CARGO SPECIFIC INFORMATION

CARGO HANDLING AND STOWAGE

(NON DANGEROUS GOODS)

STCW Table A – II/1

 GENERAL INSPECTION OF CARGO HOLDS
Prior to loading and after discharging, hold spaces
must be inspected and cargo/ballast systems
tested. The inspection is primary directed towards
checking ship’s integrity. Possible cause for the
lack of integrity which can cause damage are:
• Damage to shell and deck plating
• Damage to hatch coaming and hatch covers
• Improperly closed or blanked ventilators
• Leaking pipes and manholes covers
• Improperly closed return valves in the bilges line
etc.
 BREAK BULK CARGO
The fundamental rules with break-bulk cargo is:
Established the strengths and weaknesses of the
items in terms of possible over-stowing capacity and
susceptibility to damage from horizontally aligned
forces, motions or contacts, and then decide upon
the best manner in which the items are to be
stowed and secured.
 BREAK BULK CARGO
INTODUCTION:
Break bulk cargo operations include the handling,
carriage, stowage and storage of cargo as individual
items i.e. crates, bales, bundles, drum, barrel, etc.,
listed in a number of bill of lading, each covering a
different commodity. The characteristics of the
different cargo types are described under the general
heading of Break Bulk Cargo, but many of the
handling, stowage and storage requirements of these
items are equally applicable when other modes of
carriage are employed e.g. containers, ro-ro, etc.
 BREAK BULK CARGO
Charter Parties normally call for cargo to be loaded
under the supervision or responsibility of the
Master who must ensure that the stowage is safe
and does not endanger his ship. However, if the
Master dissatisfied the stow for any reason, loading
should be stopped and the matter brought to the
attention of the superintending stevedore and
charterer’s representative. Tallies and mate’s receipt
must accurate reflect the condition of the cargo. To
issue a Bill of Lading that not accurate reflect the
condition of cargo is fraud.
 BREAK BULK CARGO
When loading in a several ports and carried by
different stevedoring and must supervised by the
Master and his officers.
Stowage should aim at distributing the cargo for any
particular load or discharge port equally in every
hold, such that all cargo handling equipment is
employed in full capacity through out loading and
discharging operation. Best to ensure that the heavy
hatch does not have to remain working for extensive
periods after all other hatches are finished and have
batten down.
 BREAK BULK CARGO

