From 25 to 29 August 2025, the 46th session of the UNECE ADN Safety Committee took place at Palace of Nations in Geneva. The international inland waterway transport industry was represented by the European Barge Union (EBU) and European Skippers’ Organisation (ESO), which are the founding organisations of the European IWT Platform, as the joint association representing the interests of the operators of the sector.

The Safety Committee’s task is to continuously review the provisions of the ADN to ensure that they meet current standards and requirements for the safe transport of dangerous goods by inland waterway, are practicable, and, if necessary, amended.

Relevant amendments have been adopted for ADN 2027, including several that were drafted by the IWT Commission “Environment & Safety” in consultation with the international inland waterway transport industry. The latest possible date for further decisions will be the 47th meeting in January 2026.

Fumigated cargo in dry cargo vessels

At the 46th session, the German delegation presented the proposals of the correspondence group for regulations on the transport of fumigated bulk cargo in dry cargo vessels for inclusion in ADN 2027. These proposals include, among other measures, the requirement that after loading, a clearance measurement must be carried out on board the inland vessel by a fumigation supervisor (‘ Gas Doctor ‘) before the vessel can commence its voyage.

Regarding the clearance threshold for the fumigant phosphine (PH₃), the correspondence group was unable to reach a consensus. Representatives of contracting state delegations advocated for a limit of 0.01 ppm, which under national and European regulations represents the maximum exposure level for consumers over a 24-hour period. Occupational health regulations, on the other hand, set the limit at 0.1 ppm for an 8-hour period for operational personnel.

European grain trade associations, supported by EBU/ESO, argued for the adoption of the 0.1 ppm limit for inland vessel transport, citing the practical difficulty of reliably measuring 0.01 ppm. This position was further reinforced by a statement from the leading manufacturer of phosphine detection equipment.

The Safety Committee requested that the correspondence group prepare a finalised draft for the upcoming January 2026 session, including a proposed threshold value for inclusion in the ADN. This issue will be further discussed in a dedicated meeting of the correspondence group in September 2025, with additional experts involved.

Apart from the unresolved threshold value, the Safety Committee largely endorsed the group’s other proposals, which include:

  • The mandatory use of personal gas warning devices on board
  • The responsibility of the filler to ensure that all removable residues of fumigants are eliminated before bulk cargo is loaded onto the inland vessel.

In the future, previously fumigated bulk goods will be classified under the ID number 9007 “BULK CARGO, PREVIOUSLY FUMIGATED.” Proper classification by the consignor, who is often located in a third country, will be essential to ensure accurate information about the fumigation status is communicated throughout the transport chain.

Furthermore, the responsibilities of the operator in the remote-control centre are to be clearly defined. For the January 2026 session, a mandate description for an informal working group will be prepared by the Belgian delegation.

E-Learning

As part of the discussion on the documents concerning specialist training, the Safety Committee adopted regulations on e-learning for ADN 2027. The harmonised proposal was developed by a working group of the Joint Meeting for the ADN/ADR/RID regulations.

The option of e-learning, which includes asynchronous learning with and without the use of information and communication technologies (ICT), as well as distance learning, will initially be permitted only for refresher courses. From the perspective of the inland shipping industry, the introduction of e-learning is welcomed as it meets the demand for greater flexibility and the use of technology in training.

ADN-Checklist

The Dutch delegation, as a result of several years of joint work by representatives of the ADN contracting states and the inland shipping and loading industries, presented a final proposal for an updated ADN checklist.

In the new ADN checklist, the items have been more clearly and practically assigned to either the shore-side or the ship-side, according to their respective areas of influence and responsibility.

For the inland shipping industry, this update represents an improvement in usability. The checklist will be incorporated into the ADN 2027 edition.

Entry into Cargo Tanks and Cargo Holds with Atmosphere-Dependent Breathing Apparatus

The reason for the preparation of this document by EBU/ESO was the discussion during the 45th session concerning the update of the ADN questionnaire, specifically the question about the conditions for entering a cargo tank with a full-face mask equipped with a carbon filter when oxygen levels are sufficient.

During the session, EBU/ESO explained that wearing such an atmosphere-dependent filter mask in cargo holds and cargo tanks poses a greater risk than entering without such a device. To avoid misunderstandings in practice, the Safety Committee requested EBU/ESO to prepare a corresponding amendment proposal for the 46th session.

According to 3.2.3.2, Table C, column (18), if a toximeter is required for the substance being transported, then, under 7.2.4.16.8 (second paragraph), persons performing the activities listed in that section must also wear protective equipment “A”, which includes an appropriate atmosphere-dependent breathing apparatus in accordance with 8.1.5.1 of the ADN, as defined in 1.2.1 of the ADN.

However, the activities listed in 7.2.4.22 are performed only on deck in open air. Consequently, the person carrying out these activities is exposed only to a low concentration of gases. In such cases, filter-based breathing devices are suitable and safe.

Unfortunately, in practice, it often occurs that when entering cargo holds and cargo tanks under 7.1.3.1.5 and 7.1.3.1.6 (first bullet point in each), personnel use an atmosphere-dependent breathing apparatus under the false assumption that it offers more safety than entering without one. This is dangerous, as even if gas and oxygen levels are measured in the entry area, higher gas concentrations may still be present. This can quickly saturate the carbon filter, leaving the wearer unprotected. In the worst case, the filter may allow gases to pass through, causing the wearer to inhale the gases directly and in high concentration.

The Safety Committee accepted the proposal by EBU/ESO to insert in 7.1.3.1.5 ADN and 7.2.3.1.6 ADN, at the end of the first bullet point in each, that entry with an atmosphere-dependent breathing apparatus according to 8.1.5.1 is prohibited, to be included in ADN 2027.

Introduction of new provisions for the separation of service air lines and breathing air lines on board

The EBU/ESO proposal aimed to introduce a new section 9.3.x.25.11 ADN requiring that, if installed on board, breathing air and service air lines must be installed separately and independently. A transitional provision until the end of 2029 was also proposed.

The background to this proposal is that many vessels currently use the same air supply system for multiple purposes, including breathing air and purge lines, which poses a safety risk, especially when nitrogen is supplied through the same line. The ADN currently contains no clear regulations for the use of service air systems on inland tankers. Therefore, EBU/ESO proposed making the separation of these systems mandatory.

With a minor wording adjustment, the Safety Committee approved the proposal for inclusion in ADN 2027.

Further discussed topics for which a proposal is expected at the 47th session:

  • Pre-alarm for pressure alarm during loading and unloading operations on Type N and Type C ships (EBU/ESO)
  • Non-empty loading arms and loading hoses (EBU/ESO)
  • Classification of hazardous substances as CMR substances and operational measures to be taken as a result (FuelsEurope)
  • Sampling of phenol (EBU/ESO and Cefic)
  • Substances that cannot be measured with a toximeter (Informal Working Group on Substances)