INTERNATIONAL SAFETY PANEL BRIEFING PAMPHLET NO 10

SAFE WORKING AT RO-RO

TERMINALS
By R W S Barnes, FNI MIOSH

ICHCA INTERNATIONAL PREMIUM MEMBERS:

ICHCA INTERNATIONAL LIMITED is an independent, non-political

international membership organisation, whose membership
comprises corporations, individuals, academic institutions and
other organisations involved in, or concerned with, the international
transport and cargo handling industry.
With an influential membership in numerous countries, the
objective ICHCA International Limited is the improvement of
efficiency in cargo handling by all modes of transport, at all stages
of the transport chain and in all regions of the world. This object is
achieved inter-alia by the dissemination of information on cargo
handling to its membership and their international industry.
ICHCA International Limited enjoys consultative status with a
number of inter-governmental organisations. It also maintains a
close liaison and association with many non-governmental
organisations.
ICHCA International Limited has National Section Offices in
various countries, together with an International Registered Office
in the U.K., whose role it is to co-ordinate the activities of the
Company and its standing committees, i.e. the International Safety
Panel and Bulk Panel. The Registered Office maintains a unique
and comprehensive database of cargo handling information and
operates a dedicated technical enquiry service, which is available
to members and non-members.
Studies are undertaken and reports are periodically issued on a
wide range of subjects of interest and concern to members and
their industry.
ICHCA International Limited
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ICHCA International Limited

The International Safety Panel Briefing Pamphlet series consists of the following subjects:
No. 1

International Labour Office (ILO) Convention No. 152 Occupational Safety and
Health in Dockwork
No. 2
Ships Lifting Plant
No. 3
The International Maritime Dangerous Goods (IMDG) Code (Revised)
No. 4
Classification Societies (Revised)
No. 5
Container Terminal Safety
No. 6
Guidance on the Preparation of Emergency Plans
No. 7
Safe Cleaning of Freight Containers
No. 8
Safe Working on Container Ships
No. 9
Safe Use of Flexible Intermediate Bulk Containers (FIBCs) (under revision)
No. 10
Safe Working at Ro-Ro Terminals
No. 11
The International Convention for Safe Containers (CSC)
No. 12
Safety Audit System for Ports
No. 13
The Loading and Unloading of Solid Bulk Cargoes
No. 14
The Role of the Independent Marine Surveyor in Assisting Claims Handling
No. 15
Substance Abuse
No. 16
Safe Use of Textile Slings
No. 17
Shore Ramps and Walkways
No. 18
Port State Control
No. 19
Safe Handling of Interlocked Flats
Other titles are in preparation
The International Safety Panel Research Paper series consists of the following subjects:
No. 1
Semi-Automatic Twistlocks (under revision)
No. 2
Fumes in Ships Holds
No. 3
Health & Safety Assessments in Ports
No. 4
Container Top Safety, Lashing and Other Related Matters
No. 5
Port & Terminal Accident Statistics
No. 6
Safe Handling of Radioactive Materials in Ports and Harbour Areas
No. 7
Ship Design Considerations for Stevedore Safety
No. 8
Safe Walkways in Port & Terminal Areas
No. 9
Personal Protective Equipment & Clothing
Other titles are in preparation
The International Safety Panel Technical/Operational Advice series consists of the following:
No. 1
No. 1A

Vertical Tandem Lifting of Freight Containers

Vertical Tandem Lifting Operations Checklist

This publication is one of a series developed by the International Safety Panel ("Safety
Panel") of ICHCA International Limited ("ICHCA"). The series is designed to inform those
involved in the cargo-handling field of various practical health and safety issues. ICHCA aims
to encourage port safety, the reduction of accidents in port work and the protection of port
workers' health.
ICHCA prepares its publications according to the information available at the time of
publication. This publication does not constitute professional advice nor is it an exhaustive
summary of the information available on the subject matter to which the
publication refers.
The publication should always be read in conjunction with the
relevant national and international legislation and any applicable regulations, standards and
codes of practice. Every effort is made to ensure the accuracy of the information but neither
ICHCA nor any member of the Safety Panel is responsible for any loss, damage, costs or
expenses incurred (whether or not in negligence) arising from reliance on or interpretation of
the publication.
The comments set out in this publication are not necessarily the views of ICHCA or any
member of the Safety Panel

ICHCA International Limited

All rights reserved. No part of this publication may be reproduced or copied without ICHCA's
prior written permission.
For information, contact ICHCA's registered office.

ICHCA International Limited

ICHCA International Limited - INTERNATIONAL SAFETY PANEL

The International Safety Panel is composed of safety and training officers and directors,
transport consultants, representatives from leading safety and training organisations and
institutions and leading authorities on the subject area from around the world.