Where foodstuffs and fine goods (which may easily

damaged or taint) are stowed only clean nail-free
dunnage should be used and stowage should be
Found separate compartments away from such
obnoxious commodities as creosote, aniline,
essential oil, petroleum, copra, hides, manures,
cassia, certain chemical, turpentine, newly sawn or
most of timber, green fruit, onions, etc.
 BREAK BULK CARGO
Weighty packages such as cases of machinery,
railway bar or plate iron, block of stones, ore
billets, ingots or pigs of metals, etc. should always
be stow on the tanktop with lighter cargo on top.
As a general rules light packages should be stowed
in tween deck spaces, if the hatch is tween decker.
The nature of the packages sometimes calls for
them to be kept in a certain position i.e. coils and
rings or against bulkhead and stiffeners, brackets,
frames, stanchions or other projections, using
plenty dunnages.
 BROKEN STOWAGE
Any break in stowage or broken stowage
caused by the presence of pillars, stanchions,
brackets, web frames, etc. for filling of
which certain packages are not available, or
space which is unsuitable to receive a
package of cargo, should firmly packed with
suitable dunnage or airbags, in order to
prevent movement of cargo in a sea way and
to afford a stable and level platform for the
next tier.
 BROKEN STOWAGE
The loss of valuable cargo spaces, where the nature
of the cargo justifies economy, is best avoided by:
• Compactness of stowage
• Selecting packages which, by nature and value of
their content and their construction, are suitable
for filling broken stowage. Reels of barbed wire,
bales of binder twine, coils of small wire for
example, are very useful for this purpose.
• Always keeping a supply of such packages or of
low freighted goods, ready at hand in the holds,
for use when wanted.
 BROKEN STOWAGE
• Stowing casks and drum upright rather than on their
sides.
• Nesting and/or stowing pipes bell and cantline.
Blocking in spaces left between large cases with
smaller packages. Care should be taken that these
packages cannot become crushed.
• Special selection of cargo suitable for filling beam
spaces, i.e. cargo which is not liable to chafe or
damage by sweat, if most or heated cargo is carried
in the same compartment above. It should be borne
in mind that 6-8% of the hold capacity in tween
deck may be contained between the deck beam.
 BROKEN STOWAGE
General Cargo in Refrigerated Chamber
The most important consideration when stowing
general cargo in refrigerated chamber is that of
avoiding damage to insulation, air-trunking and
grating. Where practical , soft packages and cases
should be stowed in the hatch wings while bulky or
unprotected heavy cargo should be stowed in the
hatch square. While bales, bag or liable to sweat or
rust stain should be covered with kraft paper, etc.
Goods or liquid, chemical etc., which leave strong
odours which can’t safely dissipated by ventilation
should not stowed in chamber.
 BAGGED CARGO
MATERIALS - from which a bag is made will depend on
number of factors. The commonest materials used are
single or multi-ply paper, plastic, wooden polypropylene,
open mesh plastic fiber, much less commonly today, jute
and hessian. Bags maybe sown, glued or welded
depending on the materials.
COMMODITIES – need to be sufficiently robust to
withstand external pressure and compression, as bag is
designed to contain the contents rather than provide any
substantial protection against external damage. Fertiliser,
grain, seed, dried fruit, sugar, cement, coffee, flour, salt,
mineral sand, dried milk, etc., shipped in bag in small
quantities rather in bulk.
 BAGGED CARGO
CHARATERISTICS – sizes vary although it is standard to
use size when filled with particular products that can
be easily handled by stevedores. The ease with which
it can be stowed, made up into sling, pallets load etc.
Jute bags usually sewn flat end and tend to have no
flat surface. Jumbo bags woven polypropylene with
lifting sling sewn into the bag, this vary in size but may
weigh when full.
 BAGGED CARGO
HANDLING – different bagging materials different
commodities lend themselves to a different
handling methods. Jute bag with ears are easily
lifted by human hands than plastic sack with
nothing to grip, where there temptation for the
stevedores to use hand hooks. As a general rules
hand hooks should not be used for bagged
cargoes. Bulging plastic bags may be difficult in
pallets because of shape may slide. Multi-ply paper
bags, sacks may not safely lifted with rope sling
without possibility of rupturing the bags.
 BAGGED CARGO

HANDLING (cont..)
Flat webbed slings of man-made fiber are most
suitable sling for bags, and the clover leaf sling
arrangement can be used to advantage with bags
that are difficult to handle because of shape or
materials. Canvas or heavy-duty plastic holdalls may
require for loading and discharging high-value
commodities such as flour, coffee, cocoa, etc. when
nature of the bagging materials and the value of the
commodity are likely to make any damage source of
a high value claim
 BAGGED CARGO
HANDLING (cont..)
Great care is required when handling bags cargo
with mechanical equipment (cranes, winches, fork
lift trucks) so that damage is not caused by
swinging or rubbing against obstructions such as
beams, hatch coaming, etc.

