Pure Car Carrier

UNIT 8 PURE CAR CARRIER

Structure
8.1 Introduction
Objectives

8.2 Brief History

8.3 Ro-Ro Ships: Loading and Unloading of Cargo
8.4 Cargo Stowage and Securing
8.5 Care of the Cargo during Transit/Loading/Unloading
8.6 Problems Associated with Ro-Ro Ship
8.7 Alternate Anti fouling Systems
8.8 Future Issues
8.9 Summary

8.1 INTRODUCTION

Figure 8.1: Loading of Cars

The car carrier or more correctly the P.C.C. (Pure Car carrier) or P.C./T.C. (Pure
car/truck carrier), could never be described as a beauty of the seas, yet in it's rectangular
design, is purpose built to carry large numbers of cars.
Manufacturers of cars, mainly in Japan and Europe, use these vessels to ship large
quantities of their products around the world. Every Japanese, Korean, or European car
you see on your roads, may have been brought across on one of these car carrier vessels.
RO-RO are acronyms for Roll On/Roll Off; a type of ferry, cargo ship or barge that
carries wheeled cargo such as automobiles, trailers or railway carriages.
RO-RO vessels often have built-in ramps or land based ramps, which allow the cargo to
be "rolled on" and "rolled off" the vessel when in port. This is in contrast to lo-lo (lift on-
lift off) vessels which use a crane to load and unload cargo. It is significant that a RoRo's
ramps can serve all of the vessels decks, otherwise it is a hybrid type
(see below).
Unlike elsewhere in the shipping industry where cargo is normally measured by the
Metric Ton, RoRo cargo will typically be measured in the more convenient unit of Lanes
In Metres (LIMs). This is calculated by multiplying cargo length in metres by its width in
lanes (lane width differs from vessel to vessel and there are a number of industry
standards). Note that, whilst any vessel can be poorly or dangerously loaded, it is very
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Environmental unlikely that a RoRo vessel will become overladen as, unlike, say, a cargo of grain or oil,
Protection because the majority of any cargo is in fact air.
While smaller ferries that operate across rivers and other short distances often have built-
in ramps, the term RORO is generally reserved for ocean going vessels.
Typically new automobiles that are transported by ship around the world are moved on
ROROs. These large new-car carriers are commonly called Pure Car Carriers (PCCs) or
Pure Car Truck Carriers (PCTCs). The largest PCC currently in service is the MV
Mignon, owned and operated by Wallenius Wilhelmsen Lines of Sweden, it can carry
some 7,200 cars.
Objectives
After reading this unit you will able to
• explain loading and unloading of cargo,
• describe cargo stowage and securing,
• take precautions for the security of cargo and
• explain procedures for taking care of cargo during trasit/
loaidng/ unloaidng.

