SYBTM (Sem IV) Chapter V Multimodal Transportation (MMT)

CHAPTER V:

MULTIMODAL TRANSPORT
OPERATIONS AND COMPONENTS
Multimodal Transportation Transaction is a complex transaction which the embodiment
of a various number of components, elements and parties. The general elements and
components are discussed in separate answers (refer to notes of module 1). In this chapter,
we will discuss the major operations in detail.

A. Modes And Means

There are many possibilities of transporting cargo through various combinations of modes
and means. Each transportation leg is identified and classified on the basis of modal
combinations and are named accordingly. Following are the most common types of
combinations of modes used in international as well as domestic transportations of cargo:

1. Piggy Backing:

It is a combination of rail and road. The containers are placed on railway flat-cars
and transported by rail from one terminal to another. After reaching the destination
terminal, they can be placed on trailers and transported by roads which are also
called as TOFC that is Trailer on Flat Car or COFC- Container on Flat Car.

The best known and most widely used intermodal system is the trailer on a flatcar
(TOFC). Piggyback or trailer – on flatcar is specialized form of containerization in
which rail and transport coordinate. In piggyback, the carrier places the carrier
trailer on a rail flatcar, which moves the trailer by rail for long distances. And then
motor carrier moves the trailer for short distances for pickups and deliveries.

2. Fishy Backing:

It is a combination of road and water transport. Fishy back/ train ship/

containership are examples of the oldest mode of the intermodal transport. They
utilize waterways, which are one of the least expensive methods for line- haul
movement.

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The fishy back, train ship and container ship concepts load a truck trailer, railcar,
or container on to ship for the line- haul move. Such services are provided in coastal
waters between Atlantic and Gulf ports, from the great lakes to coastal points and
along inland navigable waterways.

3. Birdy Backing:

It is a combination of road and airways and is generally used in International

shipments. Local cartage is a vital part of every air movement because air fright
must eventually transport from the airport to the final delivery destination. Air-
truck movements usually provide service and flexibility comparable to straight
motor freight.

4. Road Railers:

Road-railers are specially designed trailers, which have wheels to operate both on
road and rail track. A string of such trailers is used to form a rake, which is then
pulled using a loco-engine, to move it from one place to their destination. After
reaching the destination, these trailers can be separated from each other and can
be driven off to respective areas of the city.

Essentially a trailer that has been reinforced to ride on a rail bogey and be coupled
together directly without first being placed on a rail flat car. It helps in saving weight
and locomotive power and thus fuel for the railroad. Special lower rates o Motor
competitive transit times

5. Land Bridge (TranShip):

A variant of multimodal option is the “LAND BRIDGE” concept, which moves

containers by a combination of sea and rail. The land bridge concept is based on
the benefit of ocean and rail combination that utilize a single tariff, which is lower
than the total cost of the separate rates. The-goods can be transported by water
transferring the shipment to surface transport and again finish destination will be
placed on a rail car and transported to Chennai from where it will again be loaded
on a vessel for transferring to say port Blaire.

6. Double-stack rail transport:

It is a form of intermodal freight transport where intermodal containers are stacked

two high on railroad cars. Introduced in North America in 1984, double stack has
become increasingly common there, being used for nearly 70% of United States
intermodal shipments. Using double stack technology, a freight train of a given
length can carry roughly twice as many containers, sharply reducing costs per
container. On most North American railroads, special well cars are used for double-
stack to reduce the needed vertical clearance and to lower the center of gravity of a
loaded car. In addition, the well car design significantly reduces damage in transit
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and provides greater cargo security by cradling the lower containers so their doors
cannot be opened. A succession of larger container sizes have been introduced to
further increase shipping productivity on shipments within North America. Double-
stack rail operations are growing in other parts of the world, but are often
constrained by clearance and other infrastructure limitations.

However, India is building some freight-only corridors with the overhead wiring at
7.45 m (24.4 ft) above rail, which is high enough. In India (passenger), Pakistan
(passenger), Finland, Russia, and Kazakhstan, 25 kV AC overhead wiring is at 6.5
m (21 ft) above rail.

