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UP FRONT 01

CONTENTS VOLUME 45

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NUMBER 01

UP FRONT

TANKS & LOGISTICS

Recycle track

Letter from the Editor

Middlesbrough gets new export trade

Ready for the road

30 Years Ago

News bulletin – storage terminals

Suttons opens Chinese unit

Learning by Training

Catch that train ENERGY SHIPPING

Digitalising the rail sector

REGULATIONS

The next big thing

News bulletin – tanks and logistics

Three-part harmony

Shipping industry takes to ammonia

Joint Meeting makes decisions

All together now MCA to rationalise UK shipping rules

Step into line Canada’s harmonisation proposals

28 INDUSTRIAL PACKAGING

Lights fantastic Northern Lights expands CO2 fleet

Gauging sustainability

News bulletin – new energy

IIPC discusses circularity

Terntank uses shore power on tankers

Proud to be plastic

Plug in, turn on 16

Schoeller Allibert product innovation

Back to building SAFETY

Stolt Tankers renews fleet

BACK PAGES

Waiting to happen

News bulletin – tanker shipping

Incident Log

Not otherwise specified

Conference diary

IBC

CSB reports on fatal blast at KMCO

News bulletin – safety

News bulletin – gas shipping CHEMICAL DISTRIBUTION

STORAGE TERMINALS

Let’s get engaged

Trade in places

CBA’s ideas to attract talent

Antwerp-Bruges reports slow traffic

Club Med ChemMed plans for sustainability

NEXT MONTH 40

Electric vehicle safety ADR 2025 amendments

Autonomous intelligence Brenntag divisions move apart

Dangerous goods by air

News bulletin – chemical distribution

Tank depot developments

Best laid plans Digitalising port activities

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

Publishing Assistant Francesca Cotton Designer Petya Grozeva Chief Operating Officer Stuart Foxon Chief Commercial Officer Richard Butterworth

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HCB Monthly is published by CW Research Ltd. While the information and articles in HCB are published in good faith and every effort is made to check accuracy, readers should verify facts and statements directly with official sources before acting upon them, as the publisher can accept no responsibility in this respect. ©2023 CW Research Ltd. All rights reserved

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UP FRONT 03

EDITOR’S LETTER

Geopolitics is back in the news – not that it ever really goes away. But for the chemical logistics business, recent geopolitical developments threaten to make 2024 another difficult year. One only has to read the comments from Port of AntwerpBruges (see page 22) on how global political trends and macroeconomics affected its throughput of cargo last year to see the impact on supply chains. Ports are at the forefront of trade and will usually be the first to spot what is happening; indeed, Jacques Vandermeiren, CEO of Port of AntwerpBruges, said the port had seen the retrenchment of 2023 coming before it landed and that it has been taking steps to prepare itself for more to come. If ports are the pulse points that reveal the pace of global trade, then its clogged arteries can be found a those pinch points where any amount of disruption can have a disproportionate impact on supply chain – as was only too graphically illustrated in 2021 when the containership Ever Given blocked the Suez Canal for a week. Last year it was the turn of the Panama Canal to slow the circulation, although this was largely caused by climate change and the resulting low water at the top of the canal – though geopolitics has been interfering for decades with the steps needed to tackle

The Panama restrictions last year (which are, fortunately, beginning to unwind now) prioritised containerships over tankers, which was awkward for those gas ships using the canal to move US exports of LNG and LPG from the Gulf coast to buyers in China and elsewhere in Asia. Avoiding the canal meant heading across the Atlantic, adding extra sailing time and raising costs (though also benefitting vessel owners through much higher earnings). Some were already sailing around South Africa before the Israel-Palestine conflict flared up again but the proximity of Palestine to the Suez Canal and, more recently, random attacks in the Red Sea by Houthi forces in Yemen on vessels they believe are associated in some way with Israel have prompted some vessel owners and operators – including major container lines – to stay well clear, once again disrupting trade, adding to sailing times and increasing costs. We saw during the worst of the Covid pandemic how easy it was for global supply chains to become dislocated, impacting manufacturers and buyers alike. One response was to move away from ‘just-in-time’ supply chains to ‘just-in-case’, with a widespread build-up of inventories in many different industries. That again was good news for some, not least tank container

climate change. The decision by the Panama Canal Authority to restrict the number of transits also reflected the need for the country to supply its citizens with drinking water; as the world gets hotter (and it got quite a lot hotter last year), then ensuring adequate supplies of water is going to become a more pressing issue in many parts of the world.

operators and lessors, who found there was a lot of demand for their tanks to be used as storage vessels. But, again, that meant extra costs. And all those costs at every link in the supply chain added up to significant rises in end prices, something that we have all had to deal with. And it looks like we haven’t seen the worst. Peter Mackay

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30 YEARS AGO A LOOK BACK AT JANUARY 1994

THERE ARE SOME constants in the ever-changing world of dangerous goods transport. One is that the new edition of the IMDG Code becomes mandatory on 1 January of each even-numbered year – so if you are still using Amendment 40-20 you are no longer compliant. Thirty years ago the situation was exactly the same, except that in those days the Code itself consisted of four loose-leaf volumes plus a supplement and the biennial update merely replaced those pages that contained changes. This was no small task for those using the Code; Mike Corkhill, founding editor of HCB, reckoned that it would take an experienced person at least half a day just to go through that process. Mike recalled that, when the IMDG Code had been first put together, some 25 years before, it was structured with one page for each substance, along with general provisions and other requirements. Over the years it had become much more complex and the US was proposing in 1994 to restructure the Code along the lines of the ICAO Technical Instructions, a change that eventually happened. But it was not easy. Not only did the US initiative – despite broad support from other members of IMO’s CDG Sub-committee – come at an awkward time, as IMO had already begun work on a major revision that would form Amendment 27, including the investment of around £1m to develop a CD-Rom version (remember that?), but the IMDG Code was also an important moneyspinner for IMO’s in-house publications unit. But,

That harmonisation process had taken a big step forward at the September 1993 session of the Joint Meeting of RID/ADR Experts, where the requirements for the transport of Class 2 gases were in the process of being aligned with the UN format, with the intention of changing over (and getting rid of marginals) by 1997. In addition, the joint experts had begun the task of rearranging the contents of Annexes A and B, covering dangerous substances and vehicles. The lead feature in the January 1994 issue of HCB, as reflected by the cover shot, looked at how the market for IBCs was developing. One interesting issue was that, while the production and marketing of drums was essentially a local business, IBC manufacturers could reach a wider audience and there had also been moves to develop inter-continental sales channels, with Van Leer marketing its IBCs in the US while Hoover Group was heading in the opposite direction with plans to expand activity in both Europe and Asia. HCB also reported on how drum manufacturers had begun working more closely with reconditioners, to support their market in the face of the increasing conversion by customers to the use of IBCs. Globalisation was also a feature of the bulk liquids storage sector, where the mature markets in North America and Europe were seeing a significant consolidation in the face of incoming regulatory mandates, forcing smaller players out of the market but also

especially as RID/ADR were also undergoing a major restructuring to match the ICAO and UN model, there was in the end no alternative but to move to the two-volume arrangement we are so fond of today.

encouraging the larger players to turn their attention to growing demand for their services in south-east Asia, Latin America and the Middle East (although not yet China).

HCB MONTHLY | JANUARY APRIL 2022 2024

UP FRONT 05

LEARNING BY TRAINING by Arend van Campen

PROACTIVE OR REACTIVE? THE END OF TSSI

IN 2021 I LAUNCHED the Tank Storage Sustainability Initiative (TSSI), only to learn that this idea was to be ignored by a major part of our Industry. It offered a sustainability self-assessment questionnaire. Companies would have an idea about their status. It intended to offer a way to be proactive, using simple means towards a more sustainable future. The question ‘is what we do sustainable?’ was replaced by ‘can what we do be or become harmful?’ Some companies were interested, but never opted to sponsor or support this important idea. Therefore I have decided to terminate this project. What I have learned is that one can lead a horse to water, but can’t make him drink. However, my observation as a trainer is that proactivity is not yet the preferred method of operating a terminal or refinery. Please think it over for a moment. If something is broken it is usually cheaper to fix it right away than to wait until it develops into a domino effect. A good example is a leaking valve. As long as it drips we can collect the product using a save-all or bucket, but when the drip turns in a stream, the aggravation will lead to a more complex solution which usually means a more expensive one. Proactivity is related to learning. By looking at 10 years of training and instruction I noticed that many of my students were not aware that they were doing the wrong things right. Their management had not explained

moon, how much you think you ought to know, because if you don’t you won’t be able to fly back.’ The code ‘STOP’, originally developed for use when stranded alone on a deserted island, means: Stop what you are doing; Think; Observe (where are you?); and Plan your next steps. This basic awareness level works wonders towards proactivity and will save a company millions of euros or dollars a year. Another example is the ability to quantify accurately the oil-in-oil-out custody transfer process. Terminals rely on the work of independent inspectors or tanker officers too much, losing control over the final outturns. Information about the received volume prior the release of a vessel is crucial to one’s bottom line. Imagine a terminal that does not know where 3 m3 product per day has gone. Multiply this by 365 x 1000 and $1.1 million may have been lost. Precise control and exact quantification of volumes and weights are required by terminal and refining staff. The ability to control the ship/ shore interface - as well as the potential exposure to risks - can be solved only by learning and training. I mean not just by the operators, but by training managers themselves, because assuming one is doing the right things may lead to doing the wrong things right.

that in order to do the right things, preparation such as reading the manuals is necessary. I used metaphors such as: ‘if you want to fly to the

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in plenary, as well as some new standards that are to be referenced in the regulations. This second part of the report covers other proposals for amendments.

THE AUTUMN SESSION of the Joint Meeting of the RID Committee of Experts and WP15, the Working Party on the Transport of Dangerous Goods of the UN Economic Commission for Europe (ECE), was held in Geneva this past 19 to 27 September. The session was chaired for the last time by Claude Pfauvadel (France) with Silvia García Wolfrum (Spain) as vice-chair; she will assume the chair for this year’s sessions as Claude Pfauvadel is soon to retire. The autumn session was attended by representatives of 22 full member states,

different modal bodies, harmonisation can be maintained between the three European rulebooks: RID for rail, ADN for inland waterways and ADR for road, though this latter is being applied more widely than just in Europe these days. The Joint Meeting is the primary point of discussion for those amendments deriving from changes in the UN Model Regulations but it also hears proposals from member states and non-governmental organisations with consultative status. The Joint Meeting is currently well on the way to finalising the amendments that will

UN HARMONISATION The Ad Hoc Working Group on the Harmonisation of RID/ADR/ADN with the UN Recommendations on the Transport of Dangerous Goods (Model Regulations) had met in April to review in detail the changes adopted by the UN Committee of Experts in December 2022 and to make recommendations for the transposition of those changes into RID/ADR/ADN. The Working Group agreed to clarify the references to lithium metal, lithium ion and sodium ion cells and batteries throughout the whole text, following the adoption of the new UN 3551 and 3552 entries for sodium ion batteries. It also agreed with the suggestion that the new Note defining the term ‘make available’ in 2.2.9.1.7.1 should be amended and that it should also apply to sodium ion batteries and therefore appear in 2.2.9.1.7.2: NOTE: The term “make available” means that manufacturers and subsequent distributors ensure that the test summary is accessible so that the consignor or other persons in the supply chain can confirm compliance. It was also agreed to add special provision 677 in column (6) of Table A for UN Nos 3551 and 3552. The Working Group adopted amendments proposed for the carriage of UN 1006 Argon, 1013 Carbon dioxide, 1046 Helium and 1066 Nitrogen and agreed to replace special provision 653 with the new SP 406 to achieve harmonisation with the UN Model Regulations: This entry may be carried in accordance with the limited quantity provisions of Chapter 3.4 when carried in pressure receptacles containing not more than 1 000 ml. The pressure receptacles shall meet the requirements of packing instruction P200 of 4.1.4.1 and have a test pressure capacity

as well as a representative from Zimbabwe in a consultative capacity. Also attending were the EU, the European Agency for Railways (ERA) and 14 international non-governmental organisations. The aim of the Joint Meeting is that, by involving experts and regulators from the

enter into force in 2025, which reflect the 23rd revised edition of the UN Model Regulations, adopted in December 2022, as well as other changes. The first part of this two-part report on the session (HCB December 2023, page 8) covered the discussions by the Working Group on Tanks, and the changes that were agreed

product not exceeding 15.2 MPa·l (152 bar·l). The pressure receptacles shall not be packed together with other dangerous goods. As this now imposes more stringent conditions, the Working Group proposed a two-year transitional period, which appears in a new 1.6.2.24.

THREE-PART HARMONY MULTIMODAL • THE JOINT MEETING WRAPPED UP A LOT OF WORK AT ITS LAST SESSION, LAYING THE GROUNDWORK FOR AMENDMENTS THAT WILL APPEAR IN THE 2025 TEXTS OF RID, ADR AND ADN

HCB MONTHLY | JANUARY 2024

REGULATIONS 07

The Working Group noted that, when RID and ADR were restructured about thirty years ago, it was agreed that SP 28 of the Model Regulations contained general prescriptions valid for all desensitised explosives, with no exceptions; it was felt that this was not the purpose of a special provision and so it was not transferred into RID/ADR. However, as RID/ADR/ADN now lack any prescriptions, the Working Group proposed to introduce SP 28 in the 2025 editions: This substance may be carried under the provisions of Class 3 or Class 4.1 only if it is so packed that the percentage of diluent will not fall below that stated, at any time during carriage (see 2.2.3.1.1 and 2.2.41.1.18). In cases where the diluent is not stated, the substance shall be packed so that the amount of explosive substance does not exceed the stated value. This will be applied to the same UN entries as it does in the Model Regulations, viz: 1204, 1310, 1320, 1321, 1322, 1336, 1337, 1344, 1347, 1348, 1349, 1354, 1355, 1356, 1357, 1517, 1571, 2059 (all entries), 2555, 2556, 2852, 2907, 3064, 3317, 3319, 3343, 3344, 3357, 3364, 3365, 3366, 3367, 3368, 3369, 3370 and 3376. The Working Party looked at the new provisions for UN 0514 Fire suppressant

dispersing devices. The assigned mixed packing provisions MP23 and MP24 were kept in square brackets pending clarification. The Joint Meeting opted to err on the side of caution with this and adopted MP23 only. Concerning the new entry for UN 3555 Trifluoromehyltetrazole-sodium salt in acetone, the Working Group recommended adoption of the new packing instruction P303 (which applies only to UN 3555) for RID/ADR but without the additional requirement already covered by CW29 in RID. It was proposed to add this to ADR as a new CV29 in 7.5.11, reading ‘Packages shall be stored upright’. Conversely, it was decided not to assign SP 132 to UN 3555 since it is already covered by CV14 in ADR. For RID, it was proposed to add a new CW14 in 7.5.11, to match: Goods shall be shielded from direct sunlight and heat during carriage. Packages shall be stored only in cool, well-ventilated places away from heat sources. The Working Group made revisions to the text of SP 401 in RID/ADR and to add a reference to batteries containing metallic sodium or sodium alloy. This decision will be brought to the attention of the UN Subcommittee on the Transport of Dangerous

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Goods (TDG). Another editorial changes was made to SP 403, where “according to standard…” is replaced by “in accordance with standard…” in (b)(i) and (ii); again, the TDG Sub-committee will be informed. The Working Group did not adopt the new SP 405 but transferred the new text, with some editorial modification, into the existing SP 666 on vehicles and battery-powered equipment carried as a load. This involves a new sub-paragraph (e): Vehicles that are fully enclosed by packagings, crates or other means that prevent ready identification are subject to the marking and labelling requirements of Chapter 5.2. In addition, there is a new paragraph at the end: Alternatively, for sodium ion battery powered vehicles, see special provision 404. The TDG Sub-committee will be informed of this approach. The Working Group confirmed that the line for 52 bar test pressure for UN 1001 and 3374 should not appear in table 2 of packing instruction P200 in RID/ADR; this had been decided when P200 was aligned with the 12th revised edition of the Model Regulations. The Working Group also suggested that the wording of P912(c) could be improved. There were other amendments of a largely editorial nature made to 3.2.1, for columns (4) and (12), and to SP363, SP388, SP408 and P912. PENDING PROPOSALS France followed up on discussions at the previous Joint Meeting on clarification of the requirements for the placarding of removable skips (VC1 and VC2) used for the transport of dangerous goods in bulk, especially waste. While skips in such applications behave like bulk containers, they are not recognised as such and can therefore present a safety hazard. France offered two options for clarification in Chapter 5.3.

 THE TRANSPORT OF WASTE DANGEROUS GOODS, INCLUDING IN SKIPS, HAS BEEN GENERATING A LOT OF DISCUSSION AT RECENT REGULATORY MEETINGS

HCB MONTHLY | JANUARY 2024

After some discussion it was decided that the matter could most elegantly be dealt with by means of a new Note 3 under the chapter title in Chapter 5.3: Removable skips not conforming to chapter 6.11 are considered as containers under this chapter. Ireland came back to the topic of the carriage of clinical and medical waste (UN 3291) within a container/cage, that are already packaged in accordance with P621. Ireland’s opinion was that, following the introduction of 5.4.1.1.3.2 in the 2023 editions of RID/ADR/ ADN, there is a problem in estimating the mass/volume of smaller packagings (such as sharps bins) that are carried as part of the consignment. It argued for an explicit exception for such articles in 5.4.1.1.3.2. The Joint Meeting agreed and, after ‘Waste containing substances mentioned in 2.1.3.5.3’ in the second dashed bullet of 5.4.1.1.3.2(c), added: (with the exception of UN 3291, clinical waste, unspecified, n.o.s. or (bio)medical waste, n.o.s. or regulated medical waste, n.o.s. in packaging conforming to packing instruction P621) France sought to clarify the provisions applicable to the carriage in bulk of empty packagings, uncleaned, according to 7.3.1.1. There are several options for transporting

empty uncleaned packagings in RID/ADR and those reclassified under UN 3509 may be carried in bulk. France felt that the last paragraph of 7.3.1.1 creates confusion by creating another option for carriage in bulk without specifying any applicable rules, as it merely says: ‘Empty packagings, uncleaned, may be carried in bulk if this mode of carriage is not explicitly prohibited by other provisions of RID/ADR’. While there was widespread support for France’s position, some in plenary – particularly Germany – wanted to keep 7.3.1.1. After some discussion an acceptable compromise was reached, so that the last paragraph of 7.3.1.1 will now read: Empty packagings, uncleaned, may be carried in bulk if the dangerous goods they have contained are allowed for this mode of carriage. The instructions for carriage in bulk mentioned in columns (10) or (17) of table A of chapter 3.2 for these goods shall be applied. The International Road Transport Union (IRU) responded to a decision taken at the spring 2023 session of the Joint Meeting to add a second sentence to 5.4.0.1 to require that the information relating to the dangerous goods being carried shall be available during

REGULATIONS 09

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carriage “in such a way that the goods per wagon/vehicle/vessel and the wagon/vehicle/ vessel which is carrying them can be identified in the documentation”. This was left in square brackets pending confirmation. IRU countered that this amendment will require each transport unit (motor vehicle plus trailer) much be accompanied by two separate transport documents and that the registration numbers of the motor vehicle carrying dangerous goods and the trailer or the identification number of the swap body

stands while inserting a lengthy transitional provision to 30 June 2031. The Joint Meeting preferred the first approach, which was agreed. It was noted that WP15 had already adopted an amendment to 5.4.0.1 and IRU has now submitted a proposal to change this to 5.4.0.2. Free DG Label IDhad posterpresented with every order an informal Belgium document at the July 2023 session of the TDG Sub-committee, maintaining that the current requirements for the transport of critically damaged lithium batteries according to P911 and SP 376 do not guarantee, especially for rail and inland waterways transport, proper communication of the necessary transport conditions and therefore need to be strengthened. In an informal document to the Joint Meeting, it now proposed an amendment to SP 376 to require competent authority approval.

much be indicated in each transport document. IRU said this offers no improvement in safety while causing massive additional operational effort. IRU proposed either shifting the new provisions to 5.4.0.2, as was France’s original intention, or of adopting the amendment as it

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EXTENSIVE AMENDMENTS WERE AGREED RELATING TO THE TRANSPORT OF ASBESTOS-CONTAMINATED WASTE IN BULK FROM REMOVAL SITES TO DISPOSAL SITES

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and, in any case, more time was needed to study the proposals. Discussion will resume at the next session on the basis of an official document from Belgium. After presenting the subject in an informal document at the last session, France returned with a formal proposal to amend the heading of 5.3.1.4 to clarify the provisions for the placarding of wagons and vehicles for carriage in bulk. The Joint Meeting, noting that there was already support in principle, after some editorial adjustments, adopted the change. In the heading of 5.3.1.4 in ADR, the words ‘Placarding of vehicles for carriage in bulk…’ are replaced by ‘Placarding of vehicles when used for carriage in bulk…’. For RID, the change is the same except that ‘wagons’ is used instead of ‘vehicles’, and for ADN both vehicles and wagons are mentioned. The Council on Safe Transportation of Hazardous Articles (COSTHA) returned once more to its proposals relating to last-mile deliveries to private addresses. Questions have arisen about the legal position of the use of retailer-owned or -managed vehicles to deliver ADR goods to customers, if those

deliveries would fall under the exemption in 1.1.3.1(a) if the customer had picked the goods up themselves from the retail outlet. In addition, some delivery companies use ‘consolidation bins’ to help sort parcels in a vehicle and it is not clear whether these constitute an ‘overpack’ under the terms of the regulations. COSTHA offered a text for a new 1.1.3.1(g) to provide an exemption for dangerous goods carried by or on behalf of a retail consignor, under certain circumstances. The Council also invited the Joint Meeting to discuss whether the segregation of dangerous goods should be taken into account. Its second paper offered proposals to amend the definition of ‘overpack’ and introduce a new definition for ‘consolidation bin’, along with amendments to 3.4.11 and 3.5.4.3 on the use of overpacks and SP 188. After lengthy discussion, a consensus could still not be reached; COSTHA offered to review its proposals and return at a future session with revised texts. Following general support for the idea at the previous session, France returned with a

revised proposal to allow the bulk transport of certain wastes containing asbestos (UN 2590 and 2212). While there was general support, opinions were divided on the best way forward. Following an informal meeting and further revisions, the Joint Meeting adopted the following amendments. In Table A of Chapter 3.2, against both UN 2212 and 2590, ‘678’ is added in column (6), ‘VC1, VC2, AP12’ is added in column (17), and ‘CW38/CV38’ is added in column (18). The new special provision 678 reads: Waste consisting of objects and materials contaminated with free asbestos (UN Nos. 2212 and 2590), which is not fixed or immersed in a binder in such a way that no emission of hazardous quantities of respirable asbestos can occur, may be carried under the provisions of chapter 7.3 provided the following provisions are complied with: (a) The waste is carried only from the site where it is generated to a final disposal facility. Between these two types of sites, only intermediate storage operations, without unloading or transferring the container-bag, are authorized; (b) The waste belongs to one of these categories: (i) Solid waste from roadworks, including asphalt milling waste contaminated with free asbestos and its sweeping residues; (ii) Soil contaminated with free asbestos; (iii) Objects (for example, furniture) contaminated with free asbestos from damaged structures or buildings; (iv) Materials from damaged structures or buildings contaminated with free asbestos which, because of their volume or mass, cannot be packed in accordance with the packing instruction applicable to the UN number used (UN No. 2212 or 2590, as appropriate); or (v) Construction site waste contaminated with free asbestos from demolished or rehabilitated structures or buildings which, because of their

