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EDITOR’S LETTER

Peter Mackay

The 1970s were also marked by massive shifts in the global oil and gas markets. Crude oil production in the US had peaked in the late 1960s so when the Yom Kippur war in late 1973 led to disruption in supplies, there was a market reaction and the price of oil, which had been stable at around $2/bbl for decades, shot up to more than $10/bbl, helping prompt a stock market crash. That was followed in 1979 by the Iranian Revolution and then Iraq’s invasion of Iran in 1980, which cut oil production and sent prices up to more than $35/bbl –around $115/bbl in today’s values. Those higher prices made it economically viable to explore for oil in higher-cost areas, particularly offshore, or in oil sands.

The 1970s also featured a turning point in terms of climate change. The carbon dioxide content in the earth’s atmosphere, which had been rising gently since the beginnings of the industrial revolution, suddenly started to rise very rapidly – and has stayed on that trajectory everThissince.year has been one of extreme weather events all around the world. There have been heatwaves, droughts and wildfires across the northern hemisphere, attended by intervals of sudden heavy rain and flooding, which has also been a feature in southern regions. Such events confirm climate change models, which have long forecast that a modest increase in the global average temperature would lead to more extreme weather events happening more regularly. We are also once again facing a structural change in energy markets, caused not least by the Russian invasion of Ukraine and the threat that has posed to supplies of oil and, in particular, natural gas. As was the case in the 1970s, we are now at a point where rocketing oil and gas prices make it viable to explore other sources – and this time around that means alternative energies. In the UK it is now cheaper to produce electricity from onshore wind farms or photovoltaic sources than from natural gas, and there are plenty of places in the world that are sunnier or windier than the UK. If environmental arguments cannot shift the world’s reliance on hydrocarbons, it may just be that industry and policy makers will be swayed by the economics.

UP FRONT 01 WWW.HCBLIVE.COM

I feel myself fortunate in many ways to have come of age in the 1970s. It was a time of optimism, despite some seriously difficult economic conditions. It was a time of some great music as well as some dreadful tunes (I’m looking at you, prog rock); some wonderful fashions and dodgy hairstyles (though that was to get worse in the 1980s). Those of us growing up in the UK at that time also had a fully functioning National Health Service and grants (rather than loans) to get us through university. We were truly lucky. As a teenager and young adult in the 1970s I was perhaps not as aware then as I am now how difficult the economy had become. Power cuts were a pain at times but the three-day working week, introduced in 1973, rather passed me by. It was a restriction imposed by the government in response to strikes by coal miners and railway workers – nearly 50 years later we have very few coal mines working any more but rail staff are striking again.

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UP FRONT 03 WWW.HCBLIVE.COM CONTENTS VOLUME 43 • NUMBER 08 Stop the rot AIESG guidance on AN storage 38 News bulletin – safety 40 REGULATIONS Good to be back Old friends and new at VCA seminar 42 Better late than never PHMSA catches up on harmonisation 49 The acid test UK tightens corrosives sales 54 BACK PAGE Not otherwise specified 56 NEXT MONTH The Europe issue Storage UpdateTankWarehousingterminalsanddistributioncontainersandroadtankersfromtheUNexperts UP FRONT Letter from the Editor 01 30 Years Ago 04 Learning by Training 05 On Time, In Full 06 STORAGE TERMINALS Cost of conversion Vopak prices the transition 08 TSA Insight magazine News bulletin – storage terminals 09 TANKS & LOGISTICS Mind your own business ITCO warns liner operators off 13 A place in the sun Alkion plans isotank storage 14 Shifting focus Broekman sells out of bulk 15 So long smokestack HyTruck promotes hydrogen 16 Combined comms DXI transfers combined transport data 18 Rail works ahead Hupac hampered by maintenance 20 Step inside NTtank applies APC linings 22 News bulletin – tanks and logistics 24 CHEMICAL DISTRIBUTION Piece of the pie Univar’s healthy first half 26 News bulletin – chemical distribution 28 INDUSTRIAL PACKAGING Let’s go round again Schütz expands Green Layer line 30 News bulletin – industrial packaging 32 COURSES & CONFERENCES It’s good to talk GPCA to talk about innovation 34 Conference diary 35 SAFETY Incident Log 36 HCB Monthly is published by CW Research Ltd. While the information and articles in HCB are published in good faith and every effort is made to check accuracy, readers should verify facts and statements directly with official sources before acting upon them, as the publisher can accept no responsibility in this respect. ©2022 CW Research Ltd. All rights reserved Managing Editor Peter Mackay, dgsa Email: peter.mackay@chemicalwatch.com Tel: +44 (0) 7769 685 085 Advertising sales Sarah Smith Email: sarah.smith@chemicalwatch.com Tel: +44 (0) 203 603 2113 Publishing Manager Sarah Thompson Email: sarah.thompson@chemicalwatch.com Tel: +44 (0) 20 3603 2103 Publishing Assistant Francesca Cotton Designer Petya Grozeva Chief Operating Officer Stuart Foxon Chief Commercial Officer Richard Butterworth ISSN www.hcblive.com2059-5735 CW Research Ltd Talbot ShrewsburyMarketHouseStreetSY1 1LG

04 HCB MONTHLY | SEPTEMBER 2022 30 YEARS AGO A LOOK BACK TO SEPTEMBER 1992

AROUND THIRTY YEARS ago there was some serious heavy lifting going on among the regulatory bodies, making important changes to the way the regulations themselves were organised and arranged and taking a new look at some persistent problems.

As we reported in the September 1992 issue of HCB, the RID/ADR Joint Meeting (there being no ADN at that time) had done a lot of work towards finalising new provisions for freshwater pollutants and had agreed a list of named substances for assignment to UN 3077 and 3082. Those experts were also busy with a wholesale reconsideration of the classification of corrosive products – something the meeting has had to do again more recently – as well as the introduction of substance identification numbers into Class 2. At that time there was growing concern that the European Commission was bothering a little too much about the transport of dangerous goods and was coming up with its own requirements and directives; it was also planning to require EEC members states to adopt RID and ADR for domestic transport – something that happened without too much argument. But a brief list of planned directives encouraged the Joint Meeting to stress that the existence of differing sets of requirements could only lead to confusion, add to costs and reduce safety. It was also mentioned that not all RID and ADR states were members of the EEC.

Another idea that eventually failed was the adoption into ADR of the UK’s Hazchem marking system for vehicles carrying dangerous goods. It was felt in some quarters that this offered more information in some accident scenarios, in particular those involving substances harmful to the aquatic environment. The idea also fitted in with Cefic’s ambition to develop sets of instructions for use by the emergency services across Europe. In the event, of course, continental autonomy wasElsewheresecured.

in the September 1992 issue, HCB reported back from the annual ‘Pira Update’ seminar, hosted by the UK’s competent authority for packaging approvals, which subsequently became the annual VCA Dangerous Goods seminar – see page 42 for a report on this year’s event. One of the chairmen of the 1992 seminar, Donald Crawford, made the rather unhelpful comment that, “If you know nothing about the dangerous goods regulations, then you are in the wrong place.” While there may be some truth in that, one of the main aims of the seminar is to disseminate as much knowledge as possible to as many people as possible.

One item that had caught the editor’s eye concerned a new search and recovery package for containers lost overboard at sea, something that had been happening regularly. For just $50 per container, a ‘pinger’ could be fitted to boxes and tanks that could be traced by search teams, allowing the goods to be recovered. Given some recent high profile losses, perhaps this is an idea whose time has come at last.

HCB’s September 1992 issue also included its annual review of the tank container manufacturing sector, which at the time remained primarily a European business. However, demand was still in the doldrums and we wondered then how many of those manufacturers would be able to stay in the market, especially as there were new competitors emerging in Asia (though not yet China).

Those who read my columns know that I write a lot about information theory and that human-made systems can only keep functioning if ‘all relevant’ or a maximum quantity and quality of information is used.

by Arend van Campen SUN TZU AND THE ART OF WAR

LEARNING BY TRAINING

The European Union posts about the necessity to arm Ukraine as if that was the way they would win the war. Zelensky disregards scientific and humanitarian suffering that proves he can’t win but exacerbates the dire consequences for his country and its citizens.

From this synthesis we then can conclude that this armed conflict won’t be ending soon, despite that the information of an unwinnable battleLet’spersists.readwhat Sun Tzu wrote about such situations in his book Art of War, which is mandatory reading for the Russian army. ‘Weapons are ominous tools to be used when there is no alternative’ or ‘Know the enemy and know yourself; in a hundred battles you will never be in peril’.

UP FRONT 05 WWW.HCBLIVE.COM

ON LINKEDIN A polemic is ongoing between those who support Ukraine and those who understand the reasoning behind the special military operations of the Russians. I also expressed my views on this complex war without trying to be biased. This means it is my duty to read and collect as much information about the conflict that I can and use an open mind to understand both sides. It is called seeing the context and not to be judgemental.

One anecdote: while Dr Maersheimer, a professor of International Relation at the University of Chicago, researched the causality and consequences for the Ukrainian–Russian conflict, but people on Linkedin disregard it, refuse to read his scientific take on the events.

The threat to sustainable and balanced cooperation and collaboration is human bias, i.e. a false perception of reality. I will list some of the well know ones: What is Wilful Ignorance? The state and practice of ignoring any sensory input that appears to contradict one’s inner model of reality. The practice can entail completely disregarding established facts, evidence and or reasonable opinions, if they fail to meet one’sWhatexpectations.isConfirmation

Bias? The tendency for people to only seek out information that confirms their pre-existing viewpoints and subsequently ignore information that goes against them. What is Cognitive Dissonance? A distressing mental state that people feel when they find themselves doing things that don’t fit with what they know or having opinions that don’t fit with other opinions that they hold. The sane person constantly analyses the world of reality and then changes what’s inside his or her head to fit the facts. That’s an awful lot of trouble for most people. Besides, how many people want to constantly change their opinions to fit the facts? It is a lot easier to change the facts to fit one’s opinions. Other people make up their minds and they find the facts to verify their opinions. Or - even more commonly - they accept the opinion of the nearest expert and then don’t have to bother about the facts at all. 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.

STUDENTS OF SHAKESPEARE will recognise the quote above from Romeo & Juliet, and will know that the question is answered by the line: “That which we call a rose by any other name would smell as sweet”. This quotation simply suggests that names themselves do not hold any value or meaning, but merely act as labels to distinguish one thing or person from another. So what, you may well ask, does this have to do with chemical logistics?

Just a minute… When you said ‘intermodal’, did you mean ‘mode agnostic’ or For‘multi-modal’?theEuropean chemical industry, intermodal logistics has been well established since the 1980s, although Bertschi Transport had already persuaded the Swiss railroad to load trucks on trains in the 1960s. Today, swap-body tanks, silos and isotanks are a familiar sight on European railroads as all of the major chemical logistics companies exploit the cost and environmental advantages of intermodal movements - not to mention the fact this minimises the impact of the current driver shortage in Europe. What was interesting in the early years was that the impetus for this development came largely from the carriers rather than the chemical 06

Simpson suggested that future supply chain success will require stakeholders to be “indifferent” as to how shipments move and to work together to match customer needs with available capacity. In other words, by ‘agnostic’ we understand that shippers should not be dogmatic in determining how their products are moved. Shippers should define the ‘what’, probably incorporated in a Service Level Agreement (SLA), and leave it to their logistics service provider to select the optimal logistics solution (i.e. the ‘how’) to meet the safety, service and quality requirements of theSimpsonSLA.

Keynoting at a recent FreightWaves Future of Supply Chain event in Rogers, Arkansas, Shelley Simpson, CCO and vice-president of people and human resources at JB Hunt Transport Services, predicted that future supply chains will be ‘mode agnostic’. We were intrigued by the use of the word ‘agnostic’ in this context, and explored her presentation further.

also noted that “more precise load-matching combined with better visibility into network movements could significantly reduce costs and drive out millions of empty miles” and “go a long way toward converting millions of over-the-road shipments to intermodal movements, which are more cost-effective and environmentally friendly”.

ON TIME, IN FULL WHAT’S IN A NAME? BY PAUL GOOCH HCB MONTHLY | SEPTEMBER 2022

In response to the interruption of trans-Siberian overland services as a result of the conflict in Ukraine, Maersk has proposed an alternative multimodal option which should provide a stiff challenge to ‘mode agnostics’. Containers will be railed through various routes in China and converge in Khorgos on the Kazakhstan border. From there they will be railed to the port of Aktau, and then barged to Baku in Azerbaijan. Then back on the rail to the Maersk terminal in Poti, Georgia, where they’ll be loaded on a feeder vessel to Constanta, Romania, then by rail to European destinations – total journey time around 40 days. This is multimodal, intermodal and mode agnostic without parallel … or perhaps not quite. There’s a new name in the mix: ‘synchromodality’!

To be successful all stakeholders need to share vital information with the terminal operators to enable a synchronised transportation product – and, as Harrison said, for the system to work, operators must be ‘agnostic’ over the terminal used. So what’s in a name? Whether it’s intermodal, multimodal, mode agnostic or synchromodal, the success as always depends on the willingness to cooperate and collaborate. Whatever the name, the rose smells the same.

In a recent Loadstar article we read that DP World’s VP for Europe Inland and Logistics, Rob Harrison, is urging shippers to consider ‘synchromodality’ to combat North Europe’s barge congestion. Faced with two-to-three day waiting times on the inland waterways serving Rotterdam and Antwerp, Harrison told The Loadstar: “What we’re trying to offer to combat this is synchromodality, where we don’t focus on the means but the objective – getting goods to the customer”. Therefore DP is expanding both their barge and rail services to counter delays on one or the other mode. Another case of the ‘what’ vs the ‘how’.

Paul Gooch

Group GmbH 3 June 2022 Attend our training courses around the world led by accredited trainers who are experts in their field. Key training course topics include: TRAINING COURSES Build your skills and confidence as a regulatory Getprofessionalthetrainingyouneed to stay informed, develop your product safety and compliance strategies. • Biocides • Toxicology • Chemistry • TSCA • REACH • Food contact regulations Discover the right training course for you and start your professional development journey: events.chemicalwatch.com/training-courses

For example, during the early 1990s we had a contract with a major Dutch-based road carrier to move granulates from the Benelux to Italy. We discovered, by chance, that the carrier was moving part of the volume by short-sea shipping around the coast to northern Italy. Although we would perhaps have appreciated being informed in advance, in principle we didn’t care, as long as the SLA was respected. Although we didn’t realise it at the time, I guess we were essentially already ‘mode agnostic’!

The Logical

UP FRONT 07 industry. The carriers were engaged in the technology developments, as well as in the development of the networks and container terminals, and the chemical industry pretty much left them to it.

08 HCB MONTHLY | SEPTEMBER 2022

RESULTS • VOPAK HAD A GOOD SECOND QUARTER BUT RECOGNISES THE PRICE IT WILL HAVE TO PAY TO PROVIDE THE ASSETS NEEDED TO HELP ITS CLIENTS COPE WITH THE COMING ENERGY TRANSITION COST OF CONVERSION

AHEAD Richelle makes it clear the changes that Vopak is facing: “In the first half of 2022, we announced Vopak’s strategic priorities and financial framework on which we acted accordingly. These priorities are: - Improve the performance of our portfolio - Grow our base in industrial and gas terminals-Accelerate towards new energies and sustainable feedstocks. We revised our assets value and booked asset impairment charges of €468m. This has no impact on the execution of our strategy, dividend policy or leverage ratio target. We are focused on executing and accelerating the energy transition by taking a proactive approach towards repurposing some of our existing assets.” Aside from that, Vopak closed the sale of its four terminals in Canada while expanding its base in the gas sector. “The successful completion of the Indian joint venture with Aegis positions us as the largest storage provider for LPG and chemicals in India,” Richelle notes. “On LNG, our Gate terminal is fulfilling an important role in the energy security of north-west Europe and we were able to increase its sendout capacity by 30 per cent.” In addition, a 65,000m3 expansion of the Caojing industrial terminal in Shanghai, completed during the second quarter, included 40,800 m3 for the storage of ammonia. Overall, and despite the recognition of costs to come, Richelle is confident of Vopak’s future role: “We improved our results in the first half in the volatile energy market environment and have momentum in execution towards our strategic priorities. With a growing world population and at the same time the need for decarbonisation, we foresee a rising demand for our independent infrastructure solutions. We will continue transforming our portfolio and position our company in leading locations towards more sustainable forms of energy and feedstocks.” www.vopak.com

CHALLENGE

“We are making progress in accelerating towards new energies and sustainable feedstocks,” says CEO Dick Richelle “Particularly in Rotterdam we announced some important milestones as our opportunities for developing hydrogen infrastructure are accelerating. This builds, among others, on our strong base of ammonia storage at several strategic locations around the world. We are investigating together with partners to develop a liquid hydrogen supply chain from Portugal to Rotterdam. Together with partners we are developing an import terminal for ammonia as a hydrogen carrier in Rotterdam. These new energy projects are an integral part of our ambitious Sustainable Roadmap.”

VOPAK HAS REPORTED second quarter revenues of €338.0m, up 11.5 per cent on last year’s figure. Excluding exceptional items, EBITDA rose by 7.2 per cent to €219.4m, though net profit dropped from €76.1m to €53.5m, impacted in particular by a surge in energy and utility prices. Vopak has also recognised an impairment charge of €468.0m, taking account of the impact on long-term financial projections of inflationary pressures, rising utility and labour costs, the energy transition and the Russia-Ukraine war. A large part of that impairment charge relates to the planned repurposing of Vopak’s Europoort terminal in Rotterdam; the company will reduce tank capacity to free up space for investments in new energies. Other aspects include an offset for the underperforming Botlek terminal in Rotterdam and lower utilisation of its SPEC FSRU in Colombia.

Also in this issue, we explore the future of energy storage, the decarbonisation of transport and the UK's newly launched “jet zero” strategy. The AssociationthemagazinequarterlyfromTankStorage THE BEYONDSECTOR:TANKEUROPEANSTORAGE2050AND logistics.pipelineandrailroad,sea,betweeninterfaceessentialanprovidesstorageTank Autumn 2022Issue 11 Page 10

CONTACT Tank Storage Association Devonshire Business Centre Works LetchworthRoadGarden City Herts. SG6 1GJ United Telephone:Kingdom01462 www.tankstorage.org.uk488232 CONNECT WITH

Peter Davidson, Jamie Walker, Nunzia Florio 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 Team US

TSA Insight

Peter Davidson Executive Director, TSA

TankTSA@UK_TSAStorage Association @uk_tsa

INSIGHT MAGAZINE02

Welcome to the autumn edition of Insight. For this issue, we explore the implications of the energy transition, and what it means for the tank storage sector. A new report by the Hague Centre for Strategic Studies, analysing the role of tank storage in the transition to net zero, highlights the transformational challenge faced by the sector as it looks to 2050 and beyond. Most crucially, it points to the need for constructive cooperation in the journey towards climate neutrality. In this issue, we also explore the diverse options currently being proposed with regard to the future of energy storage as well as the decarbonisation of transport, including the UK's newly launched “jet zero” strategy which sets out how the country plans to achieve net zero aviation by 2050. I hope you enjoy this new edition of Insight and don’t forget to follow us on social media for all our latest news.

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.

04

09 Remote operated shutoff valves

1610 The power partnershipsof UM Terminals has many bluechip customer relationships which extend over many decades.

14 The future of transport and logistics: managing critical infrastructure and preparing for the energy future The tank storage sector is committed to reaching NetZero by 2050.

Contents

32 Factors serviceefficientselectingconsideringworthwhenasafe,smart,tankcleaning Re-Gen Robotics have set a new benchmark for tank cleaning in the sector.

Issue 11 03 Page 14

36 Decarbonising aviation –SAF taking off Stopford advises on recent government initiatives and its involvement in the development and manufacture of SAF.

The oil storage industryfuture options Channoil Energy’s Chairman, Charles Daly, explores future options for the oil storage sector as it looks ahead to 2050 and beyond.

The European tank storage sector: 2050 and beyond The Hague Centre for Strategic Studies has published its fourth report on European tank storage in global supply chains.

JBP has the experience, stock, sustainabilityinfrastructure,andcreativity to service customers in over 30 countries.

22 Rental service for tankscleaningremote-controlledaofindustrial Safe and effective tank cleaning with the ATEX Zone 0 robot.

26 New branding, same quality products Dantec has undergone a recent brand overhaul to better align the company with its parent group, Elaflex.

18 It’s time to change the mindset: challengingopportunitiesseizingamidabackground SABER EVNAT explores the use of technology amid a changing energy landscape.

38 Bridging the skills gap! The clock ticks for the bulk liquid storage industry to address the skills gap.

25 The challengetransformationenergy BCECA Chief Executive Tracey Shelley sets the scene for the Association's Annual Conference.

28 Joining Forces Ferrous Protection has joined forces with Qualitech Environmental Services.

Nowindustry.the world is moving towards a major conversion of the transport fleet to electricity. The case for this

Channoil

beyond.aheadsectorthefutureDaly,Chairman,Energy’sCharlesexploresoptionsforoilstorageasitlooksto2050and THE OIL OPTIONSINDUSTRYSTORAGE-FUTURE

The current thinking is that about a third of storage terminals that are currently employed storing chemicals will continue in use. Those storing vegetable extracted oils will also continue in use but may be under capacity pressure. The results will be that current transportation fuels terminals storing gasoline, diesel, kerosene and bunker fuels should become more or less redundant. That is the theory. However, once we remove the political rhetoric, what is a most likely scenario? The developed world, primarily the G6 countries plus the EU 27 might be able to achieve their stated targets of Net Zero by 2050. The stated Net Zero targets will be a struggle to achieve. What exactly is meant by Net Zero? Will it be achieved? The history in this respect is not good. When it came to environmental clean-up, waste was exported from these (G6 + EU) countries to the developing world in order to achieve their own targets. The same occurred with the firstgeneration biofuels. In this case swathes of land were turned to palm oil and sugar cane to create so called clean fuels. Then it was realised that when land use change was considered, these biofuels were no better than fossil-based ones in terms of carbon emissions. Could the same happen with Net Zero? Net Zero implies that for every tonne of carbon emitted by the G6 + EU 27, a tonne of carbon needs to be eliminated elsewhere on the planet. Maybe this can be achieved by planting trees in the developing world and using this argument to offset ongoing fossil fuel use but still achieving Net Zero. Nonetheless, efforts are being made to decarbonise power through the furious pace of building offshore wind and desert based solar farms. This, coupled with nuclear generation, will eliminate a substantial amount of the carbon emitted by the power generation

INSIGHT MAGAZINE04

B ased on the current theory that the life of the fossil fuel industry is less than 30 years or so, to take us beyond the current 2050 target for eliminating fossil fuels from the world, then we must look at what potential alternative uses these large areas of primarily waterfront locations can be turned to.

The most obvious is the Li-Ion battery. There are currently many grid scale batteries being built around the world, especially in those countries that already have surplus wind and solar power. These batteries can store surplus cheap power when the grid is overloaded, at night for example or on extremely sunny periods. One of the arguments against Li-I is the one stated above of the damaging impact to the environment in those countries where the basic metals are

Issue 11 05 change has been pushed by political rhetoric but has not yet been made or fully researched. The scarcity of the battery building metals and the damage to the environment created by the energy and human effort needed to mine them, has not been sufficiently explained to the general population and if and when the message gets through, there will be a massive outcry and could result in a slowdown in take-up or even rejection of the EV. How does this bear on the oil terminal? The reality is that those oil terminals that are sea fed and have lengths of waterfront, can shift their business to other waterborne trades, albeit with some investment. The first is the container trade. If the growth forecasts for international trade are to be believed, then an increase in container traffic is to be

Thesemined.metals are lithium, cobalt and manganese. These rare earths are so called because they are not abundant. They occur in conflicted areas and are subject to human exploitation. Think of countries such as the Congo, Mali, Senegal and China. There is another reason to be cautious about these large Li-I batteries. They are known to have the propensity to self-combust and once the fire takes hold it is almost impossible to put out, as it is a chemical reaction. Recent cases resulted in a battery fire in a car on a car carrier in the mid-Atlantic that resulted in the ship sinking with the loss of its cargo of luxury cars. Therefore, placing of these storage batteries needs to be away from population centres and hazardous materials, which seems to defeat the object of the exercise in the first

Anotherplace. problem not clearly publicised is that the weight of the EV is much more than a conventional one and this creates more tyre and road surface wear. All these need energy to produce and repair. These considerations need to be taken into consideration when evaluating the potential damage to the environment in a ‘mine to wheel’

Theexpected.next

In this article we will try and review the diverse options currently being proposed as the future storage of power options. Li-Ion Grid scale batteries

Volvoanalysis. recently produced an interesting report on this subject. This report presents the carbon footprint of the new fully electric Volvo C40 Recharge, in comparison with a Volvo XC40 ICE. The major finding was that the accumulated emissions from the materials production and refining, Li-ion battery modules and Volvo Cars manufacturing phases of C40 Recharge are nearly 70% higher Predicted increases in world seaborne trade, GDP and population (Source: IHS)

change would be driven by the fact that oil storage is only one form of energy storage and therefore other forms of power storage should be considered as potential use for the redundant tank farms. At this stage of this revolutionary change to energy supply, it is impossible to guess which technology will win out and what will be the game changer.

1 Hydrogen Storing energy in the form of hydrogen appears to be gaining attraction in the current climate. Hydrogen made by the electrolysis of water seems so easy to produce and the revolutionary fuel slips off a politician’s tongue like ice. What is electrolysis and if it is so easy, why has it not been done at scale to Electrolysisdate?is the splitting of a molecule by the use of two electrodes and requires lots of electricity. A molecule of water H2O holds two atoms of hydrogen and one atom of oxygen. Splitting this molecule will give you the hydrogen and the oxygen, simple! If this hydrogen is being used as a store of energy, then why consume so much energy to produce it? The ratio of production is as follows: 50KWH is needed to electrolyse 9 litres of water to produce 1 kg of H2 (99.9% purity).

A further constraint is that hydrogen is a very light gas and to store it requires cooling it to below minus 2400C. This in itself requires considerable amount of energy. As an example, a liquefier for hydrogen production of 27,000 Kg per day will have a capital cost of around $US 100 million and a power demand of 8-10 KWH/Kg.

INSIGHT MAGAZINE06 than for XC40 ICE. However, the savings in carbon emission during the running of the two vehicles shows that carbon emission break-even occurs at round the 110,000 km when utilising global electricity production mix.

The other problem with hydrogen is that it is a tiny molecule and it escapes easily, therefore storing it costs a lot of depending on the form of storage. Underground storage (the cheapest) could be $1.80 per Kg or $1,800 per tonne. Compare this with current fossil fuel storage rates of $3.00 per tonne. However, hydrogen can be useful in high cost single consumer applications, such as the manufacture of steel or fertilizer. When comparing hydrogen as a fuel against cheaper and better alternatives, the case fails. Politicians are very glib about this new wonder fuel, but are burying their heads in the sand when it comes to the practicalities - they are for someone else to solve. Professor Sir Dieter Helm, in a recent assessment of the UK Government’s Energy policy paper calls it a ‘Lobbyist’s Utopia’. I think this is an astute observation. For instance there is no mention of the enormous cost of converting domestic heating and cooking systems wholly to hydrogen. This exercise will require changing the current grid and every boiler and cooker in the world. The limitation of injecting hydrogen into natural gas without change in infrastructure is 20%. This constraint will place great strains on households that will need to be driven by electric cooking in order to completely eliminate fossil fuels. This also implies a massive write off of the gas grid infrastructure. From the storage industry point of view there is no case to pioneer building storage for pure hydrogen until the economic case for its use is made. Hydrogen in chemical carrier composition The other case is that hydrogen can be carried within chemical compounds that are easier to handle and store. These routes are already well known as is the case for most hydrocarbons. However, if we want to eliminate carbon we need noncarbon compounds.