Because of the broad gauge used in India and Pakistan, trains can carry standard
shipping containers double-stacked on standard flat wagons, which is more
economical than single containers, but standard gauge railways in North America
and elsewhere must use special double-stack cars or well wagons to lower the centre
of gravity and reduce the loading gauge. Indian Railways is able to carry containers
double-stacked on standard flat wagons at 100 km/h (62 mph). (Triple-stacked
operation with lower, 6-foot-6-inch (1,981 mm) containers, was mooted without
success in 2006[14]). Flatbeds, in addition to being much less expensive than well
wagons, can carry more containers in a given length of train. Mundra Port and
Pipavav Port operate double-stacked diesel trains on 1,676 mm (5 ft 6 in) gauge
using flat wagons. It is one of only three countries to commercially double stack 9
ft 6 in (2,896 mm) tall (high cube) containers on a train. India is building the
Dedicated Freight Corridor, an economical and environmental friendly electrical
traction-based double-stack freight railway network which can transport
international standard containers, a first in the world.

B. Parties To Multimodal Contracts

In a business deal, the manufacture or the owner sends his goods to the buyer; this act is
referred to as consignment, wherein the owner sends his goods through the agents to
another place. The goods sent in this manner are called as consignment
Following are the various parties to the multimodal transaction. Reference to the section
number from Multimodal Transportation Act, 1993 are provided for further details
alongside each of the part.
1. Consignor:

The consignor, in a contract of carriage, is the person sending a shipment to be

delivered whether by land, sea or air. Some carriers, such as national postal entities,
use the term "sender" or "shipper" but in the event of a legal dispute the proper and
technical term "consignor" will generally be used. [Refer Sec. 2(e)]

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2. Consignee:
In a contract of carriage, the consignee is the entity who is financially responsible
(the buyer) for the receipt of a shipment. Generally, but not always, the consignee
is the same as the receiver. The consignee is only the receiver of the goods, and not
the owner of the goods. The ownership of the goods is only transferred when the
receiver has paid in full for the delivery of the goods. [Refer Sec. 2(c)]

3. Multimodal Transport Operator (MTO):

Multimodal Transport implies the safe and efficient movement of goods, where the
MTO accepts the corresponding responsibility from door-to-door. With technological
development of transport means and operations, as well as in communications,
coupled with liberalization in the provision of services, more and more transport
operators are able to provide such safe and efficient transport. [Refer Sec. 2(m)].

4. Competent Authority:
[Refer Sec. 2(b)]

5. Carriers:
Company/ person/ firm etc. that transports goods and/or people by air, land, or
sea, in its own or chartered vessels or equipment, and is named as the carrier in the
contract of carriage. [Refer Sec. 2(a)]. There are further classifications that as
Following:
a) Actual Carrier:
It refers to the person/company/firm lies with to whom the major part, if not
all of it, of the MMT Contract for the purpose of transportation and execution
of the contract.

i. Performing Carrier: When the actual carrier is the one involved in the
performance of either full or even a part of the transaction; such carrier
is known as Performing Carrier.

ii. Contracting Carrier: The part of the transaction not performed by the
Performing Carrier but is outsourced or contracted to another carrier
for the purpose of completion of the transaction; such outsourced
carrier is known as the contracting carrier.

b) Joint Carrier:
These are the independent contractors/ carriers involved in the MTO
Contract. These help the main carrier to perform his duties towards the
cargos. These carriers are named to as the Joint Carriers as they jointly share
the liabilities and responsibilities alongside the Actual Carrier.