 INDUSTRY IS KEEN TO EXTEND THE TEST INTERVAL FOR BUNDLES OF CYLINDERS TO MATCH THAT OF CYLINDERS BUT REGULATORS ARE WARY OF MAKING THE CHANGE

HCB MONTHLY | JANUARY 2024

REGULATIONS 11

size or mass, cannot be packed in accordance container-bag loaded with waste to the shocks with the packing instruction applicable to the UN and stresses in normal conditions of carriage, in number used (UNcontact No. 2212 orfor 2590, as particular when a [skip]DGR loaded with container2024 IATA Who do you appropriate); bags is transferred between wagons/vehicles the latest DG compliant (c) Wastelabels? covered by these provisions shall not and storage facilities. be mixed or loaded with other asbestosContainer-bags shall: containing waste or any other hazardous or (a) Be designed to resist perforation or tearing non-hazardous waste; by contaminated waste or objects due to their (d) Each shipment shall be considered a full angles or roughness; load as defined in 1.2.1; and (b) Have a zipper system that is sufficiently (e) The transport document shall be in tight to prevent the release of dangerous conformity with 5.4.1.1.4. quantities of asbestos fibres during carriage. A new 5.4.1.1.4 reads: Laced or flapped fasteners are not authorized. Special provisions for wastes contaminated The [load compartment] shall have rigid metal with free asbestos (UN Nos. 2212 and 2590) walls of sufficient strength for its intended use. When special provision 678 is applied, the The walls must be sufficiently high to completely transport document shall be marked “Carriage Free contain the container-bag. Provided worldwide shipping from IATA’s the leading international distributor under special provision 678”. container-bag offers similar protection, the The description of wastes carried in sheeting of the wagon/vehicle can be omitted Do you consign accordance with sub-paragraphs (b) (i), (ii), (iii), when using the VC1 provision. Dangerous Goods? (iv) and (v) of special provision 678 shall be Objects contaminated with free asbestos from added to the description of dangerous goods damaged structures or buildings, as well as required in 5.4.1.1.1 (a) to (d) and (j)/(k). The construction site waste contaminated with free transport document shall also be accompanied asbestos from demolished or rehabilitated by the following documents: structures or buildings as mentioned in special (a) A copy of the technical data sheet for the provision 678 (b) (iii), (iv) and (v), shall be carried type of container-bag used, on the in a container-bag placed inside a second manufacturer’s or distributor’s letterhead, giving container-bag of the same type. The total mass Since 1stcontained Jan 2023, all UK consignors the dimensions of the packaging and its of the waste shall not exceed 7 tons. must have an appointed DGSA. maximum mass; In all cases, the maximum mass of the waste For a local, professional consultant (b) A copy of the unloading procedure in shall DGSA, not exceed the Labeline capacity specified by the contact accordance with special provision CW38/CV38 of container-bag manufacturer. Free DG Label ID poster with every order 7.5.11, if applicable. The Joint Meeting decided against including Specialist software for creating The new provision AP12 in 7.3.3.2.7 reads: a definition for ‘container bag’ in 1.2.1. compliant DG Documentation The waste may be carried in bulk provided The new CW38 (RID) and CV38 (ADR) in that it is contained in a bag of the size of the 7.5.11 reads: [loading compartment], referred to as a The [skips] shall have no sharp internal edges “container-bag”. (internal steps, etc.) capable of tearing The container-bag is intended to be loaded container-bags during unloading. [Skips] shall only when placed inside a bulk [loading be inspected before any loading operation. compartment] with rigid walls. It is not intended The container-bags shall be placed in the for handling or to be used alone outside of this [skips] for carriage prior to any filling. The outer [compartment]. lining of the container-bags shall be positioned For the purposes of this provision, containerso that the slider of the zipper is placed on the bags shall have at least two liners. front side of the [skip] when closed. After filling, Edition 65

The inner lining shall be dust-tight to prevent the release of dangerous quantities of asbestos

Tel: +44 (0)870 850 50 51 Email: sales@labeline.com fibres during carriage. The inner lining shall be a

polyethylene or polypropylene film. www.labeline.com The outer lining shall be polypropylene and shall be fitted with a zipper system. It shall ensure the mechanical resistance of a

the container-bags shall be closed in accordance with the manufacturer’s Tel: +44 (0)870 850 50 51 Email: sales@labeline.com instructions. Once loaded, the container-bags shall not be www.labeline.com lifted or transferred from one [skip] to another. Multiple filled container-bags shall not be loaded into the same [skip].

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After any filling operation and after closing, the outer surfaces of the container-bags shall be decontaminated. Container-bags carried in removable [skips] shall be unloaded with the [skip] on the ground. The unloading of container-bags filled with roadworks waste or with soil contaminated with free asbestos by tipping the [skip] is authorized, provided that an unloading protocol agreed jointly between the carrier and the consignee is respected to prevent the container-bags from tearing during unloading. The protocol shall ensure that the container-bags do not fall or tear during the unloading operation. Eagle-eyed readers will have spotted that the use of the terms ‘loading compartment’ and ‘skip’ remain to be confirmed. The European Federation of Waste Management and Environmental Services (FEAD) continued with its efforts to amend RID/ADR to better reflect the realities of waste transport. Its latest paper explained the need to introduce a solution to carry waste in inner packagings packed together in an outer packaging where the existing combination packaging rules are not sufficient to cover all the possible variations encountered in waste management. Current rules in 4.1.1.5.1 and 6.1.5.1.7 do provide some latitude but are still too strict in practice. If the letter of the regulations were to be observed, then there would be a need for a lot of repackaging, raising risks to personnel and the environment. FEAD proposed specifically to add a new 4.1.1.5.3 to allow mixtures of inner packagings to be packed together in one outer, under certain provisions, along with new special provisions in Chapter 5.4. While some delegations were happy to go along with FEAD’s proposal, others wanted more time. Following a discussion, the Joint Meeting adopted revised proposals and agreed to keep them in square brackets pending further review by WP15 and the RID Committee of

same is not true of used articles or machinery being sent for disposal, recycling, repair, etc. When this topic was discussed a year previously, several delegates had supported some action and, in response, Germany had initiated a multilateral special agreement under ADR. Germany and Cefic now proposed a new special provision to be applied to UN Nos 3363, and 3537 to 3548. While there was some support for the proposal, some delegations felt that the exemption provided was still too broad. The proposal was not adopted and Germany will come back in due course with a long-term solution for the 2027 texts of RID and ADR. In the meantime, it will also extend the current multilateral agreement. NEW PROPOSALS The Intergovernmental Organisation for International Carriage by Rail (OTIF) came with two proposals, both of which were quickly adopted by the Joint Meeting. Firstly, OTIF noted that the hazard identification numbers (HINs) 78 and 87 are no longer used. These were originally applied to the entries for uranium hexafluoride: ‘78’ for UN 2977 and 2978 and ‘87’ for UN 3507. The subsequent addition of subsidiary risks meant that ‘78’ was replaced by ‘768’ and ‘87’ (which does not appear in ADR) by ‘687’. The Joint Meeting was happy to delete the lines in 5.3.2.3.2 relating to the defunct HINs. Secondly, among the subject areas to be examined as part of the dangerous goods safety adviser (DGSA) exam, the fifth indent of 1.8.3.11(b) reads ‘carriage in fixed or demountable tanks’. The term ‘fixed tank’ is not normally used in RID and, in any case, the wording is too restrictive. OTIF proposed changing this to ‘carriage in tanks’, which leaves it open to all types of tank. The Netherlands felt it had identified a gap in the provision relating to the use of a packaging or IBC fitted with a vent (in 4.1.1.8)

testing provisions are clear enough. It also confirmed that 4.1.1.8 is also applicable to non-type approved packagings. Another paper from the Netherlands fared slightly better. This looked at a disharmony between the approach taken to articles assigned to UN 0431 that are only used for theatrical effects and others that meet the 1.4G specification in the default fireworks classification table. The Netherlands felt that this discrepancy had likely crept in during a earlier harmonisation effort. There was a difference of opinion on this proposal, with some delegations feeling that some editorial improvement of the existing text would suffice. A new document may be forthcoming at the spring 2024 session of the Joint Meeting. The UN ECE Secretariat arrived with its usual summary of outdated transitional provisions, to formally request their deletion. Along the way, it also asked whether there is still a need for the transitional measure concerning orange-coloured plates with size and/or border thickness different to the ADR provisions applicable since 1 January 2005. The Joint Meeting agreed to update the general provision in 1.6.1.1 and to delete 1.6.1.38, 1.6.1.53, 1.6.2.17, 1.6.2.21 and 1.6.2.22. As to 1.6.1.8 concerning orangecoloured plates, it was decided that a final date of 31 December 2026 should be added. The European Industrial Gases Association (EIGA) noted that, in 2015, the test periods for cylinders and bundles of cylinders used for certain gases under packing instruction P200 was extended from 10 to 15 years. Since then, there has been no adverse outcome. At the time, it was felt unwise to provide the same extension for battery-vehicles until more experience had been gained. EIGA now felt that the time was right to make the change. The Joint Meeting was not so sure. Given that EIGA is asking for a 15-year test interval, it seemed premature to agree to the change

Experts’ standing working group. Germany and the European Chemical Industry Council (Cefic) returned to the subject of dangerous goods contained in used articles/machinery/apparatus. While the volume of dangerous goods in new articles or machinery is usually easy to establish, the

and the testing requirements for such packagings and IBCs (in 6.1.5). Netherlands’ understanding was that a packaging or IBC fitted with a vent should undergo the tests mentioned in 6.1.5.2.5 or 6.1.5.2.6 but there is no reference to those tests in 4.1.1.8. The Joint Meeting disagreed, saying that the

on the basis of ten years of data. The Joint Meeting did, though, agree to consider the matter carefully at its next session, inviting EIGA to provide more information on its evaluation. Liquid Gas Europe sought a similar change for LPG cylinders manufactured in accordance

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REGULATIONS 13

with EN 14140. Due to the late submission of the proposal in two informal documents, some delegations could not yet support amendments and others felt any change was premature. Liquid Gas Europe will come back with an official document with more details. Liquid Gas Europe also argued that the graph at the end of packing instruction P200 is misleading, as the minimum and maximum density values for each of the mixtures represented do not match those of propane/ butane mixtures used commercially. This raises the potential for mixtures to be incorrectly classified, a matter that will

become more complicated should blends of LPG and dimethyl ether (DME) be covered by the same graph. Liquid Gas Europe offered what it said was a more representative graph to replace the existing figure. The Joint Meeting agreed with Liquid Gas Europe and adopted the revised graph (see below). Germany felt that it could be clarified by adding a note referring to 2.2.2.3; the chair invited Germany and Liquid Gas Europe to come up with a proposal for the next session. Belgium pointed out that, while ‘maximum capacity’ is defined in 1.2.1, the term appears only around 40 times in the text of RID/ADR/

ADN, whereas in more than 170 places ‘capacity’ is used in its place. The definition of ‘capacity’ refers to ‘maximum internal volume’ so, in Belgium’s view, the term ‘maximum capacity’ is tautological and should be replaced. Most delegations expressed support for the view but preferred to pass it up the line to the TDG Sub-committee. Belgium offered to submit a proposal. There will be a brief third part to this report in next month’s HCB, along with the first part of a report on WP15’s autumn meeting that followed the Joint Meeting.

Density at 50 °C in kg/l 0.440

0.450

0.463

0.474

0.485

0.495

0.505

0.516

0.525

Maximum permissible mass of contents per litre capacity

Mixture A MVP 1.1 MPa (11 bar) Mixture A01 MVP 1.6 MPa (16 bar) Mixture A02 MVP 1.6 MPa (16 bar) Mixture A0 MVP 1.6 MPa (16 bar) Mixture A1 MVP 2.1 MPa (21 bar) Mixture B1 MVP 2.6 MPa (26 bar) Mixture B2 MVP 2.6 MPa (26 bar) Mixture B MVP 2.6 MPa (26 bar) Mixture C MVP 3.1 MPa (31 bar)

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ALL TOGETHER NOW MARITIME • THE UK’S PLANNED OVERHAUL OF ITS MARITIME DANGEROUS GOODS RULES IS MOVING FORWARD FAST BUT DUTYHOLDERS STILL HAVE SOME TIME TO COMMENT

Ambulatory references will allow changes to international provisions to be more efficiently implemented into domestic law, ensuring that UK regulations are up to date while reducing MCA’s workload.

THE UK MARITIME and Coastguard Agency (MCA) has opened a consultation period relating to its much-anticipated revision of the existing regulations covering dangerous goods and marine pollutants. MCA has allowed only a brief period for the consultation, which opened on 8 December and will close on 19 January. The proposed new Statutory Instrument (SI) will revoke the current Merchant Shipping (Dangerous Goods and Marine Pollutants) Regulations 1997 and a number of other SIs that relate to gas carriers, nuclear fuel, reporting requirements and other issues, and replace them with a new Merchant Shipping

issued by the International Maritime Organisation (IMO), that underpin the transport of dangerous goods by sea, such as: -the International Convention for the Safety of Life at Sea (Solas) -the International Convention for the Prevention of Pollution from Ships (Marpol) -the International Maritime Dangerous Goods (IMDG) Code -the International Maritime Solid Bulk Cargoes (IMSBC) Code -the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code)

KEEP IT TIDY MCA sees the transition to the planned 2024 Regulations as primarily an exercise to tidy up the currently fragmented approach to dangerous goods in the maritime chain, though there are some minor changes planned. Chief among these is a revised approach to the dangerous goods reporting requirements. The 1997 Regulations have been amended twice to incorporate an EU Directive on the matter but in fact went further than the Directive in requiring shippers to provide an emergency contact phone number, fax number and email address on the Dangerous Goods Note, even though there is no such requirement in the IMDG Code. As part of the transition to the 2024 Regulations, which will implement Solas and

(Carriage of Dangerous Goods and Harmful Substances) Regulations 2024, to be accompanied by a number of Marine Guidance Notes (MGNs). The proposed 2024 Regulations will introduce ambulatory references to those international conventions and agreements,

-the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) -the International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships (INF Code).

Marpol but not the EU Directive, this additional requirement will be dropped. MCA also notes that, since the existing regulations came into force, IMO’s Maritime Safety Committee (MSC) and Marine Environment Protection Committee (MEPC) have adopted several Resolutions that have

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REGULATIONS 15

amended Solas and Marpol in relation to the maritime transport of dangerous goods. Some but not all of these have already been implemented in the UK through one or other of the existing SIs but some will be implemented for the first time in the 2024 Regulations. Another change that will be quite noticeable is the replacement of the term ‘marine pollutants’ with ‘harmful substances’, which better reflects the terminology used in Marpol. MCA notes that Annex III of Marpol defines ‘harmful substance’ as being anything identified as a marine pollutant in the IMDG Code, or which meets the criteria in the appendix to Annex III. In turn, Chapter 2.10 of the IMDG Code identifies a marine pollutant as being any substance that is subject to the provisions of Annex III of Marpol. In effect, then, the two terms mean the same thing but MCA feels that using ‘harmful substances’ provides a better connection to the Convention.

NEXT STEPS The 2024 Regulations aim to update and consolidate the UK regulations related to the transport of dangerous goods by sea. As, for the most part, the proposed 2024 Regulations restate existing requirements, the impact is expected to be low, and MCA has not carried out a full Impact Assessment. The main costs are expected to include industry and surveyor familiarisation, and the possibility of additional time for inspections and for compliance with any new requirements, especially as regards the 2016 revision of the IGC Code. On the other hand, MCA allows that, given the lack of reliable data on the transport of dangerous goods by sea, this may be optimistic and the consultation process also allows views on the anticipated impact. MCA has set itself an ambitious timeline for the development of the final Regulations. Once the consultation period has ended, it will

analyse the responses it has received, make any amendments to the draft Regulations and MGN that may be required, and forward the final drafts for scrutiny by the relevant government authorities, before the new Regulations are laid in Parliament. MCA is aiming to have the new Regulations in force before the middle of 2024 and the Agency promises to make every effort to ensure that revised accompanying guidance is published in advance of their entry into force. Full details of the consultation, including the draft Regulations and two draft MGNs, can be found at www.gov.uk/government/ consultations/consultation-on-the-merchantshipping-carriage-of-dangerous-goods-andharmful-substances-regulations-2024. The main consultation document found at that page also includes links to the relevant MSC and MEPC Resolutions, current MGNs and other supporting material.

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STEP INTO LINE

TRANSPORT CANADA HAS published a proposed ‘Canadian Update’ to the Transport of Dangerous Goods Regulations (TDGR), seeking comments on a range of suggested changes. The proposals were published in Canada Gazette Part I on 9 December, with a 75-day consultation period due to end on 22 February. The proposed changes bring together various ideas to strengthen existing rules, clarify provisions, fix inconsistencies, and

certificates (ECs), which will provide a benefit both for the regulated industry and Transport Canada itself. RAIL ALIGNMENT TDGR currently provides an exemption for mixed commodity freight trains to dispense with the need for buffer cars (i.e. empty or loaded rail cars with non-dangerous goods) between the loco or other wagon and a rail wagon capable of carrying dangerous goods,

exemption, which creates a safety concern. Further, the existence of this exemption puts TDGR out of alignment with US regulations regarding buffer car requirements on unit trains. Due to this misalignment, the lesser requirement (i.e. no buffer cars) is often followed by Canadian railway companies for domestic shipments while buffer cars are employed for trans-border shipments. As a result, unit trains that originate and remain in Canada do not have buffer cars, while unit trains destined to or originating from the US have buffer cars often placed on both ends of the train for the entire Canada/US trip. The amendments being proposed would remove the provisions specifying that unit trains are not required to have buffer cars and require at least one buffer car to be placed between an occupied locomotive for all trains (including unit trains) and rail vehicle carrying dangerous goods. This requirement will create

introduce new rules in response to concerns raised by stakeholders, inspectors and local authorities. There is also a list of outdated provisions that are to be deleted or revised. One particular aspect of the proposals is making changes that will no longer require stakeholders to apply for equivalency

if the rail operator believes that the inclusion of such a buffer car would have a negative impact on train dynamics. However, since there are no criteria under the existing TDGR to specify situations that would have a negative impact on train dynamics, this has resulted in inconsistent interpretations of the

a separation distance between a dangerous goods car and an occupied railway vehicle to give crew members more time to exit the train safely in case of a derailment. It will be clarified that train dynamics considerations cannot override the requirement and also that other means of containment (tank containers,

CANADA • AFTER YEARS OF WORK, TRANSPORT CANADA IS READY TO MAKE A RAFT OF CHANGES TO THE TDG REGULATIONS FOR HARMONISATION, CLARITY AND CONSISTENCY

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REGULATIONS 17

freight containers, etc) carrying dangerous goods are not to be placed next to an occupied railway vehicle or to a railway vehicle that has a continual source of ignition. AGRICULTURAL AMMONIA Anhydrous ammonia is a toxic and corrosive gas widely used as a nitrogen fertiliser. TDGR currently exempts the transport of agricultural anhydrous ammonia used for field application from the requirements for documentation and an Emergency Response Action Plan (ERAP) if it is transported on land, and in a large Means of Containment (MOC) (i.e. a nurse tank with a capacity of up to 10,000 litres), and the distance travelled on public roads is less than or equal to 100 km. However, since anhydrous ammonia is relatively easy to apply and is readily available, demand for agricultural anhydrous ammonia is increasing, and the 100 km limit is difficult to enforce given it is a long distance on public roads. Furthermore, to cover the needs of farms, multi-tank system configurations (i.e. up to four tanks loaded on a single trailer allowing the transport of more than 10,000 litres of anhydrous ammonia without ERAP coverage) are being used on Canadian public roads. This practice of using multi-tank configurations increases the probability of connection failures between the trailer and the tanks, which could lead to serious incidents, Transport Canada says. As a result, a potential release of anhydrous ammonia could occur for which there is no ERAP in place to mitigate the risk. Between 2002 and 2016, Transport Canada recorded 249 incidents involving anhydrous ammonia transported in nurse tanks, with a few reports of injuries due to chemical exposure and, in some cases, evacuation of nearby residents as a preventive measure. Transport Canada is now proposing to limit the exemption from the documentation and

litres (the ERAP index for anhydrous ammonia) will have to be covered by an ERAP for any distance travelled on public roads that is more than 3 km; the exemption from Part 3 (documentation) will be maintained when the transport on public roads is more than 3 km so long as the nurse tanks are marked with the ERAP telephone number. RADIOACTIVE MATERIALS Transport Canada notes that TDGR is not currently aligned with the latest changes to the Packaging and Transport of Nuclear Substances Regulations, 2015 (PTNSR) for the transport of radioactive substances used for medical treatment or diagnosis and for unclassified radioactive waste materials. This lack of harmonisation imposes a burden on impacted stakeholders as they have to be familiar with two different sets of federal rules. Transport Canada is proposing to modify section 1.43, Class 7, Radioactive Materials, Exemption, to align with PTNSR as it pertains to the documentation required for the transport of radioactive substances packed in

limited quantities; and to introduce two new sections to exempt radioactive materials used for medical purposes and unclassified radioactive waste materials already allowed for transport under PTNSR. UN HARMONISATION Transport Canada has already published proposals to maintain harmonisation with the UN Model Regulations in the International Harmonisation Update rulemaking, which appeared in Canada Gazette Part I on 26 November 2022. Given the size of that proposal and the number of amendments it includes, Transport Canada decided that some amendments needed to support international harmonisation would best be addressed in this regulatory proposal. For instance, the UN Model Regulations include a special provision to specify requirements for refrigerating machines containing non-flammable, non-toxic compressed or liquefied gases or ammonia, which is currently absent from TDGR. Transport Canada is proposing to define the UN number to be assigned to such

