LOGISTICS SKILLS HELP EASE UNCERTAINTY AND DISRUPTION
LATEST CHANGES BY THE UN EXPERTS
BRIGHT SPARKS IN PACKAGING
SAFETY IN MARITIME OPERATIONS
Managing Editor
Peter Mackay, dgsa
Email: peter.mackay@enhesa.com
Tel: +44 (0) 7769 685 085
Advertising sales
Sarah Smith
Email: sarah.smith@enhesa.com
Tel: +44 (0) 203 603 2113
Publishing Manager
Sarah Thompson
Email: sarah.thompson@enhesa.com
Tel: +44 (0) 20 3603 2103
When I first took up my desk at HCB, thirty years ago this month, I thought I knew what to expect. I had been reading the magazine as part of my research at Drewry Shipping Consultants into chemical and gas tanker trades and had been taken on to expand the editorial team and bring added insights into the maritime industry.
I had a good time at Drewry for a few years but it looked like, had I stayed, I might have been doing the same thing over and over for many years. Instead, taking on a journalistic role offered more excitement and a chance to get closer to industry. That was true, of course, but it did not take long before I came to realise how much I didn’t know. I learned to pick up the phone and talk to people, ask questions, and build a greater understanding of how the markets worked.
I also came face to face with the mass of regulations involved in transporting dangerous goods around the world –and I admit it took a good two years before I understood how it all fitted together.
That wasn’t all I had to get used to. At Drewry we were firmly in the IBM camp, running Lotus 1-2-3 on XT computers, floppy disks and all. At HCB I was presented with a Macintosh Classic and had to learn my way around the Apple ecosystem – it did not take long before I was a firm Mac fan and have, whenever HCB has changed hands, tried to keep us on that platform.
In 1994, email had not yet really taken off and so we had to
work with phones, fax machines and snail mail. It also meant large filing cabinets full of annual reports, brochures, letters, photos and slides – all of which these days are kept online, of course. The words ‘cut-and-paste’ had not yet become Ctr-X and Ctr-V – the editorial material in the magazine was typed up, printed out in the correct size, cut up and pasted into large sheets of paper (‘galleys’) that were then rolled up into a tube and sent to the printers. Some days later and big envelope with the proofs arrived, which had to be gone through line by line and marked up with any corrections – and there were always plenty of those.
In the years since, HCB has gone through several changes of ownership, moved offices more often than I care to remember (it is so much easier to do that now) and been redesigned at least half a dozen times. We run a much smaller staff these days - it has got harder to make enough money to keep a big team, now that the internet has made research easier for all and most people expect news to be free. But I believe there is still a need for a dedicated source of information for our sector, given the dangers (and costs) of getting things wrong when moving dangerous goods. We’ve been doing that for 45 years now.
So, HCB is not going away – and I am not retiring just yet. But there will be some changes next year as we leverage our relationship with our current owner, Enhesa, and its other regulatory products. I will tell you more about these plans later in 2024.
Peter Mackay
ONE OF THE biggest trade shows of this year has been Gastech 2024, which took place in Houston this month; HCB’s September 1994 issue included a large preview of Gastech 1994, which was to take place in October in Kuala Lumpur. That preview – along with several other pages in the issue – was written by Peter Mackay, who had just joined HCB and is still at his desk, three decades on, as editor. The plane tickets to Malaysia in 1994 had then-editor Mike Corkhill’s name on them and Peter had to make do with a train ride to his native Birmingham for the LNG exhibition. It is still something that rankles.
Looking back at the lengthy list of who was doing what at the time, it is clear that the gas shipping business has come a long way in the past thirty years but also that it was the work that had been done up to that point that has done so much to maintain the sector’s enviable safety record.
Safety was also improving in the rest of the maritime world in the 1990s and the September 1994 issue included a piece on the port state control changes that had been put in place in the UK in the wake of the Donaldson report, Safer Ships, Cleaner Seas. Authorities had begun ‘naming and shaming’ substandard ships, as identified during inspections in port, and other Paris MOU states were also preparing to follow suit.
Much was also made in the September 1994 issue of the ongoing efforts to finalise the HNS Convention, which sought to establish a compensation scheme for pollution incidents caused by the carriage
of ‘hazardous and noxious substances’, parallel to that already in place for oil cargoes. There were – and still are – several sticking points, not least figuring out which party would be expected to make contributions under the scheme: the shipper, the shipowners, the receiver? In the world of chemical shipping, any maritime accident may well involve several different shippers and receivers. Should storage terminals be made to cough up the contributions (and then recoup the cash from cargo interests)? They were certainly not keen to get roped into scope. What about HNS cargoes shipped in tank containers? And if LNG were to be included, that would massively skew the system of contributions. It is hard to estimate how many person-hours have been expended so far in IMO’s various committees over the past decades without managing to come to a conclusion.
Incidentally, for those who think the use of LNG as a fuel is a novelty, the September 1994 issue also ran an item about the railroad Union Pacific, which at the time was planning to trial LNG as a fuel for its locomotives, initially in a pilot project at a railyard in the Los Angeles area.
The September 1994 issue also included HCB’s annual survey of tank container manufacturing, including a table of manufacturing output that featured many names that would be totally unfamiliar to anyone who has joined the industry in the last 15 years. Of the 47 manufacturers listed, none were in China. At the time, we said that pressure on prices “may yet lead to a shake-out” in the sector. That was something of an understatement.
by Arend van Campen
PERHAPS YOU WILL agree that doing business in a society that is being disturbed by geopolitical conflict is not easy. When circumstances, rules, regulations can change overnight or geographical shifts are probable, long-term commitment to or investments in alternative energy sources may be unwise.
If you follow my columns, you will understand that I always ask Aristotle’s question: ‘seek knowledge of cause’. Uncertainty in information theory is also understood as the ‘information we don’t have’. Basing investments on information we don’t have causes uncertainty.
At this moment I am observing that long-term commitments to developing the Hydrogen bubble (I believe that would be the correct nomenclature) are gradually decreasing. A hydrogen hub connecting Rotterdam with the German Ruhr Industrial Area has been postponed. Automakers don’t invest fully in cars running on hydrogen and already are rethinking investing in electrical vehicles, because of uncertainty about the availability of rare earth mineral resources and their costs, including so called ‘externalities’. Externalities are costs to society, the environment or to life that are not usually included in prices for products or services. If that were the case most things we’d take for granted would cost a lot more.
Uncertainty means the inability to know everything fully. It is a fundamental property of complex systems (our industries, society, our planet or environment). Separating our industries from other ones is impossible because they are always interconnected and, due to their interdependency, complex. One person in a government may directly influence decisions we have to take. One incident in the shipping industry directly correlates to safety precautions in international ports.
One oil spill in Alaska, directly impacts the entire world.
A large number of unknowable elements directly affect our industries. A question to answer would be: can we control our industries ourselves and, if yes, how are we tackling radical uncertainty? The answer is: we can’t control uncertainty nor complex systems, but we can ‘steer’ them by using feedback. Based on Stafford Beer’s Viable Systems Theory and Ross Ashby’s law of requisite variety, we can build and maintain maximum resilience by building variety in our systems; this means to develop awareness, knowledge and skills and add tools such as PPE, gas detectors, alarm systems etc. These are called ‘attenuators’ or dampers of risks.
Top-down managed industries are often not aware of cybernetical tools by which maximum viability is feasible. Managers I spoke to do not have the requisite variety they could have and rely on their operators and other staff who they believe they ought to know. But then I will ask: ‘Are you sure that your people are doing the right things or the wrong things right?’ ‘Can you be certain that you have built enough variety in your system to absorb outside variety (risk)?’
I tested this during several training sessions I performed worldwide and came to the conclusion that maximum variety has not yet been understood as the ultimate radical uncertainty containment tool available. Cybernetics is the science of viability. I can teach you.
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.
By Grahame Moody
IS THERE A light at the end of a tunnel or is it a train coming the other way? You might want to stick with this and see it through to the end. This comment is not meant solely to keep you interested, but towards the end the numbers and letters can then be seen in perspective rather than just swimming before your eyes.
Fun Fact: there are 36 road tunnels in mainland UK (13 of these are in London).
Fun Fact 2: Roads around Heathrow Airport are named after the points of the compass and some of them are named after WW2 aircraft. Example: N in the north (e.g. Newall Road), E in the east (e.g. Elmdon Road), S in the south (e.g. Stratford Road), W in the west (e.g. Walrus Road), C in the centre (e.g. Camborne Road).
Back to the point: road tunnels are defined as being at least 150 metres in length. England, Wales and Scotland classify their own tunnels. Only nine of the 36 identified tunnels have been assigned a restrictive tunnel code:
Blackwall Tunnel: E*
Clyde Tunnel: D
Dartford Tunnel: C
East India Dock Road Tunnel: E
Heathrow Airport Tunnel: E*
Limehouse Link Tunnel: E
Mersey Tunnel: D
Rotherhithe Tunnel: E
Tyne Tunnel: C.
Those marked with an asterisk have different codes at certain times, usually at night. Eight of the other tunnels have been assigned to Tunnel Code A, which is essentially unrestricted. The Tyne Tunnel’s
assignment was changed from D to C this year. The other 19 tunnels have been risk assessed and deemed to be below the threshold at which a tunnel code is necessary, not even Code A.
These Tunnel Codes are assigned according to risk assessments that take consideration of:
1. The width, height and length of the tunnel
2. Ventilation
3. Ease of access for emergency services
4. Traffic levels at peak times, vehicle sizes and the quietest and busiest times
5. Analysis of traffic to determine whether it is part of a critical route for dangerous goods.
When allocating tunnel codes, several critical risks are also assessed to ensure safety and effective management. These key considerations include:
Explosions Tunnels can be vulnerable to explosions due to various factors, such as gas leaks, chemical reactions or accidental ignition. The potential for explosives to cause a specific explosion hazard is not included in the assessment and is treated differently, as the design of some tunnels can amplify the explosive effect.
Release of toxic gases or volatile liquids Such cargoes present a significant risk and have the potential to harm tunnel workers, passengers or nearby communities. Risk assessment involves identifying hazardous materials, the effectiveness of ventilation and emergency response protocols.
Fires As noted below, fire incidents in tunnels can have catastrophic consequences. Factors such as electrical faults, vehicle accidents or
flammable cargoes contribute to the risk. Evaluating fire safety measures, escape routes and firefighting capabilities is crucial in the risk assessment.
In addition to the above risks, it is important to recognise that, while tunnels can be unavoidable on certain routes, they can also engender fear and claustrophobia in drivers and passengers; there is in particular a fear that, in the event of a blockage it will be impossible to turn round or even move at all, either forwards or backwards.
The development of tunnel codes as they appear in ADR was prompted by two significant accidents in Alpine tunnels. The first happened on 24 March 1999 when a Belgian truck carrying flour and margarine caught fire while in the Mont Blanc tunnel between France and Italy; the cause of the fire was not established. The fire trapped other vehicles in the tunnel and the fire spread; firefighters struggled to reach the blaze. When the site was finally made safe, it was found that 39 people had died.
As a result, investments were made to enhance ventilation, provide self-rescue options (i.e. escape routes) and disseminate information. Emergency protocols were re-evaluated and measures were put in place to try and prevent similar disasters in future. In addition, the incident highlighted the need for better preparedness, communication and evacuation procedures within tunnels. While authorities were getting to grips with all this, a second
disaster took place in the Gotthard road tunnel in the Swiss canton of Uri on 24 October 2001. Two truck collided after skidding near the south end of the tunnel; diesel spilling from one fuel tank was ignited by a short-circuit, engulfing both trucks in fire, as well as their cargo, which included hundreds of tyres. The fire burned at a temperature of up to 1,200°C.
Eleven people died in the incident, mostly as a result of the inhalation of smoke and gases. The tunnel remained closed for two months for cleanup and repair.
In the aftermath of these two tragedies less than three years apart, significant design modifications were made to improve future tunnel safety. Major investments were made to install protective refuges with signage, the distribution of warnings and guidance information and enhanced air-flow. ADR adopted the tunnel code system to provide visible controls over dangerous goods in tunnels.
Incidentally, the Channel Tunnel was deliberately designed as a rail-only tunnel. This is because safety is easier to maintain due to driver errors being all but eliminated, fewer vehicle malfunctions and much lower fire hazards all playing their part.
This is part of a regular series of articles by Grahame Moody, senior analyst (technical services) of Hazmat Logistics, who can be contacted at sales@ hazmatlogistics.co.uk. More information on the company’s activities can be found at www.hazmatlogistics.co.uk.
INTERNATIONAL • THE UN SUB-COMMITTEE’S LATEST MEETING MADE SOME SIGNIFICANT CHANGES TO THE MODEL REGULATIONS BUT MORE WORK IS NEEDED IN DECEMBER ON SOME ISSUES
THE UN SUB-COMMITTEE of Experts on the Transport of Dangerous Goods (TDG) held its 64th session in Geneva this past 24 June to 3 July. This was the third of four sessions planned for the current regulatory biennium and, as is often the case, it had a lengthy agenda – the Experts prefer not to deal with new business at the final session so any outstanding proposals were brought for discussion here.
The meeting was chaired by Duane Pfund (US) with Remko Dardenne (Belgium) as vice-chair. Experts from 22 countries attended, along with observes from Latvia, Luxembourg, Slovakia and Zimbabwe, as well as representatives from the Intergovernmental Organisation for International Carriage by Rail (OTIF), the Food and Agriculture Organisation (FAO), the International Civil Aviation Organisation (ICAO), the International
Maritime Organisation (IMO), the UN Environment Programme (UNEP), the World Health Organization (WHO) and 23 nongovernmental organisations.
In order to maximise discussion during the seven days of the meeting, proposals relating to well defined areas of expertise were handed over to dedicated working groups. So, after preliminary discussion in plenary, all papers relating to Class 1 matters were passed to the Working Group on Explosives (EWG), which met for the first four days under the chairmanship of Martyn Sime (UK) and with the participation of 35 experts representing states and relevant non-governmental organisations.
The first item on EWG’s agenda was a proposal from Japan to improve test 8(e), the
minimum burning pressure test, which is used to determine the sensitivity of substances, including UN 3375 Ammonium nitrate emulsions, suspensions and gels. The amendments proposed included sample loading techniques, tolerances on ignitor wire gauge, the inclusion of a thermocouple, and a process for ensuring an appropriate temperature. It was agreed that the specific gauge of ignitor wire, as set out in the Manual of Tests & Criteria (MTC), is not available everywhere.
After discussion, EWG recommended four changes to the test method as shown in Section 18 of MTC. These were confirmed by plenary so that:
- At the end of the fourth sentence of 18.8.1.2.1, ““e.g. by use of a syringe, piping bag, or pastry bag where the viscosity of the sample allows” is added
- In the first sentence of 18.8.1.2.2, “0.51 mm” is replaced by “0.50 to 0.51 mm” and “5.5 Ω m-1” by “5.50 to 5.75 Ω·m-1
- At the end of 18.8.1.2.3, “and a Type-K thermocouple to measure the gas temperature” is added, and
- At the end of 18.8.1.3.3, two new sentences are added:
The test should be started after the gas temperature drops to room temperature or the gas pressure has stabilised. The value of the pressure transducer is then recorded as the initial pressure.
On a broader topic, the Australasian Explosives Industry Safety Group (AEISG) opened a discussion on the use of test series 8 for assessing the suitability of ammonium nitrate emulsion (ANE) transport in portable tanks, on the basis of an informal document presented jointly with the Institute of Makers of Explosives (IME). This paper noted that the 8(d) test has become a de facto classification test, though when it was first introduced in 2004 there was insufficient information about ANE. Since then, it is known that there have been six transport incidents involving a fire, one of which leading to a detonation of ANE that had passed the 8(d)(ii) test.
The AEISG/IME paper prompted a lengthy discussion during which various concerns were raised. EWG asked the two associations to convene an informal working group, an idea
that was supported by plenary.
The UK and US came with an informal document providing an update on the informal correspondence group overseeing the Koenen tube round-robin testing, the details of which were elaborated by the Sporting Arms and Ammunition Manufacturers’ Institute (SAAMI). Of note was the fact that MTC calls for qualifying Koenen tubes via quasi-static pressure testing; however, the originator of the test used dynamic pressure testing from the beginning. The paper included a testing procedure for conducting dynamic pressure testing developed by the group.
The paper also proposed changes to the tube dimensions’ tolerances based on the dimensional analysis of the tubes used in the study. There was unanimous support for the proposed changes, but the group questioned the need of specifying three dimensions associated with wall thickness. At the end of discussions, EWG asked the authors to revise their paper accordingly and introduce it as a working paper at the December session.
The European Chemical Industry Council (Cefic) continued with the significant work on the transport of energetic samples. Cefic pointed out that regulations are built on classification, which is based on testing;
however, for research and development of new and novel materials, sufficient amounts of materials do not exist for such testing or are cost-prohibitive. Furthermore, researchers are not always aware of regulatory requirements for transporting samples of potentially hazardous materials.
The paper provided a decomposition energy analysis showing salts and complexes of organic compounds with energies of 1500 J/g, or other organic substances with energies of 2000 J/g, and concluded that no further testing should be required for relatively small samples. Above these energy thresholds additional testing would be necessary. The paper proposed new procedures and logic diagrams allowing such samples to be screened for their safe transport and tested when warranted.
There was general support for Cefic’s proposal but EWG asked it to go back and amend the proposal according to its feedback, particularly regarding quantity limits and appropriate screening tests. In the meantime, a new 2.0.4.3.2 in MTC was adopted, setting out the conditions under which such energetic samples can be transported under the appropriate entry for self-reactive substances, type C (i.e UN 3223, 3224, 3233 or 3234). It also adopted a new flow chart at 2.0.4.3.3 describing the classification of energetic
samples. Both of these additions were confirmed in plenary.
Cefic also put forward a paper proposing new screening rules for self-reactive substances, based on the estimation of the self-accelerating decomposition temperature (SADT) of a 50 kg package. Section A6.5.1(b) of MTC currently states that classification procedures need not be applied if “the estimated SADT is greater than 75°C,” which offers an exemption from classification as a self-reactive substance without going through extensive testing, but there is no guidance on how to make this estimation.
EWG found Cefic’s proposal acceptable, as did plenary. As a result, A6.5.1(b) in MTC will be amended to read:
For a single organic substance or a homogeneous mixture of organic substances, the estimated SADT for a 50 kg package is greater than 75 °C or the exothermic decomposition energy is less than 300 J/g. A suitable method to estimate whether the SADT for a 50 kg package is greater than 75 °C is if:
(i) The first detected exothermic reaction (onset, detection limit maximum: 20 W·kg-1) in a screening DSC is not less than 175 °C for liquids or 200 °C for solids; or
(ii) The measured isothermal maximum heat flow at 75 °C is not greater than 100 mW·kg-1 for liquids or 50 mW·kg-1 for solids.
Calorimetric data should be obtained following the guidelines in section 20.3.3.3.
NOTE: These screening rules can fail for substances showing strong autocatalytic behaviour in the decomposition. For such substances, further information is needed to determine if these simple screening rules apply to the particular substance (e.g., the effect of sample aging on the decomposition).
Information concerning potential autocatalytic behaviour may be obtained from further calorimetric measurements (e.g., comparison of DSC measurements of tempered samples with fresh samples, or DSC scans with different scan rates). The onset temperature criteria or heat flow criteria should always be met for fresh and aged samples representing the anticipated duration of transport.
SAAMI introduced a paper regarding the shipment of military and bulk ammunition in metal containers without inner packaging. The
paper provided two options to clarify that UN 0012 and 0014 cartridges may be filled in single packagings according to packing instruction P130 and other explosives approved for that configuration by a competent authority. There was a general appreciation that the proposal merely reflected common practice and, given the choice, EWG and plenary both preferred the addition of a new special packing provision, PP98, under P130:
For UN Nos. 0012 and 0014, despite the requirements of 4.1.5.11, articles may be packed without internal cushioning, fittings, coating or liner in metal outer packagings.
As a consequence, ‘PP98’ is added in column (9) of the Dangerous Goods List against UN 0012 and 0014.
China sought clarification on the 30-minute time requirement in the methyl violet paper test, which is used to assess the stability of nitrocellulose. SAAMI noted that this is derived from specifications used by the US military and there were other observations that cast doubt on the need for clarification. Ultimately, EWG found the methodology clear and that the test stops at 30 minutes. It did, however, accept that there was a need for a slight amendment to the text in A10.3.4.4, first sentence, where “less than 30 min” becomes
“30 min or less”, and clarification of the table at A10.3.5.
China also reported on the work of the informal correspondence group on the revision of MTC 51.4 regarding the burning rate. There were comments from the US and Germany, which prompted EWG to ask for more work to refine the proposals.
AEISG arrived with a paper identifying what it saw as some errors in the latest editions of the UN Model Regulations, MTC and the Globally Harmonised System of Classification and Labelling of Chemicals (GHS). EWG recommended adopting most of the proposed changes. These are:
- In 2.1.3.2.2 of the Model Regulations, first sentence, “seven” is replaced by “eight”
- In 11.1.1 of MTC, first sentence, “Is it an explosive substance?” is replaced by “does the substance have explosive properties?”
