CAR CARRIER 

Pure car carrier is designed exclusively for the transportation of vehicles with multiple deck holds. The vehicles are loaded / discharged through the Rampway.

Types of RO/RO Ships

• Ferries 
• Freight
• Ro‐Pax
• Pure Car Carriers
• Combined carriers
  – Container Ro/Ro
  – Ro/Ro Lo/Lo

   MULTI DECK CONSTRUCTION

For the purpose of carrying maximum amount of vehicles in a limited space on board a vessel. PCC has several kinds of deck structures which are capable of carrying and adaptable to different type of vehicles including sedans, trucks, bulldozers, catter pillars, and specialized vehicles etc…

WATERTIGHT AND GASTIGHT SECTIONS

PCC / PCTC has some watertight bulkheads upto freeboard deck to block flood waters and also has gas tight sections to prevent fires from spreading.

IMPORTANT POINTS TO REMEMBER REGARDING W/T AND G/T DOORS.

1) Packings to be checked for damages and any defects to be rectified immediately to maintain watertight and gastight integrity at all times.
2) Watertight and gastight doors to be closed immediately after any cargo operations and same to be kept closed at all times during the voyage.
3) Locking and fixing arrangements on the deck heads to be checked for any damage and any defects to be rectified immediately to prevent damage to vehicles by falling
Objects.
4) The dog bolts for securing w/t and g/t doors tends to get slack on sea passage due to vibrations same to be checked and tightened as required. Vibrations same to be checked and tightened as required.
5) At sea OOW on bridge to keep an eye on the indicators for the w/t and g/t doors position Close or shut.
6) The doors being large in size may get deformed over the period of time which may not make the compartments w/t and/or g/t. Same to be monitored and rectified.

LIFTABLE DECKS

The PCC is designed to transport vehicles of various sizes including construction machines. Hence on a PCC there are some decks which are liftable types and are adjustable to accommodate large size vehicles. A liftable deck generally have about 30 to 40 panels which may be lifted using hydraulic device, motor winch or a lifter truck.

IMPORTANT POINTS TO REMEMBER REGARDING LIFTABLE DECKS

1) The lifter truck and/or motor winch to be kept operational at all times as same is neglected when not in use.
2) Lifter type pressure / condition batteries hydraulic oil level lubrication of the scissors to be checked and kept operational at all times even when not in use.
3) Winch / wire type of lifting device to be kept well lubricated.
4) Each panel takes approx. 5 minutes to set in position, same to be kept in mind and planned accordingly.
5) Safety railings to be fixed on liftable decks as required and appropriate placards / signs to be displayed.
6) Make sure that the resting lugs of each panel is properly set before the panels are rested on the lugs.
7) When liftable decks are not in use the lugs to be secured in safe positons to prevent damage to vehicles.

SHORE RAMPWAY

PCC has rampways for loading vehicles from shore to the ship. They are called stern ramps and side ramps. A typical PCC has two centre ramps (port and starboard) and one starboard stern ramp.
There are 3 different types of stern ramp – “fore-down “, “aft-down “or “slewing “

The entrance position from the centre rampway is changeable by bringing the ramp one or two decks up or down.

The above is done because the pier height could change due to tidal changes.

The stern rampway is fixed for a certain deck and cannot be changed. The angle of the ramp with respect to berth can be adjusted with the help of wedges

There is a certain type of stern ramp known as slewing ramp, which can swing port and starboard.

IMPORTANT POINTS TO REMEMBER DURING THE SHORE RAMP OPERATION.

1) Shore ramp angle wrt to jetty should be always less than 13 degree at all times to avoid damages to the vehicles nose and/or tail.
2) Before resting the ramp on the wharf rubber mats and/or plywood’s to be put under flap end to prevent wharf damage.
3) Before lowering the ramp make sure no obstructions like bollards, junction box etc.. Are present under the rampway.
4) The vertical clearance of the ramp should be closely monitored when there is a large tidal change.
5) Sufficient slackness of the ramp wires to be maintained at all times during cargo operations else the flap may be lifted up and cause vehicle damage.
6) Since the opportunity of carrying out ramp maintenance is limited hence whenever ramp is in lowered position check for any cracks or damage of the underside of the rampway.
7) Hinge pins of the ramps to be inspected and lubricated at every opportunity when ship is alongside.
8) Trackways of the wedges for changing the angle of the stern rampway to be kept lubricated at all times for smooth operation and avoiding delays.
9) Excessive grease on ramp wire to be avoided as same may fall on vehicles / rampway during cargo operation.