8.2 BRIEF HISTORY

The modern roll-on/roll-off ship can trace its origins back more than one hundred years
to the early days of the steam train. Ships were specially designed to take trains across
rivers which were too wide for bridges: the ships were equipped with rails, and the trains
simply rolled straight on to the ship, which sailed across the river to another rail berth
where the train would roll off again. An example is the Firth of Forth ferry in Scotland,
which began operations in 1851. It was not until the Second World War, however, that
the idea of applying the Ro-Ro principle of road transport became practicable − and was
used in constructing the tank landing craft used at D-Day and in other battles. The
principle was applied to merchant ships in the late 1940s and early 1950s. It proved to be
extremely popular, especially on short-sea ferry routes, encouraged by technical
developments on land as well as sea, notably the increase in road transport.
Ro-Ro ships have been around for a very long time, although the first wheeled vehicles
to be rolled, instead of lifted, onto ships were rail wagons with the first rail ferries
appearing at the end of the 19th century. It was the 1950s when the first commercial Ro-
Ro ships appeared in the ferry trades, initially derivations from the WWII landing craft,
with cargo being loaded over a bow ramp, lowered onto a beach or simple jetty structure.
These very basic ships demonstrated one very important thing − that it was much faster
to roll vehicles on board than it was to lift them. The big breakthrough came when
classification societies and regulators agreed that it was safe and feasible to cut an
opening in the stern of a ship, sufficiently large to roll vehicles through it, and to design
ships with long, flat decks, rather than to subdivide the vessel by athwartships bulkheads.
Ro-Ro ferries were a great success, especially in areas like the Baltic and English
Channel, where previously passengers wishing to take their cars paid substantial sums to
have them lifted aboard. Ro-Ro technology was quick and safe and there was far less risk
of the cars being damaged by the dockers if the passengers drove their own cars on and
off the ship.
Soon freight was being handled the same way, with trailers being towed aboard by tugs,
in the event that the driver did not accompany the load. It was still rather time consuming
to have to back cargo off a ship with only a stern door, so it was not long before the
drive-through concept arrived, with a bow and stern door, so that the ship would put her
bow into the berth at one end of the voyage, and her stern at the other.
While the main thrust of Ro-Ro remained in the ferry and short sea freight trades, by the
52 1970s, the principle was being taken into the deep sea trades, large Ro-Ro vessels often
carrying a mix of containers and wheeled cargo. Their ability to carry heavy and Pure Car Carrier
awkward cargo was greatly prized. Specialist car carriers arrived and before long there
were twelve decked ships of this type which could load more than 5000 standard sized
cars.
Cargo handling technology has been at the root of the Ro-Ro ship’s success. Watertight
doors, amazing angle ramps that enable a ship to operate without shore link-spans at any
stage of the tide, hydraulic internal ramps and huge elevators for movement between
decks are just some of the equipment that is seen on modern Ro-Ro vessels . Portable
cardecks which can be tucked up under the deck above when not required give a ferry a
flexible capability that can cope with seasonal demands for cars or freight vehicle space.
Like most other types of ship, Ro-Ro have got bigger, faster and more sophisticated . A
drive-through Ro-Ro of perhaps 30,000 tons is able to discharge 350 cars, 100 trucks and
more than one thousand passengers and load the same number in little more than an hour.
There are now 60,000 tonne ferries on North and Irish Sea, while there are overnight
ferries in the Baltic, which combine the characteristics of luxury hotel, shopping mall and
entertainment complex. Moreover, there are big freight ferries which can take up to 7km
of trucks off the motorway − which makes environmental sense.

Figure 8.2: Side Ramp of RO-RO Carrier

A PCC ship's starboard side. A RoRo ship's stern ramp is usually much more robust
and capable of holding vehicles as heavy as an armoured military vehicle such as an
ABRAMS tank.

8.3 RO-RO SHIPS: LOADING AND UNLOADING

OF CARGO
RO/RO SYSTEM

RO/RO describes the system in which fully loaded vehicles are driven onto a
specially designed ship, parked in the hold for sea voyage, and then driven ashore
at the overseas destination. If necessary, RO/RO ships can be used to carry general
cargo. They can load and discharge cargo with their own cargo-handling gear.
The Ro-Ro ships may have weather tight openings above the free board deck
where as below the fee board deck they are required to be water tight.

