Ro-Ro cargoes /Vehicles

Mafi Trailer Container Chassis Van semi-trailer

Semi-trailer Flat bed or platform Side-wall

Tank Vehicle Refrigerated semi-trailer Mafi

Ro-Ro vessel
The discharge operation of Ro-Ro vessel
Ship related dangers and means of preventing:
1. Poorly maintained ramps, lifts and bow and stern doors. Retractable car-
decks, ramps and lifting appliances should be of sound construction, fitted
with appropriate fencing and tested by a competent person. A planned
maintenance system should be in operation.

2. Poorly maintained, inadequately illuminated or badly planned decks.

Adequate permanent lighting should be provided to illuminate vehicle decks,
ramps and lifting appliances. Lights are to be positioned so as to reduce to a
minimum the shadow areas caused by stowed vehicles.

3. Wet decks.

4. Adequate availability of equipment to deal with spillage i.e. drip trays or

absorbent material. Decks to be kept as dry as possible.
5. Inadequate securing points.

1. The ship should be provided with an adequate number of securing points of

a sufficient strength. Enough cargo securing gear should be available, as
detailed in the vessel's Cargo Securing Manual. The duration of the voyage
and the type of cargo must be taken into account when designing the
securing arrangements.
Ro-Ro vessel
Cargo related dangers and means of preventing:
1. The unsatisfactory condition or design of vehicles presented for shipment
in terms of inadequate number of securing points, inadequate strength of
the securing points, ineffective braking system.
Pre load inspection should be carried out and systems must be in place to reject
unsuitable cargo.
2. Cargo in freight containers or in trailers badly stowed.
Container or vehicle packing certificates must be obtained and a pre-load inspection
carried out where possible.
3. Free surface effect in tank vehicles and tank containers that are slack. Margins must
be added to stability calculations for free surface effect when loading tank vehicles full
of liquid.
4. Vehicles being moved negligently on vehicle decks and ramps. Adequate systems to
be. in place to prevent negligent movement of vehicles on decks and ramps.
5. Failure to apply the handbrakes.
After loading, a nominated crewmember should check that the
handbrakes are applied. '
6.Excess free play in vehicle suspensions.
This will affect lashings as they may come loose due to the movement of the vehicle
suspensions in a seaway. In the case of air suspensions in larger vehicles, air is often
drained out prior to lashing them.
7. Failure to comply with the IMDG code.
Prior to loading vehicles or trailers with dangerous goods, a dangerous
goods note and a vehicle packing certificate is needed. The goods
must be stowed and segregated as per the IMDG code and only in
spaces allowed by the vessel's Document of Compliance for loading
dangerous goods.
The discharge of Ro-Ro vessel
 Lashing and securing related dangers

• Lashing and securing points must be adequate and the lashing

material on board must be as per the vessels approved Cargo Securing
Manual. The lashing plan must take into account the type and duration of
the voyage and the lashings must be monitored and tightened at regular
intervals. All securing must be completed before the vessel proceeds out
to sea. Freight vehicles over 3.5 tonnes must be secured in all
circumstances when expected conditions are such that movement of the
vehicles relative to the ship can be expected. Lashings should not be
released for unloading before the vessel is secured to the berth unless
expressly ordered to do so by the Master. A planned maintenance
system must be in place for the lashing equipment and adequate records
must be available for inspection.
2. The movement, stowage and securing of vehicles must be under the
close supervision of a responsible officer. Vehicles should be, so far as is
possible, stowed in a fore and aft manner. Vehicles should not obstruct
access to emergency escapes and bow and stern doors, and must not be
stowed across water curtains.
Personnel related dangers and means of preventing:

1. Poor traffic management on and of the decks and ramps.

The movement, storage and securing must be under the supervision of a
responsible deck officer.

2. Risk of injury due to moving vehicles.

Separating the means of access of passengers and vehicles should
eliminate this. Supervisors must use clear and proper signals. All personnel
engaged in the cargo operation should wear hi-visibility clothing and PPE.
Passengers must not be allowed on vehicle decks prior to the safe berthing
of the vessel. Clear markings and notices, warning of the dangers of
remaining on vehicle decks, must be in place on pedestrian walkways
3. Slips, trips and falls.
Decks must be kept free of oil and grease. Adequate illumination must be
available at all times.