ERAP requirements to field application practices only, and remove the stated 10,000 litre limit and clarify that the exemption applies to either single or twin nurse tank configurations. In addition, the 100 km limit will be removed; instead, all agricultural anhydrous ammonia in transport in a quantity above 3,000

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refrigerating machines, based on the quantity of dangerous goods they contain, as well as transport requirements. There is also misalignment between the UN Model Regulations and TDGR regarding the shipping name of alkali metals (lithium, sodium, potassium, rubidium and caesium) and alkaline earth metals (magnesium, calcium, strontium and barium). Transport Canada is proposing to align those shipping names. The UN Model Regulations have a special provision that specifies the requirements regarding the classification scheme for certain pesticides based on their LC50 and LD50 values, affecting 26 UN numbers. TDGR does not have such a provision to help consignors establish how to correctly classify these substances. Transport Canada is now planning to specify the appropriate classification. The UN Model Regulations exempt household light bulbs from documentation, training and safety mark requirements if the light bulbs do not contain radioactive materials and do not contain mercury in quantities higher than 1 kg of mercury for sea and land transport, and 15 g for air transport. Transport Canada is proposing to amend TDGR to exempt the transport of household light bulbs that do not contain radioactive materials or mercury from requirements related to markings, training, and documentation if certain conditions are met. The UN Model Regulations set out marking requirements for unpackaged articles (other than Class 1 explosives) if the articles are transported empty, uncleaned and unpackaged, and also specify the conditions that need to be met for the competent authority to approve the transport of the unpackaged articles. TDGR does not use the term ‘unpackaged article’ and has no marking requirement for such articles. Transport Canada is proposing to allow such unpackaged articles to be transported in a means of containment marked in accordance with Part 4 of TDGR. The UN Model Regulations specify the shipping names or technical names assigned to all medical wastes or clinical wastes that are permitted for transport under UN 3291, (Bio)Medical waste, nos. TDGR does not currently have a similar provision to guide

HCB MONTHLY | JANUARY 2024

stakeholders in the classification of these types of dangerous goods. Transport Canada is proposing to add alternative shipping names to include clinical waste, unspecified, nos and regulated medical waste, nos. OUTDATED PROVISIONS Transport Canada is addressing a number of existing provisions in TDGR that, it says, would benefit from updating or clarification. These include: - An update to the placarding requirements (i.e. placards must be displayed on the road vehicles in accordance with Part 4 of TDGR) when transporting dangerous goods between two properties within 3 km or less on public roads and remove the requirement to inform

there are dangerous goods below the placarding threshold) - Specifying when and how to use the terms ‘Residue’ or ‘Residue-Last Contained’ on the shipping document - Updating the conditions related to the visibility of dangerous goods safety marks (e.g. labels, placards and UN Numbers) on a MOC (such as IBCs) once loaded into a road vehicle - Specifying that at least one safety mark on each means of containment (i.e. label or placard) should be visible from the outside of the road vehicle during the transport of diesel or gasoline in a total quantity less than or equal to 2,000 litres - A repeal of outdated form templates and

local police of the movement of these dangerous goods - Permission for the voluntary display of UN numbers on a road vehicle or railway vehicle along with the required placards if these marks are not misleading to the presence or nature of the dangerous goods (for instance, if

tables historically used by inspectors in Part 16 and correction of erroneous and/or outdated references to sections of the TDG Act - Allowance for the transport of compressed oxygen cylinders with open valves on a road vehicle, a railway vehicle, or a vessel on a domestic voyage for medical purposes for an

REGULATIONS 19

individual or animal or for oxygenation or aeration purposes for aquatic live organisms - Allowance for the transport of dangerous goods used by enforcement officers to carry out their duties, and - Allowance for the transport of IBCs containing residue of dangerous goods on board a road vehicle, a railway vehicle, or a vessel on a domestic voyage for the purpose of testing or inspection. Transport Canada is also taking the opportunity to update its references to the technical standards for rail tank cars and ton containers. These are currently described with reference to its own standard TP 14877 but the Canadian General Standards Board (CGSB) published two new technical standards in March and April 2023, CAN/ CGSB-43.147 for rail tank cars and CAN/ CGSB-43.149 for ton containers. Not only are these new standards updated in line with technical and regulatory changes, Transport Canada believes that having both referenced in TDGR will allow stakeholders to focus on the requirements of the standard relevant to their specific needs. These two new standards will therefore come into force once the Canadian Update regulations are published in Canada Gazette Part II.

subsequent amendment. The fire extinguishers exemption found in Part 1 of TDGR relates only to one UN number, UN 1044. To simplify Part 1 of the TDGR, this exemption will be moved to Schedule 2 as a new special provision. TDGR sets the quantity limit for the black powder (gunpowder) exemption at 150 kg. This quantity limit is not consistent with the maximum quantity permitted under the Explosives Regulations 2013, for transport on a road vehicle, a railway vehicle, or a vessel on a domestic voyage, and will be changed to 75 kg of propellant powder to be in alignment. TDGR allows the transport of aerosol containers and gas cartridges if they are in a MOC that is in compliance with the requirements for transporting gases in Part 5. However, special provision 80 of Schedule 2

does not specify that these dangerous goods must be packed in accordance with the applicable packing instruction set out in the CAN/CGSB-43.123 standard. A reference to that standard will be inserted. Once finalised, the Canadian Update regulations will come into force six months after publication in Canada Gazette Part II, except for the agricultural anhydrous ammonia exemption change, for which Transport Canada is giving a 24-month transitional period to allow farmers time to adapt and prepare to comply. Full details of the proposed changes, along with Transport Canada’s rationale, cost/ benefit analysis and plans for outreach and enforcement, can be found (in the English version) at https://canadagazette.gc.ca/rp-pr/ p1/2023/2023-12-09/html/reg3-eng.html.

ADMINISTRATIVE CHANGES Transport Canada is proposing several other changes that will either simplify or clarify the requirements of TDGR. The current exemption in TDGR sets the capacity limit for alcoholic beverages of packing group III to 250 litres or less per MOC. This will be increased to 450 litres, in line with the limit for other PG III flammable liquids to remove the potential for confusion. The word ‘Exemption’ will be removed from the section titles in Part 1, since Part 1 deals with special cases and exemptions and therefore the word is unnecessary. It will be retained for now in sections 1.38 and 1.47 to 1.50 as these will be addressed in a

 TRANSPORT CANADA IS PROPOSING TO INCORPORATE TWO NEW CGSB STANDARDS ON RAIL TANK CARS AND TON CONTAINERS TO REPLACE ITS OWN TP 14877 STANDARD

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THE US CHEMICAL Safety and Hazard Investigation Board (CSB) has published its final report on the fatal explosion and fire at the KMCO chemical plant in Crosby, Texas in April 2019. The blast happened during the production of sulfurised isobutylene as a lubrication additive; isobutylene leaked from a fracture in a segment of piping and formed a flammable vapour cloud, which ignited. One KMCO employee was fatally injured, and two others were seriously injured. At least 28 other workers were also injured. Portions of the KMCO facility were substantially damaged by the explosion and subsequent fires. News outlets reported that the explosion shook nearby homes and was heard throughout the surrounding community. Local authorities also issued a shelter-in-place order for residents within a 1-mile radius of the facility that lasted for more than four hours. CSB determined that the isobutylene

protected from potential high-pressure conditions. Therefore, when those conditions developed, most likely due to liquid thermal expansion, the y-strainer was subject to high internal pressure and ruptured, releasing isobutylene which formed a vapour cloud. This flammable cloud most likely ignited from contact with electrical equipment within a poorly sealed, nearby building. “The tragic death and injuries caused by this terrible event should never have happened,” says Steve Owens, CSB chair. “KMCO did not properly train its employees and did not give them adequate protective safety equipment. KMCO also failed to heed industry guidance about the need to install remote isolation equipment so that its employees could have safely stopped this serious hazardous leak.” ISSUES HIGHLIGHTED

those urgent communications and quick actions did help move many operators away from the danger, the workers performing the quick actions were at risk. KMCO could have reduced the severity of the event by establishing clear policies and training its work force to not put themselves in danger at all to urgently stop a chemical release. 2. When the y-strainer ruptured, KMCO’s workers lacked the safety equipment they needed to stop the isobutylene release from a safe location, such as from within the blast-resistant control room. 3. KMCO’s hazard evaluations consistently overlooked or misunderstood that its y-strainer was made from cast iron, a brittle material that existing industry standards and good practice guidance documents either prohibit or warn against using in hazardous applications, such as KMCO’s isobutylene system. Following the incident, KMCO filed for bankruptcy and the company is no longer in business. Altivia Oxide Chemicals purchased the Crosby facility in 2020 and informed CSB that the process involved in the incident would be dismantled. As a result, CSB is not issuing recommendations with this report. Nevertheless, CSB is urging Altivia to read the report closely and understand the factors that led to the incident at the KMCO facility and the lessons stemming from it. Moreover, if Altivia restarts the process or any equipment involved in this incident, the company should ensure that the facts, conditions, and circumstances that caused the incident — and contributed to its severity — are not repeated. “In addition to highlighting the safety issues present at KMCO, our report emphasises seven key safety lessons that can help prevent a similar incident,” says Dan Tillema, CSB’s investigator-in-charge. “One such lesson is that the goal of keeping workers safe and the goal of quickly isolating releases to minimise the consequences of an incident should not be mutually exclusive.

release occurred when a piece of equipment called a y-strainer ruptured due to brittle overload fracture. Specifically, the cast iron y-strainer was installed within an area of the piping system that, unlike other portions of KMCO’s isobutylene piping, was not equipped with a pressure-relief device or otherwise

CSB identified three key safety issues: 1. KMCO’s procedures and training did not properly limit the role of its operators during the emergency response. KMCO’s plant culture relied on unit operators taking quick actions to stop a release before the site’s emergency response team assembled. While

Both can be achieved by applying robust safety systems and establishing effective emergency response programs.” The full text of CSB’s report on the KMCO explosion and fire can be found at https://www. csb.gov/assets/1/20/kmco_report_2023-12-21_ final.pdf.

WAITING TO HAPPEN INCIDENT INVESTIGATION • THE FATAL EXPLOSION AT THE KMCO PLANT IN CROSBY, TEXAS IN 2019 IS AN OBJECT LESSON IN WHAT CAN GO WRONG WHEN AN OPERATOR IGNORES WELL-KNOWN HAZARDS

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SAFETY 21

NEWS BULLETIN

SAFETY

CSB WRAPS UP IN OHIO

The US Chemical Safety and Hazard Investigation Board (CSB) has issued its final report into the fatal vapour explosion and fire at the Yenkin-Majestic plant in Columbus, Ohio in April 2021. The incident occurred when a mixture of flammable naphtha solvent and resin liquid escaped through the seal of a closed manway of an operating kettle, creating a flammable vapour cloud that quickly spread throughout the facility and found an ignition source, causing a huge explosion and a large fire that burned for roughly 11 hours. Nearby buildings were damaged, and a fire broke out at an adjacent property. The event caused $90m worth of damage to the Yenkin-Majestic plant alone. CSB determined that the release occurred after the kettle became pressurised by the rapid vaporisation of solvent in the kettle when its agitator was switched on after it was discovered that the agitator had not been operating while the solvent was being added to the kettle, as it should have been. In its investigation, CSB found that the manway was not designed, constructed or pressure tested to a design pressure appropriate for the process. “CSB’s investigation determined that Yenkin-Majestic failed to adhere to basic pressure vessel integrity quality assurance practices and did not have any engineering controls that would have prevented solvent from being added to the kettle when the agitator was turned off,” CSB chair Steve Owens says. “The impacts of this incident also were much worse than they should have been due to Yenkin-Majestic’s failure to install effective warning alarms, failure to adequately train its employees, failure to require employees to wear flame-resistant clothing, and failure to have adequate emergency response preparations in place. Additionally, CSB determined that there is a general lack of clear industry guidance

for low-pressure vessels used in hazardous chemicals service.” As a result of its investigation, CSB has issued recommendations to Yenkin-Majestic, the American Petroleum Institute (API) and the American Society of Mechanical Engineers (ASME). USCG ALERT ON PELLETS

The US Coast Guard (USCG) has issued a Marine Safety Alert on the fire hazards posed by wood pellets in cargo holds. The move came after two very similar events within a brief period, in which two unmanned and uninspected hopper barges loaded with wood pellets containing binders caught fire while waiting for transport at a fleeting facility on the Mississippi River. Each fire caused approximately $355,000 in damage, including total cargo loss and significant vessel damage. The ignition source for both fires was spontaneous combustion, which is not common - but also not unprecedented, USCG says. It notes that the International Maritime Solid Bulk Cargoes (IMSBC) Code says that “wood pellets containing additives or binders may ferment over time if moisture content is over 15 per cent, leading to generation of asphyxiating and flammable gases which may cause spontaneous combustion”. USCG looked at several other fleeted wood pellet barges, which revealed that they presented several hazards that can lead to spontaneous combustion, including visible moisture, cargo decay and discoloration, elevated cargo hold temperatures and carbon monoxide and hydrogen sulfide gas generated by cargo decomposition. Some of these conditions likely preceded both fires. USCG strongly recommends that shippers of wood pellet cargoes and owners of hopper barges take steps to isolate cargo from external moisture sources, including ceasing cargo

operations during inclement weather and maintaining hopper covers to prevent rain ingress during transport. Deliveries should be planned so as to minimise long-term storage, particularly onboard barges. Routine temperature readings should be taken and personnel should conduct frequent checks to identify the early stages of a fire. CHECK YOUR VRU

The UK Health & Safety Executive (HSE) has issued a Safety Notice warning against the overfilling of vapour recovery units (VRUs) at fuel terminals and other COMAH sites. The alert comes after an investigation into an overfill event in a gasoline storage tank fitted with a carbon adsorption VRU. HSE identified that the basic process control system (BPCS) at the site was not independent of the VRU overfill prevention system so that, when the BPCS failed, the overfill prevention system also failed, leading to a spillage of gasoline that could have caused a significant fire and explosion. HSE notes that there were no independent remotely operated shut-off valves in the absorbent supply and return lines. There were no safety functions independent of the BPCS to prevent overfill. So, failure of the BPCS held the absorbent inlet and outlet valves in the open position. The head pressure from the absorbent storage tank caused the absorbent to flow through the VRU via the carbon adsorption vessel before being ejected through the air outlet stack. Other safety functions including over-temperature (hot spot) protection and emergency shutdown (ESD) also relied on the BPCS. HSE is recommending that dutyholders take a close look at their arrangements, possibly in cooperation with the VRU manufacturer and specialist contractors. Full details, including the relevant safety guidance, can be found on the HSE website at https://www.hse.gov.uk/ safetybulletins/vapour-recovery-overfill.htm.

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we will continue to do so in 2024: to remain attractive to investors and to continue our strategic pioneering role. Legal certainty is crucial in this regard. We therefore expect the government to promptly clarify a workable licensing framework and correct conditions to continue to operate as a business and attract investment as a top platform.”

PORT OF ANTWERP-BRUGES has reported “another challenging year” in 2023, with geopolitical tensions and slowing economic growth impacting industrial production and trade flows. Total throughput fell by 5.5 per cent from the 2022 figure to 271m tonnes, with particularly sharp falls in conventional breakbulk, dry bulk and container throughput. Liquid bulk throughput dropped by 2.1 per cent compared to 2022 to 88.7m tonnes,

per cent. Biofuel throughput was down and LNG also remained below 2022 levels, when as much as possible was supplied in the midst of an energy crisis. “We had seen it coming for some time that 2023 would not be a great year,” says Jacques Vandermeiren, CEO of Port of AntwerpBruges. “After all, as a port, we are at the centre of economic and geopolitical challenges. But, with a powerful strategy, the

SUSTAINABILITY COUNTS Port of Antwerp-Bruges is, meanwhile, preparing for some major investments to help manage sustainable growth to meet the developing needs of international logistics chains. Over the next ten years, it plans to spend some €2.9m on a raft of infrastructure projects, including a quay wall for the Europa Terminal, a new coordination centre and development of residual land on the Left Bank. In terms of both energy supply and the energy transition, the port intends to continue to play its pioneering role in the future. For example, Port of Antwerp-Bruges is actively promoting a circular economy with the implementation of the Warmtenet Antwerpen Noord project. The first delivery of heat will soon take place, and further development of the NextGen District is planned for this year. To meet the significant demand for renewable energy, the port is not only focusing on local solar and wind energy, but is also strongly committed to importing green energy. Hydrogen acts as a key element, serving as an energy carrier, raw material for industry and fuel for shipping. This year the port will see the first bunkering of hydrogen and hydrogen carriers, such as methanol. “As a fusion port, together with the industrial sector, we are also taking important and essential steps in the energy transition, towards a climate-neutral port by 2050,” says Dirk de Fauw, mayor of the City of Bruges and vice-president of Port of Antwerp-Bruges. “However, in addition to the economy and

though diesel and paraffin saw increased traffic. Throughput of gasoline, fuel oil and naphtha fell, while LPG was steady. The chemical sector is under pressure across Europe due to high energy, raw material and labour costs and low demand. This translated into a decrease in chemical throughput of 8.1

merger and an efficiency exercise, we have managed to organise ourselves in good time and are even gaining market share in the Hamburg-Le Havre range. Especially in more turbulent waters, it is essential that we continue to sail in the right direction, with our strategic plan as our compass. That is what

climate, our focus is on people and the environment. We are a port of, and for, people and are aware of the impact of our activities on the environment and local residents. We therefore remain committed to the quality of our environment.” www.portofantwerpbruges.com

TRADE IN PLACES PORT ACTIVITY • PORT TRAFFIC LAST YEAR WAS AFFECTED BY POLITICAL AND ECONOMIC FACTORS. ANTWERP’S EXPERIENCE SHOWS THE IMPACT OF THE DISRUPTION ON THROUGHPUT FIGURES

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CLUB MED CLUSTER • TARRAGONA CONTINUES TO REFINE ITS AMBITIONS FOR THE DEVELOPMENT OF A CHEMICAL HUB FOR SOUTHERN EUROPE, WITH THE NEED FOR SUSTAINABILITY BECOMING CLEAR THE CHEMMED INDUSTRIAL Cluster has outlined its strategic plan to 2027, which – perhaps not surprisingly – focuses on sustainability and innovation. The main objective of this new Strategic Plan is to align the actions of the cluster members, with the aim of achieving a leadership position for ChemMed in Europe by promoting innovation, development and “the creation of a resilient ecosystem that responds to society and a future marked by climate neutrality”. ChemMed was established in 2014 by the Port of Tarragona along with the local chemical industry group AEQT (Associació Empresarial Química de Tarragona) and its member companies, Aguas Industriales de Tarragona (Aitasa) and other regional organisations with the intent of promoting the petrochemical industry in and around Tarragona and enhancing the position of the

port itself, the ultimate ambition being to create a Mediterranean chemical hub to mirror those in northern Europe. Much has happened in the ten years since ChemMed was established and the new strategic plan recognises as much. The aims have been refined so that, with a strong commitment to sustainability, the cluster can lead technological innovation initiatives that promote more environmentally friendly industrial practices and generate a positive impact on the region. It is hoped that this vision will contribute to the transformation of the sector and consolidate ChemMed as a reference in the development of new technologies. ALL IN IT TOGETHER During the presentation of the new strategic plan on 19 December, Ignasi Cañagueral of

Dow Chemical Ibérica, president of both AEQT and ChemMed, highlighted the strategic priority of continuing to advance in climate neutrality with a focus on the development of electrical infrastructures and circularity. Cañagueral stated that the objective “is to continue promoting the Tarragona chemical complex as a European reference model in sustainability and competitiveness”. The plan was elaborated upon in eight presentations, each representing a different perspective and coming together to give a broader view of the current economic, business and environmental situation. This is reflected in the strategic plan, which begins by identifying the major challenges faced by the cluster and ends with the definition of the different actions that will allow the objectives to be achieved. Saül Garreta, president of the Port of Tarragona and vice-president of ChemMed, emphasised the importance of cooperation between the companies in the industrial sector, academic institutions and local administrations. Garreta declared that the synergy between the cluster members seeks to “boost global competitiveness, encourage joint research and exchange knowledge”. At its foundation, ChemMed recognised that the industrial cluster in Tarragona is not a group that stands alone – it is critical for the economic well-being of the city and people of Tarragona itself and of the wider Catalonian region; in addition, it is a major employer and contributor to the local economy but, at the same time, it benefits from the educational institutes that provide trained people to work in the cluster. As such, Rovira i Virgili University, professional training institutes, the Catalan Institute of Chemical Research, trade unions, chambers of commerce and other bodies are vital contributors to the work of ChemMed. The strategic plan therefore sees a future marked by a clear focus on collaboration, innovation and sustainability. ChemMed’s member companies will now further address these goals, contributing to the growth and prosperity of the chemical industry in the region. chemmedcluster.com

