.3, in that electric steering system may reach very high
temporary current intensities and any fuse for such a system would have to be so large that
battery to the electric steering equipment’ as
discussions on the rear protection of vehicles, a topic that has been on the Working Party’s agenda since 2020. The UK’s paper reviewed some of the comments made at the November 2023 meeting, offering what it saw as a more
Working Party agreed in principle to the first of two options offered by the UK, though some details remain to be confirmed. The proposal
bumper, meeting the technical requirements
agreed whether the distance from the rear of the tank to the bumper should be 100 mm or
Tel: +44 (0)870 850 50 51
Email: sales@labeline.com
provided for vacuum-operated waste tanks
hopefully for the last time, at the next session.
www.labeline.com Tel:
In an informal document, Germany and the Netherlands returned to discussions at the last session about the potential conflict
www.labeline.com
between camera monitoring systems (CMS), used as replacements for rear-view mirrors, and the use of the battery master switch (BMS) to de-energise the electrical system in the case of EX/III and FL vehicles. The issue is whether the CMS does or is able to comply with the provisions for permanently energised circuits. UN Regulation No.46 requires that the CMS remains active for 120 seconds after the engine is switched off but the BMS interrupts the power supply after 10 seconds (this will be 30 seconds in ADR 2025).
Germany and the Netherlands have participated in the work of a task force of WP29 dealing with UN Regulation No.46 and an amendment was to be proposed at the next meeting in late April to allow the activation times to be disapplied in the event that there is an external control device that the driver can use to activate the BMS. The Working Party confirmed that it would be ready to adopt consequential amendments to ADR if these proposed amendments were adopted. This would likely involve the addition of a new 8.3.9 to cover FL, EX/III and MEMU vehicles fitted with a CMS.
OTHER PROPOSALS
The secretariat brought to the attention of the Working Party the need to make further adjustments to the layout of packing instruction P200 as a result of harmonisation efforts to align ADR with the UN Model
Regulations. While most of the necessary changes have already been made, there are some parts of P200 in ADR that do not appear in the Model Regulations and these have so far not been addressed.
The changes offered by the secretariat were adopted. These involve the rationalisation of the use of roman numerals, letters, and bullets in (10)ab, (10)ad, (13)2.2 and (13)2.3; punctuation in text following the formulas in (5)(b), (5)(c) and (10)z; and consistency in the numbering of footnotes.
FuelsEurope appealed for a change to the ‘family of fuels’ provision in 5.3.2.1.3, which allows tank-vehicles or transport units carrying substances of UN 1202, 1203 and/or 1223 to dispense with the need to affix plates to each tank compartment. FuelsEurope noted a recent rapid increase in the use of ‘super-ethanol’ fuel, with up to 85 per cent ethanol and 15 per cent gasoline, which is carried under UN 3475. At present, if UN 3475 is carried along with traditional fuels on a tank-vehicle, then the relief provided by 5.3.2.1.3 cannot be applied and it may be necessary to affix as many as 20 orange plates on the trailer; this, FuelsEurope said, can be more of a hindrance than a help to emergency responders. Its paper offered a revision to 5.3.2.1.3 to resolve the situation.
The International Association of Fire and Rescue Services (CTIF) supported FuelsEurope’s paper, saying: “In our expert
opinion the response from emergency services will be similar and simplifying the number of placards to worst case scenario will help to streamline the response phase of the incident. If there are over 20 placards this takes time to evaluate and especially where crews have limited hazardous materials experience or are voluntary firefighters, this can cause complications.”
Bearing this in mind, the Working Party accepted FuelsEurope’s proposal, so that, as from the 2025 edition of ADR, 5.3.2.1.3 will read:
For tank-vehicles or transport units having one or more tanks carrying substances with UN Nos. 1202, 1203, or 1223 or 3475, or aviation fuel classified under UN Nos. 1268 or 1863, but no other dangerous substance, the orangecoloured plates prescribed in 5.3.2.1.2 need not be affixed if the plates affixed to the front and rear in accordance with 5.3.2.1.1 bear the hazard identification number and the UN number prescribed:
- for UN No. 3475; or
- for the most hazardous substance carried, i.e. the substance with the lowest flash-point in the absence of substance with UN No. 3475
INTERPRETATION OF ADR
Finland has developed a singular interpretation of 1.1.3.1(a) concerning the transport of dangerous goods by private individuals and asked the Working Party if it is correct. Its paper noted that, according to that sub-paragraph, the provisions of ADR do not apply to the carriage of dangerous goods by private individuals where the goods in question are packaged for retail sale and are intended for their personal or domestic use or for their leisure or sporting activities provided that measures have been taken to prevent any leakage of contents in normal conditions of carriage. However, that sub-paragraph does not specify if that ‘private individual’ has to be the driver of the vehicle, nor what type of vehicle can be involved.
do you contact for the latest DG compliant
Finland’s interpretation is that 1.1.3.1(a) also applies to the transport of dangerous goods packaged for retail sale by private individuals as passengers on buses, i.e. taking those retail goods home from the shop.
There was a mixed reception to this news; several delegates agreed with Finland’s position, while others noted that 1.1.3.1(a) is open to interpretation and would benefit from clarification. Several delegations also wanted to place a quantity limit on such carriage.
Do you consign Dangerous Goods?
topic. The Working Party invited the UK to come back with a working document on the
Since 1st Jan 2023, all UK consignors must have an appointed DGSA.
For a local, professional consultant DGSA, contact Labeline
OTIF noted that 1.1.3.8 in RID defines the exemptions applicable to the carriage of dangerous goods as hand luggage, registered luggage or in or on board vehicles, and the quantity limits for the application of these exemptions. This might help WP15 find a way forward in ongoing discussion of this issue.
Specialist software for creating compliant DG Documentation
The UK asked why special provision V2(2) in 7.2.4, which allows for the transport of closed containers of Class 1 to be carried in an EX/II vehicle when in quantities that would normally require and EX/III vehicle, applies to multimodal journeys but not to road-only journeys. If this method of transport is safe enough for the movement of such substances and articles to or from ports, rail terminals or airports, why is it not safe enough for
The UK’s informal document had arrived rather late in the day and several delegates said they needed more time to consult on the
IRU, appreciating that there are provisions for training and examinations in ADR, said that the efficacy of the requirement across ADR countries is threatened by the lack of standardisation. There is now ‘exam tourism’ developing, with drivers heading to those countries where the ADR exam is easiest. IRU offered the idea of creating a catalogue of questions for the theoretical exam sheet, perhaps through an informal working group,
Most of those delegates who expressed an opinion were in favour of IRU’s plan, with some also saying that the organisation of exams could also be discussed. WP15 recognised that this will take considerable work and decided to devote some time at its next session to developing a way forward. Delegates were
The World Bicycle Industry Association (WBIA), a non-governmental and non-profit organisation that represents the bicycle, e-bike and bicycle parts and accessories industry at global level, requested consultative status at WP15. This was approved by the Working Party. The 116th session of WP15 is scheduled to
Labeline is the leading worldwide “One Stop Dangerous Goods Service” for Air, Sea, Road, and Rail
We serve Freight Forwarders, Shippers, Airlines, DCA’s, Port Authorities, Petrochemical industry and the Pharmaceutical industry.
Labeline is one of the world’s leading regulatory services and product providers; we hold comprehensive stocks with a fast worldwide delivery service.
We are one of the very few authorised Multi-mode providers worldwide and described by industry as a pro-active organisation, our name is recommended by many leading authorities and a world class service providers.
When it’s time to order your DG products and services, Labeline will be your “One Stop Service” Compliant with
Worldwide Leading Authorised Distributor
IATA, ICAO, ADR, IMDG, RID, DoT
Tel: +44 (0)870 850 50 51
Email: sales@labeline.com
www.labeline.com
RAMPING UP
AIR • IATA’S NEW DANGEROUS GOODS REGULATIONS ARE READY AND AVAILABLE TO ORDER. THE 66TH EDITION CONTAINS SOME IMPORTANT CHANGES AND DUTYHOLDERS WILL NEED TO BE ALERT
THE INTERNATIONAL AIR Transport Association’s (IATA) Dangerous Goods Regulations (DGR) is updated every year, both to keep in step with other international regulations and to make sure that the latest safety issues are addressed as soon as possible. The 66th edition of DGR will take effect promptly on 1 January 2025 and will be in force for one year.
This latest revision incorporates all the amendments adopted by the International Civil Aviation Organisation (ICAO) Dangerous Goods Panel (DGP) for the 2025-2026 edition of its Technical Instructions, along with other changes adopted by the IATA Dangerous Goods Board (DGB).
This article provides a brief review of the main changes that appear in the 66th edition of DGR; this is not exhaustive and dutyholders will still need to make sure they have access
to the Regulations, either in hard copy or digital form, before the end of this year.
APPLICABILITY AND EXEMPTIONS
Following work on the topic by the UN Sub-committee of Experts in Geneva, IATA has introduced a provision in 1.2.7 of DGR to allow ‘data loggers’ and other cargo tracking devices that are powered by lithium batteries and are in use or intended to be used during transport. IATA notes that any such devices that are not being used to monitor cargo or are fitted with batteries that do not conform to 1.2.7(i) will still have to be shipped under the appropriate entry for equipment containing lithium batteries.
In section 2.3, which deals with dangerous goods being carried by passengers or crew, the provisions for battery-powered mobility aids (2.3.2.2 to 2.3.2.4) and the guidance on
the end-to-end processes associated with the carriage of mobility aids have been updated. A note has been added to 2.3.2.4.3 to clarify that, where a lithium ion battery remains installed in a mobility aid, there is no Watt-hour limit. The provisions of 9.1.9 (Requirement for Safety Risk Assessment) and 1.4.2.2 (Recommendations with respect to approval of dangerous goods carried by passengers and crew) remain unchanged.
The state variations in 2.8.1 have been updated, with new variations submitted by Belarus and China and some significant changes advised by Canada, along with minor changes for other states. There is also the usual number of new and amended operator variations in 2.8.3.
CLASSIFICATION AND IDENTIFICATION
IATA has aligned some paragraphs in 3.1 and 3.4 more closely with the UN Model Regulations, with some terms formerly found in the glossary in Appendix A now appearing in 3.1.1.2. Other significant changes relate to metal powders and solids that may cause fire through friction.
Also to keep in step with the UN provisions, IATA has amended the indicative list of Category A pathogens in 3.6.2.2.2.1 to show that mpox (formerly monkeypox) virus is only in Category A when in culture form. Similarly, the exception for Covid-19 vaccines that was introduced during the pandemic in 3.9.2.5.5 has been retained and is now extended to all similar pharmaceutical products that are packed in a form ready to be administered, including those in clinical trials.
The UN’s new classification criteria for sodium ion batteries appear in 3.9.2.7.
There are nine new entries in the List of Dangerous Goods in 4.2:
0514 Fire suppressant dispersing devices, Division 1.4S
3559 Fire suppressant dispersing devices, Class 9
3554 Gallium contained in manufactured articles
3551 Sodium ion batteries
3552 Sodium ion batteries contained in equipment
3553 Sodium ion batteries packed with equipment
3556 Vehicle, lithium ion battery powered 3557 Vehicle, lithium metal battery powered 3558 Vehicle, sodium ion battery powered.
SPECIAL PROVISIONS
A number of existing special provisions have been amended.
A40 has been expanded to cover the application of liquid desensitised explosives in Class 3.
The new entry for Gallium (UN 3554), which mirrors that for mercury contained in manufactured articles, is reflected in the extension of A69.
Sodium ion batteries are dealt with in the existing special provisions A88, A99, A146 and A154. There is also a new A228 to clarify the classification differences between sodium ion cells and batteries with an organic electrolyte and those batteries with an aqueous alkali electrolyte.
A107 has been amended to permit apparatus, articles or equipment containing dangerous goods to contain up to 5 L/5 kg of environmentally hazardous substances.
A144 has been amended to make clear that the appropriate aircraft limitation is “passenger and cargo aircraft” when the special provision is being exercised.
A185 and A214 now include reference to and requirements for the new entries for battery-powered vehicles (UN 3556 to 3558).
The new A341 excludes vehicles powered by sodium ion batteries from the provisions of the DGR, providing that there are no other dangerous goods covered by the regulations and that the battery is short-circuited to reduce the charge in the battery to zero.
A190 has been amended to clarify that special provision A2 does not apply to neutron radiation detectors shipped in accordance with A190.
There are some other new special provisions, including A226 which permits the continued use of the term ‘Detonators, electric’ until 30 June 2025. The new A230 excludes nitrocellulose membrane filters, manufactured in accordance with a specific standard, from the provisions of the DGR.
The new A232 is designed to help with the classification of fire suppressant dispersing devices to Division 1.4S or Class 9. Finally, the
new A233 helps with the classification of tetramethylammonium hydroxide (TMAH).
PACKING AND PACKAGING
The 66th edition of the DGR includes a number of significant and less significant changes among the packing instructions in Section 5. Some broad changes include an amendment in 5.2.0.8 regarding the valve protection of cylinders and closed cryogenic receptacles, and a clarification in 5.2.0.11 concerning the calculation of the Q value.
Elsewhere there have been some changes to the formatting of the packing instructions, with PI 200 also being amended in relation to UN 1010 Butadienes and hydrocarbon mixtures, stabilised. PI 372, which deals with UN 3165 Aircraft hydraulic power unit fuel tanks, has been modified. PI 378, PI 492, PI 950 and PI 951 have been revised, with the broadening of sodium batteries to reference metallic sodium batteries and sodium alloy batteries, which differ from UN 3551 sodium ion batteries. PI 866 has been amended to clearly indicate that packagings must meet PG II performance standards. PI 869 has been broadened to include UN 3554 Gallium contained in manufactured articles.
The new battery-powered vehicle UN entries are dealt with by an amended PI 952. For next year, IATA recommends that batteries are at a
State of Charge (SoC) not exceeding 30 per cent, or have an indicated battery capacity not exceeding 25 per cent. (An identical provision has been inserted in PI 967). This provision will become mandatory as from 1 January 2026 for vehicles with batteries that exceed 100 Wh. Similarly, the 30 per cent SoC restriction on lithium batteries in PI 965 has been extended into PI 966 as a recommendation for 2025 but becoming mandatory in 2026 for batteries with a Watt-hour rating greater than 2.7 Wh. There is provision for State Approvals when shippers seek to ship batteries with an SoC greater than 30 per cent, but not under Section II of PI 966. The new sodium ion battery entries have been assigned new packing instructions PI 976 to 978.
Part 6 includes a few changes, some to align with the UN Model Regulations regarding rolling hoops for drums, others updating referenced international standards for cylinders and closed cryogenic receptacles. There are also a number of notes added throughout Section 6 to allow the continued use of cylinders manufactured and marked in accordance with the 63rd edition of the DGR.
Readers can access their own copy of the update details on the IATA website at www.iata. org/en/publications/dgr/, which also includes links to purchase the new edition.
DIAMOND DAYS
HAZARD COMMUNICATION • HINS, DIAMONDS, EAC, KEMLER – WHY IS IT ALL SO COMPLICATED? HCB COLUMNIST AND CONSULTANT GRAHAME MOODY* UNPICKS THE QUESTIONS
HAZARD WARNING LABELS are used in the supply of hazardous chemicals as well as in their packaging and all modes of transport. Labels for supply, as opposed to transport, fall under the Globally Harmonised System (GHS) of classification and labelling of chemicals, interpreted through the various national and regional systems. But transport labelling is consistent across modes and territories –or almost.
Hazard warning labels (for packagings) and placards (for tanks and containers) are required during all transport operations. First responders and the emergency services are trained to understand what the colours and numbers on these labels and placards mean so they can assess the risks posed during an incident from a
distance (preferably a safe distance).
Under the provisions of ADR, vehicles must display placards and also a Hazard Identification Number (HIN), commonly known as a ‘Kemler’ Code, after the system’s inventor. In the UK, though, vehicles must display an Emergency Action Code (EAC), a system that pre-dates HINs; EACs are also known as ‘Hazchem’ codes and consist of three characters that summarise the essential information about the hazards posed by the goods being carried. EACs are required for domestic transport within Great Britain; international journeys that include a leg within Great Britain must display the HIN instead. In addition, there may be a requirement for a plain orange-coloured plate (the ‘ADR plate’)
to be displayed; there are specific rules regarding when these plates are required and where they should be affixed.
THE NEW ORANGE
When an ADR plate is required it should normally be displayed at the rear of the vehicle and on both sides; it may also be affixed to the front of the vehicle. If only one substance is being carried, then it is acceptable to display plates at the front and the rear only, although the front plate must also include the HIN and UN number. In Great Britain, the EAC is displayed in the top half of the plate and the UN number underneath.
HINs and EACs present similar information, though the EAC system is arguably broader in scope. EACs consist of a single digit, which indicates the type of firefighting medium to be used, and one or two letters, which indicate the type of personal protective equipment to be used and whether the run-off should be diluted or contained; these may also indicate if a violent reaction can be expected and whether there is likely to be a public safety hazard.
By contrast, HINs indicate the nature of the primary hazard and any subsidiary hazard(s), with an indication if that hazard is particularly intense; the digits used refer to the hazard classes and may be prefixed with an ‘X’ to indicate that the substance will react dangerously with water.
EACs and HINs are assigned to each UN number and are updated annually, with input from the emergency services; in the UK, a list is published every year by the National Chemical Emergency Centre (NCEC).
There are some exemptions from the requirement for orange plates to be displayed.
These include private vehicles (with a limit on the total quantity of dangerous goods that can be carried); the emergency services and other emergency transport operations; uncleaned empty static storage vessels that have contained specific substances; vehicles carrying only dangerous goods in limited quantities (LQ); and when carriage is “ancillary” to the main activity.
PLACARDING AND MARKING
Placards are specifically the diamond-shaped warning signs used to illustrate the hazards posed by the cargo. These must be displayed on tankers, tank containers or containers carrying bulk quantities of dangerous goods and on other vehicles (such as vans) carrying goods of Classes 1 or 7 in packages. Placards are 250 mm x 250 mm; labels, which are usually 100 mm x 100 mm, are only to be used on packages.
All other hazard communication signage falls under the definition of ‘markings’. This includes the orange ADR plate and any other marks, such as those for environmentally hazardous substances (EHS) or elevated temperature substances, which may be required and are displayed on the rear and sides of vehicles.
Vehicles carrying packages of dangerous goods must display the plain orange ADR plates, as described in ADR at 5.3.2.1.1. A plain orange plate must be fixed at the front and back of the transport unit. There is the extra requirement for vehicles carrying Class 1 (explosives) or Class 7 (radioactive substances) to display placards on both sides and the rear of the vehicle.
In the case of freight containers, plain
orange-coloured plates must likewise be carried at the front and rear of the carrying vehicle, along with relevant placards on all four sides of the container.
For road tankers, those registered in Great Britain and operating on domestic journeys must show an orange plate on the front of the vehicle, with the trailer marked on both sides and at the rear with the EAC and UN number, hazard placard(s) and any other marks (e.g. the EHS mark), and a telephone number for advice in the case of an emergency.
Tanker vehicles on international journeys must display the HIN rather than the EAC.
Much of this may sound complicated but it
is important to remember that consistent application of the requirements can help ensure that emergency responders and other personnel can recognise the hazards posed by an accident quickly and accurately and respond accordingly, helping to save lives and prevent environmental pollution.
*Grahame Moody is senior analyst (technical services) at Hazmat Logistics, who is solely responsible for the contents of this article. He can be contacted at sales@hazmatlogistics. co.uk. More information on the company’s activities can be found at www.hazmatlogistics. co.uk.
NEWS BULLETIN
REGULATIONS
OSHA UPDATES FOR GHS
The US Occupational Safety and Health Administration (OSHA) has issued its final rule updating the Hazard Communication Standard (HCS), which took effect on 19 July. The rule aligns HCS “primarily” with the 7th revised edition of the Globally Harmonised System of classification and labelling of chemicals (GHS), with notable changes including more comprehensive and readable labels on small packagings, and tighter rules on the use of commercially sensitive information.
OSHA says that workers will also benefit from other changes in the updated standard, including a clearer hazard classification process to provide more complete and accurate hazard information on labels and safety data sheets; updated physical hazard classes to better inform users on safe handling of explosives, aerosols and chemicals under pressure; and updated precautionary statements on how to safely handle, store and dispose of hazardous chemicals.
This is the first significant update to HCS since 2012, when it was amended to align with the third revised edition of GHS. As such, it is a major change to the existing standard. This has not gone down well with industry, which sees a significant increase in the burden of compliance for very little safety benefit. Eric R Byer, president/CEO of the Alliance for Chemical Distribution (ACD), says: “OSHA’s new final rule will place significant administrative pressure on chemical distribution firms with no commensurate increases in worker safety or harmonization. Perhaps most disturbing is OSHA’s failure to acknowledge the costs chemical distribution companies will incur to comply with the new requirements, wrongly claiming that the rule will actually result in cost savings for industry. OSHA blatantly rejected concerns expressed by ACD and many other members of the
regulated community that some of the changes would make the HCS more divergent from the GHS and would require challenging and costly updates to SDS and labelling software.”
PHMSA GETS BUSY
The US Pipeline and Hazardous Materials Safety Administration (PHMSA) has issued a final rule under HM-263, amending the Hazardous Materials Regulations to require railroads that carry hazardous materials to generate in electronic form, maintain, and provide to first responders, emergency response officials, and law enforcement personnel, certain information regarding hazardous materials in rail transport to enhance emergency response and investigative efforts.
The rulemaking responds to a recommendation from the National Transportation Safety Board (NTSB) and
statutory mandates in the Fixing America’s Surface Transportation (FAST) Act calling for real-time train consist information to be available. The changes also dovetail with existing regulatory requirements for the generation, maintenance and provision of similar information in hard copy form.
The final rule contains a number of amendments from the notice of proposed rulemaking (NPRM) issued in June 2023, some of which have provided relief and an extended compliance date for Class II and III railroads. For Class I railroads, compliance with the new provisions has been mandatory as from 24 July 2024.
The full details of the new provisions can be found in the Federal Register at www. federalregister.gov/ documents/2024/06/24/2024-13474/hazardousmaterials-fast-act-requirements-for-real-time-
train-consist-information
PHMSA has issued a notice asking for information regarding the current tare weight, mass weight and water capacity marking requirements for 4B, 4BA, 4BW and 4E gas cylinders. The aim is to determine what, if any, impact those markings have on safety in the transport of hazardous materials.
The notice comes in response to a petition from the Compressed Gas Association (CGA) to allow the markings to vary from the actual weights and capacity to account for the accuracy of the stamped weight at the point of manufacture. PHMSA has followed up on the petition with proposals in two rulemaking actions, though these have both drawn further comment from industry.
PHMSA’s HM-234 final rule included revised provisions for the manufacture, use and requalification of these cylinders, which drew a comment from the National Council on Weights and Measurements asking it to reconsider the allowable differences between stamped and actual tare weights for LPG cylinders. PHMSA is now seeking feedback from industry at large to allow it to respond effectively to this comment and assess the usefulness of the current provisions. Interested parties are invited to comment by 4 September.