Mike Compton (Chairman), Circlechief AP, UK

Bob Baron (Deputy Chairman), USA
John Alexander, UK
Paul Auston, Checkmate UK Limited, UK
David Avery, Firefly Limited, UK
Bob Barnes, Global Marine Systems Limited, UK
Ron D. Bird, Waterfront Training Services, NEW ZEALAND
Mike Bohlman, Horizon Lines, USA
Len Chapman, Ports Customs and Free Zone Corporation, UAE
Jim Chubb, BMT Murray Fenton Limited, UK
Richard Day, Transport Canada, CANADA
Hanneke de Leeuw, FEEPORT, BELGIUM
Capt. Kerry Dwyer, K. Dwyer & Associates Pty Limited, AUSTRALIA
Jamie Frater, P&O Ports, UK
Fabian Guerra, Fabian Guerra Associates, CANADA
Harri Halme, Min. of Social Affairs & Health, Dept for Occupational Health & Safety,
FINLAND

Graeme Henderson, Health & Safety Executive, UK

Jeff Hurst, Hutchison Ports (UK) Limited, UK
Peter van der Kluit, International Association of Ports & Harbors, THE NETHERLANDS
Larry Liberatore, National Safety Council, USA
Shimon Lior, Ports & Railways Authority, ISRAEL
Kees Marges, International Transport workers Federation, UK
Joachim Meifort, Hamburger Hafen-u Lagerhaus A-G, GERMANY
John Miller, Mersey Docks & Harbour Company, UK
Pedro J. Roman Nunez, Puertos del Estado, SPAIN
John Nicholls, TT Club, UK
Nic Paines, Confidence Shipmanagement Co. bv, THE NETHERLANDS
Captain Peter Lundahl Rasmussen, BIMCO, DENMARK
Risto Repo, Accident Investigation Bureau of Finland, FINLAND
Otto Rosier, National Ports Council, THE NETHERLANDS
Ron Signorino, The Blueoceana Company, Inc., USA
Armin Steinhoff, Behrde fr Arbeit, Hamburg, GERMANY
Bala Subramaniam, Maritime Industries Branch, ILO, SWITZERLAND
Captain Beatrice Vormawah, International Maritime Organization, UK
Andrew Webster, TT Club, UK
Evert Wijdeveld, Environmental & Safety Affairs, Deltalinqs, THE NETHERLANDS
Jan Wubbeling, Wubbeling & Partners, THE NETHERLANDS
OBSERVERS:
Capt. Jim McNamara, National Cargo Bureau, Inc., USA
Charles Visconti, International Cargo Gear Bureau, Inc., USA
CORRESPONDING/ASSOCIATED MEMBERS:
Gerrit Laubscher, Estivar pty, RSA
Capt. Hans-Jrgen Roos, Port of Bremen, GERMANY
Paul Rossi, OSHA, USA
Hubert Vanleenhove, Hessanatie, BELGIUM
The above lists those persons who were members of the Panel when the pamphlet was
published. However, membership does change and a list of current members can always be
obtained from the ICHCA International Secretariat.

ICHCA International Limited

THROUGH TRANSPORT CLUB

This pamphlet is published in association with the Through Transport Club (TT Club).
It is one of a series of loss prevention guides issued by ICHCA International Ltd.
It addresses the important issue of safe working at Ro-Ro terminals. As a specialist
insurer in the international transportation field throughout the world the TT Club has
much experience of terminal operations, both in operational and human resource
terms, gained by providing insurance and the related claims handling and loss
prevention services that arise in any undertaking. No publication of this kind can be
comprehensive in the advice it offers as every operation presents its own unique risk
profile and no hazard can be wholly eliminated.
If you are not yet a member of the TT Club and would like to know about the benefits
of its insurance package or obtain a copy of the Clubs manuals on Terminal Security
or Fire Prevention, you or your insurance broker can contact the Club at the
following:
EUROPE

Through Transport Mutual Services (UK) Ltd

Tel: +44 20 7283 8686
Fax: +44 20 7283 5763
David Lumby
ASIA PACIFIC

Thomas Miller (Hong Kong) Ltd

Tel:

+852 2832 9301

Fax: +852 2574 5025

Patrick Wong
AMERICAS

Thomas Miller (Americas) Inc

Tel: +1 201 557 7300
Fax: +1 201 946 0167
Dan Negron

ICHCA International Limited

SHORT PERSONAL HISTORY OF THE AUTHOR

R.W.S. Barnes, FNI FIOSH
At the time the base document was prepared the author was Head of Safety and
Emergency Services for the Port of Felixstowe, where he had been for nine years.
His responsibilities included port safety, environmental audit, transportation of
dangerous goods and the operation of the Ports fire and ambulance services. Since
then, he has become Terminal Manager of Trinity Terminal in the Port of Felixstowe
and has subsequently moved to a new company Global Marine Systems Ltd.
Apart from membership of the ICHCA International Safety Panel, he was a member
of the UKs HESHA Committee representing Statutory Harbour Authoritys policy
concerning control of dangerous goods and the Safety and Environmental Committee
of the International Association of Ports and Harbours.
A Master Mariner, he has been within the shipping industry for over 30 years, sailing
on all types of ships, and has been actively involved with numerous health, safety
environmental and security committees and working groups, both nationally and
internationally.

ICHCA International Limited

Contents

Page

1.

Introduction

2.

General Responsibilities

Terminal Access and Egress

Passenger Safety

Quayside Safety

Ship Access and Egress

Bridges and Ramps

Abnormal Loads on Ro-Ro Ramps

Safety on Ro-Ro Decks

10

STO/RO Operations

11

Safety on Large Carriers

12

Safety when Handling Cassettes

13

Ships Cargo Lifts

11

14

Securement and Lashing/Unlashing

11

15

Fumes on Ro-Ro Decks

14

Appendices
1.

Recommended Safety Rules for Drivers of 5th Wheel Tractors

and other Vehicles used in Ro-Ro Operations

2.

