Ro-Ro Vessels - Cargo Operations

Prepared by Capt. Dinyar Sidhva & presented on 19th Sept.2016

 SCOPE OF PRESENTATION
1. DEFINITION OF A RO-RO SHIP
2. ABBREVIATIONS
3. INTRODUCTION TO RO-RO SHIPPING BUSINESS
4. TYPES OF RO-RO CARGOES
5. RO-RO VESSEL TYPES
6. ARRANGEMENTS FOR BOW, STERN & SIDE DOORS AND RAMPS
7. PREPARATIONS ON CAR DECKS PRIOR LOADING VEHICLES
8. RO-RO TERMINAL EQUIPMENT
9. REGULATIONS, CODES, CIRCULARS & GUIDANCE ON
CARRIAGE OF CARGO ON RO-RO SHIPS
10. STOWAGE, SECURING & CARE OF CARGO ON RO-RO SHIPS
11. TYPICAL CARGO LASHING & SECURING EQUIPMENT
12. IMPORTANCE OF MAINTAINING ADEQUATE STABILITY ON RO-
RO SHIPS
13. WHAT MAKES RO-RO SHIPS VULNERABLE?
14. CONCLUDING REMARKS
 DEFINITION OF A RO-RO SHIP

 A Ro-Ro ship is a ship which has one or more decks

either closed or open, not normally subdivided in
any way and generally running the entire length of
the ship, in which goods (vehicles, trailers, other
transport units, containers, pallets and other
receptacles) can be loaded or unloaded normally
in a horizontal direction.
- Extracted from MGN 418(M)
 A Ro-Ro ship is a ship designed to carry wheeled
cargo that are driven on & off on their own wheels
or on platforms equipped with wheels.
 The profile of a typical Ro-Ro ship with 8 decks to carry wheeled and other cargo
that are driven on & off on their own wheels or on platforms equipped with wheels.
 ABBREVIATIONS

TEU - Twenty foot Equivalent Container*;

