RORO and Car Carriers

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 Reasons for RoRo
1. Port congestion
2. Flexibility in choice of ports
3. Flexibility in choice of trade routes
4. Flexibility in accepting cargo
5. Avoid direct competition with the major container carriers
Slewed Ramp aft
Disadvantages with RoRo
1. No liquid tanks, reefer chambers or space for bulk cargoes
2. No handling to/from lighters or rail cars Elephant foot
3. Difficult to handle long length pipes and steel cargo
4. Dependent on good drivers
5. Labour intensive; shore planning
6. Ports with bollards, bridges etc.

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Handling of Timber

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Samuel Plimsoll
(10 February 1824 – 3 June 1898)
was an English politician and social
reformer.

Plimsoll line (a line on a ship's hull

indicating the maximum safe draught,
and therefore the minimum freeboard
for the vessel in various operating
conditions).
 Timber
The term timber means sawn wood or lumber, cants, logs, poles,
pulpwood and all other type of timber in loose or packaged forms.
The term does not include wood pulp or similar cargo.
Timber deck cargo:
Timber deck cargoes are defined as cargoes of timber, including
logs, and sawn timber whether loose or packaged, which are
carried on an uncovered part of a freeboard or superstructure
deck.
Timber load line:
A special load line assigned to ships complying with certain
conditions related to their construction set out in the International
Convention on Load Lines and “Code of Practice for Timber Deck
Cargoes” that used when the ship complies with the stowage and
securing conditions of this Code.

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 Precautions of Timber Deck:

1. The bundle should be well lashed as a one unit.

2. Putting transferable hard dunnage on the deck to distribute tonnage on the hull and to allow drainage of sea water,
wire cable should be fasted on deck and laying out of board.
3. Bundles of cargo are stowed precisely without spaces in between, deployed wire cables over the cargo from side
to side and well tight using bottles screw. Avoid slacking of cables according to the lashing recommendation of
international conventions.
4. To avoid strain of timber weight over bulwark, a steel bars fixed vertically with heights stand over cargo , the
bottom side of which fixed on the surface squares, and the middle on the bulwark, where the spaces between
them should not exceed 3 meters to avoid cargo movement during voyage.
5. It is preferable to make stowage longitudinally in the direction (fore-aft) to realize the best and width lashing.
6. It is not preferable to load bundles of different lengths on the deck.
7. Cargo must not effect on safe navigation, lights, or measuring pipes, vents and cargo derricks.

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8. To protect crew who are moving over the deck and cargo, it is possible to make a bridge of one meter breadth and
height, each crew member moving on the deck should use safety belt.
9. Precise lashing, each wire cable should fixed in deck point and shortening bottle screw.
10. The deck timber cargo height depends on its weight, effects on body, loading line, season and it must not exceed the
one third of the ship width during sailing in winter area.
11. Timber weight can be increasing on the deck during voyage due to absorbing nature of water and moisture.
12. Consummation of fresh water and fuel should be as possible from one tank to avoid free surface keep.
13. If the cargo height more than 4 meters, the distance between the lashings cable 1.5 meter, but if it is 4 meters or less,
the distance is 3 meters only.
14. Maintain correct stability calculation in all voyage stages; considering additional weight during voyage, as a result of
absorbing the rain water and sea spray.

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 Lashing of timber on deck as per marine safety convention:
1. Hog wire between the layers 2& 3 manually tightened, lashing tightly more by the upper layers weight between right and left steel bars.
2. Lashing wire cable passing over the cargo completely rounded on the upper layer and tightened from side to side.
3. Zigzag wire cable to lash the cargo passing on the cargo continuously within a group of open cargo blocks fasted in deck
side. The cable end joining to the cargo winch for mechanical tight.
4. A chain passing over the cargo and lashed with large eyes in the end of cargo joining by bottle screw.

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Ventilation and Control of Sweat

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 Hold ventilation and Control of Sweat:
Purpose of ventilation:
The task of captain does not restricted in leading the ship and
transporting cargo from one port to another , but he should
handover these cargo in good condition, this requires to know the
technical aspects of metrology , procedures of cargo and sailing,
the most important points of ventilation are:
1. Temperature degree inside the holds should equal to the
temperature outside it.
2. Keeping away gases arise from some cargo outside the holds.

The ship is responsible for all damages and injuries resulted

from bad ventilation or insufficiency.

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 Ship's Sweat
Ship's sweat: resulted from condensation, it occurs when the hold dew degree more than the ship body
temperature which and when the ship passes from hot to cold climate or at the sudden temperature drop, this
normally occurs with damp cargos – (moisture absorbent) such as wheat – flour – cotton – cigarette and other
agricultural products.

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 Cargo sweat
Cargo sweat: resulted by the direct condensation for cargo, when the ship passes from hot to cold climate,
normally with the non-damp cargos (non-moisture absorbent) such as the stiff metal products such as steel and
different equipment that can be damaged as a result of sweat leading to rust, deformation and color change.

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 Ventilation systems
Ventilation system dependant on the control of entering pure air with driving away vapor and gases and quick exhaust of
harmful air out of the hold and substitute with pure air.
Natural ventilation:
❑ To obtain the high level efficiency of air circulation inside the holds ( in the dry cold air and many circulations in one
hour, some deck fans can be directed to allow entering air "lee vent" and some of which are directed to exit air "
weather vent".
❑ Whenever the inlet and outlet ventilators increase in one hold, the ventilation circulation and air renewal will
increase also.
❑ The pure air temperature is less than the outlet air temperature.
❑ The pure air enters through the ventilators to inside the holds passing the sides & cargo until reaching the
bottom via the ventilation passages among cargo which allow low degree temperature , and the temperature exchange
takes place between the cargo and the surrounding air, but the productive air is hot bearing vapor and gases.

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Mechanical ventilation:
There are large fans inside the hold ventilators to push the air and increasing the air circulation and outlet gases, in some
ships there is a dryer with the electric ventilators to keep the enter air free from water vapor.

Factors affecting the temperature degree during trip which lead to sweat.
1. Type of cargo
2. A season of the year
3. Current weather
4. Ship speed.
5. State of weather at the time of the departure.
6. State of weather at the time of arrival.
7. Navigation system (great circle – Mercator) and water temperature, the daily change average reaching 2-3 degrees
as a result of a change in the relative humidity and water vapor.
8. Point of internal and external dew.

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 Ventilation Rules
(1) Hygroscopic Cargo:
❖ From cold to hot area:
Ventilation is not very essential, and when the hold opened in the arrival port, simple
condensation will occur on the cargo surface, and will dry during discharge.
❖ From hot to cold area:
Ventilation is essential to be operated as soon as possible in the first stage, but at final, the external dew point will be very
low, in this case the ship needs sufficient number of ventilators.

(2) Non Hygroscopic Cargo:

❖ From cold to hot area:
Ventilation is less important, because there is no sweat as a result of moisture leakage with the air entering
to the cold compartment.
❖ From hot to cold area:
The ship will sweat, but cargo will not be affected unless the sweat condensed on the accumulated
cargo. In this case it is essential to put protective canvas on the goods.

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3°C

The Three Degree Rule states that a cargo hold should be

ventilated when the dry bulb temperature of the outside air is at

least 3°C lower than the temperature of the cargo.

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