PHMSA has also issued a notice seeking information from hazardous materials shippers on what small quantities or low concentrations of explosives they offer for transport appear to present a low risk to life, property and the environment. The information will be used to define the focus of a research project investigating the risk of small and/or de minimis quantities of explosive substances and in selecting test samples for PHMSA research and development.
Currently there are no small quantity exceptions for Class 1 explosives. Any change in the formulation, design or process that alters any of the properties of a Class 1 explosive means it is then considered a ‘new explosive’ and must go through examination, classification and approval, which takes time and money. Establishing a small quantity and/or de minimis exception for explosives presenting a
low hazard in transport would reduce the time, effort, and financial investments required by all affected parties in order to authorise their transport, while maintaining the safety of the transport system.
Interested parties are invited to submit comments by 26 September.
NORTH OF THE BORDER
Canada has published the Regulations
Amending the Explosives Regulations, 2013 in Canada Gazette Part II. The Regulations, which fall under the remit of the Explosives Act, are far-reaching and include numerous provisions relating to the transport of explosives of all types. Some of the amendments contained in the new Regulations are designed to provide better alignment with the Transportation of Dangerous Goods Regulations.
One notable change is the inclusion of UN 3375 ammonium nitrate emulsions, gels and suspensions within the definition of ‘explosive’, despite some comments from industry that this would cause problems. Elsewhere, there has been a broad review of risk-based requirements, with some products being subject to more stringent restrictions and others being provided with some relief.
Natural Resources Canada, which has oversight of the Explosives Act, says the changes are expected to facilitate compliance by enhancing clarity and readability throughout the Regulations. Several amendments in the package, including removing unnecessary annual reports, updating transportation requirements, and updating screening requirements for approval letters, will help to streamline and clarify the provisions.
Canada’s Department of the Environment has published proposals to amend the Storage Tank Systems for Petroleum Products and Allied Petroleum Products Regulations, which set requirements for petroleum and allied petroleum storage tank systems under federal jurisdiction. The Regulations came into effect in June 2008; since then, many of the technical standards referenced in the Regulations have been updated and it is necessary to reflect this in order to allow regulated parties to use the most up-to-date
equipment and remain compliant.
The proposed amendments will make various changes to the standards listed in Section 14 of the Regulations.
Transport Canada (TC) has published proposals to amend the environmental response regulations under the Canada Shipping Act 2001. TC says the two specific regulations, the Response Organizations Regulations (ROR) and the Environmental Response Regulations (ERR) are both out of date and contain gaps and inconsistencies. In particular, ROR has not been updated since its introduction in 1995. TC now plans to establish new requirements and amend existing requirements for response organisations (ROs) and oil handling facility (OHF) operators and consolidate them within the ERR; once the amending regulations are finalised, the ROR will be repealed.
The proposals were published in Canada Gazette Part I on 22 June; there is a 75-day consultation period until 6 September. Full details of the proposals can be found at https:// canadagazette.gc.ca/rp-pr/p1/2024/2024-06-22/ html/reg2-eng.html.
DOWN MEXICO WAY
Mexico has published an update to the standard NOM-002, which covers the requirements for packagings, IBCs, large packagings, portable tanks, MEGCs and bulk containers for the transport of dangerous goods. The new standard was published in the Diario Oficial de la Federación on 29 July and can be found at www.dof.gob.mx/nota_detalle.php?codig o=5734678&fecha=29/07/2024#gsc.tab=0.
NOM-002 places an obligation on all participants in the supply chain, including motor carriers, to ensure that all such packagings used in dangerous goods transport are sufficiently strong to withstand the shocks and loads that normally occur during transport, in particular during transfer between different transport units and between transport units and storage warehouses. Packagings must also be so constructed and closed that, once prepared for transport, there is no loss of contents due to vibrations or changes in temperature, humidity or pressure under normal transport conditions.
MIND THE PEOPLE
RAIL • THE EAST PALESTINE DERAILMENT IN FEBRUARY 2023 MAY WELL BE THE TRIGGER FOR REGULATORY CHANGE, DESPITE THE LACK OF INJURIES AND IMMEDIATE PROPERTY DAMAGE
RAIL TRANSPORT PLAYS a vital role in the movement of large volumes of goods across North America and, by and large, it is a very safe mode of doing so. But accidents do happen; often they take place in remote areas, posing little risk to people and property (though often with environmental impacts) but, when they take place among people, they can be devastating, as was demonstrated most clearly by the derailment of an oil train in the middle of Lac-Mégantic, Quebec in July 2013, when 47 people were killed.
In the wake of that disaster, authorities in both Canada and the US set about putting in regulatory changes that would either help prevent accidents or, at the very least, reduce the impact of such accidents by hastening the phase-out of older tank cars. Neither of those approaches has yet made a significant impact on the number of railroad accidents, however, as the record demonstrates.
Last year, a Norfolk Southern freight train derailed in the small Ohio town of East Palestine and, although its impact was
innocuous compared to that in Lac-Mégantic, it may turn out that this is the event that forces regulators and industry to take serious steps towards improving the safety record.
FACTS OF THE CASE
The National Transportation Safety Board (NTSB) has now released the findings of its investigation into the East Palestine crash, which as always with railroad incidents sought to determine (a) the proximate cause of the derailment and (b) the behaviour of the wagons during and after the derailment. In this case, rather more unusually, NTSB also looked closely at the emergency response, to address concerns raised by nearby residents and lobby groups.
The incident itself was not particularly noteworthy: on 3 February 2023, a Norfolk Southern freight train was passing through the small Ohio town of East Palestine – almost mid-way between Cleveland and Pittsburgh –
when 38 rail cars derailed. Eleven of those derailed cars were tank cars with hazardous materials and three of those tank cars were breached, leading to a fire. In response, a 1-mile (1.6-km) evacuation zone was established, affecting some 2,000 residents. As is not uncommon, the proximate cause of the derailment was an overheating bearing on a hopper car, that caused an axle to separate. This had been spotted by a hot bearing detector and the train crew had already begun slowing the train when the derailment occurred. However, NTSB says the crew received a low-priority alert, which did not reflect the true condition of the failing bearing; furthermore, the spacing between detectors was such that the crew did not have adequate warning prior to the failure of the axle.
Research will be necessary to determine whether changes to wayside bearing defect detection systems - such as lower alert and alarm thresholds - would produce a significant safety improvement, NTSB says. Research is also necessary to determine what operational responses to bearing alerts and alarms are sufficient to prevent derailments.
NTSB says that the post-derailment fires most likely began after a DOT-111 tank car with some flammable hazardous material was punctured. These tank cars are gradually being phased out, as they have been identified as a weak link in the transport of hazardous (particularly flammable and toxic) material by rail following the Lac-Mégantic incident and other events in the US. There have been calls for the phase-out schedule to be accelerated but there are economic barriers to this and industry bodies representing shippers, especially in the US, have been vocal in opposing a more aggressive timescale. NTSB recognises these concerns but is adamant that the continued use of DOT-111 tank cars contributed to the fire and the severity of the hazardous materials release.
WHERE THE ARGUMENTS START
What made the East Palestine derailment more newsworthy was the decision to carry out a vent-and-burn response on five tank cars carrying vinyl chloride (VCM), shipped as UN 1086. These tank cars were not
mechanically breached during the derailment but over the next day four were exposed to the growing fire and to material released through pressure relief devices. Norfolk Southern and its contractors informed the incident commander that a dangerous polymerisation reaction was occurring within a VCM tank car, following indications of a rise in temperature. This was seen as posing a risk of overpressurisation and a boiling liquid expanding vapour explosion (BLEVE) and, after consultation with the US Environmental Protection Agency, a decision was taken to expand the evacuation zone and perform a vent-and-burn on all five VCM tank cars on the afternoon of 6 February.
Shaped charges were used to breach the tank cars, allowing VCM to flow into a trench where it was ignited by flares. This generated black clouds that contained, among other things, hydrogen chloride and phosgene. Although air quality readings showed no need for concern, residents in nearby counties reported a chemical smell and officials in one neighbouring area advised residents to shelter in place. While there was an increase in volatile organic compound and particulate matter recorded over the next two days, this was also said to be below the permissible threshold.
Nonetheless, the release of chemicals with potential long-term health impacts caused immense concern, which was amplified by press reports. There was also a widespread impact on wildlife, both in nearby waterways and among mammals, from product released as a result of the derailment and during the movement of derailed wagons.
Furthermore, it rapidly became apparent that the vent-and-burn approach was not necessary; indeed, NTSB notes that dissenting opinions were ignored and that Norfolk Southern’s insistence that the tanks were at risk of catastrophic failure was misplaced. NTSB also notes that the Chlorine Institute’s pamphlet 171, which was consulted in the response effort, includes erroneous information about polymerisation.
NTSB also says that, contributing to the exposure of emergency responders and the public to the post-derailment hazards, were Norfolk Southern’s delay in transmitting the
train consist information to responders and the insufficient training received by Ohio’s volunteer firefighters.
CHANGES TO BE MADE
As a result of its investigation, NTSB has made several recommendations to various parties, including the Federal Railroad Administration (FRA), the Association of American Railroads (AAR), the Pipeline and Hazardous Materials Safety Administration (PHMSA), the Chlorine Institute and state and local authorities.
PHMSA has already responded, issuing its final rule under the real-time train consist rulemaking this past June (see page 24).
Regarding the decision to vent and burn the VCM cargo, NTSB recommends that the Chlorine Institute review its pamphlet to ensure it is accurate and suited to supporting emergency responders. NTSB also urges the American Chemistry Council (ACC) and the Chlorine Institute to ensure their members are aware of the events at East Palestine and emphasise the importance of making their expertise available during an incident response. Norfolk Southern (and, by implication, other major railroads) should establish a policy of communicating all expert opinions to the incident command. FRA is asked to disseminate current and updated versions of its existing study on the vent and burn method to help guide incident commands in the future; and PHMSA is asked to spread awareness of FRA’s most current guidance by referencing it in the next edition of the Emergency Response Guidebook (ERG). It is unlikely that this is the end of the story; there are several outstanding law suits and Norfolk Southern has promised to invest in the East Palestine community. Its case has not been made any easier by another derailment near Springfield, Ohio just a month after the East Palestine incident, though in this case there were no hazardous materials involved, and another derailment as a result of a collision of Norfolk Southern Trains in Easton, Pennsylvania on 2 March 2024.
NTSB’s full report on the East Palestine incident can be downloaded at www.ntsb.gov/ investigations/AccidentReports/Reports/ RIR2405%20CORRECTED.pdf.
REMOTE CONTROL
PROCESS SAFETY • IF ISOLATION VALVES CAN BE OPERATED REMOTELY DURING AN INCIDENT, IT CAN HELP SAVE LIVES. CSB HAS IDENTIFIED SEVERAL LESSONS AND WANTS ACTION
IN AN IDEAL world, the design and layout of any facility handling or processing hazardous materials should take into account not only normal operating conditions but also what could happen in the event of a major accident. Sadly, this is not always the case – despite there being a long history of events that escalated into fatal incidents because of the loss of control over plant operations.
This is something that the US Chemical Safety and Hazard Investigation Board (CSB) has attempted to address over several years. Its investigation of the November 2019 fire and explosions at the TPC Group’s chemical plant in Port Neches, Texas, CSB’s report highlighted the inability to isolate the release of highly flammable or toxic materials and concluded that improved requirements in both industry guidance documents and federal regulations are necessary to prevent the recurrence of such highly destructive and dangerous events.
Following that investigation, CSB set about conducting further analysis of incidents that have involved a lack of remote isolation capability, so that it could determine the appropriate recommendations to industry groups and regulatory agencies. It initiated a Safety Study, now published as Remote Isolation of Process Equipment (No 2024-01-H), to review previous incidents and address gaps and deficiencies in industry guidance and federal regulations.
HISTORY REPEATING
CSB’s study looks in detail at six events, beginning with the August 1975 disaster at the Gulf Oil refinery in Philadelphia. A 75,000-bbl tank overfilled and ignited; firefighters worked all day to control the fire, eventually standing in a mixture of oil, fire water and foam. The level of flammable liquid rose throughout the day, eventually finding an ignition source. The
sudden fire engulfed several firefighters, eight of whom died; 11 others were injured and the damage to the refinery was more than $10m. During the incident, a damaged naphtha storage tank was feeding the fire by releasing between 500 and 600 gallons of liquid naphtha every minute. Because the tank was not equipped with a remote isolation valve, firefighters had to take extreme efforts to access and close the valve on the tank manually. Press reports at the time referred to firefighters having to push a rowboat through a tank dike that was flooded with hot crude oil, foam, and water as the fire burned around them in order to reach the tank so that they could manually close the valve. Had a remotely operated emergency isolation valve been installed on the naphtha storage tank, it could have been closed much sooner and likely would have helped limit the spread of the fire, from a much safer distance, without requiring firefighters to unnecessarily risk their lives.
Shockingly, CSB was called to the same site, now called the Philadelphia Energy Solutions (PES) Refinery, in June 2019 after a pipe elbow in the hydrofluoric acid (HF) alkylation unit ruptured, and a large vapour cloud – composed of roughly 95 per cent propane, 2.5 per cent HF, and other hydrocarbons – engulfed part of the unit. The vapour cloud ignited two minutes after the
start of the release, causing a large fire and subsequent explosions. Property damage was put at $750m, making this, according to Marsh JLT Specialty, the third largest refinery loss worldwide since 1974.
CSB found that there were no remotely operated emergency isolation valves installed in the HF alkylation unit that could have stopped the release. It concluded that, had this safety equipment been available, the release of hydrocarbons from the pipe elbow would have been minimised and the subsequent explosions could have been prevented.
CSB’s study notes: “The fact that two loss-of-containment incidents at the same facility more than 40 years apart could not be safely isolated and as a result drastically escalated, highlights the key concern.”
In addition to the three incidents mentioned above, CSB’s study also looks at the release of propylene at the Formosa Plastics complex in Point Comfort, Texas in October 2005, when 16 workers were injured; the propane fire at the Valero McKee Refinery in Sunray, Texas in February 2007, which injured four workers; the large tank fire at the Intercontinental Terminals Company (ITC) storage facility in Deer Park, Texas in March 2019; and the fatal isobutylene vapour explosion at the KMCO facility in Crosby, Texas in April 2019.
In each case, CSB determined that the inability to isolate releases by the use of remotely operated isolation valves was a critical factor, and it made recommendations for change, which it is now reinforcing.
OTHER SOURCES
CSB’s study reviews other agency activities, noting for instance that the Pipeline and Hazardous Materials Safety Administration (PHMSA) responded to a recommendation from the National Transportation Safety Board (NTSB) to require automatic shutoff valves or remote-control valves on pipelines, following a major fire on the PG&E gas transmission line in San Bruno, California in September 2010.
The UK Health & Safety Executive (HSE) has also issued regulatory guidance to assist facilities in assessing whether there is a need for remotely operated shutoff valves; this was published in 2004 following HSE’s investigations into incidents at the Associated
Octel plant in Ellesmere Port in February 1994 and BP’s Grangemouth refinery in June 2000.
Within that guidance, HSE stated: “As part of their comprehensive risk assessments, companies in control of chemical process plants at major hazards sites should critically review the provision of remotely operated shut off valves at both storage and process vessels in which significant inventories of dangerous substances are held.”
CSB notes the recommended practices published by the American Petroleum Institute (API) apply only to petroleum refineries, so do not cover all facilities at risk; furthermore, API RP 553 and RP 2001 do not establish criteria for when remote isolation is needed. The Center for Chemical Process Safety (CCPS), a group within the American Institute of Chemical Engineers (AIChE), on the other hand, produced relevant guidance in its 2003 book Guidelines for Fire Protection in Chemical, Petrochemical and Hydrocarbon Processing Facilities. CSB itself has used these guidelines in recent investigations.
ACTION REQUIRED
As several major incidents investigated by CSB have demonstrated, many chemical facilities are not protected with remote isolation equipment that can help mitigate loss-of-containment incidents. This is despite copious evidence of the value of such equipment in mitigating the effects of product releases. Its study ends with three specific recommendations:
1. API should develop a new publication or revise an existing publication that should be applicable to various facility types such as refineries, chemical and petrochemical facilities, terminals, etc. with major process equipment and atmospheric storage tanks, that details conditions that necessitate the installation of remote isolation devices [use “shall” instead of “should” language] that may be automatically activated or remotely activated from a safe location, particularly during an emergency. This should reflect the guidance published by CCPS.
2.The US Environmental Protection Agency (EPA) should update the Risk Management Program (RMP) rule to include an evaluation of the need for remote isolation devices for major process equipment that can be remotely activated from a safe location or automatically activated during a release. The evaluation should be included in hazard assessments, hazard reviews, and process hazard analyses.
3. The Occupational Safety and Health Administration (OSHA) should update the Process Safety Management (PSM) standard to include an evaluation of the need for remote isolation devices for major process equipment that can be remotely activated from a safe location or automatically activated during a release.
The Safety Study can be found in full on the CSB website at www.csb.gov/assets/1/6/csb_ ripe_study_finalv.pdf.
FIRE IN THE SNOW
INCIDENT INVESTIGATION • CANADA HAS SUFFERED ITS FAIR SHARE OF CRUDE OIL UNIT TRAIN DERAILMENTS IN RECENT YEARS. TSB HAS COMPLETED ITS REPORT ON THE LATEST ACCIDENT
CANADA’S TRANSPORTATION SAFETY Board (TSB) has identified a poorly repaired rail as being the immediate cause of the derailment of a Canadian Pacific (CP) crude oil train in Saskatchewan in February 2020. The incident led to 32 DOT-117J tank cars leaving the tracks, thirty of which released product. Some 1.75m litres of crude oil spilled, leading to a fire. Highway 16, which runs alongside the tracks, was closed and 85 residents of the nearby town of Guernsey evacuated.
The 104-car train, with two head-end locomotives, a tail-end locomotive and two buffer cars behind the head-end locomotives, had departed from Rosyth, Alberta and had been parked overnight at the Sutherland Yard in Saskatoon before heading for Noyes, Minnesota via Winnipeg. About two hours after leaving Sutherland, while heading east at 44 mph (71 kph) a train-initiated emergency brake application occurred while the head end of the train was passing over a crossing; the
crew saw a large fire already burning behind them and called the controller, before uncoupling the two locos from the rest of the train and moving them to a safe location.
TSB recorded the final position of all the derailed tank cars, identifying that the central section, comprising 23 cars, where the derailed cars jack-knifed, contained the largest amount of damage and tank breaches.
HOW AND WHY
In such events, the task of the investigator is two-fold: firstly, to determine why the train went off the tracks and, secondly, to investigate how well (or not) the tanks themselves behaved under crash conditions.
In the Guernsey event, the first of these was fairly easy to resolve. The month before the accident, engineers had replaced some sections of rail in the Sutherland Subdivision, using ‘plug rail’ inserts – short lengths of pre-used rail that are dropped into replace
broken or damaged rail. In this case, TSB identified the section of plug rail that had failed, causing the derailment, and noted that it had not been properly certified nor well installed – the replacement work was carried out in dark, windy and freezing conditions.
As to the tank cars themselves, TSB says the train speed, the number of derailed tank cars and some of the tank car damage were similar to other major accidents involving crude oil unit trains that it has investigated. However, it was unable to determine precisely how each tank car involved in the Guernsey derailment had performed; many tanks lost part or all of their contents, causing at least two major pool fires, which caused further damage. In addition, a number of derailed tank cars had to be moved by heavy equipment in order to allow fire crews to get into position and this caused further damage, as well as further loss of product.
More importantly, perhaps, TSB notes that a very similar accident had occurred in the same Sutherland Subdivision, only 5 miles (8 km) away from the Guernsey derailment, just two months earlier. This too involved a crude oil unit train of similar length, moving at similar speed and with post-derailment fires. As such, TSB has made recommendations both to CP and to Transport Canada (TC).
TSB issued a Rail Safety Advisory suggesting that operators should modify key train speeds, taking into account various risks. It also noted that TC’s Track Safety Rules have not been updated since May 2012 and lack any assessment of the need for enhanced track standards for key routes; TSB recommended that TC look at revising the Rules. Several Ministerial Orders were also issued, requiring train operators to review their practices.
CP has also implemented its own wayside system for the detection of track discontinuities in non-signalled territory. The system can detect broken rails and indicate the presence of trains. It works by sending a low-voltage signal through the rails and relies on technology found in other industries, such as solar cells, lithium ion batteries, and miniaturised signal-processing circuits.
The full text of TSB’s report can be found at www.tsb.gc.ca/eng/rapports-reports/rail/2020/ r20w0025/r20w0025.html.
4
ANNUAL REVIEW OF THE BULK STORAGE AND ENERGY INFRASTRUCTURE SECTOR
Also in this issue, we explore digital twin technology, the role of terminals in the food and feed supply chains and the many initiatives that are taking place in the bulk storage and energy infrastructure sector.
Tank storage provides an essential interface between sea, road, rail and pipeline logistics.
TSA
Insight is published by the Tank Storage Association, the voice of the UK’s bulk storage and energy infrastructure sector.
To contact the editorial team, please email info@ tankstorage.org.uk
TSA Insight Team
Peter Davidson, Jamie Walker, Nunzia Florio
CONNECT WITH US
@UK_TSA
Tank Storage Association
TSA
@uk_tsa
CONTACT
Tank Storage Association
Devonshire Business Centre Works Road
Letchworth Garden City Herts. SG6 1GJ
United Kingdom
Telephone: 01462 488232
TSA has used reasonable endevours to ensure that the information provided in this magazine is accurate and up to date. TSA disclaims all liability to the maximum extent permitted by law in relation to the magazine and does not give any warranties (including any statutory ones) in relation to its content. Any copying, redistribution or republication of the TSA magazine(s), or the content thereof, for commercial gain is strictly prohibited unless permission is sought in writing from TSA. Claims by advertisers within this magazine are not necessarily those endorsed by TSA. TSA acknowledges all trademarks and licensees.
Peter Davidson Chief Executive, TSA
Welcome to the autumn issue of Insight. The bulk storage and energy infrastructure sector plays a vital role in providing products and services that are critical to UK consumers. Terminals may either store single products or multiple products within a single facility and can provide supplementary services such as blending, heating, product treatment and analysis, warehousing, as well as bonded facilities for duty suspended products. In this issue of Insight, we provide an overview of latest statistics on terminals, process safety, occupational health and safety as well as the industry’s contribution to the UK economy. We also explore the role of terminals in the food supply chain, and we continue to shine a light on our vitally important sector and the proactive steps it is taking to open up new possibilities. I hope you enjoy this new edition of the magazine.
Tank Storage Associa on
04 Annual review of the bulk storage and energy infrastructure sector
The Tank Storage Association has published its annual review of the sector containing a broad range of statistics and valuable industry insights.
06 The tank terminals of the future: a vision powered by digital twins
As digital twin technology continues to evolve, the tank terminals of the future will be characterised by unprecedented levels of efficiency, safety, and sustainability.
09 Do you transport dangerous goods? Are you compliant?
The transport of dangerous goods is based on the classification, identification, packaging, marking and labelling of the substance.