Clover Leaf Sling Clover Leaf Sling

 BAGGED CARGO
STOWAGE – Most bagged cargoes are liable to
damage if stowed with moist cargo or cargo liable to
sweat. Bags should be protected by mats, heavy-duty
paper, etc. from bare steel and any source of
moisture. Such protection also helps to save bags
from discolouration. If two types of bagged cargo
carried in same spaces and there risk of one
contaminating the others plastic or similar sheeting
laid between them. Bagged cargo bill of lading should
be endorsed weight and quantity unknown. Ship
should protect against any claim for loss of content
due to leakage from bags.
 BAGGED CARGO
BLEEDING OF BAGS – practice largely consigned
to the past is that cutting and bleeding into the
hold from edge of open hatch. This practice
should encountered number of point that should
be monitor by ship officers. Care must be taken,
bags must be fully empty. Bags themselves do not
end up in the hold. The presence of bags and
foreign matter should be observed and should be
stopped loading and the contamination drawn to
the attention. The mate’s receipt should be clause
accordingly.
 BAGGED CARGO
BLEEDING OF BAGS (cont…)
It will appreciated that the presence of foreign
materials and bags in the cargo will cause problem
during discharge and may result in claims. The
shipper will inevitably want clean bill lading but if
foreign materials has been noted every should be
made to have this noted in the bill of lading. The
ship should not accept the offer of a letter of
indemnity from the shipper as it is the ship’s
owner who will be sued by the receiver, not the
shipper.
 BAGGED CARGO
DISCHARGING – slings of bagged cargo should not
be dragged out from wings or ends of holds as
this will result in bags tearing on plate butts and
landings, rough wooden tank top ceiling or other
obstruction. If the cargo warrants, facilities should
be available for rebagging of split bags both when
loading and discharging. All torn, slack or empty
bags and packages should be carefully inspected
while discharging is in progress and delivered
(against tally) along with the cargo, otherwise a
claim for short landing is likely to follow.
 BALES AND BUNDLES
MATERIALS – Hessian or similar strong materials
usually constitutes the outer cladding although
plastic, paper woven man-made fibers and waste
from contents of the bale are also common. For
more valuable goods a second and third cover may
be included. Close woven polypropylene has a non-
absorbent water resistant quality which is suitable
for some commodities. Some bales, e.g., straw, hay,
etc., have no covering whatsoever.
 BALES AND BUNDLES
COMMODITIES – that are bales include wool, cotton
vegetable fiber(e.g. jute, kapok, abaca) paper pulp,
tobacco, skins, furs, rubbers, hair, cloth etc.
CHARACTERISTIC – sizes vary greatly with some
commodities compressed into high density bales.
Important not to rupture a covering, break the binding
materials or allow ingress of moisture into high density
bales resultant expansion of commodity can make
discharge extremely difficult. Some may be square,
cylindrical or completely shapeless many bales designed
as modules to fit the interior of an ISO container.
 BALES AND BUNDLES
HANDLING – hand hook are acceptable for raw
cotton, wools, etc., they not be used with high
quality goods such as skins, furs, cotton piece goods,
etc. Most bales commodities are impervious to
damage from rolling or dropping from limited
height. It can be dangerous to drop bales of rubber
due to their ability to bounce in any direction.
Metals or other banding is commonly used to hold
the bale in compression and should never be used
as a lifting point, unless marks or labels indicate to