Predicted increases in world seaborne trade, GDP and population (Source: US Energy Department)

Liquefied Natural Gas (LNG)Liquefied Petroleum Gas (LPG) Thus far we have seen LNG used in ships and LPG in cars as autogas. However, as these are derived

Crop Based Biofuels

The development of liquid air cryogenic batteries is currently being tested at pilot and commercial scale in the UK, Spain and the USA. This technology is well known and should represent a simple solution to the power storage issue. Air is liquefied overnight when power cost is low and stored in liquid form. A synchronous turbine is coupled to the tanks and runs in slow rotation. When the grid calls for additional power the turbine can be spooled up to provide grid based power by releasing the air from its liquid state. The only issue with this technology is that it is not long duration power.

ammonia is expected to be the prevailing option for longdistance hydrogen transport as it is already known how to handle it and it is just a question of scaling up. It will be used to transport hydrogen from sunny producer countries to cold consumer countries. Other methods of carrying hydrogen includes the use of hydrides. However the problems with non carbon based hydrides is that they require a lot of heat to release or bond the hydrogen atom and most of the stable ones are metallic. These can be handled as powders. Therefore their use will be very industry specific. One for the silo rather than the oil tank.

Liquid Air-Cryogenic battery

Issue 11 07

These are currently being used and stored in oil terminals where blending occurs to meet the various road transport fuel obligations imposed by Governments. They are the solution only in the short term if the drive to EVs remains as positive as it is now and whilst the future ban of sales of conventional ICE vehicles stays in Thereforeplace. they are not likely to be a long term solution. They cannot continue to compete with food demand as the planet’s population continues to grow.

The liquid alternative fuels Methanol There is an argument in favour of methanol, particularly cellulose derived. Sustainable production of methanol is already being used in powering the transport sector but can also be used in clean cooking. Sustainable methanol (CH3OH) can be produced from biomass, timber or by fusing captured CO2 and hydrogen produced from cheap offshore wind powered electrolysis. Although a caution here from the paragraph on Pure Hydrogen above. Nonetheless, if the economics of methanol as a fuel are proven and carbon emissions pricing is the key to this, then storage terminals can certainly handle it. It is a light colourless liquid with a density at 150C of 0.786 and a Flash point of 110C. Therefore very similar to the lighter petroleum fractions that are regularly stored. There are already a number of ships currently operating methanol powered engines and it is the author’s belief that a substantial number of new builds will be delivered into the fleet in the future. This is one for the bunker industry to think about, since they have not been traditionally used to handling low flash material.

Most discussed at present is ammonia (NH3). This is a liquid at Standard Temperature and Pressure (STP) and can be handled by most systems, except that it easily combines with water to produce NH4(OH). This product is commonly known as ammonia water and is used as a domestic bleach. In concentrations above 40% ammonia it causes burns to the skin and its vapours cause irritation to the eyes. It is corrosive to copper and zinc and can explode in an exothermic reaction when in contact with strong acids such as Sulphuric Acid. It has a boiling point of 380C, which implies a need for cooling in warm climates. Therefore its use as a carrier for hydrogen has certain limitations and will require investment in current mild steel terminals for it to be handled at Nonethelessscale.

Volvo

References

Volvo

report.pdf.C40/Volvo-C40-Recharge-LCA-Applications/DotCom/PDF/media/Market-Assets/INTL/volvocars.com/images/v/-/https://www.

INSIGHT MAGAZINE08 from fossil fuels, they do not have a long term future. In reality they will probably be around for a long time as they can be classified as lower emission fuels with respect to carbon emission when compared to the alternatives.

Conclusions From the foregoing, it is clear that Oil Storage Terminals will need to change their functionality. They will need to invest in diversity and handling capability. The future is not sufficiently clear at the moment and brave pioneers may or may not get it right. The panaceas of liquid hydrogen as the fuel of the future is not Alternativeproven. uses can include battery storage or other forms of liquid power alternatives to fossil fuels. Timing is going to be critical as we observe the development of clear thinking on carbon emissions valuations and the derivative markets that are needed to facilitate investment decisions. The technology of the future is not known and a number of game changers could be just over the horizon. Clarity on CCUS and Nuclear power is sorely needed by industry in order to cause a wave of serious investment in realigning the storage terminal industry. “The oil storage industry - future options” is by Charles L. Daly. For further detailed studies in the sector, contact consult@ channoilenergy.com. For more information, www.channoilenergy.comvisit 1. ‘Carbon footprint reportC40 Recharge’, Cars, 2022, available:

The article

Remotely Operated Shutoff Valves (ROSoV) are valves designed and installed for the purpose of quickly isolating plant items which are used for the storage of hazardous substances. These valves are also known as Emergency Isolation Valves (EIV) or Emergency Shutdown Valves TSA(ESDV).associate member JBP, have supplied hundreds of these valves to Storage facilities throughout the UK, Ireland, Mauritius, Kenya, Ghana, The Caribbean, and Algeria. They have also supplied specially Set up for a tank side valve with actuation mounted across the pipework to eliminate the actuator fouling the tank. Hydraulically operated remote shut off ball valves.

News designed hydraulically operated ROSoV to an oil production plant in Africa, where conventional power supplies were limited. For over 45 years, JBP has been at the forefront of piping and valve supplies. With over £5M of stock, and backed by a privately owned international group with over $500M in revenue, JBP has the experience, stock, infrastructure, sustainability, and creativity, to service their customers in over 30 countries. For more information about JBP, please visit www.jbpipeline. co.uk. Contact Steve smcgourlay@jbpipeline.co.uk.McGourlay:

Issue 11 09

Remote operated shut-off valves

Leading up to COP26, the UK Government has also set out its new strategy for Net Zero4. This strategy aligns with the emissions target of net zero by 2050 and a 78% reduction from 1990 to 2035, including international aviation and shipping. It also includes commitments such as that to fully decarbonise electricity generation by 2035, to end the sale of new petrol and diesel cars by 2030 and for all cars to be fully zero-emissions capable by 2035. Funding to kickstart the UK hydrogen economy is also included along with support for two industrial clusters. Many other countries across the globe have also announced or are considering a target of reducing emissions to net zero by 2050. In the transition to a net zero energy system, the bulk storage and energy infrastructure sector undoubtedly has an important role to play. The role, challenges and opportunities for the sector in this context, have been explored in a recent report by The Hague Centre for Strategic Studies. The report, titled “The European tank storage sector: 2050 and beyond”,5 was commissioned by the Federation of European Tank Storage Associations (FETSA), of which the Tank Storage Association is an active member. This is the final report in a series of four papers analysing the role of tank storage in the energy transition. The first paper “The European tank storage sector and the global energy land¬scape” sets the scene by examining broad developments in the global energy sector and their impact on tank storage. The second paper “European tank storage in today’s global value chains: What role does it play in our economy?” outlines the current role of the tank storage sector in maintaining Europe’s prosperity, competitiveness, and geopolitical position. The third paper titled “European tank storage in global supply chains: Outlook to 2030” analyses the role of European tank storage in the global energy

THE EUROPEAN TANK STORAGE SECTOR: 2050 AND BEYOND

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T

As an intermediate step towards climate neutrality, the EU has raised its 2030 climate ambition, committing to cutting emissions by at least 55% by 20302. The UK Government has also committed to achieving net zero by 2050 and the Climate Change Act3, as amended in 2019, reflects this ambition.

he EU has set a binding target of achieving climate neutrality by 20501 This requires current greenhouse gas emission levels to drop substantially over the next decades.

The Hague Centre for publishedStudiesStrategichasits fourth report on European tank storage in global chains.supply

The second pathway (Reform, APS) refers to a scenario in which governments are making some progress toward net zero, but the gap between ambitions and policies is too large, leading to insufficient progress. In the market-driven world described in this pathway, the storage sector would have to be prepared to keep storing fossil fuels while balancing out the increasing

The first pathway (Rivalry, STEPS) emerges as the most pessimistic from an environmental perspective, foreseeing a continued use of fossil fuels and the slowing down of renewables’ deployment due to protectionism and a decline in international cooperation. Against this background, on the global scale, tank storage would continue storing fossil fuels with little change in terms of the large-scale usage of new products. In Europe, the demand for fossil fuels would decrease but not significantly and deteriorating trade relations would disrupt global supply chains, making it more difficult for Europe to satisfy its domestic energy demand, particularly with regard to new energy carriers such as hydrogen, the bulk of which will be imported rather than produced in Europe.

Issue 11 11 system in the medium term (20302035). The new report seeks to distinguish long-term trends for energy infrastructures by analysing technological developments against the background of global climate ambitions.

Furthermore, at least up to 2050, countries around the world will remain dependent on the Middle East to provide energy security of supply. And competition between low-cost suppliers in the Middle East might lead to downward pressure on global oil prices, while volatility and uncertainty will dominate the global market. At the same time, the report notes that a new geopolitical landscape will emerge. This landscape is likely to feature new dependency relations between producers and consumers and the emergence of new power politics in countries with critical minerals and low-cost hydrogen production facilities. Most of the (green) hydrogen used in Europe will likely be produced in countries where renewable energy power can be cheaply and easily generated, such as in the Middle East and North Africa7. Renewable energy generation, on the other hand, is dependent on critical minerals and technologies largely produced in China. Pathways to 2050 It is clear that the pathway to a net zero energy system is yet uncertain.

The international playing field Looking ahead, the report points out to a geographical shift in both oil production and consumption which will centre towards the Middle East and Asia and make carbon neutrality pledges in the long-term highly dependent on the actions of regions outside of Europe6

The report is clear that, the decline of oil in the European energy mix by 2050 and the concurrent increase in usage of alternative fuels will necessitate adaptation of the existing tank storage infrastructure.

Future infrastructure needs

While many alternative fuels such as biodiesel, bioethanol, Hydrotreated Vegetable Oil (HVO) and Sustainable Aviation Fuels (SAFs) can make use of existing infrastructure without requiring any significant or only minimal changes in existing storage infrastructure, most storage capacity would need to be retrofitted in some way, for example to prevent the degrading effect of the new fuel, to adjust to new freezing temperatures or to prevent contamination and microbial degradation. In addition, the report points out to the lower energy density of many alternative fuels. This will result in more storage being needed in order to provide the same amount of energy as today, resulting in the need for investment by operators in the sector as well as additional spatial requirements.

The report by The Hague Centre for Strategic Studies analyses a variety of scenarios, taking into account the perspectives of the International Energy Agency (IEA), Equinor and TNO. It distinguishes three broad pathways to 2050, which account for differing degrees of achieving global climate ambitions.

References 1. ‘A European Green Deal’, European Commission, european-green-deal_enstrategy/priorities-2019-2024/https://ec.europa.eu/info/available:

4. UK Government, ‘Net Zero Strategy: Build Back Greener’, 19 October 2021, available: uploads/attachment_data/government/uploads/system/assets.publishing.service.gov.uk/https:// file/1033990/net-zero-strategybeis.pdf

2. European Commission, ‘Fit for 55: Delivering the EU’s 2030 Climate Target on the Way to Climate Neutrality’ COM(2021) 550, available: eu/legal-content/EN/TXT/https://eur-lex.europa.

8. Equinor, ‘Energy Perspectives 2021 Long-Term Macro and Market Outlook,’ 2021, perspectives.htmlen/sustainability/energy-https://www.equinor.com/available:

3. The Climate Change Act 2008 (2050 Target Amendment) Order 2019, available: contents/madegov.uk/uksi/2019/1056/www.legislation.

storageThestorage-sector-2050-and-beyond/hcss.nl/report/the-european-tank-https://report,“TheEuropeantanksector:2050andbeyond”,isbyIrinaPatrahau,MichelRademakerandLuciavanGeuns.

The bulk storage and energy infrastructure sector would therefore need to respond to changing developments and provide new services in relation to the changing economic and geopolitical landscape.

Above all, as an essential partner in the energy transition, the bulk storage and energy infrastructure sector is committed to the innovation and evolution that will be necessary to succeed and to working with all partners to seize the opportunities of

Fortomorrow.acopy

6. Irina Patrahau et al., ‘European Tank Storage in Global Supply Chains: Outlook to 2030’, The Hague Centre for Strategic Studies, 2022, 5 April 2022, available: to-2030/global-supply-chains-outlook-european-tank-storage-in-https://hcss.nl/report/

7. Jilles van den Beukel et al., ‘The European Tank Storage Sector and the Global Energy Landscape’, The Hague Centre for Strategic Studies, 7 September 2021, available: sector/report/european-tank-storage-https://hcss.nl/

Looking to the future As it looks to the future, the report concludes by highlighting the need for governments across Europe to support domestic industries towards a net zero energy system and in setting up new supply chains. Constructive cooperation both domestically and internationally will also be key in the journey towards climate neutrality. What is clear is that reducing emissions will require partnership, significant investment and wellcoordinated efforts by governments, businesses, supply chains, consumers, and other stakeholders.

5. ‘The European tank storage sector: 2050 and beyond’, The Hague Centre for Strategic Studies, 12 May 2022, 2022-HCSS.pdfTank-Storage-2050-Beyond-assets/Unorganized/European-https://tankstorage.org.uk/available:

of the report, “The European tank storage sector: 2050 and beyond”, visit

The third (Rebalance, NZE) and final pathway, whilst the most desirable from a climate perspective, appears to be also relatively idealistic in that it relies heavily on national governments and companies to act together, whereas historical trends show differently8. In this context, the tank storage will have to adapt to changing circumstances in the global energy market by restructuring their business model and building new infrastructure. With electrification becoming one of the main energy sources, stationary battery storage capacity would have to be extended. Entire supply chains will also have to be established to ensure a stable supply of hydrogen in its different forms (ammonia, methanol, LOHC, etc.).

INSIGHT MAGAZINE12 demand for low-carbon fuels, a task that companies and other players in energy supply chains are already trying to tackle. In this scenario, the report notes that the transition is likely to be characterised by volatility and uncertainty, followed by a more stable period where the world is functioning in a sustainable way. However, it also warns that it is not a given that the transition period will last for a predetermined amount of time. As such, if the ambitions’ gap is not closed, the transition period will continue well until 2050 and possibly beyond.

UK Government publishes Jet Zero strategy News

The Jet Zero strategy sets a trajectory for the sector to reach net zero by 2050, with a pathway that should mean that aviation emissions stay below the pre-pandemic levels of 2019. It aims for domestic flights to achieve net zero by 2040 and for all airport operations in England to be zero emission by the same year. It also includes a progress review every five years. Progress will be measured against the emissions reduction trajectory and key performance indicators (KPIs) which have been set out across each of the policy

The UK government is also moving ahead with the next phase of the £1m competition to provide the first ever net-zero 100% SAF-driven transatlantic flight. The competition was launched in May 2022 to support the delivery of a UK- US flight running on 100% SAF. The winner of is due to be announced by autumn 2022 and the government plans to then work with the winning airline and delivery partners to ensure the flight can take off in 2023. Fore more information on the 'Jet Zero strategy: delivering net zero aviation by 2050', visit aviation-by-2050.zero-strategy-delivering-net-zero-uk/government/publications/jet-www.gov.

In July 2022, at the Farnborough International Airshow, the UK Government lanuched its Jet Zero strategy which outlines out how the country plans to achieve net zero aviation by 2050. Aviation is currently responsible for around 2.5% of global carbon dioxide (CO2) emissions. The UK strategy aims to build on the government’s Net Zero strategy and the Transport decarbonisation plan, which outlines the government's commitments and the actions needed to decarbonise the entire transport system.

Asmeasures.partof the new strategy, the government plans to have at least five commercial sustainable aviation fuels (SAF) plants under construction by 2025. SAF production and uptake will be supported by the introduction of a

SAF mandate by 2025 with the aim to see at least 10% of SAF (c.1.2 million tonnes) in the UK aviation fuel mix by 2030. This is in addition to the ongoing support through the government's advanced fuel competitions. In this context, the government has now launched the £165m Advanced Fuels Fund to support pioneering projects. The fund will be available for three years and build on the progress made in previous advanced fuels grant competitions, such as the Green Fuel Green Skies (GFGS) competition and the Future Fuels for Flight and Freight Competition (F4C).

Issue 11 13

Fuelled by the government’s transport decarbonisation plan, the industry is committed to reaching Net-Zero by The2050.picture varies across modes. Road transport and logistics organisations are currently at a crossroads, deciding whether to move to the erratic HVO market or electric and hydrogen fuelling, which requires higher upfront Aviationcosts. is the hardest area of logistics to decarbonise due to the energy intensity of flying. The focus in the short to medium term is to reduce GHG emissions by accelerating the delivery of sustainable aviation fuels and replacing older planes with newer, more fuel-efficient aircraft. While road and aviation transport and logistics operators plan their next steps, they also face the challenges of maintaining critical assets and reducing risks to the environment, their business, and reputation. Due to the lower GHG emission freight option, logistics operators are shifting modes to rail and water. However, this modal shift makes it even more crucial for rail and shipping operators to ensure they maintain their critical assets compliantly. Your primary (tank), secondary (bund), and tertiary (separator) containment systems are your first, second, and third line of defence against environmental pollution. Regular asset maintenance is essential to keep all pollution prevention equipment working at optimum efficiency, safeguarding transport and logistics businesses handling and storing oil or other hazardous materials.

Evaluating industry awareness

W ith transport the largest contributor to UK greenhouse gas emissions, at 27%, there is an urgent need to act and reduce them.

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Fuelled by byreachingisplan,decarbonisationtransportgovernment’sthetheindustrycommittedtoNet-Zero2050.

The survey explored asset maintenance regimes and knowledge of BS EN 858-2:2003 Separator systems for light liquids, the current standard by which separators/ OF THEANDINFRASTRUCTUREMANAGINGANDTRANSPORTLOGISTICS:CRITICALPREPARINGFORENERGYFUTURE

THE FUTURE

Shirley Miles, Head of Environmental Protection at Adler and Allan, discusses how partnering with a trusted environmental protection provider can help you implement the standards correctly to ensure your critical infrastructure remains compliant.

In May and June 2022, Adler and Allan, along with Logistics UK, ran a series of polls on social media and at the Multimodal exhibition.

• Bund cleaning to remove leaked tank contents, even in hard-toaccess spaces

• Bund audits to assess performance and identify defects before they compromise integrity

Practical plans for primary, secondary, and tertiary containment A pollution incident caused by a poorly maintained asset or inadequate containment is a strict liability offence.

Issue 11 15 interceptors should be operated and

Primary containment (tanks) Primary containment is the most important means of avoiding major pollution events. It includes equipment in direct contact with stored substances, such as tanks, vessels, pipework, valves, and pumps, as well as equipment that prevents the loss of contaminants under abnormal conditions.

In addition to weekly visual checks, you should use a qualified technician to perform a detailed annual inspection and service of your storage facilities.

Proactiveingress risk reduction services and tailored, specialist support can significantly reduce the risk of an environmental emergency – and the penalties imposed following a pollution event.

• Tank cleaning to remove harmful build-up and contamination

•maintained.74%knew the condition of their critical assets, such as fuel tanks, bunds, and separators, and had regular maintenance schedules for each.

Secondary containment (bunds) Regular inspection and cleaning are key to an effective bund maintenance programme, ensuring your secondary containment system is structurally sound and free of contaminants. This should include:

• Just 40% followed the requirement to have automatic warning devices fitted to their separators.

• Similarly, only 40% adhered to the guideline to perform a five-yearly integrity inspection on their separators.

Transport and logistics operators should also commit to preventative measures, including:

Decarbonisation is a defining moment for the transport and logistics industry. Ensuring your critical assets remain compliant helps you rise to the Net-Zero challenge and shape a sustainable business strategy, through the energy transition and Forbeyond.acopy of the white paper, 'Managing critical infrastructure and preparing for the energy future', energy-future-whitepaper/critical-infrastructure-preparing-transport-and-logistics/managing-www.adlerandallan.co.uk/sectors/visit

• Tank audits and inspections to test for leaks and structural concerns

• NDT testing against API standards to evaluate asset quality without destroying serviceability

• Six-monthly inspections by an experienced environmental expert to check levels and functionality of key components

• 56% understood the maintenance regime required by BS EN 8582:2003 for separators.

• Bund lining to protect against deterioration, degradation, and structural weakness.

Tertiary containment (separators) Separators form an integral part of a tertiary containment strategy as they are designed to trap harmful light liquids before they enter the surrounding area. A preventative maintenance plan should cover:

• Five-yearly integrity audits that check for fractures, displacements, and groundwater

Failure to adhere to standards is a key factor in considering enforcement action, with potential fines of up to 100% of an organisation’s pre-tax profits. A robust asset maintenance programme provides information for service log scrutiny during routine inspections or following an incident. It is also an essential part of pollution prevention.

• A separator alarm system that monitors oil, silt, and liquid levels, ensuring assets are operating correctly and preventing pollutants

• Tank lining to protect against deterioration and resist water and chemicals

UM Terminals maintains a broad portfolio of around 40 products that it stores including vegetable oils, industrial, food and feed, chemical, fertiliser, fuels, biofuels and base oils. It achieves this operating out of 8 terminals, strategically located across the UK, with a current capacity of over 300,000 cubic metres of bulk liquid storage, but with an ambition to increase this to around 400,000 cubic Themetres.UM Terminals’ team has recently demonstrated its willingness to flex and invest to meet the needs of one long-term customer in the chemicals sector. The client, headquartered in Scandinavia, had previously taken two small tanks at one of UM Terminals’ facilities. But following an investment in the region of £2million by UM Terminals, the customer is taking a much larger tank that has been specially converted to store an AdBlue product. In addition, the company will also maintain a further tank for a product used in odour Atreatment.further major appeal for the customer is the available logistics network with the flexibility of the products being transport in by vessel or road and out by road.

UM Terminals has many bluechip decades.extendrelationshipscustomerwhichovermany

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Vic Brodrick, who took over as UM Terminals’ interim Managing Director in June, said: “We are delighted to have been able to meet the very specific requirements of a longterm and highly valued customer. We are committed to enabling our customers to grow with us and we pride ourselves on our adaptability and, where appropriate, willingness to invest to ensure that the facilities clients require are best-in-class. Our customers depend on us to meet a wide range of demands, sometimes enabling them to secure further strategic growth and sometimes to meet supply chain challenges necessitating a rethink in the storage provision to ensure business continuity and future resilience. In addition to providing this industrial solutions customer with significantly enhanced storage capability in Liverpool, we are also in discussions with them about them taking additional storage at another of our terminals in the UK.

THE POWER PARTNERSHIPSOF

Vic Brodrick, Managing Director, UM Terminals

U M Terminals has many relationshipscustomerblue-chipwhich extend over many decades. The Liverpool-headquartered company maintains such strong partnerships because of its willingness to invest to ensure that its capabilities continue to evolve to meet the current and future requirements of its clients.

Vic replaced Bryan Davies as Managing Director and is combining his new interim role with his other role as the company’s Commercial Director. He will continue to execute the strategic growth plan that the business launched in September 2020 maximising its UK capability, harnessing the assets of the wider UM Group, and looking for potential acquisition targets.

For more information, www.umterminals.co.ukvisit

Jo Winning, UM Terminals’ Quality Planning & Performance Manager, said: “Our team works tirelessly to ensure that we have the best Quality Management systems in place and all the required accreditations and certifications governing the products that we store for our clients. It is a continual process of learning and auditing and, as with the case of the Halal and Kosher certifications, innovating where appropriate to meet new and changing requirements of our customers.”

Vic said: “These are exciting times at UM Terminals and we are delighted to have been selected by a mix of existing and new customers to fulfil their storage requirements. We also have a small number of strategic opportunities for businesses requiring tanks at our Liverpool sites. These would be of particular interest to companies requiring a deep-sea facility and excellent transport links. Our customers tell us they like our flexible, can-do, customer-centric approach to meeting their supply chain challenges and opportunities. This is and will continue to be the UM Terminals DNA.”

UM Terminals is part of the United Molasses Group, led by CEO Ben Macer. The Group’s other services include the international trading of molasses, the sales and distribution of molasses and the procurement and marketing of vegetable oils for use in the animal feed industry.

Issue 11 17 Our customers value our team’s wider skill-sets including engineering, logistics, health and safety and compliance. Providing our customers with the complete solution takes a real team effort.”

A key pillar to the company’s dedication to delivering the best possible customer service is its dedicated Client Central Services team. Based out of Regent Road in Liverpool and headed by Client Central Services Manager Lynn McCoy, the service integrates all weighbridge and administration from across UM’s 8 terminals. A dedicated portal gives clients instant access to essential weighbridge documentation and current stock levels for each tank. They also have a secure log-in and can access their data 24/7, 365 days a year via a desktop, tablet or mobile Qualitydevice.

UM Terminals is also Halal and Kosher certified at its Regent Road facility in Liverpool, something that was secured to enable it to meet the additional storage requirements of a major customer.

management and compliance is another area in which UM Terminals is continually investing. The company is ISO 9001:2015 accredited and holds various industry assurance schemes including UFAS (Universal Feed Assurance Scheme) and FIAS (Fertiliser Industry Assurance Scheme). It is also COMAH accredited for terminals handling hazardous Mostliquids. recently, the business successfully completed the accreditation process for FSSC 22000, the certification scheme for Food Safety Management Systems, for its Regent Road and Gladstone Dock sites. The scheme uses international and independent standards such as ISO 22000 and ISO 9001 as well as technical food sector requirements.

Supply diversification also features high on the agenda. It is clear that we have now entered a new era, uncharted for our generation, which is having far-reaching impacts on the global energy system and has undoubtedly changed the landscape for consumers and businesses alike. ...but it won’t end tomorrow The energy transition is in full swing. In the UK, the government’s Net Zero Strategy: Build Back Greener1 aligns with the emissions target of net zero SABER exploresEVNATtheuse of technology amid a changing energy landscape.

Undoubtedly, today’s crisis is the biggest since the energy crisis of the 1970s which changed the landscape of the goals and aspirations of Western democracies. However, the question is how today’s challenges will shape the landscape both in the medium and in the long-term. The Golden Age will end…

The verdict about the end of the Golden Age is in plain sight. A number of European countries have already called for a number of measures to reduce energy consumption, such as shutting off electricity for a few hours a day. At the same time, EU citizens have been encouraged to give up using their own cars and switch to public transport, to use water more economically, and reuse it for watering plants, as well as to remove from sockets any switched on charger that is plugged in as this will still use electricity, regardless of whether the device is attached or not.

E

U Member States have committed to strive for a 15% reduction in gas consumption, compared to their average consumption in the past five years, between 1st August 2022 and 31st March 2023. Against the backdrop of a potential security of supply crisis, the EU’s long-term strategy is to reach climate neutrality by 2050. The law also sets the intermediate target of reducing net greenhouse gas emissions by at least 55% by 2030, compared to 1990 levels. The UK Government has also committed to achieving climate neutrality by 2050 and the Climate Change Act, as amended in 2019, reflects this ambition.

IT’S TIME TO CHANGE BACKGROUNDCHALLENGINGAMIDOPPORTUNITIESMINDSET:THESEIZINGA Andrejs Višņausks, Member of the Board at SABER EVNAT

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Amid today’s supply challenges, the energy landscape appears to be characterised by an unprecedented degree of uncertainty. The revival of coal in Poland and proposals with regard to the use of fuel oil to heat homes and offices in several EU countries in the upcoming winter season mark an unprecedented response to the supply crunch.

Issue 11 19 by 2050 and a 78% reduction from 1990 to 2035, including international aviation and shipping. It also includes commitments such as that to fully decarbonise electricity generation by 2035, to end the sale of new petrol and diesel cars by 2030 and for all cars to be fully zeroemissions capable by 2035. The EU has also recently approved to end the sale of vehicles with combustion engines by 20352. However, meeting future ambitions will require the support and contribution of a wide range of players and a broad mix of solutions. Most crucially, the sector will play a key role in supporting access to traditional and suitable energy alternatives as well as in providing the flexibility needed to integrate these alternatives.