10 Um Terminals helps raise over £33,000 to support vital work of Farm Africa and announces key strategic appointments
UM Group has announced two key appointments and celebrated the end of a hugely successful Great Molasses Challenge.
12 ED&F Man Terminals: our role in the food supply chain
ED&F Man Terminals plays a key role in the global food supply chain by providing storage and logistics solutions for key products and ingredients.
13 Dantec continues to be a key player in the composite hose manufacturing industry
Dantec produces highperformance hoses designed for the safe transfer of hazardous fluids in sectors such as petrochemical, marine, and oil and gas.
14 ETS Degassing helps customers worldwide to reduce emissions and enhance sustainability in operations and maintenance
Former companies ENDEGS and SIS merge and now form the leading provider for industrial degassing.
17 Smarter pump use for energy saving
Pump running costs can be a significant overhead for a tank or terminal storage site.
18 Revolutionizing inservice AST inspections:
PETROBOT UK’s breakthrough
PETROBOT UK is transforming AST inspections with their advanced robotic technologies.
22
26
Practical steps for projects that will become COMAH sites
The COMAH regulations are designed to minimise the risk of major accidents involving dangerous substances to protect both people and the environment.
ISO management system standard updates and why your organisation should be performing a climate change risk assessment
It is now a requirement for organisations to consider climate change as part of their management system.
28 The importance of proficiency in career pathways
John Reynolds, Managing Director of Reynolds Training Services, explores the importance of proficiency in career pathways.
ANNUAL REVIEW OF THE BULK STORAGE AND ENERGY INFRASTRUCTURE SECTOR
TThe bulk storage and energy infrastructure sector plays a vital role in providing products and services that are critical to UK consumers.
he bulk storage and energy infrastructure sector plays a vital role in providing products and services that are critical to UK consumers. Tank storage infrastructure is an integral part of a complex web of global activities and supply chains including the extraction of raw materials and the production, refining, trade, investment and consumption of a diverse range of essential products for the energy, manufacturing, food, agriculture, and transport sectors.
Terminals and tank farms also provide greater resilience within the supply chain by ensuring flexibility to meet demand, particularly in periods where domestic supplies of stored products cannot be guaranteed. Around twenty-two of the terminals operated by Tank Storage Association (TSA) members in the UK are designated by the Government as Critical National Infrastructure (CNI) due to their importance in providing energy to industrial, transport and defence markets. Storage capacity also includes strategic reserves held for emergencies and supply disruptions.
Most recently, the TSA has published its ninth Annual Review of the sector. The publication provides a broad range of statistics and valuable insights on terminals, process safety, occupational health and safety as well as the industry’s contribution to the UK economy. This year’s publication also includes a new dedicated section on global tank storage assets and introduces data on global expansions and construction projects, regional capacity and market share as well as regional throughput data in partnership with Insights Global, an independent market research company.
Terminals may either store single products or multiple products within a single facility and can provide supplementary services such as blending, heating, product treatment and analysis, warehousing, as well as bonded facilities for duty suspended products. Terminal operations are present throughout the world with storage hubs having become established in Europe, the United States, the Middle East and Asia. According to most recent data contained in TSA’s Annual Review, the Middle East holds the most capacity per terminal. In the Middle East, the average capacity is ~365 kcbm. Asia ranks second with 244 kcbm and North America ranks third with ~190 kcbm. In addition, globally a number of projects have been announced with most storage investment planned located in Asia (20,852 kcbm), followed
by North America (7,856 kcbm), the Middle East (5,576 kcbm) and Europe (5,523 kcbm). In addition, most tank storage capacity is being constructed in Asia, followed by Europe and North America. Other regions, such as South and Central America, Africa and Oceania have less capacity under construction, ranging between 0% and 4% of the total. There are also 120 terminal expansion projects being realised globally, with most tank storage expansions taking place in Asia with 61% of the total (29,179 kcbm) followed by Africa with 12% of the total (5,560 kcbm), North America with 11% of the total (5,299 kcbm) and the Middle East with 10% of the total (4,910 kcbm). Expansions in other regions range from 1% to 4% of the total. Adding up all capacity projects under construction, under expansion or planned, the main growth area is Asia, more than doubling its storage capacity. Globally, some 108 Mcbm are expected to be added.
In the UK, the bulk storage sector generated over £23 billion in revenue in 2023 and planned investment over the next five years is estimated at around £1.5 billion. TSA members operate 302 terminals and distribution hubs across the UK and store many different substances including transport and heating fuels, low emission fuels, chemicals, LNG, animal feed and foodstuffs. Collectively, TSA members have around 11.5 million cubic metres of storage capacity. Well over 500,000 cbm of storage capacity is used
for low emissions fuels including biofuels, methanol, ammonia and sustainable aviation fuels (SAF). As the sector looks to the future, this figure is expected to rise. Indeed, the tank storage sector is actively engaging in the decarbonisation process which lays at the centre of the UK’s Net Zero priorities. It is investing, innovating, and leading the way to open up new possibilities and take full advantage of the wealth of opportunities ahead. The decarbonisation of transport in the medium term is expected to rely on blending conventional fuels with sustainable ones, such as biofuels and synthetic fuels. Terminals will play a key role in these transitional activities by providing the necessary infrastructure and expertise required. With an increased reliance on new energy products, the bulk storage and energy infrastructure sector is at the very heart of the UK’s journey towards climate neutrality. In addition, it is clear that hydrogen in all its forms, carbon capture, utilisation, and storage (CCUS) as well as electricity storage will be critical to accelerate decarbonisation efforts.
TSA members also safely execute over one million movements for a range of products each year. By far the greatest number of movements is carried out by road tanker. However, this is not representative of the volume of product moved by type. For example, there are far fewer movements by ship than road tanker, but the volume of product moved by ship is much higher. In 2023, around
123 million tonnes of product were moved by coastal shipping and around 25 million tonnes by road haulage. Around 60,000 tonnes of product were moved by barge and around 1,400 tonnes by rail. A number of TSA members own and operate pipeline networks across the UK. Pipeline throughput reported by TSA member companies in 2023 was just under 19 million cubic metres (this figure excludes regasified LNG). During the same period, the sector had an aggregated throughput of just under 75 million tonnes.
The tank storage sector continued to maintain very high standards of occupational safety during 2023, remaining one of the safest industries in the UK with proportionally fewer injuries than almost all other sectors. Process safety standards continue to be very high, with only two Tier 1 events, and two Tier 2 events reported when measured against the API RP 754 standard. TSA’s dedicated Safety, Health and Environment Committee works closely with peers, other industry sectors and regulators to share knowledge and good practice relevant to safe operations. To monitor performance and highlight potential emerging issues, the TSA collates, shares and discusses process safety data quarterly with members. It uses the API RP 754 standard for its process safety performance indicators as well as its own leading indicators.
For more information, please visit www.tankstorage.org.uk
THE TANK TERMINALS OF THE FUTURE: A VISION POWERED BY DIGITAL TWINS
TAs digital twin technology continues to evolve, the tank terminals of the future will be characterised by unprecedented levels of efficiency, safety, and sustainability.
he industrial landscape is undergoing a rapid transformation, and the tank terminal industry is no exception. As the demand for storage and handling of liquid and gaseous products continues to rise, the industry faces increasing pressure to enhance efficiency, safety, and sustainability. Digital twin technology is emerging as a key enabler in this evolution, offering unprecedented opportunities to revolutionize the way tank terminals operate. This article explores the vision of the tank terminals of the future, powered by digital twins, and the profound impact this technology will have on the industry.
Understanding digital twins
A digital twin is a virtual replica of a physical asset, system, or process, created using real-time data and advanced simulations. It provides a dynamic, real-time representation of the physical world, enabling operators to monitor, analyze, and optimize their assets remotely. In the context of tank terminals, digital twins can encompass everything from storage tanks and pipelines to control
systems and safety protocols.
The challenges faced by tank terminals today
Tank terminals play a crucial role in the storage and distribution of a wide range of products, including petroleum, chemicals, and liquefied natural gas. However, the industry faces several challenges that hinder its efficiency and sustainability:
1. Aging Infrastructure: Many tank terminals operate with aging infrastructure that requires frequent maintenance and upgrades.
2. Safety Concerns: The handling of hazardous materials poses significant safety risks, necessitating stringent safety protocols and real-time monitoring.
3. Environmental Regulations: Increasingly stringent environmental regulations demand better monitoring and management of emissions and spills.
4. Operational Inefficiencies: Manual inspections and maintenance procedures can be timeconsuming and prone to human error.
5. Data Silos: Disparate systems and data silos make it challenging to obtain a comprehensive view of terminal operations.
The role of digital twins in addressing these challenges
Digital twin technology offers a holistic solution to the challenges
faced by tank terminals. By creating a digital replica of the entire terminal, operators can gain real-time insights into the condition and performance of their assets. Here’s how digital twins are set to transform the tank terminal industry:
1. Enhanced Asset Management
Digital twins provide a comprehensive view of all assets within a tank terminal, including their condition, performance, and maintenance history. This enables predictive maintenance, where potential issues are identified and addressed before they lead to costly downtime or accidents. For example, sensors installed on storage tanks can monitor parameters such as temperature, pressure, and corrosion levels, feeding this data into the digital twin. Machine learning algorithms can then predict when maintenance is needed, optimising the maintenance schedule and reducing unplanned outages.
2. Improved Safety and Compliance
Safety is paramount in tank terminal operations. Digital twins enhance safety by enabling real-time monitoring and simulation of various scenarios. Operators can use the digital twin to simulate emergency situations, such as leaks or fires, and develop effective response strategies. Additionally, digital twins can help ensure compliance with environmental regulations by continuously monitoring emissions and detecting any deviations from acceptable levels. This proactive
approach not only enhances safety but also helps avoid regulatory fines and penalties.
3. Operational Efficiency
Digital twins streamline operations by automating routine tasks and providing actionable insights. For instance, digital twins can automate the scheduling of product transfers, optimising the use of storage space and minimizing the risk of contamination. They can also monitor energy consumption and identify opportunities for energy savings, contributing to overall operational efficiency. By integrating data from various sources, digital twins eliminate data silos and provide a unified view of terminal operations, enabling better decision-making.
4. Remote Monitoring and Management
One of the most significant advantages of digital twins is their ability to facilitate remote monitoring and management. Operators can access the digital twin from anywhere, using a computer or mobile device, and obtain real-time information about the terminal’s status. This is particularly valuable for terminals located in remote or hazardous areas, where on-site inspections can be challenging. Remote monitoring also enables rapid response to issues, reducing downtime and enhancing operational resilience.
5. Training and Simulation
Digital twins serve as powerful
training tools, allowing operators to gain hands-on experience in a virtual environment. New employees can use the digital twin to familiarize themselves with the terminal’s layout and operations without the risks associated with real-world training. Additionally, digital twins can be used to simulate various operational scenarios, helping operators develop the skills needed to handle complex situations. This improves overall workforce competency and preparedness.
The future of tank terminals: a digital twin vision
As digital twin technology continues to evolve, the tank terminals of the future will be characterized by unprecedented levels of efficiency, safety, and sustainability. Gizil GmbH’s Virtual Plant is at the forefront of this transformation, offering a comprehensive platform that integrates real-time data, advanced analytics, and user-friendly interfaces to revolutionize tank terminal operations. Here’s a glimpse of what this future might look like with Virtual Plant leading the way:
1. Smart terminals
Virtual Plant equips tank terminals with a network of interconnected sensors and devices, creating a fully integrated digital ecosystem. The digital twin, powered by this platform, serves as the central hub, aggregating data from all sensors and providing a real-time view of terminal operations. Smart
algorithms continuously analyse this data, identifying opportunities for optimization and providing actionable insights to operators, resulting in improved efficiency and reduced operational costs.
2. Static digital twin as a single source of truth
The concept of a static digital twin, where a digital replica of the terminal’s physical and static assets is maintained as a single source of truth, is crucial for ensuring data accuracy and accessibility. This static digital twin includes detailed information about the terminal’s infrastructure, layout, and equipment, which can be accessed and updated in real-time.
Benefits:
• Data integrity: All stakeholders access the same up-to-date information, reducing errors caused by outdated or conflicting data.
• Simplified maintenance: Maintenance schedules and records are easily managed, ensuring timely interventions and reducing downtime.
• Regulatory compliance: Simplifies reporting and compliance
by maintaining accurate and comprehensive records of terminal operations and equipment.
3. Sustainable practices
Sustainability is a core focus of Virtual Plant. Digital twins help minimize environmental impact by optimising energy consumption, reducing emissions, and preventing spills. The platform provides continuous monitoring and reporting, ensuring compliance with environmental regulations. By integrating sustainable practices into daily operations, tank terminals can improve their environmental footprint, enhance their reputation, and meet the expectations of stakeholders.
4. Enhanced collaboration
Virtual Plant facilitates enhanced collaboration between different stakeholders, including terminal operators, maintenance teams, regulatory authorities, and customers. By providing a single source of truth, this digital twin platform ensures that all parties have access to accurate and up-to-date information. Improved coordination and decision-making lead to more efficient operations,
quicker response times, and stronger relationships with partners and customers.
Conclusion
The tank terminals of the future, powered by digital twin technology and Virtual Plant, represent a paradigm shift in the way industrial operations are managed.
By providing a comprehensive and real-time view of terminal operations, this platform enables enhanced asset management, improved safety, operational efficiency, and sustainability. As the industry continues to embrace this technology, tank terminals will become smarter, more autonomous, and more resilient, driving significant value for operators and stakeholders alike.
In embracing Virtual Plant and digital twin technology, tank terminals are not just adapting to the future - they are shaping it. The journey towards fully integrated, efficient, and sustainable operations is well underway, and the vision of the tank terminals of the future is closer to becoming a reality. Virtual Plant stands ready to lead this transformation, delivering the tools and insights necessary to thrive in the evolving industrial landscape.
About Gizil
Gizil offers engineering and digitalization services for industrial plants, including tank farms, refineries, and petrochemical facilities.
For more information, please visit www. izilenerji.com
In
Do you transport dangerous goods? ...Are
you compliant?
The transport of dangerous goods is based on the classification, identification, packaging, marking and labelling of the substance, and legislation under the CDGR and ADR 2023 Agreement is complex.
Your organisation may not legally be required to appoint a Dangerous Goods Safety Adviser (DGSA) but at Teamwork Security and Training Services, we can give guidance on what your legal requirements are and what level of service your organisation requires.
We provide services that are specifically designed to meet the requirements governing the carriage of dangerous goods by road under the current ADR Agreement, including DGSA monitoring compliance services, audits, DGSA training courses and ADR Awareness courses (Chapter 1.3).
Ensure you are compliant! Get in touch for a free initial consultation; 01752 425424 - enqs@teamworksecurity.co.uk
For more information, please visit teamwork-security.co.uk
About Teamwork Security and Training Services Ltd.
Teamwork Security and Training Services Ltd. delivers complete ISPS support to its clients; including audits, ISPS compliance, security exercises,
as well as Wharf Approval and ADR support packages and provides a high-level security guarding service to Port Facilities.
They also deliver training and are approved by the Department for Transport to deliver Port Facility Security Officer and refresher courses along with Harbour Master’s investigators courses, staff Security Awareness and Search Training courses, consistent with the latest Port Facility Security Instructions as issued by the Department for Transport. Find out more: teamworksecurity.co.uk
UM TERMINALS HELPS RAISE OVER £33,000 TO SUPPORT VITAL WORK OF FARM AFRICA AND ANNOUNCES
KEY STRATEGIC
APPOINTMENTS
UM Terminals, along with colleagues from the wider UM Group, raised an incredible £33,444 for the charity Farm Africa.
UM Terminals, along with colleagues from the wider UM Group, raised an incredible £33,444 for the charity Farm Africa. The money was raised through the Great Molasses Challenge which started towards the end of April and saw colleagues running, walking, playing football, cycling, rowing, swimming and going on dog walks, all with the aim of clocking up as many miles as possible.
Every single contribution, big or small, got the team closer to our target distance of 4820 miles (7712km) which represents the distance of the first ever UM molasses shipment in 1912 from the Dominican Republic to Hull.
In fact, by the end of the Challenge, colleagues had not only covered the distance of the first ever shipment, they had also done the distance back and a further halfway back again! The final mileage achieved was 12,468 miles (20,065km).
A total of £17,222 was raised via the Challenge’s Just Giving pages with a further £16,222 being provided in match-funding by UM’s holding company W&R Barnett making for a grand total of £33,444.
The Challenge was the flagship fundraiser of UM Group’s Global Wellbeing Initiative in 2024. All money raised from the Challenge is going to Farm Africa, UM Group’s chosen charity, which works tirelessly to reduce poverty by helping farmers in eastern Africa to grow more, sell more and sell for more. Thanks to the work of the charity and its supporters, rural families are growing their incomes while also protecting their local environment for future generations.
Anissa Msallem, Head of Partnerships at Farm Africa, said: “It is amazing what you have all achieved over the last few weeks. To give you some idea, the money you have raised could fund a store house for vegetables grown by our farmers. Storing their produce is so important to ensure better quality, reduce waste, sell for more money which, in turn, increases the incomes of those farmers and gives them a better quality of life.”
Ben Macer, UM Group’s CEO, said: “I just want to say a huge thank you to all colleagues who got involved in this remarkable Challenge. It was a truly incredible sum of money that was raised and then very generously match-funded by W&R Barnett. I would also like to thank the
committee in London who drove the project along with various champions across the business. It was a fantastic team effort.”
UM Group is now committed to building on the momentum of the Challenge with a Wellbeing Month being held in September with a series of events, presentations and exercises planned. Ben added: “We have had lots of positive feedback that the Challenge has made a real difference to many colleagues’ lives, making them feel better. We’ve had lapsed runners getting their trainers out again and others taking up an activity for the first time. We want this to be the long-term legacy of the Challenge and the Wellbeing Month that we are holding in a few weeks. UM Group is also planning to create a photobook as a lasting memory of this great and memorable fundraiser and provide a copy in all offices and terminals.”
UM Group announces key strategic appointments
United Molasses Group, the owner of bulk liquid storage specialist UM Terminals, has announced two key appointments.
Current UM Terminals Managing Director Phil McEvoy becomes UM Group Terminals Director, with Commercial Director Vic Brodrick replacing him as MD of GB Terminals. Vic will be responsible for all aspects of the GB Terminals business, supported from an asset management and Health and Safety perspective by Phil’s team.
Phil said: “I am looking forward to taking on this new role which will allow me to have a broader strategic responsibility regarding capitalising on our global terminal footprint to expand our tank storage offering within the wider UM Group. There has been and continues to be significant investment in our terminals business, both in the UK and worldwide, and we are committed to further cementing our reputation as a worldleader for providing bulk liquid storage and logistical solutions.”
Vic said: “UM Terminals has made significant progress in lots of different areas during the last two years under Phil’s leadership. My focus will be on continuing to deliver the returns on the investment that has been made into the business as part of its strategic growth plan, while ensuring our processes for safety and quality assurance continue to be of the highest possible standard. The roll-out of the Group’s Environmental, Social and Governance (ESG) programme is also high on the agenda, with the aim of further reducing our carbon footprint through the introduction of ‘greener’ fuels and other initiatives. Several of our longterm customers have increased their storage requirements, while we have also onboarded a number of new customers, meaning that we are almost at capacity. We do still have a small number of storage opportunities available at our Hull terminals. We are committed to investing in the right opportunities to ensure the facilities and services we provide match our customers’ requirements. We pride ourselves on the quick turnaround from customer enquiry to product in tank,
finding the right solutions to meet their varied logistical challenges.”
UM Terminals’ strategic growth plan aims to ensure that the breadth of product expertise, bulk liquid storage capability, value-add services and sustainability credentials remain industry-leading. Over the coming months, Phil and Vic will be working together on the roll-out of a pipeline of further Terminal development projects in GB with Phil additionally responsible for projects at many of the other terminals within the Group.
The GB company operates seven terminals located in Liverpool, Hull and Portbury, all strategically situated to meet the logistical opportunities and challenges facing customers. Value-added services include biofuel feedstock pre-treatment, blending, water dilution, product packing, HMRC bonded warehouse and COMAH compliance. For more information, please visit www.umterminals.co.uk
Phil McEvoy, Terminals Director, UM Group
ED&F Man Terminals: our role in the food supply chain
The food supply chain is long and complex and there is debate about where it starts. However, we all know where it finishes: with the food on your plate!
ED&F Man Terminals plays a key role in the global food supply chain by providing storage and logistics solutions for key products and ingredients. While the consumer may not recognise the importance of the feed ingredients we handle, those in the supply chain certainly do. ED&F Man Terminals is part of ED&F Man Commodities, one of the world’s leaders in the sourcing, supply, storage and distribution of key soft commodities including sugar, coffee, molasses, animal feeds and fish oil. Everything our business does is part of the global food chain, and this is particularly true for ED&F Man Terminals.
The UK is a net importer of molasses. ED&F Man Terminals is the UK’s largest storer of molasses and molasses based liquid products, with terminal operations in Grangemouth, Liverpool and Hull. While the overall storage capacity for these products may be relatively small in comparison to that of hydrocarbon and chemical products, ED&F Man Terminals performs a vital function in the UK food and feed supply chains.
What is so important about molasses?
Molasses is used in a number of key processes and performs a vital and
unique function.
1. Molasses is probably most recognised as being used in animal feed where it provides a number of functions, from helping to bind feed pellets together, reducing dust in animal feed production, and helping to drive feed intakes. Molasses is one of the critical ingredients in feed production as without it feed producers would not be able to make feed: no animal feed means no milk, cheese, butter, yoghurt, beef, lamb etc.
2. Another big user of molasses is industrial fermentation where it is used to produce, among others, yeast. Yeast is vital to the UK food supply chain as without yeast there would be no bread, beer, whiskey etc.
3. Molasses also features in other industrial processes such as briquetting - where it is used to bind the fines from steel production - fibreglass production and coal processing.
4. The advent of renewable energy has also led to new uses for molasses, primarily in biogas production where it helps to increase yield as well as the efficiency of the overall plant.
What else do we store?
ED&F Man Terminals store a range of non-hydrocarbon oils including fish oil and vegetable oils. These oils again form the foundations to the food chain being used in animal feed with the production of fish feed, in
particular, supporting the UK’s wellestablished farmed fish industry.
ED&F Man Terminals also store a range of high value feed ingredients which need particular specialist handling to both receive and store. It is not an exaggeration to say that you will have eaten or drunk something today which has a connection with a product stored by ED&F Man Terminals.
About ED&F Man
ED&F Man source, store, sell, ship and distribute agricultural products including coffee, sugar, molasses, animal feed and pulses. ED&F Man trade those products around the world, and with some, process and brand them for industrial customers and the supermarket shelves.