PCTC/LCTC – Pure Car Truck Carrier, Large Car
Truck Carrier;
PCC – Pure Car Carrier;
NCC – Non-Containerized Cargo;
HH – High & Heavy Cargo;
FEU – Forty foot Equivalent Container;
CEU – Car Equivalent Unit (RT-43)
INTRODUCTION TO RO-RO SHIPPING BUSINESS
 Commercial Ro-Ro ships were introduced in the late 1940s and
early 1950s.
 The idea of carrying commercial vehicles, men & material
stemmed from the amphibious craft used during the War to roll
out tanks, soldiers & combat equipment on the sloping beaches.
 Wheeled cargo such as automobiles, trucks, trailers or railroad
cars offer the advantage of rolling-on & rolling-off its
transportation carrier.
 Some Ro-Ro ships are designed specially to carry NCC (primarily
project cargoes).
 Ro-Ro vessels are designed to carry wheeled, HH and NCC, as
opposed to conventional container ships which use built-in cranes
or dock cranes to load & unload cargoes.
 Ro-Ro ships have strong built-in ramps, mostly at the stern to
offload rolling cargo, Some vessels have them amidships to ease
the flow of cargo. Many of the Ro-Ro ferries have bow doors as
well. There may be a combination of doors on the bigger vessels.
A Terminal Tractor hauling out an oversized load on a roll trailer
from the stern ramp of a Ro-Ro vessel
INTRODUCTION TO RO-RO SHIPPING BUSINESS
 On most vessels cargo is measured in metric tonnes, but Ro-
Ro cargo is generally measured in lanes in metres (LIM).
This is calculated by multiplying cargo length in metres by
no of decks and its width in lanes. Lane widths differ from
vessel to vessel and there are several industry standards.
 Ro-Ro Ship Owners generally secure long-term contracts
with car, truck and rolling equipment manufacturers, as also
construction companies.
 In some trades it is customary that contracts give the ship
owner right to transport a percentage of the cargo owner’s
production quantity.*
 The shipments are therefore normally scheduled where the
majority of itineraries are predetermined & regulated by
contract.
 The importance of familiarizing with the contracts or
charter parties should not be restricted to the Master &
Mate on board.
INTRODUCTION TO RO-RO SHIPPING BUSINESS
 The first decade of the 21st century ended with a
global economic crisis.
 In 2009 world trade fell by 22.9% compared to the
year before. This was the steepest fall in 70 years.
 This downturn led to a 4.5% reduction in seaborne
trade volumes. In 2010 the idle Ro-Ro fleet
accounted for 3.21% of the world’s total Ro-Ro
fleet, due to over-tonnage.
 This was the highest share recorded for any
shipping segment & vessel type in the year 2010.
 The shipping market is still struggling to recover.
INTRODUCTION TO RO-RO SHIPPING BUSINESS
 Names of some of the dominating companies in
the Ro-Ro segment are:
▪ NYK Lines;
▪ Mitsui OSK Lines;
▪ EUKOR Car Carriers;
▪ Hoegh Autoliners;
▪ WWL (joint venture between Wallenius Lines &
Wilh Wilhelmsen);
▪ Grimaldi Group
 TYPES OF RO-RO CARGOES
 Automobiles are defined in CEU or as RT43 where 1
CEU typically represents 4m of lane space reqd. to
store a 1.5m wide 1966 Toyota Corona RT43 model.
 HH cargo includes heavy construction equipment
such as bulldozers, quarry trucks, excavator machines,
semi-trailer trucks, railway wagons, etc.
 NCC includes project cargoes (e.g. an odd-shaped large
generator for a power plant). It may include an
unconventional cargo such as even a yacht stowed on
the top deck of a vessel.
 Containerized cargo may include a fair proportion of
the cargo carried on Ro-Ro vessels on certain trades.
 TYPES OF RO-RO CARGOES
TYPICAL DIMENSIONS & WEIGHTS OF STANDARD CARGOES

CARGO TYPE LENGTH WIDTH HEIGHT WEIGHT

(m) (m) max.(m) max.(t)

