日本財団 図書館


付録2(2)
SUB-COMMITTEE ON DANGEROUS
GOODS,SOLID CARGOES AND
CONTAINERS
DSC7/8/1
12 July 2002
Original: ENGLISH
7th session  
Agenda item 8  
 
STOWAGE AND SEGREGATION REQUIREMENTS FOR FREIGHT CONTAINERS ON CONTAINERSHIPS WITH PARTIALLY WEATHERPROOF HATCHWAY COVERS
Report of the Correspondence Group
 
Submitted by Japan as the Co-ordinator
 
SUMMARY
Executive summary : This document provides the results of the intercessional work of the correspondence group on stowage and segregation requirements for freight containers on container ships with partially weatherproof hatchway covers
Action to be taken : Paragraph 13
Related documents : DSC 6/INF.2, DSC 6/9, DSC 6/9/1, DSC 6/9/2 and DSC 6/15
 
Establishment of the correspondence group and its terms of reference
 
1  The Sub-Committee, at its sixth session, established a correspondence group on stowage and segregation requirements for freight containers on container ships with partially weatherproof hatchway covers under the co-ordination by Mr. Ota (Japan). The following Member Governments and an organization joined in the group:
 
CANADA NETHERLANDS  
FRANCE NORWAY  
GERMANY UNITED KINGDOM  
IRAN INTERNATIONAL CHAMBER OF SHIPPING(ICS)  
JAPAN    
 
As the co-ordinator, Japan would like to thank all participants for their valuable contributions to the group's work.
 
The terms of reference are as follows:
 
.1  identify any hazards due to the stowage of freight containers packed with dangerous goods on container ships fitted with partially weather-proof hatchway covers;

.2  investigate the records of the number and amount of spillages of dangerous goods and consequences on such ships;

.3  consider the need for and recommend any necessary principles for the stowage and segregation of freight containers packed with dangerous goods on container ships fitted with partially weather-proof hatchway covers;

.4  evaluate anticipated cost and impact on the industry of possible changes to the requirements for the stowage and segregation of freight containers on such ships;

.5  advise whether amendments to the IMDG Code and/or regulation 19 in new chapter II-2 of SOLAS or the development of separate guidelines would be more appropriate; and

.6  submit a report to DSC 7.
 
Background of the work
 
2  The group confirmed the background as follows:
 
.1  in the footnote of the Table 7.2.3.2 in the IMDG Code, "all bulkheads and decks should be resistant to fire and liquid" is provided;

.2  "resistant to fire and liquid" has been interpreted as "weather-proof (weather-tight)"; and

.3  partially weather-proof hatchway covers are not weather-proof, because there are clear gaps between hatchway covers.
 
The group discussed on the issue on the interpretation of the words "resistant to fire and liquid" and recognized the necessity of the detailed consideration on the structure of hatchway covers.
 
Task of the Correspondence Group
 
3  For the clarification of the task, the group agreed that:
 
.1  the group considered issues on stowage and segregation of freight containers on ships with partially weather-proof hatchway covers;

.2  regarding structure of cargo holds, the group considered the effects of clear gaps. The effects of labyrinth structure at the starboard and port ends of hatchway covers were not considered by the group; and

.3  the group did not consider the comprehensive review of the stowage and segregation requirements of dangerous goods on container ships.
 
Identification of hazards (T.O.R. No.1)
 
4  The following hazards were enumerated, but not well arranged, by the group:
 
.1  ingress of dangerous goods, including heavy gases, into a cargo hold through a clear gap in case of leakage of dangerous goods from a freight container stowed on deck;
.2  contamination of dangerous goods in a freight container in a cargo hold and those in a freight container stowed on the deck above the cargo hold in case of ingress of the dangerous goods into the cargo hold through the clear gap;
.3  propagation of fire to cargoes in a freight container stowed on a deck through a clear gap in case of fire in the cargo hold under the deck; and
.4  damage of containers and cargoes underneath a clear gap resulted from ingress of dangerous goods such as corrosive substances.
 
Furthermore, there were comments on difficulty of fire-fighting using fixed fire-extinguishing systems on and under deck against the fire propagated to containers on the deck, but this issue was not discussed by the group because it was out of the scope of the group and under the purview of the FP Sub-Committee.
 
Investigation of records of casualties (T.O.R. No.2)
 
5  The group investigated records of the number and amount of spillage of dangerous goods and consequences on ships with partially weather-proof hatchway covers. The ICS had undertaken the investigation and the group would like to appreciate to the ICS and its member companies.
 
6  The following items were investigated:
 
for each ship:
 
.1  capacity (TEU);

.2  number of cargo holds fitted with partially weather-proof hatchway covers;

.3  specification of the clear gaps and structure of hatchway covers (see Fig.1)

.3.1 width of clear gaps (d);

.3.2 thickness (depth) of the hatchway cover (T); and

.3.3 height of gutterbars (H). If there is no gutterbar, the height should be zero;

.4 total navigated months;

.5 number of incidents related to carriage of dangerous goods;
for each incident:

.6 casualty on each incident, and;

.7 relation between each casualty and the clear gaps between hatchway covers.
 