ED&F Man Terminals have a network of bulk liquid storage terminals in key ports in Northern Europe, offering receipt, storage, handling, blending, distribution and related services. Our experienced team offers storage solutions tailored to the specific requirements of our customers and their products. ED&F Man is constantly investing in infrastructure, storage facilities and terminal expansion enabling us to quickly provide the capacity to expand our customers’ networks now and in the future.
www.edfman.com
Dantec continues to be a key player in the composite hose manufacturing industry
News headline new headline new headline new headline
Dantec continues to be a key player in the composite hose manufacturing industry, celebrated for producing high-performance hoses designed for the safe transfer of hazardous fluids in sectors such as petrochemical, marine, and oil and gas. Their composite hoses are distinguished by their flexibility, durability, and exceptional chemical resistance, making them essential for demanding industrial applications. Dantec composite hoses are manufactured to meet EN13765:2018 and EN13766:2018 and have DNV type approval.
The advanced engineering of Dantec composite hoses involves multiple layers of thermoplastic films and fabrics, reinforced with inner and outer wire spirals made from highstrength materials like stainless steel. This sophisticated construction offers superior strength and resilience, allowing the hoses to endure extreme temperatures, pressures, and corrosive environments. Additionally, Dantec hoses are lighter than traditional rubber hoses, which facilitates easier handling and installation, thus reducing labour costs and enhancing operational efficiency.
Safety is a paramount concern for Dantec. The multi-layered design ensures a high level of chemical resistance, minimizing the risk of leaks or ruptures when transporting aggressive chemicals. Moreover, these hoses are designed to prevent
Debit od molorae nam, sandist, quiatem necabo. Itatur, que in ped quas ma voluptat ut moluptiis id ma adit quasiti il maxim laturi dolorepe con rerum adic to consed eum, secto earume coriassimin praectem qui tes parchicae poriatiunt liquam qui ommolo berende nderum vellitae et unte mod moluptat excepro rrorissusci doluptur simaximus aut pa dolo invent, velicabo. Et venis nos am dolentus.
static electricity build up, significantly reducing explosion risks in hazardous environments, underscoring Dantec’s commitment to providing safe and reliable fluid transfer solutions.
To further advance safety Dantec works closely with its sister company MannTek to offer their full range including dry disconnect couplings (DDC) for leak free transfers. MannTek are a Swedish manufacturer of customized couplings and solutions for safe and environmentally friendly handling of aggressive fluids and gases. MannTek stand for innovation, safety and constant development.
Archil eturi sum ipsam, ni beri resed quas doluptae nossit, estibus. Sequidi genihillum ipsus et am rati berum que suntore perias elibus ut dolupta sint dolent impores tiusciis evel ipissunt alitat maximetur?
Dantec’s innovations extend beyond hoses to include their advanced PTFE coated couplings. The PTFE (Polytetrafluoroethylene) coating on these couplings enhances their chemical resistance and durability, ensuring they can withstand aggressive chemicals and harsh operational conditions. The
Adicid quo ello corecti officil iberiatempor sita que delesed mos doloratet res earchil liquunt destrum quo elestiur, consed eum volest, illendae nosam doluptis sit asperum dolupta tquiati onetur aut modi ipsusam et ommodi re voloreptas solorio. Axim qui sum iur, sinimus
magnis eos molorror serrum sumque nimoluptat que quia sant ratiusdam quibus atem faceres es miliquis sunt aut arum accuptatiur simolor roratatia volorrum voluptibus invenemodit eos sin poreped quo corpora quam nosseque natet quiatur, aboreres eum laboria nem eosae quistor epelect emporio quibus sam sin pelent que aut est omnisitatem. Bus verovidusant as atet, et aperchic tempelectiam arit aute conetus re odi comnis repudae plabo. Optatem quidebis sapis parum resti volorempor rem exereium haruptatur? Excestorem sitat.
PTFE coated couplings integrate seamlessly with Dantec composite hoses, providing a robust and reliable solution for aggressive and corrosive fluid transfer applications.
Dantec is part of the Elaflex Hiby Group based in Hamburg who are at the forefront of developing solutions for emerging markets, particularly in the field of hydrogen. The group is actively working on hydrogen hoses and couplings designed to meet the rigorous demands of hydrogen fuel transfer and storage. These developments are crucial as the world transitions towards cleaner energy sources, with hydrogen playing a significant role in this shift.
Bore maiorem quuntio nsequat urestrum acepe rerferiosa dolorem porpore hendis et ad quaspiet dit, sintibus repudam, corem lam fuga. Equatus ea nimi, tem rempele niminctibus a qui cullabo. Endande con pos cus qui occatem la corrorepe ipsam diciis eum utenis am is ulpa quatis eum facearum res quaspedicita ipsapiteniet mos re venditat.
In summary, Dantec Ltd., supported by Elaflex Hiby, continue to demonstrate their dedication to quality, safety, and forward-thinking solutions to secure their position as a trusted provider in the global market. Please visit www. dantec.com for further details.
Ga. Delectet inimus, temporr ovidus deria porecta quiamus aerunt velibus, voluptatiate quam audae. Uptatus aperem arum quam Equo eatur, in remporiam sit ium ni unt que sum quiam eos quiscidebis si asperciat
ETS DEGASSING HELPS CUSTOMERS WORLDWIDE TO REDUCE EMISSIONS AND ENHANCE SUSTAINABILITY IN OPERATIONS AND MAINTENANCE
Former companies ENDEGS and SIS merge and now form the leading provider for industrial degassing.
David Wendel, Managing Director ETS Degassing GmbH, Managing Director & CCO ETS Group
Reducing the global carbon dioxide (CO2) and greenhouse gas (GHG) footprint is a paramount goal for the industrial sector as well as for governments. An important factor contributing to environmental protection is enhancing sustainability in industrial operations and maintenance. Despite many good actions have already been taken, industry is still a major contributor to global GHG emissions. Emission reduction in the industrial sector involves a multifaceted approach, including implementing cleaner technologies and energy sources, improving energy efficiency and implementing effective management practices of wastes that are released into air, water or soil.
Among the innovative technologies aimed at mitigating these emissions, mobile degassing stands out as a vital technology. In many processes, hazardous emissions such as hydrocarbons, volatile organic compounds (VOC) or hazardous air pollutants (HAP) are created and released into the air untreated.
Reducing emissions from these sources is critical not only for meeting international climate targets, but also for improving air quality and public health. The treatment and safe combustion of emissions ensures that almost no residual gases and emissions are released into the atmosphere where they would harm human health and the environment at the same time.
Passionate about sustainable emission reduction
ETS Degassing offers its international customers innovative highly efficient technologies for mobile emission reduction and degassing. Building on the experience and know-how of former companies ENDEGS and SIS, the ETS Degassing team has been operating successfully for more than 17 years and has completed over 3,000 projects at more than 200 customer locations. ETS Degassing operates under the umbrella of the ETS Group, a provider of environmental technologies for a wide range of different industries, and continues to offer customers the services of former companies ENDEGS and SIS under a new name. With three locations in Germany and further offices in France, the Netherlands, Saudi-Arabia and Bahrain, ETS Degassing helps customers world-wide to reduce their emissions. The ETS Degassing fleet consists of about 50 mobile vapour combustion units, mobile nitrogen vaporizers, blower skids that are certified for use in the ATEX Zone 0 and the rental of the remote-controlled
ATEX Zone 0 Robot. As part of the ETS Group, ETS Degassing offers a comprehensive set of services and technologies that are tailored to the needs of diverse industrial markets, including chemical, petrochemical, oil, gas, marine, shipping, logistics and food and fertilizer industries.
Reducing emissions right where they occur
The ETS Degassing mobile vapor combustion units are available in different combustion capacities (3, 4, 5, 10 and 20 MW) and destroy all kinds of gases, gas mixtures and vapors of the explosion groups IIA, IIB an IIC with an efficiency of more than 99.99 % – without any flame or odour.
This makes ETS Degassing the only company operating in Europe being able to guarantee mobile emission treatment in such a sustainable and environmentally-friendly way. ETS units are suited to work with a wide range of products, for example petrol, crude oil, hydrogen, methane, ammonia, propylene, butane, benzene, naphtha, n-hexane and many more products. The units are autonomously operated and transportable on a trailer and thus can be deployed flexibly to the customer’s sites, treating emissions directly where they occur.
Mobile degassing
ETS Degassing mobile incinerators
are suited for a wide range of applications, for example for the degassing of tanks, containers, pipelines, ships, vessels, barges, rail cars and many more components that are used in industrial facilities. The mobile vapour combustion units ensure environmentally-friendly services during commissioning and decommissioning procedures as well as during turnarounds, shutdowns and revisions. With a European patent, ETS Degassing also offers the degassing of vacuum trucks.
In the Port of Duisburg – the biggest inland port worldwide –ETS Degassing has established a permanent degassing site for inland
barges, motor tankers and gas tankers. Thus, the first legal option in Germany was created for the degassing and disposal of hazardous residual gases of inland vessels. To this end, ETS Degassing has also achieved important changes in regulations.
Temporary VRU replacement
The mobile vapour combustion units can also be applied as back-up for stationary emission reduction systems. In many refineries, loading terminals or storage tank farms, systems like vapour recovery units (VRU) or vapour processing systems (VPS) are used for emission treatment. However, the whole facility cannot uphold operations and needs to be shut down in case of VRU/VPS downtimes due to maintenance or failure until the system is back in service. To prevent such downtimes, ETS Degassing mobile vapor combustion units can temporarily replace stationary systems during maintenance or repair, allowing operations to be continued normally and without interruptions, helping customers to save both time and money.
Recently, ETS Degassing was awarded
the TotalEnergies Safety Award 2023 in the category “Safest Contractor Tank Farms”. Last year, ETS under the former name of ENDEGS worked reliably and safely with the customer to operate the mobile vapour combustion units during emergency situations for the VRU replacement. Thus, environmental damage was prevented in cooperation with the customer and the tank terminals were kept in operation, ensuring the supply of fuel in the respective regions.
Mobile nitrogen vaporizers
For a holistic emission treatment process, mobile nitrogen vaporizers widen the portfolio of ETS Degassing. Nitrogen is an inert gas that doesn’t react with other substances and that therefore doesn’t cause any unwanted reactions. Therefore, nitrogen is a perfect medium for working with highly flammable substances such as liquefied gases under pressure that pose a risk of explosion. Inerting and purging components containing substances such as LNG, ammonia or liquid gas creates a safe surrounding.
The mobile vaporizer can be combined with a mobile vapor
combustion unit to also enable the degassing of components filled with liquefied gases. This is of the uttermost importance as products like LNG and green ammonia are increasingly used as alternative and more sustainable energy sources.
In the ETS Degassing site in the Port of Duisburg, a mobile nitrogen vaporizer is permanently stationed as well as a mobile vapour combustion unit so that barges, vessels and gas and motor tankers can not only be degassed, but also purged.
Increased safety in the ATEX Zone 0
The holistic ETS Degassing portfolio is completed by mobile blower skids that are certified for applications in the ATEX Zone 0 and that safely extract gases and vapours from tanks, plants and more components. ETS Degassing also offers the rental of the remote-controlled ATEX Zone 0 Robot for the cleaning of industrial tanks from a safe distance. As industries worldwide strive to reduce their environmental impact, ETS Degassing stands ready to lead the way with innovative, efficient, and reliable solutions.
Contact: David Wendel, Managing Director ETS Degassing GmbH, Managing Director & CCO ETS Group, d.wendel@ets-group.com
www.ets-degassing.com/en www.ets-group.com/en
Author
David Wendel, Managing Director ETS Degassing GmbH, Managing Director & CCO ETS Group
Smarter pump use for energy saving
Creeping energy bills are having an enormous effect on businesses, and tank storage sites are no exception. As energy costs increase, operators could benefit from reassessing how their pumps are running, and a few small changes could make a big difference.
Tom Hamill, Area Sales Manager for Vogelsang, explains: “Pump running costs can be a significant overhead for a tank or terminal storage site, particularly when you consider that 20 per cent of the world’s electricity demand is used to power pump systems. We’re finding a lot of storage operators are reviewing their running costs and looking for areas to reduce energy consumption. Like all of us, they are conscious of their bills, but also don’t want to pass on their costs to their supply chain.”
ED&F Man Terminals has used rotary lobe pumps supplied by Vogelsang for over a decade, and recently leveraged them to help with reducing its energy consumption, which it achieved by nearly a third.
Ian MacKenzie, UK Operations Manager, ED&F Man Liquid Products UK, said: “We had an efficiency drive and looked for ways to cut our energy costs. Vogelsang looked at our pump systems and suggested that we don’t need to run them at full speed to achieve the BEP (best efficiency point); they could do the job we need
with them running at as little as 50%. This reduced our energy costs by 30% which was fantastic.”
Whilst energy efficiency should be taken into account when specifying a pump, so should other costs associated with the life of a pump (installation, maintenance, replacement parts). As time is of the essence for storage and transit jobs, reducing downtime is important to Vogelsang, which is why they come with Quick Service capabilities; parts can be changed and the pump serviced with minimal disruption and downtime. Compared to other positive displacement pumps, the rotary lobe pump has a smaller footprint due to its compact design and can easily be installed in tighter, trickier areas. Another factor which makes this type of pump popular with tank storage and terminals is its ability to handle a variety of media, including viscous and abrasive solutions.
“We first installed Vogelsang rotary lobe pumps on our molasses tanks over 15 years ago and they have worked brilliantly in the years since,” Ian said. “We move and store liquids such as molasses, vegetable oil and non-hazardous products, and needed pumps that are capable of pumping a wide range of viscosities and the rotary lobe pumps have no trouble in doing so.”
APETROBOT UK, a leader in robotic inspection and NonDestructive Testing (NDT) solutions, is transforming AST inspections with their advanced robotic technologies.
boveground Storage Tanks (ASTs) are critical in industrial asset management but pose significant inspection challenges, including high costs, safety risks, and operational downtime. Traditional inspection methods require tanks to be taken out of service, causing production losses and exposure to hazardous environments. PETROBOT UK, a leader in robotic inspection and NonDestructive Testing (NDT) solutions, is transforming AST inspections with their advanced robotic technologies. This case study explores how PETROBOT’s innovations enhance safety, reduce costs, and provide comprehensive data for asset integrity management, while also addressing the regulatory and industry barriers that have hindered widespread adoption.
The PETROBOT Solution
Technology overview
PETROBOT UK LTD leverages cuttingedge robotic systems equipped with Artificial Intelligence (AI), Machine Learning (ML), and Internet of
Things (IoT) technologies. Certified to ATEX standards, PETROBOT’s robots are designed for explosive atmospheres, making them ideal for petrochemical, oil and gas, and energy sectors. Flagship products like the PETROBOT ITIS Rover and the PETROBOT MagRover navigate complex environments such as tank bottom plates, shells and pipelines, performing inspections without operational shutdowns, scaffolding, or human entry into hazardous zones. The robots efficiently operate in environments with residual sludge and hydrocarbons, substantially cutting down on degassing and desludging activities.
Key features and benefits
1. ATEX Compliance and Enhanced Safety: Certification for explosive atmospheres minimizes risks of accidents and exposure to hazardous substances, significantly enhancing workplace safety.
2. High-Density UT Wall Thickness Measurements: Advanced ultrasonic sensors provide direct, detailed wall thickness measurements of soil side, midwall and product side metal loss, enabling precise monitoring and proactive maintenance without the need for calibration checks or sensitivity corrections.
3. Cost Efficiency: Robotic inspections are up to five times more economical than traditional methods, eliminating the need for tank cleaning, degassing,
and scaffolding, and reducing the need for a large onsite team, thereby lowering labour costs and reducing expenditures related to safety training and personnel management.
4. Speed and Data Volume: PETROBOT’s inspections are ten times faster and capture 1,000 times more data than conventional techniques, accelerating the inspection process and ensuring a comprehensive understanding of asset conditions.
5. Enhanced Integrity Reporting and Accurate Remaining Life Predictions: Advanced analytics provide accurate predictions on asset service life, facilitating maintenance planning and regulatory compliance. PETROBOT’s in-service inspection technology allows for timely completion of scheduled inspections per EEMUA 159, API 653 and API 570 standards, ensuring strict compliance with industry regulations without disrupting normal operations.
6. Real-Time Data Transmission: Systems transmit data in realtime, enabling swift, informed decision-making.
7. Advanced Onboard Navigation Systems: Precise and autonomous operation in challenging environments reduces human intervention, enhancing safety and efficiency.
8. Durability and Adaptability: Designed to withstand harsh industrial conditions, PETROBOT systems perform consistently across diverse environments.
Revolutionizing tank inspections, the ATEX Certified PETROBOT ITIS Rover offers reliable in-service inspection of tank bottom plates.
and thorough coverage.
The PETROBOT Mag Rover inspects AST shells both vertically and horizontally, providing precise UT wall thickness measurements
Case Study: INDORAMA Nigeria’s Breakthrough
Overview
INDORAMA Nigeria, a leading petrochemical complex in SubSaharan Africa, faced the challenge of inspecting storage tanks without halting operations. Utilizing the ATEX Certified PETROBOT ITIS Rover, INDORAMA successfully inspected over eight storage tanks while maintaining full production capacity. PETROBOT’s data analytics enabled precise asset assessments, proactive maintenance planning, and extended tank service life, resulting in significant cost savings and operational efficiency.
Project scope and execution
Initially contracted to inspect six tanks at Indorama, Nigeria, PETROBOT’s seamless execution, faster inspection speeds, significant cost benefits, and value-added service delivery led to the project’s expansion to eight tanks. The tanks, with diameters ranging from 13.56 m to 20.34 m and heights from 12.70 m to 16.7 m, included
various types: Fixed Roof, DDFR, and Dome Roof.
The comprehensive project scope involved on-stream UT inspection of tank bottom plates with the ITIS Rover, UT inspection of the tank’s external shell and roof with the MagRover, external visual inspection per API STD 653, UT thickness inspection of nozzles and appurtenances, tank foundation settlement survey, tank shell verticality and plumb tests per API 650, and remaining life calculation and life extension study in accordance with API STD 653 and 650. All eight tanks were successfully inspected with a fast turnaround, to the customer’s satisfaction.
Challenges and innovative solutions
Challenges included performing inspections while tanks were filled with petrochemical liquids, completing inspections within a stringent 30-day schedule, and dealing with the rainy season. PETROBOT’s robots, designed for operation during tank filling/ emptying processes, completed the project in 28 days, ahead of schedule.
Their IP68/IP69K protection ensured reliable performance in harsh weather conditions, and scaffold platforms facilitated dome roof inspections.
Outcomes and value addition
The project was completed in record time, with substantial cost savings and enhanced safety. Traditional inspection methods would have taken over two years and cost at least three times more. The project also eliminated 14,600 mandays of confined space entry and approximately 108,000 kg of CO2, aligning with global efforts to reduce industrial carbon footprints.
Case Study: PETRONET LNG’s Success
Overview
At Petronet LNG’s facilities in Dahej and Kochi, PETROBOT’s technology ensured the integrity of fuel storage tanks while maintaining continuous operations. This proactive inspection approach mitigated risks, optimized storage capacity, and maintained operational flexibility, enhancing safety and providing economic benefits.
Project scope and execution
In just a tight 6-day window during the challenging monsoon season, PETROBOT executed a comprehensive inspection project. The scope included on-stream UT inspection of tank bottom plates, external shell, and roof, alongside visual inspection of the tank shell, roof, and nozzles. Further tasks involved UT thickness inspection at nozzle necks, tank foundation settlement surveys, and verticality and plumb tests.
The PetroBot Visualise Data Analytics Platform empowers operators with real-time inspection data, enhancing decision-making and ensuring regulatory compliance.
The project also covered remote visual inspection of the underside roof structure and vapor area, along with remaining life calculations and a life extension study adhering to API STD 653 and 650 standards. Despite the adverse weather conditions, the project was completed efficiently and successfully.
Challenges and Innovative Solutions
The primary challenge was conducting inspections during active tank filling/emptying processes. PETROBOT’s advanced robotic technology, capable of ten times faster operation than conventional methods, ensured timely completion. IP68/IP69K protection ensured reliable performance in harsh weather conditions.
Outcomes and value addition
The project was completed in 6 days, with traditional methods requiring over two months and three times the financial investment. The inspections were completed without operational disruptions, ensuring safety and continuity. The project also saved 1,200 man-days and reduced CO2 emissions by 27,000 kg.
Industry Challenges and Regulatory Landscape
Historical practices and norms
Traditionally, AST inspections are conducted during scheduled shutdowns, supported by longestablished regulatory frameworks. This conservative industry culture favors proven methods, leading to resistance against new technologies.
Regulatory uncertainty
Despite the advantages of robotic
inspections, regulatory uncertainty remains a significant barrier. PETROBOT is actively engaging with regulatory bodies to advocate for standardized guidelines that facilitate the adoption of their technologies.
Market hesitancy
Adoption of new technologies faces resistance due to initial costs and concerns about integration with existing protocols. PETROBOT addresses these concerns by showcasing successful case studies and demonstrating tangible benefits, including cost reduction, enhanced safety, and improved asset management.
Data management
Robust analytics and data management systems are essential for handling the substantial data volume generated by robotic inspections. PETROBOT has developed an user-friendly, proprietary software platform, PetroBot Visualize, for enhancing timely integrity decisionmaking and regulatory compliance.
Overcoming barriers and future outlook
PETROBOT is working with regulatory bodies to establish clear standards and investing in educational efforts to inform industry stakeholders about the benefits of robotic inspections. By providing comprehensive training and support, PETROBOT helps clients integrate these systems into existing workflows.
Conclusion
PETROBOT UK LTD is revolutionizing industrial asset inspections with their advanced robotic technologies, offering a safer, faster, and more cost-
effective alternative to traditional methods. Successful projects at INDORAMA Nigeria and Petronet LNG highlight the transformative potential of PETROBOT’s solutions. As more companies experience the benefits, the adoption of robotic inspections is expected to grow, setting a new global standard in the industry. Through continuous engagement with regulatory bodies, technological advancements, and market education, PETROBOT is paving the way for widespread adoption of robotic inspection technologies, ensuring significant cost savings, improved safety, and enhanced asset integrity management. For tank asset owners and industry stakeholders, the message is clear: Robotic Inspection solutions for storage tanks are not just an innovative option but a strategic necessity for the future of AST inspections. To explore how PETROBOT UK can enhance your asset management strategy, contact us today at sales@petrobot. uk for a detailed consultation and demonstration. PETROBOT Is Redefining Asset Integrity with Robotic Inspections. Find out more at www.petrobot.uk
Authors
Scott Bulloch, Suji Kurungodan, and Sahab Gurjar from PETROBOT UK highlight the challenges of traditional offline inspection methods and showcase successful user case studies where PETROBOT’s innovative robotic inspection solutions transformed the experience for AST operators.
PRACTICAL STEPS FOR PROJECTS THAT WILL BECOME COMAH SITES
WThe COMAH regulations are designed to minimise the risk of major accidents involving dangerous substances to protect both people and the environment.
here projects involve the handling, storage or processing ofhazardous substances, the team involved should be aware of the potential to become a facility subject to the Control Of Major Accident Hazards (COMAH) Regulations 2015.
Understanding COMAH
The COMAH regulations are designed to minimise the risk of major accidents involving dangerous substances, to protect both people and the environment. The criteria for determining whether a site falls within the scope of COMAH are centred on the quantities of hazardous substances held on the site; either specifically named substances or substances in certain hazard categories. The regulations outline threshold levels for each substance in tonnes and above these a facility would become a COMAH site.