Palettes 4.0 1.3 2.2 10.0

Truck 11.0 2.5 4.4 24.0

Truck articulated 15.0 2.5 4.4 38.0

Trailer 20’ 6.1 2.5 4.5 22.0

Trailer 40’ 12.3 2.5 4.5 35.0

Car (EU) 4.0 1.6 1.4 2.0

Non Containerized High & Heavy Cargo being rolled
out of the stern ramp of a Ro-Ro ship on a roll trailer
Ro-Ro Container Ship Atlantic Star is one of the largest vessels in
its class. It has a container capacity of 3,800 TEUs, plus 28,900 sq.
metres of roll-on/roll-off space & a car capacity of 1307 vehicles.*
 RO-RO VESSEL TYPES
As the types of cargoes differ, so do the types of vessels
designed to carry them. The 3 most common types are:
 PCC are designed to transport automobiles & similar
light cargo. The modern PCC may have up to 13 car
decks, where 2 of them at most are hoistable. These
type of vessels are usually the smallest of the Ro-Ro
designs & typically have a length of around or < 200m.
Cargo capacity ranges from 1000 to 6500 RT43 or CEU.
 PCTC/LCTC
▪ PCTC are optimized for carrying a mix of cars & trucks &
are typically outfitted with more hoistable decks than a
PCC. Capacity of a PCTC ranges from 5000 to 7000 CEU
▪ LCTC have a capacity to carry more than 7000 CEU & are
> 200m long.
 RO-RO VESSEL TYPES
 Ro-Ro Cargo vessels are designed to carry mostly HH
& NCC with automobiles and containers as
supplementary cargo. A typical vessel has a length of
between 240 & 300m. A deep-sea Ro-Ro is usually
fitted with 7-9 decks with the lower decks being fixed
decks intended for carrying heavy cargo. Some of the
upper decks are usually hoistable to allow cargo
stowage flexibility.
There are other hybrid variants of Ro-Ro ships such as:
➢ Ro-Pax (Ro-Ro Passenger);
➢ Ro-Lo; (Roll on Lift off );
➢ Con-Ro (Container Ro-Ro).
A profile picture of a Ro-Ro vessel displaying its various decks, doors, ramps & covers
LCTC Faust has a capacity of 8000 cars or a combination of 3484 cars &
468 buses. It has 13 decks of which 5 are moveable.
Longstone is a Ro-Ro Cargo ship which carries a mix of Containers,
HH & NCC
 Tonsberg is one of the world’s most modern Ro-Ro vessels, specially
designed to carry High & Heavy Cargo. It can also carry NCC & Vehicles
 ARRANGEMENTS FOR BOW, STERN & SIDE
DOORS AND RAMPS
 Stern ramps open up to provide max. width & height
clearance for a variety of vehicles. Some designs have
employed stern quarter ramps
 These may be supplemented by ramps amidships or bow
visor options to permit drive through capability.
 Lift to lower cargo hold may be of mechanical or hydraulic
operation. Internal ramps provide access to higher decks.
 All cargo ramps are fitted with wheel tread, anti-skid, steel
grips.
 Ramps are operated generally by twin hydraulic cylinder
actions or winch arrangements.
 In closed condition the bow visor is connected and secured
to the vessel’s hull by hydraulic & manual locking devices,
i.e. the Atlantic lock or bottom lock, 2 hydraulic side locks
and 2 manual side locks.
 ARRANGEMENTS FOR BOW, STERN & SIDE
DOORS AND RAMPS
 Watertight integrity is achieved with
• hydraulic pressure cleating
• in conjunction with hard rubber seals and
• with the hinge arrangements being positioned above waterline.
 Modern Ro-Ro vessels are required to have an audible alarm
on the navigating bridge indicating any change in the state
of the hull doors under surveillance. Leakage surveillance by
closed circuit TV is required to be provided both in the E/R
& on the bridge.
 Vessel’s planned maintenance system would incorporate
periodic maintenance of the ramps as recommended in the
manufacturer’s manual, whether stern ramp, quarter ramp,
mid-ship ramp or bow visors. This is critical for the smooth
functioning and integrity of a Ro-Ro vessel.
Cars being rolled off the stern ramp of a PCTC
 PRECAUTIONS WHEN OPENING & CLOSING
RAMPS & DOORS
• Vessels must have an OMM [on-board operations &
maintenance manual] describing the procedure for opening
and closing of the bow door and ramp / watertight door system.
• The operating procedures may vary greatly from one vessel to
another. Drawings and procedures should provide a clear
picture of its operation to the vessels crew and must be
displayed.
• When opening doors ensure locking cleats and pins are
removed, hinges are free and wire ropes and other moving
parts as also the sealing arrangements are undamaged. Likewise
when closing the doors.
• Hydraulic hoses should be secured and free from chafing.
• The drainage system between bow door and collision bulkhead
must be kept clean and free of any debris.
• A responsible Officer must be in attendance during opening
and closing operations and the indicator system monitored for
correct opening/closing state of the ramps and doors.
 It is critical for the ship’s staff to ensure that the ship’s access doors are kept well
maintained & do not get damaged, as flooding in the cargo decks can be catastrophic.
 CARE & MAINTENANCE OF RAMPS & DOORS