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UAB-ONLINE AND SYSTEMS Navigator have set up a collaboration aiming to optimise and streamline operations at bulk liquids ports. UAB-Online will provide its software solution that enables digitalisation of handling operations, and match it to Systems Navigator’s Dropboard planning and scheduling system. The idea is that this will enable all stakeholders to make decisions based on real-time information. “This collaboration will help cut costs and emissions in liquid bulk operations by enabling digitisation of the major parts of the process - from digital pre-announcements that our solution creates to real-time jetty schedule info that Dropboard’s online data provides,” explains Hans Bobeldijk, CEO of UAB-Online.

integrated and secure system, enhancing overall efficiency. Real-time communication will keep all stakeholders well-informed, reducing the need for frequent phone calls and empowering them to optimise their business opportunities.” WHAT THEY CAN DO Both companies are already contributing to optimised bulk liquids operations. UAB-Online says it can solve operational challenges in several ways to improve safety, increase efficiency and improve sustainability. More than 400 repetitive checks are built into its software, which has shown to reduce mistakes and non-compliance by 76 per cent; similarly, greater digitalisation has reduced port stays by up to 90 minutes and also cut the

Dropboard’s machine-learning algorithms support planners in providing up-to-date information to stakeholders within the supply chain, creating opportunities for ship speed optimisations. Dropboard also uses constraints-based scheduling logic and intelligent free slot finding to determine the best jetty allocation. Dropboard utilises a proprietary optimisation model, powered by Google’s AI software suite, designed to empower terminal operators in the reduction of demurrage costs, waiting times and ship turnaround times. This cutting-edge technology streamlines operations and enhances efficiency. “This collaboration provides a transformative solution for organisations that need futureproof technologies to help with the twin green and digital transitions that the maritime industry is undertaking as we move towards a carbon-neutral shipping industry in 2050,” says Bobeldijk. “The green transition is about improving environmental impact and the digital transition is aimed at improving efficiency. This collaboration helps with both transitions.” This month Covestro has officially integrated UAB-Online’s software into its sea and inland shipping operations in Antwerp. Seagoing vessels can now seamlessly announce themselves through UAB-Online, streamlining and standardising maritime operations with a digitised ISGOTT 6 process. Additionally, inland vessels are set to experience the benefits of a digitised ADN, VOW and CDNI, representing a major step in operational efficiency. Shell made a similar commitment for its inland shipping operation in Ludwigshafen in December 2023 and Vesta Terminal Antwerp added its seagoing vessel operations this past October. Founded in 2010, UAB-Online recently gained a big leg-up with a strategic investment by First Dutch, in collaboration with Platform Zero, marking a pivotal moment for the maritime technology firm. At the time of the “sizeable

Vincent de Gast, co-founder and director of Dropboard, adds: “By leveraging Dropboard’s cutting-edge scheduling technology and embracing UAB-Online as the preferred tool for managing liquid bulk nominations, this collaboration is poised to revolutionise the industry. The result will be a more cohesive,

need for emails and phone calls. All this means reduced CO2 and NOx emissions and less paper being wasted. Dropboard is an integrated, real-time, web based, multi-user planning and scheduling platform designed to assist planners in the port industry with daily and future planning.

capital infusion” this past October, UAB-Online said it was now “adequately positions to accelerate global expansion and continue scaling the organisation”, which is reflected in its recent contract gains. www.systemsnavigator.com uab-online.com

BEST LAID PLANS OPTIMISATION • APPLICATION OF DIGITALISED SYSTEMS TO PORT ACTIVITIES HAS ALREADY BEEN SHOWN TO IMPROVE SAFETY AND EFFICIENCY. TWO TECH LEADERS AIM TO TAKE THIS FURTHER

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RECYCLE TRACK RENEWABLES • NOT ALL ENERGY PRODUCTS ARE LIQUID; PORT OF MIDDLESBROUGH HAS JUST BEGUN THE EXPORT OF RENEWABLE ENERGY PELLETS MADE FROM WASTE PLASTICS AV DAWSON, OWNER and operator of Port of Middlesbrough, has welcomed its first international shipment of renewable energy pellets. The 7,000-tonne consignment was shipped out at the start of this month from Waste Knot Energy (WKE) after processing at its newly commissioned plant and storage facilities in the Port of Middlesbrough. The waste-to-energy pellets are created by recycling old industrial plastics. They are processed and the plastics are removed and

then dried to become Solid Improved Recovered Fuel (SIRF). The pellets are used as an alternative to coal, producing green energy while contributing to a circular economy. “Securing this exciting new project at Port of Middlesbrough is a big win, not only for AV Dawson but also for Teesside,” says Charlie Nettle, AV Dawson’s group managing director. “This revolutionary new product is supporting the journey to net zero by enabling businesses to transition from fossil fuels to a new source of

green fuel. Attracting this project to Port of Middlesbrough is also contributing to Teesside’s wider positioning as a hub for green energy. “Having built a first-of-its-kind processing facility back in 2021 and a purpose-built storage warehouse, especially for the project, it’s great to finally see the first international shipment being exported. This project is over two years in the making, so this is a very proud moment for us and WKE to see it come to fruition. It’s fascinating to be involved in these new green fuel and waste-to-energy sectors as they develop and it’s fantastic to now be chartering ships through our ships agency Cockfield Knight and loading these ships at our site, so the pellets can be exported across the world.” PART OF THE PLAN The opening of the plant marks the start of a new chapter for family-run AV Dawson as it expands into renewables and recyclables markets, contributing to the port’s environmental focus and green credentials and supporting its Environmental Social Governance (ESG) strategy. It also represents a huge milestone for WKE, as its CEO, Ian Jones, explains: “It’s an exciting time for WKE as we have multiple transfrontier shipments being put in place for new customer trials across a range of industries in 2024, including cement and paper mills in the UK, Europe and further afield. We’re ideally located for bulk shipments and we can do anything from 3,000 tonnes to 10,000 tonnes in a single shipment.” Nettle adds: “I look forward to seeing the growth of WKE and supporting it with future shipments from Port of Middlesbrough. Construction of this processing plant and storage facility was part of a £10m masterplan to invest further in our port facility. We will continue investing in our site and our quayside to accommodate larger vessels carrying a wide range of cargo, especially dry bulk.” Located on the River Tees in north-east England, AV Dawson’s Port of Middlesbrough provides a multimodal freight logistics service across a number of sectors including energy and renewables, construction, agriculture and automotive. www.portofmiddlesbrough.com www.wkeltd.com

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NEWS BULLETIN

STORAGE TERMINALS

EXOLUM BUYS INTO HOUSTON

Exolum has agreed to acquire Moda Midstream’s 50 per cent shareholding in the Vopak Moda Houston (VMH) terminal; Vopak will retain its 50 per cent shareholding. The terminal is the only waterborne facility on the Houston Ship Channel where very large gas carriers (VLGCs) can berth and, Exolum says, is well positioned to become the leading hydrogen and low-carbon ammonia hub on the US Gulf Coast and to facilitate the acceleration of energy decarbonisation globally. Exolum says the acquisition will be another major step in its diversification strategy and will position the Spanish-headquartered company as a leading manager of infrastructure and decarbonising fuel in the decades to come. The investment in VMH will serve as a platform for Exolum’s development in the US and the acquisition of key competences in the development of the logistics infrastructures required by the energy transition in order to boost low-carbon fuels. “Exolum strives to become a key player in the development of supply chains for new

sustainable energy products, such as ammonia and green methanol,” says Jorge Lanza, CEO of Exolum. “This operation, our first in the US, will enable us to continue strengthening our position in strategic ports and to promote the energy transition and the decarbonisation of mobility at an international level.” “I am very pleased with Exolum entering as co-shareholder,” adds Maria Ciliberti, president of Vopak US and Canada. “By pooling our knowledge, network and experience we can further develop this strategically located terminal and marine infrastructure. The worldwide movement to decarbonise industry and transportation will drive strong global demand for low-carbon ammonia. Our joint venture entity situated on the Houston Ship Channel is very well positioned and can serve a critical role in the energy transition, not only for the USA but also for export markets.” The transaction, which is subject to customary regulatory reviews and approvals, is expected to close in the first quarter of 2024. Vopak and Exolum have other existing joint projects, including the Vopak Terquimsa

terminals in Catalonia and, along with other investors, the French hydrogen logistics start-up HSL Technologies. exolum.com BW LPG GOES ONSHORE IN INDIA

LPG tanker specialist BW LPG has signed a joint venture agreement with Confidence Petroleum to establish a 50/50 company, BW Confidence Enterprise, to develop and operate an onshore LPG import terminal in Jawaharlal Nehru Port in Navi Mumbai, India. The joint venture will collaborate with BW LPG’s international trading operation and with its India shipping subsidiary. As part of the deal, BW LPG will invest some $30m in Confidence Petroleum through an allotment of shares, giving BW LPG an 8.5 per cent shareholding in Confidence; BW LPG has an option to increase its shareholding. The capital injection will assist Confidence in its planned expansion of downstream assets, which currently number some 60 LPG bottling and blending plants and more than 200 autogas fuelling stations. “These agreements represent a significant milestone in our commitment to grow in India, and underscore our confidence in the potential of the domestic LPG market as well as our JV partners,” says Kristian Sørensen, CEO of BW LPG. “We have generated strong and stable returns from our Indian subsidiary, and we are ready to advance our growth trajectory along the value chain, to generate even better returns for our shareholders.” www.bwlpg.com VESTA TO REPURPOSE TANKAGE

Vesta Terminals has appointed Proton Ventures to complete front end engineering and design (FEED) work on the re-purposing of two 30,000-m3 ammonia storage tanks at its facility in Vlissingen, the Netherlands. The work forms

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STORAGE TERMINALS 27

part of a larger plan to refurbish and expand the existing terminal with the aim of creating the first green ammonia hub in north-west Europe. This will include installation of infrastructure for loading and unloading VLGCs, rail tank cars and barges as well as a cracker to convert green ammonia back to hydrogen and links to the Dutch hydrogen pipeline network. A second phase is envisaged that would double capacity. “As Vesta, we are proud to push forward this project,” says Daan Schutte, CCO of Vesta Terminals. “With the help of Proton Ventures, we are taking important steps towards being a frontrunner in the renewable energy transition.” www.vestaterminals.com MORE SAF FROM KOOLE

Koole Tankstorage Botlek is to install a second distillation unit to produce sustainable aviation fuel (SAF). Construction has already begun, with plans for the new unit to be in service in early 2025. Koole acquired the site from Odfjell some years ago and has already been running the existing distillation unit to produce SAF for the past three years. Explaining the investment, Michiel Flier, business unit director at Koole Terminals, says: “The main driver for us, of course, is the mandate from the EU for blending bio jet fuel into regular jet fuel. By 2030, 6 per cent bio jet fuel must be blended into jet fuel. Right now, installations are being built all over the world to meet that demand. We already have the facilities, knowledge and experience.” Koole reports “great interest” among customers. Flier adds: “There are already customers who have committed to volumes. There is still room, but the demand we see is high. So now is the time to start a conversation with us about this, if customers also want to enter this market from 2025.” koole.com COLONIAL BUYS FROM BUCKEYE

Colonial Terminals has acquired a bulk liquids storage terminal on the Cape Fear River in Wilmington, North Carolina from Buckeye Terminals. The acquired facility (above) is

adjacent to Colonial’s existing terminal on the river, giving a combined storage capacity of more than 1m bbl for industrial and specialty chemicals, petroleum and other liquids. “Colonial Terminals is committed to growth in markets that support our team’s ability to deliver the highest levels of service to customers who value supply chain dependability and efficiency,” says Ryan Chandler, president of Colonial Terminals. “This adjacent facility adds a new berth and substantial river frontage to our already large footprint on the Cape Fear River, and we’re eager to offer new capabilities for existing customers as well as attract new customers and products to the market.” colonialterminals.com EVOS SEES CCU ROLE

Evos has signed a letter of intent (LOI) with Value Cargo, sister company of Value Maritime, which operates the Filtree shipboard carbon dioxide capture technology. At present, Value Group uses tank containers to store the captured CO2 before it is delivered to horticultural users in the Netherlands; it is now looking for a central location in Rotterdam where it can receive, store, treat and redeliver that CO2 as the market develops.

Under the terms of the LOI, Evos will build two 2,000-m3 storage tanks for absorption liquids to accommodate Value Carbon’s growing needs. The Evos terminal in Rotterdam enjoys an advantageous proximity to Rotterdam Shortsea Terminal (RST) in the heart of the port and deepsea terminals at the Maasvlakte. It is strategically positioned next to CO2 infrastructure, with ready access to essential steam and electricity supplies. The surrounding area hosts a cluster of experts specialising in CO2 processing, providing valuable support for the purification, liquefaction and storage of CO2, all key to realising the growth of Value Carbon. “This partnership is a promising development that will help both Value Carbon and Evos work towards our shared sustainability goals,” says Rolf Bakker of Value Carbon. “Having a central location such as this, where the entire process of treatment, storage and redelivery can take place, offers a considerable boost in efficiency, especially given the strategic nature of the location, with easy access to road, rail and water for redelivery. As such, this move represents a significant step forward for storage and re-use of carbon.” evos.eu

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THE NEXT BIG THING AMMONIA SHIPPING • THERE IS A BRIGHT FUTURE FOR AMMONIA AS A CARGO AND, VERY LIKELY, AS A MARINE FUEL, THOUGH THERE ARE TECHNICAL ISSUES THAT WILL HAVE TO BE OVERCOME AMMONIA HAS LONG been one of the most important non-LPG cargoes for LPG carriers. Produced in relatively large quantities, primarily for use in the manufacture of fertilisers, it has a well established global supply chain and moves mainly in mediumsized refrigerated LPG carriers from production sites to refrigerated storage at the receiving end. There are, therefore, several shipowners and terminal operators that have, over the years, built up a great deal of expertise in the handling of ammonia, a substance that

hydrogen as a fuel source – primarily as a way of capturing electricity produced from renewable sources and then being burned to release that energy. However, the technical difficulty and cost in liquefying hydrogen so that it can be transported over long distances in bulk means that the concept faces an uphill struggle to adoption. Less technically difficult and cheaper in an end-to-end comparison is the conversion of renewably produced hydrogen to ammonia, by combining it with nitrogen drawn from the atmosphere. That means that existing ships

presents some hazards, not least its toxicity to humans, but is conversely fairly easy to transport and store, as it does not need cryogenic refrigeration. That expertise will come in very useful over the coming years. The energy transition is alerting end users to the importance of

and, to some extent, port infrastructure can be deployed as part of the new ammonia chain.

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ORDERS ARRIVING However, it is also becoming clear that not only will future ammonia supply chains be geographically different to existing trade

flows, but that the shipping fleet will have to get much bigger very quickly if it is to be able to handle the demands placed on it by the demand for green ammonia transport. The maritime world already has very large crude carriers (VLCCs), very large gas carriers (VLGCs) and, more recently, very large ethane carriers (VLECs) – what it needed now was very large ammonia carriers (VLACs). This fact was spotted early on by Korean shipbuilding conglomerate Hanwha Ocean, which developed an 86,000-m3 gas carrier design specifically for use to carry ammonia, which received approval in principle (AiP) from classification societies Bureau Veritas and Lloyd’s Register in the third quarter of 2023. At that capacity, the new concept is around double the size of the ships usually working in the ammonia trades, which tend to be between 35,000 m3 and 46,000 m3 capacity. It was not long before shipowners came calling. One of the first to be knocking on the Hanwha door was Naftomar Shipping & Trading, a long-established Greek LPG and ammonia player. In November Naftomar placed a $500m order with Hanwha Ocean for four VLACs for delivery in 2026 and 2027. These ships will be even bigger, at 93,000 m3. The VLACs will be fitted with Hanwha Ocean’s latest technology, including its shaft generator motor system, and its SmartShip Solution & Service (HS4) ship operating platform. They will also be equipped with an ammonia dual-fuel engine that will, in future, allow the owner to run the ships virtually emission-free. BURN CARGO Also jumping on the inchoate VLAC sector is Maersk Tankers, which ordered four VLACs from Hyundai Samho, with options on six more, in December 2023. Mitsui & Co will invest as a partner in the first four, which are due for delivery from late 2026 onwards. These are also 93,000-m3 carriers that, along with those building for Naftomar, will be the largest dedicated ammonia carriers yet to be built. “Concrete actions are needed for the tanker industry to progress the energy transition and, in Maersk Tankers, we want to play our part in

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making transportation of clean energy a reality,” says Tina Revsbech, CEO of Maersk Tankers. “We are building on our legacy of operating gas carriers to offer a crucial transportation service that will aid the transition. With this initiative, we will be able to service clean ammonia producers and users in many parts of the world with highly energy efficient and safe ships.” Maersk Tankers was active in the LPG and ammonia shipping sectors from 1972 until 2013 but in 2023 re-entered the gas sector, offering voyage management services for owners of nearly 30 VLGCs. Major clients include Petredec Global and Astomos Energy. Maersk Tankers says it is now working with its extensive network of clean ammonia producers and users, who are actively seeking transport capacity. It is also working with MAN Energy Solutions and Hyundai Heavy Industries’ Engine Machine Division (EMD) to make the vessels capable of running on clean ammonia. However, a decision to install ammonia-capable engines requires both regulatory and customer support, and only makes real sense in sustainability terms for ships that will be carrying clean ammonia cargo. ENGINE PROBLEMS The use of ammonia to power marine engines is not yet established, though the major engine manufacturers are working on the technology. Exmar LPG, a joint venture between Exmar and Seapeak, has specified dual-fuel ammonia engines for the two 46,000-m3 midsize LPG/ammonia tankers ordered from Hyundai Mipo for early 2026 delivery. Exmar says these will be the first ever oceangoing ships to have such engines, which are being developed by WINGD and Wärtsilä Gas Solutions. There are those – not least underwriters – who are concerned about the safety issues inherent in having gaseous ammonia in the engineroom of an oceangoing vessel. Even

barriers and ammonia catch systems are being explored to mitigate safety concerns and prevent ammonia leaks. The industry is also committed to strict adherence to safety protocols and the implementation of robust hardware designs to enable the use of ammonia as a fuel across various types of vessels.” Some key cargo handling systems will need to be refined. These include the ammonia fuel containment system, the associated ammonia bunker station and transfer piping. A fuel supply system and provisions for handling boil-off gas, reliquefaction, gas valve units/ trains, nitrogen generating plants, vent piping systems and masts are necessary. Additional equipment may be required to manage tank temperatures and pressure depending on the type of ammonia tank used. When burned in internal combustion engines, ammonia has specific characteristics that affect its combustion process. It has a high auto-ignition temperature, a high heat of vaporisation and a narrow flammability range. As a result, when employed in two-stroke diesel engines, ammonia typically needs pilot fuel injection to initiate ignition. High-pressure injection systems are required to minimise the release of unburned ammonia, which is toxic. This all leads to higher emissions of nitrogen oxides

(NOx) and measures will have to be taken to ensure compliance with emissions control regulations, although as a non-carbon product, ammonia emits no carbon dioxide. This past November, Wärtsilä launched what it said was the first commercially available four-stroke marine engine designed to use ammonia as fuel. Viridis Bulk Carriers is set to be the first owner to fit the engines, along with other equipment that, as Ghosh outlines, will be needed to provide a workable solution. In addition to the engine, the full solution includes an AmmoniaPac fuel gas supply system, the Wärtsilä Ammonia Release Mitigation System (WARMS), and the Wärtsilä NOx Reducer (NOR) for optimal exhaust after-treatment. Safety and efficiency are central to the solution design, maximised by a highly sophisticated automation system and maintenance agreement to ensure safe and efficient onboard operations. Wärtsilä notes that its ammonia package is based on its well proven LNG system. maersktankers.com www.hanwhaocean.com www.hshi.co.kr www.naftomar.gr www.ukpandi.com www.wartsila.com

small doses of gas, if inhaled, can be debilitating and in larger volumes ammonia can be fatal. Ansuman Ghosh, risk assessment director of the UK P&I Club, recently summarised the hazards involved but was also optimistic that technology will find a way: “Design improvements like double-wall

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LIGHT FANTASTIC CARBON DIOXIDE • THE NORTHERN LIGHTS JOINT VENTURE IS NOW ON FAST FORWARD FOLLOWING EU FUNDING. THAT MEANS MORE SHIPS AS NEW CUSTOMERS LINE UP. STARTUP IS PLANNED FOR THIS YEAR

Administration ruled that cross-border CO2 transport and CO2 storage on the Norwegian Continental Shelf is covered by a VAT exemption.