Further Information

3.

Example of a Ro-Ro Terminal Layout

ISBN: 1 85330 076 4

978-1-85330-076-9
First published

1997

ICHCA International Limited

SAFE WORKING AT RO-RO TERMINALS

INTRODUCTION

1.1

This pamphlet is written as general guidance for use within all types of Ro-Ro
terminals. It is recognised that it may not always been reasonably practicable
to comply fully with this guidance, nevertheless it should form the basis of
operational procedures within all such terminals.

1.2

The majority of serious accidents in Ro-Ro terminals are due to the mixing of
people with heavy mobile machinery, the drivers of which often have
restricted visibility. As a general basic principle, the aim should be to avoid
the exposure of pedestrians to such plant. When this cannot be done,
exposure should be minimised by separating them.

1.3

Shipboard accidents may be the result of defects on board ships such as

inadequate lighting, defective equipment or poor access. Though these may
be outside the control of the stevedore, such defects should be brought to the
notice of both the Master and the shipping line with a view to improvement. In
all cases however the stevedore remains responsible for ensuring the safety
of his employees. In view of the mixed nature of groups working on Ro-Ro
decks (seamen, lashers, cargo handlers, etc.), close co-operation between all
parties is essential.

GENERAL RESPONSIBILITIES

2.1

Terminal management should draw up rules for safe systems of work and
operational procedures to ensure the health, safety and welfare of all their
workforce and terminal users. The procedures should include contingency
plans for any emergency.

2.2

Safety rules should be applicable to ALL people entering Ro-Ro terminals, not
only terminal operation staff. These should include management
maintenance and engineering staff, marine services staff. Customs,
Immigration, Port Health, ships crews, shipping agents, contractors and
people in vehicles carrying goods to the ship in the form of stores etc.

2.3

Terminal management should ensure that safety clothing is worn by all

employees and visitors where appropriate. Such clothing should be provided
to all employees and to visitors when appropriate. It should include high
visibility clothing, and safety helmets for all and safety footwear for
employees. Employees and visitors should accept and wear such clothing in
areas designated by management as guided by national legislation.

2.4

Employees should report any defect in plant or equipment o supervision.

Supervision should then consider the report and take appropriate action on
the defect as soon as is appropriate.

2.5

Terminal management should ensure appropriate first aid facilities are

provided, bearing in mind national legislation and the possible effect on
numbers of first aiders available caused by moving shift patterns, holidays
etc.

2.6

Due to the difficulty of lashing on Ro-Ro decks arising from the construction of
vehicles and the weight of lashing systems used, particular attention should

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be paid to the provision of manual handling training for the lashers and the
possible need for them to be lashed and wear extra personal protective
equipment (eg knee protection, lights on helmets etc).
2.7

Terminal management should also consider other occupational health

concerns that may arise in connection with terminal operations. Such matters
may include factors induced by shift patterns, hours worked and night work,
plant ergonomics or the effects of leakage of dangerous substances. Any
health related environmental monitoring that may be required should also be
considered. For example, noise levels within the area of work (particularly
relevant when good communication is necessary), exhaust fumes within RoRo deck spaces or nuisance dust from neighbouring bulk cargo operations
may need to be assessed and the effects minimised.

2.8

For both health and safety reasons, terminal management should have a
sensible policy concerning alcohol and drug use, whether applying to
substance abuse or substances that are being used medicinally but may
affect safety performance. Under no circumstances should alcohol be
consumed or sold within terminals.

2.9

No employee should be permitted to start or continue work whilst under the

influence of drink or drugs or continue to work if his ability to operate safely is
impaired in any way. Drink and drug policies should take into account the fact
that drugs used in medication may also impair judgement.

2.10

Only trained personnel should be used in stevedoring operations. Training

should take into account not only established working practice but also
changes and new practices. It should also include the need for planning, safe
systems of work and periodic re-assessment of personnel. Refresher training
should be provided as appropriate.

2.11

Particular care should be taken to ensure that cargo transport units containing
dangerous goods are correctly placarded, marked and signed, the contents
are known and systems for control both on the terminal and for correct
loading patterns are maintained.

2.12

No welding, burning or open flame cutting should be undertaken without

permission from the terminal operator and/or Port Authority, as appropriate,
such hot work may, in specified circumstances, require a Hot Work Permit.

2.13

Trailer or other repair work which has to be carried out for reasons of safety
on the terminal should only be carried out in an area allocated for such work
after authorisation by the terminal operator or Port Authority.

TERMINAL ACCESS AND EGRESS

3.1

Where practicable a Ro-Ro terminal should be fenced off and access

controlled at the gate. The terminal access/egress road should be fitted with
gates or barriers and controlled by a responsible person in the employ of the
port authority or terminal operator. Surveillance may also be used and, for
example, the waterfront area can be guarded by means of video cameras
with 360o capability and which switch over to infra-red at night.

3.2

No persons or vehicles should be allowed into the terminal without

authorisation of the terminal operator or the port authority, as appropriate.

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3.3

Persons and vehicles having received authorisation to enter the terminal

should be directed along a safe route or be escorted by a responsible person.
Some terminals issue a terminal map with driving and safety instructions and
an identification code to enter/leave the terminal. This code will only be valid
for a limited period of time. Some terminals do not allow the private cars of
stevedores, terminal operators or forwarders onto any part of the terminal.