6. Endorsee:
[Refer Sec. 2(g)]

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C. Storage & Warehousing

I. CONTAINERIZATION:
The concept of ocean going containers was introduced in India for the first time in 1968
in a seminar held jointly by the Indian National Shipowners' Association (INS A),
Directorate General of Shipping, the Shipping Corporation of India Ltd. (SCI) and the All
India shippers Council (AISC) at Bombay.
In 1971 Cochin port received containers for the first time from a conventional general
cargo vessel of the American President Lines. They were handled by the Ship's derricks.
In 1973, the American President Lines began scheduling their cellular feeder. container
ships to Mumbai and brought the necessary handling equipment with them. The action
was repeated by the lines of European and other countries who also thereafter started
scheduling their cellular ships to Indian ports.
However, India started seriously to adopt containerisation only in 1978. Major ports like
Mumbai, Cochin, Chennai, Haldia/Calcutta commenced to equip themselves for handling
container ships and containers in the appropriate way.
Shippers and consignees also responded to the opportunities and benefits in
containerisation. The buyers of Indian goods abroad stipulated in their letters of credit
that the goods should be containerised. Hence, despite the need for heavy investments
and numerous problems in smooth flow of goods, India was forced into containerisation
to stay with the dominant trend in the world economy.
FOR MORE DETAILS ON THIS SUB-TOPIC, REFER MODULE I CHAPTER 3.
II. INLAND CONTAINER DEPOTS (ICD):
The full benefits of containerisation can be obtained only if the containers are permitted
to move to the locations of the original cargo generation points. The Government of India
decided to set up Inland Container Depots (ICDs) which are also called dry ports. Shipping
formalities can be completed in ICDs for containerised cargoes instead of at the exit
gateway port.
Inland Container Depots are interfaces between connecting modes of transportation.
An Inland Container Depot is an organisation offering a total package of activities to
handle and control container and general cargo flows between road, rail and waterways,
and vice versa, resulting in maximum service for inland transportation at minimum costs.
Inland Container Depots, otherwise known as ICDs, are dry ports equipped for handling
and temporary storage of containerized cargo as well as empties. This means that hinterland
customers can receive port services more conveniently closer to their premises. A common
user facility with public authority status equipped with fixed installations and offering
services for handling and temporary storage of import/export laden and empty containers
carried under customs control and with Customs and other agencies competent to clear
goods for home use, warehousing, temporary admissions, re-export, temporary storage for
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onward transit and outright export. Their primary purpose is to allow the benefits of
containerization to be realized on the inland transport leg of international cargo movements.
Services Provided at ICDs:
1. Handling of containers from road, rail and barges to a temporary storage area
container yard.

2. Intermediate storage between the various transportation modes. Special containers

and or cargo may require additional provisions, such as refrigeration services and
special areas for dangerous cargo.

3. Receipt and delivery of containers and general cargo. This may include activities
such as weighing, inspection of seals and damages, sticker and safety plate control
and container information control. Stuffed containers may be received from the
satellite Container Freight Stations (CFS) in ready condition to be transported to the
exit port. Shippers may also directly bring Less than Container Load (LCL) cargoes
for the purpose of consolidation and despatch.,

4. Cargo consolidation and distribution if the container cannot be received or delivered

directly at the final consignee's door. In this case, containers are stuffed with or
destuffed for LCL, depending upon the direction of the cargo movement prior to
despatch.

5. Depot functions, for the storage of empty containers. Space may also be required
for temporary storage of loaded containers awaiting movement out of ICD.

6. Other facilities include container cleaning services, pre-trip trials of reefer

containers to check the function of refrigeration equipment, maintenance and repair
services for containers, container handling equipment, refrigeration equipment,
road chassis, etc. In this respect, ICD should make itself a self-sufficient unit.

7. Custom's clearance activities at Inland terminals could help to decrease the dwell-
time of containers in deep-sea ports. These activities include checking of LCL cargo
prior to stuffing or after stripping, checking container seals, assessment and
valuation of cargoes, perusal of container manifests, and so on. The transport of
containers under bond to ICDs from deep sea ports is a necessary feature of well-
developed multi modal transport systems because this has proved to be a time and
cost saving function.

8. Physical distribution services can be provided economically at or close to the ICDs.

Garments can be ironed and packed, prices tagged on consumer goods, liquids in
bulk can be bottled - in short, a variety of cargo-related services to finished goods
can be placed near the ICD itself. For agricultural products, ICDs may provide
refrigeration plants and warehousing facilities to prepare meat, fish and vegetables
for export.

