Much can be learnt about the logistics industry - in terms of complexity, practices and expectations - from the 'MSC Flaminia' judgment analysing and establishing the responsibilities in this casualty.
This January sees a new Amendment to the International Maritime Dangerous Goods (IMDG) Code released, Amendment 39-18, entering its transitional year before being mandated from 1 January 2020.
Approaching a decade ago it became mandatory for all shore-side staff involved in dangerous goods transport by sea to have training. There's still too much to do!
The recent tragic events in Tianjin have amply shown the importance of correct and effective segregation of dangerous goods. But those involved in the movement of dangerous goods have far more to consider, and the industry as a whole should make a sanguine risk assessment of all aspects of the supply chain to engender safety.
The use of flexitanks for transporting bulk liquid cargo has grown rapidly over the last decade, and this has been projected to continue with perhaps 15% per annum, reaching 1 million shipments in 2018. Products carried include wine and other foodstuffs, traditionally supplemented by latex and dispersions. The latter, together with newer products such as base oils, edible oils and chemicals, can cause problems if a failure occurs in the supply chain and regulators are concerned.
For the unit load industry, the IMO's twin approval of amendments to Safety of Life at Sea Convention (SOLAS) for the verification of gross mass of containers and the IMO/ILO/UNECE* Code of Practice for packing cargo transport units (CTU Code) are welcome and important; the next mountaintop is now in sight.