INNER RAMPWAY (FIXED TYPE)

On board a PCC one or two fixed inner rampways are provided for each deck to drive the vehicles up or down to the next deck.

Note in the above diagram the angle of the rampway in the centre is generally 13 degree and reduced to half around 6.5 degree. The angle of 13 is found to be a safe angle for normal vehicle to drive without the nose or the tail touching the deck. If the angle increases, then the vehicles nose or the tail may touch the decks.

INNER RAMPWAY (ADJUSTABLE TYPE)

The above is a typical movable or adjustable type of rampway.

The movable type of rampway normally consist of a combination of a fixed section and a variable section leading to various heights of the liftable becks or the fixed decks above it.

IMPORTANT POINTS TO REMEMBER FOR INNER RAMPWAYS

After setting the movable type rampway to it’s position the wires to be kept slightly slack to prevent the ramp wires free of tension when vehicle passes over the ramp.

Expanded metal for inner rampways to be checked for any cracks to prevent tyre / vehicle damge.

Ramp lifting devices including pulleys, eye pads, rings to be inspected for any damage.

LASHING FITTINGS

Lashing points are provided on every deck, they are located 600 to 1000 mm away from each other in a vertical as well as horizontal direction to ensure proper and effective
lashing irrespective of the size of the vehicle.

Lashing points on ordinary decks are hole of 60 mm dia and lashing points on gas tight decks are rings of normally 13 mm dia. Lashing points for extra heavy vehicles are lashing rings of about 19 to 22 mm dia or clover leaf.

Lashing points near pillars or other structure are made up of crinkle bars welded to decks.

IMPORTANT POINTS TO REMEMBER FOR LASHING FITTINGS

Check for deformation of lashing holes which may result in damage to vehicle tyres and/or lashing hooks.

Lashing rings to be kept free at all times. After painting the lashing rings to be turned.

Sunken type of eye hole to be kept free of water.

LASHING EQUIPMENTS

There are various types of lashing materials used as shown above, the lashings carried out as per
The size and types of vehicles.

IN HOLD LIGHTING SYSTEM

As per the rules explosion proof or enclosed spark proof type lighting equipment is required in a hold of a PCC.

In a PCC where a spark proof system of lighting equipment is used then the ventilation for a reasonable period by the inter lock system is required to diffuse the gasoline vapours prior to turning on the lighting sysytem.

New built ships require an average of 45 lux of lighting which is equivalent to the normal light of crew quarters.

IMPORTANT POINTS TO REMEMBER REGARDING LIGHT FITTINGS IN HOLD

During ballast passage and partly loaded passage, whenever possible all fused lights to be replaced.

The fittings to be checked for any loose covers, fitments, Etc. So that they do not fall on vehicles and damage same..

There should be enough spare bulbs / tubes for replacements at all times.

No electrical plug points or loose wires to be kept open.

HOLD VENTILATION

During cargo operation, the PCC holds are filled with exhaust gas from vehicles.

Forced ventilation system is used to diffuse the toxic gas.

SOLAS REGULATION REGARDING HOLD VENTILATION ON A PCC. VENTILATION SYSTEM (SECTION II‐2 REGULATION 53 2‐3)

Closed RO/RO cargo space shall be provided with an effective power ventilation system.Sufficient to provide at least six air changes per hour based on an empty hold.

Ventilation fans shall normally be run continuously whenever vehicles are on board.

Where it is impracticable they shall be operated for a limited period daily as weather permits and in any case for a reasonable period prior to discharge, after which period the Ro-ro space shall be proved gas-free. One or more portable gas detecting instruments shall be carried for this purpose. The system shall be entirely separate from other ventilating systems.

Ventilation ducts serving Ro-ro cargo spaces capable of being effectively sealed shall be separate from each cargo space. The administration may require an increased number shall be separate from each cargo space. The administration may require an increased number of air changes when vehicles are being loaded or unloaded.

The system shall be capable of being controlled from a position outside such spaces.