the contrary.
 BALES AND BUNDLES
STOWAGE – being particularly vulnerable to
chafe, bales should be well protected by
matting and dunnage from sharp edges and
other cargo which may cause damage. It should
not be stowed with dusty or dirty cargo which
will mark or stain the covers, Bales with torn or
stain covers be rejected, or the bill lading
claused accordingly. Particular attention should
be paid to baled cotton.
 CASES, CRATES, CARTONS, ETC
MATERIALS – cases and crates are usually
constructed of plywood or thin low grade timber.
Larger cases and crates will almost certainly have
skids or bearers to allow fork lift or for sling to put
position. High density goods constructed with
particular points specially for lifting. Wooden
crates and cases may have to be treated to comply
with the quarantine regulation.
Cartons usually made of single or multi-ply fibre
board. Some are waxed or otherwise protected
against moisture absorption.
 CASES, CRATES, CARTONS, ETC.
COMMODITIES - Cases and cartons are used for a
very wide range of commodities depending on the
requirement of the particular cargo. Canned goods
are always packed in cartons. Many refrigerated
goods are packed in cartons or opened-sided
creates. Attractive items that may be vulnerable to
pilferage are often packed in strong well-constructed
cases.
 CASES, CRATES, CARTONS, ETC.
CHARACTERISTICS – some large cases may be stored
outside prior loading, crates may be wet or damp on
shipment and introduce moisture to the hold to
detriment of other cargo. It should be noted that crates or
cases with machinery may leak oil.
Cartons may give out moisture under varying atmospheric
conditions. Moisture of less 12%in the fibre board is
usually safe from this problem. It has been known for
cartons to be wetted by the packers to make material
more flexible and easier to put into shape prior to filling.
Carton goods have very high volume of moisture inherent
in cartons and needs proper ventilation on the holds.
 CASES, CRATES, CARTONS, ETC.
HANDLING – where relevant,
shipper’s/charterer’s instruction be obtained as
to how high particular cases, cartons, etc. may
stowed. It may be necessary to dunnage at
intervals to avoid tier compression. No used of
hand hooks Cartons are best lifted by cargo
trays. The slinging of heavy crates should be
undertaken with due regards to the streghts
points in the crates. Metal strapping or banding
round crates, cases and cartons never used as
lifting points
 CASES, CRATES, CARTONS, ETC.
STOWAGE – heavy crates should be for bottom
stowage where possible, with smaller packages on top.
Small very heavy packages should not be placed on
top of and with in the four corners of larger, lighter
package to avoid the risk of the lower case collapsing.
Refrigerated cargo requires special care to ensure that
adequate air can move through and around cases
crates or cartons as required for particular
commodities. Broken or holed cartons, cases or crates
should be examined at time of loading and noted and
advise charterer’s representative.
 DRUMS, BARRELS, CASKS, ETC.
MATERIALS – drums may be made out of metal,
fibre board or rigid plastic. Casks are built of wooden
staves bounds by hoops.
COMMODITIES – liquids, powders and other solid
may be also shipped in such containers. Some
commodities classed Dangerous Goods in which
packaging requires the appropriate approval
labeling.
 DRUMS, BARRELS, CASKS, ETC.
CHARACTERISTICS – bilge of barrel or cask is the
part least able to support external pressure, so
the weight should be taken by the quarter –
which is near the ends. Metals drum may have
hoops to improve their strength and to facilitate