While carmakers across the globe launch new lines of electric vehicles, passenger cars, trucks and commercial vehicles available on the market today won’t disappear from our roads for years to come.

While this share continues to increase, and the trend is upward, petroleum products will continue to power mobility particularly in the short and medium-term. It is therefore clear that managing the transition will require careful advance planning and management to ensure the supply chain can be maintained in the interim and to minimise change in the consumer experience. It will also require careful management of existing production resources and the use of systems more efficiently and sparingly. Yes, we can! How can we strike the right balance while significantly reducing resource use? Where are the potential savings in the petrochemical industry? The answer lies in science and technology. Here we present a specific case study by our company at a production facility. When recently installed at a production facility, EVNAT equipment enabled a 75—90% reduction in oil sludge formation in the tanks. This meant savings on reservoir cleaning and better environmental friendliness. The tanks were fitted with EVNAT devices that ensured homogeneous mixing of the product and prevented sludge build-up.

For example, with regard to road transport, the average lifespan of a UK car is about 12 to 13 years and, according to the UK’s Department for Transport, there were around 40 million licensed vehicles on the road at the end of March 20223. Of these, about 1.9 million are hybrid or non-ICE: 4.75% of the total number.

Motor petrol is a kind of cocktail of light hydrocarbons and various additives, sulphur impurities, nitrogen, oxygenated compounds. This substance cannot remain stable for long. Regardless of where petrol is stored, be it a petrol can or a huge tank, it sooner or later deteriorates due to various chemical processes. However, such deterioration process can be slowed down, and petrol production can become faster and cheaper. How does one do that? Let’s explore the reasons for which petrol specifications may change over time, between its production at the refinery and the sale to consumers. This is where we need to understand what happens to petrol or diesel fuel during storage at oil depots. Beside the physical storage of a certain quantity of product, the main purpose of a tank is to secure one of the fuel’s critical properties. That is to ensure the stability of fuel’s specifications under production, storage and use conditions.

Therefore, the introduction of a single innovative development has secured a significant economic and environmental effect. Yet this is but one case: what if this equipment were to be implemented across the entire industry? Test results Let’s consider the device performance as tested at that specific refinery. The device was fitted and tested in a 5000 m3 pontoon tank. The tests were designed to assess the homogeneity of the resulting fuel mixture across the entire tank during compounding (mixing) of several different production components.

That’sproducts.only one part of the solution.

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At the same time, our device helped to guarantee high-quality preparation of raw materials by compounding mixed crude grades, which enabled stable equipment operation and increased the yield of light petroleum

The test conditions were such that the throughput of the pumps that fed those components varied from 48 to 214 m3/h, the performance during circulation reached 160–420 m3/h, the mixed media (components’) density was 560—772.4 kg/m3 When the storage tank was filled through the device, the test results recorded the difference in the petrol density in the tank’s upper and lower parts as 0.3–6.4 kg/m3. The temperature difference between the upper and lower layers was 1 degree Celsius. After the circulation using EVNAT technology, the difference in petrol density in the upper vs lower layers ranged between 0.1 and 1.1 kg/m3. No pontoon fluctuations or whipping were recorded during filling.

The other is just as important: EVNAT technologies at this facility accelerated the production and reduced the prime cost for commercial petrol, thus boosting the refinery’s operational efficiency. In this particular case, our device improved the product to comply with the regulatory quality requirements in the shortest possible time— 1 to 2 hours. Once our equipment was installed at the tank farm for clean petroleum products, homogeneousquality commercial petrol was obtained at the outlet, right as the tank was being filled up. The high mixing speed enabled the refinery to save the energy consumed by the running pumping equipment.

The minimum circulation time with the device was 63 minutes. The results obtained suggest that even the shortest time of circulation with the device ensures an optimal degree of commercial petrol’s homogeneity. Faster mixing also means shorter pump uptime and lower electricity consumption. It therefore saves both time and money—and it is common knowledge that in business these two concepts are equivalent. How does it work?

The most significant physical process to trigger a change in fuel quality during manufacture and storage is the mixing of its components in a tank during the production of a commercial blend. Incomplete and poor mixing of components when making commercial product can cause the stratification of hydrocarbon fuel into fractions, so the lighter ones

3. Department for Transport, Vehicle licensing statistics, transitionfor-55-the-eu-plan-for-a-green-eu/en/policies/green-deal/fit-https://www.consilium.europa.available:

Implementing EVNAT technology our clients get immediate results. These results are not only financially beneficial to the business, but also to the end user as they become reflected in the product price. These savings allow businesses to avoid yet another price hike, compensating for the losses with own reserves. Meanwhile, against a backdrop of rising pump prices, some European countries have even imposed quotas on petrol stations amidst the crisis; and all of the above has impacted the commodity supply chain and ultimately fuelled inflation. A portion of these losses could be avoided or offset by introducing EVNAT jet mixers to the oil industry across the board. This statement is very well grounded. Our technology is powered by scientific research and highly advanced hydrodynamics calculations, as well as by economic calculations. These are just a few specific examples of the application of new technologies. Indeed, there are many innovative solutions in other areas and we are convinced that our technology can revolutionise the sector. Very often these technologies end up unused because of inertia and reluctance to change. Maybe the current crisis will finally result in a mindset shift for the benefit of all? For more information, visit www.saberevnat.eu References

The EVNAT Jet Mixing Device is the best fit for the complete and highquality mixing of fuel components (petrol, diesel, marine fuels), as well as other petroleum products and chemical liquids in tanks. Mixing and homogenisation of the liquid products in tanks of various volumes occur due to the ejection effect created by the device in the entire tank, in a predetermined and precalculated way, either using circulation or filling mode. Fuel, fuel oil, chemicals—you name it… Fuel prices in the current crisis have become an actual marker and key concern for consumers in the UK, the USA, Canada, Japan, and many other countries. We managed to bring production costs down at one facility, where the refinery was able to quickly recover the investment—and ultimately make a profit. Observing these results, we could only hope that the above case would go global. From the outside it seems that nothing can be done about the continuing rise in fuel prices. To increase the profit share, companies need to upgrade their facilities and cut losses that occur at various stages of the production cycle — particularly, during storage and processing. Tank cleaning and oil sludge disposal cost millions of euros annually, and businesses have long since accepted these losses, considering them routine.

1. ‘Net Zero Strategy: Build Back Greener’, Department for Business, Energy & Industrial Strategy, available: publications/net-zero-strategywww.gov.uk/government/https://

2. European Commission, ‘Fit for 55: Delivering the EU’s 2030 Climate Target on the Way to Climate Neutrality’, available: EN/TXT/lex.europa.eu/legal-content/https://eur-

Issue 11 21 with the lowest density tend to rise to the surface, whereas the heavier fractions, being the densest ones, gravitate toward the bottom. Along with that, losses go up as the lighter fractions evaporate. Ultimately, the test results for the entire batch of fuel may show it to be substandard in terms of “density” and “fractional Itcomposition”.isknownthat intensive agitation of the stratified diesel fuel can restore its lubricating capacity to almost the original value. Therefore, the use of mixers in vertical storage tanks in the long-term storage of fuels (especially diesel fuel grades) is highly relevant.

The ATEX Zone 0 robot changes that: it is remote-controlled and takes over the cleaning work so that employees no longer have to enter the dangerous area. Instead, the robot is remote-controlled from a safe distance. The robot is the first one to be certified for ATEX Zone 0 and meets all safety requirements – the same goes for every system

Thecomponent.ATEXZone 0 robot is part of the so called ESOT system (Equipment Set for Oil Tank Cleaning) and is controlled by an operator in a transportable vented cabin (TVC) which contains the radio remote control and the hydraulic unit. The TVC also meets all relevant European safety standards and is certified for ATEX Zone 1. Thus, the operator is at a safe distance in the TVC while the robot is at work. Setting up and controlling the ATEX Zone 0 robot is easy. Our trained personnel accompany and control the robot and, if necessary, will happily instruct the customer’s operators on-site to prepare them for the specific maintenance and cleaning tasks. Remote-controlled tank cleaning for a safe and efficient process

The robot has maximum traction to the floor due to its patented magnetic tracks. That makes it perfectly suited for deployment in the ATEX Zone 0. It further has two semi-automatic settings that make the operator’s job easier by allowing him to concentrate on steering the

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Safe and effective tank cleaning with the ATEX Zone 0 robot. t ENDEGS, we care for the safety of environment and people. Therefore, we have added another pioneering technology to our portfolio of environmentally-friendly emissions reductions services: the ATEX Zone 0 robot as a rental service. The remote-controlled robot enables a safe cleaning of industrial tanks; it is a safe, efficient and costeffective way to remove hazardous and non-hazardous materials from industrial tanks and can be applied in various industries and on a wide range of products. Leveraging the robot, zero emissions develop during tank cleaning. The ATEX Zone 0 robot can be used on its own or in combination with one of ENDEGS’ mobile vapor combustion units (VCU) so that the tank can be degassed with a combustion rate of almost 100 % as well as cleaned. Previously, employees had to work in the dangerous ATEX Zone 0 when cleaning industrial tanks; despite safety suits and masks, they were exposed to a significant health risk.

A

RENTAL SERVICE FOR A INDUSTRIALCLEANINGCONTROLLEDREMOTE-OFTANKS

Kai Sievers, CEO and founder Group

ENDEGS

Compared to manual cleaning, leveraging the remote-controlled robot for tank cleaning is not only safer, but much more efficient and cheaper as well. For one, the chemical protection suites and respirators with air supply required for manual tank cleaning are very expensive. Furthermore, tank cleaning personnel are only allowed to stay in a tank for about two hours at the most. Therefore, as many as 18 workers are needed for three

The ATEX Zone 0 robot in the United Kingdom during training of the staff of the tank cleaner

Issue 11 23 robot. The operator controls the robot out of the TVC via a control panel with two joysticks, a monitor shows each movement of the ATEX zone 0 robot in real time. The robot enters the tank by a ramp and through the manhole. It has a LED light and three ADEX Cameras, eliminating the complication of extra lighting in the tank. It is connected by a hose to a suction truck outside the tank. This quickly removes the material taken in by the suction head, whether it is heating oil, crude oil, sludge or anything else. Due to its small size, mobility and versatile robot arm movements, the ATEX Zone 0 robot can be used in many industries for many different materials. For example, the robot can be used, among many other applications, for pit cleaning, petro-chemical cleaning, chemical cleaning, decommissioning cleaning, cesspit and septic tank cleaning and vacuuming applications.

Operating the ATEX Zone 0 robot out of the transportable vented cabin

Currently, we carry out a pilot project in the United Kingdom, lasting several weeks. During the project, we present the robot to different companies in the entire UK. Besides showing all features and advantages of the ATEX Zone 0 robot in exemplary tank cleanings, we also train the on-site operators in the use of the robot and answer questions. If you are interested in experiencing the ATEX Zone 0 robot in your facility, contact David ForeWendel.more information, visit www.endegs.com; contact David Wendel, Managing Director, at david.wendel@endegs.com or on (0049) 162 243 34 86.

ENDEGS provides the ATEX Zone 0 robot to customers exactly when and for how long they need them. We rent worldwide and take care of getting the equipment to and from the site – wherever it is. Our personnel can also train the customer’s operators on-site. Tank cleaning with or without an additional vapor combustion unit We are looking at more than just the rough cleaning of the tank – we want to make the entire cleaning and degassing process safe and emissions-free. Thus, before the robot enters the tank, a mobile ENDEGS vapor combustion unit (VCU) is connected to it for degassing.

ENDEGS was the first company worldwide to develop a fully equipped, autonomously operated, trailer-mounted vapor combustion unit and thus making mobile degassing and emissions treatment possible for the first time ever. Our combustion units are capable of burning all kinds of gases, gas compounds and vapors of the hazard groups IIA, IIB and IIC with no open flame – making us the only company in Europe being able to do so. The ENDEGS VCUs are available with 3, 5, 10 and 20 MW combustion Connectingpower. a VCU with the tank sets up a slight negative pressure within the tank, preventing vapors from escaping. Manual fine cleaning can start as soon as the robot rough cleaning is finished. Once VCU and robot have done their respective job, the concentration of volatile organic compounds (VOC) in the tank is low. Cleaning personnel in the tank only need to wear a respiratory mask with filter while removing the small amount of material still remaining. The suction tank is degassed as well: As the hazardous materials are pumped into the suction truck, they create dangerous gas concentrations. Instead of just releasing these into the atmosphere – a common but harmful practice – we burn them off with a combustion rate of more than 99,99 % after patent EP2241 806 B1. But of course, the ATEX Zone 0 robot can also be deployed alone and without the use of a VCU.

INSIGHT MAGAZINE24 eight-hour shifts – and 18 hazmat suits and oxygen tanks per day. The ATEX Zone 0 robot only requires two workers for an eight-hour shift; neither needing protective equipment, neither being exposed to hazards and neither coming out of a hot tank drained and exhausted.

Lasttoday?summer, we were struggling with COVID19 restrictions. Physical meetings were impossible. Nonetheless, the pressure for 'Net Zero' continued. COP26 was imminent. Politicians were fully expected to renew their commitment to delivering the 'energy transformation'. BCECA wrestled with the challenge of gathering the decision makers and opinion formers who would tackle decarbonisation at the sharp end. Our first virtual conference took place in October 2021. "Delivering the energy transition" was shaped by organisations with a central role in taking carbon reduction targets from policy to reality. The event attracted

The energy transformation challenge

Engineering contractors played a key role in designing and delivering the infrastructure needed to transport, store and process the new 'black gold'. Storage capacity for crude oil, feedstocks and refined product expanded at sites all over the UK. Harold Wilson once said: "A week is a long time in politics". What would he make of the past year if he were alive

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150 delegates from contractors, consultants, and supply chain partners. Delegates discussed policy, technology, and skills implications of the energy transition. 2021 ended with optimism. A vision for decisive action on the energy transition emerged from COP26. Then everything changed. The invasion of Ukraine caused shockwaves. Prices soared. Energy security was back on the agenda. Bulk storage to buffer against supply disruption is back in vogue, but what about decarbonisation? Has the energy transition stalled, or is the energy transformation the world needs waiting around the corner? Discover more at BCECA's 2nd Annual Online Conference, The energy transformation challenge, which takes place on Wednesday 5 October 2022. Highlights include an assessment of the politics of Net Zero from the Shadow Minister for Climate Change, Dr Alan Whitehead MP and a progress update from HyNet, one of the UK's biggest decarbonisation projects. BCECA members will offer case studies spanning hydrogen, carbon capture, sustainable aviation fuel and enhancing the performance of ageing assets. Financing, skills, and supply chain collaboration will also feature strongly. Effective storage and management of bulk liquids is a key aspect of sustainable process design. TSA members are invited to join the Forconversation.more information and free registration: https://bit.ly/TETC2022 BCECA Chief Executive Tracey Shelley sets the scene for the Association's Annual Conference. The former Prime Minister, Harold Wilson, was a memorable champion of science and technology. On 3 November 1975, The Queen pressed a button in BP's control centre near Aberdeen. Crude oil began flowing from the Forties Field. A defining moment, heralding a golden period for UK energy production.

D antec has paved the way for compositemanufacturinginnovativeofhosesfor more than 50 years, exporting from the UK to more than 60 countries and supporting customers anywhere in the world. Our composite hoses are renowned for their high quality and safety parameters, and we are proud to be a market leader in the industry.

Part of the Elaflex family Becoming a part of the Elaflex group in 2016 signified an important milestone in the history of Dantec - growing from a small, family-run company into part of something much bigger. Elaflex represents a long history of manufacturing safe connections for the transfer of dangerous goods and sensitive fluids, affecting industries like construction, chemicals, energy and many more. With sixteen subsidiary companies around the world, the need for a more universally aligned brand became clear. The rebrand allowed Dantec to better integrate with Elaflex’s own branding, enabling a more synergistic relationship between the two. The quality you expect Dantec’s branding might be new, but it doesn’t signify any differences in the products themselves. Known for high quality composite hoses, Dantec is committed to supplying its customers with the standard of product they expect. This is mirrored in Elaflex’s own values of responsibility, continuity, innovation and flexibility, enabling both companies to offer the utmost in customer service and satisfaction. Paying it forward In addition to the ongoing rebrand within its subsidiaries, Elaflex has recently published its new sustainability strategy, putting environmental responsibility at the forefront of the company’s future. Combining climate protection, recycling initiatives and much more, Elaflex is committed to a sustainable future without compromising on quality. The future in your hands

Dantec has undergone a recent brand overhaul to better align the company with its parent group, Elaflex. Read on to discover how the rebrand has affected Dantec and its customers, and what this means for the future of the company.

The new strategy targets four key areas of sustainabilityDantec undergonehas a recent brand overhaul to better align the company with its parent group, Elaflex.

NEW CUSTOMERSCOMPANYMEANSDANTEC’SPRODUCTS:SAMEBRANDING,QUALITYWHATREBRANDFORTHEANDITS

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climate protection, human health, conservation of resources and carbon emissions reduction. For each area, Elaflex details the company goals and the steps being taken to meet them. Climate change is a global issue, and businesses should be increasingly aware of the impact of their entire supply chain in order to truly make a difference. That’s why Elaflex has developed strategic operational changes like increased digitisation and energy-efficient fittings, helping to create a sustainably efficient manufacturing facility so customers can be sure their supplier is aligned with their environmental goals.

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Across the Elaflex group, quality products are to be expected and work is made to last. This durability helps to reduce the need for production further down the line, creating a smaller carbon footprint than products of poorer quality. The Elaflex group is committed to innovating high-quality, longlasting products that stay with our customers for decades to come, manufacturing responsibly and reliably.

Dantec as part of Elaflex: Looking forward The future is bright for Dantec as part of the newly rebranded Elaflex group. Combining Dantec’s high quality composite hoses with the far-reaching industry expertise of Elaflex enables customers to access even better connection technologies that enhance the safety and security of their dangerous materials, whatever the industry. To find out more about how Dantec’s composite hose products can support your tank storage needs, visit www.dantec.com.

Across the Elaflex group, quality products are to be expected and work is made to last.

The health and safety of employees is top priority for Elaflex, which is why the company has committed to a focused strategy for improving working conditions across its departments. From company sports initiatives to ergonomic office environments, the health and happiness of employees is always at the forefront. Plus, by working with a full-time occupational safety specialist, Elaflex has been able to almost eliminate workplace Managingaccidents. waste output is a key part of the strategy, and Elaflex believes that avoidance is better than recycling where possible. That means that the company has worked to create less waste from the start, rather than focusing solely on recycling initiatives. Through this framework, digitisation has enabled Elaflex to become a paperless factory. Where waste is unavoidable, rigorous recycling projects for materials such as brass or aluminium have been undertaken to ensure as little as possible is wasted.

JOINING FORCES

Case Study

One of our valued customers, the aviation division of one of the world’s oil and gas supermajors, has recently benefited from this relationship. In 2021, we were successful in tendering for the Ferrous Protection has joined forces with companies.wastetanktheServices,EnvironmentalQualitechoneofUK’sleadingcleaningandmanagement

What does this merger mean for the customer? Well, there are two main benefits on offer:

2. Having the full project (from tank cleaning and waste removal, through to inspection and repairs, surface preparation, tank lining, re-inspection and handover), all under one roof can cut down on the admin, and the headache, of our customers. The customer can still have full control over the project, but through a single trusted point of contact rather than several, often many, points of contact across different contractors.

F errous Protection have been recognised as a leading supplier of specialist bulk storage tank lining and industrial painting solutions since the early 1980s. Even in our early years, we saw technical innovation as an essential tool in achieving our ambition of leading the corrosion protection industry as we spearheaded the drive to bring solvent free epoxies into mainstream tank lining in the UK. Since then, we have worked with a wide variety of customers in most continents across the globe to protect their bulk storage assets and associated infrastructure from corrosion and chemical attack; from small manufacturing and chemical process plants to tank farms and many of the oil supermajors. Here comes the exciting news – we have now joined forces with Qualitech Environmental Services who are one of the UK’s leading tank cleaning and waste management companies. Qualitech are well known in the industry for delivering customer focused waste management and effective tank cleaning solutions with capability to clean anything from septic tanks to large petroleum storage tanks.

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1. We are not a ‘jack of all trades’, we are two specialist companies combined meaning our customers can take advantage of having multiple areas of expertise all under one roof. The benefits here are significant cost and time efficiencies and improved quality associated with being able to share and apply that specialist knowledge internally.

The tank re-lining works included: and shipping of ten 20’ containers and hazardous goods cargo. of scaffolding using a vetted and trusted subcontractor. of perimeter fencing, and implementation of Ferrous Protection permit to work system. space entry and provision of an emergency rescue and safety standby team, including both vertical and horizontal emergency extraction. of engineering controls and monitoring of atmospheric conditions within the storage tanks. and downgrade of residual fuel to arctic diesel. cleaning using high pressure water jetting & onsite filtration of contaminated washings down to 3.5ppm. thorough blast cleaning of the internal substrate using an inert, naturally occurring, and eco-friendly blast media. of all steelwork defects. of International’s Interline® 982 two-component holding primer by airless spray. of a stripe coat using International Interline 984 solvent free epoxy phenolic to all edges, welds and intricate areas by brush and roller. of a scrape coat where required to work the epoxy phenolic into any excessive pitting. of the epoxy phenolic to the full internal substrate by airless spray. inspection of the newly applied lining including holiday detection, visual inspection, DFT checks, and Methyl Ethyl Ketone rub test. All snags were marked up, repaired and re-tested. test, re-instatement of gaskets, closure of the tank and handover to the client. Submission of a fully detailed QAQC dossier. just in time for the fjord to freeze back over. The application of the new Interline 984 epoxy phenolic tank lining system offers the tanks another 1215 years life to first maintenance and is critical in allowing Greenland’s main air transport hub to continue Followingoperating. initial engagement with Ferrous Protection on the project in 2021, the client was facing supply chain difficulties with the tank cleaning contractor they had appointed - the appointed contractor could not meet the

Issue 11 29 major fuel infrastructure upgrade of Greenland’s largest commercial airport and main air transport hub. The project includes the corrosion repair, and application of AkzoNobel’s protective threecoat epoxy system from its International® brand, to 1.4km of fuel transfer pipeline and the relining of six bullet tanks and a flat bottom storage tank with Interline® 984 epoxy phenolic at 400μm d.f.t.

• Very

• Application

• Confined

• Application

• Preparation

• Application

• Mobilisation

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• Soak

• Implementation

• Pumping

• Demobilisation

• Installation

• Erection

• Tank

• Application

• Detailed

• Benefit from Qualitech Environmental Services’ extensive knowledge and expertise in the waste management sector to minimise the environmental impact of the works.

We are now on track to complete the fuel infrastructure upgrade two weeks ahead of schedule, with high safety standards maintained and with minimal impact on the environment to allow Greenland’s biggest commercial airport to continue running for years to come.

• Take advantage of both Ferrous Protection’s and Qualitech’s extensive combined experience in the storage tank industry.

Qualitech Environmental Services were subcontracted through Ferrous Protection saving the customer precious time going through the procurement and prequalification process again. We had also already began planning the lining phase of works to start this year, so Qualitech were able to use our knowledge to help them effectively plan their work and mobilise extremely quickly which was critical given the logistical complexity of working in such a remote corner of the world.

• Avoid pitfalls through using one company for both phases of the work.

• Save time and cost through reduced admin and avoiding duplication of effort associated with engaging with multiple contractors.

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Qualitech were also able to temporarily store their contaminated waste locally which was dealt with alongside our contaminated waste during the re-lining phase this year, saving the customer money by halving the number of times they would need to ship and dispose contaminated waste across the two Inphases.short, through Ferrous Protection and Qualitech coordinating their efforts and offering two specialist services under one roof, the client was able to:

• Find a prompt and effective solution to their time critical problem.

the client, we teamed with Qualitech Environmental Services to undertake the pre-clean of the flat bottom bulk storage tank to facilitate an initial tank inspection.

To discuss how you might benefit from Ferrous Protection’s and Qualitech’s partnership or either of our services, feel free to get in touch with Ferrous Protection's Projects Manager Dominic Marshall on +447540222477 or dominic@ferrousprotection.co.uk.

Hazardous Area Classification CLASSROOM: 11–13 OCTOBER Identify how flammable atmospheres can form and methods for classifying them into zones. Human FoundationFactors CLASSROOM: 17–21 OCTOBER Learn the importance of human factors in highhazard industries and how these influence behaviour. Managing Fatigue ONLINE SELF-PACED Learn how to recognise the symptoms of fatigue across all operations with our free eLearning course. Introduction to Process CLASSROOM:ONLINEManagementSafety(PSM)SELF-PACED4-6OCTOBER This training addresses hazards in most industries, providing assurance of wellmanaged risk. Get 20% off with code TSA20 Mitigate risk in hazardous work. Looking for in-house training? We tailor existing coursecontent and develop uniquebespoke programmes. Risk Management Training And more available at

n 2019, the oil terminal industry witnessed a new era in tank cleaning safety with the entry into the market of Re-Gen Robotics. In three years, Re-Gen Robotics has established its reputation in Europe, as the ‘go to’ company for 100% no man entry tank cleaning Respondingsolutions.tothe rising number of confined space deaths, the team at Re-Gen Robotics have spent years researching and designing a bespoke robotic cleaning service to eradicate the need for human entry into tanks. They have redefined how the dirtiest most dangerous tanks are cleaned and have set a new benchmark for tank cleaning in the sector. Ensuring tanks and related equipment are maintained and inspected according to the highest industry safety standards sits at the core of Re-Gen Robotics’ mission. They understand that finding the most efficient, safe, economical, and environmentally friendly method of cleaning oil storage tanks is essential to ensure that proper cleaning is available to every terminal operator in the Operatorsindustry.inturn are aware of the moral and business imperatives of providing safe practise to protect employees, contractors, the community, and the environment in which they operate. That’s why the team at Re-Gen Robotics is relentlessly pursuing safety first before everything else – to eliminate fatalities and personal injury in the sector. With access to the latest and best in technology and innovation Re-Gen Robotics’ has created the demand in the industry for safe, reliable, affordable, robotic tank cleaning and monitoring solutions. Re-Gen Robotics is the first and only Zone 0, EX certified, remote controlled, 100% ‘No Man Entry’ robotic tank cleaning company, in the UK and Ireland. Its patented tank cleaning service is significantly adding value to their clients’ reputations and bottom line. The industry demand for a safer cleaning technique has given rise to the development of remotely controlled robotic tank cleaning systems that have eradicated the need for manual cleaning - the most basic and dangerous service on the market. The industry now recognises that this method has very few benefits when compared to its many dreadful Asdownsides.theindustry embraces change and introduces new innovative technology

FACTORS

SERVICETANKSMART,SELECTINGCONSIDERINGWORTHWHENASAFE,EFFICIENTCLEANING

Ensuring tanks and related equipment are mission.Re-GensitssafetyhighestaccordingandmaintainedinspectedtotheindustrystandardsatthecoreofRobotics’

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I

Set up speed Re-Gen Robotics is classed as a medium risk contractor. This reduces paperwork and permits, there is no requirement for capital outlay or spading of tanks. From arrival onsite, to the robot entering the tank is approximately two hours. As well as this the job can be done from 45% up to 80% faster in comparison to traditional methods. Efficiency Significant reduction in downtime of tanks, leads to increased efficiencies for the client. One of the leading causes of downtime in plants is human error. Workers performing monotonous and repetitive tasks will often experience mental and physical fatigue — leading to unwanted errors and potential injuries. Robotic cleaning systems helps ensure production doesn’t slow, getting tanks ready up to 50% faster than human cleaning crews.