Projects need to ask - will we fall under COMAH?
The maximum foreseeable inventories of hazardous substances to be held on the site should be determined and evaluated against
the thresholds outlined in the COMAH regulations. If the thresholds for any of the substances individually are met or exceeded, then the facility will fall under COMAH. Furthermore, if the total combined quantity of substances held on site exceed the thresholds under the aggregation rule the regulations will also apply, so the total inventory must also be considered.
As part of this calculation, it can also be concluded whether the site would become subject to the Lower Tier or Upper Tier COMAH requirements which each have distinct levels of requirements. Whether a site is designated as Lower or Upper Tier depends upon the quantities of hazardous substances present, with the Lower Tier thresholds for substances being smaller.
Performing this check against the COMAH thresholds at any early stage will enable the project to integrate COMAH compliance within the workstream from the outset. There may be preference to work towards the site becoming a Lower Tier establishment due to the less onerous requirements, which may influence the project by dictating the maximum hazardous inventories.
What
are the practical steps to take to become a COMAH facility?
Once the COMAH classification has been determined, work towards meeting the requirements should be integrated into the project workstream. Integrating COMAH requirements in parallel with the planning and design
stage of the project will minimise the burden towards the end of the project to ensure that the site can become an operational COMAH facility.
The practical steps to take during each stage of the project lifecycle are summarised in the following figure.
Step 1: Monitor any changes to the substance inventories throughout the project to determine the potential impact on the COMAH requirements.
Step 2: Prepare your Hazardous Substance Consent and Environmental Permit applications as required.
The threshold levels for COMAH Lower Tier and Hazardous Substance Consent largely overlap, so if you are COMAH you will highly likely require Hazardous Substance Consent under The Planning (Hazardous Substances) Regulations 2015. If the site is subject to the COMAH regulations, then it should be evaluated whether the site will require an environmental permit under the regulations, which will depend upon whether the activities performed have the potential to pollute the air, water or land.
Step 3: Start the activities required to become a COMAH facility such that you are prepared ahead of time.
This would include at a minimum for a Lower Tier site:
a. Develop a Major Accident Prevention Policy (MAPP)
b. Identify the major accident hazards
c. Draft emergency response plans in line with the major accidents
d. Develop the Safety Management System for the facility
Additionally for an Upper Tier site:
a. Liaise with stakeholders for the external emergency response plan
b. Start the process of developing the structure of the COMAH safety report by reviewing the requirements under the SRAM 2015 guidance
Step 4: Engage with the COMAH Competent Authority (the HSE and the
EA in England, the SEPA in Scotland and the NRW in Wales).
Working with the Competent Authority and creating a positive line of communication at an early stage will be beneficial to the project and will help to understand the expectations of the regulator.
Step 5: Submit your official notification under regulation 6 of COMAH to the Competent Authority.
Complete a COMAH notification form at least 4 months before the start of construction. Once notified, the Competent Authority will develop an assessment and inspection plan for the new COMAH establishment.
Step 6: If you are an Upper Tier COMAH facility, submit PreConstruction Safety Report 4 months
before construction begins.
Step 7: Prepare a demonstration of safe design by justifying how the risks have been managed to level that this As Low As Reasonably Practicable (ALARP), including compliance with industry good practice and consideration of further risk reduction measures.
Step 8: If you are an Upper Tier COMAH facility, submit Pre-Operation Safety Report 4 months before first operation of the site.
Step 9: Develop a suitable and sufficient demonstration that all measures necessary to prevent major accidents and to limit their consequences to people and the environment have been taken.
Step 10: Provide information to the
public on the nature of the site and the hazards present via the Competent Authority.
Step 11: Share any information with Domino partners if the Competent Authority identify any.
Step 12: Ongoing compliance under COMAH including COMAH Intervention Plan and Upper Tier, 5-yearly submission of COMAH Safety Report.
About RAS Safety Consultants
Established in 1993, RAS is an independent company of Risk Management Consultants which has grown from a handful of specialists in the North West to a continually evolving team working with leading companies in the energy,pharmaceuticals, and specialist chemical sectors across the world.
For more information, please visit www.ras.ltd.uk
The UK government is set to introduce a sustainable aviation fuel (SAF) mandate
The UK government is set to introduce a sustainable aviation fuel (SAF) mandate. The SAF mandate remains subject to parliamentary approval but is expected to come into force from January 2025.
The proposed SAF mandate will require 2% of the UK aviation fuel mix to be SAF in the first year, rising to 10% in 2030 and 22% in 2040. From 2040, the obligation will remain at 22% until there is greater certainty regarding SAF supply.
The government has decided to not limit the supply of HEFA for the first two years of the mandate, but then to curb its production to no more than 71% of the total SAF target in 2030 and 35% of the 2040 SAF target.
The mandate will also include a separate obligation on power to liquid fuels (or e-fuels) from 2028 that reaches 3.5% of total jet fuel demand in 2040. The mandate buy-out mechanism for the main and power to liquid obligations will be set at £4.70 and £5.00 per litre of fuel, respectively. According to the government, these will provide a significant incentive for fuel suppliers to supply SAF into the market rather than pay the buy-out while also setting a maximum price for the scheme, and therefore deliver emission reductions at an acceptable cost. The plan includes a review mechanism to help minimise the impact on ticket fares for passengers.
There are a number of SAF projects being developed across the UK and a SAF Bill will be introduced to support SAF production, as announced in the King’s Speech on 17 July 2024. The Sustainable Aviation Fuel (Revenue Support Mechanism) Bill is aimed at supporting SAF production by introducing a revenue certainty mechanism for SAF producers. The Bill will extend and apply UK-wide and the government hopes that it will increase the likelihood of SAF plants being built in the UK and secure a supply of SAF for the UK aviation sector.
The government’s background briefing document states that the associated greenhouse gas emissions from using SAF are 70% less than fossil jet fuel on a life cycle basis, and that planes can already use up to 50% SAF under current rules.
Further information on the SAF mandate, the King’s Speech and the accompanying background briefing document can be found on the UK government’s website.
ISO MANAGEMENT SYSTEM STANDARD UPDATES AND WHY YOUR ORGANISATION SHOULD BE PERFORMING A CLIMATE CHANGE RISK ASSESSMENT
It is now a requirement for organisations to consider climate change as part of their management system.
The impacts of climate change on an organisation can have wide ranging implications, for example on bulk storage and transport, supply chain availability, quality of raw materials, logistics, employees’ health and wellbeing and information security, to name a few.
The International Accreditation Forum (IAF) and the International Organisation for Standardisation (ISO) have deemed climate change to be such a significant external factor that it is now a requirement for organisations to consider climate change as part of their management system. As a result, over thirty ISO management system standards were amended in February 2024 to include the requirement to consider climate change, including ISO 14001 (environmental management), ISO 9001 (quality), ISO 45001 (occupational health & safety) and ISO 50001 (energy management). This new requirement will be included in all ISO standards moving forward. A full list of affected standards is contained in the IAF/ISO
Joint Communiqué on the addition of Climate Change considerations to Management Systems Standards.1
Clauses 4.1 and 4.2 of the affected standards have been amended as below:
Extant Clause 4.1 Understanding the Organisation and its Context
The organisation shall determine external and internal issues that are relevant to its purpose and that affect its ability to achieve the intended result(s) of its xxxx management system
February 2024 Amendment: Clause 4.1 now includes the statementthe organisation shall determine whether climate change is a relevant issue.
Extant Clause4.2Understandingthe Needs & Expectations of Interested Parties
The organisation shall determine:
• The interested parties that are relevant to the xxxx management system
• The relevant requirements of these interested parties
• Which of these requirements will be addressed through the xxxx management system.
February 2024 Amendment: Clause 4.2 now includes the followingNOTE: Relevant interested parties can have requirements related to climate change.
Organisations may have considered climate change impacts already as part of their management system during the determination of internal and external issues in clause 4.1, or if they have an environmental management system requirement as part of an environmental permit regulated by the Environment Agency (EA). The amendments to the ISO standards, however, are to ensure that climate change impacts on a business are not overlooked and that potential impacts on and/or requirements for key stakeholders, such as customers, partners, suppliers, contractors and employees are also considered.
For those organisations with an environmental permit issued by the EA, the recent changes to the ISO standards align with the EA requirement to consider the impacts of climate change on permitted activities (for those organisations with an environmental permit issued before April 2023, a climate change risk assessment should have been completed by 1st April 2024 and an adaptation plan subsequently developed to address identified risks). Sites that fall under the Control of Major Accident Hazards (COMAH) regulations, also need to consider and understand if climate change impacts could alter the risk of a major accident.
In addition to the ISO and environmental permit climate change requirements, companies that fall within the scope of the EU-mandated
Corporate Sustainability Reporting Directive (CSRD) are not only required to assess physical climate change risks as part of their reporting but are also explicitly required to perform a climate change risk assessment and develop an adaptation plan in order to demonstrate their alignment with the EU Taxonomy. The CSRD came into effect for reporting periods starting on or after 1st January 2024 and over the next 5 years, the CSRD will cover 50,000 of the largest companies in the EU and those with significant operations in the EU bloc.
SLR Consulting, together with ClimSystems (part of SLR and world leaders in climate data and analytics), have been assisting clients in various sectors including bulk liquid storage facilities, chemical and food manufacturing, waste management, logistics, and data centres, to help meet the various requirements detailed above. We have developed climate change risk assessments using the latest available climate data to identify key climate variables (down to 1km resolution) that may have significant impacts on an organisation. We have then worked with our clients to develop adaptation plans in which potential measures are identified to mitigate the impacts of climate change.
The climate change risk assessments and adaptation plans have been developed to meet the requirements of the ISO standards, as well as addressing EA environmental
permitting guidance and emerging EU legislation.
If you would like to understand more about our climate change risk assessment and adaptation planning offering please contact Mat Roberts - Climate Resilience Lead, Europe, at matroberts@slrconsulting. com or Sharon Abram, Technical Director - Environment Management, Permitting and Compliance, at sabram@slrconsulting.com
About SLR Consulting
SLR is a global leader in environmental and advisory solutions: helping clients achieve their sustainability goals.
References
1. AF/ISO Joint Communiqué on the addition of Climate Change considerations to Management Systems Standards. Available at https://iaf.nu/iaf_system/ uploads/documents/Joint_ISOIAF_Communique_re_Climate_ Change_Amds_to_ISO_MSS_ Feb_2024_Final.pdf
THE IMPORTANCE OF PROFICIENCY IN CAREER PATHWAYS
Within the high hazard industries, competence remains a vital cornerstone of what we do and how we function to ensure safety is maintained across all levels.
John Reynolds, Managing Director, Reynolds Training Services
In any walk of life, being competent within your given role is important. In the high hazard industries, however, competence is vital to ensure safety is maintained.
In the past, we have discussed the myriad of definitions of ‘competence’, drawing on the UK Health and Safety Executive’s (HSE) definition, which states:
Competence is: “the combination of training, skills, experience and knowledge that a person has and their ability to apply them to perform
a task safely. Other factors, such as attitude and physical ability, can also affect someone’s competence”
The competence equation
Like any equation, competence has many parts that all add up! We collect these together under two categories: Ability and Behaviour
Ability: This is often seen as a measured value that is underscored by:
• Knowledge – Drawn from direct training, reading SoP’s, journals, instructions
• Skill – Developed by doing the job, hands on
• Experience – Doing the work in a range of circumstances, and being able to recognise the ‘abnormal’ and to know the actions to take!
Behaviour: This underpins competent performance, whilst there is a range of behaviours, there are three of note:
• Understanding – A deeper
aspect of knowledge and built partly around experience, it is about understanding the consequences of our actions.
• Attitude – This can be impacted by home events or even our journey to work. A poor attitude can wreck many a competent performance!
• Time – This is not just about having enough time to complete our task; it is also about the time of day we are undertaking the work.
In a world of limited resources, we have to be mindful of the competence equation, rely on our moral compass and ask ourselves: “Who are we when no one is looking?”
Developing competence
In certain trades, a competent person has official accreditations. For example, Gas Fitters must be accredited as ‘gas safe’. This requires them to demonstrate a defined level of competence.
We at Reynolds Training believe that, within the bulk storage operations and energy infrastructure sector, other than a limited range of National Occupational Standards (NOS), there are no defined levels or requirements for Bulk Storage Operations. This gives a limited baseline to set corporate competence against and drive consistency forward, and embedding ‘proficiency’. The importance of driving this forward in the era of energy transition should not
be underestimated.
The notion of proficiency
John Reynolds, our MD here at Reynolds Training, recently took part in a planning session with TSA’s Skills Committee. This committee is open to all members of the TSA and provides a sector-wide platform for the discussion of skills strategies and the promotion of skills in the bulk storage and energy infrastructure industry. During this workshop, they discussed developing Proficiency Levels and Competence Assessment Criteria. This was preceded by a call to all members to identify their career progression routes (Roles), this information was collated and a core set of Roles identified across the sector, which bring a distinct structure and potential Career Pathway for employees.
Aligned to this is the notion of specialist roles that are peppered throughout our sector, for now though the work is focused on Operational
Pathways. This initial work then led to the mapping of a range of training requirements against each role, this training is split into core areas of:
• Health and Safety
• Process Safety
• Environment
• ESG
• Modes of Transport
• Basic Engineering Inspection and Maintenance
• Process Plant Assets
• Regulations
• People Skills and Well Being
• Statutory Accreditation
This was further reviewed by the skills committee and TSA members. But at what level do we need these roles mapped to?
The workshop focused on two core objectives:
1. Identify a range of proficiency levels that can be used to ‘guide’ sites.
2. Map the levels against the training identified for each role.
Proficiency – Four Levels
Three performance levels were agreed by the committee and shared with the TSA Members:
1: Awareness
This is the foundational level of competence where an individual has a basic understanding or familiarity with the subject.
2: Intermediate
At this level of competence, a person can apply the knowledge or skills to familiar situations. They can handle simpler tasks independently.
3: Advanced
This represents a high level of competence and proficiency. An individual at this level has a deep understanding of the subject and can apply their knowledge or skills in new and complex situations. They can also adapt and find solutions to unforeseen problems.
The committee then agreed to add a fourth level of Proficiency specifically for those who supervise or manage the operators with the first three levels of Proficiency.
4: Manages
At this level of competence, an individual has a good understanding and can apply their knowledge and experience to manage others that carry out the task.
A Proficient Manager needs to manage activities with the same competence as the people beneath them. With these levels agreed, they were then mapped to the roles, for example:
To summarise
This work provides a base line for our sector to move forward and continue to develop this structure building on the National Occupational Standards and the success of the apprenticeship, route for a Bulk Storage Terminal Technician, which has 60 clear modules supported by relevant assessment criteria. This will promote clearer career and pathway control for those joining our sector, at whatever level!
John Reynolds: A Profile
I am the founder and MD, setting the pathway of Reynolds Training, with the support of the team, which is growing and is a team I value greatly as we continue to expand our horizons within the changing environment of Bulk Storage Operations and Energy Infrastructure Industries. My role covers Training Delivery, Assessment of Learners, Internal Quality Assurance and Course Developer. As a fully qualified assessor and IQA, I deploy my skills across a range of core Bulk Storage Operations and Process Safety courses.
Industrial experience:
10 years in the Armed Forces, developing my logistic and training skills as well self discipline.
20 years working in the Bulk Liquid and Gas Storage sector, at all levels of operations within upper-tier COMAH sites.
15 years as MD of Reynolds Training, developing and delivering technical operational, occupational and process safety training.
Reynolds are proud to be an associate member of the Tank Storage Association and can be seen at the annual TSA conference which we have always supported.
What motivates me:
Driving Reynolds Training Services forward and, with that, to being the leading provider within the Bulk Storage Operations and Energy Infrastructure Industries developing career pathways that will drive us through the energy transition.
National Composites Centre and the Tank Storage Association call for action to meet hydrogen targets in new workforce foresighting report
Urgent action is needed in order for the UK to meet the government’s target to increase hydrogen production, according to a new Workforce Foresighting Hub report.
Hydrogen has been identified as a zero-carbon fuel source which can help the UK reach its ambitious Net Zero targets. In the British Energy Security Strategy, the government set a target to deliver up to 10 GW of hydrogen production capacity by 2030, with at least half of this coming from electrolytic hydrogen. The workforce foresighting report was carried out to identify future skills demands to be addressed to meet the challenge of increasing hydrogen production. It identified future supply chain capabilities, future occupational profiles, and suggested changes to current training provision to deliver the skills needed for its wholesale adoption. Without action now, it is likely that the capabilities and capacity of the workforce will be insufficient to meet the needs for achieving the government’s targets.
The report focuses specifically on above-ground hydrogen storage tanks, which are critical in all aspects of bulk storage, distribution and commercial hydrogen use and are applicable across many sectors. However, concerns about skills gaps
in design, installation, maintenance, and operation threaten to impede progress in this critical area. The report was sponsored by the Tank Storage Association and led by the National Composites Centre, in collaboration with the Hydrogen Skills Alliance, which brought together experts from education, employment and the industry to produce it. The outcomes of the report play an initial role in shaping the future workforce capabilities required to build the workforce with the skills to meet the demand for hydrogen.
The report is part of the Workforce Foresighting Hub programme, an Innovate UK initiative, which brings together domain specialists, educators and employers across innovative technologies to deliver individual ‘foresighting cycles’ on specific challenges. By assessing capability needs and identifying gaps in current skills development, the goal is to support the education and training sector to effectively drive action within each individual challenge.
The report is available at https://iuk. ktn-uk.org/perspectives/meetingthe-demands-of-the-evolvinghydrogen-landscape/
finally purchasing. In the past, he noted, marketing was largely confined to the first two stages, with sales functions covering the rest. In an ever-connected world, though, this will change, with marketing covering everything up to and partly including evaluation while sales will largely be concerned with just the actual final purchasing stage.
While digitisation refers to creating a digital version of analogue and/or physical items, such as paper documents, images and sounds, digitalisation refers to enabling, improving and/or transforming business operations, functions and models and processes by leveraging digital technologies coupled with a broader use of digitised data “turned into actionable knowledge with a specific benefit in mind”. Digital transformation is “the profound and accelerating transformation of business activities, processes, competence and models to fully leverage the changes and opportunities of digital technologies and their impact across society in a strategic and prioritised way”, he explained.
To build a successful digitalised business, companies need to “create the right mindset” and have a shared understanding of where they want to go and what they want to achieve. They must also put the right leadership in place and “launch a group focused on digital transformation”. Meanwhile, by using an e-commerce platform, they can establish an online presence; increase exposure; allow their sales team to focus on strategic customers; and benefit from lower costs to serve. They can also gain access to much more usable information, with the platform offering them generally enhanced convenience and efficiency.
CREDIBILITY AND EXPERTISE
Kemgo+, he revealed, is a premium service that uses Kemgo’s “global credibility and expertise” to build a distributor’s or producer’s brand while helping them to manage their sales and optimise their operations. By using the
service, companies, de Haan asserted, are able
“CLASSIFICATION OF FIREWORKS THE NETHERLANDS BROUGHT BACK AN ISSUE THAT HAD BEEN DISCUSSED AT THE PREVIOUS SESSION”
THE DIRTY DOZEN
CONTAINERS • INCREASING COLLABORATION BETWEEN INTERESTED PARTIES IS GENERATING MORE RELIABLE DATA ON THOSE CARGOES THAT ARE LIABLE TO CAUSE MOST DAMAGE
MANY PARTIES ACTIVE in the maritime transport of freight have information about incidents during transport and handling. In the past, it has been a source of frustration that these disparate interests have been reluctant to share that information, despite the increasing number of incidents aboard ships, often involving dangerous goods.
However, just a few years ago a number of industry bodies took the initiative to pool their knowledge, under the aegis of the Cargo Integrity Group. Initially, the Group’s focus was on spreading awareness of the Code of Practice for Packing of Cargo Transport Units, the CTU Code, and developing a potted guide to the Code along with container packing checklists in a range of languages.
Continuing their mission to improve safety in the global supply chain, the Group has now identified a number of cargoes, commonly carried in containers, that under certain conditions can cause dangerous incidents. Some of these are obvious, others less so, but
all can compromise safety in the container supply chain.
This list of problem cargoes is, the Group says, not exhaustive but each item illustrates a common type of hazard. Six present a reactive hazard, that is to say that they can catch fire and cause significant damage and casualties under certain conditions. These are typically cargoes that are subject to the International Maritime Dangerous Goods (IMDG) Code, notably: charcoal/carbon, calcium hypochlorite, lithium ion batteries, cotton and wool, fishmeal and krill, and seed cake.
Secondly, there are commodities that can present a risk of spills or leaks if not packed properly, which can cause environmental damage or risks to the health of people involved in cleaning up the spill. Example cargoes are hides and skins, wine, bitumen, cocoa butter, waste (including recycled engines and engine parts), and vegetable and other oils, especially when packed in flexitanks.
In addition to this ‘dirty dozen’ of hazardous
cargoes, the Group notes other cargoes that, when poorly or incorrectly packed or secured in a container, can lead to injuries to personnel or damage to nearby containers, property or other cargo. These cargoes, which are generally heavy, can also cause severe accidents on land through truck rollovers and train derailments. Example cargoes include steel coils, lumber, and marble and granite.
In the coming months the Cargo Integrity Group will publish additional guidance on the identification and safe handling of these cargoes, with particular emphasis on identifying potentially mis-declared shipments.
PULLING TOGETHER
The list compiled by the Group is based on data from, among other sources, the claims history of leading freight insurance provider TT Club; a report prepared by ICHCA International and submitted to the International Maritime Organisation (IMO) on incidents involving dangerous goods on ships or in ports, and from the Cargo Incident Notification System (CINS), which collates information provided by its members on incidents involving dangerous cargo.
“The combined experience of our organisations has been harnessed to identify these categories and result in pin-pointing some commodities where the risks are perhaps less obvious,” says Peregrine Storrs-Fox, risk management director of TT Club. “While the potential dangers of transporting, for example, calcium hypochlorite or lithium ion batteries might be more widely appreciated, the combustible qualities of seed cake or the hazards associated with cocoa butter or vegetable oils, will be less well-known.”
“Every actor in the global container supply chain is responsible for the health and safety of not only their own people, but also of those at any onward stage of the container’s journey,” adds Lars Kjaer, senior vicepresident of the World Shipping Council (WSC). “Complying with regulations and following the advice in the CTU Code saves lives, and we appeal to everyone shipping, packing and handling commodities that fall within the categories of these Cargoes of Concern to be particularly diligent.”
AT YOUR PERIL
MARINE • A RECENT RISE IN THE NUMBER OF SHIPBOARD FIRES CAN BE ATTRIBUTED IN PART TO COST-CUTTING, SAYS SURVITEC. THERE ARE SOME SIMPLE WAYS TO IMPROVE SAFETY
GLOBAL SURVIVAL TECHNOLOGY solutions
provider Survitec has highlighted the dangers of inadequate maintenance, testing and inspection of ship fire safety systems in a new white paper*, which points to an alarming increase in fire-safety related deficiencies found during Port State Control Inspections and subsequent ship detentions.