- In 12.1.1 of MTC, first sentence, “inclusion” is replaced by “acceptance”
- In 32.3.2.1 and 33.3.1 of MTC, first sentence, “note 2 to paragraph 2.1.2.2 of the GHS” is replaced by “2.17.1.2 (a) of the GHS”.
The proposal to amend 2.8.1.1 of GHS was passed to the Sub-committee of Experts on GHS for action.
AEISG’s paper also noted that there are currently different gap tests in MTC and it would be useful to differentiate them somehow to avoid confusion. There was significant opposition to the idea, with some saying that all gap tests essentially do the same thing, or that much old data simply refers to ‘gap test’ and it would cause too many questions if they were changed. However, AEISG persisted, pointing out that, if the different tests are essentially identical, why are they reproduced in MTC?
AEISG was invited to produce a detailed analysis of the gap tests to identify any differences that the EWG could use to weigh the benefits of individually referencing them against the consequences. Alternatively, a unified test with differing criteria could be proposed.
Another paper from Cefic proposed reinstating a specific sentence in 4.1.7.1.1 of the Model Regulations, which had been deleted some years ago. The deletion was prompted by its applicability to explosives but, Cefic said, it had caused problems for organic peroxides and self-reactive substances. The sentence reads: “To avoid the unnecessary confinement, metal packagings meeting the
test criteria of Packing Group I shall not be used.” While there were some queries, EWG was generally supportive of the proposal, after
proposal before it could be adopted in plenary. Italy put forward a paper seeking opinions on how to deal with the recent development of wearable inflatable safety systems within the existing provisions in the Model Regulations.
2990 Life-saving appliances, self-inflating as the appropriate entry, but some felt that this would not be universally applicable. While they all perform the same function, some wearable airbags rely on compressed gas systems with pyrotechnic actuators, while others have gas
developed and marketed, and gratitude was expressed for Italy’s initiative in opening the
appropriate for the EWG to discuss specific
Sub-committee will need to provide guidance on whether these devices should be excluded from Class 1, where they meet the
requirements for that class, excluded from regulation, or if new entries e.g. in Class 9 are desired.
Cefic brought an update on the work of the informal correspondence group on polymerising substances and selfaccelerating polymerisation temperature (SAPT), which seems to be getting more complex the longer it goes on. There is, it emerges, a lack of definition of what is a ‘polymerising substance’ and a need for better distinction between stabilised and non-stabilised polymerising substances. The correspondence group is working on these issues.
The paper pointed out that the SAPT is appropriate for non-stabilised polymerising substances, whereas the polymerising induction time (PIT) is relevant for stabilised polymerising substances. The group is still discussing what is a reasonable PIT and at what temperature. Temperature control is appropriate for non-stabilised polymerising substances, but its importance for stabilised polymerising substances is still being investigated.
EWG thanked Cefic for the update, noting that this work is a great example of cooperation. The correspondence group will continue its work within the established framework.
Cefic and China sought a change to the listing of a relatively new substance in the organic peroxides list in 2.5.3.2.4 of the UN Model Regulations, which appears as “[3R-(3R, 5aS, 6S, 8aS, 9R, 10R, 12S, 12aR**)]-DECAHYDRO-10-METHOXY-3,6,9TRIMETHYL-3,12-EPOXY-12H-PYRANO[4,3j]-1,2-BENZODIOXEPIN”. This is inaccurate (as well as complicated), the authors stated, proposing to change the name to artemisinin, its common name, which would also cover its isomers – the current listing identifying what is the rarest isomer. Artemisinin is used in anti-malaria treatments.
The proposal received general support but there were questions as to whether all derivatives should be included. Cefic and China will work on a revised proposal for a future session.
The US raised concerns about the previously adopted assignment of special packing provision PP5 to UN 2029 Hydrazine anhydrous. SAAMI offered additional information about other risks associated with the substance, as well as the appropriate training and personal protective equipment required.
EWG recognised that, when China brought forward its original proposal, it seemed appropriate; however, in light of the additional information coming in from affected industries, it now seemed sensible to withdrawn the inclusion of PP5 from UN 2029 until the matter can be considered in more detail.
The Sub-committee acknowledged the recommendation by EWG to withdraw the inclusion into the Model Regulations of special packing provision PP5 for UN 2029 hydrazine anhydrous. The US expert volunteered to prepare an official document for the next session.
AEISG put forward proposals to align the provisions relating to nitrocellulose mixtures in Chapter 2.17 (desensitised explosives) of GHS with those in Section 51 of MTC and special provision 393 in the Model Regulations. The TDG Sub-committee had made some amendments but its GHS counterparts had left the matter unresolved.
SAAMI supported the need for change but not all participants agreed. While EWG was generally sympathetic, it did not propose to adopt AEISG’s proposals. AEISG was urged to refine its proposals in light of the comments made.
AEISG’s last paper was on a similar topic, seeking to bring into Section 51 of MTC amendments to deal with some unintended consequences of changes to Chapter 2.17 of GHS made by the Sub-committee at its 43rd session but left unresolved at its subsequent meeting. The issue addressed relates to the classification of products as desensitised explosives for the purposes of GHS. AEISG proposed some changes in 2.17.2.2 of GHS and 51.4.4.3 and 51.4.4.5 of MTC.
EWG recognised that AEISG’s proposal has logical merit; however, the original GHS 2.1 working group’s intention was to safeguard workers around these materials and that even the chance that a material could escape being classified as explosive should be avoided. Nevertheless, it did seem sensible to adopt two proposed changes in MTC.
In 51.4.4.3, “is classified in the hazard class ‘explosives’” is replaced by “is not classified as a desensitized explosive and should be classified as an explosive in accordance with chapter 2.1 of the GHS”. In 51.4.4.5, last sentence, ““is classified as an explosive (See
chapter 2.1 of the GHS)” is replaced by ““is not classified as a desensitized explosive and should be classified as an explosive in accordance with chapter 2.1 of the GHS”.
recommendation by EWG of a change to the Note to 2.17.2.2 to GHS, which will be examined by the GHS Sub-committee.
Biological Diversity (CBD), as part of its efforts to mitigate the threats posed by invasive alien species, is on a mission to plug some gaps in international standards and, by fostering international collaboration and cooperation
stakeholders, to address the issue. As part of that effort, it came to the TDG Sub-committee with a request that it support a system of classification and labelling of invasive alien species as environmentally hazardous living organisms in the UN Model Regulations. Some experts acknowledged the existing environmentally hazardous living organisms and highlighted the regional character of the
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issue. They considered that this Subcommittee might not be the ideal body to address this problem, which might better be addressed at national or regional level through other regional forums or trade conventions. Others requested more detailed information on a list of species concerned and recommended differentiating between intended safe transport on one hand and accidental/unintended carriage of such species on the other hand. Some experts raised concerns about the challenges in the harmonisation of the proper classification of such species as such criteria could vary largely among the different regions in the world. One expert pointed out that the risks associated with invasive alien species are not considered as imminent and that therefore
framework of the Model Regulations, which does not normally take account of long-term
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The CBD secretariat offered to report back to the Conference of the Parties in October 2024 and return, if necessary, with a more
Noting that recent international health
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emergencies had made it apparent that there is a need for a dynamic indicative list of Category A infectious substances, Canada and WHO came with a proposal to insert a new paragraph in 2.6.3.2.2.1 to highlight the need for a flexible approach. The Sub-committee reiterated that the indicative list is not meant to be exhaustive but did agree to some changes to make this clear.
As part of that, Note 2 to 2.6.3.2.2.1 becomes a new sub-paragraph and the following new sentence is added at the end:
To address emerging health situations, more up-to-date information on the applicable categories can be obtained from human and animal health inter-governmental organizations and national authorities.
The secretariat summarised the remaining proposed changes, which have been provisionally adopted and kept for the moment in square brackets to give delegations the opportunity to review the amendments and send any comments to the secretariat.
The Grain and Feed Trade Association (Gafta) came with a lengthy paper that began from the argument that, since the entries for seed cake (UN 1386 and 2217) were first adopted in the fourth revised edition, the technology used in the processing of seed cake and the manner of its transport have both changed significantly; the provisions in the Model Regulations have also changed but have not kept up with developments in industry. Gafta’s paper included some specific proposals, including a new definition for ‘seed cake’, that would harmonise with the provisions found in the International Maritime Dangerous Goods (IMDG) Code (for packaged material) and the International Maritime Bulk Solid Cargoes (IMSBC) Code (for bulk material). Given the complexity of the potential hazards of seed cakes and to ease future discussion, Gafta was invited to provide more detailed data on the seeds concerned and their properties, in particular on parameters such as saturated or unsaturated oil, moisture and residual solvent.
Germany had become exercised by the emergence of liquid organic hydrogen carriers (LOHCs) as a means of transporting hydrogen
in order that it can play a role in industrial decarbonisation. Its paper declared that the transport conditions for LOHCs based on benzyl toluene should be clarified. Benzyl toluene is carried under UN 3082
Environmentally hazardous substance, liquid, nos and, following tests, Germany has satisfied itself that benzyl toluene containing additional chemically bound hydrogen does not pose any additional hazard. However, there is the possibility that some hydrogen can be physically bound during the process and could be released during transport. It therefore proposed addition of a new special provision to place a limit of 0.5 litres of hydrogen per kg of LOHC.
The proposal received general support. Most experts acknowledged the large potential in the proposal for the transport of hydrogen but raised concern about the limited scope of only one carrier. Some welcomed this pragmatic approach and expressed a general openness to go forward with the proposal as a starting point. They felt that more work was needed in future to broaden the approach to other possible carriers of hydrogen. Others preferred to go forward with a new UN number for such hydrogen carriers. Germany will take those comments into consideration when drafting a revised proposal for the next session.
Germany also sought to resolve an inconsistency in the treatment of UN 2956
Musk xylene, Division 4.1, which had been detected by IMO’s Sub-Committee on Carriage of Cargoes and Containers (CCC) in March 2023. Both the Model Regulations and IMDG Code assign special provisions 132 and 133 to this entry but only the Model Regulations allows its carriage in limited quantities (with a 5 kg limit). However, Germany said, SP 133 references packing instruction P409, which is intended to prevent over-confinement and is not applicable in the case of limited quantities. Also, as neither the IMDG Code nor the Model Regulations allow the carriage of this substance in excepted quantities, it seems illogical to allow its carriage in limited quantities.
The Sub-committee could see the logic in this and removed the 5 kg limited quantity provision in column (7a) against UN 2956, replacing it with ‘0’. It also made some changes to the Guiding Principles in Part 4, 3.4 and 3.5, regarding those UN numbers for which transport in excepted quantities is not permitted.
Another paper from Germany addressed heat pumps; it noted that refrigerating machines transported under UN 2857 or 3358 may be fully exempted from the transport regulations if they meet the requirements of special provision 119 or 291. As heat pumps work on exactly the same principles as refrigerating machines, it seems logical that they too can be assigned to the same special provisions.
Germany proposed that this should be done by amending the existing entries by adding ‘or HEATING MACHINES’ after ‘REFRIGERATING MACHINES’ – the term ‘heating machine’ being felt more adaptive to possible future technical developments. In addition, SP 119 and 291 should be amended to refer to heating machines, and references to heating
machines inserted in Table B of Chapter 3.2.
The Sub-committee agreed with the proposal, making the changes in Tables A and B of Chapter 3.2 as proposed. SP 119 will now read: Refrigerating machines include machines or other appliances which have been designed for the specific purpose of keeping food or other items at a low temperature in an internal
compartment, and air conditioning units. Heating machines include machines or other appliances which have been designed for the specific purpose of heating. Refrigerating or heating machines and their components are not subject to these Regulations if they contain less than 12 kg of gas in Division 2.2 or less than 12 litres ammonia solution (UN 2672). Machines or other appliances that are used to perform heating and cooling functions may be transported either under REFRIGERATING MACHINES or HEATING MACHINES.
In SP 291, references to ‘refrigerating machine(s)’ will now specify ‘refrigerating or heating machine(s)’.
The second part of this report on the UN Sub-committee’s June/July meeting in next month’s HCB will cover further decisions on classification and labelling, the transport of gases, energy storage systems, miscellaneous proposals and alignment with other international regulations.
The UK Maritime & Coastguard Agency (MCA) has issued two Notices relating to the safe use of pesticides aboard ships. MGN 700 (M) offers guidance on the use of pesticides in solid bulk cargoes and cargo transport units (containers) and is aimed at ship operators, ship owners, charterers, masters, agents, port and harbour authorities, shippers, forwarders, container and vehicle packers, cargo terminal operators, fumigators and fumigant and pesticide manufacturers and all persons responsible for the loading and unloading of cargoes. It replaces three earlier MGNs.
MGN 700 should be used alongside the new MSN 1917 (M), which explains the requirements for the safe use of pesticides in the cargo spaces of ships, in cargo and in cargo transport units in accordance with SOLAS Chapter VI regulation 4. This replaces the earlier MSN 1718 (M).
All active marine notices can be found on the UK government website at www.gov.uk/ government/collections/ships-and-cargoesguidance-and-bulletins.
UAB-Online has developed a digital method to help liquid bulk operators meet their new responsibilities under the Convention on the Collection, Deposit and Reception of Waste during Navigation (CNDI), which went into effect on 1 July. CDNI prohibits the practice of open-air degassing for vessels carrying specific hazardous cargoes, particularly those that release harmful volatile organic compounds (VOCs). There are reporting requirements involved, meaning ships must maintain records of their waste management practices, including the handling of gaseous emissions, by properly filling out the updated CDNI attestation.
“It’s important to the environment to prevent degassing in open air,” says Hans Bobeldijk,
CEO of UAB-Online. “The first steps are taken, but we see that the new rules are making the attestation of unloading more complicated, which leads to human errors and discussions between enforcement agencies, barges and terminal operators. For that reason, we have collaborated with key government entities to develop a digital method to fill out the new CDNI unloading declaration easily, error-free and without room for discussions.”
The digital CDNI attestation created by UAB-Online offers numerous benefits to tanker operators, including: a format consisting of five simple questions for filling out the CDNI quickly and error-free with links to a prohibited substances table; the ability to prepare CDNI before or during the visit to a terminal; document availability in accordance with the retention period of the CDNI; safeguarded data; automatic sharing with ship and terminal via email with a non-changeable,
secure PDF; and the ability to add proof of exclusive transport or compatible cargo directly to the file.
uab-online.com
The US Federal Motor Carrier Safety Administration (FMCSA) has issued a final rule to incorporate by reference the updated Commercial Vehicle Safety Alliance (CVSA) handbook containing inspection procedures and out-of-service criteria (OOSC) for inspections of shipments of transuranic waste and highway route-controlled quantities of radioactive material.
FMCSA says adopting the CVSA standards will provide enforcement personnel across the US with uniform enforcement tolerances for inspections. The change will update the current reference to the 1 April 2023 edition to the 1 April 2024 edition of the handbook. The
change took effect on 20 September.
FMCSA is replacing its Unified Registration System with a new online registration system, to be named the ‘FMCSA Registration System’ (FRS). This will allow all those required to register under the Agency’s commercial or safety jurisdiction to do so online.
FMCSA has published a notice and request for comments on the change, prior to submitting an information collection request to the Office of Management and Budget (OMB) for review and approval.
The Canadian General Standards Board (CGSB) has opened a 60-day consultation period relating to the draft of a new edition of the Safety Standard CAN/CGSB-43.150, which is incorporated by reference in the Transportation of Dangerous Goods Regulations (TDGR). The Standard sets out the requirements for the design, manufacture and use of small containers – viz drums, jerricans, boxes, bags, combination packaging, composite packaging and other packagings.
The revised edition will reflect the updated
requirements found in the 23rd revised edition of the UN Model Regulations, and will also incorporate some provisions on the reconditioning, remanufacturing and repair of drums from CAN/CGSB-43.126.
The consultation period will close on 28 October; more details can be found on the Transport Canada website at https://tc.canada. ca/en/corporate-services/consultations/designmanufacture-use-standardized-drums-jerricansboxes-bags-combination-packaging-compositepackaging-other-packagings-transport-dangerousgoods-classes-3-4-5-61-8-9-can-cgsb-43150.
New Zealand’s Environmental Protection Authority has updated its guidance on the transport of dangerous goods. Much of the guidance is basic in nature, explaining the role of UN numbers and the UN Model Regulations, but for national purposes the main aspect that is addressed is the way that the transport regulations dovetail with the Hazardous Substances and New Organisms Act 1996 (HSNO) and the Chemical Classification and Information Database (CCID).
The web page, www.epa.govt.nz/hazardoussubstances/classification/un-numbers/, also provides links to the relevant regulations and standards governing the transport of dangerous goods by air, sea, road and rail in New Zealand, as well as health and safety at work regulations.
The Alliance for Chemical Distribution (ACD) and the American Chemistry Council (ACC) have reiterated the urgent need to reauthorise the Chemical Facility Anti-Terrorism Standards (CFATS) programme, which they say provides industry and government with a vital tool to protect sensitive chemical facilities from acts or terrors. CFATS expired on 28 July 2023.
ACD and ACC met recently with officials from the US Department of Homeland Security (DHS), after which Eric R Byer, president/CEO of ACD, and his counterpart from ACC, Chris Jahn, released the following statement:
“For nearly two decades, the CFATS program was recognized as the global standard for chemical security, giving both industry and government peace of mind in the efforts taken to keep communities safe and support the critical and safe operations of our industry. Unfortunately, with the program’s expiration last July, facilities have had to manage a vital segment of our nation’s critical infrastructure without collaboration, communication, and support from DHS. ACD has been urging Congress to reauthorize this program for well over a year now to secure these sensitive facilities from the unthinkable risk a terrorist attack could bring. We appreciate DHS’ continued support of the CFATS program, and we call on Congress to get this program back online without further delay.”
A bill has been introduced in the US House of Representatives that would require impact tests for transported lithium batteries and limit their state of charge to 30 per cent or less. The bill was put together after a two-day fire in July that resulted from the crash of a truck transporting lithium batteries near Baker, California.
The Thermal Runaway Reduction Act would direct the Pipeline and Hazardous Materials Safety Administration (PHMSA) to work with the UN Sub-Committee of Experts to develop a new impact test for lithium batteries in the UN’s Manual of Tests and Criteria. The test should improve the ability of batteries to withstand forces experienced during crashes without going into thermal runaway. It would be applicable to batteries installed in cargo transport units that are transported under UN 3536.
Another incident a few days after the Baker crash, this time near Las Vegas, Nevada, underscored the urgency of the proposals, according to Congresswoman Dina Titus (D-Nevada), who said: “Without better regulation of the transport of these batteries, it is only a matter of time before these accidents and resulting fires take human lives.”
CONFIDENCE • THE DANGEROUS GOODS SUPPLY CHAIN IS EVOLVING FAST BUT THERE ARE TOOLS AVAILABLE TO HELP PRACTITIONERS KEEP UP, LABELMASTER’S ANNUAL SURVEY INDICATES
MORE THAN 1,000 dangerous goods professionals around the world responded to this year’s Global Dangerous Goods Confidence Outlook survey, organised by Labelmaster in collaboration with the International Air Transport Association (IATA) and HCB. Their responses revealed how the sector is evolving and innovating and how the twin pillars of digitalisation and sustainability are affecting operations.
For instance, 83 per cent of respondents reported that they are somewhere along the road to digitalising their dangerous goods operations; around half are using e-documentation or allowing e-signatures; a similar proportion are engaging in virtual training, and almost half are now referring to digital editions of the regulatory publications. The digital validation and acceptance process is coming along, but slightly more slowly, with
36 per cent of survey respondents already having this in their digital arsenal.
Nevertheless, more than 80 per cent of respondents reported that they are experiencing barriers to digitalisation, the most persistent of which is a lack of financial or organisational support and/or a lack of access to the necessary technology. There is also clearly difficulty in aligning digital systems through the supply chain, with 29 per cent reporting difficulties in getting support from their partners up and down the supply chain. This is mainly affecting those working in the warehousing and third-party logistics areas, which interface between shippers, carriers and downstream partners, making it extremely challenging to align technology.
When it comes to the overall question of ‘sustainability’, it is noticeable that a large majority of companies now have relevant practices in place and that the proportion of those that do has risen from a reported 73 per cent last year to 81 per cent in this year’s survey. One major advance has been in the use of more sustainable packaging, which now affects 48 per cent of dangerous goods professionals, compared to 22 per cent last year. Almost half report they are now working with environmentally responsible suppliers, moving towards the use of digital publications, and developing their own processes to reduce their environmental impact.
Once more, though, there are barriers to progress. The current business environment – which seems volatile and unreliable – is the major concern, identified by 56 per cent of respondents. Nearly 40 per cent reported they lack the data on which to base sustainability decisions and 30 per cent identified change management as a barrier. Remarkably, in this increasingly green world, 25 per cent said that sustainability is not a company priority.