1. Vessels must have an OMM [on-board operations & maintenance
manual] describing the procedure for opening and closing and
care and maintenance of the bow door and ramp / watertight
door system that is class approved. All inspection and damage
records must be maintained as per the OMM.
2. Drawings and technical documentation should provide a clear
picture of its operation and maintenance to the vessels crew.
3. The seals / sealing arrangement must be checked as per the
OMM, w/t test at drydock. Chalk test monthly.
4. Locking cleats, pins, hinges, wire ropes and other moving parts
must be inspected and greased frequently. Any salt deposits must
be thoroughly cleaned.
5. Hydraulic piping, particularly flexible hoses, must be inspected
for leakage and deterioration. Hoses should be secured and free
from chafing. Any external hoses must be replaced at 5 yearly
intervals. Spare hoses, seals, gaskets should be carried on board.
CARE & MAINTENANCE OF RAMPS & DOORS
6. Measurement of wear and tear of battening bolts, cleats,
hinge bearings etc must be made at marked points and
compared with limiting values entered in the drawings or
separate data sheets. Ensure locking devices are lubricated
and defect-free.
7. Inspection and adjustment of sensors, limit switches,
proximity switches must be carried out at recommended
intervals and during each operation.
8. The drainage system between bow door and collision
bulkhead must be kept clean and free of any debris. Level
alarms must be tested frequently.
9. Indicators on the bridge must be tested at each operation
[harbor/sea voyage indication/alarm].
10. Power supply and back up system must be tested
independently.
PREPARATIONS FOR SECURING VEHICLES ON
CAR DECKS
1) Collect & remove:
i. Any stray nuts & bolts, pieces of steel, welding rods, pebbles,
mud etc. which may be thrown by rotating wheels & cause
damage to other cargo;
ii. Any empty cans, bottles, containers, left behind on overhead
beams & corners by stevedores & which may fall on cargo.
Loose lashings on deck & stow appropriately to avoid
iii.
hitting & damaging cargo on the voyage.
2) Check oil leaks from hydraulic pipes & remove any oil
stains inside cargo holds which would make decks slippery
and dangerous for working & driving.
3) Check for leaks from fire main & cooling water pipes &
remove all traces of water to prevent vehicles from rusting.
PREPARATIONS FOR SECURING VEHICLES ON
CAR DECKS
4) All sounding pipes must be capped tight to avoid fuel oil
and water from spraying onto the cargo.
5) Bilge wells to be cleaned & tried out.
6) Scuppers fitted to ensure discharge overboard on the
higher decks shall be kept clear at all times.
7) Deck areas must be well illuminated.
8) Deck areas must have extraction fans operational to
change air volume 10 times every hour to prevent build up
of exhaust gases.
9) The fire protection systems (generally sprinkler or water
drenching) must be tested & fire extinguishers available at
every 40m length
PREPARATIONS FOR SECURING VEHICLES ON
CAR DECKS
10) Such protection dictates that the drainage system must be
also periodically tested to clear any residual waters.
11) Vehicles require wide open deck space to be able to
manoeuvre & the deck areas have to be lane marked for
vehicle stowage
12) Ensure smooth operation of hinges & internal lifting wires
of bulkhead doors, liftable decks, internal ramps, etc.
13) Where floating car decks are adjusted to required heights
& by open rampways, portable stanchions & rope railing
shall be fitted to avoid accidental falls.
14) Deck spaces shall be clearly sign painted to reflect basic
instructions including any speed restrictions to driver
personnel.
PREPARATIONS FOR SECURING VEHICLES ON
CAR DECKS
15) Traffic cones shall be laid to indicate safe driving route.
Other passages shall be blocked using highlight tape.
16) Previously loaded cargo shall be marked by highlight tape
or label to prevent inadvertent unlashing or discharge.
17) Stowage marshals shall be positioned just prior to loading
or discharging of vehicles and who will usher vehicles into
designated lane spaces, where they will be promptly
secured by the lashing gangs.
18) Personnel deployed on the car decks shall don proper PPE
& high visibility jackets.
19) A Responsible Officer shall check that the vehicles are
adequately secured for the voyage.
High & Heavy Cargo being loaded on the massive cargo deck of a LCTC
 RO-RO TERMINAL EQUIPMENT
 The advantage of most Ro-Ro cargo is that it is not
totally dependent on infrastructure at ports.
 It is possible to load and discharge without large
harbor equipment as much of the cargo may be
rolled-on and rolled-off.
 However for NCC, it is necessary to use roll trailers
(cassettes) or jack-up trailers (heavy) to store the
cargo on. These trailers are stowed & pushed into
position by dedicated terminal tractors.
RO-RO TERMINAL EQUIPMENT

