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The International Tank Container Organisation (ITCO), established in 1998, is a leading representative of the tank container industry. With approximately 180 members across 30 countries, ITCO advocates for the industry within the transport community as well as national and international regulatory bodies. Its primary focus is to promote tank containers as the safest, most efficient, reliable, and sustainable intermodal transport solution for the global movement of essential liquids, powders, and gases.
ITCO is dedicated to enhancing quality, health, safety, environmental standards, and corporate responsibility within the industry. In an exclusive interaction with Exim India, ITCO President Mr Paul Gooch delves into the diverse factors influencing the tank container industry today and offers insights into future trends and the industry’s outlook.
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* How has recent tank container technology evolved to enhance safety, especially when transporting hazardous materials (HAZ)?
The basic tank container design has changed little in recent years, having proven to be a safe mode of transportation, with relatively few incidents. There have of course been incremental improvements in valves, fittings, seals and gaskets, as well as walkways and ladders.
* Despite improved global standards, incidents involving tank containers still occur. What are the recurring weak points in the supply chain that ITCO is addressing?
We are not aware of any recurring weak points in the tank container supply chain. We recognise that lack of training or awareness of product characteristics can present risks, but this applies to all modes of transport. However, the design of tank containers mitigates the risks of an incident, as was seen in the Tianjin explosion where two tank containers, although severely damaged in the blast, did not leak.
ITCO is aware that the quality of road haulage is an area which needs improvement in parts of the world, and has initiated a Work Group to explore improvements in trucking standards.
Another ITCO Work Group is addressing depot standards, and is developing a Depot Audit and Assessment Scheme.
One area of concern for ITCO is the potential banning of PFAS, as this is a critical material for seals and gaskets. Alternative materials have inferior chemical resistance and will almost certainly need to be changed more frequently.
* With the rise of climate and geopolitical risks, how is the industry preparing for emergency response and accident mitigation involving tank containers?
Climate and geopolitical risks may not be directly related to emergency response and accident mitigation. However, the industry is acutely aware of these developments, and individual members are active in scenario building.
The tank container is designed for multi-modal traffic which is environmentally friendly, and the tank itself is 95% recyclable, with research continuing on how to recycle the insulation material. Sustainability is a key pillar for the industry.
* Looking ahead, how do you see the role of digital technologies like IoT, blockchain or AI shaping the future of tank container safety and tracking?
There is no question it can play a role, but the experience of chemical engineers is not something that can be simply replaced by AI. We are uncertain how blockchain might be employed for container safety or tracking. AI needs to be able to deep drill into safety data and examine where problems are occurring…assuming all the data is available. IoT is already employed in tracking devices on many containers.
* Looking at the next decade, what emerging chemicals or hazardous materials are likely to drive new tank container standards or design requirements?
It could be the opposite. The regulatory environment and public pressure could drive the development of and transport of less hazardous materials.
* Which countries currently lead in tank container production, ownership or HAZ cargo traffic, and what makes them stand out in today’s global landscape?
China clearly dominates in the production of tank containers, followed by South Africa as a distant second. China has the scale and technology, and this has been recognised in the USTR Section 301 tariff initiative, which has focused on China’s dominance in the maritime logistics space.