But overall, if dangerous goods professionals have an idea to improve their company’s sustainability initiatives, only 44 per cent have the data and justification to influence change within their organisation. Moreover, prioritising purchasing decisions is unclear: 18 per cent said they prioritise low cost, 30 per cent said they prioritise
sustainability, but almost 60 per cent said they either don’t have clear priorities or cannot affect purchasing decisions.
Despite the advances in digitalisation over recent years, dangerous goods professionals are still facing some of the same old problems, most significantly dealing with mis-declared or undeclared dangerous goods. Four in ten respondents say this is very problematic and a similar proportion rate it as somewhat problematic. The issue is most apparent in air transport, respondents said.
Part of the cause of this appears to be the difficulties that dangerous goods professionals have in defining, accepting and managing new products entering the supply chain. Only 31 per cent of respondents reported that the data they receive on new products is very accurate, meaning that almost 70 per cent feel that data quality improvements are needed.
This supports the contention that current approaches to managing dangerous goods in the supply chain must evolve and that likely means the adoption of appropriate and affordable digital solutions. Survey respondents expressed themselves particularly excited by the idea of smarter warehouse tools to streamline acceptance and
shipping (59 per cent), improved data connectivity to save time and increase transparency (74 per cent), and quicker content consumption by use of digital regulations and product data (56 per cent).
Nearly half have the use of more sustainable packaging options as a priority item for the coming five years.
Fortunately, 40 per cent of respondents report that investment in dangerous goods systems and products has increased, following an upward trend in this metric over the past four years. There has also been a sharp uptick in the proportion of companies that have adequate investment in place to meet future needs – this has risen from 18 per cent in 2021 to 32 per cent in this year’s survey. It seems the message has been getting through to the C-suite that safe and sustainable supply chains do not just happen by themselves, they need investment and support.
Each year, Labelmaster examines the results of the survey and summarises ways in which dangerous goods professionals can improve their lot. The aim is that these conclusions can be used to support investment and fundamentally improve awareness of their role in the safe and profitable running of the business. Over the years, these conclusions
have usually pointed in the same direction but the 2024 survey’s results have helped define a way forward more closely.
For a start, practitioners and their managers need to realise that injecting innovation into the supply chain does not have to be costly or difficult. There are plenty of dangerous goods software packages out their that can be used to establish repeatable and reliable processes across the supply chain – Labelmaster’s DGIS is just one example. Such software can be integrated into existing ERP and management systems to embed safety and compliance into all processes and systems. Data reliability and accuracy can be enhanced through gathering all data together and maintaining it in a single location that is available to all stakeholders along the supply chain.
The drive to become more sustainable is not going away either. Companies are advised to carry out an audit of their packaging processes and identify opportunities to improve their use of reusable and recyclable hazardous materials packaging solutions – another area where Labelmaster is playing a leading role. Companies can also reduce their environmental impact by adopting the use of online publications and licences, rather than buying and shipping heavy printed materials. Even labels and placards can be made more sustainable through the use of innovative substrates and materials.
Finally, Labelmaster offers some ideas for reducing mis-declaration and nondeclaration:
- Make employees and all supply chain partners aware that dangerous goods are being stored or shipped and they know the rules and processes that must be followed
- Ensure training content is relevant to the company; use digital e-learning platforms and gamification to quickly and effectively train and recertify employees, and
- Keep employees and supply chain partners up to date with the latest regulations by using digital materials.
The Global Dangerous Goods Confidence Outlook survey was conducted between 20 May and 28 June 2024; participant information is not shared between Labelmaster, IATA and HCB nor with third parties; all data and results are the copyright of Labelmaster, IATA and HCB.
MARITIME • EXISTING REGULATIONS NEED TO BE OBSERVED MORE CLOSELY IF THE SHIPPING INDUSTRY IS TO IMPROVE SAFETY IN THE TRANSPORT OF DANGEROUS GOODS
THE CARGO INTEGRITY GROUP (CIG) is calling on national maritime administrations to carry out and report the findings of their container inspection programmes, and for the International Maritime Organisation (IMO) to continue collating and publishing the results in a publicly accessible form, to support efforts to improve safety in the carriage of goods by sea.
Under resolutions adopted more than 20 years ago, member governments of the IMO agreed to conduct routine inspections of freight containers and the cargoes packed in them in a consistent way. The findings are to be submitted annually to IMO for collation and reporting so that a global picture of levels of compliance with international regulations and recommended practices can be obtained, and any appropriate safety improvements identified. However, an analysis by partner organisations in the Cargo Integrity Group reveals that less than 5 per cent of the 167
national administrations covered by the agreement are regularly submitting the results of their inspections to IMO in publicly available form. While applauding the diligence of those governments making regular submissions, CIG is concerned at the overall low numbers of reports as this means that insufficient data is available for IMO or industry to draw reliable conclusions, fundamentally undermining efforts to improve the safety and sustainability of shipments by sea.
CIG understands that other states may be conducting inspections of containerised goods entering and leaving their countries but are not submitting the findings to IMO as agreed. Where such reports are not submitted to IMO there is no shared value.
CIG partners believe that common and consistent reporting of inspection findings is essential to help target communication and training programmes aimed at improving awareness of the requirements and
recommended safe practices for the transport of goods in containers. These include the International Convention for the Safety of Life at Sea (SOLAS), the Convention for Safe Containers (CSC), the International Maritime Dangerous Goods (IMDG) Code and the IMO/ ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTU Code).
The dangers posed by poorly packed, mis-handled or mis-declared containerised shipments has been demonstrated again recently in a series of fires and explosions aboard container ships. Whilst the precise circumstances of these incidents remain under investigation, the Cargo Integrity Group is concerned that measures already in place to help identify possible weaknesses are not being fully implemented and that opportunities for improving compliance standards are being missed.
CIG partner organisations are also alarmed to learn that IMO is considering discontinuing the collation and publication of inspection reports in a form that is easily accessible to Industry.
CIG calls on national administrations to fully implement their agreed actions on submitting container inspection findings to IMO to help improve standards in the safe and compliant transport of goods by sea and to follow up on material deficiencies that may be discovered. In addition, the Group calls on IMO to continue to publish the reported findings in a form that allows ready understanding of where efforts to improve awareness of, and compliance with, mandatory regulations need to be directed.
The Cargo Integrity Group has published a Quick Guide to the CTU Code and a Container Packing Checklist to support compliance with these requirements and recommendations, which can be downloaded from the TT Club website at www.ttclub.com/news-andresources/publications/ctu-code-a-quickguide/.
The Cargo Integrity Group has also issued an urgent reminder of the need for an emergency contact telephone number to be provided for shipments of dangerous goods, following
recent experiences reported by its partner organisations.
The majority of dangerous goods shipments are carried and handled without incident. Nonetheless, should an incident occur despite all safety precautions, it is essential that the necessary steps to respond to the dangers can be taken swiftly and reliably by those attending the scene.
A requirement of many national dangerous goods regulations for transport by sea, in order to comply with international dangerous goods regulations, including the IMDG Code, is that a suitable 24-hour emergency response number be provided within shipping documentation, safety data sheets or other compliant means for each shipment of dangerous goods. The phone number must be answered by a person who is knowledgeable of the dangerous goods being shipped and has comprehensive emergency response and incident mitigation information for the product or products in the shipment, or has immediate access to a person who has that information. This phone number must not have a call-back function, such as the use of voicemail or pager, nor be a general answering service. The number must be current during the shipment and monitored 24 hours a day.
Shippers of dangerous goods must therefore take appropriate measures to establish access to an appropriate and knowledgeable person or persons and include their telephone contact number on the transport documents and safety data sheets, to ensure full compliance with this requirement.
The Cargo Integrity Group points out that the IMDG Code starts from the premise that the transport of dangerous goods is prohibited, unless they are shipped in accordance with the applicable regulatory provisions. Only when mandatory regulations and guidelines are followed can it be expected that such cargoes are able to be transported safely. Extreme diligence and accurate emergency response information is necessary to prevent minor incidents from becoming major casualties. Failure to comply with these requirements may result in shipments being refused for transport by terminals or shipping lines and parties may incur heavy fines and product liability risks in any legal actions.
This issue was picked up by China’s Maritime Safety Administration (MSA) in the wake of the explosion aboard the containership YM Mobility on 9 August 2024 at Ningbo-Zhoushan Port. MSA issued a circular reiterating the need for all shipping-related enterprises to implement comprehensive safety protocols, particularly during high-temperature seasons. This includes the rigorous management of dangerous goods, adherence to safety regulations, and thorough education and safety training for employees and crew members to handle potential risks effectively.
CIG echoes these sentiments, saying that it is imperative that all parties involved in the supply chain – including shippers, freight forwarders, carriers, and port operators –recognise their roles and responsibilities in ensuring the safe transport of containers, both in compliance with dangerous goods regulations and in adopting sound industry practice, such as the CTU Code. Each party must contribute to a culture of safety that prioritizes the well-being of supply chain employees and vessel crews.
CIG also stresses the importance of immediate communication and coordination among all parties to address any discrepancies or emergencies swiftly. As noted in the MSA circular, the proper
management of dangerous goods, including temperature-sensitive materials and those with lower flash points, requires stringent adherence to safety guidelines.
“We must all work together to uphold the highest standards of safety in the transport of containers,” the Group says. “The recent incidents serve as a stark reminder that there is no room for complacency. We urge all parties to renew their commitment to safety, ensuring that the tragic events we have witnessed are not repeated. By adhering to international safety regulations and best practices, we can all help prevent future incidents and protect the lives of those working within the global supply chain.”
The Cargo Integrity Group brings together international freight transport and cargo handling organisations with different roles in the supply chain and a shared dedication to improving safety, security and environmental performance throughout the logistics supply chain. Through the Group, the Bureau International des Containers (BIC), the Container Owners Association (COA), FIATA, the Global Shippers Forum, ICHCA, TT Club and the World Shipping Council are cooperating on a range of activities to further the adoption and implementation of crucial safety practices and regulations.
FIREFIGHTING FOAM • AT A TIME WHEN SHIP FIRES ARE IN THE NEWS, ONBOARD FOAMS USED TO FIGHT THEM ARE IN SHORT SUPPLY. VIKING LIFE-SAVING EQUIPMENT ASSESSES THE OPTIONS
FROM 1 JANUARY 2026, the regulation of firefighting foams used on ships will start to catch up with global rejection of perfluorooctane sulfonic acid (PFOS). From that date, use of PFOS will be prohibited onboard new ships, with existing vessels needing to replace their foams by their first survey thereafter. Recognised as persistent organic pollutants (POPs), PFOS were discontinued by major US chemical producers over a decade ago under pressure from the Environmental Protection Agency (EPA) and their use has also become tightly restricted in the EU.
Where firefighting foams are concerned, however, lack of maritime restriction has seen use of these durable compounds persist, even though the International Agency for Research
on Cancer classifies them as “carcinogenic to humans”.
Once new regulations on PFOS in firefighting foams enter into force, Port State Control is likely to ensure that they have the ‘teeth’ that some other areas of maritime legislation lack. Even so, at first sight the maritime schedule to phase out PFOS appears manageable. Requiring removal, disposal and replacement by existing vessels by their first survey within five years on 1 January 2026, the job is one for scheduled drydocking.
But the prospect of a pedestrian, orderly maritime phase-out for these ‘forever chemicals’ in firefighting foams is fast
evaporating. Firstly, while marine insurers continue to provide cover for firefighting systems holding PFOS, some recent guidance indicates that this no longer extends to claims covering marine pollution. Secondly, regional regulators have accelerated their restriction of another hazardous compound - polyfluoroalkyl substances (PFAS) – which are also widely used in foam firefighting systems on board vessels and offshore platforms.
In June 2023, the European Chemicals Agency (ECHA) recommended an EU ban on PFAS in firefighting foams. EPA also issued new reporting rules covering the manufacture and importation of PFAS in the US in October last year, as one of several measures aiming to accelerate their phase-out. Threats of outright bans on PFAS are also under consideration in several other European countries and in Canada and Australia.
As a consequence, shipowners and managers are now finding that the supply of firefighting foams which include PFAS – let alone PFOS - is drying up.
Viking Life-Saving Equipment, the industry’s leading supplier of life saving appliances, also offers full foam inspection, replacement and certification services. The company reports that five leading marine foam OEMs have discontinued products that include PFAS during 2024.
“Shipping is only a minor consumer of these products and what is becoming clear is that, rather than legislation, the driver for transition to different types of firefighting foams has quickly become OEMs stopping production,” says William Gielen, global director of marine fire service at Viking.
But there is the legacy issue – it has been suggested that as many as 40,000 ships continue to carry firefighting foams that contain PFAS. They include oil tankers, chemical tankers, rigs and offshore vessels, and engine room systems on a wider pool of vessels.
“It’s vital that owners and operators get ahead of developments and factor in the switch to fluorine-free foams now,” Gielen emphasises. “I don’t think people realise that if foam onboard is condemned from now on or if they need a top up, to comply with existing regulations it’s already an issue.”
Viking has already carried out numerous foam replacement projects in Asia, Europe and the Middle East, securing extensive knowledge of the testing, logistics, installation, disposal and certification processes involved.
Replacement foams are readily available, while Viking has its own laboratory to sample and test the products which are succeeding those containing PFOS and PFAS. However, the company also highlights that replacing foams entails work that must be planned and scheduled for drydocking to avoid disruption to operating or charter obligations. Cargo vessels can’t sail without adequate firefighting systems, Gielen points out.
Owners need to be aware that deep cleaning of shipboard systems is required to eradicate all traces of outgoing compounds, he says. Systems will need recalibration for higher viscosity foams, and even re-engineering to include different pump types. Class approvals might also be necessary. “Because this is a new requirement, class sign-off on new
systems specifications can take longer than expected,” Gielen adds.
In a new firefighting foam landscape, there is a benefit in having Viking involved all through the process, adds Gielen. The company has made arrangements with certified disposal companies to take care of the foams that need replacing, for example, through their incineration and certification management.
“Disposal of old foams is a more significant issue than many will be expecting,” Gielen says, “Some ports don’t have the facilities, for example, while auditing the process is part of the regulatory obligation. While we are not a disposal company ourselves, we see this as a critical part of managing the full chain of responsibility for a new mandatory requirement.”
www.viking-life.com
CHARCOAL • AS PART OF ITS MISSION TO REDUCE THE NUMBER OF SHIPBOARD FIRES, CINS HAS HIGHLIGHTED THE DANGERS POSED BY CHARCOAL AND HAS DEVELOPED SOME GUIDELINES
THE FOCUS ON shipboard fires these days is very much on lithium batteries and electric vehicles, which have been identified as being the cause of many recent incidents, often with disastrous consequences. But there is another cargo that should not be overlooked – charcoal.
CINS, the Cargo Incident Notification System, has reviewed the data provided by its members and calculated that consignments of charcoal have been involved in 68 shipboard fires between January 2015 and the end of 2022. Most of these incidents arose from consignments that had been misdeclared and therefore the carrier was not aware of the
CHARCOAL IS WIDELY USED IN WATER TREATMENT APPLICATIONS AND AS FUEL FOR BARBECUES BUT, WHEN TREATED BADLY, IT CAN PRESENT A PROBLEMATIC FIRE HAZARD IN TRANSPORT
hazards presented, CINS notes.
In response, CINS, along with the International Group of P&I Clubs and TT Club, has developed updated guidelines for the safe carriage of charcoal in containers. These guidelines arrive at a time when the provisions for charcoal in the International Maritime Dangerous Goods (IMDG) Code are about to change, with the aim of ensuring proper declaration and reducing the number of incidents.
The guidelines state that all charcoal cargoes should always be shipped under UN 1361 Carbon, Division 4.2, rather than UN 1362 Carbon, activated or the nos entry UN 3088 Self-heating solid, organic. Amendment 42-24 to the IMDG Code, which becomes effective on 1 January 2025, includes a reminder that charcoal must always be declared and be transported as dangerous
goods. Special provisions 925 and 223, which provided some relief for charcoal cargoes in certain circumstances, have been deleted and a new SP 978 added, which gives further details regarding container packing and stowage.
It is recommended that cargo management processes forbid reliance on the existing Special Provisions and embed effective screening to ensure that all charcoal cargo intended as fuel for burning is correctly classified and declared, regardless of any tests that may have been conducted at any time, CINS says.
The guidelines also highlight some of the new requirements in SP 978, which specifies that UN 1361 applies to carbon “produced by pyrolysis of an organic material such as bone, bamboo, coconut shell, jute or wood”. Unless the competent authority approves otherwise, unpackaged material shall be subject to weathering (stored under cover, but in the open air) for a minimum period of 14 days before being packaged for transport; alternatively, after pyrolysis, steam and cooling shall be applied to the unpacked material and the material shall be packed under an inert gas atmosphere (e.g. nitrogen); packages shall then be stored under loose cover or in the open air for a minimum of 24 hours before transport. In any event, the charcoal must not be packaged when its temperature exceeds 40°C.
There are also limits specified for the amount of material to be stowed in a container and the minimum headspace. The CINS guidelines go into greater detail on container packing as well as stowage and segregation. It says that, whatever the IMDG Code says, the safest place for a container to be stowed is on deck and accessible, protected from direct sunlight. In the event of a fire, CO2 is unlikely to be effective and a container stowed under deck would be difficult to access.
The Guidelines can be downloaded from the UK P&I Club website at www.ukpandi.com/ media/files/uk-p-i-club/articles/2024/cinsguidelines-for-the-safe-carriage-of-charcoalin-containers.pdf.
INCIDENT INVESTIGATION • THE LOSS OF CONTAINERS OFF BRITISH COLUMBIA IN 2021 AND THE RESULTING FIRE HAS HIGHLIGHTED CANADA’S LACK OF RESPONSE CAPABILITY
CANADA’S TRANSPORTATION SAFETY Board (TSB) has released the findings of its investigation into a fire aboard the 4,250-teu containership ZIM Kingston in October 2021 off the coast of British Columbia. The event started when the vessel began rolling dangerously in a phenomenon called parametric rolling; this led to the loss of 109 containers overboard. Some 36 hours later, a fire broke out in a damaged container carrying potassium amyl xanthate, which spread to five nearby containers; the fire burned for five days.
TSB’s report into the incident highlights the need for better understanding of parametric rolling and urges the International Maritime Organisation (IMO) to incorporate new guidelines on intact stability quickly into the International Code on Intact Stability. This will take some time but IMO has already issued
some interim guidelines.
Perhaps more significantly, TSB identified a relative weakness in Canada’s preparedness for marine emergencies. Canada does not require pre-arranged plans for fire response or marine salvage, unlike the US. In addition, the Canadian Coast Guard does not directly participate in marine fire suppression activities as part of incident response, nor does it have fire suppression capabilities to directly respond to a vessel fire.
Fortunately, ZIM Kingston had a contract with a US-based emergency response company, which meant that the vessel had access to specialists who provided guidance throughout the emergency response and a team of trained personnel who were able to board the vessel to help contain the fire. The use of these shore-based specialised
personnel, as well as vessels of opportunity, contributed to limiting the extent of the fire.
After the fire broke out on the vessel, it was largely due to fortuitous circumstances that a rapid and effective response using outside resources could be initiated, TSB says. These same circumstances may not necessarily be present when responding to future occurrences, underscoring the need for a careful look at Canada’s preparedness. Furthermore, while this occurrence took place at sea, previous TSB investigations have shown that there are also issues around preparedness when vessel fires occur in Canadian ports. Outside of ports and harbours, the options for responding to shipboard fires are even more limited should the onboard fire response be unsuccessful in suppressing the fire.
Recognising a need for improvement, the federal government has announced that it intends to develop a single system to respond to all marine pollution incidents regardless of their source, with a goal of responding to these incidents in a timely manner that minimises impact on human health and the environment.
In addition, Transport Canada (TC) intends to develop regulations to strengthen preparedness requirements for industry by, for example, requiring vessels to have arrangements for firefighting and salvage services, and by having a response specialist who could work with the federal departments and other partners to manage any incident. However, the only practical step taken so far is a 2023 amendment to the Canada Shipping Act 2001 to give the Governor in Council a mandate to make regulations. It is likely to be four years before TC is able to make any more regulatory changes.
In the interim, the Board is concerned that there are gaps in Canada’s preparedness for marine emergencies that exceed the response capacity of a vessel’s crew, posing a risk to vessels, the environment, and the health and safety of the general public.
The full text of TSB’s report can be found at https://www.tsb.gc.ca/eng/rapports-reports/ marine/2021/m21p0297/m21p0297.html.
SUSTAINABILITY • INDUSTRIAL PACKAGING HAS BEEN A FRONT RUNNER IN THE DEVELOPMENT OF A CIRCULAR ECONOMY BUT SCHÜTZ HAS TAKEN THE APPROACH ANOTHER STEP FURTHER
SCHÜTZ HAS INTRODUCED a Green Lifecycle Management programme, building on its sustainability efforts in recent years, to bundle together a package of measures to deliver what the company calls “a supremely effective recycling system”. Schütz is optimising the entire life cycle of its packaging to achieve maximum eco-friendliness – and is actively encouraging customers to take part.