rolling and manoeuvring by hand. Care should be
taken to achieve a level stow as the bands or
rims may produce chafe damage to adjacent
drums or other cargo packaging. Light drums
such as fibre board can only take top weight
when in upright position.
 DRUMS, BARRELS, CASKS, ETC.
HANDLING – drums are normally handled with
rope slings, nets or tray. Metal drums may be
lifted using drum handling attachment or
mechanical equipment which grips the top rim
of the drum. Side clamps and barrel handlers
are also standard attachments for mechanical
handling equipment. If drums or barrels are
place in pallets it may loss spaces. Operators
must take care avoiding puncture when
gripping or carrying.
 DRUMS, BARRELS, CASKS, ETC.
STOWAGE – drums stowed on their side should not
have other cargo stowed on top. When more than
one tier of metal drum, it is prudent to lay soft
dunnage between each tiers. It is not necessary
when metal drums designed to nest above the other.
Need soft dunnage to prevent them rubbing each
other when rolling while in transit.
The top of drums been standing for in open hold
may hold rain water, frost or snow trapped in rim, if
possible damp areas and dry before loading in to the
compartment or stuffing into containers.
 DRUMS, BARRELS, CASKS, ETC.
DISCHARGING – drums and casks should not be
dragged out from wings or out of tight stow
using snotters or slings as any damage sustained
at this stage will be to the ship’s accounts,
 INTERMEDIATE BULK CONTAINERS
I.B.C. is a disposable or re-usable container
designed for carriage of bulk commodities in
parcels between 0.5 and 3.0 tonnes. They are
interchangeable between transport system and
the design incorporated attachments to facilitate
efficient mechanical handling. Some are design
for liquids. They are not suitable for pressurized
commodities and emptying should be possible
without the use of pressure
 INTERMEDIATE BULK CONTAINERS
MATERIALS AND CONSTRUCTION – I.B.C. may be
constructed in either flexible i.e. a bag able to carry
dry cargo or liquid, or a rigid form, that either
collapsible or no-collapsible with or without a lining.
Materials used for dry bulk bags include woven
polypropylene, nylon, P.V.C., coated polyester, plastic
and rubber while rigid bins may be constructed of
fibre board (glued or stapled), metal, plastic or a
combination.
INTERMEDIATE BULK CONTAINERS
COMMODITIES – typical include cement, china
clay, sugar, plastic granules, carbon black, sand,
powdered chemical, syrup, fruit juice, and non-
hazardous chemical liquids,
 INTERMEDIATE BULK CONTAINERS
CHARACTERISTIC – usually manufactured to a
particular costumer’s requirement for size, plan
dimension compatible with standard pallets size,
some utilise a pallets as base. Bins usually fitted with
access for fork lift at the bottom or may have lifting
point on the top. Fibre board bin is constructed from
heavy duty double walled corrugated glued and
stapled at joints. Bins may be fitted with metal frame
which improved rigidity and facilitates stacking.
I.B.C.s should not filled with commodities which can
damage the material or construction, may be filled
will SWL indicates,
 INTERMEDIATE BULK CONTAINERS
HANDLING – manufacturers recommended for
handling should be followed at all times regarding
lifting, stacking, securing and lifting points.
Containers not should normally be stacked more
than three or four high and only when
construction of the I.B.C. itself and/or the
strength of the content will permit the resulting
pressure of such top weight. Special lifting cradles
are often used to facilitate the multiple handling
of I.B.C. and care should be that the SWL of the
cradle is not exceeded,
 INTERMEDIATE BULK CONTAINERS