Survitec reports that fire continues to be a leading cause of major shipping incidents, accounting for more than 20 per cent of total losses, and is the most expensive cause of marine insurance claims. While the highest level of fire safety deficiencies in a decade was recorded by the Paris MoU in 2022, the Tokyo MoU also reported an increase in detentions, with 15,562 deficiencies reported in 2023.
“Analysts report a 17 per cent year-on-year rise in shipboard fires, which correlates with an increasing number of reports and testimonies
from our network of certified service technicians and engineers that document serious faults requiring immediate corrective measures,” says Metkel Yohannes, director of Service & Rental Solutions at Survitec.
Survitec has found that the economic downturn and the emphasis on cost reduction post-Covid have negatively impacted fire safety, with some shipowners and operators maintaining and inspecting safety equipment themselves in an attempt to save costs. As Yohannes explains, “We’re finding basic errors and oversights that do not become apparent until either the ship fails an inspection and is detained – or there is a fire.”
As an example: Survitec was called out to a vessel after an engine room fire. The crew had managed to extinguish the fire but suspected there was a fault with their high expansion foam firefighting system. The cause of the fault was a
blockage in the system. The crew had installed a new foam pump and forgotten to remove one of the protective caps from the inlet.
CUTTING CORNERS
Survitec also finds wrong parts being used or poorly fitted, or low-quality parts that deteriorate rapidly and fail. For example, in CO2 firefighting systems, hydraulic hoses are often mistaken for high-pressure hoses but they are not designed for CO2 applications and may burst under pressure.
“We see evidence of a slip in standards regarding basic safety practices but also a wide disparity in service quality between service providers. Approval stamps are being applied to fire systems and appliances that would or should not pass inspection. Some issues are self-evident; for example, rust on a valve or fire extinguisher is clear to see, but other issues are less obvious and can have catastrophic consequences,” says Yohannes.
Survitec highlights an incident involving a bulk carrier, which had completed a fire safety inspection and received full certification from a local service provider. Shortly after leaving port, a fire broke out in the engine room. Over half of the cylinders failed to activate despite the CO2 system having been inspected and approved. While the fire was eventually extinguished, it caused significant damage to the vessel, resulting in off-hire and repair costs estimated between $2m and $3m.
Yohannes states, “The development and introduction of alternative fuels, including the use and transportation of lithium-ion batteries, brings new fire risks and safety challenges that can’t be ignored. Fire systems and equipment must be maintained and tested as mandated by SOLAS, the IMO and the FSS code.
“Shipowners and operators need accredited service partners they can trust. They must have confidence in the system of approvals. It is clear there are substandard inspections taking place, which is worrying. Although service providers may boost many approvals, they may not be suitably equipped or resourced to perform all the required tests.”
*The white paper can be downloaded at https://survitecgroup.com/contact/unveilingthe-true-cost-of-inadequate-fire-safetyinspections/.
HALF-TERM REPORT
RESULTS • STOLT-NIELSEN’S HALF-YEAR RESULTS SHOW THE BENEFIT OF HAVING A SPREAD OF CHEMICAL LOGISTICS ASSETS, WITH A STRONG TANKER MARKET OFFSETTING DECLINE IN TANK CONTAINERS
STOLT-NIELSEN LTD has reported operating revenue of $1.45bn for the first half of its 2024 financial year, a 1.25 per cent increase over the prior year; gross profit rose by 52.5 per cent to $375.2m and operating profit was up 76.8 per cent at $268.9m. Net profit almost doubled to $204.1m.
These figures are less impressive than they might seem on the surface, as the first half of 2023 included a $155m legal provision ($115m after tax) relating to the FMC Flaminia case. Taking that into account, net profit actually fell by $19.0m this year, as a result of a normalisation of margins at Stolt Tank Containers and a $7.0m impairment relating to Avenir LNG, which were partially offset by improved results from Stolt Tankers’ deepsea fleet.
“I am very pleased with the overall strong performance of the company, and our ability to deliver on our strategy and initiatives across
the board as we aspire to be Simply the Best for our shareholders, customers and people,” says CEO Udo Lange. “Stolt Tankers had another strong quarter, buoyed by higher spot freight rates due to the ongoing transit restrictions in the Red Sea, resulting in record high average TCE (timecharter equivalent) earnings of $32,862.”
TANKER TALK
Stolt Tankers reported second-quarter revenue of $465.3m, up from $430.8m in the second quarter of 2023. The increase was driven by the establishment of the SNAPS/ Eneos pool during the fourth quarter of 2023, which positively impacted revenue by $32.9m. Deep-sea freight revenue was down $5.9m, or 1.6 per cent, reflecting 3.5 per cent fewer operating days and longer voyages due to the restricted transit of the Red Sea, which was offset by an increase in average freight rates
of 6.6 per cent compared to the second quarter of 2023.
Stolt Tankers’ second-quarter operating profit came in at $106.5m, up from $96.8m in the second quarter of 2023. The decrease in deep-sea revenue was more than offset by a reduction in port charges driven by the reduced transits through the Red Sea and Panama Canal. Deep-sea TCE revenue increased by 6.4 per cent. Owning expenses were up by $2.9m or 5.0 per cent higher, mainly due to higher manning, maintenance and repair and insurance expenses. During the quarter Stolt Tankers sold one ship for a gain of $2.0m.
Looking ahead, Stolt-Nielsen says that, in light of the continuing transit restrictions through the Red Sea, additional ship capacity is being consumed by the longer sailing distances, supporting the current strong freight rate levels. Through close collaboration with its customers Stolt Tankers has been able to minimise any negative impact on supply chains.
Markets for both chemical and product tankers look to remain firm. While some additional newbuilding orders have been placed during the quarter for delivery in 2027 onwards, bringing the total orderbook for chemical ships up to about 12 per cent of the current fleet, during the same period recycling
of older ships will limit any negative impact from the newbuilding orders on the supply and demand balance. The continued tight market and firm freight rates will be reflected in the third-quarter results when StoltNielsen expects average TCE earnings to increase by 2 to 4 per cent.
TANKS AND TERMINALS
Stolthaven Terminals reported second-quarter revenue of $76.4m, up from $74.3m in the previous year, driven by higher storage rates, higher ancillary revenue and added capacity, partly offset by lower utilisation and throughput volume. Continued tight storage markets in several locations enabled significant firming of storage rates. Average utilisation in the second quarter was 90.0 per cent, down from 97.0 per cent in the second quarter of 2023, as Stolthaven continued to optimise its portfolio to improve margins. Stolthaven reported a second-quarter operating profit of $28.2m, up from $27.8m in the second quarter of 2023, reflecting the higher rates. While operating expenses at
wholly owned terminals were flat, administrative and general expense was marginally up, reflecting annual cost increases, and depreciation increased due to an increase in operating assets. Equity income from joint ventures was flat compared to the same quarter last year.
Stolt-Nielsen expects that the forecast growth in chemical output, coupled with ongoing demand from other speciality liquids, including biofuel feedstocks, will support the current tightness seen in global storage markets. Stolthaven Terminals is using this tightness to drive margin improvements at various locations. This will require freeing up tanks to accommodate new business, which will impact results in the short term.
Stolt Tank Containers (STC) experienced a significant decline in operating profit in the second quarter, as the market returned to something like its pre-Covid conditions. Revenues fell by 11.8 per cent year-on-year to $167.1m, reflecting a sharp drop in demurrage revenue (which had been at very high levels through periods of supply chain
disruption), partly offset by a 17.1 per cent increase in the number of shipments, albeit at lower average rates. While the supply chain congestion has eased in 2024, lack of space on carriers out of Asia is causing some disruption in the market, which is driving up ocean freight rates in this region, STC says.
STC’s second-quarter operating profit was $12.5m, down from an adjusted $39.7m last year. Despite this fall being partly offset by lower ocean freight and trucking costs, it translated to a reduction in gross profit margins.
Stolt Tank Containers’ strong volume drive during the first half of 2024 resulted in volume growth of almost 20 per cent on the back of a fleet growth of 6 per cent compared to the first half of 2023. With the strong volumes and resulting recent improvement in turns per tank and utilisation, the focus is now on pushing up margins. STC says it continues to see firming demand out of the Americas and south-east Asia, with China exports also picking up.
www.stolt-nielsen.com
NINETY AND COUNTING
ANNIVERSARY
OVER
• MARCEVAGGI GROUP
HAS MADE GREAT STRIDES
THE PAST NINE DECADES, BUT IT HAS FURTHER GROWTH IN ITS SIGHTS FOR THE COMING YEARS
WHEN MARIO REMONDINI bought a small shipping agency in Genova in 1934 from Marcello Vaggi, he may well not have imagined what that investment would lead to. Ninety years on, the Marcevaggi Group has around 600 employees and turned over some €150m last year. The company today is led by the third generation, with Emanuele Remondini as chairman and his sone Alberto as CEO. Some decades ago, the firm relocated for commercial reasons to Locate di Triulzi, close to Milan.
But to celebrate its 90th anniversary, Marcevaggi Group decided to go back home, hosting a prestigious event at the Palazzo
Ducale in Genova. The event was held in an informal atmosphere, with a business casual dress code, “a bit American style because we want to maintain a pragmatic and international approach,” says Alberto Remondini. The celebration was attended by more than 300 guests, including employees, customers and partners, highlighting the company’s strong connection with Genova and the Italian logistics industry.
During the ceremony, Alberto emphasised the company’s mission: “Handling with care, we only do difficult things and we make them easier. Doing difficult things, I believe, is the true vocation of our nationality, We Italians are
so good at doing difficult things that when we do easy things we end up complicating them.”
SIDES OF THE COIN
The two main operating companies of the Marcevaggi Group are STAR Spa and Levorato Marcevaggi Srl. STAR Spa, led by Alberto Remondini, deals with the logistics and transport of bulk products, both liquid and dry, for the chemical and environmental industries. Through its subsidiaries, it has a fleet of more than 1,000 units, including tractors, semitrailers, tank containers, swap bodies and open top containers. It also handles the warehousing and storage of chemical products. Levorato Marcevaggi Srl, a joint venture with the Levorato family, with Gino Levorato as CEO, focuses on the transport of compressed, cryogenic, and liquefied gases and into-plane services at airports. It has around 500 vehicles at its disposal.
STAR now has 11 locations in Italy, and another six in other parts of Europe; its own operations focus on the Mediterranean basin and northern Europe, while partnerships with other players allow it to offer an international service.
The company has maintained innovation and quality as fundamental pillars for success. The future of the Marcevaggi Group, with a constant commitment to excellence and customer satisfaction, aims to keep alive the three key values that have guided the company for nearly a century: excellence, simplification, and care; these guide the group towards new challenges and opportunities.
Looking ahead, the Remondini family is determined to maintain and grow the company’s success. Emanuele Remondini emphasises the importance of generational transition and the commitment to preserving the fundamental principles that led the group to celebrate this significant milestone. The family continues to prove that, despite the changes and challenges that the market forces them to face with honesty and discipline, dedication and innovation remain at the core of their work as they look forward to the coming decades.
www.marcevaggi.com
www.star-logistics.eu
SPRAY TANK
TANK COATING • COTAC HAS BECOME THE SECOND TANK DEPOT OPERATOR IN EUROPE TO OFFER APPLICATION OF ADVANCED POLYMER COATING’S CHEMLINE FOR TANK CONTAINERS
THE COTAC GROUP, the service network provider of the Hoyer Group, has begun applying ChemLINE, a specialised coating from Advanced Polymer Coatings (APC). As such, it is only the second depot operator to do so, following Hüni+Co. The move also represents an expansion of the service offering at cotac’s Antwerp site, which has plenty of experience in repairing tanks and technical components by using spray-on and rubberising coatings. Now, complete tank containers are being upgraded to special tanks by applying APC tank linings.
The use of APC’s ChemLINE coating allows a standard stainless steel tank container to be transformed into a unit capable of handling the most highly corrosive products. Harry Pepels, director of cotac, explains more: “Only
a few service providers offer repair facilities for these special tanks. We have already been carrying out repairs of spray-on and rubber coatings for six years. We can now offer APC tank coatings as a full-service provider. This is something special, and is in demand worldwide. We are delighted that we can expand our service offer for the Hoyer Group, and are also able to offer it to new customers at the Antwerp site.”
The spray coating is applied in a three-stage process conforming to the highest standards and quality. Coating technical components rounds off the service offered by cotac. This means that the production line is fully represented by a one-stop solution in Antwerp: modification, coating and repairs can be implemented entirely at a single location.
ADDING TO THE SLATE
Servicing and repair work are already long-established at the cotac site in Antwerp. The cotac Group specialises in tank containers but also provides services for road tankers and intermediate bulk containers (IBCs). Services offered include heating, cooling and cleaning as well as modifications and repairs. These are combined with depot services before and afterwards.
Pepels adds: “We are professionals in everything we do, and we design our business to be safe, secure and simple for our customers. That is our concern.” Having received approval from APC, cotac can now fully offer APC´s tank linings completely at the Antwerp site, thus expanding the service offering and doubling the capacity for this special service in Europe. “This first-class polymer lining technology now helps our customers to safely store, protect and transport highly corrosive chemicals,”
Pepels adds.
Cotac Antwerp is located in the immediate vicinity of the Benelux ports and the chemical cluster in North Rhine-Westphalia. Andreas Essinger, executive director, global sales at the Hoyer Group, says: “First-class material from APC, the technical experience of cotac, and the engineering and operational staff of the Hoyer Group round off the comprehensive service being offered, and create added value for our customers.”
With services from a single source and uniform quality standards, cotac ensures smooth workflows along the supply chain.
Twelve global cotac sites at logistics hubs in Europe, Asia and the US support reliable, quality-assured services relating to tank containers. cotac – which stands for ‘COmplete TAnk Care’ - is regularly audited in accordance with DIN EN-ISO 9001 and undergoes various country-specific safety and quality audits. Staff training courses are standard worldwide, as are analyses and internal know-how by cotac experts about cleaning processes for a variety of products. cotac technical services guarantee the smooth, efficient, sustainable and safe transport logistics of the Hoyer Group and of other customers – and do so globally. www.cotac-group.com
COMPATIBLE AND FLEXIBLE SOLUTIONS TO MEET YOUR CURRENT OR FORTHCOMING REQUIREMENTS.
Diverse fleet of standard and specialized container equipment, for the handling of dry, temperature-controlled, gases, bulk liquids and bulk powder cargo:
Savage Companies has opened a new transload facility in Cedar City, Utah, to provide transload services between trucks and railcars, on-site storage for shippers, and direct access to Union Pacific Railroad. The new facility has 70 railcar spots available for transloading a wide variety of materials and products including dimensional freight, dry and liquid bulk, hazardous materials and food-grade products.
“We’re excited to connect Iron County and Southern Utah communities to the national rail network at our new transload facility and create more efficient and sustainable supply chains, with rail providing a more environmentally friendly alternative to long-haul trucking,” says Jason Ray, president of Savage’s Infrastructure Sector.
The new facility was supported by local authorities and the Utah Inland Port Authority (UIPA), whose executive director, Ben Hart, adds: “The addition of this new Savage transload facility to our logistics capabilities is a key component of our strategy. It demonstrates our commitment to facilitating economic growth while fostering environmental sustainability in transportation.” savageco.com
HENIFF ARRIVES IN EUROPE
Heniff Transportation has acquired TechnoPort, which operates a tank container depot in Moerdijk, the Netherlands. Terms of the deal have not been disclosed. The acquisition marks Heniff’s first venture outside of North America and adds a one-stop depot that provides state-of-the-art cleaning of chemical and foodgrade tanks, heating, maintenance and repair services.
“We’re very pleased to welcome TechnoPort into the Heniff family of companies,” says Bob Heniff, founder and CEO of Heniff. “This deal
represents the perfect growth opportunity for our company as it is primarily customer-driven, complementary to our current suite of services, and an extension of our global footprint into the greater international bulk transportation services industry.”
www.heniff.com
NEW MAN FOR PEACOCK
Peacock Container has appointed Daniel Johnson as its technical sales manager for the Americas. In his new role, Johnson will drive technical sales and manage maintenance and repair services across the Americas. His comprehensive expertise in tank containers, coupled with his insight into market dynamics and operational challenges, will ensure that Peacock Container maintains its commitment to delivering top-notch quality and compliance for its customers, the company states.
Johnson has more than 20 years’ experience in tank container repair, maintenance, operations and sales, developed in roles with prominent global operators, lessors and depots. “We are thrilled to welcome Daniel to our
team,” says Jesse Vermeijden, CEO of Peacock Container. “His extensive experience and deep technical and market knowledge will significantly strengthen our business. His appointment underscores our dedication to the region and our ambition to deliver high-level service to our customers worldwide.”
“I am delighted to join Peacock Container and work with such a renowned team,” says Johnson. “I look forward to applying my experience and knowledge to contribute to the company’s ongoing success and uphold its reputation as a leader in ISO tank container solutions.” peacockcontainer.com
DOVER BUYS INTO CRYO BUSINESS
Dover has acquired Marshall Excelsior (MEC), which supplies highly engineered flow control components for the transport, storage and use of compressed, cryogenic, and liquefied gases, for $395m in cash. MEC will become part of the OPW Global operating unit within Dover’s Clean Energy & Fueling segment. OPW says MEC is a highly complementary acquisition,
serving the LPG and cryogenic markets while adding access to new transport vehicle remote monitoring and severe service valve offerings that expand OPW’s participation in the compressed and liquefied gases industry.
“We are very excited about the acquisition of MEC,” says Kevin Long, OPW’s president. “MEC’s innovative solutions expand the range of our offerings to our customers and position us to drive future growth and synergies. This strategic move enhances our technological capabilities and positions us at the forefront of innovation in the cryogenic and industrial gas markets.”
www.dovercorporation.com
TALKE PINS HOPES ON MALAYSIA
Talke Malaysia has opened a new warehouse in Westport, Port Klang to support growing demand for battery chemicals in south-east Asia. The new site offers some 26,500 pallet positions for all classes of dangerous goods other than explosives and radioactives, and provides a comprehensive, one-stop-shop solution for the chemical and petrochemical sectors.
“Our new Dangerous Goods warehouse is not just a facility; it’s a pioneering step towards safer, more efficient logistics solutions for the chemical and petrochemical industries in south-east Asia,” says Yves Bekkers, managing director of Talke Malaysia. “With the region’s rapid growth in the battery chemical sector, driven by the electric vehicle boom, our services are more vital than ever. We are here to ensure that our clients can meet their logistical needs with the highest standards of safety and efficiency.”
Malaysia is at the heart of south-east Asia’s booming chemical and petrochemical industry, bolstered by its growing position as a key player in the automotive manufacturing and export hub. This makes Talke’s facility an invaluable asset not only to the local market but for battery chemical sector, the company says. www.talke.com
BROEKMAN OPENS IN TURKEY
Broekman Logistics has opened a new office in Istanbul, in a move that aligns with its strategy
to enhance its presence in growth regions for its key industries, which include chemicals and other industrial markets. Turkey also plays a pivotal role in the India-Europe trade lane.
“We open a new office in Turkey because of the request of one of our larger customers to have our own presence there,” says Martijn Tasma, director of International Freight Forwarding & Shipping. “This new office brings us closer to our customers in Turkey. This branch will enable us to deliver top-tier logistics services and solutions customised to the regional market’s needs.”
“The opening of our Istanbul office is a significant milestone for Broekman Logistics,” adds Rik Pek, CEO of Broekman Logistics. “It aligns with our strategy to enhance our presence in growth regions of our key industries: machinery, industrial and chemical markets.” www.broekmanlogistics.com
VAN DEN BOSCH PLUGS IN
Van den Bosch has taken its first electric truck into its fleet. The Renault E-tech T, which has a range of up to 500 km, will work exclusively on the company’s contract with Mars, moving foodstuffs.
“We are taking the lead in making bulk logistics more sustainable together with our partners. It’s our ambition to become a leader in sustainability in our industry by 2030,” says
Rico Daandels, CEO of Van den Bosch. The company has already moved as much traffic as possible to intermodal transport, which now accounts for 90 per cent of its work. “But sustainability is not to be found in intermodal transport alone,” Daandels adds. “Road transport is and will remain indispensable. Therefore, the challenge is to organise it as sustainably as possible.”
www.vandenbosch.com
H ESSERS BUYS IN FRANCE
H Essers has acquired TFMO (Transports Frigorifiques des Monts d’Or), a French transport company specialising in temperaturecontrolled transport for the healthcare and food sectors. H Essers says the acquisition is a strategic step towards expanding its services in France and further growing its healthcare segment in Europe. TFMO employs around 200 people and has a fleet of 152 vehicles.
“The expertise and network that TFMO brings to the table will significantly enhance our capacity to offer high-quality temperaturecontrolled transport. With this acquisition, we also look forward to introducing our healthcare crossdock and expanding our Less than Truckload (LTL) concept in France,” says Christopher van den Daele, COO Transport at H Essers.
www.essers.com
NEWS BULLETIN
CHEMICAL DISTRIBUTION
BRENNTAG ADDS COLORADO HUB
Brenntag has acquired the assets and operations of Industrial Chemicals Corp (ICC), a Denver, Colorado-based commodity chemical distributor. The acquisition expands Brenntag’s geographical footprint with a strategically located distribution facility and transport hub, the better to serve its customers in the region. ICC reported revenues of $40m in 2023. “Brenntag Essentials combines a costefficient network of last-mile service operations with regional sourcing and supply chain services, and global sourcing. The location in Denver, Colorado is a highly compatible fit to our strategy, adding strong local last-mile service operations with a state-of-the-art site to strengthen our regional footprint in North America,” says Scott Leibowitz, president of Brenntag Essential North America. “With this acquisition, we will increase service levels and cost efficiency for Brenntag customers while providing Brenntag supply partners with greater access to the local market.”
Jamie Biesemeier-Wilkins, CEO of ICC, says: “For nearly 70 years, ICC has been striving to support our customers in the best way possible. Brenntag recognised what we have built here, and we’re excited to be joining forces with them. It’s a great way to expand our reach and better serve our local and regional customers.” corporate.brenntag.com
MORE WATER FOR HAWKINS
Hawkins has acquired the assets of Intercoastal Trading and its affiliated companies. Intercoastal distributes water treatment chemicals and equipment for customers in Maryland, Delaware, and Virginia. “As we continue to grow our water treatment business, Intercoastal Trading will accelerate our expansion in the heavily populated East Coast with its location within 200 miles of major population centres,” says Hawkins CEO
Patrick H. Hawkins. “Intercoastal Trading has built a strong business that is well-connected with the local community, and we intend to maintain and expand those connections.”
The Intercoastal deal was followed very quickly by the acquisition of Wofford Water Service, which distributes water treatment chemicals and equipment in the state of Mississippi. “The acquisition of Wofford Water Service helps build out our southern US expansion, by giving us a larger customer base in Mississippi, where we do limited business today in Water Treatment,” Patrick Hawkins says. “This tuck-in acquisition continues to demonstrate our ability to execute on our strategy to grow our water treatment business and accelerate our growth in the south.”