The Green Lifecycle Management scheme is based on three pillars: the efficient use of scarce and increasingly expensive resources, the global collection and reconditioning of industrial packaging and the environmentally friendly recycling of plastics. This includes the company’s continuous efforts to reduce the weight of its packagings without impacting
performance, its longstanding Schütz Ticket Service for the collection and reconditioning of IBCs, and its in-house recycling centre.
Schütz has been a pioneer in the production of industrial packaging systems for over 50 years. As early as the mid-1970s, with the introduction of the intermediate bulk container (IBC), the company offered a modern packaging solution that focused on efficient cycle management and recycling. Ever since, Schütz has been setting global benchmarks with uniform product standards and the highest quality, as well as taking responsibility for the reuse of empty packaging.
For Schütz, progress means constantly reducing the carbon footprint of its packaging.
The Green Lifecycle Management scheme marks the next step in this process.
Ambitious climate targets can only be achieved if sustainability is considered across all areas of operations and woven into corporate philosophy. Schütz’s commitment to protecting the environment by developing sustainable packaging solutions is expressed in the group’s continuous investment in state-of-the-art facilities and the most advanced production processes. Technical progress, research and process development are the key to developing efficient packaging solutions and optimising their carbon footprint. For example, every gramme of weight saved reduces emissions and helps to minimise the use of natural resources.
One example for this resource efficiency is Schütz’s Ecobulk range, the most widely used IBC system in the world. Featuring an inner bottle made of HDPE, a steel grid and a pallet made of plastic or steel, the modular design makes it easy to replace components and recycle materials by type. Thanks to the high level of vertical integration and full in-house production, Schütz can fine-tune the optimisation of each individual component. As a result, the weight of the IBC has been gradually reduced within the space of only a few years, while at the same time improving performance.
By saving on raw materials alone, Schütz reduces its direct CO2 emissions by 120,000 tonnes per year. With the Recobulk series, Schütz offers reconditioned IBCs that have the same quality and approval as a new IBC, thus saving up to 100 kg of CO2 per cycle.
The well established Schütz Ticket Service is an important element in the replacement and reconditioning of IBCs. The worldwide collection of emptied, used IBCs is simple, fast and usually free of charge. Schütz currently maintains a network of 60 production and service locations, ensuring that it is close to customers and emptiers around the world. Based on this principle of short distances and software-supported route optimisation, Schütz can guarantee low CO2 transport. And by returning IBCs through the Schütz Ticket Service, customers themselves
are making an active contribution to environmental protection.
In a process developed by Schütz, the collected, used packaging is analysed using state-of-the-art AI and 3D scanning technology. The AI application draws on an internal database of 400,000 different filling products. This pre-selection is used to determine which further process steps are necessary. The collected packaging then undergoes a complex reconditioning process: the inner bottle of the IBC is replaced and the steel grid and pallet are cleaned and repaired if necessary so that they can be reused for several more packaging cycles. Anything unsuitable for direct reuse is sent to the company headquarters in Selters for recycling.
In this way, Schütz always has full control over the quality of the packaging being recycled and can create a closed material cycle. The more empty packaging that is returned to Schütz, the greater the supply security. This emphasises how important it is for every IBC user to feed their empty packaging back into the cycle.
At the in-house recycling centre in Selters, the HDPE material is shredded, cleaned and then
processed in a range of mechanical preliminary stages to produce high-quality, odourless and homogeneous recycled pellets. Thanks to pioneering technology, even heavily contaminated material can be processed. The packaging is reconditioned in compliance with the highest environmental and quality standards. These pellets are reused to make new packaging components such as pallets, corner guards or components such as flaps or acid protectors. While the use of recycled material has a long tradition at Schütz, the proportion of recycled material has been taken to a new high in Schütz Green Layer packaging. The middle layers of the IBC inner bottles, jerrycans and plastic drums are made using 30 per cent high-quality, naturalcoloured recyclate. The inner and outer layers are made from new HDPE, meaning that the environment and the filling product still only come into direct contact with virgin material. If a customer also opts for a pallet and plastic corner guards, this takes the volume of recycled material in a Green Layer IBC to as much as 70 per cent. The use of recyclate enables additional CO2 savings of 6.8 kg per IBC and up to 3.8 kg per drum. Schütz Green Layer packaging is suitable for a wide variety of applications. Like all packaging from
Schütz, it is optionally available with hazardous goods approval.
Schütz recyclate is also being used to produce one of the company’s latest innovations, a new frame pallet for IBCs. Modern logistics with automated storage and transport require containers that function smoothly throughout the entire supply chain and unite technical performance with ecological efficiency. In addition to being eco-friendly thanks to the use of recycled plastic, Schütz’s new plastics frame pallet has an impressively stable yet lightweight construction and excellent transport properties. With its single-piece construction and the wide, partially smooth contact surfaces, the pallet is ideal for automated forward and sideways transport. On roller conveyors or chain-driven conveyors, the frame pallet enables a smooth horizontal movement, meaning that IBCs can be transported forwards and sideways safely and without jamming.
The frame pallet sets new standards for lifting and lowering filled IBCs thanks to the stable substructure. The forces acting on the pallet are optimally distributed, and sagging is minimal compared to other pallets, meaning that vertical conveying and transporting larger loads present no problems. The pallet can also be lifted and lowered from all sides. All IBCs with the new pallet have optional UN approval and, as well as a version with a steel bottom plate, is also available as a full-plastic frame pallet with a bottom plate made of plastic.
This pallet concept was introduced in prototype at the Fackpack trade fair in Germany in 2023; its full launch took place in September at this year’s event, alongside a new steel IBC pallet designed to provide the optimum distribution of heavy loads. Indeed, the Schütz stand was packed with recent innovations, including the new SC1 range of high-quality jerrycans, Green Layer drums and IBCs, the Combi steel drum with HDPE inner liner, and the Drumfix loading solution for the safe transport of tight-head steel drums.
More information on these and all other Schütz products and services can be found on the company’s website, www.schuetz.net.
The Dangerous Goods seminar is the go-to event for everyone involved in the manufacture, handling and transport of dangerous goods.
Dangerous Goods Safety Advisers should also view this as an excellent opportunity to update their knowledge and share ‘best practice’ with other delegates. It will also provide you with an opportunity to meet with the UK regulators, giving you a chance to ask questions and share your views. The event will take place over two days to allow a suitable amount of time to debate and discuss key issues. Staverton Park Hotel Daventry NN11
INNOVATION • GREIF UK HAS SECURED NEW STEEL SUPPLY AND CONTINUES TO EXPAND ITS INDUSTRIAL PACKAGING PORTFOLIO BY INNOVATIONS AND ACQUISITIONS
FACED WITH SHIFTS in the domestic steel industry, the introduction of new products and strategic acquisitions, 2024 has been a year of both challenge and opportunity for Greif UK and its industrial packaging portfolio. The business has continued to adapt and innovate to maintain its leadership in the market.
Greif UK has a comprehensive range of steel and stainless steel drums, which are manufactured at its Ellesmere and Burtonon-Trent facilities. Its portfolio includes small, intermediate and large steel drums, salvage drums, and stainless steel drums.
“Steel drums are a critical packaging component across many sectors, where product purity, safety and sustainability are paramount,” says David Khanna, UK sales
director at Greif. “They’re durable, fully recyclable, and can be reconditioned for reuse, making them an essential, long-term packaging solution for industries ranging from chemicals and hazardous goods to food production. However, the restructuring of the UK steel industry, particularly at Tata Steel’s Port Talbot plant, could impact manufacturers dependent on affordable, reliable steel.
“At Greif UK we are fortunate to have the support of our global network, and have secured contracts with major steel suppliers across mainland Europe, ensuring we can source steel from any of our locations across the continent. This network not only guarantees an uninterrupted supply but also reinforces our supply chain resilience. If one
facility faces a disruption, we can rely on our other UK or European plants to maintain production and meet customer demands.”
Greif UK also manufactures intermediate bulk containers (IBCs) and has added the GCUBE Flex 2.0 to its portfolio. Launched earlier this year, GCUBE Flex 2.0 is designed to meet the rigorous demands of high-end markets requiring sterile, contamination-free packaging. It is a composite IBC that includes a protective steel cage and a flexible inner liner, ensuring the safe transport and contaminant-free filling of sensitive products.
In addition, Greif UK has seen its industrial packaging portfolio expand with the acquisition of Ipackchem - a global leader in highperformance small plastic containers and jerrycans. It operates in 13 locations across eight countries, including the UK. Recently, it achieved the EcoVadis Platinum Rating for the third consecutive year, solidifying its position among the top one percent of companies for sustainability performance.
Ipackchem is known for its Advanced In Mold Fluorination (A-IMF) technology, which is a barrier technology used in rigid packaging that prevents permeation with hazardous chemicals while maintaining 100 per cent recyclability. It is primarily used for crop protection, pharmaceutical, animal health, laboratory, flavours & fragrances, and specialty fuels. A range of bottle sizes are available from 500 ml to 30 litres.
“This is an exciting development for us in the UK, as we get to know our new colleagues and begin integrating our businesses and product offerings,” adds Khanna.
“Ipackchem’s company values align closely with Greif’s, particularly in the areas of sustainability and customer satisfaction. The integration of new products and acquisitions reflects our commitment to addressing customer needs with reliable, highperformance industrial packaging solutions.”
Greif will be exhibiting at several major trade shows this year, including Fachpack, Scanpack, and Pack Expo, where it will showcase its full global product portfolio and introduce new innovations. www.greif.com
Mauser Packaging Solutions, through its wholly owned subsidiary BWAY Corp, has completed its acquisition of Taenza SA de CV, a Mexico-based manufacturer of tin-steel general line, sanitary and aerosol cans and steel pails. The transaction is expected to be complementary to Mauser’s existing business and offer growth opportunities in the Mexican paint, sanitary and specialty markets.
“We are happy to welcome Taenza to our Mauser family,” says Mark Burgess, CEO of Mauser Packaging Solutions. “Taenza’s legacy manufacturing capability and strong local presence in the Mexican markets combined with Mauser’s global network will enable us to make the Taenza business, and Mauser, more successful in the future.”
Mauser has also acquired a plastics drum manufacturing business in South Africa, which will help it meet growing demand for plastics drums in the region. The plant, located in Pinetown, near Durban, extends Mauser’s capacities and footprint in South Africa, allowing it to offer full-service solutions and packaging excellence from five different manufacturing and reconditioning facilities in the country. The new site produces UN-certified, tight-head and open-head plastic drums ideal for use in the petrochemical, lubricant, ethanol, chemical, coatings, mining and food industries. The facility holds ISO 9001 and ISO 14001 certifications, combining quality management and continual improvement with environmentally responsible practices.
“This investment underscores our ongoing commitment to expanding our presence in this region and growing with our customers by delivering sustainable packaging solutions with unparalleled quality and customer service,” says Michael Steubing, president of Mauser’s International Packaging Business Unit.
Peter Lucht, general manager for Mauser in
South Africa, adds: “We are proud to further expand our plastic capacity and portfolio. This acquisition enables us to offer our customers even greater security of supply and an enhanced portfolio of products.”
mauserpackaging.com
PSC Group has acquired Delta Petroleum Company from Greif’s parent company TJC. Delta was founded in 1946 and provides outsourced specialty chemical filling, warehousing and shipping services from locations in Houston, Baton Rouge and Cincinnati.
“We see PSC and Delta as being optimal partners for synergistic growth,” says Joel Dickerson, CEO of PSC Group. “Our companies are aligned in culture, and we are well positioned to maintain service excellence, elevate growth and scale for Delta, and expand services to meet the needs of our shared customer set. We are excited to welcome Delta and all its employees into the PSC family.”
PSC Group is a leading provider of embedded on-site logistics, railcar repair and
sustainability services to critical petrochemical infrastructure firms in North America.
Founded in 1952 and headquartered in Houston, PSC was recapitalised with funds from TJC and Aurora Capital Partners, since when it has made eight acquisitions.
In Asia, Greif has opened a new plant in Pasir Gudang, Malaysia to manufacture composite intermediate bulk containers (IBCs).
“This location was strategically chosen for its robust infrastructure and proximity to key customers, and our investment here amplifies our confidence in Johor’s economic potential,” says president/CEO Ole Rosgaard. “I am pleased that this facility will not only enhance our production capabilities but also contribute to the region’s growth by creating new job opportunities.”
Greif has reported net income of $87.1m for its fiscal third quarter to 31 July, a drop of 3.5 per cent compared to the previous year, with adjusted EBITDA down 14.5 per cent at $193.7m. The figures do not reflect the sale of the Delta Petroleum business, which was completed on 1 August.
Rosgaard describes the results as “another
solid quarter” and adds: “While global markets remain uncertain, our diligence in maintaining close contact with our customers has resulted in positive volume momentum in all regions. We are also making strides internally. We are nearing completion of the previously announced internal re-alignment of operating and commercial functions.”
Greif’s Global Industrial Packaging segment enjoyed an increase in net sales of $84.2m to $846.0m, primarily due to higher average selling prices, higher volumes and contributions from recent acquisitions, partially offset by negative foreign currency translation impacts. www.greif.com
Schütz has commissioned a new extrusion blow-moulding line at its Karawang plant in Indonesia, where it is now producing its F1 220-litre tight-head plastics drum. The move supplements local intermediate bulk container (IBC) production as part of the company’s strategy to be able to reliably deliver a comprehensive range of products.
The multi-layer production process results in a plastics drum with good low-temperature
impact strength, significantly improved stacking strength and increased resistance to chemicals and stress cracking. A special top geometry ensures that bungs are protected. This makes the drum suitable for challenging applications in dangerous goods and sensitive filling products, whether in foodstuffs, electro-chemicals or oleochemicals.
Schütz is also planning to start production of its new Combi Laser Drum at its Selters plant in Germany in the autumn. The new design combines the Laser Drum concept, which uses hot-dip galvanised sheet steel directly from the coil and a laser welding process to butt-weld the steel, with a special HDPE inner liner, already used by Schütz on conventional steel drums manufactured at its plant in Spain.
The Combi Laser Drum will be produced in a 205-litre version with a 3-kg inner liner and a 202-litre version with a 6-kg inner liner. Combinations of different sheet thickness will be available, as well as versions using conventional coated steel drums.
In other news, Schütz has taken a shareholding in Fibre Drum Sales (FDS), which has been cooperating with Schütz in the area of IBC reprocessing for the past 30 years. Based in Posen, Illinois, close to Chicago, FDS specialises in the sale, reconditioning and reprocessing of industrial containers. The investment by Schütz will, the company says, “further strengthen both companies’ positions in the North American market”.
“FDS is the largest independent IBC reprocessing company in Illinois and the Chicago area,” says Frederik Wenzel, president of Schütz Container Systems USA. “Over the decades, they have developed immense expertise in cleaning IBCs. Deepening our excellent partnership with FDS will allow us to enhance our sustainable solutions for customers and grow this important part of our business.”
“During the most challenging times and even the recent global crisis, Schütz continued to be an incredibly reliable partner,” adds FDS president Brian Evoy. “They’ve consistently proven themselves as a dependable ally for our business through thick and thin. This
partnership will allow FDS the opportunity to bring more value to our current customers, and most importantly help the business that our parents created in 1991 to grow more effectively in the future.”
www.schuetz.net
Labelmaster’s Capsuloc packaging system has won the AmeriStar Award from the Institute of Packaging Professionals (IoPP) in the Industrial & Commercial category. The Capsuloc shipping container addresses long-standing issues with traditional metal paint/tin can shippers used for transporting hazardous materials. It offers a groundbreaking solution with its reusable plastic construction that is safer, lighter, and more sustainable. The screw-tight lid eliminates the need for ring locks and sharp tools, making it easier and more secure.
Capsuloc meets and exceeds UN packaging standards, including a 100 kPa pressure differential. PHMSA has granted Capsuloc a Special Permit, offering an alternative to standard regulations with superior safety and performance, which is accepted by both UPS and FedEx.
“This innovative solution enhances safety and efficiency and significantly reduces the environmental impact, setting a new standard for hazardous material packaging in the industry,” says IoPP.
www.labelmaster.com/capsuloc
The management of Thielmann Contek Service has acquired the business from Thielmann; the company will now be known as Contek IBC Service GmbH and will be led by EyckeChristian Dörre and the existing management team in Ellrich, Germany.
Thielmann acquired Contek in 2018, to add expertise in IBC and tank container cleaning, service and management. This past February, Thielmann also span off its Ucon IBC business to its management team.
www.thielmann.com
RESULTS • VOPAK’S LATEST QUARTERLY FIGURES REFLECT RECENT DIVESTMENTS BUT THERE IS MORE GROWTH ON THE HORIZON AS SOME NEW PROJECTS HAVE BEEN CONFIRMED
VOPAK HAS REPORTED what it calls “strong” results for the first half, with a 4 per cent year-on-year increase in revenues to €654m, taking account of the divestment of terminals in Rotterdam and Savannah and currency movements. “Demand for our services was healthy during the first half of 2024,” the company says. “Throughput levels in our industrial terminals were solid, with new capacity coming into service. Gas terminals showed firm throughput levels, backed by growing energy demand and energy security considerations. In chemical distribution terminals, the impact on demand for storage infrastructure was stable. In the oil hub locations, solid storage demand was primarily driven by the continued growth in oil demand globally and the rerouting of trade flows. Demand in the oil distribution terminals also remained firm.”
Net profit dropped from €224m in first half 2023 to €213m, reflecting the impact of the divestments. “In the first half of 2024, financial performance of our network improved and we executed on our strategy by growing in industrial and gas terminals and accelerating towards new energies and sustainable feedstocks,” says CEO Dick Richelle. “A continued healthy demand for our infrastructure services resulted in a 92 per cent proportional occupancy in the first half year.
“We had strong results in executing our strategy by committing to develop a largescale LPG export facility, together with our partner in Western Canada,” Richelle adds. “In our existing industrial terminal portfolio we are expanding in Saudi Arabia and China. Simultaneously, we are accelerating in new energies and sustainable feedstocks by entering the FEED phase for CO2
infrastructure in Rotterdam, and we commissioned repurposed capacity for renewable feedstock in Brazil and vegetable oil in the US. We are well-positioned to capture opportunities which fit our improve, grow and accelerate strategy.”
The second quarter was busy for Vopak in terms of terminal developments. In particular, its joint venture with Aegis Logistics in India has begun exploring options for future funding, which may involve the issuance of new shares to the public or to preferential parties, or increasing debt. Vopak booked a €6.9m expense in relation to its Indian operation during the second quarter.
Vopak has also taken the decision to expand its Lesedi distribution terminal in South Africa by 40,000 m3 to provide greater flexibility in the handling of clean petroleum products. The €22m project is expected to be complete in the first half of 2026.
In May, Vopak completed the first part of its project to expand operations at its Deer Park terminal in Texas, with 28,000 m3 of repurposed tankage for vegoils coming on stream. The second phase, amounting to some 47,000 m3, is expected to be ready early in 2026.
At the same time, Vopak has been scaling down its operations in China. It completed the sale of its Lanshan chemical distribution terminal in May, following on from an announcement made in February, and also booked a €10.1m impairment in its second quarter figures to reflect a reduction of capacity at its Ningbo terminal to accommodate further infrastructure development plans in the Zhenhai port. Conversely, it is to expand its Qinzhou industrial terminal with a further 96,000 m3 of capacity, underpinned by a long-term contract. The work will cost Vopak €13m with its joint venture partner, Guangxi Huayi Energy Chemical, contributing the remaining €15m. In addition, the planned Huizhou greenfield terminal, in which Vopak has a 30 per cent interest, has received the necessary permits to go ahead. The 560,000-m3 facility will be linked to a world-scale project. www.vopak.com
finally purchasing. In the past, he noted, marketing was largely confined to the first two stages, with sales functions covering the rest. In an ever-connected world, though, this will change, with marketing covering everything up to and partly including evaluation while sales will largely be concerned with just the actual final purchasing stage.
While digitisation refers to creating a digital version of analogue and/or physical items, such as paper documents, images and sounds, digitalisation refers to enabling, improving and/or transforming business operations, functions and models and processes by leveraging digital technologies coupled with a broader use of digitised data “turned into actionable knowledge with a specific benefit in mind”. Digital transformation is “the profound and accelerating transformation of business activities, processes, competence and models to fully leverage the changes and opportunities of digital technologies and their impact across society in a strategic and prioritised way”, he explained.
To build a successful digitalised business, companies need to “create the right mindset” and have a shared understanding of where they want to go and what they want to achieve. They must also put the right leadership in place and “launch a group focused on digital transformation”. Meanwhile, by using an e-commerce platform, they can establish an online presence; increase exposure; allow their sales team to focus on strategic customers; and benefit from lower costs to serve. They can also gain access to much more usable information, with the platform offering them generally enhanced convenience and efficiency.