The self-contained system includes vacuum, jetting, cranage, and robotics, with nothing extra to hire or buy, simplifying the entire tank cleaning process. Productivity is enhanced and tanks are brought into operation again more quickly. Re-Gen Robotics is continually investing in New Product Development to propel safety in the industry forward and set new standards. This includes a range of telemetry technology in our vacuum trucks, new tech for our control units, robots and ancillary equipment such as multiple washing and suction heads - that will allow us to carry out more and more diverse tasks remotely. Depending on the type of tank and the type of material present, we have various detachable washing heads for our Zone 0 EX rated robotic equipment. The team With an ambitious, young team driving the company’s success, they have single-handedly disrupted the oil tank cleaning sector by establishing new norms of safety, service, integrity, and trust. The team is agile and ready to meet the needs of their customers, staying close to them to ascertain what additional features they can create to provide them most value. Since 2019, ReGen Robotics has made £7 million investment across all key areas of their service, in preparation for significant

Both robotic tank cleaning and automated systems feature closedloop cleaning circuits and a highly efficient hydrocarbon recovery system to protect the environment. Manual cleaning uses an open system and does not recycle the leftover waste, which places a tremendous load on people and the environment.

Intelligent reporting The intelligent reporting facility helps clients understand and respond to what is happening inside their tanks. These are easily adapted to provide bespoke reporting solutions depending on clients’ needs.

Our combination unit provides realtime information on all key parameters including waste generation, hours worked per day, water consumption on each project and jetting pressures recorded for the duration of the tank clean.

Cost On a day rate the manual cleaning and the automated option may seem more cost effective but ultimately robotic tank cleaning requires less expense. A fully contained system is provided so no scaffolding, cranage or vacuum jetting is required. Because the service in 100% no man entry, standby rescue teams are not required.

Issue 11 33 onto sites to replace dated methods, terminal operators are profiting from major operational benefits including: Safety Our process is strictly 100% no man entry. The protection of personnel is the cornerstone of our business. The robotic operator manages all aspects of the tank clean from a dedicated, air-conditioned control room through a series of ATEX cameras and gas monitoring equipment. This ensures every clean, no matter what category of tank is uncomplicated as the operation is remotely controlled with permanent visual connection.

Our equipment

Environmental impact

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Additionally,Award. Managing Director Fintan Duffy won the Outstanding Achievement category at The Global Tank Storage Awards 2022, held in Rotterdam in May. He was recognised by the judging panel for his commitment to his role and for his achievements in non-man entry tank

To date the company has eliminated 11,000+ hours of CSE cleaning in tanks. Over 40 tanks consisting of white oil, black oil and distillate tanks in gas plants have been cleaned and they have completed the first worldwide, 100% no man entry tank cleans for oil majors such as Shell, Phillips 66, Vermilion, ExxonMobil, Valero among Theothers.industry understands that ReGen Robotics is resolutely committed to safety and performance that goes far beyond their requirements. By engaging Re-Gen Robotics’ tank cleaning services, terminal operators’ own business performance, competitiveness, and reputation are reinforced. Recent awards Re-Gen Robotics was recognised with the Safety Technology Award at the 2020 Global Tank Storage Awards, for revolutionising safety in the tank terminal industry. They were awarded for ‘adding an additional layer of safety to oil terminals and eliminating the risk of injury or death to employees in the surrounding area’. In December 2021, the company was recognised with three awards at the Energy Industries Council Awards, including the Innovation Award, the Sustainability Award, and the prestigious Company of the Year

Our service Re-Gen Robotics offers four main robotic tank cleaning services to include Fixed Roof, Floating Roof, Heavy Fuel Oil and Coned Floor Wecleaning.usean integral approach where we involve our clients so we can tailor our service to their cleaning requirements. We monitor the entire cleaning process to optimise a quality result and the efficient use of water and energy. Our R&D Department tests and implement the latest tech to ensure that we not only meet client requirements but also comply with highest safety standards. Our work Re-Gen Robotics enables oil terminal operators to safely and efficiently managing their tank cleaning schedule

Forcleaning.further information, www.regenrobotics.comvisit

transitionhastothein“Thisyear’seventallowsustoconsiderlatestinnovationsanddevelopmentsthebulkliquidstorageindustry,whilealsohighlightingourfocusonfutureofthesectorinthejourneyclimateneutrality.Ourindustryakeyroletoplayintheenergyandbeyond,andisalreadyactiveinanumberofareasthatwilldrivesuccessgoingforward.For

2022 Tank Storage Conference & Exhibition

The UK’s flagship event for the bulk storage and energy infrastructure sector provides one of the best opportunities for anyone interested in effective and safe bulk liquid storage operations to come together to share knowledge and network.

News

Peter Davidson, Executive Director of the Tank Storage Association, said:

Issue 11 35

example, with regard to transport, it is widely accepted that future solutions will encompass a wide range of technologies. Low-carbon liquid fuels will play an essential part for sectors

The Tank Storage Association’s Conference & Exhibition returns to the Coventry Building Society Arena on Thursday 22 September 2022.

The conference programme once again features top keynote speakers from regulators and industry, as well as subject experts offering delegates thought-provoking discussions and thorough analyses on a range of key industry Delegatesissues.will get the chance to delve deeper into up-to-the-minute topics relevant to the bulk storage and energy infrastructure sector, including the energy transition, Net Zero priorities, demand trends and supply infrastructure, and much more.

emergingpotentialvitaldutydirectly,thathavelimitationsinusingelectricitysuchaslong-distanceheavy-transport,aviationandshipping.Thetankstoragesectoralsohasaroletoplayinunlockingtheofhydrogenwhichisfastasapotentialenergysolutionforarangeoftransportmodes,includinglargegoods vehicles,where it is proving difficult to meaningfully reduce emissions. The Conference & Exhibition will provide us with an opportunity to hear from a panel of renowned experts about the challenges and opportunities for our sector against a complex and evolving Registrationlandscape.”isstill open for delegates. The TSA looks forward to welcoming members, exhibitors and delegates on 22 September 2022. To stay connected until then, please schedule a call with our conference organisers on 01462 488232 or write to Fortsa@tankstorage.org.uk.allthelatestnewsand updates, follow us on LinkedIn, Twitter and Instagram. For more information about the event and an agenda, visit conference-exhibition/.https://tankstorage.org.uk/

• SAF must meet strict sustainability criteria including delivering at least 50% GHG savings relative to fossil jet fuel.

Deb Pal, Consultancy Director, Stopford

INSIGHT MAGAZINE36

Theemissions.combination of bio and synthetic SAF has the greatest potential to reduce the carbon footprint in the aviation sector in the medium term. Governments are introducing tax incentives for the manufacture of SAF. In August, US Congress passed the Inflation Reduction Act of 2022. Among the incentives in the act is a SAF fuel tax credit of $1.25 to $1.75 per gallon, depending on usage and Inproduction.theUK,the government announced in July the following measures following a consultation1 to:

• SAF mandate equivalent to at least 10% (c1.5bn litres) of fuel to be made from sustainable sources by 2030. The mandate will operate as a greenhouse gas emission reduction scheme with tradeable certificates.

In this Stopfordarticle,advises on recent andareaspromotingAviationofandtheinvolvementinitiativesgovernmentanditsindevelopmentmanufactureSustainableFuels(SAF)theseviainnovationcollaboration.

W orldwide, the aviation sector generates 3% of all greenhouse gases (GHG). A myriad of future technologies are being explored in the aviation sector to reduce GHG’s, such as hydrogen, fuel cells and, electrification. However, they all present challenges, especially for long haul flights that requires fuel to have a high energy density. In the short and medium term, SAF has been identified as a pathway to reducing greenhouse gas (GHG)

• SAF derived from hydroprocessed esters and fatty acids (HEFA) will be capped and a PtL subtarget will be introduced to encourage the development of strategically important SAF pathways.

Stopford are working with partners to produce SAF from a variety of waste products; one such feedstock is nonrecyclable waste plastic. There are several challenges, from availability of sufficient quantities of feedstock to certifying the fuel as a SAF. SAF must have the same characteristics as conventional jet fuel, i.e. it must be fully fungible. No modifications are required to the aircraft engine or any of the fuel delivery infrastructure to use SAF, so the same tanks, pipes and hydrant

• Eligible fuels will be wastederived biofuels, recycled carbon fuels (making use of unrecyclable plastic and waste industrial gases) and power to liquid (PtL) fuels.

TAKINGAVIATIONDECARBONISING–SAFOFF

• The mandate will apply to jet fuel suppliers and will begin in 2025, outside of the Renewable Transport Fuel Obligation (RTFO).

The standard practice for evaluation and approval of aviation fuels (ASTM D4054) is expensive (costing in excess of $5 million) and time consuming (3-5 years) and the US aviation industry and regulators have recognised that a different approach is required for SAFs.

The TSA has a critical role in ensuring that the storage and distribution sector facilitates the increased production and throughput of SAF across UK airports. We are pleased to be partnering with Word Fuel Services to present more insight on the Take-off of SAF at this year’s TSA

An overview of the PtL process Stopford are currently identifying areas for collaboration with Cranfield University in several areas within the circular economy. Cranfield University have a long and distinguished track record in aviation innovation and development. They are developing and optimising the PtL process with industry partners so that it can be effectively scaled up.

Issue 11 37 systems can be utilised. International specifications have been developed for jet fuel, such as ASTM D1655. This standard specifies criteria such flash point, freezing point, combustion heat, sulphur content, viscosity, thermal stability and density. The specification for technical certification of SAF is ASTM D7566. Once certified, SAF can then be blended up to a maximum certified limit with conventional jet fuel. In addition, the production route of SAF must also meet a set of sustainability criteria to be eligible for use within the ICAO Carbon Offsetting and Reduction Scheme for International Aviation, more commonly known as CORSIA.

References 1. Mandating the use of sustainable aviation fuels: the-uksustainable-aviation-fuels-in-mandating-the-use-of-uk/government/consultations/https://www.gov.

2. Cranfield University, slides on SAF from Dr Ming Ming Zhu

ASTM D4054 was modified in 2020 to include a fast track option, which is a faster and more cost effective route to entering the SAF market. There are currently 9 approved aviation fuel alternatives, which include fuels using feedstocks of waste oils, biomass (from a variety of sources), natural gas, coal and algae. Fuel using waste plastic as a feedstock, processed using pyrolysis and hydrotreatment, is not currently approved. Work is being conducted to demonstrate that this process is suitable for an additional annex to the standard, widening the process routes available and, to be considered for fast track approval.

ForConference.furtherinformation, visit www.stopford.co.uk; contact Deb Pal, Consultancy Director, at deb.pal@stopford.co.uk.

The UK government in their Jet Zero strategy state a PtL sub-target. The PtL-Power to liquid process seeks to address concerns that other process routes have the potential to increase the use of natural resources, land, water and food sources. PtL, which produces synthetic liquid hydrocarbon fuels using renewable electricity (for hydrogen generation from water electrolysis) and non-fossil carbon dioxide (CO2) as the main feedstocks, is seen as a promising SAF pathway. A flowsheet2 of the process is shown below.

INSIGHT MAGAZINE38

The clock ticks for the Bulk Liquid Storage industry to address the skills gap!

In the industry's early days and certainly, when I joined, we undertook 'simple' operations within a 'dirty' environment. Training was 'on the job' provided by 'experienced' operators, embedding the practices of the time and age. Jobs were generally gained through who you knew, but it was (and is) a career with a secure future. Over time, qualifications emerged that strove to improve our standards, underpinned by the Level 2 Diploma in Bulk Liquid Operations, a qualification that has stood the test of time for over 25 years. However, progress beyond this has never been structured, instead relying on the varying career pathways within individual companies. An industry in transition – let’s capitalise on this We are an industry in transition; you could argue that we always have been. I have seen many changes in my time, be they technology, infrastructure, or both, especially as we have moved through the changes brought about by the PSLG and associated reports post the 'B' word! However, this transition is different. It is fuelled by an environmental shift and a focus on new energy sources such as hydrogen and ammonia, as well as exploring emerging technology around carbon capture. All of this while we must continue to drive the need for safety in the legacy fuels and chemicals that will undoubtedly be with us for the immediate future. Our industry challenge as these more 'complex' processes around greener fuels take hold, is that we attract a new generation of people to pick up the baton to inspire, promote and drive forward safety and operational excellence that underpins what we do! But, to capitalise on this, we need to offer a better career pathway that will not only develop those within our industry but also attract new talent in.

BRIDGING THE SKILLS GAP!

T he bulk liquid storage sector has been my life for over 30 years. I love the people, the structures, architecture, technology, and its role in UK PLC. I’m passionate about its future, but I am also concerned. I, like others, see an emerging skills gap as my generation start to look towards the setting sun, while emerging generations do not see our sector as an aspirational option for career progression.

Career expectations are changing; our sector needs to keep up Younger generations are not only looking for defined career pathways, they are also intelligently looking at the 'transferability' of the skills they have gained within differing (and competing) sectors. They are also evaluating their employer's 'green'

Author John Reynolds, Managing Director, Reynolds Training Services. For more information, www.reynoldstraining.comvisit

The opportunity to attract talent We are making progress, but in truth, it is slow. We need the whole sector to get behind this and increase the pace. If we don’t address the skills and training gap now, we will not have the skilled operators to manage the inevitable changes in our sector, and that is a very bleak outlook for an industry I have committed my career to. The opportunity to attract new talent is within our grasp, and it will enable us to transition more smoothly. If we embrace career pathways and work together to drive this forward, we will continue to deliver for UK PLC and lead others in this transitional phase that we are on the threshold of. Lets do this!

• Level 2 Diploma in Bulk Liquid Operations • Apprenticeship Route – forged by the Science and Manufacturing Technician Standard, with the Bulk liquid Terminal Technician Specialism • Level 3 Diploma for a Bulk Storage Operator Technician (L3 BSOT) • Level 5 Principles and Practice of Process Safety Management. We talked earlier about renewables such as hydrogen. This as an alternative fuel is beginning to get real traction. Still, with that traction, we also need to develop competence standards to meet and maintenance needs, be that process or personal Cogent,safety! along with the TSA and others from the industry, have picked up that baton, and national occupational standards for production, storage, and distribution are currently being developed. This is positive for our sector. If we get the career path right, it will enable us to lead in attracting talent. The apprenticeship route should be the foundation stone that attracts new young talent into the sector; it is, after all, a route designed by industry for industry to not only deliver but evolve as we evolve and transition.The qualification that underpins this route (L3 BSOT) is also approved by IChemE, providing successful learners with Engineering Technician status and a wider career pathway. In the next three months, we will have operators from the OPA, BP, Exolum, and OIKOS qualified to this level – a significant move forward and achievement for the individuals personally, their respective companies and our industry!

Issue 11 39 credentials as this directly impacts how we are seen by society as a whole! The 'one company career' is very much changing. The widening skills gap is rapidly moving towards a skills crisis. Without change, we risk losing talented people to other sectors attracted by cleaner, greener credentials compounded by the natural loss of immense knowledge, skill, and experience through retirement, removing the educational foundation that not only maintains this knowledge but also drives development. Our focus on career structures needs to shift. We need to provide a pathway that not only ploughs our own furrow but also aligns with other careers because, without this, all we are offering is a job! And that is not going to cut it in attracting the talent we want. Structured training and qualifications are key We have made a start. Over the last ten years and particularly the last 5, the focus has begun to change, and a pathway started to develop; for example, we have:

INSIGHT MAGAZINE40 TSA Insight Magazine - Issue 11 Tank Storage Association Devonshire Business Centre Works LetchworthRoadGarden City Herts. SG6 1GJ United www.tankstorage.org.ukKingdomT.+44(0)1462488232 info@tankstorage.org.uk Follow us CONTACT US The voice of the bulk storage and infrastructureenergysector

“This is a significant milestone in the journey of Alkion and is welcome news for everyone in the Alkion leadership team,” says Rutger van Thiel, CEO of Alkion and partner at Coloured Finches. “Alkion will be joining a European leader in our industry, which will ensure continuity of service to our customers in our nine terminals and an exciting work environment for our teams. Under Koole ownership Alkion will continue investing significantly in our locations in particular towards providing flexible storage solutions for our industrial clients and the energy transition and maintaining a high performing asset base from a health and safety perspective.”

KOOLE TO BUY ALKION

Advario and Braskem Idesa have signed an agreement to build and operate a 50/50 ethane import terminal at Coatzacoalcos, Mexico. Construction of the $400m Puerto Mexico Chemical Terminal (TQPM) began in July, with completion scheduled for late 2024. The greenfield site will be connected by an 11-km pipeline to Braskem Idesa’s nearby petrochemical plant but will also offer cryogenic ethane to other industrial users in the region.

WWW.HCBLIVE.COM STORAGE TERMINALS 09

The transaction is subject to customary approvals; it is expected to close by the end of this year.

“This partnership allows Braskem Idesa to work with one of the most distinguished companies in the sector, adding technology, experience, and recognised safety excellence to TQPM’s operations. We are delighted with the announcement of this joint venture,“ says Stefan Lepecki, CEO of Braskem Idesa.

Alkion has nine bulk liquids storage terminals located in France, Italy, Spain, Portugal and the Netherlands, with a combined storage capacity of some 1.2m m3 and plans for significant organic growth. Koole Terminals has 11 sites in Europe with total capacity of some 4.1m m3, also offering processing, logistics and other services.

“The development of the Puerto Mexico Chemical Terminal is another important example of Advario’s commitment to partnering with leaders in the industry and focusing on growth opportunities within chemicals, gases, and new energies,” says Bas Verkooijen, CEO of Advario. “We look forward to a long and

www.alkion.comkoole.com

“The investment in our new diesel storage adds to our existing strategically located fuel terminals business and makes us the largest independent fuel terminal storage and services provider in WA,” says Dr Grant Lukey, Coogee CEO. “Our existing facilities along with these new tanks offers the fuel majors optionality and access to a very efficient open access commingled fuel storage facility.” www.coogee.com.au

Koole Terminals is to acquire Alkion Terminals after a binding agreement was signed by the two terminal operators and Alkion’s backers, Coloured Finches and InfraVia. The deal will create a European network of 20 terminal facilities with a focus on chemicals and biofuels, contributing to Alkion’s vision of a more consolidated terminal industry in Europe.

John Kraakman, CEO of Koole, adds: “This transaction will expand Koole’s position in storing chemicals and biofuels products by gaining the experience of a European leader in these market segments. It is also in line with Koole’s strategy of diversification in providing supply chain integrated solutions to its customers to facilitate the transition to a low carbon future. Furthermore the acquisition will continue the company’s international expansion and further cements its role as a leading European liquid bulk storage platform.”

MORE DIESEL FROM COOGEE Coogee has started work on the construction of 120,000 m3 of diesel storage at its Kwinana terminal in Western Australia, doubling capacity at the site. The work is part of the federal government’s Boosting Australia’s Fuel Storage programme designed to improve long-term fuel security. The new tankage is due in service in June 2023.

NEWS BULLETIN STORAGE TERMINALS

ADVARIO INVESTS IN MEXICO

Magellan Midstream Partners has closed the sale of its independent terminals to Buckeye Partners for $435m. The 26 refined products terminals in the south-east US offer some 6m bbl of storage capacity but are not connected to Magellan’s broader pipeline and terminal network. Magellan says it will use the proceeds in line with its capital allocation priorities, which may include equity repurchases.

The partnership positions Stolthaven Terminals to respond to growing customer demand for high-quality bulk liquid storage in the region, says president Guy Bessant: “A terminal in Taiwan would be complementary to our existing global network and increase the reach of the supply chain solutions that we are able to offer our customers. It will focus on the safe and efficient handling and storage of chemicals and industrial gases for local and multinational companies, including those with manufacturing operations in Taiwan.”

www.stolt-nielsen.com

“OCI’s decision to invest in tripling its ammonia import capacity in Rotterdam perfectly fits our plans,” adds Allard Castelein, CEO of the Port of Rotterdam. “Our ambition is to be a carbon-neutral port in 2050. This regards not only the industry in the port area, but also shipping. Ammonia is not only a hydrogen carrier and a feedstock for the chemical industry, it’s also an important renewable fuel for the shipping sector. To be able to bunker ammonia, steps such as OCI’s need to be implemented to increase the base. As sailing on ammonia is something new, we’re working hard together with the business community and public authorities to have the regulations and safe handling procedures for ammonia bunkering operations in place in time.” www.oci.nl

MAGELLAN SHIFTS FOCUS

Magellan has meanwhile reported second quarter net income of $354m, up from $280m

“These terminals are highly complementary to Buckeye’s existing terminal business and enable us to further strengthen our offering to our valued customers in the southeastern US and nationally,” says Todd Russo, Buckeye’s CEO. “The team is excited to integrate these assets into our diversified global terminal network, and we welcome our new team members as we begin what will be a seamless transition for all customers.”

10 HCB MONTHLY | SEPTEMBER 2022 successful collaboration and to bringing our depth of expertise to this exciting project.” advario.com STOLT FINALISES TAIWAN JV Stolhaven Terminals and Revivegen Environmental Technology have signed a joint-venture partnership confirming their plans to build a new greenfield terminal in Kaohsiung, Taiwan, having signed a letter of intent in September 2021. The two companies have completed a comprehensive feasibility study and are now working towards a final investment decision, expected over the summer.

“As a global leader in ammonia production, trading and distribution, this project is a very logical step to leverage our incumbency status in Rotterdam to enhance our ammonia value chain: never has this been as vital as it is now,” says Ahmed El-Hoshy, CEO of OCI. “We are pleased to announce this milestone, enhancing a key ammonia import and future bunkering hub and aggregation point for low-carbon ammonia at a world-scale port, which will serve as an important avenue for clean ammonia imports from our global facilities and addresses current and future European hydrogen deficit needs.”

AMMONIA GO-AHEAD IN ROTTERDAM OCI is to move ahead with a significant expansion of its ammonia import terminal in Rotterdam that will triple throughput capacity to 1.2m tonnes per year by 2023. The decision to go ahead with the work follows what OCI says is a “significant increase in ammonia imports” over the past year to compensate for lower European production as a result of volatile and high gas prices. The expansion of what is Rotterdam’s only ammonia import facility will also help meet emerging large-scale demand for ammonia for use as a low-carbon fuel, particularly in the maritime sector. OCI has also mapped out a further expansion that could increase capacity to more than 3.0m tonnes per year and is planning to begin permitting activities this year.

www.nustarenergy.com HELLO OCEAN POINT Limetree Bay Terminals, which operates a standalone bulk liquids terminal at St Croix in the US Virgin Islands (USVI), has been renamed Ocean Point Terminals. The change, the company says, reflects its vision of ‘Local Excellence and Global Connectivity’.

“It was really important for us to choose a brand that speaks to the operational excellence of our local employees, their dedication to safety, and the ongoing stewardship our company provides,” says CEO Todd Dillabough. “The name Ocean Point Terminals connects the business to both the USVI community and the world.” The change of name has also occasioned a new website, which can be found at www.opterminals.com.

“On an ‘apples-to-apples’ basis, excluding the contribution of the Eastern US terminals we sold in October, and the Point Tupper terminal we sold in April, our second quarter 2022 EBITDA was comparable to the second quarter of 2021 despite customer transitions and related tank maintenance at our St James terminal, and the timing of minimum volume commitment settlements at our Corpus Christi North Beach terminal,” says NuStar president/ CEO Brad Barron. Those disposals have also allowed NuStar to reduce its indebtedness and improve its debt-to-EBITDA ratio.

Magellan has not shifted on its full-year forecast, noting that the recent decline in commodity prices as well as the potential for slightly higher expenses during the second half of the year “are currently projected to mostly offset our modest financial outperformance year to date”.

magellanlp.com

WWW.HCBLIVE.COM STORAGE TERMINALS 11 last year, with this year’s figure boosted by a gain on the sale of discontinued operations. Overall, revenues were somewhat down, with refined products showing a $21m year-on-year decline in operating margin; despite higher rates and increase throughput, Magellan faced higher costs in areas such as property taxes (after recent expansion projects) and power, as well as less favourable product overages.

Work on Bay 13 at Odfjell Terminals Houston continues on schedule and is due to add 32,000 m3 of carbon and stainless steel tankage by the end of 2023. www.odfjell.com

ODFJELL ON TRACK Odfjell Terminals Asia has completed the sale of its 49 per cent holding in Odfjell Terminals (Tianjin), alongside Lindsay Goldberg’s share. This marks Lindsay Goldberg’s final exit from its investment in Odfjell Terminals. Odfjell says the sale will have a very limited impact on its balanceOdfjell’ssheet.share of its terminal activities generated EBITDA of $8.5m in the second quarter of 2022, with a first-half figure of $17.9m being 21.8 per cent higher than for the first half of 2021. Odfjell Terminals booked a net profit of $1.0m for the second quarter, with the first half’s figure of $2.8m comparing favourably with last year’s $0.2m. Odfjell says its terminals in the US and Europe continued to operate well with average commercial occupancy close to 100 per cent and high levels of activity. “We ancitipate the strong storage demand in the US and Europe to continue throughout the year,” it says. There was some reduction in average occupancy rates at the Ulsan terminal in South Korea but activity levels remained healthy. This past June, Noord Natie Odfjell Antwerp Terminal opened its new tankpit T, adding 35,000 m3 of new stainless steel tankage, which is fully rented out. Work has now started on tankpit U, which will add another 36,000 m3 of carbon steel tankage.

NUSTAR STAYS SOLID NuStar Energy has reported what it calls “solid” results for the second quarter of 2022, although it saw a decline in both net income and EBITDA following the disposal of its terminals in the eastern US in October 2021. Net income dropped from $63m in second quarter 2021 to $59m, with EBITDA falling from $189m to $175m.

HCB MONTHLY | FEBRUARY 2018 12 THE RIGHT TANK FOR THE RIGHT CARGO Seaco offers a modern and diverse tank fleet, suitable for the storage and safe transportation of hazardous and non-hazardous bulk liquids, gases (including Cryogenics) and bulk powder products. Why choose Seaco: • Quality build • Fully intermodal T11-T75 tank types • Dedicated technical team support • Flexible leasing plans • Customised tank solutions available • Global network of specialised depots OVER 50 YEARS OF TANK CONTAINER LEASING EXPERTISE. VISIT SEACOGLOBAL.COM AND SPEAK TO YOUR REGIONAL TANK SPECIALIST WORLDWIDELEASEAVAILABLEEQUIPMENTFORORSALEwww.seacoglobal.com8-10NovemberRAI,Amsterdam Come and meet us on stand F30 OUR MOST DIVERSE TANK FLEET

There are very few things that are ‘new’ in our industry – and I am old enough to remember the times when tank containers did form part of the container fleets of some container shipping lines.

WWW.HCBLIVE.COM  ITCO IS CONCERNED THAT LINER OPERATORS WILL REPEAT THE MISTAKES THEY MADE BEFORE MIND YOUR OWN BUSINESS

Reg Lee President, ITCO

The problems this created were significant, mainly because they tended to treat the ISO tank operation as if tanks were standard equipment – by including tanks in their standard operations and procedures, without making sufficient investment in the expertise and systems that this specialist operation

Moreover,requires.thelines also made the error of ‘costing’ the tanks as if they were standard equipment, which not only significantly damaged the tank operating industry, but also brought about significant cost damages to the lines themselves. This, ultimately, led to them jettisoning this part of their business and leaving the tank container industry to pick up the pieces and clear up the mess - whilst also trying to recover our rates to a sustainable and realistic level.

TANKS & LOGISTICS 13

One of the major shipping lines even asked Stolt Tank Containers to take over its tank operations and make it viable – and, eventually, STC took over operational responsibility. The lines also imposed an anti-competitive surcharge for shipper-owned equipment of about $150 a tank – and that was over 30 years ago!

It is quite possible that shipping lines are ignoring the lessons of the past and could easily make the same mistake again. It is not in the interests of the tank container industry to assist them do this – nor should we give them our help, approval or blessing.”