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Environmental
Protection

Figure 8.3: Stern Ramp of

a Combined Container/RO-RO Ship

RO/RO VEHICLE OPERATIONS PROCEDURES

• When moving vehicles on or off the ship, follow these rules:
• After starting the vehicle, immediately perform a brake check by driving
forward several feet and then applying the brakes.
• Only qualified and screened drivers are permitted to operate vehicles.
• All personnel working in vehicle operating areas MUST wear hearing
protection.
• Do not operate (move) vehicles about the ship without a vehicle director
present. Vehicle director assistants shall be stationed at locations where
potential traffic hazards exist, such as intersections, ramp approaches, or
departure points.
• Do not back vehicles without supervision from ground guides stationed to
one side and to the rear of the vehicle being backed.
• Use traffic guides at ramps and watertight doors to clear the area of
unnecessary personnel, and to warn personnel of oncoming vehicles, when
moving vehicles through the various levels and holds of the ship.
• Operate vehicles with lights on.
• Only one vehicle may transit a ramp at any time.
• Secure cargo loaded within vehicles to prevent movement and shifting.
• Start vehicles only when directed by vehicle director or other competent
authority.
• Do not leave vehicle engines running unattended. Vehicles will not exceed 5
miles per hour while moving about the ship.
• Operate vehicles in low range only and, when possible, in maximum wheel
drive mode.
• Remain clear of engine exhaust.
• Take care to avoid the presence of loose paper within the RO/RO areas.
These papers can be sucked into the ventilation system, blocking airflow and
allowing the buildup of noxious gases.
• Stand clear of vehicle ramps while vehicles are traversing them.
• Stay clear of space between moving vehicles and other vehicles, fixed
objects, and bulkheads.
• Do not remove vehicle lashing assemblies until ensuring that brakes are set
and personnel are clear of vehicle path.
• Make certain that the watertight door sill protectors are put in place.
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 Pure Car Carrier

Figure 8.4: View of inside of a RO-RO Vessel

Trucks and similar vehicles are primarily transferred onto the means of transport on their
own wheels via ramps (roll-on/roll-off (Ro-Ro)) ships, ferries and combined
container/Ro-Ro ships, car carriers, truck carriers, low loaders, special railroad flat
freight cars or low platform freight cars (truck-on-train, TT).
Conventional loading (lift-on/lift-off (lo-lo)) is rare today or is used only for used
vehicles. Special gear for crane handling must be used for conventional loading and care
must be taken to ensure that the brakes on the vehicle are not applied as severe vibration
and oblique hoisting may cause the vehicle to rotate around the blocked wheels.
Damage often arises due to incorrect cargo handling during loading and unloading of the
means of transport and while the vehicles are being driven around the storage lot
(speeding, collisions).
During Loading and Unloading Operations, Care should be taken to ensure that
• the angle of the loading ramps is between 6 and 7° so that the tops of the
bodies suffer no damage,
• the vehicle windshields provide an unobstructed view (essential),
• trained truck drivers are used,
• handling personnel wear special working clothes without metal fastenings or
zips,
• instructions from loading supervisors are followed to the letter,
• right-hand drive or left-hand drive vehicles are appropriately stowed so that
once the vehicle has been parked the driver can get out on the still
unobstructed side.
In addition care should be taken with regard to the following items:
(a) TRAFFIC CONTROL
For maximum load efficiency, roll-on operations must occur concurrently on
several decks. Develop a coordinated traffic control plan before beginning
operations and execute it forcefully throughout the operation. For a safe and
efficient operation, establish the following traffic control points:
(i) Call forward areas - to direct drivers to the ship and ensure the continuous
flow of the required vehicles (according to the stow plan) to the ship.
(ii) Bottom of ramp − to tell drivers to report to a specific deck and to ensure a
continuous flow of vehicles onto the ship. This person also ensures that the
top of the ramp is clear before allowing another vehicle to start up the
ramp. Keep vehicles on the ramp in motion at all times, in order to avoid
excessive loading.
• Top of ramp to direct drivers to the proper ramp and to ensure
that pedestrians do not walk through a vehicle's intended path. 55
Environmental • Exit point of each internal ramp—to direct drivers to the
Protection staging line or to another ramp, as appropriate, and to look out
for pedestrians.
• Stowage area guides—to guide vehicles into final stow
position.
(b) STOWAGE OF VEHICLES WITHIN FIRE LANES
• Fire lanes have been designated for the ship's fire and damage control
parties.
• These parties must be able to access any area of the ship during an
emergency.
• They must extinguish fires or repair damages to prevent the loss of life,
cargo, and vessel.
• Vehicles may not block these fire lanes; however, they can be placed
alongside them. Lashings may extend across them as long as they are below
knee level.
(c) RAMP PROBLEMS DUE TO TIDES
In areas where wide tidal fluctuations are known to occur, load planners must
determine if the tides will cause the ramp to be unusable for any period.
The planner should consult the local tide tables along with the approximate apron
height above MLW to obtain the estimated pier height above waterline during high
and low tides.
After determining that use of the ramp will be lost, take steps to minimize the
adverse effect upon the overall operation.
Consider pre-staging as many vehicles as possible aboard ship during the time
directly before the ramp is lost. After ramp is lost, move the vehicles to their final
stow location.
LIFT-ON OPERATIONS MAINLY ON RO-RO CARRIERS
The methods for lifting cargo aboard ship are discussed below.
(a) Location
Cargo can be lifted aboard the vessel at three separate locations − the forward
section (requires shore- or barge-based cranes), the midsection, and the aft section.
For the ship to be loaded most efficiently, conduct operations at all three locations
at the same time.
(b) Cargo Flow
Cargo to be lifted aboard flows from the pickup point on the pier (or lighter) to the
stow location aboard ship. If the stow location is not within the operating radius of
the crane, move the cargo to that location by alternate means. Drive, tow, or push
vehicles into position. Position non-wheeled equipment, palletized cargo, bulk
cargo, and so forth, by forklift or pallet jacks. Position containers with the ship’s
container lift truck.
(c) Crane Re-Rigging
Planners and operators must minimize the number of times the cranes are rigged
for tandem operations, since it takes quite some time for each mode change. Also,
when the cranes are married, their overall productivity is cut in half. Avoid re-
rigging, when possible, by −
Grouping heavy lifts together.
• Lifting light vehicles in the tandem mode.
• This is better than delaying loading by switching to the single mode
and then back to tandem.

