ばら積み船はコンテナを輸送できるか?

コンテナ輸送の需要は、特に太平洋航路やアジア・ヨーロッパ航路で非常に高くなっており、一部の輸出業者はコンテナ輸送のためにばら積み船をチャーターしています。この記事では、ばら積み船でコンテナを輸送するにあたり、考慮すべき重要な要素や保険カバーへの影響についての概要をご説明します。
Container shipping demand is exceptionally high, especially on the transpacific and Asia-Europe trade routes. The demand for container shipping is so strong that reverberations are leading exporters to charter bulk carriers for carrying containers. The Club has received numerous queries regarding the carriage of containers in bulk carriers, and any potential cover issues.
As well as safety, statutory and classification considerations, Members must also carefully consider the position under contracts of carriage. Some standard form contracts of carriage may already be adequate but, in general (i) any contract of carriage relating to cargo carried on deck needs to specifically and clearly state that such cargo is to be carried on deck (and that it is in fact carried on deck) and (ii) it is usual for the Carrier to include a clause excluding all liability for goods carried on deck so that the risks lie with the Shipper.
Members should carefully assess the situation as regards contracts of carriage for deck cargo, being mindful of contractual defences and exclusions, and the requirements of Club cover. It may be necessary to take independent legal advice in this regard.
Key factors to take into account when considering carrying containers in a bulk carrier
Cargo securing
The Code of Safe Practice for Cargo Stowage and Securing (CSS Code) provides an international standard for the safe stowage and securing of cargoes to promote the safety of life both at sea, and during loading and discharge. Within appendix 1 of the CSS Code, some general guidance is provided for securing containers on non-cellular container vessels, and there is also a reference to the Cargo Securing Manual (CSM). A CSM prescribes how cargo on-board a ship should be stowed and secured and is required on vessels engaged in the carriage of all cargoes other than solid and liquid bulk cargoes. The CSM, when available, under the section "Non Standardised Cargo," should provide more detailed instructions on securing containers. In the event that such detailed instructions are not available, the CSM will need to be updated and approved to the satisfaction of Class and Flag State.
Ship's structure and strength analysis
The existing strength calculations for deck and hatch covers on modern bulk carriers usually only allow for ‘green sea’ loads instead of cargo weight. However, the allowable load density can be increased by reinforcements, subject to approval by the vessel's Class. Similarly, any tank top-loading needs to be specially considered and approved. Any point loading will need to be carefully analysed and placed, and this will depend on the arrangements of strengthening members below the deck/tank top.
Stability analysis
The vessel needs to comply with applicable stability and longitudinal strength criteria in the new containerised cargo loading condition, and the stability manuals will need to be updated/amended accordingly. The loading computer system might also need to be updated.
Firefighting capabilities
Dangerous goods must be carried following the International Maritime Dangerous Goods (IMDG) Code. Additional firefighting equipment may need to be placed on board for such cargoes.
Cargo care
Safe access to cargo for monitoring at sea and managing securing arrangements during loading and discharging, including the fitting of twist locks and lashing gear, will be necessary. Also, the crew might need to undertake specific tasks while taking care of cargo as per the shipper’s instructions. These operational matters and emergency response plans will need to be incorporated into the vessel’s safety management system.
To ensure that cover is not prejudiced, the Club must be notified of an owners’ intention to carry containers on a bulk carrier as soon as practicable.
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On 10 August 2022, the European Union (EU) published updated FAQs clarifying the application of provisions relating to the carriage of certain cargoes from Russia, including coal and other solid fossil fuels as well as certain types of fertilizer.
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当クラブの包括的保険カバーは、事故による海洋汚染、乗組員・その他の人身傷害、衝突、貨物責任、財物損害および船骸撤去などの第三者賠償責任を補償対象としております。
スクラバー規制マップ – 最新の規制情報への更新
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MARPOL条約付属書VIでは、低硫黄燃料を使用するか、スクラバーと呼ばれる排出ガス浄化システム(EGCS)でSOx排出量を削減することを要求しています。しかし多くの港では、オープンループスクラバーを装備した船舶を禁止する、あるいは追加要件を課す規制を導入しています。この度、世界各地のSOx排出規制マップの最新情報(www.egcsa.com)が更新されました。