A Roll Trailer (Cassette)

A Jack-up Trailer
RO-RO TERMINAL EQUIPMENT

A Terminal Tractor pulling a Roll Trailer

REGULATIONS, CODES, CIRCULARS, & GUIDANCE
ON CARRIAGE OF CARGO ON R0-RO SHIPS
1) IMO Res. A 533(13) – Elements to be taken into account when
considering the safe stowage & securing of cargo units & vehicles in
ships
2) IMO Res. A 581(14) – Guidelines for securing arrangements for the
transport of road vehicles on Ro-Ro ships*
3) IMO Res. A 714(7) – Code of Safe Practices for Cargo Stowage &
Securing
4) MSC/Circ.745 – Guidelines for the preparation of the Cargo Securing
Manual (CSM)
5) MSC/Circ.812 – Guidelines for securing arrangements for transport of
road vehicles on Ro-Ro ships.
6) MGN 418(M) Roll-on/Roll-off ships: Stowage & Securing of Vehicles
7) The Merchant Ship (Carriage of Cargoes) Reglns. 1999
8) MCA – Roll-on/Roll-off Ships – Stowage & Securing of Vehicles – Code
of Practice
9) DOT Code of Practice – Safety of Loads on Vehicles
10) BS EN29367 – Lashing & Securing Arrangements on road vehicles for
transportation on Ro-Ro ships – General requirements
STOWAGE, SECURING & CARE OF CARGO ON
RO-RO VESSELS
 Cargo units shall be stowed in a safe manner & secured
to prevent tipping & sliding, paying due regard to the
forces of accelerations to which cargo units may be
subjected.
 Ships shall be provided with fixed cargo securing
arrangements & with suitable securing gear.
 The ship shall carry and ensure that the cargo is stowed
in accordance with the Cargo Securing Manual (CSM).
The CSM* shall provide information regarding the
technical properties & practical operation of various
items of securing equipment on board.
 The minimum number & minimum strength of
securing points on road vehicles shall be as per the
table provided below:
STOWAGE, SECURING & CARE OF CARGO ON
RO-RO VESSELS
Gross Vehicle Mass Min. no. of Min. strength without
(GVM) in tonnes securing points permanent
on each side of deformation of each
road vehicle securing point as
lifted (kN)
3.5t < 20t 2
>20t < 30t 3 GVM x 10 x 1.2
n*
>30t < 40t 4

*where ‘n’ is the total no. of securing points on each side of the road vehicle
STOWAGE, SECURING & CARE OF CARGO ON
RO-RO VESSELS
 Each securing point shall be marked in a clearly visible
colour.
 Securing points should be capable of transferring the
forces from the lashings to the chassis of the vehicle &
should not be fitted to axles & bumpers.
 Securing points on vehicles shall be so located as to
ensure effective restraint of the vehicle by the lashings.
 Ship’s staff shall make positive checks to ensure that
parking brakes of each vehicle or each element of a
combination of vehicles are applied & locked.
 Wheels should be chocked especially on inclined decks
to provide additional security in adverse conditions.
 Lashings should consist of chain or any other device
made of steel or other material with equivalent
strength & elongation characteristics.
STOWAGE, SECURING & CARE OF CARGO ON
RO-RO VESSELS
 The minimum securing load (MSL) of lashings should
not be < 100kN.
 Lashings shall be attached to securing points with
hooks or other devices & should only be attached to
secure points.
 Only one lashing should be attached to any one
aperture of the securing point on the vehicle.
 Lashings shall be so designed & attached that it is
possible to tighten them if they become slack. During
the voyage, the lashings shall be examined & tightened
as necessary.
 Lashings should be attached to the securing points on
the vehicle in such a way that the angle between the
lashing & the horizontal & vertical planes lies
preferably between 30 & 60 degrees.
STOWAGE, SECURING & CARE OF CARGO ON
RO-RO VESSELS