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ICDs are connected with gateway ports. Following are examples of some of the ports and
the ICDs connected to them.
Ports ICDs
PORT NAME ICDs
1. Mumbai, Jawaharlal Nehru Port Delhi, Ludhiana, Ahmedabad, Pune, Wadi
Trust Bander, Bangalore, Hyderabad, Tondiarpet,
Amingaon.
2. Calcutta Haldia Haldia Delhi, Guwahati, Wadi Border.
3. Chennai Tondairpet, Bangalore, Hyderabad.
4. Cochin Bangalore, Coimbatore

Within 24 hours of landing, the containers consigned to the ICDs are dispatched by rail.
At the ports, ICD containers and trans-shipment containers are moved on priority basis.
Similarly, stuffed containers, on completion of customs formalities at the ICD, are
dispatched to the terminal port within 24 hours.
The railways provide the transport link between the ICDs and the gateway ports.
Export Clearance At ICDs
1. Presentation of Shipping Bills:

The exporter is required to file shipping bill in seven copies:

i. Original iv. Exchange control Copy Exporters
ii. Duplicate v. Copy
iii. Quick drawback payment vi. Transference copy
scheme

The exporter should mention name of 'Port of Exit' and serial numbers of container.
The exporter should obtain in advance, space availability certificate from the
Railway/Combined Terminal Operator.
Shipping bill should mention details of goods, their classification, name of the port
of exit, identification mark, No. of containers, weight and value of goods. Contents
of cargo should be declared and proper statistical code number must be given. GR
forms should accompany, without fail, the shipping bills.

2. Scrutiny Of Shipping Bills:

Duly completed shipping bills are put in Noting Box provided at the ICD. The
receiving clerk after noting them scrutinises them and accompanying documents.
The receiving clerk will give a running serial number on shipping bill if no
discrepancy is found. Otherwise these may be returned for resubmission after
correction.

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3. Classification And Assessment:

The Central Registration Unit of the ICD completes the classification and
assessment. Rate of duty is filled by appraisement department. Original shipping
bill is retained and balance six copies are handed over to exporter for completion of
examination.

4. G. R. Formalities:

Full set of GR forms has to be submitted along-with the shipping bills. The full value
of export will be verified on the GR form.

The assessing officer will retain the original GR form for release to RBI. Duplicate
copies are retained at ICD. Shipment certificate on the GR form shall be furnished
after custom examination of the export cargo and sealing of container by proper
officer at ICD. Duplicate copies are then released to the exporter for his use.

5. Examination of Goods:

Custom Inspector/examiner conducts the examination of goods, keeping in view the

restrictions in force under Acts/Rates and Regulations. After examination, goods
are shifted into the container and same are sealed by the custom seal. The customs
officer records on the shipping bill
a) Quality of goods loaded
b) Number of packages shut out.
The exporter at this stage is to prepare and present an invoice and container-wise
packing list (both in four copies) indicating:
a) Number of packages with marks and numbers
b) Description and total quantity net weight packed in each container. The
Appraiser/Superintendent/Inspector/Examiner with the details presents these
two documents for certification.
c) Duplicate copy of the shipping bill is retained at the ICD and exchange control
copy is returned to exporter.

6. Transit to Gateway Port/Port of Exit:

The two transferee copies are sealed in an envelope for custody of the Railways who
are responsible for subsequent presentation to the customs officer at the Gateway
Port Exit Port.

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7. Procedure To Be Followed At Exit Port:

The sealed containers are allowed to be exported in preventive supervision on
verifications with the seal being intact, without any further examination. However,
if seal is found tampered with, examination may be done at port also.
The customs officer at port will be entitled to open and examine the contents of any
container, if otherwise warranted.
The preventive officer at port will endorse the two transference copies of the shipping
bills regarding the containers being intact and custom seal being intact, and adds
his dated signature.
The steamer agent shall be required to file the Export Manifest in duplicate
regarding cargo containers with the container unit of export department of the
customs house.
After that shipment transference copies of the shipping bills shall be sent to ICD
within 48 hours of shipment.