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 Pure Car Carrier

Figure 8.5: Simultaneous Operations, Lift-On

Figure 8.6: Simultaneous

Operations, Lift-On

Roll-Off Preparations: Using the proper sequence to drive vehicles off a vessel can
significantly reduce overall discharge time by allowing the time-consuming process of
removing vehicles from the sea sheds and flatracks to begin sooner. The roll-off sequence
must also take into account the effect on the vessel's stability caused by the rapid
discharge of vehicles, each weighing up to 60 tons. Also, an effective roll-off discharge
plan allows vehicles to clear the port faster and reduces the labour cost of discharging the
ship.

Figure 8.7: RO-RO Vessel at Sea

8.4 CARGO STOWAGE AND SECURING

Stowage Space Requirements
It is cool, good ventilation, below deck for maritime transport. The following
general criteria should also be taken into account:
• Admissible deck and ramp loads must not be exceeded.
• Stowage spaces must be free from grease, oil and other friction-reducing
substances.

57
Environmental • The stowage spaces for maritime transport must be protected from direct
Protection ingress of seawater and, if possible, low acceleration forces should apply
(e.g. stowage spaces amidships).
• Stowage spaces in which the deck surfaces may permanently be at high
temperatures (e.g. due to heated tanks) must be insulated with wooden
dunnage to ensure that the tires suffer no damage.
• Depending upon the type of suspension (leaf spring, coil spring and air
suspension), care must be taken to ensure that the spacing left between the
individual vehicles is sufficient to prevent them from damaging each other
due to their differing vibration behavior and to allow appropriate cargo
securing to be applied.
• Vehicles must not be transported on the ship's deck without the shipper's
knowledge
The manufacturer's loading instructions must be complied with.
Cargo securing is basically dependent upon the available securing means, the
weight and type of vehicle and where it is stowed. The following explanations
relate only to vehicles in the unladen state.
The means of transport must be equipped for lashing vehicles correctly (lashings,
lashing points, such as lashing rings and lashing pots and the like).
When lashing belts, chains or wire ropes are used, care must be taken to ensure
that the same number are used at both the front and rear of the vehicle.
If no specific loading instructions are available, such lashings are attached to
special lashing rings or to the vehicle's towing gear.
If no or insufficient lashing rings are available, the lashings may be attached to the
springs, axles and, under certain circumstances, to the chassis or vehicle frame.
Lashings must not, however, be fixed to wheels, rims or bumpers.
Vehicles weighing more than 20 metric tons tend to act heavily on their springs
and should thus be supported on trestles to relieve the springs.
Cargo Securing Examples
Ro-Ro Ship, Special Ro-Ro Ship (Car Carrier)
Use lashing chains or wire ropes with tighteners (e.g. turnbuckles or spindle
clamps) or lashing belts (e.g. truck lashing belts with ratchets) to absorb horizontal
forces in order to avoid slippage and tipping.