STOWAGE – when stowed in general cargo ship it is

advisable to keep I.B.C.s separate from other forms
of break bulk cargo so that they can be readily lifted,
handled and positioned using mechanical means. If
I.B.C. is damaged during handling it should be
immediately be temporarily repaired to preserve its
integrity until the end of the voyage Some I.B.C. are
constructed of such dimension are suitable for
stuffing into ISO containers to obtain maximum
utilization of cube and weight, care must be taken to
ensure all lifting point are easily accessible when
stripping the containers.
 UNITISED CARGOES
DEFINITION – grouping together of two or more
items (usually of homogeneous nature) and
securing them with banding, glue, shrink-wrap,
sling (e.g. clover leaf) to form a unit which,
together with a base(skids, pallets, etc.) or
permanent slings, allows mechanical handling
equipment (e.g. tynes of a fork lift truck) to lift
and transport the unit.
ISO containers are a form of unitisation, they are
dealt with separately in this chapter.
 UNITISED CARGOES
The advantages of unitisation may include:
• Ease of tallying.
• Reduced breakages.
• Reduced pilferage.
• Faster speed of working between ship and shore
(and shore to ship).
• May make more effective use of vertical storage
space in shed and holds by stacking units 4, 5 or
6 high.
• Reduced labour requirements when between
interfaces.
 UNITISED CARGOES
The disadvantages of unitisation may be include:
• Loss of space below deck the shape of the vessel
is not compatible with the shape of the unit.
• Loss of space caused by the shape of the
package being unitised e.g. drums and pallets.
• Collapsed or crushed units require labour
intensive efforts to rectify, handle and store.
• An elements of extra cost involved in the pallets;
slings; skids; shrink-wrap; strapping, etc.
 UNITISED CARGOES
Pallets Sizes - height of a pallet may be from 100mm
(4”) to 150mm (6”), depending on the construction
(single-deck, double-deck, etc.) and the use to which it
will be put (single trip, pallets racking, etc.)
The deck (or plan) size depends on a number of factors:
• Sized of cargo to palletised
• Type of cargo to be palletised (e.g. drums, bags, etc.)
• The use to which it will be put: e.g. closed circuit
pool, one trip only, inland/ocean transport
requirements
UNITISED CARGOES
 UNITISED CARGOES
SLIP PAD – sometimes know slip pad. These
may be made up of a single sheet of fibre
board or plastic of same plan dimensions as a
pallet, but exposed “lid” which allows the
special fitting on a fork lift to grip and pull the
slip sheet a flat “spade” attachment. Thus the
unit – made up on the slip sheet – is handled in
all respect as a pallet, except for the special FLT
attachment necessary.
 UNITISED CARGOES
SLIP PAD (cont…)
Advantages of this system include:
• Save space; as against pallets or skid.
Sometimes particularly important e.g. low
‘tween deck, containers, etc.
• Pads may be less expensive
• Less storage area required when not being
used
 UNITISED CARGOES
SLIP PAD (cont…)
Disadvantages include:
• Pads may be easily damaged if the “lip” is ripped
off then the mechanical handling equipment has
nothing to grip.
• Requires a flat surface without obstructions on
which to operate.
• Require special equipment to operate and handle.
• May (usually) only approached and handled from
one side; i.e. the side on which the lip protrudes.
 UNITISED CARGOES
METHOD OF SECURING – cargo should secured onto
the pallets by one or more of the following methods:
• Strapping – man-made fibre or steel, banding
should pass under the top deck of pallet, require
to clear of mechanical handling equipment.
• Nets – usually of polypropylene, and used to
secure awkward shaped package onto a pallet.
• Glue – securing regular stows of cartons or bags.
Should be strong in sheer strength, but with little
resistance to a vertical force when dismantling the
pallet load.
 UNITISED CARGOES
METHOD OF SECURING (cont…)
• Shrinkwrap – plastic (transparent) cover over the
pallet which is heat shrunk into place. May be used
for most goods and provide protection against dirt,
pilferage, e.t.c.
• Locking Pattern – Unit load may be built up on
pallets with plan dimensions suited to the modules
being handled. In this way layers may be built up
each other each differing from its neighbors and
providing restraint in a similar manner to a brick
wall. Alternate layer patterns are reversed to tie in
the layer beneath.
 UNITISED CARGOES
THE EFFECTS OF PALLETS – because it raises the
cargo of the deck of the hold, has the effect of
raising the center of gravity. Pallets use more space
than conventional dunnages.
HANDLING and STOWAGE – unobstructed area is
best is best positioning and stowing the pallets.
MAKING UP DOCKSIDE PALLETS – pallets loads on
the dockside for unit loading aboard ship, care must
be taken that bills of lading are not mixed on the
pallets. Labeling of the pallet load should be carried
out on at least two sides.
 UNITISED CARGOES