(Fig 1) A system of marking a walkway

3.4

Within the area of the terminal, bridge or ramp and ship, all vehicular traffic
should be driven at a safe speed having regard to the existing conditions.

3.5

It is the drivers/hauliers responsibility to ensure that his trailer is safely and

correctly parked on the indicated slot and braked before leaving it.

3.6

Adjustments should not be made to such items as lighting or sheeting of

trailers in bays on the park. This should be carried out in a safe area
elsewhere. There should be no unauthorised working or walking in the trailer
parking area.

3.7

No private cars, cycles, motorcycles, taxicabs or deliver vans, eg ships

chandlers, laundry or repairers should be allowed on the quayside unless
special arrangements have been made with Operations Control or an escort
is provided.

PASSENGER SAFETY

4.1

All foot passengers should be kept segregated from vehicular traffic. They
should board or leave the ship by a sound passenger gangway and cross
cargo operational areas by suitable accessways.

4.2

If vehicular passengers are required to leave their vehicles on the terminal for
any reason, eg for customs checks or security searches, they should only do
so in a controlled area.

ICHCA International Limited

4.3

For the safety of all, particular attention should always be paid to security at
terminals handling passenger traffic as such terminals will always be
considered as possible targets for extremist groups.

4.4

Sufficient marshals and signing should always be provided to ensure the safe
transit of passenger driven vehicles to and from terminal gates and their
designated parking area on board the ship.

4.5

Safe systems and routing to allow passengers to cross car decks between
their vehicles and the passenger accommodation should always be
established. The procedures should always incorporate the need to consider
passengers with luggage, the old or infirm, the disabled, children or other at
risk groups.

4.6

Specific attention should always be paid to the embarkation/disembarkation of

passenger coaches where large numbers of people are involved. This may
be better carried out on shore and such persons treated as foot passengers.

QUAYSIDE SAFETY

5.1

A clear approach area of adequate size (at least 35m radius) should be
maintained at the landward end of each Ro-Ro bridge. This area should be
marked by painted hatched lines and Keep Clear notices should be erected
and maintained No vehicles should be parked in such areas.

5.2

If a quarter ramp ship is worked and such marking is not possible, the
approach should always be monitored by the terminal in accordance with
instructions from the gate or control. In such circumstances, a similar clear
zone should be provided to guarantee a safe site for all vehicles going
into/out of the ship. Enough free space should be left at all times around and
near the ships ramps to maintain this safe site and it should be regularly
monitored.

5.3

Control should be maintained at each bridge or ramp head to prevent

unauthorised access/egress to the bridge or ramp during the process of
loading or unloading.

SHIP ACCESS AND EGRESS

6.1

All ships should provide and rig gangways and safety nets or provide an
alternative safe means of access/egress. This should then be the only means
of access/egress used by pedestrians.

6.2

Only persons engaged in the process of loading or discharging cargo,

including self-drive passenger traffic, should be allowed onto the bridge or
ramp. All other persons including ship and terminal personnel, passengers
and visitors wishing to board or leave the ship should use the ships gangway,
where provided.

6.3

Where the layout of the Ro-Ro berth and/or the construction of the Ro-Ro
ship does not allow the use of gangways for pedestrian access to the ship
and the pedestrian access has to be via the ships vehicle ramp, the terminal
bridge should provide for safe pedestrian access (of crews, work-people and
others authorised to board the ship) by means of a raised walkway, preferably
on each side of the bridge, or where this is not practicable by areas marked
(in painted hatched lines) and sing-posted for the exclusive use of persons

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crossing on foot. Alternatively vehicular traffic should always be prohibited

during pedestrian movements, eg by a traffic light system or manual control.
6.4

Access to the bridge or ramp during loading operations should be controlled

by a responsible person stationed at the landward end of the bridge; it may be
advisable in certain special circumstances (eg if the ramp or bridge is
exceptionally long) to place a second responsible person to control access on
the ship-side of the bridge.

6.5

Suitable warning notices should be posted at the bridge/ramp identifying

control.

6.6

Where reasonably practicable, pedestrians and vehicular traffic should also

be segregated on the ship. If practicable, this may be by stanchions and
ropes.

6.7

Persons boarding or leaving the ship via the ramp should keep clear of, and
give right of way to, vehicular traffic on the ramp or bridge.

BRIDGES AND RAMPS

7.1

Bridge, bridge plates and ramp levels should be co-ordinated between the
ship and shore to ensure the bridge or ramp gradient remains reasonable at
all times.

7.2

Bridges and ramps should only be used, after ensuring that vehicles can be
braked sufficiently and trailers do not touch any ground structure of the ramp.

7.3

It is the ships responsibility to adjust mooring ropes as necessary.

7.4

Bridges and ramps should be kept clear of all obstacles. It is recommended

that they should have slip-resistant surfaces.

7.5

To ensure the safe passage of vehicles on the ramp and bridge a traffic flow
system should be established. All personnel involved in the operations
should be kept informed of the system in use and of any intended changes.

7.6

On dual lane bridges and ramps precedence of movement of vehicles on the

bridge and ramp should be given to loaded vehicles. Alternatively, some
other form of traffic flow control system should be used which is appropriate
to the width of such bridges or ramps.

7.7

On single lane bridges and ramps a vehicle entering the bridge or ramp from
the quayside should stand clear and give way to any vehicle leaving the ship.