8. Endorsement Of Shipment From Gateway Port On Quick Drawback Payment

Section Copy Of Shipping Bills:
Exporter after enquiring from the export unit of ICD regarding receipt of
transference copies shall obtain certificate to this effect on the quick drawback copy
of the shipping bill and can claim drawback from Quick Drawback Payment Section.
The quick drawback copy of the shipping bill is valid for a period of 90 days from
the date of shipment i.e., loading of goods in container. In case shipping bills are
not submitted within stipulated period, they shall have to be followed up with
Residency Drawback Section.

Clearance Procedure For Imports:

In addition to the vessel's Import General Manifest, the Shipping Agent should submit a
sub-manifest in duplicate exclusively for the containerised cargo.
The Shipping Lines or the shipping Agent should file the transhipment application (in
triplicate) for transhipping the containers by rail/road and file the required bond for
transhipment.
After unloading of the container at the port of entry, the particulars of the containers
should be checked with the manifest filed and container secured with customs seal. For
this purpose, Import Noting Department should se,1d two copies of the sub-manifest to
the docks soon after receipt.

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The fact of loading of containers should be endorsed by the Preventive Officer on all the
three copies of the transhipment permit.
The Railway/Road Carriers authorities are responsible for the carriage of transhipment
permit copy and the two copies of the manifest with the container.
They must hand over these documents to the Customs authorities at the ICD.

Roles and functions of ICD

1. Basic minimum functions of inland container depot:
a) Custom Clearance
b) Warehouse facilities
c) Container and cargo Handling
d) Office of an Operator
e) Office of Cargo Handling Agent
f) Efficient Communication facilities
g) Cargo Stuffing and De-stuffing
h) Shipping line office
i) Complete Security
j) Custom Clearance

2. Additional Functions of ICD

a) To accommodate the completion of Administration and documentary
procedures
b) Warehouse storage including cold storage and reefer storage
c) Container storage and inventory control
d) Container maintenance and repair
e) Offices of shipping line agent
f) Railway goods office
g) Road haulage brokerage
h) Consignment consolidation services
i) Container clearing services
j) Computerized cargo-tracking services
k) Clearing and fumigation services

III. CONTAINER FREIGHT STATIONS (CFS)

CFS have been established to speed up export cargo and to specially help small exporters
whose consignments are less than container (LCL) loads.
The CFS has facilities of modem warehouse accommodation under export supervision.
Facilities of banking, custom examination, clearance, safe handling, stuffing, sealing and
transportation of containers are available. Both import and export consignments are
handled here.
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Location of ICDs and CFSs is regulated by the Ministry of Commerce of the Government
of India. While this ministry is encouraging liberalisation and competitiveness with a view
to making transport more attractive and customer friendly, it must maintain the inter-
regional balance. CFSs and ICDs should not be concentrated only in a particular region;
they must be spread throughout the country depending upon present and future
potentiality of cargo traffic.
The supportive network of surface transport with the location of Container Freight
Stations and Inland Container Depots has to be in the hinterland. The location depends
upon the potentiality of generating volume of export cargo or where distribution of import-
cargoes can be easily facilitated.
Further, CFSs and ICDs should be complementary to each other. CFSs are cargo
aggregating points, which should conveniently feed the ICDs for carriage to gateway ports
in sizable quantities and over long distances. Conversely for imports, the goods may be
brought over the same route to an ICD for distributing to the various users.
Benefits of ICDs and CFSs
1. Concentration points for long distance cargoes and its unitization.
2. Service as a transit facility.
3. Customs clearance facility available near the centres of production and
consumption.
4. Reduced level of demurrage and pilferage.
5. No Customs required at gateway ports.
6. Issuance of through bill of lading by shipping lines, hereby resuming full liability
of shipments.
7. Reduced overall level of empty container movement.
8. Competitive transport cost.
9. Reduced inventory cost.
10. Increased trade flows.
Main distinguishing features for CFS and ICD
Points ICDs CFSs
In the interiors with in the
It an off-dock facility located near
Location hinterland, away from the
the servicing ports
servicing ports.