CHANGING TRADE PATTERNS have shifted the centre of power in the market away from shippers and towards the deepsea container shipping lines. Their new-found wealth is encouraging them to invest up and down the supply chain and, as Reg Lee, president of the International Tank Container Organisation (ITCO), says in an open letter to members –reproduced here with permission – that raises the spectre of the lines muscling in on the tank container business. It has happened before, Lee says, but did little to help the“Significantlybusiness. increased freight rates have enabled container shipping lines to generate huge profits over the past two years. In turn, these profits have permitted shipping lines to diversify their business – through expansion and acquisition. No longer just container carriers, some are rapidly evolving into ‘logistics’ companies – providing door-to-door services for beneficial cargo owners and potentially taking over business currently handled by forwarders and specialist equipment operators. This means that they can offer containers for all types of cargo –including bulk liquids.

Inevitably, this trend towards providing a ‘full logistics service’ has led to some speculation that shipping lines could now be looking at introducing tank containers into their container fleets – and offer business services directly to the shipper.

SHIPPING • MARKET POWER HAS RECENTLY SHIFTED STRONGLY TOWARDS THE CONTAINER SHIPPING LINES. ITCO IS CONCERNED ABOUT WHAT THIS MIGHT MEAN FOR TANK CONTAINERS

My opinion is that without continuity and proper transition of experience within the shipping industry, the ‘new generations’ could easily repeat the same mistakes that they made in the past, unless they are guided and advised accordingly.

Approval was granted this past January and work began in May to demolish several old tanks and prepare the land for the construction of the tank container platform. This will offer 204 spaces for tank containers with flammable, toxic and corrosive products, each class of dangerous goods having its own space at the site. Alkion says the arrangement will allow it to handle tanks for those customers that want to store liquid bulks –both hazardous and non-hazardous – at a secure site that is equipped with the proper safety equipment and staffed by trained people with long experience in handling bulkAlkionliquids.expects the facility to be used to optimise supply chains by holding buffer stocks or spot volumes in case of vessel cancellations or maintenance outages. “The solution can be fully integrated into the global supply chain of our customers, giving them valuable flexibility,” Alkion says. “Our current terminal customers will also be able take advantage of the flexibility that the new platform offers. And, by enabling the switch from trucks to trains, it will enable our customers to significantly reduce their CO2Theemissions.”Marseille terminal is one of nine European sites operated by Alkion Terminals.

HCB MONTHLY | SEPTEMBER 2022  ALKION EXPECTS TANK CONTAINER STORAGE TO OFFER GREATER VALUE THAN BULK STORAGE TANKS

BULK LIQUID STORAGE capacity, especially for chemicals, is currently in very short supply in Europe. That tightness, along with the increasing use of tank containers (or ‘isotanks’) for temporary, ‘just-in-case’ storage – up to 30 per cent of the deepsea tank fleet is currently in demurrage, observers report - has prompted Alkion Terminals to look at providing space to store tank containers at its bulk liquids terminal in Marseille, France. This is, Alkion says, the very first tank container storage platform to be provided in the south of France and is due to come into service in July 2023. Construction has started, following authorisation from the Direction régionale de l’environnement, de l’aménagement et du logement (DREAL) of the Provence-Alpes-Côte d’Azur (PACA). “Our Marseille terminal’s solid expertise in dangerous goods storage, including difficultto-handle chemicals, was a big advantage for the permit approval and is a significant added-value to the project execution,” the companyAurélienstates.Jakalski, sales engineer and project developer at Alkion Terminal Marseille, explains further: “Such a platform does not exist in the south of Europe and it’s a must have for all Isotank users. It will lead to more safety regarding the storage of dangerous goods, but also to several supply chain optimisations and decreased CO2 footprint due to multimodal solutions.”

Located in the Lavéra area of Marseille in the outer part of the port, adjacent to the Ineos complex, it has good rail links and is close to the A55 highway; goods can also be barged up the River Rhône to the industrial area around Lyon. Prior to the construction work, it offered 127,000 m3 of bulk storage capacity in 98 tanks; although some of that is being taken down to make way for the tank container platform, Alkion says there is still space for expansion. www.alkion.com

GETTING ON WITH IT

A PLACE IN THE SUN STORAGE • THE SOUTH OF FRANCE IS SOON TO GET ITS FIRST DEDICATED TANK CONTAINER STORAGE PLATFORM, AS ALKION TERMINALS RESPONDS TO CHANGES IN CHEMICAL SUPPLY CHAINS 14

“The circle in our one-stop-shop story is now complete for both left and right bank,” says Jo van Moer, founder and CEO of Van Moer Logistics. “With the takeover of Group Van Loon earlier this year, we already allocated depot, cleaning and repair activities on the right bank. Thanks to the addition of BLBA we now also manage an additional filling line and extra storage capacity for both dangerous and non-dangerous goods.”

The four BLBA sites offer a total of 106,000 m2 of storage space for hazardous and non-hazardous goods, with space to store up to 680 loaded tank containers. The business, which was acquired by Broekman Logistics from Gadot-owned VLS Group in 2019, employs 130 people and achieved revenues of €33m in 2021.

As part of that one-stop-shop concept, Van Moer can now offer the entire supply chain for tank containers on both banks. Transport, storage (full and empty), heating, filling, cleaning, checking and repair of tank containers can now be provided in-house and on both banks.

GOOD NEWS

OFFERING IN ANTWERP SHIFTING FOCUS TANKS & LOGISTICS 15

VAN MOER LOGISTICS has acquired Broekman Logistics Belgium Antwerp (BLBA), which operates four Seveso-rated sites on the right bank of the River Scheldt in Antwerp, offering integrated bulk chemicals solutions, including the drumming and filling of intermediate bulk containers (IBCs) from tankers and the repackaging of powders and granulates.

Van Moer also notes that this level of vertical integration will provide further optimisation of its own activities and internal processes. “All current flows will be analysed and adjusted where possible. In this way, the service provider will also actively fight useless kilometres and tunnel costs, and thus also achieve a large environmental profit,” the company says.

The acquisition follows Broekman Logistics’ decision to redefine its strategy, which includes an exit from the bulk chemicals sector. It plans now to focus on its freight forwarding business and asset-based value-added logistics services for the specialty and packed chemicals, agricultural and construction machinery and spare parts markets and the industrial equipment and breakbulkBroekmansectors.saysthe change is designed to answer current and future demands from its clients and the market. By doing so the company aims to strengthen its position as a leader in the European and Indian markets. Its very successful and continuously growing freight forwarding operations in India, Poland, the Netherlands, Czech Republic and Belgium will be expanded, while its breakbulk terminal in Rotterdam will continue to serve long-term clients with shortsea operations in the metals, power and renewable energy sectors.

ACQUISITION • BROEKMAN HAS DECIDED TO GET OUT OF THE BULK CHEMICALS GAME, WHICH IS FOR VAN MOER, AS IT HAS BOUGHT FOUR SITES THAT WILL COMPLETE ITS SERVICE

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GET OUTTA BULK

Broekman has begun construction of a new 20,000-m2 facility in Weert, in the eastern Netherlands, to handle end-assembly and manufacturing, and will continue to operate warehouses in Rotterdam, Born and Venlo. The other bulk chemicals warehouse in Antwerp, also acquired from VLS, is no longer part of its core business.

vanmoer.comwww.broekmanlogistics.com

“The high production costs of green hydrogen and hydrogen technology limit demand from customers; and no demand means no investments. The result is a bit of a chicken and egg However,situation.”withthe focus very much on sustainability and with the transport sector challenged to meet the EU’s ‘Fit for 55’ targets, something has to be done. To help break that impasse, H Essers has, for the past two years, been a member of the HyTrucks consortium, which now involves more than 70 stakeholders from five European countries, representing different aspects of the hydrogen supply and demand chain. HyTrucks is aiming to have 1,000 hydrogen-powered trucks on Europe’s roads by 2025 and H Essers says it will be among the early adopters.

All this effort points to a looming need for a new supply chain, to get liquefied hydrogen to filling stations. Hoyer has already come onboard, having looked at the likely future of the fuels sector and merging its fuel distribution and gas distribution divisions. It recently announced the availability of both compressed and refrigerated hydrogen for its existing fuel distribution network across Europe.Ifthe Fit for 55 targets are to be met, it seems that hydrogen offers one – perhaps not the only one – route to decarbonisation. It is unlikely that H Essers, Hoyer and the Port of Antwerp-Bruges will be the only players in the game.

“We want to give hydrogen every chance as an energy carrier, a basic element for chemistry and a fuel, and are therefore committing ourselves as an active pioneer in the hydrogen economy,” says Jacques Vandermeiren, CEO of the Port of AntwerpBruges. “As a world port and Europe’s largest integrated chemical cluster, we are an important link in this chain. Thanks to the collaboration between partners with the right expertise, we have all the assets we need to take further concrete steps in this regard and to set an example for other ports and regions.”

ALTERNATIVE FUELS • ARE THE DAYS OF DIESEL NUMBERED? SOME BELIEVE SO AND ARE TAKING STEPS TOWARDS A DECARBONISED ROAD TRANSPORT SYSTEM, DESPITE THE ADDED COSTS SO LONG SMOKESTACK 16 TANKS & LOGISTICS

There are other projects, too. The H2Accelerate group, whose members include TotalEnergies, Linde and Daimler Trucks, are working on vehicle designs and a refuelling network in Europe. Daimler has recently begun trials of a truck fuelled by liquefied hydrogen, having already successfully done the same with one using hydrogen fuel cells.

H ESSERS, THE Belgium-based logistics company, says it is “convinced that hydrogen is indispensable to reducing the carbon footprint of the transport sector”. But there is a problem: there are few hydrogenpowered vehicles on the road, so there is little investment in the fuelling network; as a result, transport operators do not find it an attractive alternative to carbon-heavy diesel as fuel for their vehicles and, similarly, truck manufacturers are not being very pro-active in developing and marketing hydrogen-ready vehicles.

It is not just H Essers that is paying attention. The Port of Antwerp-Bruges is also involved in the HyTrucks consortium and, along with Air Liquide and DATS24, which is already running hydrogen fuelling stations in the country, is planning to develop a network for the use and fuelling of hydrogen-powered trucks in and around the port of Antwerp, both for local and international transport.

www.hoyer-group.comwww.essers.comH2accelerate.eu

NOT THE ONLY GAME IN TOWN

The success of hydrogen as a road fuel depends on the availability of hydrogen trucks and their range, load capacity, refuelling speed and the current infrastructure. “That’s the problem,” says Yannick Dylst, sustainability project manager at H Essers.

 HCB MONTHLY | SEPTEMBER 2022 THERE ARE SOME BRAVE PIONEERS WILLING TO TAKE A PUNT ON HYDROGEN AS A FUTURE FUEL

Our PFA Lined Cleanlift, bottom discharge valve has a shear groove (unlike some of our competitors). The shear groove is not a dance music classification, but a significant feature of these types of valve. It protects the tank in the case of an impact or incident, and complies with EN 14433:2014. Ideally suited for tank containers where space is limited in the ISO frame, with the PFA lining offering maximum protection against highly corrosive cargos, it’s simple to maintain and uses many of the components to be found on our standard footvalves - making spare parts supply much, much easier. We know accidents can, and will happen. Successful and profitable tank operation relies upon the technical integrity of each and every component. That’s why we ensure precision throughout, so that you can rely on the performance of our valves and your tanks.

FOLLOWVALE.THE

FORT LEADER. Visit us at www.fortvale.com ®

FORT SHEARVALE’SGROOVE.

COMBINED TRANSPORT INVOLVES – by definition – a large array of players in any transport operation: shipper, logistics service provider, road transport company, rail operator, infrastructure manager, container terminal operator and possibly a port or airport. Getting such a transport chain organised and running smoothly is key to wider adoption of the combined transport concept, which will reap benefits in terms of efficiency and a reduction in CO2 emissions, while also ameliorating the effects of road congestion and driver shortages.

The shareholders are the combined transport operators Hupac and Kombiverkehr, the transport companies Hoyer and Paneuropa, the railway undertaking Lokomotion as well as Kombiterminal Ludwigshafen.

DXI emerged from the research project

WHERE’S THE BENEFIT?

HCB MONTHLY | SEPTEMBER 2022

Hupac, one of the leaders in European combined transport, believes that the best way to achieve acceptance is through greater visibility and, to that end, it has been working since 2019 with partners on the development of digital systems. As the company says: “Our investments in the digital transformation of the intermodal transport chain are a high priority. Today’s customers expect the milestones and ETA data of their orders to be made available digitally throughout the entire intermodal chain, without gaps, errors and in real time. This requires a standardisation of the data formats in the European combined transport market, to which Hupac, as a market leader, wants to contribute.”

That process has now achieved reality with the establishment in June of DX Intermodal (DXI), which is using a data hub to connect all the players in the combined transport chain.

DIGITISATION • GREATER VISIBILITY THROUGH THE COMBINED TRANSPORT CHAIN IS VITAL IF THE IDEA IS TO GAIN GREATER LEVELS OF ADOPTION. DX INTERMODAL AIMS TO PROVIDE JUST THAT COMBINED COMMS 18 TANKS & LOGISTICS

‘Digitalisation of intermodal supply chains - KV4.0’, which over the past five years has created a cross-system data platform for combined transport. DXI is now aiming to further develop the system and enable all players in the intermodal transport chain to access the data hub. It is expected that DXI’s customers will include transport companies and intermodal operators, terminals and railway undertakings.

“With the help of the DXI hub, transport operators can exchange all data of their intermodal units between the combined transport operators and their own system, including railway undertakings and terminal data,” explains Aldo Puglisi, head of digitalisation at Hupac and one of the two joint managing directors of DXI. The system is based on the Ediges data exchange standard, developed by Hupac, Kombiverkehr and Mercitalia Intermodal and using the European platform for tracking and tracing in the intermodal sector, Cesar. It allows access to timetables, bookings, terminal status and train journeys as well as pre- and post-carriage on the road. The data exchange is real time and barrier-free, but always within an authorised distribution circle. A one-time technical connection to the data hub enables the exchange of data with the participating intermodal companies. For example, timetable data, tracking data or bookings from one participant’s IT application will be made visible to other participants in future. This is “an open-data approach that brings benefits for all the players involved,” says Christoph Büchner, Kombiverkehr’s head of IT and the other managing director of TimelyDXI. knowledge of the expected volume of consignments improves the planning of terminal slots. Railway undertakings can schedule locomotives and drivers more flexibly if they know about delays. Truck movements to and from the terminals can be optimised by providing information ahead of time. “Ultimately, data transparency leads to higher reliability and productivity and thus also to higher customer satisfaction,” say the DXI directors.

www.kombiverkehr.dewww.hupac.ch

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Aside from track work, the rail sector has also been affected by broader supply chain issues. Pandemic-related port congestion around the world is cascading down into European sea ports, domestic terminals and combined transport operations. “Our response to the capacity restrictions caused by construction activity on the network are investments in reserves and emergency measures,” says Stahlhut. Hupac is building in resilience by adding nearly 900 additional items of rolling stock this year, either purchased or leased; many of these wagons will be stationed as reserves at nodes in the network to provide capacity at times of disruption, with the aim of contributing to service stability.

READY FOR ANYTHING If combined transport is to offer shippers an attractive alternative to road transport, it must be able to offer a dependable service and this is something that Hupac is very keen to work on, especially as there will inevitably be additional construction work in the coming years.

COMBINED TRANSPORT • HUPAC ENJOYED STRONG DEMAND IN THE FIRST HALF OF THE YEAR, THOUGH ITS EFFORTS TO SHIFT FREIGHT OFF THE ROADS WAS HAMPERED BY RAIL MAINTENANCE WORK RAIL WORKS AHEAD 20 TANKS & LOGISTICS

For the rest of this year, Hupac expects that capacity will be sufficient to meet demand, despite ongoing construction at various points on the Rhine-Alpine corridor, as diversions and alternative service routes have been put in place, along with reserve train compositions. “We have understood our customers’ request for more transparency and will provide a detailed capacity preview with monthly updates from August,” Stahlhut adds. “This will enable transport companies and shippers to better manage traffic volumes even in the event of capacity restrictions.”

www.hupac.ch

SWITZERLAND-BASED HUPAC, which specialises in combined transport operations, moved 575,000 road loads onto the rails in the first half of 2022. This marked a modest increase of 1 per cent over the same period last year, despite what it calls “a lively development” in demand in the first quarter. Traffic slumped in April and June, however, largely due to capacity restrictions on the rail network caused by intensive construction activity on the Rhine-Alpine corridor, which particularly impacted transalpine traffic throughMichailSwitzerland.Stahlhut,CEO of the Hupac Group, explains: “In the north-south corridor, we were not able to achieve our set growth targets. On the other hand, traffic in the north-east and south-east corridors developed positively. Traffic in Spain remained below expectations due to capacity bottlenecks.”

“All parties involved in the transport chain must significantly increase their ambition for more capacity under the given circumstances,” Stahlhut stresses. A short-term switch to pure road transport is only possible to a small extent for combined transport customers. In particular, the extensive corridor renovations planned in the German network from 2024 onwards remain a risk for Europe-wide supply if construction measures are not planned in line with the market and functional rerouting concepts are not created. This can be prevented by improving the international coordination of construction sites along the entire corridors and, in some cases, by upgrading the diversion routes. Smaller measures such as additional switches, changes to operating rules, etc can make a big difference and must be implemented as a priority.

HCB MONTHLY | SEPTEMBER 2022

“The focus must be increasingly on capacity-saving planning and on efficient diversion routes,” the company says. Time-sensitive combined transport needs full train path capacity on a weekly basis, even during construction activity, in order to avoid supply chain bottlenecks.

SECTION SLUG 21

www.nttank.comwww.adv-polymer.com

HCB MONTHLY | SEPTEMBER 2022

ADVANCED POLYMER COATINGS (APC), which manufactures the ChemLINE® tank lining for tank containers and the MarineLINE® range of coatings for tanker vessels, has been providing its products for newbuild tank containers at Nantong Tank Container (NTtank) since 2009. NTtank is one of the world’s largest tank container manufacturers, with an annual capacity of more than 12,000 units. Last year, APC and NTtank came to a new arrangement, under which the application of ChemLINE linings is carried out in-house by NTtank itself. This saves costs, which NTtank passes on to its customers as part of a turnkey service, and provides NTtank with a competitive position in the marketplace.

QUALITY COUNTS There is a broader aspect to the move, too.

“Our industry continues to encounter headwinds resulting from inflationary pressures, labour shortages and supply chain constraints,” notes Matt Sokol, vice-president of sales and marketing at APC. “As such, APC has remained highly proactive in our efforts to mitigate the effects of these macro-challenges on our customers. Integrating our ChemLINE coating system into NTtank’s operations exemplifies that strategy and our dedication to our customers, affording everyone involved significant cost savings by offering turn-key throughput when choosing ChemLINE. APC continues to explore expansion opportunities globally.”ItisNTtank’s policy to provide its customers with tanks and services of the highest quality and reliability, consistent with sound commercial practices and economic considerations. With that in mind, ChemLINE is an essential element in the production of high-quality tanks. As Zhu says, “ChemLINE from APC is a great lining suitable for many different corrosive cargoes. It not only meets the requirements of anti-corrosion for the tank vessels but it can also save the tank tare weight to benefit our customers to allow carriage of more cargoes. It is a very safe and cost-saving lining.”

LININGS • IT MAKES A GREAT DEAL OF SENSE FINANCIALLY TO HAVE A NEW TANK LINED WHERE IT IS MANUFACTURED. APC AND NTTANK ARE SHOWING THAT THERE ARE MORE BENEFITS THAN LOWER COSTS STEP INSIDE 22 TANKS & LOGISTICS

“This reason alone is why most of our customers prefer this lining to save their costs,” Zhu adds.

Helen Zhu, general manager of international sales at NTtank, explains the rationale: “We decided to line the tanks ourselves to save the customer costs associated with lining the tanks elsewhere and shipping them back to China. The customer can average at least $10,000 per unit savings.” Moreover, ChemLINE offers further cost savings compared to the use of PTFE or PFA linings of up to $80,000 per tank.

The switch to in-house application was eased by the fact that NTtank had already built more than 1,000 tank containers specified with the ChemLINE 784/32 lining so its engineers were well equipped to offer the service. As a result, says ChemLINE’s sales representative in China, He Liangxing, “NTtank and ChemLINE are changing the way ISO tanks are purchased and/or leased. The end users see profitable and pure cargoes while leasing companies are ensured maximum cost savings for the highest quality tanks and lining system. The entire process ensures a seamless start-to-finish operation offering a complete package of convenience, cost and time savings. Everyone wins here.”

SECTION SLUG 23 TWS has more than 25 years of experience in renting out standard and special tank containers for liquid products to the chemical and food industries. TWS also provides various sizes of spill troughs. Customers rely on the outstanding quality of its fleet and value its flexibility in terms of volume and technical features. For more information: E-mail: tws@tws-gmbh.de and web: www.tws-gmbh.de Your tank container experts 23.06.16 12:23 Introducing OPW Clean Energy Solutions Learn more opwglobal.com/opw-clean-energy-solutionsAsalternativeenergysourcescontinuetoplayabiggerpartinourworld,OPWisexpandingintoareasthathelpcontributetoasafer,cleanertomorrow.That’swhywe’reproudtoinvestinsolutionsforthehandling,transportandstorageofhydrogen,LPG,cryogenicliquidsandmuchmore. PROTECTING WHAT’S NEXT

Leschaco is a recognised specialist in the chemical industry and other complex and sensitive sectors where quality and compliance are key.

“With the modern new building in an excellent location not far from the B6 and A7, we can continue to grow in the Hannover logistics region and further expand our national general cargo network,” says branch manager Felix Thiele. “Since we can offer all services from a single source, time-consuming coordination processes at the interfaces are no more necessary. We can flexibly adapt to customer requirements and ensure efficient and secure handling of goods.”

Raben Group is undertaking a major expansion of its logistics capacity in northern Germany, currently finalising a 35,800m2 facility in Sarstedt to handle goods from the consumer, automotive and chemicals sectors. The new branch, located just south of Hannover, will replace the older Langenhagen site close to Hannover airport.

Milkyway Chemical Supply Chain Service Co has acquired Jiangxi Xiangwang Logistics, which specialises in the transport of dangerous goods by road and ferry between Guandgong province, China and Hainan Island. Xiangwang was founded in 2005 and has more than 50 vehicles used to transport dangerous goods of classes 2, 3, 5, 6, 8 and 9 as well as hazardousMilkywaywastes.saysthe acquisition expands its hazardous chemical transport footprint and further enhances its delivery capabilities.

24 HCB MONTHLY | SEPTEMBER 2022 ECTA ON THE PLATFORM

Milkyway plans to develop the island-specific business in Zhoushan Islands and YantaiDalian, to open up a compliant transport mode for chemical connections between islands and the mainland and continue to solve the pain points of the industry.

MORE FOR MILKYWAY

www.raben-group.com

RABEN IMPROVES IN SAXONY

https://knowledgeplatform.ecta.com/.

The new facility, scheduled to open during the third quarter, offers 27,000 m2 of logistics space and 5,500 m2 for transhipment activities. The warehouse will be used for the receipt, storage, scheduling and picking of goods for its contract customers.

Leschaco has formally opened its new branch in Peru, which was established in February and expands the Germany-based logistics service provider’s international network up to 23 countries. Leschaco has been in Latin America for 40 years, with existing operations in Brazil, Chile and Mexico, and it saw the Peruvian market as a logical extension based on recent sustained growth.

www.mwclg.com

The European Chemical Transport Association (ECTA) has launched its Zero Emissions Knowledge Platform, designed to act as a repository of information to help the European chemical transport industry on its path towards the goal of meeting the emissions reductions targets set for 2030 and 2050. The Platform is a living and interactive website where users can share content, make comments and recommendations and interact via an online forum. It will provide articles, documents, references, relevant data, legislative frameworks, case studies and more. The Platform, open to all, can be found at

LESCHACO OPENS IN PERU

Milkyway has also recently expanded its dedicated yellow phosphorus business with the opening of a new rail unloading station at Pizhou, Jiangsu province. The facility, operated by Milkyway’s wholly owned subsidiary Malong Guohua Industry & Trade, is the group’s third rail facility in eastern China, which aims to help develop the phosphorus business in the region.

The new Peruvian subsidiary offers integrated logistics services, ocean and air freight transport, warehousing and contract logistics, tank container transport, intermodal transport, as well as 4PL and customised logistics services.

NEWS BULLETIN TANKS & LOGISTICS

“The increasing demand in the field of chemical products will affect the need for safe distribution and warehousing solutions in India. At Rhenus, we’re confronting this market development by expanding our capacity in the country and therefore offering our international clients attractive business opportunities,” says Marcus Fornell, director of Rhenus Warehousing Solutions India. “Modern and sustainable warehouse solutions are one of many elements in our overall package of services for supply chains.”

Den Hartogh says the signing of the MoU “underpins the confidence and trust between both like-minded companies who want to further strengthen their safety commitment and to grow business volumes together”. apac.denhartogh.com

Hupac’s new rail terminal in Poland is due to be completed this month. The Hupac Terminal Brwinów is sited some 15 km south-west of Warsaw and covers 14 ha, with 42,000 m2 of transhipment yard and four loading tracks of at least 750 m each. Operations are scheduled to start in the autumn, offering transhipment of containers between road and rail for all types of intermodal units, including those carrying chemical products.

The new facility offers 20,000 m2 of space, fitted with safety systems to allow the storage of hazardous goods of classes 5, 6, 8 and 9. Rhenus has also addresses sustainability at the site through the use of battery-powered trucks and forklifts, light-permeable plastic sheeting and a passive ventilation system.

THAI TIME FOR DEN HARTOGH

RHENUS ADDS DELHI SITE Rhenus Warehousing Solutions has opened a new multi-user chemical warehouse in Gurgaon, in the New Delhi area of India, in response to increasing demand for the storage and distribution of chemicals and other hazardous materials.

“ThisAmerica.acquisition expands our presence in the Chicago market, enabling us to in-source washes currently performed at third-party facilities and continue to grow in the Midwest,” says Matt Faure, president/CEO of Trimac. “We look forward to continuing the positive relationships that have been built with customers over the years.” www.trimac.com

TRIMAC GETS CLEANER

Trimac Transportation has acquired Tank Wash USA, which operates a six-bay chemical and foodgrade tank cleaning facility in Markham, Illinois. Existing management and staff will stay with the operation as it is integrated into Trimac’s National Tank Services (NTS) business. Trimac now has more than 30 maintenance and tank cleaning locations across North

In a second phase, three more transhipment tracks will be added, as well as high performance gantry cranes,” says Diana Batko, terminal manager. www.hupac.ch

“We are ready to grow our business in the Peruvian market by building trustful and long-standing relationships with our customers and business partners along the supply chain,” says Constantin Conrad, CDO of Leschaco Group. In other news, Leschaco has received a Silver award from environmental assessment firm EcoVadis, for the fourth time in a row, though with a four-point improvement in its score since its last audit. “EcoVadis offers a very good solution for monitoring sustainability in global supply chains,” says Thomas Liberoudis, head of quality, safety and environment at Leschaco. “The company uses its innovative technology and sustainability expertise to help us implement and monitor sustainable practices.”

www.rhenus.group HUPAC PROMOTES POLAND

Den Hartogh Thailand has signed a memorandum of understanding (MoU) with Thai MMA, a joint venture between Mitsubishi Chemical and Siam Cement Group that specialises in the manufacture of methyl methacrylate for use in the construction, automotive, electrical and acrylic paint sectors.

www.leschaco.com

“The terminal project is developed with a step-by-step approach. In a first phase, the loading units will be handled by reach-stackers.

TANKS & LOGISTICS 25 WWW.HCBLIVE.COM

excellence, Vicom is a highly complementary fit and will add even more value to our customers as we expand our solution offerings to meet trends and drive sustainable options as we continue growing together.”

Univar now expects full-year adjusted EBITDA for 2022 to come in at around $1.04bn to $1.08bn, compared to a shade under $800m in 2021 and well above the $860m-$890m range expected at the start of the year.