ABNORMAL LOADS ON RO-RO RAMPS

8.1

Before loading on discharging abnormal loads, an assessment should always

be undertaken by a competent person (before starting). Such an assessment
should:
(i)

check that the dimensions of the load will allow entry onto the ramp,
paying particular attention to potential obstructions

(ii)

ensure the load is securely lashed

(iii)

assess the total gross weight of the load to be moved

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(iv)

examine the ramps for oil and grease or any other contaminant that may
affect tyre adhesion and, where necessary, have ramps cleaned
accordingly

(v)

access the ramps angle of incline or decline before establishing a

method of work

(vi)

check tidal/weather conditions to assess whether load movement needs

to be postponed until conditions and ramp angle improve.

8.2

Based on the above assessment criteria a judgement should then be made

regarding the system to employ and whether the load should be moved tug or
load first.

8.3

In addition, the towing and braking capability of the tug needs to be assessed.
If there is a need for additional power either for towing or braking, a second
vehicle may need to be considered as a last resort. In this case the operation
should only be carried out under close supervision, preferably with radio
communication between both operators and the supervisor.

8.4

In extreme circumstances it may be necessary to use a heavy forklift truck as

a braking vehicle, in such a situation tyre adhesion is important and it should
always be remembered, only the front wheels have brakes. It is permissible
to load the forks for additional traction provided the load is secure. Again this
manoeuvre should be considered as an operation of last resort and only
carried out under close supervision. Forklift trucks are not normally designed
to work full-payload on inclines and reference should be made to the
manufacturers specifications and to national legislative guidelines.

8.5

If it is considered necessary to use chains, wire ropes or any other tackle,

they should only be used within their SWLs.

8.6

Restraining chains attached to goosenecks may have been designed for

safety when towing empty flats on internal roads only. If used for restraining
loaded flats, SWLs of chains should always be considered, especially if the
flats are used on sloping ramps.

8.7

When manoeuvring wide vehicles on the ramp and in the ship, one or more
men may be needed to guide the vehicles into their final position on board.
The men, who should wear HV garments, should pay particular attention to
the bottom (bumpers etc) and the top of vehicles, as well as their sides,
especially when entering the ship.

8.8

When handling tracked vehicles, special attention should be paid to avoid

slipping on the ramp.

SAFETY ON RO-RO DECKS

9.1

All personnel involved in loading and discharging Ro-Ro ships, particularly

lashers, signallers and ships crews, should wear high visibility outer clothing
with retro-reflective stripes and such other protective clothing and equipment
necessary for their health and safety, eg safety footwear, safety helmets,
gloves, kneepads, etc.

9.2

Personnel lashing/unlashing vehicles or trailers on the ship should work in

pairs or in sight of one another. On leaving the ship for meal or tea breaks

ICHCA International Limited

and on completion of work a check should be made to ensure that all such
personnel are accounted for.
9.3

There should be a system to prevent, as far as practicable, unauthorised

persons being present on any deck whilst Ro-Ro operations are being carried
on.

9.4

Only trained, fit and competent operators should be permitted to drive

mechanical plant and equipment used in the process of handling or moving
cargo and vehicles.

9.5

Supervisors should always take reasonable steps to ensure that drivers of

plant and vehicles forming part of cargo are capable of driving such plant or
vehicles safely. Certain of these vehicles represent very large and awkward
loads with which cargo handlers will have no direct familiarity and in practice it
is not possible to train all person to drive all types of vehicles. In such cases,
in addition to item 9.4, vehicles should not be loaded or discharged until the
designated driver feels that he is suitably aware enough to control the vehicle.

9.6

Adequate lighting should be provided by the ship in covered decks to ensure

good visibility for the drivers of vehicles. Defects to such lighting should be
immediately reported to a responsible officer of the ship.

9.7

Persons should never stand between a vehicle MOVING into position and
another vehicle of bulkhead. They should stand at the side so as not to
become trapped. They should never stand in darkness but always stand
where they can be clearly seen by drivers consider the use of whistle
signals by lashers for indicating to drivers when to stop.

9.8

Hand signals should always be clear and unambiguous. The same signals
should be used by all persons involved in the cargo operations including crew
members.

10

STO/RO OPERATIONS

10.1

In general the guidance for safety on Ro-Ro decks also applies to STO/RO
operations. However with STO/RO operations there is the additional hazard
of using either large lift trucks or, in the paper trade, clamp trucks to load from
the deck, normally to roll trailers.

10.2

Drivers of lift trucks should be fully aware of the height, width and weight of
their trucks, taking special care to avoid overhead obstructions such as lift
cables, electrical wiring and equipment etc.

10.3

Drivers should only reverse when under load, if forward vision is obscured by
the load and no signaller is available. Drivers should normally never reverse
UP a ramp. If it is necessary, the working space down the ramp has to be
cleared.

10.4

When operating forklift trucks on the ramps of ships particular care should be
taken to:
(i)

Select the correct gear before moving on the ramp

(ii)

Always travel with load uphill where possible

(iii)

Never use the inching pedal on the ramp

ICHCA International Limited

(iv)

Adjust the height of the load to clear both ramps and deck head when
there is a change of gradient

10.5

Drivers should take special care to avoid pedestrians, especially when

reversing.

10.6

Large lift truck drivers should be in radio contact with the load/discharge
controller in order to be aware of traffic movements that may affect them.

