Corrosion is a perennial concern for tank container owners and operators. The stainless steel construction is resistant to staining and corrosion, but may be vulnerable to pitting from certain cargoes or certain cleaning and maintenance operations. Visually minor pitting may conceal development of substantial or even catastrophic corrosion below the surface.

It has been a torrid year for cargo-related containership fires, with reported incidents averaging every 30 days and bucking the twenty plus year frequency of roughly every 60 days.

The recent reports of container ship fires has once more focussed those in the container supply chain on safety issues related to the incorrect processing of dangerous goods.  The nascent Cargo Integrity campaign initiated by the international transport and logistics insurer, TT Club has as a consequence gained renewed impetus. 

There are known issues relating to aluminium dross, being an example of waste/recycling streams that are now carried in containers. Not a frequent issue, but another where a 'perfect storm' may expose issues.

The judgment in 'MSC Flaminia' found that extensive information available concerning the stability of the commodity was ignored and not disclosed to the carrier. "Disaster was foreseeable result".

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.

Sources suggest that container fires may occur on a weekly basis and statistics indicate there is a major container cargo fire at sea roughly every 60 days. Tackling fires and subsequent investigations are complex activities.

The inter-relationship between training and competence must be a pressing issue in relation to the transport of dangerous goods, surely? Here's a review of the current state.

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!

Compliance with international regulation requires alertness to change. In international trade, compliance also needs sophisticated collaboration. It's time to grasp opportunity.