Lashings should be attached to the securing points on the vehicle in such a way
that the angle between the lashing & the horizontal & vertical planes lies
preferably between 30 & 60 degrees.
STOWAGE, SECURING & CARE OF CARGO ON
RO-RO VESSELS
 Where there is reason to suspect that cargo within
any unit is packed or stowed in an unsatisfactory
way, or that a vehicle is in a bad state of repair, or
where the unit itself cannot be safely stowed &
secured on the ship and therefore may be a source
of danger to the ship & crew, such unit or vehicle
should not be accepted for shipment.
TYPICAL CARGO LASHING & SECURING EQUIPMENT
 WHAT MAKES RO-RO SHIPS VULNERABLE?
1. Lack of Bulkheads

 Unlike other vessel types, Ro-Ro ships which need

undivided longitudinal space to roll-on/roll-off cargo
obviously lack adequate subdivisions (due to the
absence of transverse bulkheads).
 As a result Ro-Ro ships have lower water tight integrity
when water ingress or flooding takes place. The free
surface effect created in large undivided cargo spaces
can result in rapid loss of stability and eventual
capsizing.
 Lack of bulkheads also leads to the rapid spreading of
fires as no subdivisions are present to contain the fire,
should one occur in the cargo spaces.
 Due to the absence of subdivisions on large car decks, once there is water ingress, free
surface effect gets accentuated with a mass of water sloshing from one side to the other
increasing the heeling moment and which may cause the vessel to rapidly capsize.
 WHAT MAKES RO-RO SHIPS VULNERABLE?
2. Improper Cargo Stowage & Securing

 Proper cargo stowage & securing is a very critical on a Ro-Ro

ship, for any loose cargo (trailer, cars etc.) can give rise to a
chain reaction leading to heavy shift in cargo position.
 The trucks and trailers loaded on board also carry cargo
inside them and any shift of that cargo can result in listing of
the ship leading to probable hull damage and eventual
grounding (if moving through shallow waters) or even
capsizing.
 The shipments on a Ro-Ro vessel are normally scheduled
where the majority of itineraries are predetermined &
regulated by contract. This may put added pressure on the
Master to sail a vessel out even when the cargo is not fully
secured to his satisfaction.
An hour after departing from her berth, the Hoegh Osaka experienced shifting
of cargo due to improper stowage & securing. To prevent capsizing inside
Southampton port channel, Master & Pilot had to intentionally run her aground.
 WHAT MAKES RO-RO SHIPS VULNERABLE?
3. Freeboard

 In the earlier built, smaller Ro-Ro ships the general

arrangement of cargo access door has been found to be
close to the waterline. In the event of listing, the door
can get submerged and if it gets damaged, it can lead to
ingress of water inside the ship, & which may
eventually result in the ship heeling over & capsizing.
 The modern Ro-Ro vessels particularly the PCCs &
LCTCs in contrast have unusually high freeboards and
while they are less vulnerable in this regard, are very
susceptible to beam winds and therefore experience
great difficulty turning in such conditions.
 WHAT MAKES RO-RO SHIPS VULNERABLE?
4. Open or Damaged Cargo Access Doors

 The effect of listing of the ship leads to ingress of water

if the cargo doors are left open or are damaged.
 The classic case of the Ro-Ro Ferry Herald of Free
Enterprise easily comes to mind, where 193 lives were
lost as the bow door was left ‘accidentally’ open when
departing from the Belgian port of Zeebrugge.
 One weak point of a Ro-Ro vessel is that sometimes the
cargo door itself is used as a ramp which makes the
ship even more vulnerable to damages.
In March 1987, Ro-Ro Ferry Herald of Free Enterprise sank when departing from the
Belgian port of Zeebrugge. The bow door was left ‘accidentally’ open, resulting in heavy
water ingress and subsequent capsizing with 193 lives being lost.
 WHAT MAKES RO-RO SHIPS VULNERABLE?
5. Location of Life Saving Appliances (LSA)