Figure 8.8: Method for Securing Trucks

on Board a Ro-Ro Ship

In maritime transport, cargo securing means should be tight, but not highly prestressed.
On inclined surfaces (ramps) and in the case of stowage athwartships, wheel chocks are
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additionally used and the number of front and rear lashing belts on the vehicle must be Pure Car Carrier
increased appropriately.
Conventional Ship or Container
Use lashing chains or wire ropes with tighteners or lashing belts together with
wheel chocks; in the case of stowage athwartships and on inclined surfaces, the
number of front and rear lashing belts on the vehicle must be increased
appropriately.
In maritime transport, lashing chains and belts should be tight, but not highly
prestressed.

Figure 8.9: Method for Securing a Truck on Board a Conventional Ship,

an Open-Top Container, on a Flatrack or Platform

Figure 8.10: Deck loading of automobiles and trucks − damage is inevitable.

The trucks are stowed too closely together and no wheel chocks have been used.
Another feature which merits criticism is the direct securing to adjacent vehicles.

Figure 8.11: Multipart special belt for transport of

vehicles

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Environmental
Protection

Figure 8.12: Cargo

securing on truck transporters (side view)

• Wheel chock in front of and behind each wheel.

• Each individual wheel additionally secured by a three-point lashing belt
Key: 1 = perforated plate of carrier deck; 2 = stirrup in front of and behind
the rear wheel; 3 = radially arranged three-point lashing belt consisting of
the three hooks (4, 5 and 6), the slip preventer (7) and the ratchet
tensioner (8).
Precautions used when securing cargo
Both when applying and subsequently removing cargo securing materials,
appropriate care must be taken to avoid damaging the vehicle.
Care must furthermore be taken to ensure that
• only wheel chocks or stirrups of sufficient height (height between 1/8
and 1/6 of wheel diameter) which may be properly locked in place are
used,
• hooks are only tensioned, and not stressed to bending
• no damaged belts, wire ropes or chains are used,
• belts and chains are not twisted.
If the vehicle is so equipped, its parking brake must be applied and the steering
lock engaged.
Incorrect securing of vehicles on the means of transport easily results in damage.