4. Risk of suffocation due to exhaust gasses

Engines must be switched off as soon as possible and the ventilation
system must be in operation at all times during cargo operation. The oxygen
levels in the air must be continually monitored using fixed or portable
indicators
Ro-Ro Vessel
 Ventilation system
• It is a requirement that Ro-Pax vessels carrying more than 36 passengers must
be provided with a powered ventilation system (fans) sufficient to give 10 air
changes per hour in spaces designated to carry vehicles (with fuel in their tanks
for their own propulsion). If the vessel carries less than 36 passengers then the
venting system need only provide six air changes per hour.
Drainage systems
• The hazards of slack water on large vehicle decks and the subsequent loss of
stability vvhich could occur are well known. The fixed pressure water spraying
system, installed for fire prevention, if operated, could cause an accumulation of
water on vehicle deck or decks. To ensure adequate stability at all times a
suitable drainage system must be installed to effect rapid discharge of slack
water.
Bilge pumping arrangements
• Cargo ships and passenger vessels are required to have in place an efficient
bilge pumping system, capable of pumping from and draining any water-tight
compartment. Passenger Ships are required to have at least three (3) power
pumps connected to the bilge main.
Star lashing point / elephant foot type anchor point

Chain Lashing

Tension lever Lashing chain

Lashing of a Semi-trailer
 Wheeled Trestle
Front Support for Semi-Trailers
 Hold Preparation

Reefer cargoes, being perishable in nature, require a great deal of care

before loading and during carriage. Since most reefer cargoes are for
human consumption, cleanliness of the compartments is of utmost
importance.

The crew's understanding of the reefer plant is also important and pre-
cooling checks should be carried out prior to operating the plant. The
insulation must be checked for possible damage, the fans tested and the air
ducting, sounding and scupper pipes must be checked. The actual process
of cleaning the holds depends on the cargo to be loaded. Often the shipper
specifies the standard of cleanliness required and may appoint a surveyor
for a pre load inspection. The cleaning products to be used are sometimes
prescribed by the shipping line and alternative products must not be used
without permission.

In some cases a mere dry wipe and sweep may suffice although often a
more thorough cleaning is required. This may be in case of changing
cargoes from meat to fish or from frozen to chilled. In such cases the holds
are washed down and wiped clean with cloths drenched in a disinfectant
solution. The bilges are thoroughly cleaned and disinfected. The gratings
are also removed and washed with a disinfectant solution. Bloodstains or
other deposits must be scraped out as this can be a fertile breeding ground
for bacteria. The hold may be sprayed using antiseptic spray to prevent the
growth of bacteria and moulds.
Residual odours from previous cargoes must also be removed or cargoes will be spoiled
by taint. On dedicated reefer ships brine is pumped into the drainage pipes on tween
decks. These pipes have an "S" bend and the brine remains standing in the bend. Since
brine has a low freezing point it will not freeze nor allow odours to pass through the pipe
while still allowing any drip water to flow to the bilges.

Any dunnage is inspected and unusable dunnage is disposed off. Air filled dunnage is
increasingly used on modern ships because of environmental concerns about the
disposal of untreated wood. If any hooks and chains are used in the transportation
process they may need to be sterilised.
Once the hold is cleaned and dry then the pre-cooling process can begin. This usually
takes about 48 hours. Any wooden dunnage to be used must be pre-cooled at the same
time. All temperatures must be recorded in the temperature log. Once the hold is at the
right temperature the surveyor usually inspects the hold and gives a survey report based
on his findings. If the shipper accepts this then the loading process can begin.
 Stowage and Cargo Care
• Prior to loading the cargo it should be inspected for damage. The shipowner
is not usually liable for any damage claims that are registered prior to
loading.
• Once the cargo is loaded on board then proper care must be exercised in
the stowage process. "Live" cargoes need a supply of fresh air in order to
survive and the stowage should be carefully monitored in order to avoid
shortcycling.
• Shortcycling is when a section of the cargo does not receive fresh air due to
being stowed too close together. Since airflow chooses the path of least
resistance it passes around rather than through the cargo. Dunnage can be
used to prevent this from happening. Frozen cargoes usually require no
ventilation and this should be checked. The carriage temperature
requirements must be carefully noted and in particular the units must be
checked. Although degrees Celsius are the international standard, in the
USA degrees Fahrenheit is still commonly used. As zero" C is a common
chilled goods temperature and zero" F is a common frozen goods
temperature, great care is needed to avoid possible confusion of units.
• Once the cargo is properly stowed the temperatures must be carefully
monitored during the voyage. Accurate records must be maintained to avoid
future cargo damage claims.
Link Span
PCC’s and PCTC’s
PCC-Pure Car Carrier
 HAZARDS OF BULK CARGOES

• KEY POINTS
• Bulk cargoes transported by sea have inherent hazards
• Knowledge of the hazards is important in order to safely transport
these cargoes
The main hazards of bulk cargoes are as follows:
• Liquefaction
• Cargo shift
• Structural damage due to improper distribution
• Chemical hazards
• Other health hazards