10.7

Lift trucks when parked on ships, even for short periods, should always have
their hand-brakes applied and forks lowered, or if clamps, with them lowered
and the blades fully closed.

10.8

In all cases when discharging, the condition of the stow should be checked
before lifting; it may well have shifted in a seaway.

11

SAFETY ON LARGE CAR CARRIERS

11.1

In general the recommendations for safety on Ro-Ro decks are just as

applicable on large car carriers as on any other Ro-Ro ship. However due to
the large number of decks (often in double figures), the lack of headroom in
some areas, the potential speed of modern vehicles and the large amount of
exhaust gases that may be generated, special precautions should be
additionally considered.

11.2

Routing of loading/discharging should be planned. Use may be made of deck

marking, and/or traffic cones to produce one way systems of vehicle control,
whilst traffic controllers at junctions can assist both safety and efficiency.

11.3

Crew buses when used to return drivers to the ship after discharge can also
be used to lead convoys of trade vehicles off the ship to physically control
speeding.

11.4

In general, the loading operation is a slower process than discharging due to

the need for checkers to log vehicle numbers and also due to the actual
parking process.; Judicious placing of such checkers can be used to control
speeding during the loading operation.

11.5

Due to the low height of some decks, the use of large multi-seated estate cars
may be more efficient than the use of mini-buses.

11.6

Head protection should always be worn on such decks but, as safety helmets
are not looked kindly upon by car manufacturers when driving new vehicles,
low profile bump caps may be the preferred option on this type of ship. To
protect the car, a clean dust coat and special drivers gloves should also be
worn.

11.7

Vehicles should always use headlamps during loading/unloading operations.

This is preferable to the use of hazard lights.

11.8

A number of rules relating to car handling should be applied. Some relate to

personal health and safety and others to car care. They are:

No eating, drinking or smoking in cars, multi-seated estate cars or in

cargo holds

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11.9

No sitting or leaning on cars

No hands on hoods, fenders or trunks

No objects or lashing materials on cars

No crayon marking on cars

No using the cargo for persona transport or as a means of towing other

cargo

Avoid all unnecessary contact with the cargo

Never drive over lashings

Never take away identification stickers or other markers

Radios to be switched off at all times

Though most modern car carriers have extremely efficient exhaust ventilation
systems, air sampling should still be undertaken and records kept in case of
future problems. Hold ventilation should be started about 15 minutes before
the work is started in the holds, because of the inertia of the air in the holds.
A certain amount of time is needed before a satisfactory air flow is
established throughout the holds.

11.10 Occupational health monitoring for lung functionality is especially important

within this type of operation and particularly exposed personnel (eg people
dedicated to breaking out vehicles from the stow) should be rotated through
other jobs within the operation.
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SAFETY WHEN HANDLING CASSETTES

12.1

In general the recommendations for safety on Ro-Ro decks also apply to the
handling of cassettes. However certain additional points should be
considered due to the specific design of large cassettes and their handling
capacity.

12.2

Cassettes can be of variable size and design. Figure 2 shows a 16 wheel

steerable translifter used in cassette operations capable of carrying a
cassette, carrying heavy loads. Such a cassette may carry loads of up to 60
tonnes and on a smooth ground, in good conditions, is capable of being
driven forward at 10 kilometres per hour.

12.3

When approaching a ramp or bridge, the cassette should always be as nearly

in line with the ramp as possible. Speeds when going up ramps should
always take all circumstances into account. If the speed is too high when the
cassette comes onto the ramp, the load is likely to move and/or the
attachments will slacken. Lash the goods to the cassette with proper angle
lengths and cassette strapping bowsed tight by ratchet so that there is no
movement.

12.4

Cameras are often fitted to cassette transporters in a protective rear pocket.

If cameras are fitted, cassettes may be pushed without a traffic controller.

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12.5

Goods loaded on a cassette should always be placed so that they are inside
the cassettes sides. If overwidth loads are to be placed on the cassette, the
load on the drivers side should always be inside the cassettes side so that
the driver can see forward when pushing the cassette.

12.6

As one of the reasons for using cassettes is to obtain the maximum use of the
height of the Ro-Ro deck, factors affecting the height of the load are critical.
In particular factors affecting the height of the load that should be considered
are:
(i)

the ratio of the load height to breadth (stability of load)

(ii)

endeavour to make loads as uniform as possible to enable safe

lashing to cassette

(iii)

the loading height of the ship

(iv)

inclination of any ramps etc for upper decks

(v)

the location of the centre of gravity of the load

(vi)

the driving speed when loading.

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12.7

In order to minimise stresses in cassettes, it is preferable to lift them in such a

way that the frames remain horizontal during lifting, either by lifting both ends
at the same time or by lifting the ends a little by turn.

12.8

On discharge the cassette should always be left on ground that is both even
and hard. The tractor and cassette should always be stationary while a
loaded cassette is lowered. It should be noted that if a loaded cassette is
grounded whilst it is moving, the cassette will stop but the load is likely to
continue through its own momentum breaking lashings and collapsing the
stow.

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SHIPS CARGO LIFTS

13.1

A vehicle or trailer should have its brakes firmly applied whilst it is being
carried on a lift.

13.2

No persons should travel on a cargo lift platform. However, where permitted,

a driver may remain at the controls of his vehicle. In these circumstances, he
should remain in the cab the whole time his vehicle is on the lift.