IN EARLY DECEMBER, EU member states confirmed a proposal by the European Commission to fund nearly €600m of cross-border energy infrastructure projects under the Connecting Europe Facility (CEF) for Trans-European Networks for Energy. That money will be shared between five carbon dioxide projects, one gas storage project and two electricity interconnector projects. The focus on carbon dioxide is indicative of the weight that the EU is placing on carbon capture, utilisation and storage (CCUS) as it heads towards a net-zero future. Among those projects relating to carbon

states with a future storage site at sea on the Norwegian continental shelf. The proposed CEF grant will support the expansion of the CO2 import terminal in Øygarden in Norway and the construction of a 100 km offshore pipeline to the storage site. “I am very happy that the EU has proposed to grant Northern Lights with CEF-funding. This confirms Northern Lights’ role as key for reaching European climate policy objectives, including contributing to a climate-neutral economy by 2050”, says Børre Jacobsen, managing director of Northern Lights. “The CEF funding will be a positive contribution to

SHIPPING CAPACITY These two decisions have allowed the Northern Lights project to move forward with greater confidence. This past September, the Northern Lights consortium ordered its third CO2 carrier from Dalian Shipbuilding Offshore (DSOC), adding to the two already on order. All will have a cargo capacity of 7,500 m3, making them the largest dedicated carbon dioxide carriers in the world. The extension of the shipbuilding order followed on from the signing of commercial agreements with Ørsted and Yara for the transport and storage of carbon dioxide captured from their industrial plants. Since then, Northern Lights has added a fourth ship to its newbuilding programme under a timecharter agreement with Bernhard Schulte. This vessel will be a sister to the three already on order and will also be built by

dioxide to receive funding, three will help development of the necessary infrastructure to link carbon capture sites to terminal facilities in Dunkirk and Rotterdam, while €131m has been allocated to the Northern Lights initiative, a cross-border project linking CO2 capture initiatives in several EU member

Northern Lights’ work to further expand our storage site below the North Sea. We are now looking forward to entering into dialogue with the EU.” The announcement from the EU came the same week as more good news for Northern Lights, when the Norwegian Tax

DSOC, though it will be owned by Bernhard Schulte, which has many years of experience in the management of gas ships. “This deal marks another major milestone for us,” says Jacobsen. “CCS is a safe and efficient way to handle emissions and it is critical to meet climate targets. We are excited

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ENERGY SHIPPING 31

to see Bernhard Schulte now entering the liquid CO2 business, as strong partnerships are required to succeed. We have strong belief in the tripart collaboration between Northern Lights JV, DSOC and Bernhard Schulte.” “Ordering this vessel is an exciting step in the expansion of Bernhard Schulte’s fleet portfolio in an innovative future tanker segment,” adds Ian Beveridge, CEO of Bernhard Schulte. “We are looking forward to becoming part of Northern Lights’ industryleading project to provide CO2 transport and storage infrastructure.” The transport of CO2 in bulk by sea is a relatively new endeavour, although liquefied carbon dioxide can be handled relatively easily. In developing its fleet, Northern Lights has had to gauge the likely level of demand for shipping capacity and the size of ships that will be needed, as they will be calling at various ports in northern Europe to load CO2 captured by different customers. The semi-refrigerated design chosen features two cylindrical cargo tanks in a hull with an overall length of 130 metres; cargo will be transported at a maximum pressure of 19 bar and a minimum temperature of -35°C. In order to reduce the carbon footprint of its own shipping operations, Northern Lights plans to run the ships on LNG insofar as is possible. As a result, and in combination with other proven technologies, such as windassisted rotor sail and air lubrication, the ships will have a carbon footprint around 34 per cent lower than conventional ships running on marine fuel. According to a study completed last year, transport will account for 91 per cent of the CO2 emissions from the Northern Lights value chain, though the project should still manage a net abatement of 97.4 per cent.

(MoU) with Microsoft to optimise Northern Lights’ integrated cloud-based workflows. The collaboration is designed to contribute to the development of scalable and cost-efficient digital solutions for the emerging CCS industry. In the initial phases of the collaboration, SLB will extend its digital CCS workflows and numerical simulation systems on its Delfi™ digital platform, which was deployed to streamline the subsurface workflows of Northern Lights in 2022. “Digital workflows are a key component to successfully managing CO2 through the end-to-end value chain, from capture point to permanent storage. Northern Lights is very pleased to partner with industry leading tech companies, SLB and Microsoft, on the development of digital CCS solutions.” This is something that will have to continue if the CCS sector is to scale up at the pace needed. “In less than three decades, CCS must scale up by 100 to 200 times to have the expected impact on global net zero ambitions,” comments Trygve Randen, senior vice-president of digital products and solutions at SLB. “Digital solutions have a key role to play in enabling the necessary speed

and scale for CCS, and we are excited to work closely with Microsoft and the Northern Lights JV to facilitate the complex digitalisation of the CCS value chain.” Microsoft will deploy and extend its Microsoft Azure platform to ensure scalable cloud services that support Northern Lights’ business and the SLB digital CCS workflows. SLB and Microsoft are collaborating on the development of an Azure-compliant open-source data platform that will serve as the digital infrastructure for Northern Lights. Northern Lights was established as a joint venture by Equinor, TotalEnergies and Shell to accelerate the decarbonisation of industry. The development of the transport and storage facilities is on schedule and Northern Lights says it will be ready to receive and store CO2 from industrial emitters later this year. The first phase development has a storage capacity of 1.5m tonnes of CO2 per year. Northern Lights has further growth ambitions and aims to expand its storage capacity according to market development. norlights.com

GET DIGITAL Last month Northern Lights and SLB also signed a memorandum of understanding

 THERE ARE NOW FOUR INNOVATIVE GAS CARRIERS UNDER CONSTRUCTION TO HANDLE CARBON DIOXIDE CARGOES FOR THE NORTHERN LIGHTS PROJECT

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NEWS BULLETIN

NEW ENERGY

BOOST FOR AZANE AMMONIA BUNKERING

Yara Growth Ventures and Navigator Holdings have each taken a 14.5 per cent shareholding in Norway-based startup Azane Fuel Solutions, founded in 2020 by Econnect Energy and Amon Maritime to develop proprietary technology and services for handling ammonia as bunker fuel. Azane intends to build the world’s first ammonia bunkering network, with Yara Clean Ammonia already pre-ordering 15 units. The investment made by Yara and Navigator is expected to enable Azane to begin construction of its first bunkering unit for ammonia supply in Norway, aiming to kickstart the transition to zero-carbon fuels for maritime transport. “Currently ammonia fuel bunkering does not exist,” remarks Stian Nygaard, investment director at Yara Growth Ventures. “With this investment it is expected to become a reality in a year, starting in Scandinavia. This is anticipated to be a huge milestone for reducing emissions from the shipping industry. By enabling Azane to be the first mover on providing this key part of the infrastructure, our goal is to fill a gap in the ammonia chain needed for fuelling ships.” “Green ammonia is crucial to the future success of ccarbon-free shipping, and Azane is working to provide a solution to a clear and important gap in the ammonia fuel value chain. Global ammonia demand is expected to triple by 2050, with a significant part being for ship fuel,” adds Mads Peter Zacho,CEO of Navigator Holding. “In an increasingly strong regulatory environment towards greener fuels in the shipping industry, I am very pleased Navigator is not only making efforts to become a more sustainable business itself, but also investing in scale-ups that we believe can support and expedite the transition across our industry. We look forward to strengthening our

HCB MONTHLY | JANUARY 2024

working relationships with Yara and Azane through this partnership.” azanefs.com JAPANESE LINES LOOK TO HYDROGEN

Japan Suiso Energy ( JSE) and three Japanese shipping companies – K Line, MOL and NYK – have agreed to join JSE Ocean, a subsidiary of JSE in which it will continue to hold a 50.2 per cent equity. JSE Ocean was established in January 2023 to research the viability of shipping liquefied hydrogen, with the aim of developing a global liquefied hydrogen supply chain. JSE has already been working on a demonstration project with Iwatani and Eneos Corp to ship an initial 30,000 tpa green hydrogen from Australia to Japan. Japan’s Basic Hydrogen Strategy, revised by the Japanese government in June 2023, identifies hydrogen as an important alternative to fossil fuels as it targets decarbonisation. In the Strategy Japan commits to a target of 3m

tpa hydrogen by 2030, 12m tpa by 2040, and 20m tpa by 2050. www.japansuisoenergy.com EXMAR LEADS ON DUAL FUEL

Exmar LPG has confirmed that the two 46,000-m3 LPG/ammonia carriers it has ordered from Hyundai Mipo will be fitted with dual-fuel ammonia engines from Wärtsilä Gas Solutions. These will be the first ever oceangoing ships to be fitted with the engines. “As leading global transporters of ammonia, we are proud to be developing vessels with an operational carbon footprint reduction of 90 per cent, which significantly exceeds the IMO’s emissions reduction targets. This is possible thanks to the decades of experience of Exmar’s operational and technical teams, and the joint effort and contribution of all our project partners,” says Carl-Antoine Saverys, executive director of Exmar. Great attention has been paid to preserving

ENERGY SHIPPING 33

operational safety when introducing a toxic substance into the engineroom, Exmar says. A risk-based design appraisal conducted by classification society Lloyd’s Register, combined with input from Exmar’s seasoned crews and accepted by the flag state (Belgium), has been paramount during the process and will continue to guide further design enhancements. exmar.be PARTNERS IN METHANOL

Proman and Stena Bulk, which have been collaborating on the development of mediumrange methanol tankers, have formed a new joint venture, Low Emission Methanol Shipping Company (Lemsco), backed by ProMarine, an investment advisor focusing on financing the energy transition in the maritime sector. The new company has started with four existing methanol-fuelled vessels: Stena Pro Patria, Stena Pro Marine, Stena Promise and Stena Prosperous. “We are delighted to be launching Lemsco, which is pioneering in its efforts to address the air pollution and wider environmental concerns surrounding the maritime industry,” says David Cassidy, CEO of Proman and chairman of the board of ProMarine. “We all recognise that the transition to sustainable shipping requires significant capital investment. By providing an alternative financing mechanism, Lemsco plays a crucial role in bridging this gap and facilitating

the industry’s transition to lower emission fuels.” Debt financing to ProMarine has been provided by ABM Amro; it has been independently assessed against the LMA Green Loan Principles and designated a ‘Green Loan’ by DNV. “This transaction is the result of executing on our climate strategy to decarbonise the shipping sector whereby Lemsco is setting the example through the setup of a low emission fund,” says ABN Amro’s managing director Remco Jongkind. “ABN Amro is keen to continue its support for the growth of the low emission portfolio backed by two strong industry-leading sponsors.” Proman Stena Bulk has also held a naming ceremony for Stena Provident and Stena Progressive, the last two in a series of six methanol-fuelled newbuildings at Guangzhou Shipyard (GSI). The 49,990-dwt MR tankers are expected to a achieve a 15 per cent reduction in CO2 emissions on a tank-to-wake basis when running on methanol. The two ships are also the first in the joint fleet to have their cargo tanks coated with MarineLine, which will offer greater cargo flexibility during their employment under timecharter. www.proman.org www.stenabulk.com NGL TO PROVE CCUS SHIPPING

Nippon Gas Line has taken delivery of the CO2 demonstration ship Excool from

Mitsubishi Heavy Industries. The 1,450-m3 carrier will be used to carry liquefied carbon dioxide for Japan’s New Energy and Industrial Technology Development Organization (NEDO) in carbon capture, utilisation and storage (CCUS) projects. CCUS is regarded as an indispensable technology for achieving carbon neutrality in 2050, and the Japanese government and companies are preparing for it to become fully operational from 2030. In this demonstration project, Excool will be used to verify the techniques for transporting and handling liquefied CO2 in tanks under different transport conditions, with the aim of establishing optimal CO2 marine transport technology in terms of the environment, safety, and economic efficiency. ngl.co.jp VITOL’S CHEMSHIPS FOR BIOBUNKERS

Vitol is to add a series of IMO 2-rated bunker tankers in Singapore this year, with the first due to arrive in its V-Bunkers fleet in January. Vitol says that, at present, all tankers delivering bunker fuel in Singapore are oil tankers but these can only carry biofuels up to B25 blend; as the market demand – and Vitol’s supply – is moving to higher bio-concentrations, of up to B100 if customers ask for it, there is a need for chemical-class tankers to handle the new fuels. The new vessels can also be upgraded to handle methanol. “The delivery of specialist barges is an exciting development for Vitol and its sustainability offerings in Asia,” says Mike Muller, head of Vitol Asia. “As the shipping industry steps up its pursuit of decarbonisation solutions, barges that can deliver bunker fuel with a much higher concentration of biofuels represents a material step in the right direction.” Vitol quotes figures from the Maritime and Port Authority of Singapore (MPA) that show more than 50,000 tonnes of B24 bunkers were supplied in August alone and that, overall, sales are more than double those of last year. www.vitol.com

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connection in Gävle in February 2023 but without connecting the power. Since then, various improvements and adjustments have been made, both to the onshore facility and on board. “Now everything fell into place, and we were unloading completely without any auxiliary machines connected. If anything were to happen to the connection, we have batteries that kick in, ensuring that there is never a blackout on board,” says Knutsson. Chief engineer Robert Friborg adds: “It was a completely magical feeling at the moment when we switched to shore power. It felt like we were experiencing something groundbreaking.”

TERNTANK HAS COMPLETED what it says is the first ever tanker unloading operation using only shore power. The operation was carried out aboard the product tanker Tern Fors in Gävle harbour, just north of Stockholm, Sweden, in mid-November. The ship was plugged into the newly installed shore power connection for some three hours, consuming more than 1,400 kWh of electricity.

way in developing safety standards, with the ports of Gävle and Gothenburg working alongside the Swedish Transport Agency, classification societies, oil companies and shipping companies. Elsewhere, shore power for tankers for regular traffic is only available in one port in the US, Terntank says. During the connection, the crew on board Tern Fors had direct contact with technicians

LAND AND SEA The vessel connects the cable amidships. The connection points, both on board and ashore, are in specially adapted environments. On the dock, the cable is in a container with overpressure with air to prevent any gases from entering. The small connection house on board the vessel is then filled with nitrogen to ensure it is under 5 per cent oxygen so that nothing can explode if a spark occurs. Evaluations are now awaited from both the port and the shipping company before Tern Fors and its sister vessel Tern Island can connect again. “The next time we do it, it will probably go much smoother; now we know more about how the connection should be made and that it works as intended,” says Knutsson. Port of Gävle is also looking to decarbonising transport on the landward side, installing six new charging stations for electric trucks next to its main gates this past November. As many as 500 vehicles enter the port every day, most of them powered by fossil fuels. The port authority hopes that, by making electricity easily available, it can support haulage companies in their transition to alternative power sources. “As the Port of

The operation was the culmination of years of preparation by both Terntank and Port of Gävle. The use of shore power in energy ports is a complex issue, as there is a constant risk of explosion from a docked tanker pumping flammable products that can easily be ignited by electrical equipment. Sweden is leading the

from subcontractors in both Norway and China, while Port of Gävle had its electricians on site. “We did encounter some challenges during the day, but we solved the issues that arose, made some adjustments, and then it went as planned,” says Lennart Knutsson, the captain on board. Tern Fors tested the

Gävle is the largest logistics hub in Central Sweden, where shipping, rail and road meet, our goal is for this to have a great effect and contribute to the continued development of growing sustainably,” the port says. gavlehamn.se terntank.com

PLUG IN, TURN ON ELECTRIFICATION • SWEDEN IS LEADING THE WAY IN THE USE OF SHORE POWER FOR VESSELS CALLING AT ITS PORTS. TERNTANK HAS SHOWN THAT EVEN TANKERS CAN USE IT

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ENERGY SHIPPING 35

BACK TO BUILDING

using modern engine design, hull form optimisation, a wide range of energy saving devices, and shore power connection, with the additional benefit that they can also be converted for future battery and methanol propulsion. The new ships will have 30 stainless steel cargo tank segregations offering a wide range of cargo flexibility and reflecting the evolving needs of our customers. “Following our well-timed acquisitions of 10 secondhand ships since 2021, now is the right time to invest in newbuildings,” says Udo Lange, who joined Stolt-Nielsen Ltd as its new CEO on 1 September. “This deal positions Stolt Tankers for the future by improving flexibility and maintaining our fleet size as we retire older ships from our network between 2026 and 2030. It also reflects our strategy to add modern, fuel-efficient ships to our fleet to support our customers by improving our service offering and making their supply chains simpler and more sustainable.” Lange adds that the new ships will help Stolt Tankers meet its ambition to reduce its carbon intensity by 50 per cent from the 2008 baseline, and also help reduce its customers’ Scope 3 emissions.

STOLT-NIELSEN LTD HAS decided against embarking on a spin-off of its Stolt Tankers division through an initial public offering (IPO) and instead turned its attention to developing its chemical tanker fleet. In the latter part of 2023 it launched a new pool within the Stolt NYK Asia Pacific Services (SNAPS) joint venture with NYK, welcoming the participation of Eneos Ocean, which added two of its 12,000-dwt chemical tankers

flexibility while continuing to provide best-inclass environmental and safety standards,” says Lucas Vos, president of Stolt Tankers. “I am particularly pleased with this agreement as it expands Stolt Tankers’ presence in the region while expanding our tonnage partners in Japan,” Vos adds. “I would like to thank NYK and Eneos Ocean for their dedication to bringing this partnership to life, and the trust they have placed in us.”

BACKED BY PROFITS Stolt Tankers reported operating profit of $87.3m for its third quarter, to the end of August 2023, down 8.1 pre cent compared to the previous period on the back of seasonal weakening in spot freight rates but 42.9 per cent up on the previous year. Revenues for the first three quarters were more than double the figure for last year at $271.3m. “Stolt Tankers had another strong quarter, benefitting from firm contract freight rates and improved volumes overall. The spot market, which came off the peak early in the quarter, has now stabilised,” says Lange. “As we head into the contract renewal season, a low newbuild orderbook and indications that swing tonnage will move away from the

to the pool. “By adding tonnage from Eneos Ocean’s top-tier platform, Stolt Tankers and NYK have demonstrated their ability to generate value in a highly competitive market. We expect these two ships to enhance our overall service offering across Asia by increasing logistical

Stolt Tankers has also gone back to the yards for its first newbuilding contract in several years, ordering six 38,000-dwt stainless steel chemical parcel tankers from Wuhu Shipyard for delivery between 2026 and 2028, with options on six further vessels. The ships are designed to maximise fuel efficiency

chemical segment as the outlook for product tankers improves, provide a good foundation for steadily improving markets. We continue to remain optimistic that upcoming renewals will be made at strong rates. Our view into 2024 and beyond therefore remains positive.” www.stolt-nielsen.com

FLEETS • STOLT TANKERS IS GETTING READY TO RENEW ITS CHEMICAL TANKER FLEET AHEAD OF THE RETIREMENT OF OLDER VESSELS. STRONG RETURNS ARE HELPING IT TO INVEST

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NEWS BULLETIN

TANKER SHIPPING

STOLT ADDS A NEW COAT

Stolt Tankers has applied a novel hull coating to its 30,000-dwt chemical tanker Stolt Lotus, with the aim of generating fuel savings of between 5 and 7 per cent. The coating, X-GIT Fuel, has been developed by Graphene Innovation & Technologies (GIT) Coatings, which has already worked with Stolt Tankers to apply graphene coatings to the propellers of more than 40 ships. X-GIT Fuel is a hard foul release hull coating that creates an ultra-low friction surface to increase vessel performance, without the use of biocides, silicon oils or toxic components. Adopting this technology supports Stolt Tankers’ commitment to explore solutions that have the potential to enhance the efficiency of its fleet and reduce the impact of its operations on the environment. It also supports Stolt Tankers’ ambition to reduce its carbon intensity by 50 per cent (relative to the 2008 baseline) by 2030, and helps customers in reducing their Scope 3 emissions. “The collaboration with GIT Coatings is a great example of how innovation is helping the

maritime industry on its journey to a carbonfree future,” says Lucas Vos, president of Stolt Tankers. “Cutting-edge technology like this isn’t just about preventing wear and tear to our ships. The coating is a simple way we can help protect marine ecosystems, while maintaining operational efficiency.” Mo Al Germozi, CEO of GIT Coatings, adds: “This is a fantastic collaboration that speaks for itself. Stolt Tankers has so far coated the propellors on more than 40 ships and has now begun the process on its ship hulls. This helps both companies continue to deliver on their commitment to protecting the climate and the ocean, thanks to forward-looking partners like Stolt Tankers.” www.stolt-nielsen.com ODFJELL STAYS FIRM

Odfjell Tankers has reported third quarter timecharter equivalent earnings of $184m, barely changed from the previous period, with net income again flat at $52m. The quarter was unseasonably firm, the company says, with spot rates picking up after a soft end to the second

quarter; Odfjell also reports that 7 per cent of its contracts of affreightment (COAs) were renewed during the quarter at an average increase of 18 per cent, ahead of the peak renewal period in the fourth quarter. “Odfjell delivered yet another strong quarter in line with what we achieved in 2Q23. This came at the back of the traditionally slower summer months,” says CEO Harald Fotland. “Fourth quarter is historically a seasonally strong quarter, and we expect activity levels and freight rates to remain at healthy levels for the rest of the year. As we have more vessels than usual planned for dry docking in 4Q23, we will have slightly fewer commercial days. In sum, we expect our earnings to remain stable in 4Q23.” Meanwhile, Odfjell is returning to Japanese shipyards for its latest round of fleet renewal, once again in collaboration with its Japanese owner partners. Six stainless steel parcel tankers are to be ordered, two of 40,000 dwt and four of 25-26,000 dwt, for delivery between first half 2026 and first half 2027. Odfjell will take the newbuildings on timecharter, with purchase options. All six vessels will join Odfjell’s worldwide trades, employed either via timecharter or within pool arrangements. “This approach allows us to continue to deliver exceptional services to our customers and optimise our operations without compromising our commitment to sustainability. We introduce modern and sophisticated tonnage in a capital-efficient way,” says Fotland. “The collaboration between the shipbuilders, suppliers and our team has resulted in tailored vessels that are sustainable, efficient and cost-effective.” www.odfjell.com TUFTON PLANS MORE ACQUISITIONS

Stainless Tankers, Tufton Management’s chemical tanker operation, has agreed to acquire two 2005-built ‘J19’ stainless steel

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ENERGY SHIPPING 37

“As investors seek to navigate the unprecedented dynamics in today’s markets, the dislocations and opportunities in the international chemical shipping markets are well-suited to help investors take the helm,” adds Darrell Crate, managing principal of Easterly Asset Management. “Easterly MLEP is well positioned to continue helping our investors take advantage of the swelling imbalance between supply and demand in this market.” institutional.easterlyam.com TRISTAR ORDERS HYBRID BUNKER BARGE

tankers for a total of $27.0m. The company announced the deal along with its third-quarter financial results, which show net income of $1.9m. “We are very pleased to report a solid quarter and propose an increased dividend. We are excited by the positive momentum we see in the market with current Womar pool TCEs having strengthened to around $22,000/day,” says CEO Alex Karakassis. “We believe the timing of the acquisition of the two new vessels is ideal and expect the transaction to be earnings and dividend accretive from day one, as well as create value for our shareholders over the coming years.” stainlesstankers.com SEACON INTO CHEMSHIPS

Seacon Shipping, a Hong Kong-based shipowning group largely involved in the bulk carrier sector, has made its first investment in the chemical tanker sector, acquiring two 2012-built, 16,800-dwt units from Union Maritime. Seacon is paying $14m each for the tankers, Kenrick and Enford, which will then be chartered back to Union Maritime for at least two years. Seacon says the acquisition of the two tankers is in line with its ongoing strategy to expand and diversify its fleet. “The recent

geographical tension in the Middle East has driven the shipping demand for oil products,” it adds, noting also that it expects demand for chemical products to improve and drive demand for chemical logistics services. www.seacon.com MLEP STARTS ANOTHER TRANCHE

Maritime Logistics Equity Partners (MLEP), a dedicated fund of Easterly Asset Management, has launched its third chemical tanker investment tranche with the acquisition of two 25,400-dwt stainless steel vessels from Celsius Shipping, Celsius Eagle (2010) and Celsius Birdie (2009), now renamed Easterly Eagle and Easterly Birdie. As with all other MLEP vessels, the newly acquired tankers are trading through Womar pools. “The addition of Easterly Eagle and Easterly Birdie marks a significant step in expanding our investment strategy, acquiring high-quality second-hand chemical tankers at attractive entry prices through an off-market transaction,” says Michael Collins, managing director and global head of distribution for Easterly Asset Management. “With the launch of our third investment tranche, we plan to continue executing our strategy by acquiring up to eight more vessels.”