Hawkins made four acquisitions in the water treatment sector during its 2024 financial year. Patrick Hawkins reports that all four are
meeting or exceeding business plans and integrations are on track. www.hawkins.com
BM EXPANDS IN CHINA
Bodo Möller Chemie has opened a new competence centre in Shanghai, allowing its adhesives experts to fulfil existing and steadily growing demand from industry in China and south-east Asia. The laboratory provides numerous services specifically tailored to the needs of the highly technological Asian markets, including analyses to determine viscosity, life cycles, lap shear strength, signs of aging, and temperature change behaviour in adhesive joints. To provide this service, the laboratory boasts state-of-the-art equipment, including a universal testing machine, a viscometer, a UV chamber, an environmental chamber, a vacuum drying oven, and advanced
manual and semi-automatic dosing technology.
“Bodo Möller Chemie translates the chemical data of adhesives into mechanical and electromagnetic data for our clients’ engineers,” says Frank Haug, Chairman of the Board of Bodo Möller Chemie Group. “This way, we help our clients to develop innovative solutions and boost their competitiveness.”
The company has also confirmed Kevin Pang as its new managing director of its branches in China and Hong Kong and as general director of the new Vietnam subsidiary. bm-chemie.com
UNIVAR OPENS BC DISTRIBUTION FACILITY
Univar Solutions has opened a new distribution facility in Abbotsford, British Columbia. The site (above), which is only 2.5 miles from the US border, is strategically located close to Univar’s existing Pitt Meadows facility; Univar says the two sites will support more growth opportunities for suppliers in the region and enhance the quick and safe delivery of products to customers in western Canada, with a reduced carbon footprint.
“We are excited about the growth opportunities and modern capabilities afforded to us via this new facility,” says Chris Halberg, senior vice-president of chemical distribution for Univar Solutions in Canada. “Designed with the principles of our sustainability commitments embedded throughout, our ability to deliver
products more quickly and safely when and where they are needed will offer strategic efficiencies for our suppliers and customers.”
The Abbotsford site aligns with Univar’s long-term sustainability commitment to achieve net-zero emissions by 2050. The facility was designed with the goal of offering energy-efficient technology and compliance through the latest emission standards as well as innovative logistics and storage strengths. Implementing best practices was a key focus throughout the planning and building of the facility, which included more efficient and expanded chemical and ingredient storage, rail capacity, a whole-site tank telemetry system for real-time product inventory, and specially designed blending rooms for solvents, corrosives, and oxidisers. www.univarsolutions.com
BIESTERFELD BUYS IN AFRICA
Biesterfeld Group has acquired Aerontec, a leading South African supplier and distributor of advanced composite materials and related technology. The acquisition marks a further expansion of Biesterfeld’s geographic reach in what it says is a “highly attractive” region. Aerontec, founded in 2002, supplies an extensive range of materials especially for the marine, transport, consumer goods and aerospace industries. The company has certified warehousing and distribution facilities in Cape Town, Johannesburg, Jeffreys Bay and Durban.
“The sub-Saharan region is of high interest for Biesterfeld,” says Dirk J Biesterfeld, chairman of the supervisory board. “With this acquisition, we are not only pursuing our global growth strategy but have also gained a great team, which shares the same goals and values that we hold at Biesterfeld.”
Stephan Glander, CEO of Biesterfeld, adds:
“Founder Graham Blyth and his team have built a very successful, fast-growing company, which combines distribution and logistics with outstanding technology expertise and differentiated services in composites. That is why they are a perfect match with our strategy of geographic expansion and an even stronger focus on technology and consultancy-driven businesses. We look forward to building on Aerontec’s success, working together to develop markets and providing customers with even more value-added products and services.”
www.biesterfeld.com
AZELIS SPECIALISES IN SOUTH AFRICA Azelis has agreed to acquire CPS Chemicals (Coatings), a South Africa-based specialty chemicals distributor serving the paint, ink, resins, paper, plastics and rubber sectors. The acquisition will expand Azelis’ footprint in South Africa and complement its lateral value chain in the CASE segment.
“The strategy of CPS Chemicals (Coatings) is perfectly aligned with Azelis’ ‘Innovation through formulation’ vision, looking to engage with customers on a technical level by offering solutions via the laboratories and R&D programs of its principals,” says Boston Moonsamy, managing director of Azelis South Africa. “CPS Chemicals (Coatings) will now be able to benefit from Azelis’ global network of laboratories, as well as the technical and innovation experience and expertise of its teams.”
Nicholas Colepeper, managing director of CPS, adds: “By joining the dynamic world of Azelis, I am truly excited by the prospect of leveraging their vast expertise and innovative spirit to propel our company to new horizons. Together, we are ready to achieve remarkable milestones and redefine success.”
www.azelis.com
TIME AND MOTION
DEMURRAGE • SPENDING TOO MUCH TIME IN PORT IS NOT GOOD FOR SHIP OPERATORS NOR FOR TERMINALS. A PROJECT IN TEXAS HAS SHOWN HOW TIME ALONGSIDE CAN BE OPTIMISED
STOLT TANKERS, DOW, SGS and Vopak have partnered on a successful project in the US to reduce the time ships spend in port. Initial results have seen port time reduce by an average of almost two hours and an increase in the efficiency with which cargo is transferred to customers.
The four stakeholders formed the ‘Time alongside optimisation project’ to improve supply chain collaboration and efficiency and reduce the time that ships are berthed at a terminal. Improving berth efficiency is particularly significant for chemical tankers because they often call at multiple terminals in a given region and delays at one can impact shipping companies, terminals and customers in all other locations.
The project was based at the 101,000-m3 Freeport terminal in Texas, operated by Vopak
as part of its joint venture with BlackRock and one of three sites acquired from Dow in 2020, where Dow still has long-term contracts for storage services. Vopak saw the benefit of working with Dow as well as chemical tanker operator Stolt Tankers and SGS, with the four companies sharing their learnings to allow ships to rotate faster at each berth.
Throughout the project, the partners jointly reviewed existing processes, procedures and current time alongside data to identify individual strengths, weaknesses and causes for delays and then apply a more robust universal approach. To date, this has involved setting up standardised processes and communication channels and laying the groundwork for future joint digitalisation efforts.
“All the project stakeholders bring unique knowledge and expertise to this project, as
well as a shared desire to keep our operations safe, efficient and increasingly sustainable,” says Captain Petr Kontush, Stolt Tankers’ Port Captain in Houston.
EXTEND THE TRIAL
The new approach was tested on Stolt Tankers’ ships at Vopak Freeport from May to December 2023, and non-cargo transfer time alongside was reduced on average by two hours per ship. This allowed Vopak to process more Stolt Tankers ships (a total of 62) and reduce demurrage on these ships by approximately 124 hours in total over the eight-month period. This project is continuing Freeport and a sister project is now underway at the Vopak Eurotank Terminal in Belgium.
“The interim results of our collaboration are promising, and the team is committed to driving further improvements,” adds Capt Kontush. “The plan now for all parties involved is to use the standardised process we have jointly developed to continue to improve activities and processes onboard ships and at Vopak Freeport and share our findings and learnings with other terminals in the US and in the other regions worldwide.”
Lance Nunez, global marine and terminal logistics director at Dow, adds: “The sustainability and business targets we have in front of us demand that we operate in new and more efficient ways. This project represents the type of transparent cross-industry collaboration that holds the key to unlocking new levels of efficiency and savings.”
Cristhian Perez, president of Vopak Industrial Infrastructure Americas, says: “This initiative is evidence of what happens when you bring together a team of people and companies with diverse skill sets and experiences to achieve a common goal. The cross-functional knowledge was instrumental in providing a ‘fresh eyes’ review of each company’s work processes. We are proud of the team that took this challenge to heart and their willingness to question the status quo. These results are an impressive step forward in the sustainability sector and will aid our customers in their cost-reduction efforts while maintaining a safety-first mindset for our operations.”
www.stolt-nielsen.com
www.vopak.com
Empowering businesses to create a sustainable future. Simplify your compliance and sustainability so you can act today and prepare for tomorrow.
We offer 360° regulatory and sustainability intelligence for every stage of your business:
• Operations for safer facilities
• Product for safer products
• Sustainable Chemistry for safer chemicals
Learn more To learn more about what Enhesa can do for your business, check out our website at enhesa.com
SEE THE POTENTIAL
NEW ENERGIES • VOPAK IS CONTINUING TO INVEST IN EMERGING TECHNOLOGIES AND ALTERNATIVE ENERGIES AS IT SEEKS TO MATCH ITS ASSET PORTFOLIO TO THE CHANGING NEEDS OF THE WORLD
VOPAK AND ALTAGAS have decided to move ahead with the planned Ridley Island Energy Export Facility (REEF), a large-scale LPG and bulk liquids terminal in British Columbia, Canada designed to export North American energy to Asia. The decision comes after a five-year environmental preparation and review process, and extensive engagement with multiple stakeholders, including Indigenous rights holders and local communities.
FEED work and permitting are already finalised and site clearing is more than 95 per cent complete; the partners now expect the terminal to come online near the end of 2026. AltaGas has signed up long-term charters for two very large gas carriers (VLGCs) from Singapore-based Kumiai Navigation to help export the output from REEF to Asian markets.
“This positive FID enables AltaGas to continue connecting Canadian energy to Asian markets and drive valuable outcomes for all our customers,” says Vern Yu, president/CEO of AltaGas. “Canada has a structural advantage in delivering LPGs to Asia with the shortest shipping time and lowest maritime emissions footprint. AltaGas delivers more than 19 per cent of Japan’s propane and 13 per cent of South Korea’s LPG imports, connecting our upstream customers with customers in Asia. We look forward to working with our partners to drive more long-term value creation with REEF.”
CHINA AND EUROPE
Meanwhile in Asia, Green Marine Fuels Trading has signed a strategic collaboration
with Vopak for the supply of methanol for bunker fuel in the ports of Shanghai Caojing and Tianjin Lingang, China. The collaboration also envisages a similar plan in Singapore. Vopak China expects to leverage existing facilities, supply chain expertise and its terminal network to help business partners and clients accelerate the low-carbon energy transition, and the deal with Green Marine forms part of that.
“This is an important milestone in the evolution of Green Marine Fuels Trading and further underscores our preparedness to supply green methanol to the imminent green transition within the shipping industry,” says Gavin McGrath, director of Green Marine. “Our leadership in the global methanol marine fuel sector uniquely positions us to bridge the gap between methanol producers and buyers, with storage and supply infrastructure being a crucial link in the chain. We eagerly anticipate leveraging our expertise in these domains to enrich the Shanghai and Tianjin green port and marine fuel ecosystems.”
And in Europe, Gasunie and Vopak have welcomed Shell and TotalEnergies as partners in the CO2next project, which aims to develop a liquid CO2 terminal on the Maasvlakte in Rotterdam. At the same time CO2next has awarded its FEED contract to Sener, marking a major step towards finalisation of the planning. Assuming the FEED results are positive and relevant permits can be received, a final investment decision is planned for 2025 with startup slated for 2028.
CO2next will be an open-access terminal, capable of receiving and delivering liquid CO2 by vessel; it will be connected to depleted gas fields in the North Sea via the Aramis trunkline for storage. It can also be leveraged as a part of other carbon capture and storage (CCS) chains and potential future utilisation projects.
“We are pleased to see the CO2next project firming up,” says Fulco van Geuns, project director. “CCS is recognised as required to enable the decarbonisation of the hard-toabate industries and we see a clear role for such a liquid CO2 terminal in the European CO2 infrastructure.” www.vopak.com
OPEN THE GATES
AMMONIA • BRAZIL WILL SOON BE IN A POSITION TO EXPORT GREEN AMMONIA, FOLLOWING THE AWARD OF A TERMINAL CONTRACT TO STOLTHAVEN AND GLOBAL ENERGY STORAGE
THE PORT OF PECÉM Authority (CIPP) has selected Stolthaven Terminals and Global Energy Storage (GES) as the only ‘potential operator’ to plan, design, build and operate a green ammonia terminal in Pecém, in the State of Ceará, Brazil. The award follows on from an agreement struck last year between Stolthaven and GES to form a partnership to develop and operate an export terminal for hydrogen and its derivatives, the H2V Hub.
The award comes at the conclusion of a 15-month tender process involving several other global storage providers. During the next phase of the project, and with the involvement of CIPP and the ammonia producers, the basic engineering of the terminal will be developed before confirmation
of the official contract with CIPP. The development of a green ammonia terminal in the Industrial Export Zone (ZPE) of the Pecém Complex will serve the production of green hydrogen and its ammonia production exports and allow offshore markets to access one of the most globally competitive sources of this renewable energy.
“We have fulfilled our planning schedule so that we can make this project an increasingly close reality, which will change the lives of the people of Ceará and the history of Ceará,” Hugo Figueirêdo, president of CIPP, explains.
Green ammonia is being widely explored as an option for decarbonising the shipping industry and reducing greenhouse gas emissions in power and heat generation. It
has good potential as a hydrogen carrier over long distances because it is easily liquefied and has a higher hydrogen density than other low-carbon hydrogen carriers. Ammonia is expected to play an important role in meeting the EU target of importing 10m tonnes per year of renewable hydrogen by 2030.
COME TO THE PARTY
Both Stolthaven and GES are already involved in developing terminal infrastructure for alternative energies: this past April, GES announced a partnership with Provaris Energy to develop a hydrogen import terminal in Rotterdam; Stolthaven, alongside Revivegen Environmental Technology, is currently developing a greenfield terminal in Taiwan that will, inter alia, handle ammonia and green methanol. Stolthaven also has plenty of experience of working in Brazil, having operated a bulk liquids terminal in Santos (left) for 42 years. Furthermore, the Port of Rotterdam Authority has been a partner in the Pecém Complex ZPE since 2018
Guy Bessant, president of Stolthaven Terminals, says: “My thanks to CIPP for awarding the tender to Stolthaven Terminals and our partner, GES. We look forward to working with GES, CIPP and our future potential customers in developing a worldclass terminal which will be an integral part of the energy transition.”
Peter Vucins, CEO of GES, adds: “We are proud of the role we have played in this process. Our cooperation with Stolthaven Terminals has meant that we have jointly developed a fantastic solution for the Port of Pecém, which is also in line with our vision and how we operate our assets around the world.”
Marcelo Schmitt, general manager of Stolthaven Santos, comments: “We are proud to be chosen by CIPP as the right partner for its Hydrogen Hub. This is one more step towards executing our strategy for growth and supporting our customers in transitioning to green energy. Brazil is fast becoming a new export powerhouse for biofuels and renewable energies and our extensive local and global experience, together with the expertise of our partner GES, will make it a successful and exciting development for the storage industry.” www.complexodopecem.com.br
NEWS BULLETIN
STORAGE TERMINALS
SAF STORAGE FOR NESTE IN TEXAS
Neste has commissioned tank capacity at the ONEOK terminal in Galena Park, Texas for the blending and storage of sustainable aviation fuel (SAF). “This is a major step in further expanding the availability of Neste’s SAF to airlines also operating from airports east of the Rocky Mountains all the way to the East Coast,” the company says.
Neste now has access to some 33.5m gal (125,000 m3) of storage capacity with direct connections into the energy pipeline infrastructure covering the eastern US.
“Neste is fully committed to supporting the US aviation industry in its efforts to decarbonise,” says Alexander Kueper, vicepresident of Renewable Aviation Business at Neste. “This expansion of our SAF supply capabilities working together with partners such as ONEOK along the fuel supply chain, underlines this commitment. It provides a reliable basis for supplying SAF to domestic and visiting airlines at airports across the eastern part of the country as well as a solid base for supporting policies on state, federal, and local levels in the US.”
”ONEOK is excited to deliver the energy products the world needs today, while innovating for tomorrow. As a valued partner providing critical energy to the aviation industry, we’re proud to utilise our extensive infrastructure platform to facilitate growth within the sustainable fuels markets,” adds Greg Lusardi, senior vice-president, corporate development at ONEOK. www.neste.com
SUNOCO CLOSES NUSTAR DEAL
Sunoco has completed the planned acquisition of NuStar Energy, following approval by NuStar unitholders at a special meeting at the beginning of May. Sunoco says the acquisition will increase its stability and credit profile,
strengthen its financial foundation and enhance its ability to grow. Sunoco expects to realise at least $150m in expense and commercial synergies and to free up at least $50m per year of additional cashflow as a result of refinancing. www.sunocolp.com
LBC,
PROTON COMBINE IN AMMONIA
LBC Tank Terminals and Proton Ventures have announced a collaboration in the development of ammonia terminal operations in north-west Europe and North America. The partnership unites Proton Ventures’ end-to-end knowledge of the green ammonia value chain with LBC Tank Terminals’ expertise in the safe and sustainable storage of liquid bulk products requiring specialised handling. The companies are aiming to establish a joint venture before the summer.
“Our focus on safety, sustainability, service, and efficiency is integral in supporting emerging supply chains. We look forward to combining forces with Proton Ventures for this future-focused endeavour, which aligns with our strategic objectives to make positive impact
and transform the industry in order to meet global energy needs,” says Frank Erkelens, CEO of LBC Tank Terminals.
“We are excited to combine our technical know-how with LBC’s operational excellence to advance the development of green ammonia facilities crucial for reducing global carbon emissions and optimizing renewable energy use,” adds Paul Cox, CCO of Proton Ventures. www.lbctt.com www.protonventures.com
KMI STABLE IN H1
Kinder Morgan has reported second-quarter revenues of $3.57bn, up from $3.50bn a year ago; for the first half as a whole, revenues were almost flat year-on-year at $7.41bn. Operating and net income were also virtually unchanged, with adjusted net income of $548m compared to $540m in second quarter 2023.
“In the second quarter we enjoyed another solid quarter of strong operational and financial performance. We continued to internally fund high-quality capital projects while generating cash flow from operations of $1.7bn and
$1.1bn in free cash flow after capital expenditures,” says executive chairman Richard D Kinder.
“As a leader in the midstream sector with an extensive, interconnected network of fee-based assets in the energy infrastructure space, we are proud to play a significant role in maintaining energy security for the US. Furthermore, through our large and growing support to the LNG sector, including our own export facility at Elba Island, we are also playing a key role in providing energy security to countries around the world.”
“Terminals business segment earnings were up compared to the second quarter of 2023,” reports president Tom Martin. “Our liquids terminals benefited from expansion projects placed in-service as well as higher rates and utilisation at our New York Harbor hub facilities. Higher rates on our Jones Act tankers, which remain fully contracted under term charter agreements, also contributed to the segment’s performance for the quarter.”
Kinder Morgan reports that work is on schedule to complete its new renewable fuels hub at the Geismar River Terminal in Louisiana by the end of this year. The $54m project, which is underpinned by long-term contracts, includes some 250,000 bbl of heated
storage capacity for renewable diesel and SAF, along with various marine, rail and pipeline infrastructure improvements. www.kindermorgan.com
VTTI GROWS IN ARGENTINA
VTTI Argentina has installed two new storage tanks, adding some 22,600 m3 of capacity for clean petroleum products and increasing total capacity by 10 per cent to 252,000 m3. Located in the port of Zarate, the terminal allows the efficient distribution of energy, chemicals and fertilisers by barge, vessel and truck.
Hugo Geurdes, general manager of VTTI Argentina, says: “We are happy to announce that the project was executed safely and that both tanks were successfully commissioned, which means we are fully ready for serving our customers and meeting the growing demand for CPP in the southern cone of South America. This expansion also aligns with VTTI’s 2028 Strategy, to invest in existing terminal infrastructure in key markets.” www.vtti.com
EXPANSION FOR ENTERPRISE
Enterprise Products Partners is to go ahead with the expansion of its facilities in Texas, notably the Enterprise Hydrocarbons Terminal
(EHT) on the Houston Ship Channel. Enterprise plans to add refrigeration capacity so as to increase propane and butane export capabilities by some 300,000 bpd, while also increasing loading rates. The work will also allow the export of propylene. The expanded capacity is due onstream by the end of 2026..
Enterprise says the need for increased capacity is being driven by the success it has had in contracting flexible product capacity at its Neches River Terminal (NRT) being developed in Orange County, Texas, adjacent to its Beaumont East refined products terminal. The NRT buildout, which includes a new loading dock, an ethane refrigeration train and a 900,000-bbl (143,000-m3) refrigerated storage tank. This phase of work is due onstream in the second half of 2025. A second phase of construction will add another refrigeration train for ethane and propane in first half 2026.
“Enterprise has received significant interest in ethane and LPG exports systemwide,” says AJ ‘Jim’ Teague, co-CEO of Enterprise’s general partner. “Additional interest in expanded capacity reflects continued demand for US hydrocarbons and Enterprise’s ability to quickly and economically expand our footprint to meet those needs.”
www.enterpriseproducts.com
GOOD FOR GIBSONS
Gibson Energy has reported “another strong quarter”, with second quarter revenues up 24 per cent year-on-year to C$3.23bn. The increase reflected higher volumes and commodity prices, which boosted the company’s Marketing business, and revenue contribution from the Gateway Terminal, where Gibson has reported the extension of a long-term contract with a global upstream oil company.
“We are pleased to announce another strong quarter, driven by a new high water mark for our Infrastructure segment and solid Marketing performance in line with guidance,” says Steve Spaulding, president and CEO. Spaulding is due to step down shortly and Gibson has appointed Curtis Philippon as his successor, effective 29 August.
www.gibsonenergy.com
NEWS BULLETIN
TANKER SHIPPING
PERTAMINA INVESTS IN GAS SHIPPING
BGN International’s subsidiary B International Shipping & Logistics has signed a two-year agreement with Pertamina International Shipping (PIS) to collaborate on the purchase and/or chartering of LPG carriers. The agreement includes a feasibility study for vessel acquisition and the management of ship charters to BGN.
PIS and BGN have already collaborated in the procurement of the VLGC newbuildings Tulip and Bergenia, which were delivered in January this year. Yoki Firnandi, CEO of PIS, says: “We are encouraging synergy with strategic partners to rejuvenate and strengthen our fleet for energy distribution across the country. We also apply a prudent fleet allocation strategy by observing market situations and prices, whether owned, leased, or time charter-out, and maintaining these investment practices for sustainable growth.
“BGN is a strategic partner for PIS and Pertamina Group in supporting Indonesia’s energy security. Following our first agreement in Abu Dhabi last year, we are now committing to co-own two VLGC units set for delivery in 2027. This partnership strengthens our cooperation,” says Firnandi.
“As a multi-commodities trader that thrives on developing and maintaining strong partnerships, we are delighted to advance our mutually beneficial work with Pertamina,” adds Rüya Bayegan, CEO of BGN Group. “BGN continues to play a key role in delivering LPG and other energy commodities to help satisfy global demand and further advance the energy transition.”
The initial order involves two 88,000-m3 dual-fuel VLGCs, to be built by Hyundai HI. PIS currently owns seven modern VLGCs and also operates crude, product and chemical tankers and a floating storage unit. The newest
of those VLGCs, a pair of 91,000-m3 units, were delivered earlier this year from Hanhwa Ocean’s Okpo yard in South Korea. Expansion of PIS’s gas tanker fleet is seen to be of strategic importance; Rabin Indrajad Hattari, Secretary of the Indonesian Ministry of State-Owned Enterprises (SOEs), said at the launch ceremony for Pertamina Gas Caspia and Pertamina Gas Dahlia: “These VLGCs signify more than mere vessels; but a testament to international collaboration, technological advancement, and an unwavering commitment to bolstering Indonesia’s energy security. We believe this international collaboration can enhance the capabilities of PIS, as part of Pertamina, in strengthening energy infrastructure.”