CARGO INTO UNIT – When cargo not suitable

because of size, shape or other reason to be
palletised, it may sometimes made into suitable for
handling with mechanical equipment. This could be
achieved in a ways of:
Securing 2 or more skids on the bottom of suitable
sized package or case to allow forklift tynes entry.
Making up packages that form the unit such way
that space is left between the packages themselves
for forklit tynes to gain access.
 UNITISED CARGOES
PRE-SLING TECHNIQUES – pre-sling normally used to
facilitate the speed of cargo loading or discharging. It
necessitates of sling loads of cargo in the stow at time of
loading, leaving each unit with sling encompassing the
load so that the port of discharging has only to hook on
and lift out.
MATERIALS – sling materials for pre sling operation,
chain sling, fibre rope, steel wire rope and flat synthetic
fibre.
HANDLING – when loading, ensured that the sling eyes
are left in an accessible position on the top of the load
ready for immediate hooking on the time of discharging.
 CONTAINERS
INTRODUCTION – there are many earlier example of
containers the maritime container entering the deep sea
trade in early 1960. The first purpose-built containership
were introduced on the North America in 1966 and by
the early 1970 , containerships were operating on the
most of the world’s major trade routes.
Advantages of container operation over break bulk
include reduced ship time in port and better berth
utilisation; improved trans-shipment and intermodal
operations; reduced between producer and consumer;
less physical handling of cargo leading to less damage;
improved security leading to less pilferage; improved
personal safety and reduced tallying cost.
 CONTAINERS
ISO CONTAINER – early carriers developed container
s of 20ft, 24ft, 27ft, 35ft and 40ft in length a width
of 8ft and height of 8ft. ISO (International Standard
Organization) recommended uniformity of internal
and external and internal dimensions, together with
permitted gross weight. The vast major container
are now 20ft and 40ft units width of 8ft, although
height vary. However, there are certain trade e.g.
U.S. west coast to Hawaii, were both 24ft and 45ft
containers were employed, while up to 53ft long
may found in U.S. domestic trade and some on
North Sea.
 CONTAINERS
One European container company trading world
wide offers the following range of containers:
 CONTAINERS
CONTAINERS CONTRUCTION – the strength primarily on
the floor and corner post. Wall, doors and roof provide
some strength but are susceptible to damage from point
loading e.g. by cargo stowed hard against the wall.
Frames and walls bearers of container constructed of
steel, but walls, doors and roofs, may be steel,
aluminum, glass-reinforced plastic/plywood or
combination of the three.
Most containers are built with forklift pocket to ISO
dimensions. Such pocket are primarily for handling
empty containers and it should lift when loaded.
CONTAINERS
 CONTAINERS
Types of Containers:
• Dry or General Purpose • Tank
• Open Top • Dry Bulk
• Half-height • Ventilated
• Flatrack • Open-sided
• Platform • Side-door
• Refrigerated – integral • Fantainer
• Refrigerated – port-hole • Garmentainer
• Refrigerated –
controlled/modified
atmosphere
 CONTAINERS
SECURING – loaded under deck in cellular vessels
are constrained by the cell guide, landed on the top
of the other and require no securing. Stacked on
deck with twist locked each other. Lashing with rods,
wires or chains were responsible by ship’s staff. Fully
container vessel have a containers lashing plan.
 ROLL-ON/ROLL-OFF

INTRODUCTION – Roll-on/Roll-off (Ro-Ro) technique

include the handling of cargo on to and off the ship
primarily by horizontal (or near horizontal) movement.
This means that the cargo may be handled on vehicles
or trailers which remain the cargo during the sea
passage or alternatively taken on board by wheeled
vehicles and the cargo itself stowed as general. Ro-Ro
operation divided in three groups:
1. Short-Sea
2. Medium-Sea
3. Deep-Sea
 ROLL-ON/ROLL-OFF

STOWAGE – cargo may be taken on board the Ro-Ro

vessel in one or more the following ways:
• Road vehicles with integral haulage power which
will also remain with the vessel;
• Road trailers which will remain with the ship
throughout the sea transport leg;
• Roll trailers which are not suitable for road haulage
but which will remain with the ship sea transport;
• Cargo towed on board using roll trailers (or
occasionally road trailer) and the cargo removed
and stowed without its wheels.
 ROLL-ON/ROLL-OFF
STOWAGE (cont…)
• Cargo secured on flats and carried on board either
using roll trailers or by other mechanical handling
equipment; bpyh flat and its cargo being stowed at
unit;
• Pallets either singly or in groups (e.g four at a time)
carried on board by using roll trailers or forklift
truck;
• Individual items of cargo brought on board by
forklift trucks.
 ROLL-ON/ROLL-OFF
SECURING – securing of vehicles on Ro-Ro vessels
must be accordance with an approved system,
making full use of trestles. pedestals, deck securing
points, as are recommended by the builders.
Securing points and appropriate trestles, etc. should
be used to by-pass the springing system of vehicles,
so that during the movement of the vessel at sea the
vehicles remain rigidly secured.
Containers should be lashed and secured in
accordance with the approved system, preferably to
locating cones and securing pins.
IRON and STEEL PRODUCTS