8.5 CARE OF THE CARGO DURING

TRANSIT/LOADING/UNLOADING
(i) Humidity/Moisture
The interior fittings of vehicles may in particular be damaged (rust, mold,
discolouration) by extended exposure to excessive moisture, such as excessive
relative humidities. Under certain circumstances, it may be necessary to ventilate
the interior and dissipate any moisture by opening the windows, as there is
otherwise a risk of rust and mold growth.
However, when in the open, the windows and doors of the vehicles should be
closed in order to prevent penetration by rain water.
(ii) Ventilation
Vehicles require particular ventilation conditions.
Ventilation is necessary in order to eliminate contaminants which are detrimental
to health and which form explosive mixtures in conjunction with air. This problem
arises in particular with ro-ro shipment, where dissipation of the exhaust gases
60
 must be ensured. Ships must have highly effective ventilation systems in order to Pure Car Carrier
ensure a constant supply of fresh air during and after loading or unloading
operations. This also applies to ferries if the exhaust gases reach areas used by
passengers.
Good ventilation is necessary in ocean-going vessels in order to avoid rust and
mold growth (see risk factor Humidity/Moisture).
(iii) Gases
Flammable gases may be released by forced venting of the vehicle's fuel tank. The
tank should accordingly only be filled with sufficient fuel for the vehicle to be
driven at the terminal and for cargo handling purposes.
Exhaust gases released during loading and unloading operations must be dissipated
by appropriate ventilation.
(iv) Odor
Active Behaviour: Loading and unloading operations on ro-ro ships may result in
an odor nuisance in the hold which must be eliminated by suitable ventilation
measures.
Passive Behaviour: Trucks are not generally odor-sensitive. However, odor
tainting, in particular of the upholstery, has occurred in ports due to adjacent cargo
handling areas for goods with a strong odor, such as for example fish meal.
(v) Contamination
Active Behaviour: In order to prevent leakage of oil or brake fluid, the vehicles
must not be kept at an excessively steep angle.
Passive Behaviour: Risk of soiling of paintwork e.g. by industrial fallout, paint
mist from shipyard operations, sand storms. During railroad transport, sparks from
the overhead power line may cause burn damage to paintwork.
A wax or acrylic coating or adhesive films may be applied to protect the paint
surface from more serious soiling. Removal of snow and ice before and after
loading must be carried out with care. Coarse particles of dust and dirt stuck to
waxed windshields may cause serious scratching when the windshield washer is
operated. Wax or acrylic coatings must thus not be applied onto windshields.
Modern cleaning methods make it possible to diminish the losses arising from
large areas of damage to paintwork, e.g. by metal dust, because the replacement of
whole bodywork parts is avoided.
The working clothing for cargo handling personnel must be clean so that the
interior fittings of the vehicles are not soiled.
(vi) Mechanical Influences
In order to avoid damage by mechanical stresses it is essential that stowing and
lashing on the means of transport are performed carefully and in accordance with
instructions.
Possible damage includes: damage to paintwork, scratching, damage due to
bending, denting, glass breakage, fine (hairline) scratches or flying stones. The
relevant areas should be protected by adhesive films or cushioning material.
During railroad transport, paintwork may be damaged by sandblasting on bridges.
During railroad transport, sparks from the overhead power line may cause burn
damage to paintwork.
In order to avoid hail damage, it is advisable to erect hail nets at particularly at-risk
storage lots.
Handling personnel should wear special clothing without metal fastenings.
61
Environmental Vehicles should be kept in marked parking areas during storage and intermediate
Protection storage. If the parking area is disorganized, vehicles may be overlooked and
damaged.
Comply with the manufacturer's stowing and loading instructions.
(vii) Toxicity / Hazards to Health
If ventilation is inadequate, exhaust gases may be harmful to human health. Ships must
accordingly have highly effective ventilation systems in order to ensure a constant supply
of fresh air during and after loading or unloading operations and dissipate any exhaust
gases which arise.
(viii) Shrinkage / Shortage / Theft
In order to avoid the risk of deliberate damage by vandalism (e.g. stone throwing),
the vehicles should be kept in intermediate storage only in guarded and fenced
storage lots. In order to reduce the risk of entire vehicles being stolen, vehicle keys
should be left inside the vehicle only in guarded and fenced storage lots. However,
separate storage is better.
In order to reduce the risk of theft of easily removed, valuable vehicle parts (radios
etc.), the latter should be shipped separately.
(ix) Insect Infestation
While on storage lots, insects (e.g. ants) may mistakenly find their way into vehicles or
martens may damage the engine compartments.

8.6 PROBLEMS ASSOCIATED WITH RO-RO SHIPS

Ro-Ro safety
The problem areas
Although Ro-Ros have proved commercially very successful, some concern has
been expressed about Ro-Ro ships from the safety point of view virtually ever
since the first Ro-Ro ships were introduced.
The whole design concept is different from that of traditional ships because of the
introduction of a number of elements which make Ro-Ro ships unique.
(i) The lack of internal bulkheads
On conventional ships, the hull is divided into a number of separate holds by
means of transverse bulkheads, many of which may be watertight. In the event of
the hull being holed, the bulkheads will limit or delay the inrush of water, resulting
in the ship sinking slowly enough for the evacuation of those on board or even
preventing the ship from sinking at all.
With Ro-Ro ships the installation of unpierced transverse bulkheads is a major
obstacle, at least on the upper "through" decks: the whole idea of the Ro-Ro ship
depends upon being able to drive cargo on to the ship at one end and off again at
the other. The installation of fixed transverse bulkheads would prevent this.
Although Ro-Ros are all fitted with the watertight collision subdivision, and
engine-room bulkheads below the freeboard deck prescribed by SOLAS, the huge
vehicle decks make it possible for water to enter very rapidly and fire can also
spread very quickly for the same reason.
(ii) Cargo access doors
The cargo access doors at the stern and bow of the ship represent a potential weak
spot, as do the side doors with which some Ro-Ro ships are equipped. Over the
years such doors can become damaged or twisted, especially when the door also
serves as a ramp.