 When a ship is to be abandoned, life rafts and

lifeboats are used to evacuate personnel from the
ship as soon as possible. The location of lifeboat
and life rafts on ro-ro ships is usually very high,
which makes it very difficult to lower them at sea
in heavy weather especially when the ship is
listing.
 Naval architects will have to address this important
issue when designing Ro-Ro ships in the future.
 WHAT MAKES RO-RO SHIPS VULNERABLE?
6. Heavy Weather Conditions

 Heavy weather conditions can affect a Ro-Ro ship more

adversely than other vessel types.
 Ro-Ro ships are susceptible to the effects of side winds due
to the high accommodation and large exposed area which
can lead to heavy roll accelerations.
 Heavy rolling of the ship can result in cargo shifting which
can further lead to hull damage, even capsizing.
 Ensuring proper securing of cargo throughout the voyage is
crucial to the safety of a Ro-Ro ship.
 Equally important is maintaining safe speed of the vessel
through bad weather. The Master should not feel
pressurized, if the ship’s arrival itinerary is disturbed & in
the process procced at a speed which is not determined to be
safe for the vessel.
 WHAT MAKES RO-RO SHIPS VULNERABLE?
7. Improper Cargo Loading

 It is very difficult to have a sequential loading of cargo

as cargo arrives on terminals at different intervals due
to lack of coordination in the port between the cargo
owner, shipper and other external agencies such as
customs & security agencies.
 This further leads to uneven cargo distribution,
especially when heavier cargoes arrive last. Lack of
proper cargo distribution has been the reason for
several Ro-Ro ship accidents in the past.
 The Master & Mate on the Ro-Ro vessel must evaluate
the consequence of accepting heavy cargo that has
arrived late and may do so only after verifying the
stability & determining that it is safe to do so.
Adequate stability needs to be maintained not just on the voyage, but even when in port
as weights on higher decks & unequal loading / unloading can cause a vessel to capsize.
Picture shows Republica di Genoa turned over on her stbd side at a loading terminal.
 WHAT MAKES RO-RO SHIPS VULNERABLE?
8. Inadequate Stability

 Often the problem with a Ro-Ro ship is its basic design,

which includes loading cargo on the higher decks and
accommodation at even higher levels.
 Ro-Ro ships are susceptible to the effects of side winds
due to the high accommodation and large exposed area
which can further disturb the ship’s stability.
 Even a minor shift of cargo can become a major threat
to the stability of the ship.
 Similarly, hull failure leading to flooding can set up a
massive free surface effect, due to absence of transverse
bulkheads. The lack of subdivisions in the cargo spaces
which generally run the entire length of the ship can
result in rapid capsizing of the vessel.
Even a minor shift of cargo can become a major threat to the
stability of the ship.
 CONCLUDING REMARKS
 The advent of Ro-Ro ships has sped up loading & unloading
operations dramatically & have revolutionized the way
global trade is conducted.*
 The Ro-Ro ships with large doors close to the waterline, a
number of open vehicle decks with little subdivision & tall
accommodation structures make them high risk design
ships.
 Efforts are being made in the newer Ro-Ro ships to address
some of the key design aspects, however there is still some
way to go before these vessels become comparatively safer.
 It is critical for the ship’s Officers to rigorously comply with
the laid down regulations (particularly w.r.t. stowage &
securing of cargo), adhere to safety management systems,
follow safe work practices and ensure intact stability criteria
are met with at all times to make these vessels safer to sail
on.
THANK YOU
FOR YOUR
ATTENTION