CREDIBILITY AND EXPERTISE
Kemgo+, he revealed, is a premium service that uses Kemgo’s “global credibility and expertise” to build a distributor’s or producer’s brand while helping them to manage their sales and optimise their operations. By using the
service, companies, de Haan asserted, are able
“CLASSIFICATION OF FIREWORKS THE NETHERLANDS BROUGHT BACK AN ISSUE THAT HAD BEEN DISCUSSED AT THE PREVIOUS SESSION”
CARBON CAPTURE • INFRASTRUCTURE PROVIDERS CAN PLAY AN ACTIVE ROLE IN THE ENERGY TRANSITION. EXOLUM IS TEAMING UP TO OFFER A FULL CO2 CAPTURE, TRANSPORT AND STORAGE SERVICE
Reunidas have signed a collaboration agreement to offer carbon capture, transport and storage services to large industrial clients. This alliance is part of the strategy of both companies to promote decarbonisation. In the first phase, the collaboration will focus on Spain, with special attention to the port areas where Exolum has industrial assets. The objective is to develop logistics hubs for transport and carbon storage based on these industrial sites.
Exolum, a leader in liquid storage and transport infrastructure management, will contribute its experience in logistics and operation of these assets. For its part, Técnicas Reunidas will contribute its engineering capabilities and its new services aimed at decarbonising industrial assets.
Ignacio Casajús, global strategy and growth lead, says: “At Exolum, we see this collaboration with Técnicas Reunidas as an excellent opportunity to develop technologies that drive the decarbonisation of our economy. We build on our solid experience in logistics and storage, and on our strong commitment to innovation, circularity and new energy vectors, aligned with the needs of the energy transition.”
Miguel Ángel Hernando, director of carbon management at Técnicas Reunidas, adds: “We are very pleased to collaborate with Exolum on this innovative service. The development of carbon capture and storage assets and operations is crucial for industrial activity in any country. Therefore, carbon management is a key part of our decarbonisation strategy.”
Carbon capture, sequestration and/or use is seen as a fundamental tool in the journey to net zero. The EU has estimated that, in order to meet decarbonisation targets, 50m tonnes of carbon dioxide will need to be captured in 2030, rising to 280m tonnes in 2040 and 450m tonnes in 2050. This is particularly important since there are some sources that simply cannot be mitigated, such as cement production.
In 2023 and the first months of 2024, Técnicas Reunidas won contracts worth more than €300m in projects related to lowemission technologies. These contracts include engineering services for projects in the hydrogen, biofuels and carbon capture value chain, with more than 1.8 million engineering hours dedicated to their execution. In carbon capture projects, Técnicas Reunidas has participated in the design of plants totalling 18m tonnes, more than twice the emissions of the entire cement industry in Spain.
Exolum’s strategy is focused on continuing to develop and operate the infrastructures necessary for the mobility and sustainable industry of the future. To this end, it has its Clean Energies division, which is dedicated to creating new business opportunities committed to the decarbonisation of the economy. This division promotes new energy vectors and circular economy projects, as well as offering services that contribute to the energy transition and the fight against climate change.
That strategy was amplified at a recent Corporate Sustainability Forum in Spain, where Exolum CEO Jorge Lanza said: “At Exolum we do not distinguish between the ESG agenda and the agenda for the rest of the company. When designing our strategic plan, we focus not only on what we do, but also on how we do it, always equally weighing key matters such as environmental protection, operational safety, an inclusive culture and the relations with our stakeholders and governance.” He stressed that the energy transition should be fair and pragmatic, integrating the three elements in the energy trilemma: supply security, environmental sustainability and affordability for the end user.
exolum.com www.tecnicasreunidas.es
finally purchasing. In the past, he noted, marketing was largely confined to the first two stages, with sales functions covering the rest. In an ever-connected world, though, this will change, with marketing covering everything up to and partly including evaluation while sales will largely be concerned with just the actual final purchasing stage.
While digitisation refers to creating a digital version of analogue and/or physical items, such as paper documents, images and sounds, digitalisation refers to enabling, improving and/or transforming business operations, functions and models and processes by leveraging digital technologies coupled with a broader use of digitised data “turned into actionable knowledge with a specific benefit in mind”. Digital transformation is “the profound and accelerating transformation of business activities, processes, competence and models to fully leverage the changes and opportunities of digital technologies and their impact across society in a strategic and prioritised way”, he explained.
The Fort Vale 3” 45° Highlift has been re-engineered to our usual exacting standards, but with an increased adaptation threshold that allows the user to effectively customise the equipment to their specifications - valves can be supplied with or without the Superseat feature - if up front cost or ongoing maintenance costs are a factor in the purchasing process. Features and benefits include:
To build a successful digitalised business, companies need to “create the right mindset” and have a shared understanding of where they want to go and what they want to achieve. They must also put the right leadership in place and “launch a group focused on digital transformation”. Meanwhile, by using an e-commerce platform, they can establish an online presence; increase exposure; allow their sales team to focus on strategic customers; and benefit from lower costs to serve. They can also gain access to much more usable information, with the platform offering them generally enhanced convenience and efficiency.
CREDIBILITY AND EXPERTISE
l Reduced overall weight (3.1 Kg) gives you more payload.
l Reduced overall length (7.5mm) allows increased tank capacity and payload.
Kemgo+, he revealed, is a premium service that uses Kemgo’s “global credibility and expertise” to build a distributor’s or producer’s brand while helping them to manage their sales and optimise their operations. By using the
l Low profile butterfly valve with offset handle gives more clearance to operate the valve.
l Fewer parts and consumables between the footvalve outlet and butterfly valve reduces M&R costs.
l Reduced size and PCD of footvalve outlet and BSP spigot flanges improves access to fasteners.
l Standard seals and spare parts are available worldwide from Fort Vale and authorised agents.
®
Exolum is to invest €12m in a new aviation fuel storage terminal and loading area for refuelling tankers at the Lanzarote airport in the Canary Islands. The new facility will have a storage capacity of at least 6,000 m3 in three aboveground tanks, with space and facilities for the construction of a fourth tank in the future. It will also feature two positions for simultaneous discharge of road tankers and a loading position for emergency situations. This full renovation includes new access roads and parking areas for into-plane fuelling vehicles. Furthermore, significant enhancements will be made in terms of energy efficiency, such as the construction of a photovoltaic power plant and installation of electric vehicle charging points. This new infrastructure will also be fitted out with state-of-the-art safety and environmental protection systems.
The work will also include the dismantling of existing tankage and pipeline. Construction is expected to take three years, after which Exolum will operate the new facility for 12 years.
Exolum is also to invest €20m in the construction of a new terminal for the storage of biofuels and other bulk liquids in Bilbao. The terminal is scheduled to be in operation in 2027. The new facility will be adjacent to Exolum’s existing terminal in Zierbena and will be linked to the port of Bilbao.
Work is due to start next year. In the first phase of construction a five-tank bund will be built to offer 29,000 m3 of capacity, heating, blending and vessel loading. Subsequent phases of construction will be adapted to the specific needs of clients. exolum.com
Rubis Terminal has rebranded as Tepsa. According to the company, the change
demonstrates its evolution and commitment to leading sustainable storage solutions in Europe.
“With a strengthened focus on energy transition and innovation, we reaffirm our dedication to supporting critical infrastructure needs while driving environmental responsibility and operational excellence.”
Tepsa is currently owned by Rubis SCA (55 per cent) and Cube Storage Europe, which is managed by I Square Capital, though Rubis has agreed to sell its shareholding to its partner, a transition that is ongoing. Rubis was also a shareholder in the former Spanish terminal operator, also called Tepsa (Terminales Portuarias SA). The new Tepsa is, the company says, “an independent leader in the storage of industrial liquid bulk products and gases including chemicals, fertilisers, biofuels, and fuels that are fundamental to the economy.” It operates 15 terminals across western Europe with a combined storage capacity of more than 4m m3
“We’re building on our legacy and continuing to evolve for the future,” says Bruno Hayem, CEO. “Our transition to Tepsa signifies our forward-looking approach and dedication to
meeting the needs of a rapidly evolving industry. This rebranding testifies to our agility and our innovative spirit. It’s more than just a change in appearance. It reflects our ongoing commitment to our values, to our people and to our clients. We believe that this new identity will inspire us all to continue striving for excellence and innovation in everything we do here at Tepsa.”
Full information about the new company can be found online at www.tepsa.com.
Koole Terminals Group has rebranded as Chane, signifying a further unification of the company following the acquisitions of Alkion Terminals in 2022 and Maastank last year. Explaining the change, CEO John Kraakman says: “This evolution asserts our position as an important link in the supply chain and a cornerstone in the European logistics market, as well as highlighting our collaborative and proactive approach towards value creation for our customers. As a bulk liquid storage provider, Chane is ideally positioned in ports
across Europe to help our partners navigate an ever-changing operating environment. Our new slogan ‘Linking Forward’ reflects the active role we play as a partner to our customers.
“As a brand, ‘Chane’ is reflective of our company’s history and how we’ve grown together as an international team of people,” Kraakman adds. “We are proud to celebrate this unifying milestone together, and to step forward into the future as one, cementing our position as a leading European liquid bulk storage platform.”
Chane operates 22 tank terminals in seven European countries, with a combined capacity of 5.4m m3
Prior to the name change, Koole announced a new ‘truck portal’ to speed up operations, promising a significant reduction in turnaround times for trucks. “Most lost time is caused by filling in and handling paperwork. We are tackling this with our new digital portal,” says Charlie Visser, product owner at Chane.
“Previously, a lot of time was being wasted explaining procedures and checking documentation at the counter, often in different languages. The new system allows drivers to
submit all necessary documentation digitally in advance and, if necessary, book a time slot at the terminal — leading to fewer rejections and a faster flow of trucks.”
The truck portal will be introduced this year at the Botlek and Pernis terminals in Rotterdam.
chane.eu
Stolthaven Terminals’ Dagenham facility in the UK (above) is to serve as a new supply base for ExxonMobil Basestocks. A new long-term strategic storage tank rental agreement will see the terminal, located on the River Thames 15 miles downstream from London, act as a key distribution and storage hub for ExxonMobil Basestocks, allowing the company to import and store base stocks from its manufacturing facilities around the world.
“Stolthaven Terminals is committed to supporting its customers in optimising the efficiency of their supply chains,” says Steve Walker, general manager of Stolthaven Dagenham. “We are pleased to welcome ExxonMobil Basestocks to Stolthaven
Dagenham and to provide the expert storage and distribution services that will further enhance their services to customers in the UK, Europe and beyond.”
“Coupled with our Rotterdam refinery, the new Dagenham distribution centre will cover the majority of our customers’ lubricant manufacturing needs in the UK,” says Nick Harris, EAME sales manager for ExxonMobil Basestocks and project manager for the new hub. “The facility will enable a more direct supply chain, reduced lead time and simplified customs clearance for imported molecules, ultimately reducing complexity across the entire import process for lubricant formulators.”
www.stolt-nielsen.com
Standic has completed the second phase of construction at its Antwerp terminal, adding 46 new tanks to increase overall capacity by 85,000 m3 to reach 180,000 m3. The expansion will, Standic says, enable it to better meet the diverse and growing needs of clients in the chemical sector. All the new tanks are equipped with dedicated stainless steel lines and segregated pumps and loading arms.
“The increasing demand for modern and safe storage of chemicals and liquids prompted us to establish a third Standic terminal,” says commercial director Paul Voogt. “Now, three years later, Standic Antwerpen is fully operational and ready to welcome customers to its expanded facility. With enhanced capacity and cutting-edge infrastructure, we are excellently positioned to provide top-tier services and solutions to our customers in Antwerp and beyond.
“The completion of this second phase is not the end of our ambition to be a sustainable, first-choice European terminal operator,” Voogt adds. The third and final phase of Standic Antwerpen is planned for 2026, which will add four new tank pits and 60 stainless steel storage tanks. Upon completion, we will have approximately 250,000 m³ of storage capacity for chemicals and circular chemicals. And we’re certainly not stopping there!” www.standic.com
AVANCE GAS HAS,agreed to sell its entire VLGC fleet to BW LPG. The deal includes eight 83,000-m3 2015-built carriers, of which six are fitted with scrubbers, and four dual-fuel VLGCs of 91,000 m3 capacity, built in 2022 and 2023. The transaction will take place on a ship-by-ship basis between 15 September and the end of the year.
Having sold four VLGCs in the first half of the year, Avance Gas will now concentrate on the medium-size gas carrier sector, where it has four 40,000-m3 LPG/ammonia carriers on order from CIMC for delivery in 2025/26. In total, the sale of the VLGCs is priced at $1,050m, which represents a gain for Avance of some $315m compared to the book value of the ships and a net cash proceed of some $217m. Of the total, BW LPG is to pay $585m in cash, plus a novation of some $132m to
settle sale-and-leaseback deals on two of the ships. BW LPG will also issue a tranche of new shares which will, on completion, represent 12.77 per cent of BW LPG shares, making Avance the second largest shareholder.
Øystein Kalleklev, CEO of Avance Gas Holding, says: “We are pleased to announce the sale of our VLGC fleet at what we consider very attractive terms and conditions. The fleet of Avance Gas is today a bit sub-scale and we have therefore found it more attractive for our shareholders to take advantage of the relatively high second-hand prices and sell the VLGC fleet to BW LPG. The sale will generate approximately $315m of profit while at the same time enabling us to probably make a trading profit until delivery of these ships to the buyer.
“During 2024, we have thus successfully agreed the sale of 16 VLGCs with a combined profit of about $435m which have enabled us to distribute significant dividend to our shareholders and with this sale we will continue to do so until the completion of the transaction by end of the year,” Kalleklev adds. “We are thereby crystalising the value for our shareholders and becoming the second largest investor in BW LPG. We find BW LPG well positioned with an integrated business model priced at a relatively modest price and this transaction will further strengthen BW LPG with both cost and income synergies. In our pragmatic view, it doesn’t matter whether the ships are black or light green as long as they are generating cash.”
“This strategic transaction supports BW LPG’s ambition to serve our customers with enhanced shipping and product delivery options in the fast-growing LPG space,” says Andreas Sohmen-Pao, chairman of the board of BW LPG. “The addition of these 12 vessels will result in an expanded fleet, greater flexibility, and are expected to be accretive to earnings based on our market view. They will also support our product trading and terminal activities”.
Kristian Sørensen, CEO of BW LPG, commented at the time of the deal: “Today’s transaction marks a major milestone in BW LPG’s history and reflects our ability to execute large fleet acquisitions by maintaining a robust balance sheet and using the BW LPG share as an attractive currency. The acquired vessels will further enhance our commercial scale and increase our operational leverage in a market we expect to be strong in the coming years and as such solidify earnings and dividend potential”.
Avance is now considering its remaining interests, the four medium-sized carriers on order. It notes that the value of these ships has increased by about $10m per ship since the order was placed, so a resale would release further profits; alternatively, it may choose to operate them, probably in a pool arrangement, given the attractive market.
www.avancegas.com
INLAND SHIPPING • HGK SHIPPING IS CONTINUING WITH ITS PROGRAMME OF INNOVATING THE SHIPMENT OF CHEMICALS BY RIVER WITH A NEW GAS BARGE DESIGN FOR ALTERNATIVE FUELS
HGK SHIPPING HAS designed a new type of river-going coastal vessel designed to meet the requirements of industry in an increasingly hydrogen-based economy. The ‘Vanguard’ project has led to the first such tanker in Europe capable of transporting cold liquefied ammonia (NH3) and liquefied CO2 (LCO2).
The tanker is designed primarily to serve inland demand on the Rhine network but can also sail in coastal waters, reducing the need to tranship cargo. That will facilitate the movement of hydrogen (in the form of green ammonia) from production sites in Iberia to northern Europe, as is already envisaged, as well as the transport of captured CO2 from mainland Europe to sequestration sites in offshore fields in the North Sea.
In order to make the transport operations as sustainable and resource-efficient as
possible, a Wind Assisted Propulsion System (WAPS), a kind of sail, supports the dieselelectric ‘future fuel-ready’ drive system. The enormous experience gained from other HGK Shipping designs for optimising operations in shallow waters has also been integrated in the Vanguard concept.
“The increasing process of decarbonisation of production processes is changing flows of goods,” says Steffen Bauer, CEO of HGK Shipping. “This is then opening up opportunities for our sector and for HGK Shipping to offer the economy new transport solutions that are available at short notice.
The Vanguard offers industry additional capacity to safely and sustainably transport liquefied ammonia and carbon dioxide from Scandinavia as far as the Iberian Peninsula and use the seaports as gateways to the network of European inland waterway.
“The river Rhine in particular, the upper regions of which will be navigable for the Vanguard, offers an efficient alternative for
pipeline structures, which either don’t exist or cannot be built in the short term, for industries that have a strong presence on this river. HGK Shipping is therefore repeatedly setting new standards in ship design for inland waterway shipping from a logistical point of view in order to help support the European Green Deal with its planned switch of production processes, which includes using green ammonia.”
“The newly designed river-seagoing gas tanker and the concept for other successors to Vanguard, which will be planned in line with customers’ requirements, fully exploit the technical possibilities for a smooth crossover from coastal waters and the inland waterway system further inland in the best possible way,” adds Wolfgang Nowak, managing director of HGK Shipping subsidiary Amadeus, which is responsible for this business. “First of all, preventing any stop at the seaports reduces the risks associated with transhipment and, secondly, it offers our customers savings potential in terms of time and costs.” Amadeus has been using the benefits of coastal vessels for this purpose for a quarter of a century.
Development of the Vanguard concept follows hard on the heels of the Pioneer inland gas barge design, announced this past April. This too will be able to carry ammonia and LCO2, primarily between the Benelux ports and the Rhine hinterland, and includes innovations developed in earlier vessels to be able to cope with low water on the river. www.hgk.de
TANKER SHIPPING
Stolt Tankers has expanded the Stolt NYK Asia Pacific Services (SNAPS) pool with the addition of SU Navigation, in partnership with NYK Line and ENEOS Ocean. “This agreement demonstrates our strategy of pursuing asset-light fleet growth with trusted partners, enhancing both operational efficiency and profitability,” the company says.
Maren Schroeder, president of Stolt Tankers, explains more: “By adding tonnage from SU Navigation, a top-tier platform, Stolt Tankers reinforces its commitment to delivering superior value in a competitive market. Combining the expertise and resources of Stolt Tankers and NYK Line allows our SNAPS business unit to be a market leader in the Asia regional market and enhances our service flexibility across the region.”
SU Navigation, the Singapore-based subsidiary of Shokuyu Tanker, operates seven stainless steel tankers ranging in size from 8,700 dwt to 12,600 dwt. Sun Mercury, a 12,550-dwt tanker built in 2023, joined the SNAPS pool earlier this month. www.stolt-nielsen.com
Christiania Shipping has agreed to acquire Navquim Holding from Sogestran Shipping; the deal is expected to close next month. Navquim, which has offices in Rotterdam and Marbella, owns and operates 13 stainless steel chemical tankers in Europe and West Africa.
Christiania Shipping, part of the Eitzen Group, has 16 chemical tankers and 13 LPG carriers, operating in a similar market.
“The agreement with Sogestran Shipping to acquire Navquim is an important step in our ambition to become the preferred infrastructure partner for transport of small-scale chemicals in Europe,” says Axel C Eitzen, chairman of the board of Christiania Shipping. “The
acquisition will strengthen our offering and broaden our reach, signalling our dedication and commitment in providing the best possible service to our long-term charterers and customers. Navquim has a very strong team, important customers and advanced stainless steel chemical carriers, and we look very much forward to continue developing the joint platform together.”
Navquim was formed in 2022 following Sogestran’s acquisition of De Poli Tankers. Benoist Grosjean, managing director of Sogestran Shipping, says: “It is with a great business and personal satisfaction that Sogestran Shipping is able to announce that a share purchase agreement has been signed, and that Navquim is therefore on track to join the Christiania Shipping family.
“As one of the regional chemical tanker market leaders in Europe, Christiania Shipping came to us with a robust industrial plan, bringing a long-term perspective to the organisation and the teams, both in Rotterdam and Marbella, but also to Navquim’s customers, suppliers and stakeholders at large. The
cooperation so far has been a very smooth and pleasant one and I am very confident that we can close this win-win deal in the coming months.”
christianiachemical.com
CFT, Compagnie Fluviale de Transport, a subsidiary of the Sogestran Group, has put its self-propelled liquids barge Aurisse into operation on the Seine carrying base oils between Le Havre and Nanterre under a long-term contract with Shell. The 3,600-m3 barge was previously working in the ARA ports until it was acquired by CFT at the start of this year, since when it has been reconditioned, cleaned, and upgraded.
Shell and CFT have worked together for more than 10 years but, until now, CFT has used a pusher/barge convoy. The two companies decided to move to a self-propelled barge to improve speed, meaning three rounds trips every two weeks, rather than two as before; this allows Shell to better manage its storage at its Nanterre depot and increase throughput.
Furthermore, as it is dedicated to the trade, the barge can adapt to Shell’s schedule and additional needs. The new addition follows on from the three self-propelled barges that joined CFT’s fleet on the Rhône earlier this year.