“I am delighted to welcome the Vicom team to the Univar Solutions family,” says Nick Powell, president of Global Ingredients & Specialties at Univar. “Vicom advances our strategic growth priorities by deepening our ability to offer market-leading ingredients, specialty chemicals and solutions to our customers. With a highly knowledgeable sales organisation, strong partnerships with both new and existing Univar Solutions suppliers, and a proven track record of service

Teresa García, president of the board of Vicom, adds: “We are very excited to join Univar Solutions to offer our customers an even broader portfolio of critical solutions for their applications. We share a deep commitment to customer service through an enhanced experience, and I am confident we have a very bright future ahead as part of UnivarUnivarSolutions.”hasalso expanded its agreement with Calumet Specialty Products to cover the distribution of its range of naphthenic and paraffinic base oils throughout Europe in both packed and bulk forms. “Univar Solutions’ dedicated sales and technical network ensures it can offer deep knowledge of the lubricants and metalworking fluids markets combined with best-in-class supply chain and logistics,” explains John Soanes, Calumet’s international sales director. “Univar Solutions is well-positioned to provide European customers with a total solution for optimising formulations, addressing key performance challenges and reducing supply complexity. We are delighted to work with Univar Solutions across several markets with an expanding range of Calumet specialty products.” www.univarsolutions.com

RESULTS • UNIVAR IS ON TRACK TO ACHIEVE EBITDA OF MORE THAN $1BN IN 2022 AFTER A STRONG SECOND QUARTER, AND IS CARRYING ON WITH ITS STRATEGIC EXPANSION PLANS PIECE OF THE PIE HCB MONTHLY | SEPTEMBER 2022 26 CHEMICAL DISTRIBUTION

UNIVAR SOLUTIONS HAS recorded secondquarter net income of $162.9m, up 6.3 per cent compared to the same period last year, with adjusted EBITDA rising from $197.5m to $291.6m. “The outstanding results we have delivered for eight straight quarters demonstrate the sound execution of our strategy of putting the customer at the centre of all we do, supported by continued excellent operational execution by our dedicated and talented team,” says David Jukes,“Lookingpresident/CEO.forward,we remain focused on the execution of our strategy and delivering market share growth both organically and inorganically,” Jukes adds. “We are confident in our ability to capitalise on evolving global trends as we leverage our asset base, extensive private transportation fleet, digital capabilities, and long-standing commitment to our ESG goals.”

STICK TO THE PLAN Since the end of the second quarter, Univar Solutions has continued with its path of organic and acquisition-based growth. In early August it acquired Vicom Distribución Productos Quimicos, a leading regional specialty chemicals distributor in Spain and Portugal. The acquisition boosts Univar’s CASE portfolio while augmenting its presence in Europe with more sustainable options.

Financial performance was much stronger in the Americas, with the US and Latin America divisions both posting revenue growth in excess of 30 per cent and Canada of 25 per cent. These gains, Univar says, were a result of “pricing discipline in inflationary markets and market share gains”, although there was also a boost in Latin America following the acquisition of Sweetmix in Brazil in December 2021. Gross profit growth in all divisions was held back somewhat by input cost inflation.

WWW.HCBLIVE.COM NETHERLANDS | BRAZIL | CHINA | FRANCE | SPAIN | BELGIUM | PERU SWITZERLAND | UNITED ARAB EMIRATES | JAPAN | MEXICO | GERMANY SOUTH AFRICA | THAILAND | SINGAPORE | VIETNAM | MALAYSIA USA | CHILE | SOUTH KOREA | HONG KONG | INDIA | INDONESIA Forwarding is our passion. Since 1879. One of the world’ s leading tank container operators First-class reputation in the chemical Customizedindustrysolutions to create integrated supply chains More than 40 years of experience in tank container handling Extensive global network including 73 own offices in more than 23 countries worldwide Fully integrated fleet management tool to monitor the business processes Leschaco is one of the pioneers of tank container operations in over seas trades. We deliver sustainable and innovative transport solutions for liquid chemicals with the highest quality and safety standards. Tank Container Safety, Trust and global Services Meet us at EPCA Annual Meeting October 04 to 06 2022 Hotel Intercontinental Berlin – Berlin, Germany Schedule a meeting: epca@leschaco.com www.leschaco.com

www.dksh.com

DOUBLE DEAL FOR AZELIS

DKSH has reported first-half net sales of CFr 5.60bn, up 2 per cent year-on-year, with EBIT ahead by 16.6 per cent at CFr 153.3m. “After a successful 2021, we continue moving forward with solid growth and profitability improvements,” says CEO Stefan P Butz. “We accelerated M&A, further digitalised our business, and made good progress in our ESG agenda. We will keep working hard to continue delivering value to all our stakeholders and on ourOrganicpurpose.”growth contributed 3.0 per cent to sales growth, with acquisitions adding a further 0.7 per cent; this was tempered by the strong Swiss franc, which had a negative impact of 1.7 per cent on the figures.

Azelis has agreed to acquire Chemical Solutions, one of the leading distributors of raw materials in the Personal Care, Cosmetics and Household markets in Malaysia. The acquisition, expected to close by the end of September, will strengthen Azelis’ position in the country and reinforce its coverage of the Asia-Pacific“ChemSol’sregion.strong market presence, comprehensive portfolio and innovation capabilities will greatly enhance Azelis’ footprint in Malaysia, along with the addition of their experienced and technically competent team,” says Laurent Nataf, CEO/president of Azelis Asia Pacific. “Our complementary business models also allow us to better support our customers and principals, as they will benefit from our combined technical expertise and compelling expanded product offerings.”

Azelis has also agreed to acquire Dagalti Kauçuk San, a specialty chemicals distributor operating in the Turkish rubber and plastics additives market. The move will strengthen Azelis’ footprint in Turkey and complements its lateral value chain in industrial chemicals.

FIRM HALF FOR DKSH

“Azelis’ focus on innovation, sustainability and digitalisation will trigger additional growth impulses at Dagalti”, says CEO Sadik Dagalti. “We’re excited to become part of the Azelis family and see many synergistic opportunities that will help secure our future. Dagalti has longstanding relationships with principals and customers, and we’re confident that with Azelis, these relationships will only flourish.”

www.azelis.com OQEMA BUILDS ON BASF DEAL Oqema has expanded its longstanding partnership with BASF, taking on responsibility for distributing its specialty amines portfolio in much of Europe. “Our joint goal is to grow in the upcoming years by leveraging our mutual strengths,” says Dr Michael Limbach, sales director for BASF’s specialty amines business in Europe. “Our partner Oqema helps us to manage complexity in supply chain and customer service, which allows us to focus. We are convinced that this new and higher level of cooperation opens plenty of new business opportunities for BASF’s Specialty Amines portfolio and beyond.”

Tobias Hinz, head of technical applications at Oqema, adds: “We are delighted about the new partnership with our long-term partner BASF. This will give us the opportunity for joint growth and to offer our customers an extended specialty product portfolio and strengthen our position in the market.”

NEWS BULLETIN CHEMICAL DISTRIBUTION

28 HCB MONTHLY | SEPTEMBER 2022

The deal covers the DACH region (Germany, Austria and Switzerland), the Benelux countries, eastern Europe and the UK and Ireland. oqema.com

The strongest performance came from DKSH’s performance materials business unit, which posted an increase in net sales of 13.6 per cent, boosted by positive industrial demand in Europe and the Asia-Pacific region. It also continued on its path of consolidating the global specialty chemicals and ingredients market by signing four acquisitions in the first half of 2022.

BARENTZ BUYS IN BRAZIL

“Brenntag continues on its growth path, achieving very strong results in the second quarter of 2022 with excellent organic growth in both divisions,” comments Christian Kohlpaintner, CEO. “We are particularly pleased by the progress of our ambitious transformation program Project Brenntag, which will achieve our targets already by the end of 2022, one year ahead of plan.”

WWW.HCBLIVE.COM CHEMICAL DISTRIBUTION 29

“The great team and expertise of Volp, their strong customer base and the complementary product portfolio will not only strengthen our existing offering in the Brazilian market, but also present new opportunities in the South American region. This is in line with Barentz’s continuous growth ambitions and strategy,” states Hidde van der Wal, Barentz CEO.

BIG QUARTER FOR BRENNTAG

“The addition of the LumaTreat™ polymers to our expanding portfolio gives our company another innovative tool to help solve scale and deposit issues in a multitude of industrial water treatment applications,” states Brian Liotta, director of water treatment at Brenntag Americas. “The ability to reduce treatment costs through accurate monitoring also provides opportunities for reduced water use and helps with overall sustainability goals.”

Brenntag has achieved what it calls “very strong” results in the second quarter, despite a “highly challenging” macro-economic market environment. Operating gross profit rose by 28 per cent year-on-year, reaching €1.14bn on sales of €5.06bn, and operating EBITDA was up 41 per cent at €533.8m.

Barentz, in collaboration with its local joint venture partner Tovani Benzaquen, has acquired Volp Indústria e Comércio, a leading Brazilian distributor of supplies and solutions for the personal care segment. Founded almost 30 years ago and headquartered in Osasco, São Paulo state, Volp has developed substantial expertise in the sector and has its own development and application laboratories.

“In the highly challenging environment of the first half of 2022, product availability as well as prompt and reliable delivery were once again key for Brenntag’s success,” adds CFO Kristin Neumann. The company notes that both its divisions, Brenntag Specialties and Brenntag Essentials, experienced “inflationary cost development” as well as supply shortages and higher transport costs over the quarter. Despite that, Brenntag Specialties managed to increase operating gross profit by 42.2 per cent and operating EBITDA by 55.5 per cent compared to second quarter 2021, driven primarily by organic growth. Brenntag Essentials was impacted by the return of lockdowns in China during the quarter, which held back EBITDA growth to 29.6 per cent. Moving into the third quarter, Brenntag has already lined up a number of new distribution agreements that will help it meet its target of full-year EBITDA of €1.75bn to €1.85bn. Brenntag Specialties has been named exclusive distributor of Nouryon’s specialty polymers in North America.

Brenntag Specialties has also expanded its distribution agreement with ISCA, a leading manufacturer of preservatives for the cosmetics industry, to include several countries in Europe and has become the exclusive distributor of Tolsa’s functional additives in the US and Canada. Brenntag Essentials, meanwhile, has picked up a distribution deal with Azomite Mineral Products covering the mid-south US. corporate.brenntag.com

Sérgio Nunes, director of Volp, adds: “This acquisition by Barentz and Tovani means a great opportunity to further grow in the local and regional markets. We are looking forward to using their extensive knowledge and other opportunities to leverage our personal care expertise within Barentz’ regional and global network.” www.barentz.com

LET’S GO ROUND AGAIN IBC MANUFACTURING • SCHÜTZ HAS PLENTY OF EXPERTISE IN THE CIRCULAR ECONOMY BUT IS NOW AGGRESSIVELY EXPANDING ITS COLLECTION, RECONDITIONING AND RECYCLING CAPACITY 30

REDUCING CARBON DIOXIDE emissions is becoming an increasingly important consideration for the packaging industry. Through the European Green Deal and the Action Plan for the Circular Economy, the EU has defined the future framework conditions for resource-saving economic growth. One central measure is the use of plastic recyclate in Thispackaging.isnothing new for manufacturers of industrial packaging. Indeed, Schütz – one of the pioneers in the field – is constantly increasing the recycled content of its packaging by using state-of-the-art, multilayer extrusion and continually developing its recycling processes.

HCB MONTHLY | SEPTEMBER 2022

RIGHT FROM THE START

The Green Layer series is the latest development in Schütz’s Green Lifecycle Management. With this programme, the packaging specialist supports customers in meeting their sustainability goals and further reducing the overall CO2 footprint of their packaging. The aim is to ensure the broadest possible and most cost-effective supply of eco-friendly packaging. This can only be done if all partners along the supply chain collaborate in ensuring the return of used packagings so that Schütz has access to the volume of recyclate it needs. Schütz is not alone in having set up such a return system some years ago but this is a fine example of the packaging industry having led the way in what we now know as a ‘circular economy’. The Schütz Ticket Service allows the company to collect emptied industrial packagings anywhere in the world, reconditioning what it can and using the rest to as a source of recyclate, both according to the highest environmental and safety standards.

The ability to re-use and recycle used packagings relies on smart design in the first place. Schütz says it has always focused on achieving maximum environmental friendliness in the entire lifecycle of its packaging, through smart product design, advanced production processes, long-lasting product quality and closed material cycles. Schütz has worked hard to reduce the weight of its packaging in recent years and continuously invests in state-of-theart production technology as well as in research and development. For instance, Schütz Japan has recently opened a new production plant in Ako, to the west of Osaka in Hyogo prefecture, its second in the country. The new plant, covering some 30,000 m2, has a multi-layer extrusion blow-moulding line for the production of inner bottles for intermediate bulk containers (IBCs) and a highly automated assembly line. The site has space for expansion, with a reconditioning line already planned.

The new equipment installed at the Fontana plant is in line with Schütz’s globally standardised specifications, based on the highest environmental, safety and quality management standards. Old inner bottles are removed and recycled for use in packaging components, while the cages are reconditioned and fitted with new inner bottles. Schütz says the resulting Recobulk IBCs are identical in terms of safety and quality to new Ecobulk units.

“The new production plant enables us to optimise the supply chains of our many customers in the region,” the company says. “Being geographically close to customers means shorter transport routes for the delivery of new IBCs and the collection of used containers through the Schütz Ticket System. By opening the new plant in Ako we are in an even better position to meet the needs and requirements of our customers.”

This ‘Green Layer’ concept is used on both IBCs and plastics drums and, Schütz says, packagings produced in this way are identical in quality to its other product ranges. Most of the Green Layer containers, especially plastics drums, have UN approvals for use with dangerous goods.

The Green Layer series will be on show later this month at the FackPack exhibition in Nuremberg, Germany and at the Scanpack show in Gothenburg in early October.

Alongside those products, Schütz will also present the Ecobulk MX 560, an IBC specially designed for smaller filling volumes. It has a nominal volume of 560 litres and was developed on the basis of the globally successful 1,200 x 1,000 mm pallet. The compact dimensions of the container mean that storage and transport space can be optimally utilised. The Ecobulk MX 560 is the ideal solution for mixed loads, as the IBC is fully compatible with all other MX IBC variants from Schütz thanks to its pallet size. Its low tare weight makes it easy to handle in daily use. If required, the Ecobulk MX 560 can also be equipped with an EVOH permeation barrier, which protects the filling product from changes and the environment from pollution.

WHILE MAINTAINING ITS FOCUS ON SUSTAINABILITY, SCHÜTZ CONTINUES TO DEVELOP ITS IBC PORTFOLIO WITH PRODUCTS DESIGNED TO MEET THE PARTICULAR NEEDS OF INDUSTRIAL USERS

SCS expanded its plant at St Joseph, Missouri last year specifically to produce MX 560 units. Also on display at FachPack will be the Exobulk SX-D, developed specifically for use with flammable or highly combustible liquids and other demanding products. The IBC has already received the quality seal of the FM Global Group, underscoring its performance as safe packaging for sensitive goods. Thanks to its special design and features, the Ecobulk SX-D meets the highest safety standards. For example, it has a closed, fire-resistant hull in addition to the classic steel grid. This hull is welded to the integrated bottom plate, forming a separate sealed containment basin around the inner bottle of the container. The double-wall construction provides effective additional protection against leakage and stops sensitive liquids from escaping, even in extreme situations, for example in the event of a fire with very high temperatures. www.schuetz.net

Schütz is continually expanding its collection reconditioning network and recently added adding a state-of-the-art reconditioning facility at the Schütz Container Systems (SCS) production site in Fontana, California, making it the regional hub for IBC collection services on the west coast of the US.

MAKING THE MOST The recycling process has also undergone development, allowing Schütz to now use even heavily contaminated material. It can recycle different grades of high-density polyethylene (HDPE) depending on the desired applications – both for packaging or components. In its factories in Europe, Schütz uses three- or six-layer extrusion blow moulding for the production of IBC inner bottles; this allows it to use recycled material for the middle layer, with virgin HDPE for the inner and outer layers, meaning that the filling product does not come into contact with recycled material. This makes for a 30 per cent reduction in the consumption of virgin HDPE, helping to meet the EU targets for CO2 emissions reduction.

This year SCS is also investing in enlarging its Canadian plant at Belleville, Ontario, adding a high-tech reconditioning plant to further expand the North American collection network. The Belleville site was opened last year to meet demand from the growing industrial base in the area for IBCs and plastics drums. SCS also expanded its site in Perrysburgh, Ohio last year, with four new blow-moulders and a six-layer line for the production of IBCs with an EVOH permeation barrier.

 INDUSTRIAL PACKAGING 31 WWW.HCBLIVE.COM

OUT ON THE ROAD

KICK THE CAN Labelmaster has launched Capsuloc, which it calls the “next generation of hazmat shipping container”. Designed as a reusable alternative to the standard paint can, Capsuloc is lighter in weight, easier to close and open, does not need lock rings and will not dent. The design allows more containers to be placed on a pallet, optimising inventory space, and is 32 per cent lighter than traditional paint cans, reducing freight costs. The Capsuloc container has undergone rigorous UN package testing and can be compliantly shipped by all modes as part of a 4GV kit.

32 INDUSTRIAL PACKAGING HCB MONTHLY | SEPTEMBER 2022

www.greif.com HAND IT TO THE DRIVER

Brian Bogusz, corporate fleet safety manager, explains more: “We wanted to show our gratitude and appreciation for the drivers who work tirelessly to provide our customers with the highest level of service while maintaining a high level of expertise and professionalism on the public highways. The recognition program serves as an opportunity to say, ‘thank you’ and present them with a well-deserved salute in the presence of their peers and family.”

GREIF LOSES WEIGHT IN BRAZIL Greif has launched a new, lightweight 20-litre jerrycan in Brazil. The JCR20L (right) is 20 per cent lighter than standard products, Greif says, allowing 7 per cent more product per pallet and optimising warehouse storage capacity. In addition, the lower weight means lower collection costs in the recycling chain. The new jerrycans are suitable for use with chemicals, agrochemicals, flavours and fragrances, and“Webeverages.workclosely with our customers to understand and anticipate their end market needs. Demand for small plastic packaging remains high across Latin America. There is a growing push towards more sustainable practices for packaging,” says Gustavo Melo, market intelligence manager for Greif Latin America. “Transitioning to a more sustainable packaging alternative is not always a straightforward process. It requires flexibility and a real commitment to reducing environmental impact. Customers who make the switch to JCR20L will benefit from significant cost and environmental savings through less energy and raw materials usage in the manufacturing process, as well as storage and transport efficiency savings.”

“Mauser Packaging Solutions’ drivers provide safe and secure shipment for our customers while representing the company to the public they encounter on the roads,” the company states. “As a company, we are committed to ensuring these professionals have the tools and training to perform their duties safely and receive the recognition they deserve.” mauserpackaging.com

To make sure Mausers’ drivers are aware of their important role in the company, a ‘Driver Recognition Program’ was introduced this past May, celebrating individual drivers for their years of service. “In addition to recognising our drivers for their service and performance achievements, these events allow for networking, recruiting and relationship building among our teams,” says Andrew Eckhard, Mauser’s private fleet director.

The persistent driver shortage is impacting players all through the dangerous goods supply chain and that includes packaging manufacturers. Mauser Packaging Solutions says its private fleet is a key component in its ability to provide solutions across the full packaging life cycle. “Our drivers deliver products to customers, move raw materials and components within our vast network, and facilitate the return of used, empty containers for reconditioning or recycling,” Mauser says.

www.labelmaster.com/capsuloc

“The metal ‘paint can’ shippers use is known throughout the DG supply chain industry as not being the most effective way to ship flammable liquids, toxics, corrosives and oxidisers as they often dent, leak and are a real hassle to seal and open,” says Bill Barger, senior packaging product manager at Labelmaster. “Capsuloc provides a more effective and convenient way to ship hazardous liquids or anything that uses metal cans for secondary containment. Its lower weight will reduce freight costs and its advanced technology reduces the risk of spills, leaks, smashed fingers, and frustrations that come with the old ‘paint can’ approach.”

NEWS BULLETIN INDUSTRIAL PACKAGING

33 WWW.HCBLIVE.COM www.intermodal-events.com Follow us Organisedon:by: 8-10 NOVEMBER 2022 | RAI AMSTERDAM YOUR PLATFORM IN EUROPE TO MEET THE GLOBAL CONTAINER INDUSTRY REGISTER NOW

IT’S GOOD TO talk, or so they say. But that is one thing that Covid restrictions have hindered over the past couple of years. As the world gradually opens back up, there is therefore a very keen desire to get back to networking with customers, potential clients and old friends in the business.

A recent GPCA report, The Innovation Imperative of the Chemical Industry in the Arabian Gulf, indicated that chemical producers in the Gulf Cooperation Council (GCC) region invested some $480m in research and development in 2019, prior to the pandemic, 9 per cent higher than the previous year; that might seem impressive but it equates to just 0.7 per cent of revenues, compared to the 3.1 per cent that leading international players devote to R&D. That shows there is plenty to come for regional producers and more investment in R&D will receive broad support. According to GPCA, developing the R&D sector can yield significant socio-economic benefits across the region – every direct R&D job is calculated to support five jobs elsewhere within the economy.

More information on the event can be found at https://gpcaresearch.com/.

The first of these, the annual GPCA Research & Innovation (R&I) Conference, serves as a platform to encourage and drive a culture of innovation within the regional chemical industry and has been widely praised for providing an ideal platform for knowledge sharing and for building a strong understanding of the role R&I plays as a cornerstone in the regional industry’s development and in achieving its competitiveness.Thisyear’sevent, taking place on 26 and 27 September, will discuss the theme of ‘Catalysing a Sustainable Future through R&I’, featuring presentations from leading figures in the region’s chemical industry as well as a plenary address by Dr Kevin Cullen, vicepresident of innovation at King Abdullah University of Science and Technology (KAUST), who will share learnings from industry and academia collaboration.

34 HCB MONTHLY | SEPTEMBER 2022

PREVIEW • THE ROLE OF INNOVATION AS AN ENABLER OF GROWTH HAS ALREADY BEEN IDENTIFIED BUT, GPCA SAYS, CHEMICAL PRODUCERS NEED TO TAKE A SERIOUS APPROACH TO THE TOPIC LET’S CATCH UP

The Gulf Petrochemicals and Chemicals Association (GPCA) is doing its best to help in that regard, with two consecutive two-day conferences scheduled to take place in Dubai in the last week of September.

“To help advance the innovation efforts at chemical companies in the region, GPCA has set out a number of recommendations, among which are transforming the corporate culture at chemical firms, aligning their innovation strategy with their wider business strategy, improving collaboration with customers and the value chain, and embracing external sources of ideas,” Dr Al-Sadoun continues. “Building an enabling research and innovation environment at chemical companies in the region has never been more important as the sector is faced with balancing its business, environmental and societal obligations. I am confident that the 7th GPCA Research and Innovation Conference will provide the right platform for some of the best and most technologically savvy industry thought leaders to come together, exchange learnings and collaborate towards a more sustainable future.”

CALL TO ACTION Dr Abdulwahab Al-Sadoun, general secretary of GPCA, comments: “The GCC region has ambitious aspirations to transform their economies into a hub for innovation where new inventions are incubated, and technological developments are born by indigenous local talent as well as by attracting leading scientists and innovators from across the globe. However, the region has a long way to go to realise its innovation ambitions. A recent GPCA survey has revealed that while the majority of executives at our member companies say innovation is a top priority, only a small percentage of them believes that their companies are successful innovators.

SEPTEMBER 7-9, CHICAGO/ONLINE 17th annual Dangerous Goods Symposium hosted by Labelmaster’s DG Exchange www.dgexchange.com/

CHEMTREC International Hazmat Summit

CONFERENCE DIARY

IMHX 2022 SEPTEMBER 6-8, BIRMINGHAM International material handling and logistics exhibition www.imhx.net SMM SEPTEMBER 6-9, HAMBURG 30th biennial exhibition and conference for the global shipping industry http://smm-hamburg.com/en Labelmaster DG Symposium

OCTOBER EPCA Annual Meeting OCTOBER 4-6, BERLIN 56th annual meeting of the European Petrochemical Association https://events.bizzabo.com/EPCA_AM56_2022

SEPTEMBER 13-16, BUSAN Annual congress of the International Federation of Freight Forwarders Associations www.fiata.com Virginia Hazmat Conference SEPTEMBER 13-16, NEWPORT NEWS

IPANA Annual Conference OCTOBER 11-13, SAN DIEGO Annual meeting of the Industrial Packaging Alliance of North America www.industrialpackaging.org/#events RIPA Annual Conference OCTOBER 12-14, SAN DIEGO 81st annual meeting of the Reusable Industrial Packaging Association www.reusablepackaging.org/event/ Hazards 32 OCTOBER 18-20, HARROGATE Conference and exhibition on best practice in chemical and process safety https://www.icheme.org/career/events/hazards-32/ Adipec

OCTOBER 31-NOV 3, ABU DHABI 38th annual Abu Dhabi International Petroleum Exhibition & www.adipec.comConference Americas LNG & Gas Summit NOVEMBER 1-4, LAKE CHARLES 19th annual convention for LNG buyers and sellers www.worldlngamericas.com/ 39th annual networking and training meeting sponsored by the Virginia Association of Hazardous Materials Response Specialists conference/www.virginiahazmat.org/annual-hazmatPumps & Valves Asia

SCHC Annual Meeting SEPTEMBER 17-22, ARLINGTON, VA Annual Meeting of the Society for Chemical Hazard Communication www.schc.org/meetings Tank Truck Week

CVSA Annual Conference SEPTEMBER 18-22, RAPID CITY, SD Annual meeting of the Commercial Vehicle Safety Alliance and-exhibition/www.cvsa.org/events/cvsa-annual-conferenceTSA Conference & Exhibition SEPTEMBER 22, COVENTRY 21st annual meeting of the UK Tank Storage Association www.tankstorage.org.uk/conference-exhibition/ Hazards Australasia 2022 SEPTEMBER 25-27, MELBOURNE Conference on process safety management in the chemicals sector www.icheme.org/career/events/hazards-australasia/ FachPack 2022 SEPTEMBER 27-29, NUREMBERG European trade fair for packaging, technology and processing www.fachpack.de/en

SEPTEMBER 14-16, BANGKOK Exhibition for the ASEAN pumps, valves and fittings sector www.pumpsandvalves-asia.com

IATA World Cargo Symposium

COURSES & CONFERENCES 35

WWW.HCBLIVE.COM

SEPTEMBER 12-14, NEW ORLEANS Biennial forum for parties involved in the safe transport, handling and use of hazardous materials international-hazmat-summitwww.chemtrec.com/news-events/chemtrecFIATA World Congress

SEPTEMBER FECC Congress SEPTEMBER 5-7, SITGES Annual meeting of the European Association of Chemical Distributors www.fecc-congress.com

Gastech 2022 SEPTEMBER 5-8, MILANO International conference and trade show for the LNG and LPG industries www.gastechevent.com

SEPTEMBER 27-29, LONDON 15th global conference on air cargo www.iata.org/en/events/wcs/ ECTA Responsible Care Workshop SEPTEMBER 29, BRUSSELS/ONLINE Update on Responsible Care implementation in European chemical transport training-workshop-2022/https://ecta.com/product/ecta-responsible-care-

SEPTEMBER 18-21, HOUSTON NTTC’s Annual Tank Truck Show & Maintenance Seminar Week-/2022/Tank-Truck-Week.aspxhttps://tanktruck.org/Public/Events/Tank-Truck-

5/6/22

MARINE/INLAND WATERWAY INCIDENTS

17/6/22 off Chittagong, Nord Magic

Two riding personnel died during checking of empty cargo tank of tanker (50,000 dwt, 2009) that had just FleetMon Bangladesh discharged soybean oil; cause presumably asphyxiation but investigation underway