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 Pure Car Carrier

Figure 8.13: The Tricolor’s wreck

(iii) Stability
The movement of cargo on the vehicle deck can affect the intact stability of the
ship, causing it to list. The sudden inrush of water following damage to the hull or
failure of watertight doors can be even more serious (and rapid). The fact that Ro-
Ro ships generally have a very large superstructure compared with other types
means that they can be more affected by wind and bad weather.

Figure 8.14: Stern Portion of the Wreck

(iv) Low Freeboards

Cargo access doors fitted on cargo-only Ro-Ros are often very close to the
waterline. This means that a defective trim or a sudden list, caused, for example,
by the movement of cargo, can bring the access threshold below the waterline,
resulting in a sudden inrush of water (if the door is open) which will in turn result
in the list increasing and a possible capsizing of the ship.
(v) Cargo Stowage and Securing
A list can cause cargo to break loose if it is not correctly stowed and secured. The
problem is made worse because the crew of the ship cannot normally see how the
cargo is stowed inside or on the trailer in which it is transported. A heavy load
which breaks loose can cause other units to follow suit. The result can be an
increased list, the spillage of dangerous substances and, in extreme cases, damage
to the hull and ship's structure.
(vi) Life-Saving Appliances
The high sides of many modern Ro-Ros, including passenger ships, pose problems
regarding lifesaving appliances: the higher a lifeboat, for example, is stowed the
more difficult it can be to launch, especially if the ship is listing badly.
(vii) The Crew
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Environmental The factors referred to above indicate that Ro-Ros are highly sophisticated ships
Protection which require very careful handling. This makes them exceptionally vulnerable to
human error.

Figure 8.15: Vessel in Capsized Condition

8.7 ALTERNATE ANTI FOULING SYSTEMS

Enclosed Ro-Ro decks and special category spaces on ro-ro ships are in many ways fire
protected to a standard equivalent to engine rooms.
The boundaries are enclosed by A-class divisions, fire hoses and portable equipment is
provided in adequate numbers and a fixed fire extinguishing system, typically CO2 on
cargo ships and deluge (water spray) on ferries shall be provided for enclosed spaces.
Such spaces shall also be provided with a smoke detection system.
Fire patrol is required for special category space and good ISM practice for ro-ro spaces
on cargo ships.
Compliance with Dangerous Goods Regulations will add some to the above, basically
some more fire hoses.
Open cargo decks have in general no fixed fire extinguishing system (even when carrying
dangerous goods).

Figure 8.16: An RO-RO Vessel on Fire

Fire on RO-RO Decks – DNV Technical Paper

DNV has issued a technical paper addressing fire safety on Ro-Ro cargo spaces.
This paper identifies fire hazards related Ro-Ro spaces, details the findings from
almost 30 major fires in such spaces and issues recommendations for safe
operation and design of fire safety systems.