Tristar Group has signed an agreement with Turkey’s Akdeniz Shipyard to build a hybrid bunker barge for the UAE. Scheduled to be commissioned in the first quarter of 2025, the vessel will be positioned at Port of Fujairah. The 750-m3 capacity bunkering vessel is designed to house diesel generators as a backup to electric power. The barge will not have a conventional funnel and the deck space this saves will house the sizeable onboard battery. Generators, if run, will discharge flue gases under water so that greenhouse gas emissions into the atmosphere are greatly reduced. This innovative design and the vessel’s powertrain will lower carbon emissions significantly, especially when compared to conventional diesel propulsion. With wellplanned operations, it is expected that carbon emissions will be reduced by more than 50 per cent. “We are creating another opportunity to pioneer green technology in an environment that has been familiar and fruitful for us, for many years,” says Tristar Group CEO Eugene Mayne. “As a prominent player in the global maritime sector, it is obligatory for Tristar to be willing and able to take the first steps towards any feasible decarbonisation, and create sectoral change. As port infrastructure continues to develop in support of using electric barges for coastal operations, we are optimistic this bold move will encourage the local maritime industry to follow suit.” www.tristar-group.co

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GAS SHIPPING

SOLVANG, GUNVOR GO BIG

Solvang and Gunvor Group have formed a joint venture and placed an order for five very large gas carrier (VLGC) newbuildings with Hyundai Heavy Industries; delivery is scheduled from September 2026 to July 2027, at which point all five ships will go on long-term timecharter to Clearlake Shipping, Gunvor’s chartering arm. The new vessels will have capacity of 88,000 m3, which is the largest LPG load currently able to transit through the old Panama Canal, and the vessels will be the largest of the existing VLGCs in the Solvang Panamax fleet. “These Panamax VLGC newbuilds are a particular compromise between loading capacity, fuel consumption, operational speed and physical dimensions of the hull to pass through the canal locks. All these factors add up in the environmental performance of the ship,” says Solvang’s fleet director, Tor Øyvind Ask. “We went for a single liquid fuel system, one set of tanks, scrubber and EGR, ready to combine with shipboard carbon capture and storage (CCS),” he adds. The single fuel system with exhaust gas cleaning is suitable for both heavy fuel oil, low-sulphur fuel oil, marine gasoil, bio-fuels or e-fuels. “Gunvor’s partnership with Solvang demonstrates our commitment to investing in the future of shipping, with the latest, most environmentally responsible vessels,” says Frédéric Meeus, member of Gunvor’s Executive Committee and head of Naphtha & LPG. “This JV also underscores Gunvor’s expanding presence in the growing global LPG market.” solvangship.no EXPANDING WITH FORTITUDE

Petredec’s Fortitude Shipping subsidiary has ordered two-option-two 24,000-m3 ethylene/ ethane carriers at Nantong CIMC Sinopacific, with the firm orders due for delivery in March

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and July 2026. Petredec says the vessels will be built to Fortitude’s industry-leading specification with a higher cargo intake, a marked reduction in consumption and will be fitted with an exhaust gas cleaning system and a shaft generator. “Petredec is delighted to establish a relationship with CIMC SOE and to consolidate Fortitude’s leading market share by expanding its ethane/ethylene-capable fleet,” says Giles Fearn, CEO of Petredec. “The ethane/ethylene sector is well positioned to benefit from the favourable fundamental tailwinds of strong, visible export capacity expansion in the US Gulf Coast and restricted fleet growth over the next five years.” petredec.com PURUS INTO ETHANE

Purus, a clean energy specialist, has ordered two 98,000-m3 very large ethane carriers (VLECs)

from Hyundai Heavy Industries for delivery in 2026/27. The newbuildings will feature dual-fuel ethane-capable engines and optimised cargo handling systems to reduce CO2 and SOx emissions. On delivery, both ships will go directly onto long-term timecharters. Purus currently operates four 40,000-m3 gas ships built in 2022/23 by Hyundai Mipo, where it has another four 45,000-m3 ammonia-ready units on order. It also has four 180,000-m3 LNG carriers on order at Samsung Heavy Industries. www.purus.com AVANCE TAKES THE MONEY

Avance Gas has been completing its fleet renewal plans while taking advantage of very firm prices for secondhand VLGC tonnage. The company has, as expected, arranged the sale of its oldest VLGC, the 2008-built Venus Glory, following the completion of its latest

ENERGY SHIPPING 39

timecharter party at the end of 2023. Avance has agreed a $66m deal with an unidentified national oil company, which is expected to generate a book gain of some $27m once the transaction is closed, probably before the end of the first quarter. Øystein Kalleklev, CEO of Avance Gas, comments: “We are pleased to complete our fleet renewal program with the agreement to sell Venus Glory, which we have marketed for sale after completion of her two-year time charter. With the sale of Venus Glory, we have during the last two years sold all our five 2008- and 2009-built ships. At the same time, we have taken delivery of four new dual-fuel VLGCs as well as contracted four dual-fuel MGCs that can also ammonia in addition to LPG, for delivery in 2025 and 2026.” In addition, Avance Gas has arranged a resale deal involving two 91,000-m3 VLGCs on order at Hanwha Ocean for delivery in March and May 2024, from which it expects to net some $73m. The newbuildings were ordered in April 2021 for some $78m each, with another $3m paid to upgrade them to be ready to carry and burn ammonia. The buyer, as yet unidentified, will pay $240m for the pair on an ex-yard basis. “While we were looking forward to expanding and renewing our fleet with these two high spec newbuildings, our focus is maximising shareholder value,” says Kalleklev. “The transaction highlights the sharp positive shift in outlook for the VLGC market and this has enabled us to pocket a sizeable profit and thus take some money off the table in an improved market.” www.avancegas.com BW LPG RIDES THE TIDE

BW LPG recorded its strongest quarterly performance in the third period of 2023, with daily timecharter equivalent earnings reaching $63,100/day and utilisation hitting 99 per cent. The company reported net profit after tax of $122m on income of $195.4m. The Board has recommended an unusually high dividend payout amounting to $104.9m. The strong market resulted not least from the disruption to Panama Canal traffic, which

reduced effective capacity in the VLGC sector at a time of continued growth in North American LPG exports and demand in the Far East. High LPG inventories in China are starting to fall and there are ten new propane dehydrogenation plants due onstream in the near term. As a result, BW LPG believes the market will stay positive, if volatile, through 2024; VLGC supply is reasonable, despite the surge in newbuildings arriving in the fleet, and global LPG trade forecasts are positive. BW LPG took delivery of BW Kyoto in the fourth quarter, having declared a purchase option earlier in the year; the 2010-built VLGC has been committed on a six-year timecharter. The company has also agreed to sell the 2008-built BW Princess, with delivery in first quarter 2024, in a strong secondhand market that will generate a book gain of some $20m. Sinogas was also due to join the BW LPG pool before the end of 2023, entering its dual-fuel VLGC Gas Venus. www.bwlpg.com

BWEK GOES PRIVATE

BW Epic Kosan (BWEK) has been delisted from the Oslo Børs following a successful offer for its shares by Web Holding, a company established by J Lauritzen and the Lykiardopulo family. Odfjell, BW Group and other shareholders accepted the offer this past October, at which point Web Holding controlled 96.3 per cent of BWEK shares, allowing it to squeeze out the dissenting shareholders. Web Holdings’ largest shareholder is J Lauritzen, which already had a 31 per cent shareholding in BWEK, which was formed in 2021 on the merger of BW-owned Epic Gas with Lauritzen Kosan, at which time J Lauritzen had a 25 per cent interest. The company’s main shareholders are now J Lauritzen, the Lykiardopulo family and the BW Group. BW Epic Kosan owns and operates the world’s largest fleet of small gas carriers, controlling some 60 vessels. bwek.com

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LET’S GET ENGAGED

THE CURRENT PERCEPTION of the chemical industry is not one that necessarily sparks a great deal of enthusiasm or interest amongst potential recruits, whether that’s young people looking to start their careers or those with experience looking for a career move. Without addressing this issue, the future security of the industry’s workforce is in doubt whilst it also potentially misses out on the best talent. To counter this negative perception, there are a number of initiatives designed to

society, economy and in solving the complicated sustainability challenges we all face. One such initiative is the Future Council, established by the UK Chemical Business Association (CBA) in 2022 and comprising young people from a variety of backgrounds and roles across CBA membership. The Council aims to find new ways to raise awareness and encourage new talent into this exciting, vital industry.

widely recognised. With this in mind, the CBA Young Person’s Award has been established to celebrate the valuable contributions of employees under 30 in the chemical supply chain. People throughout the industry see the award, which also includes an invitation to the Future Council, as something for young people to aspire to and which can improve their career prospects and industry involvement. Other initiatives include CBA’s People & Skills Hub (PASH), which is working with stakeholders, including the UK government, education partners and CBA members, to highlight various career paths, training opportunities and support networks within the industry, and Generation Logistics, an industry-led campaign aimed at bringing industry together, shifting perceptions, and encouraging the next generation to seek opportunities in the logistics industry, of which the CBA is a leading supporter and partner.

challenge current attitudes and raise awareness of the numerous and exciting opportunities within the sector. These have targeted both the younger generation, alongside talent from other sectors, with the aim of showcasing the chemical supply chain and highlighting the vital role it plays in our

SHIFTING PERCEPTIONS An important way to make young employees feel valued and to promote the excellent work they do is to recognise them for their achievements. This has an even greater impact on industry perception when these are

Launched in August 2022, by the end of September Generation Logistics had created 832 million opportunities to be seen, 789,000 visits to its website and over 3.7 million hits on its social media channels and created over 300 Ambassadors around the UK. Emulating Generation Logistics’ success,

TALENT • LIKE MANY OTHER SECTORS, THE CHEMICAL INDUSTRY IS FINDING IT HARDER TO RECRUIT AND RETAIN THE TALENT IT NEEDS. TIM DOGGETT, CEO OF CBA, DISCUSSES HOW TO MAKE THE SECTOR MORE APPEALING

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CBA is launching its own Generation STEAM, which adds the letter A to the traditional STEM focus, with A standing for Arts, or indeed other words such as Ability, Attitude or Ambition. This reflects the need for creativity and innovation within the chemical supply chain and to attracts a broader spectrum of talent that the industry needs in today’s world, especially as AI continues to rapidly evolve and expand. CBA has partnered with STEM Learning to create and develop a STEAM Ambassador programme with several already qualified in 2023, and ambitions to train another 100 during 2024. These varied investments in programmes that engage and inspire young people, as well as emerging talent with the chemical supply chain, are invaluable, and have already inspired an immense wave of fresh engagement with the chemical supply chain and the varied roles available within it. In order to continue capitalising on this new and keen interest, further engagement and promotion of these initiatives by key players throughout the chemical industry is essential. CHANGE FROM WITHIN Attracting and developing staff will also require further action from within. With regard to development, if businesses are to be successful in bridging the skills gap, they must recognise that their workforce is one of their most valuable assets and invest in their future by providing the right mentoring and training. Indeed, it is only by providing opportunities for skills programmes, vocational training and career-long learning that high-priority skills can be developed. A workforce that feels valued and supported and where people have clear career progression plans is much more likely to stay within the industry while more experienced and better-trained staff are retained through better promotion and upskilling opportunities. However, there are other criteria that today’s

developing policies and procedures to ensure that recruitment, training and promotion opportunities are accessible to all and that workplace environments are inclusive, equitable, diverse and legally responsible. While there is always more that can be done and perhaps this still needs to be better promoted, it is likely to have a positive impact on recruitment and retention going forward. Sustainability is another area that impacts recruitment, with many people now refusing to accept job offers from companies that are not actively working towards it. It doesn’t help that even the term ‘chemical industry’ can conjure up misconceived notions of environmental damage. This is a long way from the truth; the chemical supply chain has a deep-rooted commitment to net zero and has long been implementing strategies to become more sustainable, such as the Responsible Care programme, a voluntary initiative whose ethical framework ensures companies from around the world handle chemicals in a safe and sustainable way. As for the key issue of decarbonisation, the industry is working hard to reduce its energy consumption and develop new sustainable solutions. A vital part of that process is its

certified Carbon Literacy training, which enables participants to become carbon literate and make better decisions to reduce their carbon footprints. Many individuals from across the CBA membership have already completed this voluntary training, with ongoing demand for sessions – further proving the value of targeted investment in training and outreach campaigns for the sector. This ongoing engagement and dedication to upskilling the current workforce is a huge factor in consistent staff retention, reflected in the low staff turnover rates from across the chemical supply chain. Just like the environment, the chemical industry also needs sustainable safeguarding to ensure it has a skilled workforce for the future. As a sector which provides inputs into virtually all global manufacturing, the recruitment and retention of talented staff is critical. To ensure this happens, the industry must be perceived as being attractive, ethical and having development opportunities. Putting this in place requires the commitment of every stakeholder right across the industry. www.chemical.org.uk

socially conscious recruits also consider when choosing where to work. These include the employer’s approach to issues such as sustainability, equality and diversity. The good news for the chemical industry is that it has become a leader in championing these values. Today, companies across the sector are

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AUTONOMOUS INTELLIGENCE

BRENNTAG HAS AGREED to acquire Solventis Group, a UK-headquartered distributor of chemicals and ingredients that also has a major chemicals hub in Antwerp. Solventis was set up in 2002 to specialise in the distribution of glycols and solvents and, by 2022, was generating annual sales of more than €300m through its Solventis Solutions, Solvenox, Kilfrost Europe, Antwerp Distillation and other operating companies. “Our global network of suppliers and customers stands to gain significant advantages from Brenntag’s extensive global reach and diverse product and service portfolio,” says David Lubbock, owner and CEO of the Solventis Group. “We eagerly look forward to becoming part of the expanding Brenntag Essentials platform, offering our extensive product range encompassing

service operations with regional sourcing and supply chain services, and global sourcing. Solventis Group is a highly compatible fit to our strategy, adding tollgate capabilities and volume optionality via their Antwerp state-ofthe-art site to our regional capacities, while opening interregional optimisation potential. The acquisition will support our integration with increasingly global supply markets while strengthening our regional market position and customer proximity in EMEA.” Terms of the deal, which is not yet finalised, are not being disclosed. Subject to the usual conditions, it is expected to close in the second quarter. MORE FOR INDUSTRY Brenntag has also opened a new state-of-theart warehouse facility in the Philippines,

storage and distribution of a diverse range of chemicals and ingredients. Paulo Ocampo, managing director of Brenntag Philippines, says: “We are very excited about this new warehouse facility as it enables us to provide better value to our customers and supplier partners. With our innovation and application centres for different industries, we continue to provide technical application expertise and, at the same time, will be able to host workshops for customers, suppliers and our own commercial teams. This will certainly support the growth we anticipate and diligently work towards in the Philippine market.” These moves followed swiftly after Brenntag’s announcement of its strategy to 2027, under which it will aim to transform its Brenntag Essentials and Brenntag Specialties units into autonomous and independent global divisions with full business autonomy, supported by a lean corporate office. This will involved further operational and legal disentanglement over the near terms. This is a concrete outcome of Brenntag’s ‘Advanced Operating Model’, announced this past July and going live this month. Commenting on the changes, CEO Christian Kohlpaintner says: “The advanced operating models of our two divisions are testament to Brenntag’s determination to reflect the true nature of our business environment and our

glycols, solvents, and automotive products, including coolants, antifreeze, brake fluids and de-icing fluids, to a broader customer base worldwide.” Ewout van Jarwaarde, CEO of Brenntag Essentials, comments: “Brenntag Essentials combines a cost-efficient network of last mile

Located in Mamplasan, some 16 km from the Brenntag office in Alabang, the 4,000-m2 unit will improve accessibility for the company’s customers. It offers 4,000 pallet positions, of which 500 are located in a temperaturecontrolled room and 500 in the dangerous goods area, and will serve as a hub for the

willingness to transform. Our customers and suppliers have already sorted themselves into the Specialties and the Industrial world. Our two autonomous and independent divisions will bring us even closer to market developments and our customer and supplier needs.” corporate.brenntag.com

GROWTH • BRENNTAG ENDED 2023 ON A POSITIVE NOTE, LINING UP A MAJOR ACQUISITION IN EUROPE AND ADDING TO ITS WAREHOUSING CAPABILITIES IN SOUTH-EAST ASIA

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NEWS BULLETIN

CHEMICAL DISTRIBUTION

BIESTERFELD BUILDS IN INDIA

Biesterfeld Spezialchemie is in the process of establishing a joint venture in India with its long-term partner Kersi Tangri, owner of Hildose Pharmaspecialties. A new company, Biesterfeld Hildose Specialty Chemicals, has been set up in Mumbai, with Biesterfeld taking a 51 per cent shareholding. “India is an enormously attractive market beyond our first focus areas in the pharmaceutical and healthcare sectors, and offers great potential as part of our geo expansion,” says Stephan Glander, CEO of the Biesterfeld Group. “I am very pleased that we are now taking our long-standing partnership with Kersi Tangri to a new level by founding a joint venture. I am very much looking forward to a continued close and trustful cooperation.” www.biesterfeld.com IMCD INTO CHINA LUBES

IMCD China has moved into the lubricants sector with the acquisition of Guangzhou RBD Chemical. “The lubricants industry stands as the last missing piece in our business diversification within the Chinese industrial market, solidifying our presence across all major sectors,” says Joe Cao, commercial director of IMCD China. “I hope RBD’s 20 years of comprehensive resources can swiftly integrate into IMCD’s global business model, enhancing its commercial and operational strength in China’s lubricant industry,” adds Mr Xiang, president of RBD. “This acquisition symbolises a new journey, a catalyst for the joint development of both parties and support for IMCD in achieving more in the Chinese market.” RBD was founded in 2004 and currently has 12 employees. Last year it generated revenues of some RMB 75m (c €10m). The transaction is expected to close in the first quarter of 2024. www.imcdgroup.com

AZELIS BUYS TWO

Azelis has agreed to acquire Istanbul-based Oktrade Kimya Sanayi ve Ticaret, a distributor of specialty care ingredients to the Turkish personal care market. The move will, Azelis says, strengthen its lateral value chain in what it sees as a fast-growing market. Oktrade was founded in 2017 and has built a strong portfolio and solid technical expertise, Azelis says. The deal will bring with it an application laboratory, further supporting Azelis’ operations in Turkey. “We are excited to welcome Oktrade to the Azelis family. Our combined strength not only broadens our product offerings but also reinforces our capability to continue delivering the highest level of service and technical expertise to our customers,” says Burcu Gezegen, managing director of Azelis Türkiye. “This transaction is another illustration of our commitment to have the most complete lateral value chain for the end markets we serve, allowing us to be the reference innovation solutions in our industry.” Azelis has also agreed to acquire Localpack, a specialty chemical distributor active in both the life sciences and industrial chemicals segments in Colombia. The deal represents a strategic expansion of Azelis’ footprint, consistent with its growth objectives in the region. Localpack

has a staff of 27 and operates an application laboratory near Medellin. Its long-standing relationships with global and regional principals and the technical product expertise that it has built over the years will expand Azelis’ lateral value chain across Latin America. “The acquisition of Localpack brings Azelis a partner with a strong product portfolio and performance track record in Colombia,” says Todd Cottrell, CEO of Azelis Americas. “This transaction expands our customer base and relationships with key principal partners who are aligned with our strategic vision for the region. The Localpack team shares our commitment to innovation, and we look forward to continuing towards our goal of becoming the preeminent provider of innovation and solutions for our customers and principals in Latin America.” www.azelis.com BARENTZ BUYS RADIAN

Barentz International has acquired Radian Chemical Products, an India-based specialty solutions provider active primarily in colour cosmetics and personal care products. “The strategic move strengthens Barentz India’s position as a key player in these markets and reinforces its commitment to providing innovative solutions, technical expertise, and an even more innovative range of ingredients to principals and customers in India,” the company states. “We are excited to join forces with Radian,” comments Peter Boone, CEO of Barentz. “The acquisition aligns with our vision to be at the forefront of delivering high quality ingredients and solutions for personal care. It benefits our principals and customers by providing access to a broader portfolio of solutions and a deeper pool of expertise. Together, we aim to enhance our offerings and better serve the dynamic needs of the Indian market and beyond.” www.barentz.com

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TANKS & LOGISTICS 45

READY FOR THE ROAD

SUTTONS INTERNATIONAL HAS launched a ground-breaking domestic trucking service in China, officially authorised for the transport of all dangerous goods except Classes 1 and 7. Suttons China has acquired 10 new Sitrak tractors, which comply with China’s VI emission standards, and 12 container trailers, all equipped with real-time tracking systems for enhanced security. Suttons China has implemented a rigorous two-week training programme and assessment for all drivers and their escorts. On successful completion, each participant will be awarded the ‘Suttons Driver Passport,’ a certification encompassing vital skills such as PPE usage, emergency procedures, defensive driving, liquid chemical loading and unloading, security protocols, fatigue risk awareness, rollover avoidance, pre-use

business,” says John Sutton, group CEO. “With a commitment to reliability, value and service, we aim to redefine the landscape and set new benchmarks for safety and efficiency. The ‘Suttons Driver Passport’ initiative underscores our dedication to excellence, ensuring our team is equipped with the highest level of skills and awareness. We look forward to contributing to the industry’s growth and success in China.” GAS AND BITUMEN Closer to home, Suttons Tankers has added ten new ‘pintle’ trailers to its fleet as part of its long-term partnership with BOC for the distribution of gas cylinders. The new pintle trailers, designed by Tiger Trailers, feature better positioning of the ADR marker boards, which removes risk of them snagging on the

removing and placing in the storage position. “The safety of our drivers at Suttons is always at the forefront of our decisions,” the company says. “That’s why we took feedback from our driver workforce and worked with BOC and Tiger Trailers on rolling out these new and improved safety features. With the new trailers coming into the operation, Suttons looks forward to supporting the drivers on the BOC contract to continue to deliver this essential product in the safest possible manner.” Illustrating the breadth of Suttons’ capabilities in the UK, the company also reports on a successful contract with Kier Highways Solutions covering the transport of bitumen emulsion during an eight-week campaign in the summer of 2023. Suttons was able to support Kier thanks to its nationwide depot network, large fleet and cross-trained pool of highly skilled drivers. The experienced operations team provided a consultative approach when it came to understanding the operation and best supporting Kier’s own drivers. “By working with Suttons, we have benefited from enhanced flexibility to manage the peaks and troughs of emulsion demand,” says Lee Draper, general manager of Kier Transportation. “Transporting emulsion from

vehicle checks, product awareness, slowspeed manoeuvring, safety-related policies, and customer care. “The launch of Suttons Tankers China, our domestic trucking service designed to elevate chemical logistics standards in the region, marks a significant milestone for our

service lines. The headboard marker lights have also been repositioned on these trailers, removing the mirror’s reflection. There is a new storage solution on the centre aisle gate which removes the need for straps to be used for securing the gate when not in use, as well as removing the need to lift and twist the gate when

Wymondham Plant, our bituminous materials production facility in Norfolk, to locations across the UK requires extensive stakeholder engagement and planning. Suttons has proved a valuable, collaborative partner, to deliver a seamless, high-quality service for our clients.” www.suttonsgroup.com

EXPANSION • THE SUTTONS GROUP HAS MANAGED TO SET UP A DEDICATED DOMESTIC ROAD TRANSPORT SUBSIDIARY IN CHINA, WHILE ALSO KEEPING CUSTOMERS HAPPY IN ITS HOME MARKET

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transportation segments. As a key technology partner, Nexxiot is proud to be accompanying global market leader Knorr-Bremse on this pioneering journey.”