Largely deals with full Deals with break bulk cargo

container load which is originating or terminating in the
Function aggregated for onward immediate hinterland of a port;
movements to or from the Also serves as a destination for
ports. customs related activities.

Only basic customs formalities The sole purpose is to facilitate the

can take place while major customs clearance of the cargo in a
Customs
focus is on storage and smoother and more efficient
packaging. manner.
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D. Roll On Roll Off (RORO)

I. MEANING OF RORO SHIPS:
Ro-ro is an acronym for Roll-on/roll-off. Roll-on/roll-off ships are vessels that are used to
carry wheeled cargo. The ro-ro ship is different from lo-lo (lift on-lift off) ship that uses a
crane to load the cargo. The vehicles in the ship are loaded and unloaded by means of
built-in ramps. Normally these ramps are made towards the stern (backside) of the ship.
In some ships, they are also found on the bow side (front) as well as the sides. This cargo
handling system normally transports trailers, chassis, cars, rolling machinery, or other
cargo typically wheeled or loaded using a fork lift. The vessel can be of both military and
civilian types.

II. HISTORY:
The roll-on/roll-off system that we think of today can be traced back prior to the civil war.
Originally these ships were specifically designed to transport trains over large rivers. These
ships had built in rails that allowed the railcar to roll straight on to the ship. The beginning
operations of this method can be traced to the Firth of Forth ferry in Scotland which began
operations in 1851. It wasn’t until after WWII where the military had successfully used ro-
ro technology in constructing their tank landing craft and significantly shortened loading
and unloading times that merchant ships also adopted the technology. An increase in
automotive and oceanic shipping spurred the popularity of this developing technology.
Initially when cars were being shipped across the sea they were lifted by shore side gears
and a small number of cars were placed on ‘tween decks on a general cargo vessel. Bulk
carriers then became fitted with folding decks and were able to carry a larger number of
cars, typically as backhaul shipments. As the desired quality for shipping and the overall
customer demand increase, these factors assisted in the industry developing pure car
carriers (PCC’s). These vessels led to the development of roll-on/roll-off loading and
discharge which was a combination of internal and external ramps that allowed cars the
possibility to drive on to and off of different decks on the ship which is where most of the
industry stands today.

III. TYPES & VARIATIONS OF ROLL ON/ROLL OFF VESSELS

There are various types of ro-ro vessels, such as ferries, cruise ferries, cargo ships,
and barges. The ro-ro vessels that are exclusively used for transporting cars and
trucks across oceans are known as Pure Car Carriers (PCC) and Pure Truck & Car
Carriers (PCTC) respectively. Unlike other cargos that are measured in metric
tonnes, the ro-ro cargo is measured in a unit called Lanes in Meters (LIMs). LIM is
calculated by multiplying cargo length in meters by the number of decks and by its
width in lanes. The lane width will differ from vessel to vessel and there are a number
of industry standards.

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1. Pure Car Carrier (PCC) and Pure Car and Truck Carrier (PCTC) RoRo Ships:

These kinds of vessels are quite large and quite conspicuous while on water along
with being quite sturdy. They are mainly used in the delivering of newer vehicles to
their required exporting destination.

a) PCC:

A PCC (Pure Car Carrier) is a kind of RoRo ship which transports only cars.
Spurred by the increase in automotive transportation, the pure car carrier (PCC)
was developed and is used today for new automobiles being transported by ship.

b) PCTC:

PCTC (Pure Car and Truck Carrier) transports not only cars, but also trucks and
other variations of four-wheeled vehicles. The pure car and truck carrier (PCTC)
is very similar to the pure car carrier but it has special decks that can adjust for
vertical clearance or has been reinforced to support heavier cargo.

2. Container Vessel + Ro Ro (ConRo) Ship:

RoRo vessels that combine the features of both a traditional container vessel and a
RoRo ship are referred to as the ConRo. Such vessels’ interiors are distributed in
such a way that both their loads are evenly distributed and balanced. The maximum
load that is transited by these vessels is between 20,000 to over 50,000 dead weight
tonnes (DWT).