2/7/22 off Bari, Cerus containers

24/6/22 nr Bonner Springs, freight train isobutane More than 20 cars of UP train derailed, including nine tank cars with isobutane; responders found no leaks KHSB Kansas, US from the tank cars; cause of derailment not yet known 27/6/22 Aqaba, tank container chlorine Tank container with chlorine fell during loading onto ship at Aqaba port; tank was punctured, releasing cloud BBC Jordan of chlorine; at least 13 killed, hundreds injured; tank was too heavy to load by cable; police investigating 30/6/22 Warren, road tanker sulphuric Tank truck heading north into NY state spilled some of its sulphuric acid cargo while passing through Warren; PostPennsylvania, US acid absorbents, earth applied to soak up spill; vehicle was stopped north of the state line Journal 11/7/22 Schulenburg, truck sulphur Pilot truck stop was evacuated after an 18-wheeler truck was found to be leaking “a corrosive substance” CDL Texas, US dioxide later identified as sulphur dioxide; nearby homes also evacuated, with shelter-in-place order elsewhere Life 12/7/22 Lagos, road tanker gasoline Road tanker with 33 litres gasoline rolled over after colliding with car in Costain area of Lagos; reports Vanguard Nigeria suggest tanker rolled back going uphill; much of the cargo leaked, remainder was transferred; no injuries 14/7/22 Nairobi, road tanker petroleum Road tanker with unspecified fuel overturned on Thika Superhighway, spilling some fuel to road; police Capital Kenya closed road, urged other drivers to keep away; foam applied to prevent ignition; no injuries reported FM 15/7/22 Tullamarine, truck fungicide B-double carrying fungicide crashed through barrier on ring road, ran down embankment near Melbourne News. Victoria, Australia Airport; some spill of product, with noticeable fumes; locals advised to shelter in place com.au 16/7/22 nr Kavala, aircraft armaments Antonov-12 operated by Meridian, with cargo of weapons and landmines from Serbia to Bangladesh, crashed BBC Greece in eastern Greece, killing all eight people on board; pilot reported problem, was trying to reach Kavala airport

Fire broke out in cargo hold of containership (27,300 gt, 2003) shortly after departing Mersin for Kumport; FleetMon Turkey ship had arrived from China; vessel anchored off Mersin and appeared to bring fire under control without help

6/7/22 Arabian Sea Global King 1 unknown Bitumen tanker (6,700 dwt, 2007), heading from Khor Fakkan to Karwar, reported taking on water 70 nm FleetMon West of India; all 22 crew rescued; vessel drifting, likely to sink; not known if vessel was in cargo at the time

HCB MONTHLY | SEPTEMBER 2022

Fire broke out in cargo hold of containership (28,700 gt, 2003) sailing from Koper to Libya; Italian coastguard FleetMon Italy coordinated response, dealt with fire; ship made Brindisi, where dozens of containers were offloaded

Vessel Substance Details Source

Two people, possibly contractors, were killed in explosion at biodiesel plant; area evacuated, 1-km security Xinhua Rioja, Spain perimeter established; fire crews managed to prevent blaze spreading to storage tanks 30/5/22 Omaha, chemical chemicals

Farrukhabad, road tanker LPG Fire broke out in engine of LPG tanker on Etawah Bareilly Highway, not far from fuel station; driver fled; NHP UP, India nearby houses evacuated; fire crews brought blaze under control in 45 minutes without mishap News

Date Location

25/6/22

Car carrier with full load of 570 used cars from Fushiki to Vladivostok caught fire; thought that fire started FleetMon in one car, spread rapidly; crew abandoned ship; fire burned for two days before being brought under control

26/5/22 Calahorra, biofuel plant biodiesel

6/6/22 off Mersin, SL Tweety container

23/6/22 Ghent, Lowlands scrap

Fire broke out in cargo hold of bulker (63,900 dwt, 2018) loading scrap at Sifferdok, Ghent; one crewman, Maritime Belgium Mimosa two firefighters injured; crew had attempted to attack fire but without success; locals warned about smoke Executive

Sea of Japan Angara vehicles

36 ROAD/RAIL/AIR INCIDENTS Date Location Vehicle Type Substance Details Source INCIDENT LOG MISCELLANEOUS INCIDENTS Date Location Plant type Substance Details Source

Major fire broke out at Nox-Crete plant; fire crews fought blaze from outside the building due to presence of AP Nebraska, US plant chemicals, propane cylinders inside; several small explosions heard; some nearby residents evacuated

1/7/22 Dubai, Muhieddin cars Massive fire broke out on dhow-type cargo ship, locally registered, carrying 195 cars, mostly Mercedes; FleetMon UAE ship was due to sail to Yemen; vessel, cargo entirely destroyed

12/6/22 Nayagarh, road tankers diesel, Road tanker ran off road into Kusumi River; second tanker stopped to help, at which point there was an India Odisha, India gasoline explosion (cause unclear); four killed in blast, another seriously injured TV News

21/6/22 La Porte, chemical ethylene Fire broke out in pump at OxyChem’s VCM plant; fire was out in three hours without injury; area deemed ABC Texas, US plant dichloride safe but some locals expressed concern about air quality impact of lingering pollutants

26/6/22 Haifa, warehouse chemicals Fire broke out in industrial logistics facility, spreading through several buildings containing hazardous Jerusalem Israel materials; some explosions heard; three nearby residents rescued from their home Post 29/6/22 Henderson, pipeline crude oil

At least one person killed when fire broke out in ethylene glycol unit at Sinopec petrochemical complex; CNN Shanghai, China plant glycol explosion heard some time after fire broke out; fire was brought under control in five hours

Some 4,800 bbl crude oil spilled from Mid-Valle Pipeline, with some oil reaching nearby creek; spill said WPLN Tennessee, US said to be Tennessee’s second largest oil spill ever; reports suggest mower struck and damaged line

Jinshan, chemical ethylene

Four people, three of them under 20, were killed, another injured by explosion at house during the assembly AP Missouri, US of fireworks in the garage; two men, said to be running an unlicensed fireworks business, charged with murder

At least 49 people killed after fire broke out in containers at BM Container Depot; fire tore through depot, Maritime Bangladesh terminal causing several explosions; suspected that fire started in a container with hydrogen peroxide Executive 4/6/22 Mosta, fireworks fireworks

3/6/22 Fatehpur Beri, chemical chemicals

Two workers injured by explosion, fire at fireworks factory; second explosion around an hour later; police Times of Malta factory warned people to stay away in case of further blasts; factory said to be well equipped with safety features Malta 8/6/22 Quintana, LNG plant LNG (?) Explosion, fire at Freeport LNG plant, which accounts for 20% of US LNG exports; plant was shut down for Maritime Texas, US at least three weeks; no injuries or pollution reported; investigation underway Executive 16/6/22 Lanzhou, chemical sludge

4/6/22 Chittagong, container chemicals

At least six people killed, eight injured by explosion in sludge drying unit at Binnong Tech pesticide plant ANI Gansu, China plant located in industrial park; explosion cause power outage in residential area; cause not yet known 17/6/22 Black Jack, house fireworks

18/6/22

At least 20 people injured by explosion at gas cylinder refilling station, thought to have been caused by flames Xinhua Kano, Nigeria shop from a fish fryer near the shop; several nearby shops were burned down by the fire

Five firefighters needed hospital treatment after fighting blaze in warehouse at chemical plant; not clear from PTI Delhi, India plant reports what chemicals were being stored but the fumes caused breathing difficulties

Fire broke out in large industrial building being used to store agricultural chemicals; sand dike built to contain WCCO Minnesota, US leaking chemicals, fire water; fire crews had to stop work temporarily as tornado passed through 2/6/22 Kumbotso, gas filling propane

SAFETY 37

30/5/22 Wadena, building agrochems

AMMONIUM NITRATE • AFTER SOME HIGH PROFILE ACCIDENTS, AEISG HAS BROUGHT TOGETHER ITS KNOWLEDGE INTO A NEW CODE OF PRACTICE FOR THE STORAGE AND HANDLING OF AN MATERIALS STOP THE ROT 38 SAFETY

The new AEISG Code of Practice focuses very much on the explosives sector and the needs of the Australian industry in particular, although the approach it takes should be of value to all those involved in the AN supply chain. For instance, the Code contains a list of the significant incidents involving AN in manufacturing, transport and storage over the past 100 or so years; it also notes that, while none of them would have fallen within the scope of the recommendations, they would not have occurred had the basic principles for safe storage and handling of AN, as detailed in the Code, been followed. “All of the events reviewed indicate that multiple failures occurred in the preventative and mitigative layers of protection,” the Code states. Those layers of protection begin with the proper design of any facility that is designed to be used for the storage of AN. The first step is to ensure that only the required amount of AN will be stored at any time. The site should be located at an appropriate distance from other activities or residential areas and, within the site, the AN should be segregated from heat sources, fuel, incompatible chemicals or other activities. Any storage facility should be construction of non-combustible materials and its electrical equipment must meet relevant standards. Fire extinguishers should be provided at approved locations (although the Code also notes that the ‘fight or flight’ decision should prevent any concerted effort by site personnel to fight a fire that may run out of Justcontrol).asimportant are administrative controls once a site is operating. The criteria of all licences, regulations and procedures need to be strictly observed and the stock of AN should be kept as low as is reasonably practicable. All operators should be fully trained and drilled, both in operations and evacuation plans. It is important to keep the site tidy and not to allow rubbish, vegetation or discarded pallets to collect in areas where AN is stored. Management of change is vital and operators should also be in touch with local emergency services so that they also understand evacuation and exclusion zone plans.

HCB MONTHLY | SEPTEMBER 2022

AEISG’s Code of Practice goes on to discuss in detail how a site should be arranged, how AN should be stored and segregated, what equipment is appropriate for use in an AN storage area, the necessary security requirements and plans, emergency response and planning, environmental controls and other factors. An appendix also provides a model risk assessment plan, which will be very useful to all those involved in the sector.

LESSONS TO BE LEARNED

THE BEIRUT PORT explosion in August 2020 threw an unforgiving spotlight on issues surrounding the storage and handling of ammonium nitrate (AN) in all its forms; since then, authorities around the world have busied themselves with checking whether the same thing could happen in their territories. One general finding is that the explosives industry, which uses AN as a blasting explosive in mining and quarrying operations, performs well and has robust standards and best practice guidance in place; the less well organised agricultural sector, where AN is used as a fertiliser, lacks such common standards. Those handling AN can, therefore, learn a lot from the explosives sector and, to help them in that endeavour, the Australasian Explosives Industry Safety Group (AEISG) has published a new Code of Practice on the storage and handling of solid AN; its aim is to provide the global industry with a risk-based approach to establishing best practice in the storage and handling of AN. The Code of Practice has been put together by AEISG’s AN Technical Panel, drawing on its members’ wide experience and using a scientifically based and verifiable risk-based approach, and is freely available from the AEISG website, www.aeisg.org.au.

SECTION SLUG Join us in New Orleans September 12-14, 2022 New Orleans Marriott Continuing Education Credits Claim 20 CMPs toward recertification by attending the Summit! Celebrate CHEMTREC’s 50th anniversary with us! For more information visit chemtrec.com/summit. Register to reserve your spot at CHEMTREC.COM/SUMMITInterestedinBecomingaSponsor? Contact summit@chemtrec.com Current 2022 Sponsors What can you expect from the 2022 CHEMTREC Summit? The biennial event is one-of-a-kind forum for all interested parties involved in the safe transpor tation, handling, and use of hazardous materials, including shippers, carriers, and emergency and spill clean-up responders. Including both techni cal and professional development content, the 3-day CHEMTREC International Hazmat Summit is the premier destination to discuss the key topics of today and the trends of tomorrow. Program topics include • Incident Response and Prevention • Emerging Issues and Technology • A Carrier’s Perspective • Government Affairs • Crisis Management • Lithium Ion Battery Emergency Response and Safety Workshop $100 offyour registration!3-dayUsecodeHCBfor Meet our Opening Session speakers Bruce Samuelsen Chief CHEMTRECExecutive Derek Daly Hall of Fame Race Car Driver and Network Television Analyst Scott Whelchel Chief Security Officer & Global Director for Emergency Services and Security (ES&S) Dow Chemical

A copy of MGN 653 can be downloaded at roll-onroll-off-ro-ro-ferries/mgn-653-m-electric-mgn-653-m-electric-vehicles-onboard-passenger-www.gov.uk/government/publications/

MCA says, on the other hand, that fires involving EVs do not release significantly more energy than those involving traditional vehicles and are not at greater risk, though they may be more liable to reignite. There are, though, significant differences in the best practices for fire detection and firefighting for electric vehicles.

The study can be downloaded from the OCIMF website at during-ship-to-ship-transfer-operations.information-papers/mooring-load-analysis-www.ocimf.org/publications/

PSM TRAINING APP FROM CSB

The US Chemical Safety Board (CSB) has released a new online safety training app focusing on OSHA’s Process Safety Management (PSM) regulations. The interactive, free-to-use app uses the 2005 explosion at BP’s Texas City refinery as a model and takes the viewer through interactive training modules on each element of PSM, with a test at the end of each module.

Instructions for downloading the app can be found on the CSB website at csb-process-safety-training-application-/.www.csb.gov/news/

The 15-module e-learning courses is delivered through interactive tutorials with easy on-scene instruction and scenario-based activities, assessments and audio-visual content. onelearn.global

The Oil Companies International Marine Forum (OCIMF) has published a new study analysing ship-to-ship transfers under varying environmental conditions. STS transfers take place across different geographies and under varying environmental conditions, adding to the complexity and risks associated with such transfers. OCIMF’s new information paper aims to support stakeholders in making their own assessments to determine suitable weather criteria and ascertain an appropriate weather window for STS operations.

40 HCB MONTHLY | SEPTEMBER 2022

OneLearn Global has launched a new e-learning hazmat course for the maritime sector, covering the handling of dangerous goods on cargo vessels in bulk and packaged form. The online course is aimed in particular at crews working in US waters, providing a certification that is valid for five years for international operations and three years for US operations. It covers the training requirements of both the International Maritime Dangerous Goods (IMDG) Code and the US Hazardous Materials“ShippingRegulations.isahazardous industry for those working at sea,” says Abhi Narayana, CEO of OneLearn Global. “As a maritime training provider our role is to develop and deliver courses that help protect the lives of seafarers.”

In the absence of any International Maritime Organisation (IMO) regulations or domestic provisions, MCA offers some ideas on where and how EVs should be positioned on a ro-ro deck, how to detect and prevent fires, and how to deal with the carriage of damaged vehicles.

“This is a new and innovative way for the CSB to present safety information to industry,” says Steve Owens, CSB interim executive. “We are excited to provide this new tool and learn how to make this new application even more useful to industry as people try it out.”

STS STUDY FINALISED

EVS ON RO-ROS

The UK Maritime & Coastguard Agency (MCA) has issued guidance on the carriage of electric vehicles (EVs) on passenger ro-ro ferries. The guidance, contained in a new M Notice, MGN 653, responds to concerns over the potential for EVs to initiate or be involved in fires aboard ro-ro ferries, following a number of recent incidents.

NEWS BULLETIN SAFETY

This new study, which supports the key performance indicators (KPIs) listed in OCIMF’s STS Service Provider Management Self-Assessment document, used advanced mooring line load simulation technology for enhanced assessment of mooring line loads under varying environmental conditions for a variety of ship-type combinations, including LPG and LNG carriers.

MORE IMDG E-LEARNING

The notice can be downloaded from the PHMSA website at Lithium-Battery-Recycling-Safety-Advisory.pdf.phmsa.dot.gov/files/2022-05/Final-05-16-www.phmsa.dot.gov/sites/

PHMSA

The advisory note adds no new regulation but explains clearly the requirements laid down in the US Hazardous Materials Regulations; it also includes a brief note for consumers on how to dispose of used lithium batteries and ship battery-powered equipment subject to a recall notice.

CSB UP

The US Chemical Safety Board (CSB) has released a safety video on the explosion and fire at AB Specialty Silicones’ plant in Waukegan, Illinois in May 2019 that killed four workers, destroyed the facility and damaged nearby businesses. The explosion was caused by the mixing of incompatible chemicals, which generated a cloud of hydrogen that ignited.

“2022 marks four years since Exis Technologies joined forces with the National Cargo Bureau, and during this period the synergy between the two organisations has brought new and different capabilities to the NCB safety portfolio,” says Ian Lennard, president of NCB. “The acquisition of Exis was a natural fit and has significantly enhanced NCB’s Dangerous Goods service offerings globally. In the continuation of that advancement, Mike has been appointed to ensure that information technology adds maximum value to the achievement of our not-for-profit mission of Safety of Life and Cargo at Sea.”

“It is past time for regulators to fully recognise the hazards presented by reactive chemicals,” CSB chair Katherine Lemos says at the end of the video. “We call on OSHA and EPA to update their regulatory standards to include better coverage of reactive chemicals. Closing the regulatory gap will prevent further tragic incidents and save lives. Together, we can impact safety for our chemical industries, our workers, our community, and our environment.”

The US Pipeline and Hazardous Materials Safety Administration (PHMSA) has issued a safety advisory on the transport of lithium batteries for disposal or recycling. The Administration notes that, during recent compliance inspections, its investigators are routinely seeing shippers and carriers improperly packaging and shipping such batteries. These practices include failure to prevent shortcircuiting, mixing different batteries in the same packaging, and shipping pallet-loads of batteries in drums and boxes with inappropriate identification of their contents.

Links to CSB’s video and its investigation report can be found on its website at www.csb.

recommendations,theguidance,programme,hadoxygenateditspreventgeneralisedbeenfatallythroughpressurefatallyfailedpressureMissouriatfollowingspecialty-silicones/.incompatible-chemicals-explosion-at-ab-gov/csb-releases-new-safety-video-CSBhasalsoreleaseditsfinalreportitsinvestigationofthefatalexplosiontheLoy-LangeBoxplantinStLouis,inApril2017.Thebottomheadofavesselusedintheplant’ssteamsystemcatastrophically,causingaBLEVEthatinjuredoneworker;therestofthevesselflewoutoftheplant,crashingtheroofofanearbybusinessandinjuringthreemorepeople.CSBdeterminedthatthepressurevesselhadweakenedbyoxygenpittingcorrosionandcorrosion;Loy-Langehadfailedtoormonitorthecorrosionand,indeed,ownstart-upprocedurelikelyintroducedwaterintothevessel.Thecompanynomechanicalintegrityorinspectionasrecommendedbyindustryandcityauthoritiesfailedtoinspectfacility,duetoalackofmanpower.CSBhasmadeanumberofincludingonetothe

WWW.HCBLIVE.COM SAFETY 41

DURKIN PROMOTED AT NCB National Cargo Bureau (NCB) has appointed Mike Durkin (above) as chief information officer for the group; he moves from his previous post as operations manager at Exis Technologies, which was acquired by NCB in 2018, and will now be responsible for the IT strategy of both NCB and Exis.

National Board of Boiler and Pressure Vessel Inspectors that they update their rules for commissioned inspectors (NB-263) to include prescriptive elements in the boiler and pressure vessel repair and alteration inspection and acceptance process.

FOLLOWS

ferries.vehicles-onboard-passenger-roll-onroll-off-ro-roADVISES ON BATTERIES

As well as seeing a lot of new faces among the audience, there were also some newbies on the stage, not least from the UK Department for Transport (DfT), which had put up three first-timers to run delegates through the upcoming changes to ADR and RID that will, as a result, will be implemented through the GB’s Carriage of Dangerous Goods etc Regulations (CDG).

There was a brief pause at this point as many in the audience, who had clearly forgotten about the whole thing, allowed the implications to sink in. That was followed by a

GREAT MINSTER REPORT

It might be thought that, three years after the previous event, there would be a lot to catch up on but it should be remembered that the regulators were also affected by lockdowns and travel restrictions, meaning that as a result there were fewer changes to the regulations than might have been expected.

“I42NEVER

David Pope introduced the main changes to the 2023 editions of ADR and RID, starting with a stern reminder that the transitional provision that appeared in 2019 relating to the requirement for consignor-only companies (freight forwarders, for example) to appoint a DGSA will expire at the end of 2022. After that, operators that fall under that category will no longer enjoy their relief from the provisions.

CONFERENCE REPORT • THE VCA SEMINAR WAS BACK THIS YEAR AND PACKED A LOT INTO ITS TWO DAYS. OLD FRIENDS AND NEW FACES WERE MUCH IN EVIDENCE IN THE AUDIENCE AND ON THE PODIUM GOOD TO BE BACK HCB MONTHLY | SEPTEMBER 2022

THOUGHT I’d say this – but it’s good to be back in Daventry,” said Peter Mackay, HCB’s managing editor, as he opened this year’s Dangerous Goods Seminar on 7 June. Chairing the two-day event, organised by the Vehicle Certification Agency (VCA), he also noted that the Daventry Court Hotel had failed to take advantage of the quiet time offered by Covid-related lockdowns to do much in the way of maintenance or renovation, but at least that meant it was a familiar venue for attendees, around half of whom were repeat visitors. Indeed, the conference room was very busy – if perhaps not to quite the same degree as in previous years – after the 2020 and 2021 events had fallen victim to the pandemic. And while the pandemic continues to bubble away, somewhat more quietly than before, there was little chance to observe social distancing. That was similarly the case during the evening activities, with plenty of delegates taking the opportunity to see what was new and interesting on the exhibition booths while waiting (rather too long for some) for the refreshments to appear. But that did give some time to catch up with old friends, at least those that had made it through the pandemic, and make some new connections, which is always half the benefit of events such asTherethis. were, too, plenty of first-timers at the seminar, including many newly qualified dangerous goods safety advisers (DGSAs) keen to keep abreast of the latest changes to the various regulations governing the carriage of dangerous goods. They were treated to the regular ‘primer’ session to make sure they would be able to keep up with discussions, presented – possibly for the last time – by Keith White, head of VCA’s Dangerous Goods Office.

The RID Safety Committee also agreed to delete 4.3.3.2 so that the use of folding panels to display DG

Kevin Vagan, a policy adviser at DfT, spoke about the work of WP15’s working groups on electrified vehicles and vehicle stability before outlining in more detail some of the specific changes coming in ADR next year. A change to 1.1.3.6 will mean that the security provisions of Chapter 1.10 will now also apply to small loads of Class 1 high-consequence dangerous goods. There are some new safety requirements for FL vehicles in 9.7.9, including thermal protection and automatic fire suppression systems. And WP15 worked hard and fast to get at least something into ADR 2023 to allow the use of battery electric vehicles (BEVs) as AT vehicles – this will undoubtedly be expanded in coming years. The changes for RID are similar to those for ADR, particularly as regards the extension of security provisions to all Class 1 highconsequence dangerous goods. But, as Anita Moinizadeh explained, there is more for the rail sector to get its head around. For instance, while polymerising substances that require temperature control are not permitted for carriage under RID, the rules have been clarified to establish criteria for such a prohibition. It is important to note that this also applies to piggyback transport. There is also a clarification of the requirements for the protection of equipment welded to tank wagon shells, so as to avoid damage to the shell in the event of an accident.

WWW.HCBLIVE.COM Who do you contact for the latest

REGULATIONS 43 barrage of questions, not least about who is deemed to be a ‘consignor’ (it is defined in 1.2.1 of ADR for those who want to check) and whether there is any advice and guidance (DfT was working on it at the time – it is now published at watch?v=3wi36XFN_qU).www.youtube.com/Afterthat, many DGSAs in the audience began rubbing their hands at the prospect of more work. Other amendments coming into force next year include new provisions for ‘extra-large tank containers’, a new requirement for automatic stop valves on tanks carrying liquefied gases (such valves have normally been used but some recent tanks have not been so equipped), assignment of packing instruction P650 to the carriage of paint residues, and a resolution – at long last – of the issue of the import and use of pressure receptacles approved in the US. One important point is an amendment to 5.4.1.1.21 to state that any additional information required by a special provision must be included on the transport document.

labels?compliant Tel: +44 (0)870 850 50 51 Email:www.labeline.comsales@labeline.com Free DG Label ID poster with every order appointed

Some speakers who had been lined up for the VCA seminar did not make it but Cara Ruzicka, dangerous goods policy specialist at the UK Civil Aviation Authority (CAA), did manage to give her presentation by live link, which worked well. There have been a lot of changes to the dangerous goods team at CAA lately and Ruzicka provided a list of the names that dutyholders will come to recognise, but the main thrust of her presentation was to go over the main changes that will appear in the 20232024 edition of the International Civil Aviation Organisation’s (ICAO) Technical Instructions, which will enter into force promptly on 1 JanuaryICAO’s2023.Dangerous Goods Panel (DGP) has been busy keeping the Technical Instructions in line with the UN Model Regulations, bearing in mind the need to maintain an acceptable level of safety for air transport. One of its major tasks is to identify those areas where harmonisation might introduce an unacceptable level of risk. But there were plenty of items picked up from the Model Regulations, including: - Updated definitions and packing instructions for aerosols - The addition of classification details for self-reactive substances of Divisions 4.1 and 5.2 - Type B self-reactive substances of UN 3221 and 3231 are forbidden for transport by air under any circumstances - Clarification of the maximum dose rate for radioactive materials in excepted packages - Removal of a conflict concerning limited quantity values for goods of Division 4.1, packing groups II and III - Excepted quantity code E0 is removed from the dangerous goods list for those entries that are forbidden/forbidden for air transport - Amendments to special provisions A19, A57 and A221 - Special provision A4 is assigned to UN 2922; A5 is assigned to UN 2923; and A36 is removed from UN 1693 and 1228; A36 is amended to remove the A2 provisions; and A4, A35, A46, A61, A117, A132, A180, A206 and A213 are amended

UP IN THE AIR

- Clarification is made that the provisions applicable to battery-powered mobility aids apply to all batteries on such items, with new limits on the Watt-hour ratings of spare batteries - In the Emergency Response Guide, UN 3528 and 3529 are added to 1.5 and there are amendments to the drill codes in Tables 4-2 and 4-3. In addition, there are some new special •provisions:A221applies to mixtures of nitrogen and oxygen with an oxygen content between 19.5 and 23.5 per cent, which do not now require a Division 5.1 subsidiary hazard label • A222 applies to butylenes and isomers •thereofA223 specifies that life-saving appliances are not subject to the Technical Instructions when they meet certain criteria • A224 applies to UN 3538 and permits the carriage of Division 2.2 gases with no subsidiary hazard and lithium cells or batteries that comply with the Section II provisions in PI 967 or 970 • A225 applies to UN 3548 and permits the carriage of environmentally hazardous substances and lithium cells or batteries that comply with the Section II provisions in PI 967 or Aside970. from issues relating to multimodal harmonisation, ICAO has yet again been making changes to the provisions for the transport of lithium batteries by air, which generated “a lot of passionate comments and remarks”, Ruzicka said. Operators are being challenged by the provisions of Annex 6, Part 1, Chapter 15 and there were pleas to reduce the maximum state of charge (SOC) to 30 per cent for operational reasons, although no decision has so far been taken. A prohibition on the carriage of damaged or defective batteries by passengers and crew has been

44 HCB MONTHLY | SEPTEMBER 2022 information about gases being carried will now be optional.

- There is a new requirement to note the use of special provisions A1, A2 and A176 on the dangerous goods transport document, and A176 is added to Part 5;4.1.5.8.1 - The ‘total quantity per package’ column is removed from packing instructions Y956, Y958 and Y964; aluminium and steel boxes are included as alternative packagings under Y960; and there has been some alignment to reflect liquid and solid base material in PI 450, Y450, 370 and Y370.

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In addition, the requirements of Part 5;1.1 f) and i) now apply to overpacks of Section II lithium batteries. There are also changes to the provisions applicable to the carriage of vehicles containing lithium batteries that are not tested in accordance with section 38.3 of the UN Manual of Tests and Criteria.

decisions made by DGP, again mainly referring to lithium batteries, include revisions to special provisions and packing instructions. A88 and A99 have been amended to replace references to ‘battery or battery assembly’ with ‘cell or battery’; A154 is assigned to entries for engines and machinery, vehicles and life-saving appliances to prohibit their carriage by air if they contain damaged or defective batteries; and A206 is deleted as its provisions are applied elsewhere. In the packing instructions, PI 965 and 968 now specify a 3-metre stacking test for Section IB battery packages; PI 910 and 974 are clarified to specify that the 30 per cent SOC requirement applies to both UN 3480 and 3481; and PI 966 and 969 for Section II lithium batteries are clarified to align packaging performance requirements with PI 967 and 970.