13.3

It is recommended that ships cargo lifts should be gated, where reasonably

practicable, preferably with safety interlocking systems.

13.4

Cargo lifts should normally be operated by the ships crew and there should
be an operator on each deck being worked. If dock workers are required to
operate such lifts, due regard should be paid to the competence of the
operator and the condition of the lift.

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SECUREMENT AND LASHING/UNLASHING

14.1

No lashing should be attempted until parking has been completed and brakes
applied or in the case of STO/RO operations, cargo has been properly
stowed.

14.2

Wherever practicable each vehicle or trailer should be secured before another

trailer is positioned immediately behind it in the same rank.

14.3

All chains and gear in connection with lashing of cargo should be kept well
clear of any working area. Vehicles should never be allowed to driver over
such equipment.

14.4

Lashings should use, so far as is possible, proper lashing points, both on the
vehicle and ship. Bumpers, brackets etc should not be used and air lines and
cables should never be fouled.

14.5

Lashings should not be over taut but equally tensioned. They should make
an angle with the deck of between 30o and 60o and lashing arrangements
should tend to balance each other in both fore and aft and thwartships
directions.

14.6

It is bad practice to secure rear lashings of trailers before fifth wheel tractor
units have been lowered the trailer and similarly to cross lashings as this may
allow trailers to tip in a seaway.

14.7

Great care should always be taken when releasing any lashing suspected of
being over tensioned.

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14.8

Vehicles with independent air suspension should not be lashed until fully
lowered and the system bled and locked. If this is not practical, lashings
should be checked and tightened if necessary after completion of loading.

14.9

Particular care should be taken when lashing steel tracked vehicles on steel
decks. Damage, old ropes or rubber tyres will be required to chock and avoid
possible slipping/movement when at sea.

14.10 The first vehicle to be discharged should be the last one unlashed. Always
start unlashing with the last vehicle to be discharged.
14.11 Although normally outside the responsibilities of a Ro-Ro terminal, many
incidents on ships at sea result from loads shifting off the trailer whilst the
latter remains securely lashed to the ships deck. If a potential situation of
this type is seen, it should be drawn to the attention of a responsible officer of
the ship.
14.12 During the unlashing of cars, the unlashers should pay particular attention to
the following points:

They should be properly dressed for the work, including wearing soft
gloves

They should never move bundles of lashing, or throw lashings between

the cars

The lashings should always be carried below the bumper level when
working between vehicles

Use a broom to sweep the lashings to the ships side

Never place hands on hoods, trunks, fenders or other painted areas of the
cars

Nothing must be placed on the cars

Do not sit or lean on the cars

Lashings should not hang down on glide down to the decks below through
lashing holes or other openings in the vessels decks.

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15

FUMES ON RO-RO DECKS

15.1

Although it is understood that there is no internationally accepted evidence at

the time of publication to show that there are any long-term carcinogenic
effects on human beings from the inhalation of exhaust fumes, it is clear that
prolonged exposure to such fumes can affect health and it is prudent to take
precautions to minimise the presence of and exposure to such fumes when
working on Ro-Ro decks. National legislation should only be followed. In
some countries it is necessary to reduce particulates in fumes by suitable
filters.

15.2

Ensure that the minimum number of vehicles have their engines running at
any one time, commensurate with the operational needs of the task in hand.

15.3

The minimum number of personnel for the operational needs and safe
operation of the task in hand should be exposed to vehicle exhaust fumes
again minimising the exposure time.

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15.4

If any company-controlled vehicle appears to be producing excessive exhaust

fumes, supervision should ensure it is examined by engineering staff as soon
as is reasonably practicable.

15.5

If exhaust fumes are excessive, the use of respiratory equipment should be

considered.

15.6

If any doubts are raised as to the operation of the ships ventilation systems,
Supervision should immediately refer the matter to the ships officers for
resolution.

15.7

It is recommended that regular monitoring of air flows and fume emissions are
undertaken on an individual ship basis with a view to building profiles of
regular callers. At all times there should be an objective of maintaining
oxygen levels at 21% and Carbon Monoxide content BELOW 50 ppm. (In
some countries National legislation may require lower levels eg Germany
30 ppm, Belgium 25 ppm).

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APPENDIX I
RECOMMENDED SAFETY RULES FOR DRIVERS OF 5TH WHEEL TRACTORS
AND OTHER VEHICLES USED IN RO-RO OPERATIONS
CHECK EVERY TURN OF DUTY
Before starting work, vehicles should be examined for damage and oil leaks.
Checks should then be made on:
(a)
(b)
(c)
(d)
(e)
(f)
(g)

The engine (fuel, oil water)

Hydraulic oil level
Power steering oil
Brake fluid oil level
Tyres
Lights
Horn

Then the engine should be started and checks made on:

(h)
(i)

Brake air pressure

Transmission oil level

The vehicle should be test driven for checks to be made on:

(j)
(k)
(l)

Steering
Brakes
All other controls

REPORT FAULTS
If faults are found or develop during work drivers themselves SHOULD NOT try to
rectify them. They should be reported to Supervision who should arrange for them to
be attended to by the engineering staff. Such faults may include any damage to the
trailers and their support legs. Failure to report faults can result in injury to persons
and extensive damage as well as delays to operations.
NO PASSENGERS
Single-seater vehicles are not designed to carry passengers. so additional persons
should not be allowed to endanger themselves by riding on such units.
COUPLING TO A TRAILER
Before a vehicle is coupled to a trailer it should be ensured that:
(a)
(b)

the trailer brake is properly applied

the front height of the trailer is sufficient for effective coupling
(c)
the 5th wheel is at the correct height for good contact with the trailer
rubbing plate

After coupling it should be ensured that the coupling is effectively engaged and that
the trailer handbrake is released for moving off.