3. General Cargo + Ro Ro Ship (GenRo) Ships:

A normal cargo carrying vessel equipped with the RoRo facility is termed as the
GenRo. Slightly compacter and smaller as compared to the previous two
categorisations, the GenRo is capable of carrying loads with approximate DWTs
between 2,000 to almost 30,000.

4. RoPax:

ROPAX is an acronym for roll on/roll off passenger. It is a ro-ro vessel built for
freight vehicle transport with passenger accommodation. Technically this
encompasses all ferries with both a roll-on/roll-off car deck and passenger-carrying
capacities, but in practice, ships with facilities for more than 500 passengers are
often referred to as cruise-ferries.

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RoPax is the reference given to a car carrying vehicle that also provides for voyagers’
living aboard the vessel. RoPax though is mainly used as a technical term, and these
vessels are commonly called as ferries that transport vehicles and passengers across
river docks.

5. Complete RoRo Ships:

A Complete RoRo vessel is a kind of car carrier that is constructed with inclines
both on its insides as well as on the outside. Vessels of these kinds don’t have any
hatchways, and are used mainly in the high seas. They are self-contained and are
capable of lading anywhere between 2,000 to around 40,000 dead weight tonnes.

The measurement gauges for the loads in RoRo vessels also differ as compared to
the conventional vessels. Measured in lanes in metres (LiM), the figures are arrived
by multiplying the length and the breadth of the load paths – where the vehicles are
stacked – with the totality of decks in the vessel.

6. RoLo:

RoLo is an acronym for roll-on lift-off vessel. It is also a hybrid vessel type with
ramps serving vehicle decks but the other cargo decks are accessible only by crane.

7. LMSR:

Large, Medium-Speed Roll-on/Roll-off (LMSR) refers to several classes of Military

Sealift Command (MSC) roll-on/roll-off type cargo ships. Some are purpose-built to
carry military cargo, while others are converted.

IV. PROS AND CONS OF ROLL-ON ROLL-OFF SERVICE

If you are shipping your automobile internationally, you have a few service options to
choose from. There is roll-on roll-off service, container service, and air shipping. This guide
will focus on the advantages and disadvantages of roll-on roll-off shipping. Is it the right
shipping service for your vehicle?
Roll-on roll-off service involves movers driving or rolling your automobile up a ramp into
the cargo deck of a ship. The car will then be secured next to many other cars inside the
cargo deck for the length of the shipment. When the ship ports, the car will be rolled or
driven down a ramp to its destination port.

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Pros
1. Price:

Roll-on roll-off service is one of the cheapest international shipping options.

Exclusive container service is usually more expensive, while air shipping your car
is always several times more expensive.

2. Preparation:

Preparing for RORO service takes the least amount of time of the international
shipping options. Your car may need to be driven up and down the ramps for loading
and unloading so it will need some gasoline in it and the battery attached. Other
shipping methods that don't require the car to be functional usually require that
you remove all gasoline from the tank and disconnect the battery for safety reasons.
Just remember that if the movers plan to literally roll your vehicle on or off the ship,
you may still be required to remove possibly dangerous materials like batteries and
gas. Ask your movers what will be required before the move so you can prepare your
car accordingly.

3. Faster:

RORO Ships are dedicated to vehicle transportation and the shipper has thus an
advantage of speed. Since cars and lorries can simply drive straight on the ships at
one port and then drive off within a few minutes of the docking of the ship at the
other port.

4. Increase in Tourism:

Cruise travel has become a very popular means for many holiday makers. Many
travellers bring in their private vehicles along the journey and thus the ROPAX has
contributed to the growth of tourism industry.

5. Convenience:

RORO service allows your car to be available and drivable as quickly as possible
after a seafaring international move. The loading and unloading process is simple
and quick compared to the sometimes tedious process of loading and unloading a
car in and out of a container. You may even be able to drive your car right from the
destination port if you had enough gas left in the tank.