There were some substantive changes adopted by DGP, though these were well flagged up in advance. Section II lithium batteries of UN 3480 and 3090 will be forbidden in cargo-only aircraft (CAO) as from 1 January 2023; this prohibition has been anticipated by the International Air Transport Association (IATA) so it should come as no surprise. In addition, the lithium battery mark will no longer have to show an emergency telephone number – a change that reflects the fact that no one understood what sort of information should be provided. This may still be shown in order to allow pre-printed labels to be

REGULATIONS 45 accepted in principle but there has not been enough time to finalise it; in particular, there is no agreement on what constitutes ‘damage’.

Free DG Label ID poster with every order For a local, professional consultant DGSA, contact Labeline The ‘Biennial’ returns! THE multimodal regulatory update webinar 18th October 2022 Do you AllDangerousconsignGoods?UKconsignorsmusthave an appointed DGSA by 1st January 2023 Free worldwide shipping from IATA’s leading international distributor WWW.HCBLIVE.COM

Ruzicka’s excellent presentation also looked at ongoing work at ICAO. Its Electronic Storage Devices Working Group has some years of work ahead of it, she said, and it is busy developing packing requirements and provisions for data loggers. The Safe Carriage of Goods Specific Working Group is looking broadly at the structure of the regulations in the Technical Instructions, not least the provisions for lithium batteries as well as emergency response requirements. The Annex 18 Working Group is currently looking at development safety management provisions for states. And finally, the Supplement 2023 IATA DGR +44 (0)870 850 50 51 www.labeline.comsales@labeline.com you contact for the latest DG +44 (0)870 850 50 51 www.labeline.comsales@labeline.com

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MCA is also looking at the issue of the refusal of dangerous goods cargoes and is running a trial project to get information from shortsea and ferry operators to establish the size of theTheproblem.International Maritime Organisation (IMO) also has a lot to be doing right now, not least a comprehensive review of all the 900-series maritime-specific special provisions in the International Maritime Dangerous Goods (IMDG) Code, to address the concerns of vessel operators. It is also looking at some specific carriage issues, especially charcoal, which has been implicated in a number of recent fires aboard containerships. Amendment 40-20 to the IMDG Code is now mandatory. Harvey ran through some of the changes specific to maritime transport, which in particular related to segregation groups, stowage provisions and special provisions.

One change that may have gone under the radar somewhat is that the stowage provisions in 7.1.4.2 applicable to marine pollutants have been extended to apply to infectious substances of UN 2814, 2900 and 3549. Work has already been completed on Amendment 41-22 to the IMDG Code, which was adopted by IMO’s Maritime Safety Committee in May and will be available for use from 1 January 2023, though not mandatory until 2024. Work will begin on Amendment 42-24 next year, with the Editorial & Technical Group due to meet twice to get the donkey work done.

One speaker who certainly has a lot of experience was Keith White, who stepped in to cover for several others who could not make the trip and, in consequence, gave himself rather a lot to do. One presentation he had prepared well was an update on the lithium battery regulations, as the paper had been put together for the 2020 seminar, which did not happen. As it was, he noted, little had changed in the interim. He also remarked that feedback from earlier VCA seminars had included comments such as “too much on lithium batteries” and “loved all the lithium battery stuff” so he was aiming to shoot right down the middle.

The audience had already heard plenty about upcoming and recent changes to the regulations governing the transport of lithium batteries, especially by air. The regulators clearly see a problem: these constant changes make life difficult for those who are trying to comply (and perhaps encourage noncompliance); they have also made the regulations themselves incredibly complex. As White pointed out, while all other UN entries have only one packing instruction assigned to them, each of the four main lithium battery entries (UN 3090, 3091, 3480 and 3481) has five packing instructions and four large packing instructions. In addition, they have up to ten special provisions assigned. The regulatory authorities are trying to find a way to clear up this mess, especially as they are aware that new battery technologies are bound to come along and require similar treatment. However, progress has been slow. In 2015, ICAO contracted SAE International to develop a packaging standard that would allow

46 HCB MONTHLY | SEPTEMBER 2022 Working Group is working to tidy up disparities that have been identified. ALL AT SEA

All of the above was presented before lunch on the first day of the seminar and for many in the audience (and in the chair) that break could not come soon enough. However, it must be said that the coverage and discussion of the topics by the various speakers was comparatively thin, with the one exception of Cara Ruzicka. The other speakers seemed to lack a firm grasp of their material and the expectations of their audience. This is perhaps not surprising - most are relatively new to the dangerous goods field – but they do need to get up to speed if they are to be in a position to help industry meet its obligations. It was unfortunate that some more experienced people could not make it to Daventry, but it should not be forgotten that the VCA seminar is held for the benefit of DfT as much as industry, as it is the Department’s primary outreach mechanism.

Another new face on the podium was that of Gemma Harvey, representing the UK Maritime & Coastguard Agency (MCA), where she is hazardous cargoes advisor managing UK policy, regulations and guidance on the carriage of dangerous goods by sea. Her department has a lot on its plate but she picked out some of the bigger projects, one of which involves the unification of all relevant legislation into a single statutory instrument. Harvey said she hoped to have this completed during 2023 and promised outreach and consultation prior to publication.

WHITHER BATTERIES?

Airlines,

ICAO, ADR, IMDG, RID, DoT DangerousDocumentationRegulationsLabelsGoodsPackagingSoftwareTrainingGHSChemRegsFree DG Label ID poster with every order For a local, professional consultant DGSA, contact Labeline The ‘Biennial’ returns! THE multimodal regulatory update webinar 18th October 2022 All UK consignors must have an appointed DGSA by 1st January 2023

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Labeline is the leading worldwide “One Stop Dangerous Goods Service” serve Freight Forwarders, Shippers, DCA’s, Authorities, Petrochemical industry and the Pharmaceutical industry. is one of the world’s leading regulatory services and hold comprehensive stocks with a fast worldwide service. 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.

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In addition, an intersessional working group was established by the UN Sub-committee of Experts on the Transport of Dangerous Goods, which began by focusing on updating and improving Section 38.3 of the Manual of Tests and Criteria. Having done that, the group was tasked with determining whether a series of tests or conditions could be established to create defining criteria for the assignment of batteries into divisions under a ‘hazard-based classification’ approach, with the use of a flow diagram. The intersessional group has discussed the use of packaging as a mitigation of potential hazards (as with Class 1 explosives) and, again using the pattern of Class 1, the development of divisions for batteries. This group appears to be making swifter progress, perhaps because its participants are drawn largely from the regulatory authorities and battery manufacturers. Some of the ideas being discussed build on the work done by SAE and research is progressing with test facilities undertaking propagation tests to produce data to refine the methodology. There are still some issues to be settled and the group is due to meet again later this year to try and thrash things out. In an attempt to clear the logjam, the UK put forward a paper to the UN Sub-committee in 2019, focusing purely on the packaging issues but this did not receive much in the way of positive feedback. White offered his own solutions to the problem, which referred to the way that UN 1950 aerosols is a single entry in the UN Model Regulations but has 17 different proper shipping names in the ICAO Technical Instructions.Itistobehoped that further progress can be made before next year’s VCA seminar and that there is more positive news to give. This report on the 2022 VCA Dangerous Goods Seminar will continue in next month’s HCB. +44 (0)870 850 50 51 Email:www.labeline.comsales@labeline.com www.labeline.comsales@labeline.com

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REGULATIONS 47 WWW.HCBLIVE.COM a simplification of the packing requirements; the intention was that SAE would complete the work in 2016 but, six years later, it is still not finished. White said the work was opened up to too many interests, making it impossible to settle on a text. The draft standard that has now emerged is more of a standard test method, using one specific piece of apparatus, but that has just opened up a whole list of other questions. Work is continuing.

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WWW.HCBLIVE.COM  REGULATIONS 49

INS AND OUTS While PHMSA aims for harmonisation with international regulations, and despite the US having the chair of the UN Sub-committee of Experts that agrees the amendments to the UN Model Regulations, it nevertheless retains the right to vary from those provisions, either because the issues covered are already addressed in HMR or because it feels that the new amendments adopted do not address a

USA • THE HAZARDOUS MATERIALS REGULATIONS HAVE BEEN BROUGHT INTO LINE WITH INTERNATIONAL PROVISIONS – BUT THAT HARMONISATION WILL NOT LAST FOR LONG BETTER LATE THAN NEVER WWW.HCBLIVE.COM

PHMSA is also catching up after the years of the Trump presidency, when new regulation was frowned upon and it had to struggle to persuade its political masters that the changes it proposed were really necessary. It should be remembered that, while international harmonisation is a good thing as far as corporations with international operations are concerned, there are a lot of dutyholders under the provisions of the US Hazardous Materials Regulations (HMR) that only operate domestically (sometimes only intra-state) and for whom international harmonisation is moot. Such parties may see the regular amendments to HMR as being irrelevant to them and merely generating additionalHM-215Pcosts.isretrospectively effective as from 1 January 2021, concurrent with the international provisions to which it seeks to harmonise: Amendment 40-20 of the International Maritime Dangerous Goods (IMDG) Code, the 2021-2022 edition of the International Civil Aviation Organisation’s (ICAO) Technical Instructions and the 21st revised edition of the UN Model Regulations. The changes contained in HM-215P took effect on 25 August 2022 and compliance will be mandatory as from 26 July 2023. This brief review of what is a very lengthy rulemaking covers some of the more significant changes; dutyholders can find the full final rule in the Federal Register at www. international-standards.hazardous-materials-harmonization-with-documents/2022/07/26/2022-15358/federalregister.gov/

THE US AIMS FOR INTERNATIONAL HARMONISATION BUT ALSO HAS ITS OWN WAY OF DOING QUITE A LOT OF THINGS THE PIPELINE AND Hazardous Materials Safety Administration (PHMSA) has published its final rule under HM-215P, its biennial international harmonisation rulemaking. The final rule reflects comments and revisions following the publication of a notice of proposed rulemaking (NPRM) as far back as August 2021; its finalisation has been held up by a combination of addenda and corrigenda to the international provisions as well as domestic developments in terms of the Covid-19 response and the Biden administration’s ambitions for reductions in greenhouse gas emissions.

CLASSIFICATION AND LISTING PHMSA has brought in a range of amendments and additions to the Hazardous Materials Table (HMT) in §172.101. These include the introduction of three entries for electronic detonators (UN 0511, 0512 and 0513) and UN 3549 Medical waste, Category A, solid, newly adopted by the UN Model Regulations.

One the other hand, the harmonisation rulemaking does give PHMSA the opportunity to introduce provisions designed to deal with emerging technologies and hazards. For example, in its preamble to HM-215P, PHMSA says the final rule will “improve the safe transportation of vaccines and other medical materials associated with the ongoing response to the … Covid-19 public health emergency, or any similar public health emergency that may emerge, by removing unnecessary regulatory hurdles to the international movement of those materials”. Similarly, PHMSA notes that the final rule also aligns the requirements in HMR with “anticipated increases in the volume of lithium batteries transported in interstate commerce from electrification of the transportation and other economic sectors”. Bearing in mind that many of the amendments contained in HM-215P derive from revisions to the UN Model Regulations adopted nearly three years ago and may be fading from memory, it is probably worth examining them in some detail.

HCB MONTHLY | SEPTEMBER 2022 50 pressing safety issue. It is, therefore, often most relevant for those doing business into and out of the US to examine those areas where HMR is not in alignment with international provisions.

To begin with the easy stuff, the final rule includes newer incorporations by reference, involving not only the revised editions of the UN Model Regulations, IMDG Code and ICAO Technical Instructions but also the International Atomic Energy Agency’s (IAEA) Regulations for the Safe Transport of Radioactive Material, 2018 edition (SSR-6, Rev 1), several new or updated standards published by the International Organisation for Standardisation (ISO) and an updated version of the Organisation for Economic Cooperation and Development (OECD) Guidelines for the Testing of Chemicals, Test No 431: In vitro skin corrosion; reconstructed human epidermis (RHE) test method.

In addition to harmonisation, PHMSA keeps an eye on what is going on north of the border, given that there is so much cross-border traffic involving dangerous goods. HM-215P includes a revision in §171.12(a)(1) to authorise the transport by road or rail of a hazardous material in the US under a temporary certificate issued under the terms of Canada’s Transportation of Dangerous Goods (TDG) Regulations. This follows up on earlier work to enhance cross-border transport and reflects the fact that Transport Canada already recognises special permits issued by PHMSA for transport operations in Canada.

PHMSA proposed assigning special provision 131 to UN 3549 to specify that special permits are required for use of this entry. The Dangerous Goods Advisory Council (DGAC) and the Healthcare Waste Institute (HWI) had opposed this, calling for the assignment of internationally recognised packaging provisions and the production of guidance to allow an immediate, safe and compliant packaging solution. PHMSA demurred, however, noting that the unknown nature of any infectious agent that may produce a Category A biological waste makes it necessary to retain greater oversight of the safety and operational controls associated with approved packagings via the special permit process. It is sticking with its original proposal to assign SP 131 to UN 3549. It has, however, added a clarifying special provision 430, reading: This entry shall only be used for solid medical waste of Category A transported for disposal. Again following the international lead, and to keep up with modern technology, PHMSA is adopting provisions for lithium batteries in equipment that are attached to or contained in packagings (including large packagings, intermediate bulk containers (IBCs) or cargo transport units) and intended for use or in use during transport, such as ‘data loggers’. These provisions are found in a new §173.14, which provides exemptions from HMR for such equipment, with the proviso that the equipment meets conditional safety requirements. The text as originally proposed has been amended to clarify that it does not cover such equipment when it is being offered asThecargo.amendment is consistent with provisions adopted in the UN Model Regulations and IMDG Code. Subsequent to the publication of those documents, ICAO responded to the Covid-19 emergency by

The Reusable Industrial Packaging Association (RIPA) took the opportunity to ask PHMSA whether a broader review of IBC construction would be worthwhile, given the wide variety of designs and materials used as well as the very different materials being shipped in IBCs. PHMSA invited RIPA to submit a petition for rulemaking, along with data and PHMSAarguments.followedICAO’s lead in revising the packing requirements for UN 2211 Polymeric beads, expandable and UN 3314 Plastic molding compound, transport of which has thus far been restricted to single packagings. That restriction is inconsistent with the UN Model Regulations and also conflicts with general provisions in the ICAO Technical Instructions that permit combination packagings whenever single packagings are authorised. PHMSA determined that a similar position exists in HMR and has therefore revised §173.221 to allow the use of combination packagings for these products.

PHMSA has also decided to extend the periodic inspection period for cylinders used for fire extinguishing agents transported as UN 3500 Chemicals under pressure, nos. This follows the adoption in the UN Model Regulations of a new special packing provision, PP97, that provides a test period of ten years for tubes (cylinders) that have a capacity of 450 litres or less and that are filled with fire extinguishing agents. This resolves a discrepancy in the regulations, as UN 3500 cylinders previously had a five-year inspection period, whereas gases transported under UN 1956 Compressed gas, nos were given ten years. This seemed odd, as UN 3500 materials are typically inert and filled at a lower pressure than UN 1956 Meanwhile,gases.PHMSA had earlier made changes to allow some hazardous materials transport in cylinders under UN 1956 or 3500 to be classified as UN 1044 Fire extinguisher. This is not in alignment with the UN Model Regulations, where UN 1044 is not supposed to be assigned to cylinders

There were some adverse comments to PHMSA’s proposals for §173.14, with some noting that it contradicts a letter of interpretation that industry has relied on for several years, including in the shipment of hearing aids, defibrillators and implantable devices. In response, a paragraph (c) has been added for clarification: The exception provided by this section does not apply to hazardous materials shipped as cargo. Hazardous materials contained in equipment as described in this section, when transported as a cargo, are subject to, and must be transported in accordance with, all applicable requirements of this subchapter.

PHMSA has also responded to action by ICAO to allow the transport of stabilised fish meal or fish scrap (UN 2216) by air. This trade has until now been restricted to seagoing transport but, in response to increased demand for timely shipment and in recognition of improved methods of stabilisation, PHMSA is mirroring the requirements in the latest ICAO Technical Instructions. Revisions to §173.218 now permit the shipment of UN 2216 material on passenger and cargo aircraft in volumes up to 100 kg and 200 kg, respectively, in UN performance packaging. Fish meal or fish scrap transported by air must have been stabilised at production, and within the twelve months prior to transport.

PHMSA has followed the UN Model Regulations in removing the minimum wall thickness for metal IBCs with a capacity of 1,500 litres or less. This appears in §178.705(c)(1)(iv) and is, PHMSA suspects, a holdover from the days when metal IBCs were treated in the same way as tank containers. This change, which did not generate any adverse comments, will provide additional flexibility in terms of design and construction, PHMSA says, while preserving the expected level of safety.

PACKAGING CHANGES

WWW.HCBLIVE.COM REGULATIONS 51 WWW.HCBLIVE.COM adding a limited exception for data loggers and cargo tracking devices to facilitate the distribution of vaccines and other pharmaceuticals. As such, PHMSA has extended the exceptions in §173.14 to cover all transport modes, although for air transport there are limitations, specified in §173.14(b): For transportation by aircraft, lithium batteries contained in equipment such as data loggers and cargo tracking devices, attached to or placed in packages containing COVID-19 pharmaceuticals, are not subject to the marking and documentation requirements of § 173.185(c) (3) and (c)(4)(iv). This same package, when shipped without the COVID-19 pharmaceuticals for the purpose of use or reuse, is also not subject to the marking and documentation requirements of § 173.185(c)(3) and (c)(4)(iv), as applicable, provided prior arrangements have been made with the operator.

In addition, a new SP 441 provides the same shipping description flexibility specifically for marine pollutants by removing the requirement to supplement the proper shipping name associated with UN 3077 and 3082 with a technical name. These amendments aim to provide flexibility regarding documentation and marking requirements, which currently require identifying the technical names of marine pollutant components in those materials.

HCB MONTHLY | SEPTEMBER 2022 52 intended for use in fixed fire suppression systems. PHMSA says that items of UN 3500 and 1044 are “functionally the same” but classified differently in the US and internationally. Nevertheless, the alignment of periodic inspection intervals in §173.335 will at least facilitate international movement of these cylinders.

OTHER ISSUES

PHMSA is amending several provisions pertaining to the transport of lithium batteries, including minimum size markings and the modification of stowage requirements for lithium batteries, including those offered as damaged/defective or for disposal/recycling. One change it is not making is to copy over the Note in special provision 376, which provides guidance on whether a lithium battery is damaged or defective: while PHMSA acknowledges that some guidance is needed, it feels that the non-prescriptive language used in SP 376 is not appropriate for HMR and, instead, it has issued a safety advisory notice that cites the UNInguidance.addition, a new §172.203(i)(4) requires shipments of lithium batteries that are offered into transportation for purposes of disposal or recycling or offered under the damaged or defective provisions in §173.185(f), to indicate on shipping papers one of the following disclaimers, as appropriate: “DAMAGED/ DEFECTIVE,” “LITHIUM BATTERIES FOR DISPOSAL,” or “LITHIUM BATTERIES FOR RECYCLING”. This is consistent with the IMDGUnlikeCode.other regulatory systems, the US HMR covers all modes of transport and HM-215P includes a number of amendments specific to the stowage of hazardous materials aboard vessels. One of these is the addition of stowage code 156 to the main lithium battery entries (UN 3090, 3091, 3480 and 3481). This code requires that lithium batteries that are offered in transport for disposal or recycling, or that are offered under damaged, defective, or recalled provisions must be stowed on deck only, rather than on or under deck, as is the case with regular batteries.

One UN change that was adopted is the assignment of special provision 360 to UN 3481 and 3091; SP 360 clarifies that vehicles powered solely by lithium batteries must be assigned to UN 3171, rather than to one of the ‘lithium batteries contained in equipment’ entries. SP 360 has also been revised to better distinguish between the various types of equipment with lithium batteries, in particular to specify that lithium batteries that are installed in cargo transport units and designed only to provide power external to the transport unit must be transported as UN 3536 Lithium batteries installed in a cargo transport unit, making them subject to packaging provisions and exceptions outlined in SP 389. Special provision 134 has been revised to clarify its scope as regards UN 3171 (batterypowered vehicles and equipment) and UN 3536. The amendment does not make any substantive changes but should make SP 134 easier to apply. There are some minor changes to the minimum size of the lithium battery mark on smaller packagings containing lithium cells or batteries in §173.185, bringing it into line with the existing minimum size requirements for limited and excepted quantities.

The other main change in HM-215P concerns new stability testing requirements for nitrocellulose, which is derived from

LITHIUM BATTERIES

PHMSA is amending §§172.203(l) and 172.322 to limit the applicability of requirements for specific marine pollutant constituents for generic entries (indicated by the letter ‘G’ in column 1 of the Hazardous Materials Table) and those containing ‘nos’ as part of the proper shipping names. This maintains alignment with the IMDG Code. This new exception in special provision 274, specifically for UN 3077 and 3082 material, allows the use of a proper shipping name found in the Dangerous Goods List in place of a technical name, provided it is not an ‘nos’ entry and is not assigned to SP 274. This relief was provided largely in response to an appeal from the paint industry.

REGULATIONS 53 amendments in the UN Model Regulations that were agreed only after lengthy deliberation. The key to this change can be found in the new special provisions 196 and 197; SP 196 applies to Class 1 materials shipped as UN 0340, 0341, 0342 or 0343; SP 197 is assigned Class 4 materials shipped as UN 2555, 2556, 2557 or 3380. SP 196 specifically removes the requirement for a Type 3(c) thermal stability test. These special provisions are intended to ensure nitrocellulose products are tested to verify they meet specific stability requirements to avoid the danger of self-ignition during transport. They require that the material meets the criteria of the Bergmann-Junk test or the methyl violet paper test, as specified in the UN Manual of Tests and Criteria.

CORROSIVES • THE UK’S OFFENSIVE WEAPONS ACT HAS INTRODUCED NEW RESTRICTIONS ON THE SUPPLY OF CORROSIVE PRODUCTS, WHICH WILL PARTICULARLY AFFECT DIRECT-TOCONSUMER SALES THE ACID TEST HCB MONTHLY | SEPTEMBER 2022 54 REGULATIONS corrosive products to any residential premises, regardless of the recipient’s age. This means that the defined corrosive products can only be collected either in store as part of a click and collect process or from a collection point.

All of the above requirements are the sole responsibility of the consignor/seller, who would also need to comply with any dangerous goods transport requirements, such as those specified in ADR. The Home Office has confirmed that there is no liability attached to carriers for domestic only shipments.

The situation is rather different for shipments originating outside the UK, where the delivery company bears the responsibility of complying with the Act. Delivery companies that have entered into an arrangement with an overseas seller of any of the nine specified corrosive products must ensure that those goods are not delivered to anyone under 18, at any location, nor are they left at the delivery address without age verification taking place.

It is also an offence for a seller to deliver or arrange for delivery of one of the specified

Those handling any of the above-mentioned products are strongly advised to acquaint themselves more closely with the Act and its provisions; the UK Home Office has published Statutory Guidance on its website contents/enacted.www.legislation.gov.uk/ukpga/2019/17/version)offensive-weapons-act-2019-accessible-weapons-act-2019/statutory-guidance-uk/government/publications/the-offensive-(www.gov.andtheActitselfcanbefoundhere:

Ammonium hydroxide 1336-21-6 10 Formic acid 64-18-6 10 Hydrochloric acid 7647-01-0 10 Hydrofluoric acid 7664-39-3 0 Nitric acid 7697-37-2 3 Phosphoric acid 7664-38-2 70 Sodium hydroxide 1310-73-2 12 Sodium hypochlorite 7681-52-9 10 Sulfuric acid 7664-93-9 15 Name of substance CAS RN limitConcentration(%w/w)

THE OFFENSIVE WEAPONS Act 2019 (OWA) came into force in the UK on 6 April 2022; designed to help tackle violence among young people, the Act places new responsibilities on retailers and delivery companies during the online sale and delivery of knives and a number of corrosive products, both acids and bases. Corrosive products defined by the Act are identified by their name, Chemical Abstracts Registry Numbers (CAS RN) and concentration limit (weight in weight). These are set out in Schedule 1 of the Act (see table below). Associated UN numbers are not identified, though they can be determined from their names (except that ‘ammonium hydroxide’ is referred to as ‘ammonia solution’ in TheADR).provisions of the Act differentiate between domestic UK shipments and those originating from another country. For Great Britain (Northern Ireland remains outside the Act, at least for the time being), it is now an offence for a person to sell one of the nine specified corrosive products to someone under 18 years of age, whether in person in a shop or by remote sale. Sellers need to be able to demonstrate that they have taken all reasonable precautions and exercised due diligence, including having a system in place to verify the age of the purchaser. When dispatched by the seller, each package must be clearly marked that it both contains a (specified) corrosive product and that it can only be delivered into the hands of someone over 18. This means, for instance, that delivery cannot be made via a locker.

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These have long caused problems for navigation in the area but, with the hulks now in full view, it was apparent that they still contained tonnes of explosives and munitions – possibly made even more dangerous by spending nearly 80 years under water.

UP FROM THE

“The German flotilla has left behind a big ecological disaster that threatens us,” said one local pensioner. In particular, local fishermen in both Serbia and Romania on the other side of the river are in danger if anything should go wrong.

The widespread drought across large parts of Europe this summer caused problems for those shipping goods by inland waterway, as low water on the Rhine and its tributaries brought shipping to something approaching a halt. Elsewhere, falling water levels at various reservoirs revealed once again the villages, churches, graveyards and once-grand homes that had been sacrificed for the greater good of reliable water supplies. The Danube was also reduced to one of its lowest levels in nearly a century. In the village of Prahovo, which sits on the Danube in eastern Serbia, that exposed dozens of warships of the Nazis’ Black Sea fleet, scuttled in 1944 in an attempt to block the advance of Soviet forces.

ASP IN THE BOX

HCB MONTHLY | SEPTEMBER 2022 56 BACK PAGE NOT SPECIFIEDOTHERWISE

We are indebted to our friends at Darwin Awards for the following story, involving snakes in Maryland (is Maryland particularly known for its snakes? Or snake collectors?).

Interestingly, the Serbian government invited a tender for the salvage of the wrecks and removal of the explosives only this past March, though the work will not be cheap – it was estimated then at some €29m. Perhaps, though, being able to walk to the ships rather than having to dive down to them might reduce the price a little.

GLOW IN THE DARK

Students at Randwick Girls High School in Sydney, Australia got an unexpected day off last month when a sample of a radioactive rock was found by a science teacher in the department’s store room. Parents were, not surprisingly, alarmed at this development and wanted more information. What was the rock? How dangerous was it? The school called in experts from the Australian Nuclear Science and Technology Organisation, who said that no harm was posed to staff or students. Nevertheless, the incident went to the top of the government’s agenda, with education minister Sarah Mitchell accusing Labour MPs of scaremongering for pressing for details. Sadly, the department’s official dealing with the case said he was unable to identify the substance concerned because he “couldn’t understand the chemical symbols”. He must be the only person in the education system not to have heard of Google.

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In November last year a homeowner needed to clear a snake infestation from his basement; rather than go to the expense of hiring a specialist, he decided (on what basis we know not) that it would be simpler and cheaper to smoke the snakes out. He decided to light a coal fire on the floor of the basement. This may well have got rid of the snakes but the fire spread and got rid of the whole house as well. Then in January authorities making a welfare check on a home in Pomfret found the resident dead on the floor, alone except for 124 snakes, many venomous. Neighbours said they had no idea…

SHALLOWS

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