NEXXIOT AND INTERMODAL Telematics (IMT), two of the leading developers and suppliers of software and systems for tracking and monitoring unaccompanied goods in transit, have both recently announced major projects in the rail sector. Both initiatives seek to drive forward digitalisation in rail transport, in order to both improve efficiency in carrying capacity and customer service and to provide shippers with greater visibility of their consignments. Nexxiot has teamed up with Knorr-Bremse to launch a suite of smart products and

offering a wider range of other systems for rail and commercial vehicles, sees the application of digitalised systems as the key to achieving market growth. “The rail industry is asking for solutions that will enhance cost efficiency, operational efficiency and reliability. Digitalisation and data management technologies offer enormous opportunities in this respect,” says Dr Nicolas Lange, member of Knorr-Bremse’s executive board. “With the smart solutions we’re presenting with Nexxiot, we’re creating a new level of connectivity for our braking and

THREE PILLARS The partners have combined Knorr-Bremse’s systems expertise with Nexxiot’s proven competence in IoT. The innovative workflow, which involves collecting operating data, transferring it to the cloud and turning it into useful knowledge, is based on three products: • Knorr-Bremse Node: The adapter is connected to the control units of systems such as braking, entrance, climate control and coupling systems, where it gathers data on parameters such as noise, geolocation, temperature, energy consumption, and shocks or vibrations. Each Knorr-Bremse Node then sends the data by Bluetooth to the second new piece of hardware, the Knorr-Bremse Hub. • Knorr-Bremse Hub: The Hub aggregates the data streams from the Nodes attached to the various system controllers and sends them to the Nexxiot Cloud via the cellular network (in the future, via the rail vehicle’s own bus). Thus the Knorr-Bremse Hub acts as the gateway between data nodes and the cloud. • Cloud services: Artificial intelligence and algorithms are used to analyse the data streams and turn them into specific insights. Customers can call up information on the location, condition, performance, maintenance requirements and potentially imminent malfunctions of vehicle systems and components via user-friendly dashboards, allowing them to more efficiently plan the operation and management of their train fleets. “In less than 18 months, our focused collaboration with Nexxiot has seen the development of market-ready products for

associated cloud services that will be rolled out this year for outfitting and retrofitting of both passenger and freight trains. Key projects are already underway with customers in the UK and US, Knorr-Bremse reports. The Germany-based company, originally specialising in braking systems but now

other systems that will help our customers to improve the productivity, availability and punctuality of their rail services.” Stefan Kalmund, CEO of Nexxiot, adds: “Our partnership will help the industry to achieve the levels of efficiency and reliability that are already taken for granted in other

outfitting new train fleets and retrofitting existing fleets,” explains Dr Maximilian Eichhorn, vice-president of digital products at Knorr-Bremse. “Among other things, we’ll be able to leverage the potential of real-time operating data to make precise statements about the condition, performance and

CATCH THAT TRAIN DIGITALISATION • GROWING AWARENESS OF THE BENEFITS OF VISIBILITY IN RAIL LOGISTICS HAVE PROMPTED TWO SIGNIFICANT DEVELOPMENTS RESTING ON INDUSTRY-LEADING SOFTWARE

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maintenance requirements of our systems. This means more trains on tracks and fewer trains in workshops – a major benefit for our customers.” That collaboration began in May 2022, when Knorr-Bremse invested some €60m to acquire a strategic minority stake in Nexxiot. READY TO ROLL Knorr-Bremse sees the large number of its systems already installed worldwide as offering “huge business potential”. More than 130,000 units of its CubeControl brake control system are currently in operation, as well as more than 100,000 climate control systems produced by its Merak brand. A significant proportion of these systems can be upgraded with the new digital solutions. Knorr-Bremse will start rolling out the products in 2024, creating the basis for a range of digital business models. Alongside the KnorrBremse Node and Knorr-Bremse Hub hardware, customers will benefit from scalable data services enabled by the Nexxiot Cloud ecosystem. These will be provided via subscription models (software as a service) charging a monthly fee, or via pay-per-use models. The new technology is already being used in several customer projects involving predictive maintenance. Examples include the data interface between hardware and the Nexxiot Cloud, currently in use by rail freight operator VTG in the UK. Starting in 2024, 50 freight cars will be equipped with the technology. New York Air Brake (NYAB), Knorr-Bremse’s rail freight subsidiary in the US, has partnered with local customers to install Knorr-Bremse Nodes in brake control systems on freight trains, enabling them to communicate with pre-installed Nexxiot technology. These projects underscore both the innovative character and market maturity of the solutions, customised versions of which will be available this year.

information to railcar and tank container owners and operators, allowing them to turn rail cargo into smart, connected assets. The service will include sensors, gateways, wireless communications and analytics. The technology will be offered for retrofit on existing fleets and also will make Wabtec’s current railcar components smarter by integrating solutions right from production. The new offering will include a comprehensive suite of solutions that track real-time location and monitor key attributes such as handbrakes, hatches, doors, and loaded/unloaded status for railcars, as well as cargo temperature and pressure for tank containers. “The rail industry is on the verge of a new era where the use of real-time data about the status and condition of cargo will be transformative to the customer experience and supply chain efficiency,” says Nalin Jain, group president of digital intelligence at Wabtec. “Telematics builds on Wabtec’s rich history serving the freight car markets with

next-generation solutions. Our innovative solutions will improve shipment visibility, increase on-time performance, and expand asset utilisation to make shipping freight by rail more competitive.” “This collaboration marks a significant milestone for Intermodal Telematics, as we join forces with the industry powerhouse to deliver cutting-edge telematics solutions,” adds Dethmer Drenth, founder and managing director of IMT. “By combining Wabtec’s extensive market expertise with our innovative technology, we will provide Wabtec’s customers with not just data, but with actionable intelligence in order to revolutionise the rail industry’s approach to monitoring, efficiency and safety. This collaboration leads us into a future where predictive analytics and machine learning will redefine the dynamics of rail operations.“ www.intermodaltelematics.com www.knorr-bremse.com www.nexxiot.com www.wabteccorp.com

WABTEC AND IMT Also looking at the US market is IMT, which has teamed up with Wabtec Corporation to offer a wide-ranging telematics solution to the rail sector in North America and certain other heavy freight markets. Wabtec’s new railcar telematics platform will deliver real-time

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NEWS BULLETIN

TANKS & LOGISTICS

ANTWERP BUNDLES RAIL CAPACITY

Railport has announced the result of its tender process for the bundling of single wagon loads in the Antwerp port area. The port, in a joint project with the Belgian chemical trade association essenscia and other expert parties, established Railport in order to improve the efficiency of single wagon shipments by organising first- and last-mile movements within the port area (below). Railport was faced with a highly fragmented picture, with a wide range of operators, customers, bottlenecks and rail wagons. This led to unnecessarily high costs and a negative impact on the environment. Railport divided the port into zones, based on consolidated volumes and operational optimisation, and issued tenders for the first- and last-mile in each zone. It has now awarded freight contracts to operators such as Lineas, Railtraxx and DB Cargo, leaving it up to each shippers to enter into agreement with the necessary operator,

which will offer their services in a neutral manner. The system went live on 1 January. “Although this was not an easy exercise, we are extremely happy with the result and with the huge support and backing from the industry and freight payers,” says Nils van Vliet, CEO of Railport. “Without their support we would not have succeeded. The project shows that together we can effectively change things by joining forces. Moreover, the project does not stop here. Railport will continue to monitor quality, organise area meetings to increase efficiency and take the necessary initiatives to accelerate the digitalisation exercise that has already started. We look to the future with hope.” www.portofantwerpbruges.com WIBAX AIMS FOR ALL-ELECTRIC TRUCKING

Wibax Logistics and Scania Finland have agreed the delivery of the first all-electric

heavy-duty truck for Wibax’s tanker operations. On handover of the truck in spring 2024, Wibax will be the first company in Finland to provide tanker transport with a 64-tonne all-electric combination. “New advanced battery technology and series production of HGVs are already making it possible to transport loads with a total weight of up to 64 tonnes,” says Scania salesman Jussi-Pekka Huotila. “This solution was also made possible by careful calculation and route simulation. Scania’s design tools for the specification of electric vehicles ensure that the right vehicle solution can be delivered to the customer that best fits their business needs.” “We have set an ambitious target to move to an all-electric transport fleet by 2030,” says Olli Paasio, CEO of Wibax Logistics Oy. “Simply switching to electric vehicles is not enough for us, we also want the electricity our cars use to be generated by us. In addition to electric transport, we will be switching to renewable energy at our terminals by the middle of the decade.” Wibax and Scania undertook a pilot project last year to establish the viability of all-electric HGV transport, which has given both parties confidence. “Cooperation with Scania has been essential to make this investment possible,” Paasio adds. “By designing together, we were able to find a solution that works for us and helps us develop our business. We want to enable our customers to become more sustainable and environmentally friendly. We create Good Chemistry!” www.wibax.com BROEKMAN IN TRES PARTES

Broekman Logistics has undergone a restructuring and rebranding, focusing on three areas: machinery, industrial and chemicals. Broekman aims to build on its existing expertise as an end-to-end supply chain specialist in these markets and to develop

HCB MONTHLY | JANUARY 2024

TANKS & LOGISTICS 49

value-added services on a global scale. Broekman’s revamped website features the three specialty brands, with a full explanation of its logistics services and value-added offerings. “We have shown in recent years that we can provide highly efficient and successful logistics operations for our long-term partners in the Machinery, Industrial and Chemicals markets,” says CEO Rik Pek. “Our customer base in these segments is constantly growing. Especially amongst companies that for the first time outsource their logistics, we are seen as the specialist. We will further invest in a wide range of assembly and technical services. Our successful forwarding and shipping division enables an end-to-end delivery.” Global commercial director Rutger Bonsel adds: “In-depth market research and interviews with dozens of companies in these sectors confirmed us that clients mainly want to do business with an integrated supply chain specialist with profound experience in their market. Then they have come to the right partner, to us. We combine our personal touch with digital services. Despite our continued investments in automation, in the digital future it will be our people who will continue to make the difference”. www.broekmanlogistics.com DACHSER TAKES CHARGE

Dachser has taken full control of its former joint venture in South Africa, acquiring the 30 per cent of the operation still owned by the family firm Jonen Freight. Detlev Duve, son of the founder of Jonen Freight, will remain with Dachser South Africa as managing director. With locations in Johannesburg, Durban, Port Elizabeth and Cape Town, Dachser South Africa is part of the group’s global air and sea freight network but it also has a regional road transport operation focusing on customers in the chemicals, agriculture and mining sectors. “Our joint venture in South Africa is a success story,” says Edoardo Podestà, COO Air & Sea Logistics at Dachser. “Detlev Duve and his experienced team understand the requirements of the markets in Southern Africa

very well. They have also developed the company into a cornerstone in our global network. We look forward to continuing the Dachser South Africa growth story together.” www.dachser.com VDB’S NEW MAN IN SPAIN

Van den Bosch has appointed Alberto Ramirez (above) as the new general manager of its Iberia division, which was formerly TCS Trans. Ramírez will take over from brothers Juan and Eduardo Castellet San Miguel, who stayed on to manage the firm following its takeover by Van den Bosch; the Castellet San Miguel family will, though, remain involved. “With the appointment of Alberto Ramírez, we have succeeded in bringing on board an experienced manager with strong leadership qualities and good familiarity with the Spanish market,” says Rico Daandels, CEO of Van den Bosch. “With his commercial and operational experience, Alberto is adept at building our intermodal business. He has been able to build high-quality customer propositions in chemical product transportation. We are convinced that Alberto, with his proven track record, is

particularly well equipped to lead Van den Bosch Iberia to the next phase.” www.vandenbosch.com UPT CLOSES PATRIOT DEAL

United Petroleum Transports (UPT) has closed its previously announced acquisition of Patriot Transportation and its wholly owned subsidiary Florida Rock and Tank Lines. Patriot has now been delisted from the NASDAQ Global Select Market. “We are extremely grateful for all the work performed by so many individuals who made this transaction possible,” says Matt Herndon, UPT’s president/CEO. “Since the initial announcement, Florida Rock’s team has effectively collaborated with UPT in planning to enhance operational outcomes with a shared goal of increasing profitability and service to customers.” The combined entity is one of the ten largest bulk tank carrier companies in the US, with operations now stretching from Arizona to Florida; it has more than 1,000 professional drivers and 30 terminals. drive4upt.com

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GAUGING SUSTAINABILITY CONFERENCE REPORT • AFTER A FIVE-YEAR HIATUS, INDUSTRIAL PACKAGING SPECIALISTS HAD PLENTY TO TALK ABOUT AT THE IIPC GATHERING IN GHENT THIS PAST SEPTEMBER THE INTERNATIONAL INDUSTRIAL Packaging Conference (IIPC) normally takes place every three years, traversing the globe from the US to Japan and on to Europe. It was Europe’s turn to host the conference in 2021 but, due to travel and meeting restrictions imposed by the Covid pandemic, it was only in September 2023 that delegates could gather in person in Ghent, Belgium. There was clearly plenty of pent-up demand for the conference, which was very well attended,

those regulatory developments, as well as other presentations giving a picture of the state of the industrial packaging manufacturing and reconditioning sectors in the three main markets, as well as in South Africa and India. But other presentations discussed what the chemical industry is looking for from its packaging suppliers and how that can fit in with the overall demand for greater sustainability.

though the threats posed by potential regulatory action in both the US and EU that could yet have a profound impact on the reconditioning sector were another driver for attendance. HCB has already reported on those discussions – often quite lively – dealing with

WHAT INDUSTRY NEEDS IIPC may have been held in Belgium, which is a major focus of chemical supply chains in northern Europe, but it is Germany that is home to the largest single slice of the European chemical industry, so it was appropriate that the organisers had secured

HCB MONTHLY | JANUARY 2024

Sonia Meczynska, policy officer on packaging at the German Chemical Industry Association (VCI) to speak about the chemical industry’s vision for industrial packaging. Packaging producers, just like their chemical industry customers, are faced with some challenging trends, Meczynska began – economic and population growth, the growing focus on sustainability and circularity, developing packaging technologies, and new and diverse regulatory requirements. The chemical industry at large is doing its best to prove that it can be a tool in finding solutions to sustainability needs, rather than a contributor to the problems. But, Meczynska said, there is a general lack of high quality recyclates suitable for use in chemical packaging, given the limits on contamination in the polymers used, which is also impacting the ability of medical equipment and dangerous goods packaging to contribute to the sustainability drive. The chemical industry, partly through bodies such as the European Chemical Industry Council (Cefic), is seeking ways to promote chemical recycling; however, there is a need for a regulatory framework to support technology and innovations that will encourage the recycling of plastics waste. This is, Meczynska said, the “missing piece” in the search for circularity in the industry. The new EU Packaging and Packaging Waste Regulation (PPWR), as described earlier in the conference (HCB November 2023, page 52), is problematic in its current draft, industry feels. It includes unjustified general requirements and lacks a robust impact assessment. Other regulatory threats are being posed by ongoing proposals to expand the reach of REACH, the EU’s regulation on the Registration, Evaulation, Authorisation and Restriction of Chemicals. Imposition of blanket bans on groups of substances – with per- and polyfluoroalkyl substances (PFAS) the current target – are no solution, Meczynska said. Such proposals are often lacking in detailed assessment, can create double regulation alongside other ongoing developments, and do not fully recognise that, for many industrial applications, there is no substitute. Indeed, Meczynska said, the chemical

INDUSTRIAL PACKAGING 51

industry is facing a lot of new regulation at once, which will bring high bureaucratic burdens and costs, threatening to squeeze out those innovative technologies that will be vital in the search for sustainability. In fact, the current political situation is actively slowing innovation, at a time when industry is facing increasing energy costs, a lack of skilled workers and the risk that the industry will migrate away from Europe to regions where business conditions are more welcoming. WHAT SOLVAY WANTS More detail on what industry expects of its packaging partners was provided by Michel Liessens of Solvay’s global packaging and inland logistics procurement division, EMEA. He began by setting out Solvay’s target of reducing Scope 3 CO2 emissions by 24 per cent by 2030 (compared to 2018) and of reaching a 15 per cent reduction in emissions from worldwide upstream activities, including packaging. In terms of global packaging procurement, that will mean integrating circular economic principles. “We want to turn our ambition into concrete

actions by moving away from linear make-usewaste models,” Liessens explained. This can be done by combining demand management (reducing the use of packaging when possible) with sustainable solutions (moving towards packaging designed for recycling and using more packaging made from sustainable raw materials) and partnering with other players in the chain to increase circularity, particularly in respect of collection, reuse and recycling of used packagings. Solvay’s aim is to reach an holistic strategy approach for all packaging commodities by 2025. That tight deadline means that Solvay will have to set detailed targets with clear milestones and structured governance. In fact, many work items are already well underway, with CO2 emission targets set for rigid packagings (steel and plastics drums, composite IBCs), flexible packagings (sacks and flexible IBCs), pallets (wood and plastics) and fibreboard and paper bags. Of these, rigid and flexible packagings are priority areas, as they involve the highest current level of emissions. In practical terms, Solvay is promoting the

use of bulk transport wherever possible and, in general, a shift towards larger packagings (drums instead of pails, IBCs instead of drums, etc). At the same time, it is looking to downgauge thicknesses and include post-consumer recyclate (PCR) where it can. In flexible packaging, it is looking to shift to mono-material product so as to improve recyclability. In the IBC sector, Solvay has already implemented a closed loop collection and reconditioning system in Latin America and, in the EMEA region, introduced rebottled composite IBCs. It is currently expanding the closed loop system in EMEA and North America, while also optimising and downgauging specific IBC applications in non-dangerous goods service. In North America, it has already replaced corrugated boxes with foldable plastics boxes and is this year making a similar change with fibre drums in EMEA. In steel drums, the company is this year starting to implement load securement systems to remove the need for straps and film during transport. “There are plenty of opportunities,” Liessens said. “We need to talk to our suppliers – some of them are coming forward with their own ideas.” Solvay also sees the importance of talking to other stakeholders, including its customers, investors and non-governmental organisations. And, Liessens concluded, the approach is working. “Selling sustainability to customers used to be a struggle, but not so any more.” PRODUCER VIEWS In a very detailed presentation, Klaus-Pieter Schmidt of Mauser Packaging Solutions discussed whether, from the point of view of making packaging sustainable, it is better to use high quality PCR from industrial packaging in the manufacture of new packagings, or to apply chemical recycling to waste plastics to generate usable and reliable raw materials. Mauser itself is already producing a range of packagings, including plastics drums and inner bottles of composite IBCs, that contain a varying level of recyclate. The Infinity Series includes monolayer structures comprising up to 98 per cent PCR (which have limited

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applicability to dangerous goods as many competent authorities are reluctant to approve them) and two- and three-layer structures that provide reduced risk of crosscontamination. The PCR used in these drums and IBCs comes from Mauser’s own reconditioning network, which sorts, grinds, washes, extrudes and granulates used drums and IBCs. Some plastics cannot be recycled mechanically and in this case chemical recycling offers an alternative. Schmidt explained the three main technologies available: -Solvent-based purification, which dissolves plastics back to their original polymers -Depolymerisation back to monomers -Conversion via pyrolysis or gasification to produce secondary raw materials for chemical manufacture. In terms of plastic-to-plastic yield, CE Delft calculates that the most effective routes for plastics recycling are short-loop chemical recycling (purification or depolymerisation), which has a yield of 99 per cent, and mechanical recovery of monostreams, which can achieve 95 per cent. Bearing this in mind, Schmidt said, there is little to be gained from replacing current mechanical recycling with chemical recycling; if chemical recycling is to have a value – and there are plenty of companies currently building or planning facilities in Europe – it will have to address waste streams that currently end up in landfill. Furthermore, there will need to be a legislative framework that enables the industrial packaging sector to track recycled content and carbon emissions. Greif was represented on the podium by Paddy Mullaney, senior vice-president, and Aysu Katun, vice-president of sustainability. Around half of all raw materials used by Greif are recycled, especially paper and fibre but also some plastics. Mullaney described some of the headline issues in terms of

3.Sometimes regulatory bodies actually work against sustainability and industry needs to educate them 4.There will be an ever-increasing need for reliable data to show and confirm sustainability performance. Industry needs to find ways to make sure that is achievable. Sustainability as a topic has been on its own journey, Katun said. It started off being seen as a charitable or image thing for companies to hang their hat on; it morphed into the corporate social responsibility (CSR) area but is now becoming more integrated into companies’ overall activities. Ultimately, she said, it will become seen as a fiduciary duty. That means moving away from a corporate focus on providing profit for shareholders towards creating value for all stakeholders. Investors are already expressing a demand for data, and for visibility over

the greatest environmental impact of industrial packaging comes from the raw materials and from end-of-life issues; therefore, producers should cut back the use of virgin raw materials and help customers deal with used packagings by expanding collection services. There is also a need for a more rigorous approach – there is a lack of information in many areas. Greif has developed its Green Tool specifically to help its customers calculate their carbon impact based on a full lifecycle analysis. Katun was asked a practical question on the basis of this: is it better to have a heavier drum that can be reconditioned several times or a lighter one that uses less raw materials? Down-gauging offers savings in the short term, she said, but upgauging (with reconditioning) offers more scope for increasing sustainability

sustainability: 1.Customers rely on Greif to provide sustainable, circular solutions and, as a result, Greif spends a lot of time helping its clients 2.There is a big education programme needed, particularly as regards governments and regulators but also the customer base

sustainability performance. Katun called on industrial packaging producers to design for recovery and reuse and to reduce waste in their own operations. “We have to make our own companies more sustainable, then we can help partners do the same,” she said. Lifecycle analysis shows that

gains in the longer term – assuming the manufacturer has access to the emptied product. It is also cheaper. A final part of this this report on the 2023 IIPC in next month’s HCB will cover further presentations on recycling, sustainability and EPR.