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Cons
1. Availability:

Not every international mover or country has RORO service available at their ports.
Customs regulations in the destination country need to be relatively relaxed and
efficient in order to allow for RORO shipping. Different origin and destination ports
may not be able to accommodate RORO service, so you need to contact the
international moving company/freight forwarders to inquire about the the
availability of RORO services at the specific ports you may use to ship your vehicle.

2. Speed:

ROR shipping can take a very long time. Shipping anything overseas could take
months. Air shipping will only take a matter of days in comparison.

3. Safety:

RORO shipping affords less protection to your vehicle than container shipping or
air shipping (which also usually involves a container.) Your car may need to be
unlocked and driven by a shipping worker. There is a chance that there could be an
accident during this process. Once the car is secured in the ship, It will be exposed
to the environment of the cargo deck. It will also sit on the deck for a long time and
possibly experience extreme temperatures and rough waters that may test the cargo
deck's restraints.

4. Your Vehicle Needs To Drive Or Roll:

Some vintage vehicles are not necessarily in functional condition, but you still may
want them shipped to another country. Because the car needs to be able to be
steered and rolled up and down ramps for RORO service, some nonfunctional
vehicles will need to use another service option. This also may mean that gas and
batteries need to be in the car, which increases the risk of spilled gasoline or battery
acid which could even possibly cause fires during shipping.

V. RORO Service in India:

It will ferry people and goods including vehicles between Ghogha in Bhavnagar and Dahej
in Bharuch district of Gujarat.
The ro-ro ferry will reduce the travel time between peninsular Saurashtra and south
Gujarat by five hours through the Gulf of Khambhat.
This is the first of its kind in India. The ro-ro has been designed to ferry upto 100 vehicles
(cars, buses and trucks) and 250 passengers.

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The ro-ro project's first phase was completed at the cost of Rs 615 crore. It is a route of
31km between Ghogha and Dahej across the Gulf of Khambhat.
The idea of the ferry service was first conceived in early 1960s. The foundation stone for
current works was laid by Narendra Modi in 2012 when he was the Chief Minister of
Gujarat.
The service is expected to reduce the travel distance between Saurashtra, locate in the
western region of the state and south Gujarat by 360 km, saving time and money for
people frequently travelling between the two regions.
Many working in the diamond cutting and polishing hub of Surat in south Gujarat belong
to the Saurashtra region and the service is expected to come as a boon for them.
In the first phase, only passenger services would begin, while after the completion of the
second phase, light vehicles can also be carried aboard the ferries. The second phase is
likely to be commissioned by the end of January 2018.
In the final phase, the ferries would also have facility to carry trucks between the two
regions.
The demand for RORO service from truckers has made Konkan Railways to plan for the
introduction of a sixth rake on the route. Konan Railway Corporation (KRC) expects a
revenue of Rs 40 crore from the RORO (roll-on roll-off) service this fiscal.
RORO is a service that enables loaded trucks to be carried directly on railway wagons
between two destinations.
Addressing presspersons here on Tuesday, Mr Nandu Telang, Deputy Chief Commercial
Manager, KRC, said that the service was started with one rake in 1999. Now, it has five
rakes in the system.
Considering the good demand from truck operators, the KRC is planning to introduce a
sixth rake on the Konkan Railway route after monsoon. He said at least 100 trucks at
Kolad in Maharashtra and 50 trucks at Surathkal in Karnataka will be waiting to roll on
to wagons on most days. There is a good demand for this service, he said.
KRC, which carried 35,648 trucks through its RORO service in 2011-12, earned Rs 35.64
crore through this. Asked about the earnings forecast for 2012-13, Mr Telang said the
corporation wants to earn Rs 40 crore through the RORO service. In spite of economic
slowdown during 2008-09 and 2009-10, Konkan Railway earned Rs 22.43 crore and Rs
23.59 crore, respectively, through the service.
The 721-km RORO service between Kolad and Surathkal takes around 21-24 hours for a
one-way journey. Truckers are charged Rs 6,900 for 15 tonnes. Each additional tonne
costs Rs 400.
The truck operator, who makes two trips a week by road between these two destinations,
can make three trips a week using the RORO service, he said.

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