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 • Major fires are rather in-frequent and the fatalities on ships of SOLAS standard Pure Car Carrier
are all linked to accidents where passengers stay on the car deck during voyage
(this is no longer accepted under SOLAS and the ISM code).
• Many of the major fires start when the vessel is in port (during loading and un-
loading operations). The fire detection system is then often temporarily
disconnected and the CO2 system can not be released quickly due to open
ramps (internally and externally).
• Reliability of the low pressure CO2 systems for cargo spaces is in general low.
There are also problems with this system under normal operations.
• Conventional deluge systems for Ro-Ro decks on ferries have a good safety
record.
DNV has based on the findings in the paper developed our additional class
notation F-C and are working to improve the IMO and DNV standards for both
CO2 and alternative fire extinguishing systems.
Additional measures that can be taken
Reliability for the fire fixed extinguishing systems.
• Enhanced performance for the fire detection system.
• Communication (VHF/UHF) and additional fire-fighters outfit.
• low pressure CO2 systems.
The measures are considered to be inexpensive. This due to the fact that although
serious Ro-Ro fires are expensive, they are rather infrequent (in contrast to engine
room fires).
A few years ago, a car carrier, called the REIJIN ran aground and partially
submerged off Spain, full of Japanese cars. The manufacturers were so scared of
people stealing whole cars or parts from the wrecked vessel (which was easy to
reach from land) that they ordered the vessel, and it's cargo of brand new vehicles,
to be towed out into deep water and sunk.
More recently, the TRICOLOR sank after a collision with another vessel in the
English Channel, proving, yet again, the inherent weakness in the design of vessels
with a single massive hold. OK...until water gets in. With no watertight bulkheads,
the free surface effect of that water rapidly de-stabilises the whole vessel. In a
matter of seconds they can capsize.
The seagoing RORO car ferry, with big external doors close to the waterline and a
large vehicle deck with few internal bulkheads that are able to prevent large
movements of flood water, has a reputation for being a high risk design. If any
water enters the vehicle deck, it can begin setting up a free surface effect within
the vehicle deck making the ship unstable and causing a capsize as happened with
many vessels.

8.8 FUTURE ISSUES

The acronym ROPAX is used when a RORO vessel is equipped with cabins to
accommodate several hundred passengers.
The ConRo vessel, is a hybrid of a RORO and a container ship. This type of vessel
generally has a below decks area used for vehicle storage while still able to stack heavy
container freight on the top decks.
A RoLo vessel, is another hybrid vessel type which might have a ramp/ramps which
serve the main internal decks but the cargo space on the upper decks are only accessible
by crane.

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Environmental
Protection

Figure 8.18: An RO-LO Vessel

SAQ 1
(a) What are Ro-Ro ships?
(b) How is cargo loaded into the ship?
(c) In what way is the Ro-Ro ship different from other vessels in terms of
construction?
(d) How are vehicles lashed on car decks?
(e) What all care should be taken of the cars while in transit?
(f) What are the precautions to be taken when moving vehicles on and off the ship?
(g) What precautions are to be taken during loading and discharging of cars?
(h) What are the main problems with the design of the Ro-Ro ship?
(i) With respect to the freeboard deck what are the requirements for a PCC?
(j) What are the requirements for stowage space in PCC’s?

8.9 SUMMARY
The pure car carrier of pure car/truck carrier is purpose built to carry large numbers of
cars, trucks and other vehicles. Ro-Ro vessels often have built-in ramps or land based
ramps, which allow the cargo to be “rolled on” and “rolled off” the vessel when in port.
The big breakthrough came when classification societies and regulators agreed that it was
safe and feasible to cut an opening in the stern of a ship, sufficiently large to roll vehicles
through it, and to design ships with long, flat decks, rather than to subdivide the vessel by
athwartships bulkheads. Watertight doors, angle ramps, hydraulic internal ramps and
elevators for movement between decks are just some of the equipment that is seen on
modern Ro-Ro vessels. Portable car decks which can be tucked up under the deck above
when not required give a flexible capability that can cope with seasonal demands for cars
or freight vehicle space. Damage often arises due to incorrect cargo handling during
loading and unloading of the means of transport and while the vehicles are being driven
on board the vessel i.e due to speeding and collisions. Some concerns about Ro-Ro ships
from the safety point of view that still persist are lack of internal bulkheads, poorly
maintained cargo access doors limited stability, fire control and launching of lifeboats
due to freeboard. Accidents in the very recent past reinforce the requirement of
continually monitoring the status of vessel’s cargo equipment as well s equipment meant
for contingencies.

Note: Some of the pictures/images used in this Unit have been sourced from the internet. We wish
to thank the creators/publishers for the usage of their material.
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