IMPORTANT POINTS TO REMEMBER REGARDING VENTILATION SYSTEM

1) Maintenance of ventilation dampers are neglected quite often, and it happens that the pulleys are not greased as required resulting in frozen pulleys. It is of utmost importance that maintenance of dampers and associated fittings are properly carried out for closing the dampers in time when required else cargo damage may occur. Packing for vent dampers to be checked regularly.
2) Maintenance of the inside of the ventilation duct is slightly difficult and hence neglected which results in excessive rust formation and subsequently damage of the area. It is to be checked as and when situation permits and maintain same. If cannot be done on board due to its difficult access, then should be carried out in dry dock positively.
3) All loose rusts in the base of the vent trunk accumulated should be swept clean else it may damage the vehicles close to the vent opening when the ventilation commences.
4) Care should be taken that during cargo operations the g/t / w/t doors are open prior to starting the ventilation system in the supply mode for that particular area.
5) Prior to starting the ventilation system the engineer on duty should be informed so as to keep a check on the load built up on the generators.
6) Ventilation should be stopped immediately in case of snow, rain, sea water, spray, freezing wind and bad sea condition.
7) In any case the ventilation installed on the foc’sle deck should be closed before sailing.

STOP VENTILATION

During bad weather such as high seas, rain etc. All ventilation should be stopped, and all dampers should be closed to prevent water from entering the cargo spaces.

TYPICAL ARRANGEMENT OF FIRE EXTINGUISHING SYSYTEM IN CARGO HOLDS

Fixed fire extinguishing system:
>> Gas fire extinguishing system ( consists of mainly Co2 )
>> Fire hydrants.
Portable fire extinguishers. (mainly dcp)
Portable foam applicator portable foam applicator
In – hold fire detection system.

IMPORTANT POINTS TO REMEMBER FOR FIRE EXTINGUISHING SYSTEMS FOR CARGO HOLDS

1) All fire extinguishers to be checked for proper working and condition and kept in operational readiness.
2) Fire extinguisher holding brackets should be checked as weak brackets may cause the fire extinguishers to fall down damage the vehicles.
3) Fire hydrant caps to be kept closed at all times to prevent leakage of seawater in holds and consequently onto vehicles.

Remember :
“seawater is like poison for vehicles”

4) After any operation of fire pumps for deck water the holds to be checked for any leakages, specially during loaded voyages.
5) Foam applicator units to be checked for leakages from the containers to prevent damages to vehicles.
6) Lines to be blown through at regular interval along with the airhorns.

FIRE EXTINGUISHING SYSTEMS IN HOLDS

EQUIPMENTS ON BOARD FOR PREVENTING CARGO ACCIDENTS / DAMAGES

Anti- slipping equipment

>>shore ramp: non-skid bar
>>inner ramp: expanding metal
>>safety walk: non-skid tape

Spongy tiger mark sheet, reflecting tapes and fluorescent paints around pillars to prevent scratches.

Measures to prevent falling of metallic fixtures

>>cover placed under clover leaf
>>external frame slots closed.
>>coaming plate in outside plating side of liftable deck

Slant plate located at both ends of hold rampways to facilitate easy vehicle turns.

Gutter way and coaming in outside plating of car deck (g/t deck under water line only) to prevent sweating.

Safety cone, stop mark, arow signal, chain, safety net etc

IMPORTANT POINTS TO REMEMBER FOR IN‐HOLD EQUIPMENTS TO PREVENT CARGO ACCIDENTS / DAMAGES

Non-skid bars on shore rampway to check for deformation. Any sharp edges will cause tyre damage.

Expanding metal on shore rampway to be checked for cracks

Damaged safety walks to be replaced immediately. Do not paint over anti-skid tapes

Pillars or structures near turning area to be covered with tiger cushion tapes to prevent hit damage.

Safety cones, stop marks, arrow signals etc to be kept secured after cargo operations.

Stop marks which are hung near dead ends or dangerous openings. To be kept secured to prevent swinging during voyage and touching any vehicle nearby.

The eyes of the stanchions should be turned inwards.

 EQUIPMENTS IN CARGO HOLD FOR PREVENTING HUMAN INJURY

WALKWAYS
SAFETY ROPES
SAFETY PLACARDS
ADEQUATE LIGHTS

IMPORTANT POINTS TO REMEMBER FOR EQUIPMENTS IN CARGO HOLD FOR PREVENTING HUMAN INJURY.

Walkway to be kept free of any obstruction.

Safety ropes to be put immediately after shifting the Liftable panels or for any dangerous opening. Several injuries to personnel have taken place for negligence or delay in fixing the safety rope.

Work environment should be well illuminated. Any fused lights to be replaced immediately.

Use safety cones and appropriate placards for dangerous openings.