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PICKING UP LOADS
If a vehicle is coupled to a trailer in the process of being loaded, it should be ensured
that the trailer support legs are down until loading is completed. The legs should
then be lifted before moving off.
When picking up loads in the terminal area or on the ship, it should be ensured that
all persons are clear, that the trestle and securing chains have been removed and
both air brake lines connected before moving off.
When trailers are parked in confined spaces careful checks should be made around
them before coupling and moving off.
DRIVE CAREFULLY
Vehicles should be driven carefully at all times, particularly when reversing with a
load and drivers should be alert for visual or audible signals directing or warning
them.
Travel should be at a safe speed bearing in mind the state of the load, traffic
conditions and the ground surface. Clear signals should be given when turning,
slowing down or stopping if feasible.
(a)
(b)
(c)

sharp braking on wet or slippery ground may result in skidding and jackknifing
overhead obstructions may affect carrying containers and high loads
they should neither lift the 5th wheel too high because of the risk of collision
with overhead obstacles, nor lift too low because of the risk of grounding of
the load

TRAFFIC RULES
The traffic flow system should be observed.
REVERSING INTO POSITION
When positioning vehicles on the ship, drivers should always be guided if travelling in
reverse.
The person guiding vehicles into position should always give hand signals to the
driver (the level of noise on the ship is fre2uently such that shouted instructions
cannot be heard). If whistle signals are used, care should always be taken in choice
of ear protection to ensure correct attenuation levels.
Persons should never stand between the vehicle or trailer and bulkheads or other
trailers, where crushing could occur.
DETACHING LOADS TRAILER LEGS
If possible, uncoupling at an angle should be avoided. Before uncoupling it should be
ensured that the trailer legs are down on good ground (using timbers as necessary)
and that the trailer front is high enough for connection by another vehicle. The trailer
brake should be put on and the air lines disconnected.
NOTE: Some companies recommend disconnecting the air lines first. If in doubt
check with the manufacturer.

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STAYING WITH VEHICLES

Drivers should always stay with their vehicle at all times on the ship and on the
bridge or ramp unless authorised to leave it.
PARKING
When parking a vehicle:
(a)
(b)
(c)
(d)

It should be parked where it does not cause an obstruction

Rail lines and working ways should be kept clear
It should be left in neutral gear with the hand-brake. on
The engine should be switched off and the ignition key removed.

TAKING EXTRA CARE

Extra care should be taken with high loads and certain types of trailer which may
become unstable when making sharp turns and with loads which are labelled as
Dangerous Goods or Fragile.
CARAVANS
The special ball-hitch attachments provided should always be used.
BRIDGE AND RAMP SURFACES AND FINGER PLATES
To avoid damage to bridge and ramp surfaces and ramp fingerplates, the trailer
support legs should always be kept well clear of the surface and gear changing
avoided when on the bridge, especially when the incline produces an excessive
hump.
SMOKING
There should be no smoking on terminal areas or on vehicle decks. Smoking should
only be permitted in specified areas.
ACCESS BETWEEN SHIP AND SHORE
At all times, only proper means of access between ship and shore should be used.
Drivers when not in their vehicles should remember they are pedestrians.
NOISE
Drivers should wear ear protection where appropriate on Ro-Ro decks. In general if
both vehicles and ships fans are operating, noise levels will require such protection if
hearing is not to be damaged. If there is any doubt a noise assessment should be
undertaken.
FORKLIFT TRUCKS
When operating forklift trucks on the ramps of ships particular care should be taken
to:
(a)
(b)
(c)
(d)

Select the correct gear before moving onto the ramp

Always travel with load uphill where possible
Never use the inching pedal on the ramp
Adjust the height of the load to clear both ramps and deck-head when there is
a change of gradient.

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APPENDIX 2
FURTHER INFORMATION
For more information and guidance on safety, reference may be made to the
following documents and publications:
IMO Code of Safe Practice for Cargo Stowage and Securing
International Maritime Organisation, 4 Albert Embankment, London SE1 7SR, UK
ILO Code of Practice on Safety and Health in Dock Work (1979)
International Labour Office, CH-1211, Geneva 22, Switzerland
Developments in Handling of Ro-Ro Cargo
ICHCA International Ltd
Recommendations for the Safe Operation of Large Lift Trucks and Ro-Ro Terminals
Ports Skills & Safety, Africa House, 64-78 Kingsway, London WC2 6AH, UK
Ro-Ro Ships Stowage and Securing of Vehicles Code of Practice
HMSO, 49 High Holborn, London WC1V 6HB, UK
Transportation and Handling of Paper
Transfennica Corporation, Helsinki, Finland
The Lashing and Securing of Deck Cargoes Captain J R Knott
The Nautical Institute, 202 Lambeth Road, London SE1 7LQ, UK

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APPENDIX 3
Plan of Typical Terminal Layout

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