CFT notes that self-propelled barges are inherently more fuel-efficient.
“The arrival of Aurisse on the Seine basin was made possible by a strong partnership with our client, built on mutual trust and our teams’ ability to offer a competitive logistics solution that meets their operational and environmental expectations,” says Sébastien Somers, director of CFT Mahieu. “Our onboard and onshore teams are committed to providing our client with a high-performance self-propelled barge that closely aligns with their specific needs, including the loading of up to five different grades of oils.”
www.sogestran.com
Sirius Shipping has expanded its collaboration with Preem Shipping, chartering two more newbuildings that will form the foundation of Preem’s next-generation transport system. The two 15,000-dwt vessels, part of the Sirius Evolution 15K series, will be equipped with a two-stroke main engine that can be converted for methanol operation, battery back-up and
shore power connection.
“We look forward to taking delivery of the two sister ships, a further result of our long collaboration with Sirius Shipping,” says Daniel Berndolf, head of the shipping department at Preem. “Preem has high ambitions to reduce its environmental impact and these two vessels will play an important role in our challenge to reach climate neutrality by 2035. By investing in new and modern tankers, Preem shows its commitment to sustainability and safety in shipping. At the same time, we support our customers in reaching their challenging goals.”
The new vessels, due for delivery in the second half of 2026, will be mainly used to distribute finished products from Preem’s refineries but will also be able to supply those refineries with renewable feedstocks. www.siriusshipping.eu
Terntank has received a grant under the EU Innovation Fund for the eMETHANOLxWSolution project, the Swedish shipping company’s clean technology initiative. The objective is to contribute to the decarbonisation of the shipping industry and Terntank’s customers supply chains in the Baltic and North Sea area. It aims to demonstrate that the combination of foldable
suction sails and dual-fuel engines capable of running on (e-)methanol can reduce emissions compared to a state-of-the-art newbuilding.
A new tanker due for delivery in March 2025 will be converted with a dual-fuel engine, currently under development, in 2026. Suction wing sails will also be installed for the first time on a tanker and it is planned that the ship will start operations on e-methanol with wind assistance in January 2027. Terntank intends to copy the same clean technologies on its other Hybrid Solution Plus series ships. terntank.com
Erik Thun has taken delivery of the 18,000-dwt tanker newbuilding Thun Vettern from China Merchants Jinling. The new ship is an upgraded version of the earlier newbuilding Thun Venem and part of the ongoing Vinga series of product tankers. It will sail in the Gothia Tanker Alliance under the technical and commercial management of Furetank.
The Vinga-class tankers were designed in collaboration with Furetank and FKAB; they have dual-fuel engines capable of burning LNG/LBG or gasoil and are equipped with shore power connections and a battery hybrid solution. The Vinga series is designed for the demanding trade in the North Sea and Scandinavia and is well suited to meet the growing European demand for biofuels and renewable feedstocks.
“Sustainability work has always been and will be a focus ahead for Erik Thun,” says Johan Källsson, managing director. “To take delivery of a resource efficient, top performing product tanker like Thun Vettern and further deepen our good and long-term co-operation with Furetank is a great example of our vision to be a sustainable Swedish partner over generations.”
Thun Tankers has also taken delivery of Thun Reliance, the second in a series of eight ‘Resource Efficient Class’ 8,000-dwt product tankers. The newbuilding has entered service under long-term charter to Preem and the technical management of MF Shipping Group. thun.se
DRIVERS • PERSISTENT DRIVER SHORTAGE CAN BE TACKLED BY APPEALING TO THE HALF OF THE POPULATION WHO AREN’T MEN. CHEMICAL EXPRESS’S FRANCESCO MATTOZZI EXPLAINS HOW
THE GLOBAL ECONOMY relies heavily on the efficient movement of goods, and truck drivers play a crucial role in keeping supply chains moving. However, in recent years, many countries have faced a growing crisis: a shortage of truck drivers, particularly in the heavy-duty vehicle sector. This issue, once seen as a temporary challenge, is now becoming a long-term problem with significant implications for industries, businesses, and consumers alike.
The reasons behind this situation are many and varied. One of the primary factors is the ageing workforce. In many countries, the average age of truck drivers is rising, with fewer young people entering the profession. This is due to a combination of factors, including:
• Perception of the Job: Truck driving is often seen as a demanding and unattractive career, with long hours on the road, isolation, and physical strain. This has discouraged
younger generations from considering it as a viable option.
• Regulatory challenges: Strict licensing requirements and lengthy training periods in some regions make it difficult for potential drivers to enter the industry quickly. The costs associated with obtaining a commercial driver’s license (CDL) can also be prohibitive.
• Work-life balance: Trucking often requires drivers to spend long periods away from home, which can disrupt family life, leading to high turnover rates.
• Compensation issues: Many drivers feel wages do not adequately reflect the challenges and risks of the profession, leading experienced drivers to leave the industry.
One of the most promising solutions to the truck driver shortage lies in greater inclusion of women in the transport industry. Historically, trucking has been a male-dominated field, but this narrative is slowly changing. Increasing the number of female drivers could help address the chronic shortage of labour while also bringing a new perspective and dynamic to the profession.
Chemical Express, a leading company in the logistics and transport of chemical goods, is actively championing female drivers as a key part of its strategy to tackle the shortage. By recruiting and training more women, Chemical Express is setting a powerful example for the industry. Female drivers not only bring valuable skills to the role, but they have also been shown to improve safety records, reduce vehicle wear and tear, and enhance operational efficiency.
Chemical Express is breaking barriers by focusing on gender diversity, creating tailored initiatives to attract more women into the profession. These efforts include providing flexible work schedules, mentorship programmes, and ensuring better working conditions on the road, helping to make the career more appealing and accessible to women.
Encouraging women to join the trucking industry not only helps fill the labour gap but also contributes to changing the perception of
the profession itself. Women in trucking can bring a fresh perspective, often prioritizing safety and precision, which are critical factors in the transport of hazardous materials like chemicals. By fostering a more inclusive culture, Chemical Express is not just addressing an immediate shortage but is also setting the foundation for a more diverse and sustainable future workforce.
In addition to its focus on gender diversity, Chemical Express is also pioneering an innovative solution by promoting husband-andwife driving teams. This model allows both partners to share driving responsibilities while staying together on long-haul routes. It’s a strategy that aligns with the company’s commitment to maintaining a healthy work-life balance for its drivers.
By employing family teams, Chemical Express is able to keep vehicles on the road for longer periods without sacrificing the
well-being of its workforce. With two drivers working together, trucks can operate almost continuously, reaching distant destinations faster and more efficiently. This approach not only maximises productivity but also offers couples the unique opportunity to spend time together while working — a significant benefit in an industry where long absences from home are common.
Family teams are particularly well-suited for Chemical Express, which handles the transport of sensitive and hazardous materials. The company places a strong emphasis on safety, and the family team model allows for seamless coordination and trust between drivers, enhancing overall performance and compliance with strict regulations.
CHEMICAL EXPRESS HAS FOUND THAT, IN ORDER TO ATTRACT MORE WOMEN TO TRUCKING, IT IS ENHANCING THE WIDER IMAGE OF THE INDUSTRY AND IMPROVING SAFETY
Chemical Express’s approach, focusing on promoting gender diversity and supporting family teams, is part of a broader industry effort to tackle the truck driver shortage through innovative workforce solutions. By improving working conditions, offering competitive compensation, and providing greater flexibility, companies like Chemical Express are not only attracting new talent but also retaining experienced drivers.
While technology and automation may eventually play a role in easing the strain on
the trucking industry, immediate solutions like embracing women drivers and family teams are essential for bridging the current gap. This approach is proving to be highly effective, as it addresses both the professional and personal challenges that often discourage people from pursuing or staying in the profession.
The truck driver shortage is a complex issue with far-reaching consequences. However, by tapping into the underutilised potential of women and fostering a more inclusive workforce, as demonstrated by Chemical Express, the trucking industry has a unique opportunity to transform itself. Paired with innovative approaches like family teams and ongoing improvements to working conditions, this strategy can help build a more sustainable and resilient industry for the future.
Chemical Express is leading by example, showing that through strategic inclusion and family-friendly policies, the trucking industry can not only overcome its current challenges but also create a more diverse, efficient, and balanced workforce. This model offers a roadmap for other companies seeking to resolve the driver shortage while promoting gender equality and family unity in a demanding but essential profession.
www.chemicalexpress.it
CONTRACTS • SUTTONS’ UK OPERATIONS HAVE EXPANDED OVER THE COURSE OF THIS YEAR, REFLECTING GROWING DEMAND AND THE SATISFACTION OF SOME EXISTING CUSTOME
proud that all vehicles on the Nynas contract have Euro 6 engines which contribute to improved fuel efficiency and reduced emissions, aligning to our ESG commitment. The Nynas operation is a core part of our Fuels sector and we are committed to continuing to provide excellent levels of service, innovation and safety.”
SUTTONS GROUP HAS invested £1.5m to expand its Widnes site, to add more trailer parking space to accommodate what it calls “significant growth” in its tankers and international businesses in recent years. A 1.5-acre plot of land adjacent to its existing site was acquired 18 months ago and work has now been completed to level and surface the land, along with new drainage and lighting, to provide space for 55 additional trailers. Suttons International has also acquired two new high-capacity forklift trucks.
“This expansion represents a major milestone for Suttons,” says John Sutton, CEO. “The investment in our Widnes site not only supports our current growth but also positions us for future success. We are committed to maintaining the highest standards of safety and operational efficiency as we continue to grow.”
Notably, in its financial year from April 2023, Suttons achieved an exemplary safety record
with zero contaminations, injuries, blameworthy spills or road traffic accidents.
In contract news, Suttons Tankers has won a three-year extension of its contract with Nynas for the movement of bitumen and bitumen emulsions across the UK. Nynas outsourced its transport requirements a decade ago, involving the distribution of product from its plant at Eastham. The nature of the product means there is significant seasonality outside of core requirements and Suttons’ ability to scale up is crucial to ensuring a successful and streamlined supply chain for Nynas. This is made possible by Suttons’ extensive fleet and experienced pool of cross-trained drivers.
“We are very pleased to strengthen our partnership with Nynas even further with this contract extension,” says David Heath, head of fuels at Suttons. “Investment in quality fleet has always been top of our agenda and we are
Suttons Tankers and Nippon Gases have embarked on a three-month trial using hydrotreated vegetable oil (HVO) as fuel for trucks at Suttons’ Stockton depot that are dedicated to Nippon Gases. They are using a blend of HVO, with performance data being gathered to assess the impact on fuel efficiency and emissions reduction.
Suttons Tankers last year trialled HVO fuel across a selection of its fleet, achieving an 80 per cent reduction in carbon emissions.
“This initiative aligns perfectly with our commitment to sustainability and reducing our carbon footprint,” says Joanne Rawlinson, supply chain manager at Nippon Gases UK.
“The early results are encouraging, and we look forward to exploring the long-term benefits of HVO fuel in our entire logistics operations.”
Rajat Bhardwaj, ESG manager at Suttons Tankers, adds: “This trial builds on our previous success with HVO, and we are eager to see how it continues to reduce emissions.
The initial results are promising, and we’re committed to finding sustainable solutions for our customers.”
www.suttonsgroup.com
finally purchasing. In the past, he noted, marketing was largely confined to the first two stages, with sales functions covering the rest. In an ever-connected world, though, this will change, with marketing covering everything up to and partly including evaluation while sales will largely be concerned with just the actual final purchasing stage.
service, companies, de Haan asserted, are able
While digitisation refers to creating a digital version of analogue and/or physical items, such as paper documents, images and sounds, digitalisation refers to enabling, improving and/or transforming business operations, functions and models and processes by leveraging digital technologies coupled with a broader use of digitised data “turned into actionable knowledge with a specific benefit in mind”. Digital transformation is “the profound and accelerating transformation of business activities, processes, competence and models to fully leverage the changes and opportunities of digital technologies and their impact across society in a strategic and prioritised way”, he explained.
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“CLASSIFICATION OF FIREWORKS THE NETHERLANDS BROUGHT BACK AN ISSUE THAT HAD BEEN DISCUSSED AT THE PREVIOUS SESSION”
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WIBAX IS PROGRESSING towards its pledge to have a fully electrified vehicle fleet by 2030. The Sweden-based chemical transport company is now expecting to have its first electric ADR-approved truck in operation in Finland before the end of this year.
“In 2022, Wibax’ first electric tanker truck began operating in Sweden. According to our information, it was the world’s first electric ADR-approved tanker truck, and there are still not many of them today,” says Wibax Logistics Oy CEO Olli Paasio. Since that delivery, Wibax has had positive experience in using the electric vehicle and will soon take another four units, three of which will be deployed in Sweden and the fourth at its
Hamina depot in Finland.
“We are pioneers in the industry in Finland, as this vehicle will be Finland’s first electric ADR-approved tanker truck,” says Paasio. The new vehicle is based on a Scania BEV 45R tractor unit, in a semi-trailer configuration.
Wibax has decided not only to have a fully electric fleet but also to meet 100 per cent of its electricity needs produced in-house. The first charger in Finland will also be sited at the Hamina depot.
Although the charging infrastructure for electric vehicles has developed significantly in the passenger vehicle sector, it is still in its early stages for heavy vehicles. “The plan is to initially place our fast chargers at our own
terminals. In this way, we can efficiently charge the truck using our own charging infrastructure while it is being loaded,” says Paasio.
In addition to fixed charging stations at the terminals, Wibax also has a mobile WiCharge charging station in Sweden. “It is convenient to have mobile charging stations that can be placed along long transport routes and at customer locations. They are not yet available in Finland, but we can use them here in the future if needed,” says Paasio.
Electric heavy vehicles will naturally increase electricity consumption and Wibax does not want to be a net consumer in the electricity market and drive up electricity prices. “We are a responsible and sustainable company, so simply switching to electric vehicles is not enough. We want the electricity our vehicles use to also be self-produced,” says Paasio.
For this purpose, a completely new company, Wibax Energy AB, has been set up, to be responsible for all of Wibax Group’s electrification projects, both in terms of charging infrastructure and self-produced green electricity. “We carefully consider all options for how green electricity can be produced and assess what is most reasonable at any given time. The technology will also develop significantly by 2030, so there are and will be many options,” Paasio explains.
Currently, Wibax has a total of around 70 transport vehicles in the Nordic region, of which some 20 are operating in Finland. Current demand growth suggests that the fleet will increase in coming years, pointing to a need for further development and investment. “In the coming years, the number of electric vehicles in our operations will gradually increase,” Paasio adds. “We follow technological developments and invest in new equipment when it is reasonable for the planned transport assignments. Investments are made both for growth and as part of normal replacement of vehicles in the fleet.
“And, of course, it is also important for our customers. We want to help reduce emissions in their value chains,” he adds. www.wibax.com
finally purchasing. In the past, he noted, marketing was largely confined to the first two stages, with sales functions covering the rest. In an ever-connected world, though, this will change, with marketing covering everything up to and partly including evaluation while sales will largely be concerned with just the actual final purchasing stage.
While digitisation refers to creating a digital version of analogue and/or physical items, such as paper documents, images and sounds, digitalisation refers to enabling, improving and/or transforming business operations, functions and models and processes by leveraging digital technologies coupled with a broader use of digitised data “turned into actionable knowledge with a specific benefit in mind”. Digital transformation is “the profound and accelerating transformation of business activities, processes, competence and models to fully leverage the changes and opportunities of digital technologies and their impact across society in a strategic and prioritised way”, he explained.
To build a successful digitalised business, companies need to “create the right mindset” and have a shared understanding of where they want to go and what they want to achieve. They must also put the right leadership in place and “launch a group focused on digital transformation”. Meanwhile, by using an e-commerce platform, they can establish an online presence; increase exposure; allow their sales team to focus on strategic customers; and benefit from lower costs to serve. They can also gain access to much more usable information, with the platform offering them generally enhanced convenience and efficiency.
The Fort Vale 3” 45° Cleanflow has been re-engineered to our usual exacting standards, but with an increased adaptation threshold that allows the user to effectively customise the equipment to their specifications - valves can be supplied with or without the Superseat feature - if up front cost or ongoing maintenance costs are a factor in the purchasing process. Features and benefits include:
l Reduced overall weight (3.3 Kg) gives you more payload.
CREDIBILITY AND EXPERTISE
l Reduced overall length (11mm) allows increased tank capacity and payload.
l Fewer parts and consumables between the footvalve outlet and butterfly valve reduces M&R costs.
Kemgo+, he revealed, is a premium service that uses Kemgo’s “global credibility and expertise” to build a distributor’s or producer’s brand while helping them to manage their sales and optimise their operations. By using the
l Raised Outlet flange gives improved clearance with tank frame.
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l Standard seals and spare parts are available worldwide from Fort Vale and authorised agents.
RAIL • RECENT TEMPORARY ARRANGEMENTS HAVE PROVED THE POTENTIAL FOR DEVELOPMENT OF SERVICES ON THE FRENCH SIDE OF THE RHINE. HUPAC IS MAKING PLANS TO TAKE ADVANTAGE
COMBINED TRANSPORT OPERATIONS, which play a crucial part in enabling the modal shift of freight from road to rail, rely on a dependable service on Europe’s rail network. In recent years, that has not been forthcoming, with repeated delays and closures, particularly on the Rhine corridor, making services unreliable and prompting a shift back to road.
However, during the full closure of the Rhine Valley line last month, a replacement diesel shuttle on the left bank of the Rhine performed well, reports Hupac. “The initiative shows that in order to ensure the stability and
reliability of combined transport on the north-south axis in the long term, it is necessary to expand the railway lines on the left bank of the Rhine in France,” the company says.
Around 20 freight trains moved through Alsace during the closure in August, made possible by setting up a shuttle service with diesel locomotives on the non-electrified Wörth-Lauterbourg-Strasbourg-Offenburg line. “A ground-breaking concept, which overcame numerous technical and administrative hurdles thanks to a committed Franco-German-Swiss cooperation,” says
Hupac CEO Michail Stahlhut. “Thanks to this initiative, we were able to prevent a collapse in industrial supply, as we experienced with the accident in Rastatt in 2017.”
For Hupac’s combined transport operations, the result of the three-week closure was positive. The holiday-related low volume of traffic was largely handled via the 4-metre corridor via Alsace and via the Gäubahn with a reduced profile. The weak point of the diversion via France proved to be the low capacity at the transfer points, which led to congestion in the event of traffic disruptions. In addition, the diversion route reached its capacity limit towards the end of the month as volumes increased.
Overall, however, the importance of the diversion via France cannot be overestimated, says Hupac. The project initiators - SBB Cargo International, Captrain France, DB InfraGo and SNCF Réseau - invested almost three years in the conception and preparation of the project. Together they were able to find market-oriented solutions and prevent a shift back to road. “Now we have to build on this pioneering achievement and include the French access routes to the NEAT in the Swiss modal shift policy. The upgrading of the NEAT feeder line Belgium-Metz-Strasbourg-Basel to the 4-metre corridor is a top priority”, says Hans-Jörg Bertschi, Chairman of the Board of Directors of Hupac.
The modal shift of transalpine traffic to rail has been in a standstill for several years. “The limited capacity of the German rail network is responsible for this stagnation in Switzerland’s modal shift policy. This is the bottleneck of the current NEAT system,” says Bertschi. The planned corridor renovations in Germany, involving the closure of main lines for several months, will aggravate the situation until after 2030.
A further shift of Alpine transit traffic through Switzerland to the railways presupposes that the Belgium-MetzStrasbourg-Basel axis on the left bank of the Rhine is upgraded to the 4-metre corridor. Traffic from Belgium and the southern Netherlands, which currently travels through Germany, could then take the 110 km shorter
looks to you to make it a cleaner place.
route through France. “In view of the decades-long backlog in the development of the rail axis on the right bank of the Rhine, increasing traffic via France is the only option to prevent stagnation or even a reversal in the modal shift policy,” stresses Bertschi. It is in the interest of Swiss transport policy to initiate the necessary expansion of the corresponding tunnel profiles through the Vosges mountains with targeted investment subsidies in France, as has been successfully achieved in Italy.
The positive experience with the diversion traffic through Alsace is motivating Hupac to strategically expand transport on the routes on the left bank of the Rhine. “From 2025 we are
planning container transit trains with a suitable profile via France, even if this is not yet possible with 4-metre semi-trailers and involves additional costs,” says Stahlhut. “We are delighted that SBB Cargo International is proactively supporting efforts to eliminate bottlenecks in the NEAT system by founding a subsidiary in France,” adds Bertschi. The development of new services on the left bank of the Rhine through France is also an important signal to SNCF Réseau with regard to the necessary extensions to the tunnel profile.
After the negative development of the previous year, traffic volumes on the Hupac Group’s network have stabilised. A slight increase of 0.4 per cent was recorded in transalpine traffic through Switzerland in
the first six months of the year. The traffic losses due to the closure of Rastatt were moderate and did not have a significant impact on the result.