In other news, PIS and NYK have signed a memorandum of understanding (MOU) to collaborate in the field of liquefied carbon dioxide (LCO2) and liquefied natural gas (LNG) transport and to jointly establish a shipmanagement company. The MoU builds on a strategic partnership agreement signed by the two companies in 2022 to collaborate in
obtaining business opportunities through assessments and feasibility studies for the transboundary transport of LCO2 to and from Indonesia.
“Since the signing of the strategic partnership agreement in 2022, we have engaged in numerous discussions to explore opportunities for collaboration and achieving our shared objectives,” says Hironobu Watanabe, managing executive officer of NYK. “As a shareholder and partner of PIS, we are committed to providing steadfast support for the company’s advancement and playing a role in the development of Indonesia’s maritime industry and the realisation of a low-carbon and decarbonised society.”
pertamina-pis.com
NYK TO BUY INTO ENEOS
NYK Group has agreed to acquire 80 per cent of Eneos Holdings’ maritime business. The transaction will involve the creation of a new company to be established by Eneos Ocean Corporation, of which NYK will own 80 per cent, to include Eneos Ocean’s LPG, chemical,
petroleum product and dry bulk shipping activities. The deal does not include Eneos Ocean’s crude oil tanker business.
The new company, as yet unnamed, will control 49 vessels in all, including 18 LPG carriers, 19 product and chemical tankers and 12 bulkers, as well as a ship management company based in Singapore. The transaction is expected to be completed on 1 April 2025, subject to applicable approvals and clearances. www.nyk.com
ABS RECOGNISES ETHANE WORK
ABS has awarded approval in principle (AIP) to two new developments from Jiangnan Shipyard: a new insulation system and a modern design for an ultra large ethane carrier (ULEC). The ULEC design is the first to be equipped with the next-generation BrilliancE® II type B cargo containment system, a modern cryogenic liquefied gas containment system designed to optimise ship performance. The second AIP was awarded for Jiangnan’s patented insulation system, PnFCOMBi, which can be used for type B tank low-temperature containment systems down to -163°C.
“With ethane demand continuing to rise, the ultra large carrier design promises to support the market for many years, and the new insulation system is another innovative technology from Jiangnan supporting the overall safety of gas carriers,” says John McDonald, ABS president/COO.
“The groundbreaking BrilliancE® II Type-B cargo containment system represents a significant leap forward in gas carriers,” adds Keyi Hu, Jiangnan’s chief of corporate technology. “Its lightweight features make a three-tank configuration feasible without any concern regarding sloshing and structural resonance.” ww2.eagle.org www.jnshipyard.com.cn
CAPITAL GETS THE NOD
Capital Gas Ship Management received two approvals in principle (AiP) during the Posidonia event in early June, both relating to novel concepts for liquefied gas carriers. Lloyd’s
Register awarded AiP to Capital Gas and HD Hyundai Heavy Industries (HHI) for a 40,000-m3 design of liquefied CO2 carrier, following on from earlier work on a 22,000-m3 design, of which two ships are now on order.
The second AiP came from ABS and the Liberian Register, awarded again to Capital Gas and HHI, for a next-generation, 93,000m3 ammonia carrier featuring Amogy’s carbon-free ammonia-to-electrical power system, marking a significant leap forward in sustainable maritime technology. The Amogy unit cracks ammonia to produce nitrogen and hydrogen, which then generates electric power in fuel cells. “We believe that ammonia will be crucial in advancing the transition towards an era of ‘net zero’ emissions. Our approach is forward-looking and highly receptive to innovative solutions, emphasising sustainability,” says Miltos Zisis, managing director of Capital Gas.
www.capitalgas.gr
JAPAN TAKES TO ELECTRIC PROPULSION
ClassNK has issued Approval in Principle (AiP) for a design concept of a hydrogenfuelled 5,000-m3 oil tanker with electric propulsion system, developed by Uyeno Transtech, Yanmar Power Technology and Mitsui E&S Shipbuilding. This is, ClassNK says, the first such AiP for an oil tanker using liquefied hydrogen as fuel.
ClassNK’s review of the design concept was based on its rules and, in particular, its
guidelines for ships using hydrogen as fuel and for fuel cell power systems. “ClassNK will contribute to the further consideration of the project from the perspective of safety evaluation and will strive to support the decarbonisation of shipping,” the classification society says. www.classnk.com
NAVIGATING AMMONIA TRANSFER
Navigator Gas has successfully completed its first ship-to-ship (STS) transfer of ammonia. The eleven-hour operation, which took place in the South African port of Ngqura, involved the transfer of 25,300 tonnes of ammonia from the LPG tanker Eco Oracle to Navigator’s 38,000-m3 carrier Navigator Jorf. By showing that a ship-to-ship transfer of ammonia can be completed safely, reliably and efficiently, Navigator Gas expects this successful process will lead to future opportunities to utilise ammonia as an alternative fuel source and to facilitate the transition towards zero-emissions shipping. “Completing this ship-to-ship transfer demonstrates the practical feasibility of ammonia bunkering and is an important step in supporting and driving the transition towards a viable carbon-free fuel source,” says Mads Peter Zacho, CEO of Navigator Holdings. “It is our aim to put our full ammonia experience to work with our partners in demonstration projects, pilot projects and joint ventures so we accelerate the transition from fossil to carbon-free fuels.” navigatorgas.com
CONFERENCE DIARY
AUGUST
Expo Logisti-K
AUGUST 13-15, BUENOS AIRES
15th international exhibition for logistics technology and equipment www.expologisti-k.com.ar/en/
PPC Fall Meeting
AUGUST 18-20, SAN DIEGO
Bi-annual meeting and tradeshow of the Petroleum Packaging Council www.ppcouncil.org/upcoming-meetings.php
ChemEdge
AUGUST 21-23, INDIANAPOLIS
Conference for the North American chemical distribution sector www.acd-chem.com/education-meetings/ meetings/2024-chemedge/
SEPTEMBER
SMM
SEPTEMBER 3-6, HAMBURG
31st biennial exhibition and conference for the global shipping industry www.smm-hamburg.de
Labelmaster DG Symposium
SEPTEMBER 4-6, PHOENIX
19th annual Dangerous Goods Symposium hosted by Labelmaster www.labelmaster.com/symposium
CVSA Annual Conference
SEPTEMBER 8-12, BIG SKY, MT Annual meeting of the Commercial Vehicle Safety Alliance www.cvsa.org/events/cvsa-annual-conferenceand-exhibition/
Maritime Salvage and Casualty Response
SEPTEMBER 11-12, LONDON
11th annual conference on marine salvage www.wplgroup.com/aci/event/maritime-salvagecasualty-response/
Argus Sustainable Marine Fuels
SEPTEMBER 11-13, HOUSTON
Forum to discuss the path to decarbonising marine fuels www.argusmedia.com/en/events/conferences/ sustainable-marine-fuels
FECC Congress
SEPTEMBER 11-13, SITGES
Annual meeting of the European Association of Chemical Distributors www.fecc-congress.com
Gastech 2024
SEPTEMBER 17-20, HOUSTON
International conference and trade show for the LNG and LPG industries www.gastechevent.com
Virginia Hazmat Conference
SEPTEMBER 17-20, NEWPORT NEWS
41st annual networking and training meeting sponsored by the Virginia Association of Hazardous Materials Response Specialists www.virginiahazmat.org/annual-hazmatconference/
Megatrans
SEPTEMBER 18-19, MELBOURNE
Biennial trade show for the freight sector in Australia and internationally www.megatrans.com.au/
ECTA Responsible Care Workshop
SEPTEMBER 19, BRUSSELS/ONLINE Update on Responsible Care implementation in European chemical transport https://ecta.com
TSA Conference & Exhibition
SEPTEMBER 19, COVENTRY
22nd annual meeting of the UK Tank Storage Association www.tankstorage.org.uk/conference-exhibition/
SCHC Annual Meeting
SEPTEMBER 21-26, CHARLOTTE
Annual Meeting of the Society for Chemical Hazard Communication
SEPTEMBER 23-27, PANAMA CITY 62nd annual congress of the International Federation of Freight Forwarders Associations www.fiata2024.com.pa/
Maritime Decarbonisation Europe
SEPTEMBER 24-25, AMSTERDAM Conference to discuss shipping’s role in the energy transition www.rivieramm.com/events/maritimedecarbonisation-europe1
FachPack 2024
SEPTEMBER 24-26, NUREMBERG European trade fair for packaging, technology and processing www.fachpack.de/en
Hazards Australasia 2024
SEPTEMBER 29-OCTOBER 1, QUEENSLAND Conference on process safety management in the chemicals sector www.icheme.org/training-events/hazardsaustralasia/
Tank Truck Week
SEPTEMBER 29-OCTOBER 2, CHARLOTTE NTTC’s Annual Tank Truck Show & Maintenance Seminar https://tanktruck.org/Public/Public/Events/TankTruck-Week-/2024/Tank%20Truck%20Week%20 2024.aspx
OCTOBER
EPCA Annual Meeting
OCTOBER 7-10, BERLIN
58th annual meeting of the European Petrochemical Association www.epca58.eu/main/
INCIDENT LOG
ROAD/RAIL/AIR INCIDENTS
15/5/24 Emmet township, truck lithium Semi-truck hauling lithium batteries and iodine ‘gas’ caught fire on I-94, cause unknown; both sides of MLive Michigan, US batteries highway were closed during response, with police citing “dangerous situation”; no injuries reported
20/5/24 nr Heber City, road tanker propane Tank truck with 12,000 gal (45 m3) propane ran off SR 189 and fell into Deer Creek Reservoir; driver Park Utah, US killed in accident; tank ruptured, releasing propane; some spill of diesel fuel to reservoir Record
24/5/24 Nappanee, road tanker unknown Tank truck with unspecified load ran off Tomahawk Trail; driver over-corrected, causing tanker to overturn; WSBT Indiana, US tanker caught fire as it slid along the road; driver killed; no indication of spill
24/5/24 Miami, road tanker diesel Two SUVs collided on Florida Turnpike, causing tank truck to swerve and then overturn; some spill of diesel NBC Florida, US to road; minor injuries to 11 people at the scene; road closed, causing delays at start of Memorial Day weekend
31/5/24 Khuzdar, road tanker furnace oil Speeding road tanker overturned on bridge in Qadirabad district; some leak of oil cargo as wreck was being Urdu Balochistan, Pakistan removed; two people killed, several others injured Point
1/6/24 nr Konongo, road tanker diesel Road tanker with 36,000 litres was involved in head-on collision with two other vehicles on Kumasi-Accra Modern Ashanti, Ghana highway; one person killed, two injured; locals arrived to siphon diesel from tanker Ghana
1/6/24 Holden, car acetylene One person seriously injured when acetylene cylinder exploded in the boot of his car; locals said the man WHDH Massachusetts, US kept the cylinder in his vehicle; thought that the cylinder had leaked; ignition may have ignited gas
1/6/24 Houston, road tanker gasoline Tank truck with 8,800 gal (33.3 m3) gasoline caught fire, cause unknown; two people, said to be bystanders, Fox Texas, US suffered injuries; fire crews applied foam blanket
2/6/24 Oudomxay province, road tanker acid Road tanker with unspecified acid overturned near Nga River, raising concerns that leaking acid could Xinhua Laos contaminate water; residents advised against drinking water or eating fish
4/6/24 Obio/Akpor, truck CNG Truck carrying about eight CNG cylinders overturned on Obiri Ikwerre flyover, burst into flames; three This Day Rivers, Nigeria people killed in blaze, explosion; truck was navigating roundabout in roadworks at the time
7/6/24 nr Desert Center, truck hazmat Truck carrying unspecified hazardous materials caught fire, exploded on I-10 east of Chiraco Summit; driver Desert California, US suffered minor injuries; highway closed in both directions while responders allowed fire to burn out Sun
7/6/24 Pasco, road tanker residue
One worker at Two Rivers Terminal died while cleaning tank truck, possibly having contained fertiliser; Spokesman Washington, US not clear if the man climbed into tank or fell in after being overcome by fumes Review
7/6/24 Burlington, road tanker sulfuric Some 10 gal (40 litres) sulfuric acid spilled during delivery at Applied Material Solutions plant; leak was CBS 58 Wisconsin, US acid contained; all personnel evacuated; remaining acid was offloaded to another vehicle
10/6/24 Gregory, freight train VCM Four rail tank cars, each with 90 t vinyl chloride, came off tracks at slow speed; cars remained upright, no Caller Texas, US leak reported; area was evacuated, roads closed; all cargo transferred without incident Times
11/6/24 Cass county, freight train synthetic 23 cars of UP train derailed, one falling into creek and leaking polyisobutylene; booms deployed to contain KOLN Nebraska, US rubber leak; UP officials said tracks may have become misaligned due to heat; no injuries reported
12/6/24 New Delhi, road tanker gasoline Fire broke out in gasoline tanker parked at fuel station in Dabri; staff saw flames coming from top of tanker, Times of India called for assistance, but managed to bring situation under control India
14/6/24 Kansas City, road tanker fertiliser Tank truck with non-toxic “liquid plant growth enhancer” overturned on I-70 in single-vehicle accident; KSHB Missouri, US driver, two responders taken to hospital after inhaling fumes; eastbound highway closed during response
17/6/24 McRae, freight train nitric acid UP train was seen emitting orange fumes from two railcars alongside AR 367; responders called for road Arkansas Arkansas, US closures, evacuations; small fire broke out once train was halted Dem-Gaz
23/6/24 Giddings, truck crude oil Truck carrying barrels of oil was involved in crash with SUV on US 290; trailer caught fire; two people Fox News Texas, US seriously injured; road closed during response; incident under investigation
25/6/24 Kanpur, road tanker chemicals Road tanker with unspecified chemicals overturned after colliding with truck on Panki-Bhauti overpass in Times of UP, India Panki district; some leak of toxic product; crane brought in to right tanker; fire crews quickly on scene India
27/6/24 Trion, road tanker ammonia Airgas tank truck leaked anhydrous ammonia during delivery to Mount Vernon Mills; nearby homes ABC Georgia, US evacuated; several streets closed to traffic; site managed to contain leak quickly
28/6/24 Ramapuram, road tanker hydrochloric At least 8 students hospitalised following leak of acid from tanker en route from Karnataka to Ernakulam; Times of Kerala, India acid leak found in valve on rear of tanker; fire crews moved vehicle to safer location India
1/7/24 Nashua, road tanker motor oil Tank truck with 6,500 gal (24.6 m3) motor oil and hydraulic fluid overturned on Everett Turnpike after driver NH Union New Hampshire, US lost control; responders found leaks from manlids; driver seriously hurt; remaining cargo offloaded Leader
MARINE/INLAND WATERWAY INCIDENTS
Date Location Vessel Substance Details Source
15/5/24 Galveston, barges oil Tug pushing two barges with unspecified oil lost control, crashed into bridge to Pelican Island; part of the Marine Texas, US bridge fell onto one barge, causing spill, 10.5-km slick; one crewman injured; waterway partly closed Traffic
14/6/24 Sentosa, Marine bunker fuel
Dredger Vox Maxima collided with bunker tanker (9,000 dwt, 2007) at Pasir Panjang terminal; tanker was Marine Singapore Honour damaged, causing oil spill that impacted nearby resort beaches; 16 oil spill response vessels deployed Traffic
30/6/24 Cotonou, SPSL Udeme diesel
Offshore supply vessel carrying diesel from Congo to Nigeria lost power off Cotonou, ended up listing, The Benin possibly grounded; no pollution reported but responders had to secure area to avoid looting Guardian
6/7/24 Cayman Brac, Sea Elephant diesel
Product tanker (49,900 dwt, 2019), approaching Cayman Brac to offload diesel, grounded on coral, damaging Maritime Cayman Islands hull; tanker was refloated, moored at pier; no pollution reported; authorities investigating Executive
MISCELLANEOUS INCIDENTS
Date Location Plant
17/5/24 West Finley, fertiliser chemicals Fire broke out in OMNIS Bailey Building causing partial collapse; facility produces fertiliser from mine CBS Pennsylvania, US plant slurry; cause of fire unknown but building had stocks of diesel, chemicals; dense smoke; no injuries
25/5/24 Bemetara, explosives explosives
One killed, six injured by blast at explosives manufacturing unit in Pirda village; others may be buried under PTI Chhattisgarh, India factory rubble after building collapsed; at least 100 people on site at the time; cause as yet unknown
27/5/24 Boonville, warehouse fireworks Fire broke out in Spirit of 76 fireworks warehouse; 20 employees escaped unhurt; fire crews blanketed KOMU Missouri, US fire with foam; witnesses reported several explosions; site’s fire safety systems worked correctly
29/5/24 Puri, festival firecrackers At least 15 killed, 36 injured by explosion of stockpile of firecrackers during Chandan Yatra ritual; Orissa Odisha, India investigation underway Post
29/5/24 Delaware City, oil crude oil Failed pipe valve gasket caused leak of some 1,000 gal (3,800 litres) crude oil at Delaware City Refinery; NOAA Delaware, US refinery spill reached adjacent wetland flowing into Delaware River, causing oiled beaches; booms, skimmers used
29/5/24 Orangefield, tank crude oil Lightning strike damaged tank at oilwell, causing leak of 40 bbl crude oil that discharged into Cow Bayou; NOAA Texas, US battery booms deployed; EPA coordinating response, investigation
30/5/24 Chattanooga, chemical nitrogen
One worker killed, four people injured by explosion after chemical reaction in salt bath nitriding vessel at WTVC Tennessee, US plant TS USA plant; employees extinguished fire; process uses toxic chemicals and high temperatures
31/5/24 Burke county, oil well crude oil
Explosion at well pad in remote site, owned by Formentera Operating; no personnel on site at the time; KFYR N Dakota, US site had two oil tanks, four water tanks; all spilt product was contained on site; company investigating
1/6/24 Mobile, building chlorine
Fire broke out in commercial building, compromising containers of chlorine; water used to battle fire also Fox Alabama, US caused reaction in stocks of pool chemicals; shelter-in-place advised; sodium bicarbonate applied
2/6/24 Ukhta, oil crude oil Fire broke during maintenance work by contractor at Lukoil refinery; unspecified number of fatalities, injuries AP Komi, Russia refinery reported; not clear how the fire started or what fuel was involved; investigation underway
7/6/24 Geismar, fluorine hydrofluoric Contract worker was exposed to hydrofluoric acid during maintenance at Honeywell International Fluorine CSB Louisiana, US plant acid plant; third such incident at the site in two years; worker was hospitalised; CSB investigating
10/6/24 Skarzysko-Kamienna,
One worker killed, one injured by explosion, fire in rocket fuel unit at Mesko armaments factory; site fire Kyiv Poland factory fuel crew extinguished fire; investigation underway Indep’t
15/6/24 nr Smackover, pipeline crude oil
Some 2,000 bbl crude oil leaked from 6-inch line between Martin Midstream’s Sandyland Terminal and Rigzone Arkansas, US Smackover Refinery; leak reached nearby creeks, river; EPA leading response efforts
18/6/24 N’Djamena, military ammunition
Several people killed, many injured by fire, explosion at weapons depot in Goudji district, Chad’s main BBC Chad depot arsenal; fire caused weapons, shells to discharge into nearby residential areas; cause of fire not yet known
21/6/24 Khartoum, oil crude oil Fire broke out at Khartoum Oil Refinery, shuttered since civil war broke out; fire said to have spread to JOIFF Sudan refinery storage tanks with Nile Blend crude oil; refinery had run out of firefighting foam; workers, families evacuated
22/6/24 Buckeye, chemical nitric acid Orange cloud seen billowing from Thatcher Chemical plant; thought that nitric acid had corroded container, AZ Arizona, US plant causing leak; shelter-in-place ordered; leak subsequently contained without injury Family
24/6/24 Hwaseong, lithium lithium At least 20 workers were killed after fire broke out in Aricell plant; fire crews were unable to control blaze, Hani Gyeonggi, S Korea battery plant batteries had to stand by and let it burn out; CCTV showed workers overcome by rapid spread of smoke, fire
NOT OTHERWISE SPECIFIED
IT’LL ALL END IN TEARS
We begin this month with a rather horrific tale from India, where in early May a man died on top of a rail tank car. The incident is clouded in mystery but we feel sure that it was not the tank car itself, nor its fuel cargo, that was the underlying problem.
It all started when the guard of a train carrying fuel from Rajkot to Jalgaon spotted a man riding on one of the tank cars – it is not clear how long he had been up there nor where he might have boarded the train. However, bearing in mind the dangerous nature of the train’s cargo, the guard signalled the driver to stop the train so that the errant chap could be apprehended before doing something stupid.
That approach was half successful. The train did indeed come to a halt, near Pandya Bridge in Vadodara, but the man was not apprehended in time. Instead, he opened the manlid, took off his t-shirt and dipped it into the fuel. Standing up, he started waving the sodden t-shirt at the guard but the garment came into contact with the high-tension power line above the train. The man was electrocuted and was thrown off the train; the spark also ignited vapour from the open fuel tanker, leading to a fire on top of the tank.
The fire brigade was on site quickly and doused the flames. However, by this time the man was burned all over and died. His identity was unknown but it was thought that he was staying in the neighbourhood and had climbed on the tank car for fun. There is no mention of alcohol being a factor, but we do have to wonder…
NOT SUCH A BRIGHT IDEA
Alcohol was almost certainly involved another grisly fatality, this one in a small town in South Carolina on Independence Day. During a block party, a 41-year-old man decided to show off by lighting a large firework and balancing it on his head. As might be expected, were he sober at the time, he might have grasped the hazard he was putting himself in – and, indeed, his relatives in attendance tried to persuade him to stop, without success, clearly. When the firework went off it caused major injuries to his head and he was dead when the Sheriff’s Office got there.
BUZZ STOP
One of the pleasures of putting these stories together on the Back Page is the chance to see how others live (and, as above, die). For instance, who knew that up to 50,000 beehives are transported every year to Maine to pollinate the state’s blueberry fields? So important is the business that Maine employs a State Apiarist.
This year, around 450 of those hives, each with around 35,000 inhabitants, nearly didn’t make it all the way. That’s about 15 million bees all told. (Does the State Apiarist have to count them all?) A truck carrying the hives overturned on I-95 in Kennebec County after the driver swerved to avoid another vehicle.
Commercial beekeepers were called in to help corral the freed bees – which was easier than you might think. The hives, now largely empty, were loaded onto pallets and onto a second truck; the bees returned to their hives of their own free will and headed off to pastures new.
With full visibility of regulatory requirements across 279 jurisdictions.
Regulatory Database gives your team a single, standardised source of information, helping them to:
• Get a comprehensive view of what the regulation says now and how it’s changing
• Reduce risk by eliminating knowledge gaps and out-of-date information
• Save time and resources by dramatically reducing the need for desk research Discover Regulatory Database for Yourself