Fig.1 Definition of parameters
 
7  The ICS investigated the records of accidents and no accidents related to dangerous goods on such ships were reported. The results of the investigation are set out in annex 1 of this report. Estimated total navigated year and number of freight container containing dangerous goods carried on such ships per year are roughly summarized in table 1.
 
Table 1 Estimated total operation year, etc.
Companies No. of ships Oldest built Approx. TEU Estimated
Ship-year
DG carriage *1
A 15 9 2,500 - 5,000 50 20,000
B 42 6 2,500 - 6,000 120 60,000
C 7 9 up to 6,800 30 75,000
D 43 3 5,000 - 6,200 40 50,000
Total 107     240 205,000
Note 1 : Estimated (very roughly) number of containers containing dangerous goods carried in year 2001.
 
Consideration of principles (T.O.R. No.3)
 
8  Based on the proposals by Japan (DSC 6/9/1 and DSC 6/INF.2) and by France (DSC 6/9/2), the group considered possible principles for stowage and segregation of freight containers containing dangerous goods on ships with partially weather-proof hatchway covers, in views of easy implementation taking into account actual stowage planning. The possible principles prepared by the group are set out in annex 2.
 
9  The group could not reach to the agreement on the application of principles and agreed that the application based on relevant conditions regarding positions of freight containers and height of gutterbars should be further considered by the working group at DSC 7. To facilitate discussion by the working group, the group prepared the discussion points as set out in annex 3.
 
10  Regarding the application of the possible principles, the ICS was of the opinion that application of the principles should be limited to freight containers stowed in the vertical lines on clear gaps (freight containers marked with "X" in figure 2 in annex 2) provided that the hatchway covers are fitted with gutterbars. In this context, the Netherlands, while supporting the ICS's opinion because the risk of contamination with dangerous goods in closed containers stowed in the sensitive vertical lines under deck (marked with "D" in figure 2 in annex 2) was insignificant, felt that special segregation requirements for open containers in the sensitive vertical lines under deck might be needed. Japan was of the opinion that special requirement for "on-deck" stowage should not be applied to the vertical lines "C" in figures in annex 2.
 
Anticipated cost and impact on the industry (T.O.R. No.4)
 
11  According to the study carried out by the ICS, the cost and impact on the industry are summarized below:
 
.1  on the export lanes Europe to Far-East and possible also to Australia, it was supposed that 10 to 30 % of shipment of containers containing dangerous goods would be unable;

.2  introduction of additional requirements of segregation would cause errors/unclarity which could result in fines/delays;

.3  at this moment 200 to 400 vessels (very rough estimation) have partially weather-proof hatchway covers and conversion of structure of cargo holds and hatchway covers would cost between 0.5 and 1 million US$/vessel;

.4  the rubber flaps to close the gaps would get damaged and require repairs approximately every 5 years (very rough estimation); and

.5 if the special requirements for stowage of containers in vertical lines on hatchway covers are provided as proposed by Japan, dangerous goods would be stowed more and more on the outer rows (even 3 to 4 tiers) in order to carry containers as many as possible, which could lead to other unwanted risks to the marine environment.
 
For all points mentioned above (.1 to .5), it is of course depending on how far additional requirements would be enforced.
 
Amendments to the IMDG Code and/or SOLAS regulation II-2/19 or the development of separate guidelines (T.O.R. No.5)
 
12  Taking into account the results of SLF 44 (SLF 44/18 paragraph 9.12) that the draft guidelines were agreed at SLF 44 pending inputs from the FP Sub-Committee and DSC 7, the group recommended to develop relevant requirements/precautions for the input to the guidelines under development by the SLF Sub-Committee on stability of, fixed fire-extinguishing systems for, and stowage and segregation of freight containers containing dangerous goods on, ships fitted with partially weather-proof hatchway covers, rather than the amendments to the IMDG Code and/or SOLAS regulation II-2/19.
 
Action requested of the Sub-Committee
 
13  The Sub-Committee is invited to approve the report in general and, in particular, to:
 
.1  concur with the identified hazards involved in the carriage of freight containers containing dangerous goods on container ships with partially weather-proof hatchway covers (paragraph 4);

.2  note that no accidents containing dangerous goods on such type of ships were reported (paragraph 7 and annex 1);

.3  note the possible risks and consequences of spillages as specified through the investigation by the ICS (paragraphs 5 to 7 and annex 1);

.4  consider the possible principles prepared by the group on stowage and segregation of freight containers containing dangerous goods on such type of ships (paragraph 8 and annex 2);

.5 consider the application of the possible principles based on the discussion points prepared by the group (paragraphs 9 and 10 and annex 3);

.6 note the anticipated cost and impact on the industry (paragraph 11); and

.7 agree with the group's view on the development of separate guidelines with regard to the issues on stability, fixed fire-extinguishing systems and stowage and segregation of freight containers containing dangerous goods (paragraph 12).







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