The Hupac Group transported a total of 494,000 road consignments in the first half of the year, which corresponds to a decline of 2.8 per cent compared to the previous year.
Maritime hinterland traffic in Germany and transalpine traffic via Austria and France developed negatively. “The transport results are in line with our expectations, “ says Stahlhut. “We assume that we will be able to maintain a stable level in the coming months and even grow in some areas, for example in the Benelux market.”
www.hupac.com
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TANKS & LOGISTICS
South Coast Logistics has secured planning permission for its planned inland port terminal in Ballycoolin, Dublin. The facility will be an upper tier Seveso site, offering storage for more than 220 laden and empty containers, tank container cleaning, heating, repair, maintenance and logistics support.
“Given Ireland’s status as an island nation, we face unique challenges such as reliance on shipping schedules, weather disruptions, and customs complexities,” says Richie O’Flynn, commercial director of South Coast. “The new Inland Port Terminal allows our customers, including tank container operators and multinational companies, to adopt a proactive approach to stock management, ensuring consistent production and business continuity.
“This development solidifies South Coast’s role as the leading versatile and dedicated multi-faceted service provider in Ireland,” O’Flynn adds.
www.southcoast.ie
Dinges Logistics has put a new heavy-duty Kalmar stacker into service at its tank container terminal in Grünstadt. The unit is specially designed for empty container handling and promises not only advantages in terms of safety and sustainability, but also a significant increase in productivity and efficiency in container handling. It is able to stack containers up to five high, so that the available space in the depot can be used in the most efficient way possible.
With the new stacker, Dinges Logistics will be able to increase its handling capacity, minimise downtime and reduce overall turnaround time at the container terminal. The resulting improved operational processes not only lead to cost savings, but also increase efficiency and competitiveness. “This
investment emphasises the company’s commitment to continuous process improvement in terms of safety and sustainability,” says the company. dinges-logistics.com
Petredec and Transnet have signed an agreement to enhance LPG distribution in South Africa by means of a new dedicated train service, intermodal hub and storage facility at Sentrarand in Gauteng. The new LPG hub will serve as a much-needed staging post for South Africa’s economic heartland and the broader SADC region. The hub will receive bulk LPG via rail from the initial load point at the Richards Bay LPG terminal in KwaZulu-Natal, developed in partnership with Bidvest Tank Terminals in 2020. Through the project, Petredec will introduce South Africa’s first scheduled LPG train system, with each 75-wagon trainset capable of transporting more than 2,500 tonnes of LPG, initially operating up to three times per week.
“The strategic partnership between Petredec and Transnet Freight Rail marks a significant
step in improving LPG accessibility in South Africa,” says Jonathan Fancher, CEO of Petredec. “This investment reflects our commitment to developing key LPG infrastructure and implementing more efficient, optimised logistical solutions – ultimately making LPG more affordable to end users. Our goal is clear: to make clean cooking solutions like LPG more accessible to those who need it, thus contributing to a broader vision of improved energy security, public health, energy affordability and environmental conservation in South Africa and beyond.”
The partners envisage the first trains will be running in the first half of 2028. www.petredec.com
Modalis has acquired Air Flow, which provides specialist logistics services for compressed gases. Both companies are based in southern France and are similar in size: Modalis, an international logistics provider, has nearly 100 employees and turnover in 2023 of €51m, while Air Flow employs 90 people and last year turned over €30m. Air Flow is based in Aix-enProvence and has offices in Houston and
Singapore as well as logistics bases in Antwerp and Algeciras.
“This acquisition enables Modalis to accelerate its development into the new energies logistics,” says Bernard Meï, CEO of Modalis. “It generates major synergies in RD as well as the commercial and industrial fields. It will boost our activities outside of Europe. We are delighted to welcome Air Flow’ teams, recognised for their expertise in hydrogen and captured carbon logistics. The two Aix-enProvence based companies now joined have become a major medium size business in the region with a good growth momentum, in their investments, staff and international activity.” www.modalis.com
ABE Ledbury has joined the Hazchem Network, the UK’s only ADR pallet network. Herefordshire-based ABE will cover the county as well as parts of Gloucestershire and Shropshire.
“This new service will potentially be of benefit to new customers as well as our existing customers,” says Clive Brooks, managing director of ABE. “Most companies prefer their consignments to be transported by as few carriers as possible. So by joining the Hazchem Network we are creating new opportunities
with customers we may previously have not been able to support. When dealing with new prospects we can say we are able to transport a wide range of consignments and can now add hazardous goods to the list.”
“We have seen how Clive and his team have prepared for joining the network and we have no doubt that ABE will prove to be great member,” adds Rob Symes, managing director of Hazchem Network. hazchemnetwork.co.uk
Trane Technologies and its Thermo King brand have acquired Klinge Corporation, which offers a portfolio of refrigeration units for freight containers and tank containers. “We are pleased to officially welcome the Klinge team,” says Adam Wittwer, president of Thermo King Americas. “For more than 85 years, Thermo King has provided innovative solutions to protect our customers’ valuable assets as they move around the globe. Klinge is a natural extension of our strategy, and they share a passion for improving lives through innovative, ultra-reliable temperature control solutions. We look forward to working together with the talented Klinge team to accelerate growth, create new value for our respective customers and, above all, ensure communities around the
world receive important goods safely and efficiently.”
www.tranetechnologies.com
Den Hartogh’s Duisburg site has introduced an innovative ‘shunt truck’ capable of transporting two empty swap tanks simultaneously. This saves costs in moving empty tanks and also reduces the number of trips required, leading to a significant reduction in CO2 emissions. The lighter design also consumes less fuel.
“The new shunt truck marks an important step towards cost-efficient and environmentally friendly transport of empty containers,” the company states. “Since only empty containers are transported, less power is required. While conventional trucks are typically equipped with a 13-litre engine, this new shunt truck has a more efficient 11-litre engine. This difference results in lower fuel consumption and contributes to overall cost efficiency.
The construction of the truck and the design of the accompanying trailer were achieved in collaboration with Van Hool. www.denhartogh.com
Nijhof-Wassink has begun distribution of hydrotreated vegetable oil (HVO 100) as a substitute for fossil diesel to all Argos filling stations in the Netherlands; the fuel is supplied by Varo for retail sale through its Argos network.
“Varo is the first customer to proactively participate in the goals we have set in this area regarding CO2 reduction,” says Bertil Bouwhuis, managing director of NijhofWassink. “By driving entirely on HVO, CO2 emissions are reduced by 80 to 90 per cent. A very nice step for the environment and a confirmation of our good cooperation by tackling these ambitious goals together.” nijhofwassink.com
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CONSULTING • CHEMICAL DISTRIBUTION OCCUPIES AN INCREASINGLY COMPLEX ECOSYSTEM. ACD IS AIMING TO HELP INDUSTRY AT LARGE WITH A NEW CONSULTING SERVICE
ACD, THE ALLIANCE for Chemical Distribution, has launched ASK Distribution Consulting, a third-party, wholly owned subsidiary, to provide auditing, safety and knowledge services. ASK Distribution Consulting – whose acronym stands for ‘Audit, Safety, Know` - will provide its services to any company active in the movement of complex chemicals, from major manufacturers to end users. It will provide a combination of environmental, health, safety and security (EHS&S) expertise, management systems, auditing capabilities, and training to improve all aspects of businesses involved in the handling and movement of chemicals.
“We are so excited to launch ASK as a resource for companies operating up and down the chemical distribution supply chain,” says
Lucinda Schofer, ACD’s COO and chair of the ASK board of managers. “With this LLC, ACD is providing robust programs and services to help the broad industry we serve improve their operations for commercial success.”
ASK is led by executive director Joe Donaldoni, ACD’s senior vice-president of development, who says: “Whether you are a warehouse, transportation firm, or a toller, blender, re-packer, factory-pack, or fullservice entity, ASK offers a customised approach to overcoming unique business challenges to drive commercial success. I look forward to working with the ASK board and staff team to power traditional ACD offerings while rolling out new management systems training and auditing capabilities for the chemical supply chain.”
Initially, ASK will coordinate all ACD Responsible Distribution verifications, power ACD U – ACD’s dedicated training organisation - and conduct training to support industry needs, including sales training (in partnership with Sandler) and work with partners to provide reports such as the Industry Compensation and Benefits Report. More data reports and offerings are in the planning stages.
In particular, the ASK Sales Academy offers a comprehensive, year-long sales training programme to equip sales personnel with the tools and techniques needed to engage the right decision-makers and craft compelling solutions that resonate with prospects and customers. The programme has been developed by Sandler Training, which describes itself as the world leader in sales development training for small and medium sized enterprises.
ASK’s Responsible Distribution Advisers programme is designed to supplement ACD’s many resources and provide indepth support for candidates and members during Responsible Distribution implementation as well as continuous programme improvement with qualified and trained experts. Users can get assistance with writing policies and procedures, integrating ISO and other management systems, carrying out internal audits, identifying and implementing preventative actions, staff training and other aspects of Responsible Distribution compliance.
Also offered by ASK is the Responsible Distribution Verification Dashboard, which highlights verification progress, access to previous verifications and non-conformance summary reports, instant access to Certificates of Conformance, and a verification document repository.
Another interesting part of the new ASK website provides a lot of information about per- and polyfluoroalkyl substances (PFAS), currently the subject of intense investigation and potential restriction in the US as well as in other parts of the world. The web page includes some background information on regulatory progress and a series of guest blogs on PFAS in the chemical distribution chain. www.auditsafetyknow.com
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FINANCIALS • THE FIRST HALF OF THIS YEAR SAW DISTRIBUTORS’ EARNINGS FLATTENING OUT AFTER LAST YEAR’S RENORMALISATION. THE MAJOR PLAYERS ARE STILL INVESTING TO CONSOLIDATE THE MARKET
CHEMICAL DISTRIBUTION IS a highly fragmented ecosystem, with plenty of small and medium-sized companies, often active in particular product or regional niches. Consolidation is being driven by a handful of companies that either already have a broad-based, global offering or have aspirations to become so. Among those, there are five that stand out by dint of their size or reach: Brenntag, DKSH, Univar Solutions, IMCD and Azelis.
The largest of these, in terms of revenues, is DKSH, which although headquartered in Switzerland is predominantly active in Asia, although not all of its revenue can be considered to derive from chemical distribution activities. Brenntag, IMCD and Azelis are all headquartered in Europe and report their figures in euros. Univar Solutions is based in the US but, since its acquisition by Apollo Funds in mid-2023, is now a private company and does not report its financial
figures – in its last report as a public corporation for the first quarter of 2023, it achieved revenues of $2.65bn (€2.40bn at current exchange rates).
Between them, these five companies have revenues of around €70bn per year, a quite astonishing figure that gives some indication of the financial power that these firms have, and the level of funds that they have access to as they progress with the process of consolidation.
Over the past few years, through the Covid pandemic and the supply chain disruption that followed, most of the large players in the sector saw their revenues and margins rise substantially, before returning to a more ‘normal’ level last year, which in some cases marked a quite sharp drop. So far this year, that fall appears to have bottomed out, though at a lower level than might have been anticipated.
In its mid-year results, Brenntag said its performance was in line with market expectations but below its own ambitions, reflecting a market that was, overall, weaker than anticipated. Its performance was impacted by the overall challenging business environment, characterised by strong competition and continued pressure on chemical selling prices in various end markets.
Commenting on the figures, Brenntag CEO Christian Kohlpaintner said: “In the challenging markets of the second quarter of 2024, we saw encouraging trends and positive developments. Our sequential volume recovery quarter by quarter materialised as predicted. We were able to keep gross profit per unit stable compared to the first quarter. This is a clear success of our commercial teams to manage margins effectively in an intensive competitive business environment. In addition, our various measures to achieve efficiencies and reduce costs continue to show effect.
“However,” Kohlpaintner continued, “our overall performance in the first half of 2024 is unsatisfactory and below our ambition. In addition, the overall trends and chemical industry expectations observed recently make
us more cautious for the remainder of the year. We expect a less supportive volume development and sustained price pressure in industrial chemicals. Thus, we need to and will accelerate our efforts, focus on driving business performance, and will execute a strong and prioritised cost take-out across our organisation to meet our business and financial targets. Looking beyond 2024, we expect that the currently observed sequential improvement in demand will continue in 2025 based on the general recovery of the chemical cycle combined with an improved pricing environment.”
DKSH, meanwhile, reported first-half net sales of CFr 5.44bn (€5.90bn), down 3.2 per cent on the 2023 figure, though this reflected the strength of the Swiss franc rather than any decline in sales. Operating profit was stable and after-tax profit rose 7.2 per cent to CFr 114.8m.
CEO Stefan P Butz says of the results: “I am delighted to report that in a continuously uncertain environment, DKSH delivered growth and further margin expansion in the first half of 2024. Capitalising on diligent strategy execution and our resilient business model, our valued employees across all Business Units and enabling Functions contributed to the result. We remained the
trusted partner for our clients and customers and continued to fulfil our purpose of enriching people’s lives. Based on our good first-half results, we confirm our outlook for 2024.”
DKSH says it remains confident about Asia’s long-term potential and that it is wellpositioned to benefit from favourable market, industry and M&A consolidation trends.
Azelis reported first-half revenues of €2.15bn, virtually flat against last year; gross profit was slightly ahead but adjusted EBITDA dropped by 1.6 per cent following a strong first half in 2023 and net profit fell 8.3 per cent to €100.1m, reflecting higher interest costs.
“Our results in H1 2024 reflect our focus on delivering strong performance for all our stakeholders,” says CEO Anna Bertona. “While challenges remain in a number of our markets, we believe we are very well positioned to capture the emerging opportunities as the market moves from stabilisation to recovery. We continue to execute on our growth strategy, whilst also remaining steadfast in our focus on our costs. We will balance our objective of generating growth while maintaining our strong conversion margins.”
The need for further consolidation is illustrated by Azelis’ results: second quarter revenues grew by 4.4 per cent but organic growth was negative (-0.5 per cent), meaning all of the company’s expansion was provided by recent acquisitions, mostly in the Americas. In terms of gross profit, for the first half year recent acquisitions contributed a 6.7 per cent growth, compared to total growth of just 1.8 per cent.
That process of acquisition has continued, with Azelis broadening its service in Indonesia through an expanded agreement with allnex, a global leader in industrial coating resins and additives. The deal builds on a longstanding commercial relationship between the two companies in other countries and complements Azelis’ lateral value chain in the CASE segment in Indonesia, enabling Azelis to serve customers with a more comprehensive range of solutions.
IMCD reported first-half revenues of €2.39bn, an increase of 4 per cent on last year, with gross profit ahead by a similar percentage to €286.0m; operating EBITA slipped by 1 per cent to €128.8m.
“In the second quarter of the year, we delivered moderate organic EBITA growth based on a forex adjusted gross profit growth of 11 per cent. This second quarter gross profit growth was a combination of organic growth and a positive contribution from recent acquisitions,” notes CEO Valerie Diele-Braun.
“We remain confident that our strong commercial teams, digital and logistic infrastructure and the resilience of our business model, will continue to contribute value to our stakeholders and sustain our growth trajectory.”
IMCD says its consistent strategy and resilient business model has led to successful expansion over the years and it remains focused on achieving earnings growth by optimising its services and further strengthening its market positions. IMCD sees interesting opportunities to further increase its global footprint and expand its product portfolio both organically and by acquisitions. Recent additions have focused on the pharmaceuticals and nutrition sectors, including Bretano (Latin America), Cobapharma (Spain) and Selechimica (Italy).
CHEMICAL DISTRIBUTION
Brenntag Essentials has acquired Monarch Chemicals, one of the leading distributors of commodity and agricultural chemicals in the UK with in-house liquid and powder blending facilities. The transaction includes two sites in south-east England and Scotland, expanding Brenntag’s last mile service operation in the UK.
“The team at Monarch have built a great product and service offering for their broad customer and supply partner base, and we look forward to growing and expanding that offering together,” says Russel Argo, regional president, Brenntag Essentials EMEA. “Brenntag gains expertise, infrastructure, as well as expanded liquid and powder blending capabilities with this transaction. With our acquisition strategy, we expand our last mile service operations to bring a broader portfolio of products and value-added services to customers, supported by our regional supply chain services within our global network. With this extended offering, all our customers in the UK can benefit going forward.”
“We take great pride in the level of service and support we can offer our supply partners and customers,” adds Jon Hill, managing director of Monarch. “Our independence made us flexible, but joining Brenntag, a truly global distributor, will give us the scale and network we can use to grow our business and better serve our customers with a wider range of products and services.”
In Brazil, Brenntag has acquired PIC Química e Farmacêutica and PharmaSpecial Especialidades Químicas e Farmacêuticas (PharmaSpecial), expanding its position in the growing Life Science market in the country. The acquired companies are established, family-owned specialty chemicals distributors, serving large customers and national compounding pharmacies in Pharma, Personal
Torsten Walz, global president, Pharma at Brenntag Specialties, comments: “PIC and PharmaSpecial have built a broad portfolio of world-class suppliers and value-added services which are highly compatible with our global Pharma strategy. I look forward to growing our business in the region to expand on this foundation.” The acquisition also expands Brenntag’s global network of application and innovation centres. corporate.brenntag.com
Manuchar, an Antwerp-based chemical distributor, has entered into a new joint venture to expand into Poland. The partnership with Falken Trade, which specialises in the supply of food additives in central Europe, supports Manuchar’s plans to strengthen its chemical distribution platform and to expand its global network, both in terms of reach and product offering.
Manuchar Poland will offer solutions in the home care, personal care, fabric care, crop
nutrition and pharmaceutical sectors. The joint venture will focus on building a strong presence in Poland, fostering lasting relationships with customers and partners.
“Our partnership with Falken Trade in Poland marks an important moment in our journey, combining forces to unlock new possibilities,” says Maurice Helsen, regional manager, Europe at Manuchar. “Manuchar is already known as a specialist in emerging markets, but we have also been present in Europe for many years. This joint venture is a testament to our dedication to growth, and we look forward to creating a future together with Falken Trade defined by excellence, resilience, and mutual prosperity.”
Manuchar has also made good on that specialism in emerging markets, agreeing to acquire a majority stake in Chilean chemical distributor Proquiel Químicos. Proquiel’s comprehensive portfolio includes solutions for mining, water treatment, fertiliser, aquaculture, animal and human nutrition, home care and industrial applications. The deal is expected to close in the fourth quarter.
“The partnership with Proquiel Químicos fits perfectly with our M&A strategy,” says Manuchar CEO Philippe Huybrechs. “Proquiel is a sophisticated and highly diversified business with exposures to attractive end markets. It is highly complementary to Manuchar’s growth strategy in areas such as human nutrition, animal nutrition and mining related to renewable energy. Manuchar intends to take a leading role in the consolidation of the global chemical distribution landscape. We are happy to welcome Proquiel Químicos into our Manuchar Group”. www.manuchar.com
Helm AG has agreed to take a 10 per shareholding in Ancom Nylex, a diversified group with businesses in agricultural chemicals, industrial chemicals, chemical logistics and related areas, based in Malaysia. The transaction, which is expected to close in the fourth quarter, will take place through a private placement of newly issued shares.
Explaining the investment, Stephan Schnabel, CEO of Helm, says: “Our partnership with Ancom Nylex presents a strategic opportunity to strengthen our footprint in the south-east Asian chemicals and agricultural industry and invest in a highgrowth region. We are enthusiastic about the vast business potential, to create added value,
and make a significant impact in the chemical and agricultural markets. With this trustful partnership with Ancom Nylex, we look forward to turning these opportunities into mutually beneficial and tangible results.”
Dato’ Siew Ka Wei, executive vice-chairman of Ancom Nylex, comments: “We are delighted to welcome Helm as our main strategic long-term investor and partner. More excitingly, they bring many new ideas to the partnership and share with us the highest corporate governance standards. With the combined strengths of Ancom Nylex and Helm, we are confident to reach new heights together in the agricultural chemicals and industrial chemicals sectors. Ultimately, this partnership would not only enhance shareholders’ value but also improve our current shareholding mix as well as the Group’s financial position.”
www.ancomnylex.com www.helmag.com
Barentz International has acquired Anshul Life Sciences, which distributes specialty chemicals to the pharmaceuticals, food and nutraceuticals and personal care markets in India (above). The move will establish a life sciences distribution platform in India for Barentz, reinforcing its commitment to providing innovative solutions, technical expertise, and an even more
innovative range of ingredients to customers and principals.
“We are extremely excited to welcome Anshul Life Sciences to the Barentz Group,” says Marc Duchene, CEO of Barentz APAC. “The acquisition underpins our ambitions to further grow in India, one of our key strategic markets, and the Asia Pacific region in general. The acquisition benefits our customers and principals by providing access to a broader portfolio of high-quality pharmaceuticals excipients and products and a deeper pool of expertise. We are delighted that Nagarajan Kailasam [CEO of Anshul] will continue to lead the business. Together, we aim to enhance our offering and better serve the needs of the dynamic Indian market and beyond.”
Anshul Life Sciences, which was established in 1978, is headquartered in Mumbai and has offices across the whole of India. employing more than 90 people.