HCB MONTHLY | JANUARY 2024

INDUSTRIAL PACKAGING 53

PROUD TO BE PLASTIC SUSTAINABILITY • RECENT PRODUCT DEVELOPMENT BY SCHOELLER ALLIBERT SHOWS HOW A CAREFUL APPROACH TO THE DESIGN OF PLASTICS PACKAGING CAN BOOST SUSTAINABILITY

MAKING PACKAGINGS OUT of plastics may not seem to be the most obvious route to sustainability but Schoeller Allibert, a leading manufacturer of all-plastics intermediate bulk containers (IBCs) and smaller packagings, believes that, done properly, it can help its customers deliver on their sustainability pledges. For instance, Schoeller Allibert specializes in designing packaging, storage and logistics solutions that are inherently efficient and circular in nature. Its products are known for their strength, durability, lightweight nature, and the remarkable ability to be reused for up to 15 years before achieving a full 100 per cent

operational advantages such as space-saving functionality, reducing shipping trips and costs, and contributing to a lower carbon footprint. The focus on safety sets plastic pallets apart, as they lack common hazards like splinters, fungus, bacteria or rusty nails typically associated with wooden pallets. Schoeller Allibert is also keen to help the chemical industry in its drive towards sustainability. Its CircuLine® range of products contain recycled plastics, providing a simple way for businesses to reduce the overall environmental impact of handling and logistics through the supply chain, without compromising on performance. That extends

recycling rate. Schoeller Allibert advocates the use of plastics pallets over wooden versions, which it says contribute to deforestation and have a limited service life – usually around 10 trips. Plastics pallets can average 250 trips before having to be replaced. Beyond this, they bring

to CIrcuLine pallets, which cater specifically to the chemical sector’s needs. PRODUCTS ON SHOW Schoeller Allibert’s ChemiFlow® plastics IBC is especially suited to the needs of the chemical industry, being approved for use with

hazardous liquids. It has a 1,000 litre capacity and a 1.2 x 1.0 metre footprint. The unit’s design allows it to be emptied in three minutes, with a sloping base minimising residual lading. It can be paired with the FillLevel function provides by the company’s SmartLink range, to keep users informed of fill levels and provide an alert when levels fall below a set level. Other functions of the SmartLink suite include geolocation/geofencing, availability status, humidity and temperature status and carbon footprint calculations. SmartLink also offers particular advantages for the medical and pharmaceutical sectors, where it can help guarantee the safe transport of drugs, vaccines, and clinical trial materials, ensuring product efficacy. Schoeller Allibert has further strengthened its offering to the pharmaceutical sector with the recent launch of the Magnum Optimum® folding IBC, calling it the “ultimate solution” for storing and transporting syringes and vials. The Optimum takes over from the Magnum Classic series, offering top-tier hygiene standards, easy cleaning and a high folding ratio, which significantly reduces storage and transport costs. Also, as part of its dedication to sustainability and customer satisfaction, Schoeller Allibert actively promotes a buy-back program, streamlining the transition for customers to premium products such as the Magnum Optimum®. Schoeller Allibert has also introduced the Combo Excelsior®, a custom-tailored solution designed for cosmetics and non-hazardous chemical applications when paired with Air Assist liners. This dynamic combination not only minimises waste but is also ideal for efficiently managing high-viscosity products. It also includes the Speedy Valve, a next-generation bag-in-box fill and discharge solutions, which is easier to use and faster to connect than earlier products, the company says. In addition to the standard Combo Excelsior, the Combo Pure model is made ~ with an antibacterial material that inhibits bacterial growth by up to 99.99 per cent, Schoeller Allibert says, making it idea for the food processing, cosmetics and pharmaceutical industries. www.schoellerallibert.com

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INCIDENT LOG ROAD/RAIL/AIR INCIDENTS Date

Location

Vehicle Type

Substance

Details

Source

19/11/23 nr Drazanda, road tanker fuel Khyber, Pakistan

Fully laden road tanker, cargo not specified, overturned near Sarobi on way from Quetta to Peshawar; driver killed in resulting fire, cleaner also injured; fire was quickly brought under control

The News

22/11/23 Livingston, freight train sulfur Kentucky, US

CSX freight train derailed in remote part of Rockcastle County; at least 16 cars came off the tracks, including two with molten sufur, which were breached, caught fire; nearby residents urged to evacuate

27/11/23 Pune, road tanker Maharashtra, India

Road tanker with ethylene oxide hit divider, overturned at Wadgaonsheri Chowk on Pune-Ahmednagar road; road was closed, responders played water on tanker until experts from Reliance arrived to help plug leak

Times of India

30/11/23 Houston, road tanker nitrogen BC, Canada

Road tanker with liquefied nitrogen ran off road, down embankment; driver suffered minor injuries; road closed for several hours until wreck was stabilised; police suggested alcohol was a factor in the crash

Houston Today

4/12/23 Ojota, road tanker diesel Lagos, Nigeria

Road tanker with diesel erupted in flames at interchange, cause unknown; thick black smoke was sent into the air; no reports of injuries; responders quickly brought blaze under control

Business Day

4/12/23 Irasburg, road tanker propane Vermont, US

LPG tank truck ran off Route 14 into Black River, caught fire; responders were initially concerned by potential for BLEVE but it was found that tank had been punctured; propane was allowed to burn off

VSP

5/12/23 Portsmouth, road tanker kerosene Hampshire, UK

Fire broke out in brakes and rear wheels of road tanker with 40,000 litres kerosene; fire crews cooled blaze down in a few hours without injury but incident blocked road to nearby ferry terminal, causing disruption

BBC

6/12/23 Rawalpindi, road tankers fuel Punjab, Pakistan

Two fuel tankers caught fire near former Benazir Bhutto Airport; one tanker struck car making u-turn, second ran into rear of first tanker; location is close to oil depot where tankers had loaded; one cleaner injured

Dawn

7/12/23 New York, road tanker jet fuel New York, US

Tank truck with 10,000 gal (38 m3) jet fuel overturned in cargo area near runway at JFK Airport; some 4,000 gal spilled to tarmac; Port Authority police and FDNY blanketed spill with foam; no injuries reported

amNY

7/12/23 Atlanta, truck Georgia, US

IBC with sulfuric acid fell from truck on I-285, ruptured; not clear if truck was aware of loss; two responders needed hospital treatment after being exposed to fumes; road partially closed for cleanup

Atlanta News First

19/12/23 Grande Prairie, road tanker diesel Alberta, Canada

Road tanker overturned on Highway 43 near BC border, spilling diesel; no injuries reported, no risk to the public, though drivers were warned to be alert to cleanup operations; remediation underway

Everything GP

26/12/23 Totota, road tanker gasoline Liberia

More than 50 people were killed when road tanker exploded after running off road into ditch; locals ran to collect spilling fuel, some trying to bore holes in tank, when it exploded; scores more badly hurt

AFP

ethylene oxide

sulfuric acid

MARINE/INLAND WATERWAY INCIDENTS Date

Location

Vessel

Substance

Details

Source

15/11/23 off Bioko, Egina crude oil Equatorial Guinea

Some 3,000 bbl crude oil was released from ruptured loading hose on FPSO; operator Total Energies said spill was “not massive” but large slick was seen in Nigerian waters; dispersants applied to break up slick

Maritime Executive

16/11/23 off Plaquemines, pipeline crude oil Louisiana, US

Up to 1.1m gal (26,200 bbl) crude oil was released from Main Pass Oil Gathering line some 19 miles off Mississippi Delta; overflights identified 4-mile-wide slick, moving away from shore; pipeline was shut in

USCG

23/11/23 Bayonne, Barge 315 fuel oil New Jersey, US

Up to 400 gal (1,500 litres) No 6 fuel oil spilled to Kill Van Kull waterway after overflowing from barge taking on bunkers at IMTT terminal; release was secured, cleanup underway

NOAA

28/11/23 Istanbul, Kadriye Ana fuel oil Turkey

Product tanker (2,400 dwt, 2010) with 500 t fuel oil dragged anchor in adverse weather while at anchorage, drifted onto embankment at Zeytinburnu; hull breached, engineroom flooded; crew evacuated

FleetMon

2/12/23 Singapore Strait Liberty fuel oil

Suezmax tanker (160,200 dwt, 2000), cargo 1m bbl Venezuelan fuel oil, ran aground in Indonesian waters; tanker was later lightered to another dark fleet vessel, Valente, to allow it to be freed from rocks

Splash 247

2/12/23 Ligurian Sea

Four semi-trailers were lost overboard from ro-ro vessel in rough weather between Corsica and the Italian coast; one trailer was loaded with sulfuric acid; ship berthed in Catania; no sign of lost trailers or acid

FleetMon

Chemical tanker (20,000 dwt, 2006), with cargo of biofuel feedstock from Singapore to Italy, was struck by Houthi cruise missile 14 nm off Al Mukhna; small fire was extinguished by crew; no injuries or spillage

Maritime Executive

20/12/23 River Don, TN-709 ̶ Russia

Inland tanker was in collision with general cargo ship Red Line below Rostov-on-Don; tanker suffered damage to starboard hull and superstructure; no leak reported

FleetMon

20/12/23 Söderhamn, Mai Lehmann pellets Sweden, US

Cargo of wood pellets self-ignited in hold of general cargo ship (4,135 dwt, 1999) at berth; cargo was offloaded to pier to be extinguished and allow hot spots in hold to be cooled

FleetMon

Eurocargo sulfuric acid Malta

11/12/23 Mandab Strait, Strinda Red Sea

HCB MONTHLY | JANUARY 2024

biofuel feedstock

INCIDENT LOG 55

MISCELLANEOUS INCIDENTS Date

Location

Plant type

Substance

Details

Source

17/11/23 Kharar, house chemicals Punjab, India

Fire broke out in part of house being used as a chemical store by nearby factory; more than 20 drums of unspecified chemicals exploded; neighbours had earlier complained about the smell; police now investigating

The Tribune

17/11/23 Purdy, Missouri, US

Major fire broke out in Purdy Farm Center, most likely caused by machinery inside the building; nearly $1m nitrate fertiliser destroyed in blaze, causing problems for local farmers who had pre-ordered fertiliser

KY3

18/11/23 Omoku, pipeline natural gas Rivers, Nigeria

Residents fled town after pipeline began leaking gas, fearing fire or explosion; thought that leak was in ageing equipment installed by Nigerian Agip in the early 1960s; thought that there is the potential for more incidents

The Guardian

24/11/23 White Lake, Michigan, US

oil crude oil refinery

Two explosions at Hound Resources crude oil recovery plant caused large fire, road closures and evacuation of nearby residents; blast was heard many miles away; no casualties reported

Detroit Free Press

4/12/23 La Porte, Texas, US

chemical phosgene plant

Eight people sent to hospital after being affected by leak of phosgene through ruptured pressure relief device at Altivia Chemicals plant; other chemical plants, nearby residents ordered to shelter in place

The Guardian

5/12/23 Valsad, Gujarat, India

chemical chemical plant

Two workers died after being exposed to chemical at factory in Vapi industrial area; the victims were moving drums of unidentified chemical within the plant when one drum fell from trolley, releasing fumes

PTI

8/12/23 Chennai, Tamil Nadu, India

oil oily water refinery

Chennai Petroleum Corp refinery caused spill of oily water to nearby land, rivers after floods triggered by cyclone; major fish kill; state environmental authority identified inadequate stormwater management

NDTV

10/12/23 Birjand, S Khorasan, Iran

oil crude oil refinery

Massive explosion caused fire that spread to all 18 storage tanks at refinery in Birjand economic special zone; cause of initial explosion unknown; rescue teams concerned about further explosions; no injuries reported

IRNA

11/12/23 Lapu-Lapu, Cebu, Philippines

fireworks firecrackers factory

Four people killed, six more injured by fire in fireworks factory in central Philippines; those killed, all factory workers, were trapped by exploding firecrackers, died from suffocation

Xinhua

12/12/23 Százhalombatta, Hungary

oil crude oil refinery

Fire broke out at MOL’s Danube Refinery, the largest in Hungary, reportedly during unloading of oil from road tanker; fire spread rapidly but was contained on site by MOL’s own response team

24.hu

farm supply fertiliser facility

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NOT OTHERWISE SPECIFIED HAPPY NEW YEAR? Our first collection of miscellaneous news for 2024 starts, not inappropriately, with a bang. Let us take you down under to Altona, a Melbourne suburb in Australia, where one man was left fighting for his life after a New Year celebration went wrong. Firefighters around the world dread new year celebrations – and all other fireworksbased festivities that tend to congregate around the end of the calendar – but this year seems to have been worse than normal for firefighters and police in the state of Victoria. The incident of greatest interest ended up with 15 people hurt and one man rushed to hospital as a result of an explosion during a backyard party; by the time the firies showed up, though, the blaze was out and they ended up helping paramedics. Clearly, local journalists were also inundated with stories and did not have a lot of time to investigate fully. The only clue as to what happened is this: “some type of chemical was poured onto the fire”. What type of chemical we know not, nor indeed why anyone would pour it onto the fire, and although it is always tempting to squirt the remains of a squeezy bottle of firelighter fluid onto a reluctant barbie, that is unlikely to cause an explosion. We can report that the badly injured man is responding well, though there are fears for others injured elsewhere in the city; one woman is in danger of losing an eye after

arrested 33 people and seized 26 weapons, though Assistant Commissioner Mick Grainger said: “Overwhelmingly it has been a very safe and enjoyable evening.” That seems to be a very Australian assessment of the situation. This was the first New Year’s Eve since the state of Victoria repealed its public drunkenness laws and quite a few people had to be picked up by roving teams of drunk catchers and either taken home or to a newly opened 24/7 ‘sobering-up centre’. Let’s not forget, this was in the middle of summer in Australia. Goodness knows what the fine citizens of Melbourne will find to do with their time once the nights start drawing in…

being hit by a stray firecracker and another woman had to be saved from her burning home, which had been hit by a flare. Police said they responded to 64 fireworks incidents during the New Year festivities; they

now put in place a ban on the import of singleuse vapes, which will come into effect in the coming months.. Meanwhile, industry wants a national collection scheme, to be funded by a small tax on each product at the point of sale.

HCB MONTHLY | JANUARY 2024

PUT THAT VAPE OUT Here’s another item from the Australian press which – for once – does not involve alcohol. Recycling plants in the state of Queensland are reporting on average five fires a day caused by disposable vapes and the National Waste and Recycling Council says the situation has reached “crisis levels” right across the country. The Council estimates that more than 1.8 million vapes are being dumped into general waste every week in Australia. Indeed, government figures indicate that some 90 million unregulated vapes are imported from China every year, with no product standards or packaging requirements. A number of fires have been reported in garbage trucks as the discarded vapes are crushed. Australia’s federal government has

ADVERTISERS INDEX Enhesa

Fort Vale

OBC

Freight Merchandising Services

Klinge Corporation

IFC

Labeline

02, 07, 09, 11

Scivera

CONFERENCES

CONFERENCE DIARY JANUARY

Battery Recycling Europe

Dangerous Goods Operations & Hazardous

FEBRUARY 28-29, LONDON

Substances ANZ

COHMED

Fourth annual conference for the battery

MARCH 13-15, MELBOURNE

JANUARY 22-26, SAVANNAH

recycling and manufacturing sectors

Ninth annual conference on chemical safety

Annual conference of the Cooperative

www.wplgroup.com/aci/event/battery-recycling-

and dangerous goods compliance

Hazardous Materials Enforcement Development (COHMED) programme

europe/

www.marcusevans.com/conferences/dangerous-

https://cvsa.org/eventpage/events/cohmed-

Hazardex 2024

conference/

goods FEBRUARY 28-29, HARROGATE

WPC 2024

Conference and exhibition on hazardous area

MARCH 18-22, HOUSTON

Argus Clean Ammonia Middle East

operations and personal protective technology

39th World Petrochemical Conference

JANUARY 30-FEBRUARY 1, RIYADH

www.hazardex-event.co.uk/Hazardex-live.aspx

wpc.ihsmarkit.com/index.html?/summary

Three-day event to discuss clean fuel supply chains

MARCH

International Transport & Logistics Week (SITL)

www.argusmedia.com/en/conferences-eventslisting/clean-ammonia-middle-east

PPC Spring Meeting

MARCH 19-21, PARIS

MARCH 3-5, TAMPA

Annual transport event, including hybrid and in-person conferences and workshops

FEBRUARY

Bi-annual meeting and tradeshow of the Petroleum Packaging Council

Hydrogen Safety & Hazardous Areas

www.ppcouncil.org/upcoming-meetings.php

www.sitl.eu/en-gb.html BADGP

FEBRUARY 21-22, BRISBANE

Conference on best practice, technologies and equipment in hazardous areas

Intermodal South America

MARCH 21, COVENTRY

MARCH 5-7, SÃO PAULO

https://events.idc-online.com/upcoming-

28th annual international exhibition on intermodal logistics, cargo transport and international trade

Annual AGM and seminar of the British Association of Dangerous Goods Professionals

conferences/hydrogen-safety-hazardous-areasconference-brisbane-2024

www.badgp.org/

www.intermodal.com.br/en Internationale Gefahrgut-Tage Hamburg 2024

AFPM IPC

FEBRUARY 26-27, HAMBURG

AFPM Annual Meeting

MARCH 24-26, SAN ANTONIO

39th annual conference on dangerous goods transport (German language)

MARCH 10-12, GRAPEVINE, TX

AFPM’s annual International Petrochemical

AFPM’s annual meeting for refiners and marketers

Conference

www.ecomed-storck.de/Veranstaltungen/ Internationale-Gefahrgut-Tage-Hamburg-2024-

www.afpm.org/events/AnnualMeeting2024

Veranstaltung-Hamburg-26-27-02-2024.html

www.afpm.org/events/IPC24

APRIL

IATA World Cargo Symposium Hydrogen & Fuel Cells Energy Summit

Tanks and Terminals 2024

MARCH 12-14, HONG KONG

FEBRUARY 26-28, DUBAI

Annual global conference on air cargo

APRIL 3-4, VALENCIA

Fourth annual conference and workshop on integrity management of aboveground storage tanks

www.iata.org/en/events/wcs/ LogiChem

7th annual conference to discuss innovations in hydrogen and fuel cell technology, production and transport

www.marcusevans.com/conferences/

MARCH 12-14, ROTTERDAM

www.wplgroup.com/aci/event/hydrogen-fuel-cells-

tanksandterminals

Chemical supply chain and logistics conference

energy-summit/

International Energy Week

http://logichem.wbresearch.com/

NISTM

Annual week of meetings, conferences and seminars (formerly ‘IP Week’)

StocExpo 2024

www.ieweek.co.uk

The main annual exhibition and conference for the European tank terminal industry

National Institute for Storage Tank Management’s 26th annual international aboveground storage tank conference and trade show

www.stocexpo.com/en/

www.nistm.org

FEBRUARY 27-29, LONDON

APRIL 3-5, ORLANDO MARCH 12-14, ROTTERDAM

WWW.HCBLIVE.COM

BEWARE OF CHEAP IMITATIONS. They say that imitation is the sincerest form of flattery, but we beg to differ. Cheap imitations are just that - and prone to failure - leaving you with an expensive mess to clear up. We go to enormous lengths to maintain the quality of our equipment and will always supply you with the safest, most durable and reliable OEM seals and gaskets - but we can’t guarantee parts from third-party suppliers.

Fort Vale is the market leader in the design and manufacture of manways, valves and ancillaries for tank containers. All of our equipment, from the largest manlid to the smallest valve seal, is rigorously tested for quality and efficiency. In fact, we manufacture the most extensive range of tank container equipment available in the industry for the diverse requirements of IMDG, ADR and RID. So don’t let a short term saving cause you a long term problem - stay safe, and accept no substitutes and join us at the head of the pack. FORT VALE. FOLLOW THE LEADER.

Visit us at www.fortvale.com Super Tanktyt composite manlid seals are designed to suit the seal groove of Fort Vale manlids and inspection hatches. “Super Tanktyt” is a Fort Vale trade name and is only supplied directly from Fort Vale or our authorised distributers which can be found on our website. Other low cost seals and gasket manufacturers attempting to supply these seals under the Super Tanktyt name or, as the Fort Vale part numbers, are doing so fraudulently.