Barentz has also acquired Insuquim, a distributor of specialty chemicals and ingredients in Paraguay. The acquisition emphasises Barentz’ commitment to the South American market, the company states, and complements its existing platform across the Mercosur region.
Headquartered in Asunción and employing more than 35 people, Insuquim is active in both performance materials and life sciences end markets. It operates one of the largest independent GMP-certified facilities in Paraguay, ensuring high levels of quality, compliance and service.
“I’m delighted to welcome Insuquim to Barentz,” says Elzo Benzaquen, CEO of Barentz South America. “Insuquim has demonstrated a strong commitment to innovation, customer service, and sustainable practices, which aligns seamlessly with Barentz’ core values. This acquisition not only broadens our geographical reach but also complements our existing portfolio. Insuquim brings a wealth of expertise and a strong local presence that will fortify our position as one of the leading speciality ingredient distributors in South America.”
www.barentz.com
SEPTEMBER
FachPack 2024
SEPTEMBER 24-26, NUREMBERG
European trade fair for packaging, technology and processing www.fachpack.de/en
OCTOBER
Hazards Australasia 2024
SEPTEMBER 29-OCTOBER 1, QUEENSLAND Conference on process safety management in the chemicals sector www.icheme.org/training-events/hazardsaustralasia/
Tank Truck Week
SEPTEMBER 29-OCTOBER 2, CHARLOTTE NTTC’s Annual Tank Truck Show & Maintenance Seminar
https://tanktruck.org/Public/Public/Events/TankTruck-Week-/2024/Tank%20Truck%20Week%20 2024.aspx
Energy Transition Europe
SEPTEMBER 30-OCTOBER 1, LONDON
Business-critical conference on the future of European energy https://events.reutersevents.com/energytransition/energy-transition-europe
Emergency Response: Transport
OCTOBER 3, CREWE
One-day workshop organised by the Chemical Business Association www.chemical.org.uk/training-and-workshops/ emergency-response-transport-workshop-2/
EPCA Annual Meeting
OCTOBER 7-10, BERLIN
58th annual meeting of the European Petrochemical Association www.epca58.eu/main/
LNGgc
OCTOBER 8-10, LONDON
12th annual conference on LNG shipping and trade
https://informaconnect.com/lnggc-london/
CHEMTREC International Hazmat Summit
OCTOBER 15-17, MIAMI
Biennial forum for parties involved in the safe transport, handling and use of hazardous materials
https://secure.chemtrec.com/cihs/
IPANA Annual Conference
OCTOBER 15-17, HOUSTON
Annual meeting of the Industrial Packaging Alliance of North America www.industrialpackaging.org/#events
RIPA Annual Conference
OCTOBER 16-18, HOUSTON
83rd annual meeting of the Reusable Industrial Packaging Association www.reusablepackaging.org/event/
VCA Dangerous Goods Seminar
OCTOBER 16-17, DAVENTRY
37th annual regulatory update conference www.vehicle-certification-agency.gov.uk/ dangerous-goods/dangerous-goods-seminar/
Chemical Warehousing Workshop
OCTOBER 17, CREWE
One-day course on the legislation covering the storage of chemicals www.chemical.org.uk/training-and-workshops/ chemical-warehousing-workshop-3-2/
Fuel & Gas Logistics
OCTOBER 22-24, LEIPZIG
Biennial trade fair for the petroleum transport and logistics industry, formerly expo PetroTrans www.fuel-gas-logistics.de/
Gefahrgut & Gefahrstoff
OCTOBER 22-24, LEIPZIG
Trade fair for all those involved in the transport and internal logistics of dangerous goods and materials www.ggs-messe.de/en
NOVEMBER
all4pack
NOVEMBER 4-7, PARIS
Biennial trade fair for the packaging and packaging machinery industries, incorporating Emballage www.all4pack.fr
Hazards 34
NOVEMBER 5-7, MANCHESTER
Conference and exhibition on best practice in chemical and process safety www.icheme.org/training-events/hazardsprocess-safety-conference/
ADIPEC
NOVEMBER 11-14, ABU DHABI
40th annual Abu Dhabi International Petroleum Exhibition & Conference www.adipec.com
Air Cargo Forum
NOVEMBER 11-14, MIAMI
Biennial conference and networking for the air cargo community www.aircargoforum.org
ACD Annual Meeting
NOVEMBER 11-14, LA QUINTA, CA
52nd Annual Meeting of the Alliance for Chemical Distribution (formerly NACD) www.acd-chem.com/education-meetings/ meetings/2024-annual-meeting/
Intermodal Europe
NOVEMBER 12-14, ROTTERDAM
Annual trade show and conference for the container, transport and logistics industry www.intermodal-events.com
PREVIEW • THE NEW, BIGGER GGS SHOW IN LEIPZIG IN OCTOBER
PROMISES A PACKED THREE DAYS FOR VISITORS AND EXHIBITORS ALIKE
MORE THAN 100 exhibitors are due to gather in Leipzig from 22 to 24 October, to take advantage of the combined Gefahrgut// Gefahrstoff (GGS) and Fuel & Gas Logistics events. The show will offer a shop window for exciting new products and current trends for the energy logistics and hazardous materials sectors. Both global market leaders and innovative medium-sized companies will be there with their range of products and services. The combination of the established GGS with the newly designed Fuel & Gas Logistics has created an ideal platform for finding out about the latest trends in hazardous goods and hazardous materials logistics and the field of energy logistics. The focus will be on personal discussions on site. Indeed, alongside the exhibition spaces, the
organisers have arranged a specialist programme of presentations over the three days of the event, offering a comprehensive range of the latest know-how and prospects for the future.
In the Open Forum, Action Forum and Speakers’ Corner in Exhibition Hall 2, presentations on a wide range of topics, product information, live demonstrations and very practical solutions will take centre stage in quick succession. The practical competition ‘The transport of dangerous goods - find the mistakes!’, which also takes place in the exhibition hall, calls for expertise in discovering hidden defects in and on a truck when loading dangerous goods, securing loads and accompanying documents.
In addition, specialist knowledge from
various experts will be given during conference strands under Treffpunkt Gefahrgut, DENIOS Hazardous Goods Day, MEW Conference, Hazardous Goods Regulations 2025 and HYPOS Dialogue. Visitors can take part in the specialist programme with their trade fair ticket at no extra charge.
Among the exhibition highlights will be innovations and proven solutions relating to safe intralogistics at the joint Linde stand. Visitors can look forward to extensive product presentations, in particular forklift trucks for use in potentially explosive atmospheres.
Asecos will be presenting its latest product innovation: the ION-Line Ultra. This is the first safety cabinet from asecos that has been tested and approved in accordance with the strict GS test principle EK5/AK4 for lithium cabinets. The Bieler + Lang stand will be premiering new developments for detecting vapours and gases in various types of hazardous goods storage facilities.
Luxecasting Europe will also be showcasing a world first with its new DDC couplings, which are designed to protect operators and the environment during the loading and unloading of liquids.
Dachser has completed the next step towards automation in the depot and the associated increase in efficiency together with various partners and is presenting the results of the SAFE20 research project on autonomous driving.
Driver safety is at the centre of AddSecure’s video-based fleet safety system to reduce the number of accidents across the fleet. With its innovative iManSys product, domeba is showcasing an AI-supported solution for optimising the hazardous materials register and creating risk assessments. The ‘OPTI4Driver’ app from OPTITOOL, also known as mobile inventory management, is the perfect support for drivers. It enables entry into the digital, paperless future.
The market leaders and innovative SMEs will be bringing all this and much more to the trade fair duo in Leipzig, Germany, from 22 to 24 October. For more information, go to www. ggs-messe.de.
3/7/24 Sanliurfa, road tankers fuel oil
Two tankers collided on Sanliurfa Gaziantep highway when one had been stopped for inspection; fire broke En Son Turkey out in both tankers, which each carried fuel oil; one driver killed; 5-km queue of traffic following fire Haber
5/7/24 Sumbal, road tanker unknown Speeding road tanker skidded off road at night near Wangipora checkpoint, falling into River Jhelum; not Kashmir J&K, India clear if tanker was loaded at the time; driver thought to have died in crash Observer
5/7/24 Forster county, freight train ammonia, 29 cars of CPKC train derailed in remote, marshy area; fire broke out in cars with anhydrous ammonia, sulfur AP N Dakota, US sulfur and methanol; wind blew fumes away from nearby town; fire burned for a day
6/7/24 Paragominas, road tanker LPG Fire broke out on tanker with 20,000 litres LPG on BR-010 highway between Paragominas and Ulianópolis; A News Pará, Brazil venting LPG burned, before truck exploded; three journalists covering incident were injured
7/7/24 Kahta, road tanker fuel Road tanker with unspecified fuel load overturned after driver lost control; driver escaped unhurt but fire Sabah Adiyaman, Turkey broke out on tanker, spreading with spilling fuel to nearby fields, house; road closed during response
9/7/24 nr Cobham, road tanker diesel Road tanker leaked some 16,000 litres diesel along 16 km of roads in Surrey, exact cause not clear; extensive BBC Surrey, UK disruption and road closures on A24; Cobham services on M25 also briefly closed
9/7/24 nr Highpoint, truck lithium Lithium batteries caught fire on semi-trailer on I-90; prolonged lane closures on westbound side as fire crews 97 Washington, US batteries battled fire; cargo had to be offloaded carefully before site could be cleared; no injuries reported Rock
11/7/24 Woodward, freight train asphalt 18 cars of BNSF train derailed in downtown area; residents within three blocks advised to evacuate until Trains. Oklahoma, US cargoes of liquid asphalt, soybean oil were determined to be safe; no injuries reported com
12/7/24 Hudspeth county, road tanker fuel Tank truck ran off road, overturned, spilling unspecified fuel load; driver killed in crash; El Paso fire teams ABC Texas, US helped clean up spill; highway closed for two hours
19/7/24 Waubaushene, road tanker asphalt Road tanker with hot asphalt overturned, trapping driver; minor spill of asphalt to ditch; no damage to road; CTV Ontario, Canada driver hospitalised with minor injuries; no environmental impact
20/7/24 Providence, road tanker gasoline Tank truck with 11,000 gal (41.6 m3) gasoline overturned on on-ramp to I-95, leaking fuel to roadway; Providence Rhode Island, US foam applied to spill; responders worked to prevent spill reaching nearby river; no injuries reported Journal
25/7/24 Karachi, road tanker jet fuel Road tanker delivering jet fuel to airport overturned on Baloch Colony flyover; severe spillage of fuel; at The News Pakistan least one person killed, presumably in crash as no sign of fire; widespread traffic disruption
26/7/24 nr Barstow, truck lithium Tractor-trailer overturned on I-15; lithium batteries onboard caught fire; highway closed for 48 hours as KTLA California, US batteries responders allowed fire to burn out; several drivers trapped by closure needed medical assistance due to heat
28/7/24 West Champaran, road tanker ethanol Road tanker exploded during gas welding when vehicle was parked near gate of Majhaulia sugar factory; Times of Bihar, India locals staged protest at factory, demanding compensation for dead man’s family; two others injured in blast India
29/7/24 Rice township, road tanker peroxide Tank truck carrying an organic peroxide caught fire on Ohio Turnpike, cause unknown; no injuries reported; Fremont Ohio, US nearby residents evacuated or asked to shelter in place; diversions in place News-Mes
7/8/24 Wilmar, freight train ethanol Eight tank cars of BNSF train derailed at crossing, four falling over; no leaks found, no danger to public; W Central Minnesota, US crossing was out of action for two days before fallen cars could be removed Tribune
8/8/24 Ikeja, road tanker gasoline Road tanker exploded while delivering gasoline to Mobil filling station at Allen Junction; several cars, Vanguard Lagos, Nigeria nearby buildings damaged; four people injured, two seriously; fire crews prevented fire spreading further
13/8/24 Tacoma, road tanker ethanol Train clipped tank truck in Tideflats area, causing spill of ethanol, evacuation of nearby building; leak was Yahoo Washington, US plugged, remaining cargo transferred; some ethanol thought to have reached nearby waterway
15/8/24 Dev Kahi, road tanker sulfuric Acid leaked from tanker at fertiliser plant near Chauri Chaura; locals gathers to protest, prompting police to Hindustan UP, India acid intervene; acid was transferred to another tanker; several locals sought hospital treatment Times
7/9/24 nr Bouake, road tanker fuel Road tanker collided with bus on highway between Bouake and Korhogo, at location where truck had parked AP Côte d’Ivoire improperly; massive fire broke out, killing at least 13 people, injuring more than 40
8/9/24 nr Dendo, road tanker gasoline Road tanker collided with trailer truck carrying people, cattle on Bida-Agaie-Lapai road; two other vehicles Premium Niger, Nigeria involved in crash; massive fire broke out, leading to explosion that killed 52 people, at least 50 cows Times
14/9/24 Miragoane, road tanker fuel Road tanker with unspecified fuel was involved in collision with another vehicle, leaked fuel; locals rushed BBC Haiti to collect spilling fuel; tanker then exploded, killing 24, injuring at least 40
24/9/24 Weda, road tanker gasoline, Road tanker with 20,000 litres fuel overturned near Panjari toll plaza, catching fire; driver reported he swerved Times of Maharashtra, India diesel to avoid stray dog, causing tanker to skid; swift response helped reduce impact of fire; no injuries reported India
16/7/24 off Ras Madrakah, Prestige unknown Product tanker (4,400 gt, 2007), sailing from Hamriyah to Aden, capsized, sank in Omani waters; nine crew Arab Oman Falcon were rescued; one died, six others missing; no pollution reported; not clear if tanker was loaded News
18/7/24 off Forcados, Britannia U crude oil
Fire broke out on floating drilling platform at Ajakpa offshore field 11 nm south of Forcados terminal; all Ships & Nigeria 19 crew rescued; NIMASA preparing response plan and will carry out investigation into cause of fire Ports
19/7/24 off Karwar, Maersk unknown Fire broke out in containers aboard new vessel (5,500 teu, 2024) en route Colombo; not immediately clear Splash Karnataka, India Frankfurt what cargo was involved; mention of short circuit as causing fire; one crewman killed; fire burned for days 247
19/7/24 Singapore Strait Hafnia Nile, naphtha
Product tanker (74,200 dwt, 2017) with naphtha cargo collided with VLCC Ceres I in ballast; fire broke out Splash Ceres I on both ships; all crew rescued or remained onboard for firefighting; some bunker fuel spilled to sea
25/7/24 off Lamao Point, Terranova fuel oil Product tanker (1,415 dwt, 2002) capsized in rough weather, sank 3.6 nm offshore; cargo was 1,400 m3 IFO; Marine Philippines sheen from leaking oil seen on water but sea was too rough to deploy response vessels; one crew missing Traffic
27/7/24 Barangay Cabcaben,Jason diesel
Second sinking of tanker in two days near Manila Bay; product tanker had 5,500 litres diesel cargo; Splash Philippines Bradley all six crew rescued; responders managed to seal several leaks; slick of more than 70 km2 in Manila Bay
7/8/24 off Bali, Elisabet diesel Fire broke out in engineroom of product tanker (2,940 gt, 2016), spread to accommodation block; two Splash Indonesia Satu explosions; 5 crew killed, 15 injured; fire did not reach diesel cargo
9/8/24 Ningbo, YM Mobility glycerin Explosion, fire aboard containership (6,600 teu, 2011) docked at Zhoushan port; blast was heard 1 km away; Splash Zhejiang, China thought that cargo that exploded may have been glycerin but exact cause not yet known
9/8/24 nr St Nazaire, Iver Blessing - Bulker Olga, departing from anchorage, collided with tanker (6,200 dwt, 2011) at anchor; tanker holed Marine Loire-Atl, France above water line; oil drum fell into water, causing some pollution; some crew injured in collision Traffic
29/6/24 Virudhunagar, firecracker explosives
Source
Four workers killed, one injured by explosion at firecracker manufacturing unit due to mishandling of NDTV Tamil Nadu, India factory chemical ingredients, according to police; some buildings damaged by blast
29/6/24 Zamboanga City, warehouse fireworks
Five people killed, at least 20 injured by powerful explosion in firecracker warehouse that damaged other Xinhua Philippines buildings within 1.14-km radius; police, fire department investigating
2/7/24 Ichihara, oil lube oil
One worker suffered burn injuries after fire broke out at Idemitsu Kosan’s refinery and lube oil plant; The Chiba, Japan refinery oil said to have leaked, caught fire; blaze extinguished within three hours Mainichi
3/7/24 Camden, weapons pyrotechnics
Two people injured, one missing after explosion at General Dynamics ordnance plant; company cited an AP Arkansas, US plant “incident involving pyrotechnics” and was cooperating with authorities
10/7/24 Melbourne, chemical chemicals
Massive fire at ACH Group site in Derrimut, housing chemical blenders and distributors, following explosion; 7 News Vic, Australia plant significant fire water runoff prompted concerns about pollution of waterways
11/7/24 Letterkenny, chemical acids
AFCO Chemical reported acid leak at its site, involving nitric and phosphoric acids; orange cloud seen over Tri-State Pennsylvania, US plant plant; 15 people treated in hospital; nearby business evacuated, Army depot sheltered in place Alert
17/7/24 Cantaura, Anzoátegui, pipeline natual Gas pipeline exploded near Cantaura-Anaco road, said to be the result of sabotage designed to affect voting Kaieteur Venezuela gas in presidential election later in the month News
26/7/24 Purovsky, Yamalo- gas field natural One worker killed, eight injured by “incident” at gas field in East Urengoy area; subsequent fire but no risk TASS Nenets, Russia gas to local population; criminal investigation launched under industrial safety legislation
29/7/24 Svishtov, chemical sodium Fire broke out in Svilosa chemical plant after explosion; one site firefighter injured, two others slightly hurt, BTA Bulgaria plant chlorate all other employees evacuated; officials said blast happened while sodium chlorate was being unloaded
29/7/24 Ludwigshafen, chemical solvent Explosion, fire at BASF plant left 18 workers injured; fire was extinguished in an hour; shelter-in-place order The Germany plant for local population was soon lifted; company said explosion triggered by emission of an organic solvent Local
5/8/24 Badlapur, chemical methanol
Explosion in reactor and receiver at Rear Pharma blew heavy piece of equipment into nearby homes, injuring Hindustan Maharashtra, India plant three people; blast triggered fire in drums of methanol, which razed entire plant Times
5/8/24 Sterlitamak, armaments fuel
Workers dismantling pipeline at workshop of Avangard arms manufacturing plant caused explosion that Newsweek Russia plant killed three; site belongs to Rostec, produces parts for multiple launch rocket systems; cause under investigation
When there’s an incident involving lithium batteries – and such incidents are increasingly common – any investigation will want to look at how the incident started. For one family in Tulsa, Oklahoma, that was a very easy task.
Two dogs and a cat were downstairs – and probably bored – while the family went to bed. An indoor monitoring camera showed what happened: one of the dogs found what it assumed to be a toy (most things are toys to a dog) and was chewing on it. Unfortunately for all concerned, it was not a dog toy but a portable lithium-ion battery pack. As is the nature of such things, the rough handling it was subjected to encouraged the battery pack to burst into flames.
The video, which is still available online somewhere, shows the three animals initially looking startled at the sparks and flames jumping from their latest toy, before they sharply turned on their heels and shot out of the pet flap. Fortunately, their humans upstairs were alerted to the incident, which happened in early August, and also managed to get out safely.
We await news from Geneva that transport units used to carry lithium batteries will also have to be equipped with a cat flap.
A somewhat similar event took place in South Africa at the end of August, only with much more serious consequences. According to police, two men were at a former military site in Avalon, Mpumalanga, searching for discarded copper to sell for scrap. They came across a mortar round and were trying to dismantle it when it exploded. One man was killed, his accomplice seriously injured.
Local police urged communities not to handle or even approach any suspicious objects as this could put their lives in danger. They also urged parents to warn their children about the dangers. There was, though, no word about getting the authorities or military planning to do anything about cleaning up their abandoned ordinance.
You can’t always keep your children safe but they should be safe enough at the library, one might think. Not so in Denmark though, where three children and a young man were injured when a chemistry show went wrong. The event had been put on by Aalborg University, which had got one of its students to carry out experiments at the library in front of an audience of about 40 people, including many children, in early September. The intention was to show different ways of making things explode.
In that regard, the event might have been deemed a success, as there were indeed explosions. However, one experiment went a bit too far, seriously injuring the student demonstrator as well as three children. Responders said there were “no chemicals at the event”, which seems unlikely.
Several other students were badly hurt in India in August. Staff at a hostel for nursing students in West Bengaluru were trying to deal with rats in the building and sprayed a rodenticide about the building. Later that day, 19 people – mostly students but also some staff and members of the public – were taken to hospital with breathing problems, three of them said to be seriously ill. Police have registered a case against the management of Adarsh Nursing College.
D a n g e r o u s G o o d s R e g u l a t i o n s 2 0 2 5 L a b e l s , P l a c a r d s & D G P a c k a g i n g
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