Loss Prevention and Ship Inspection Department

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This column features the article contributed by our Association to "Mariners' Digest Vol.73", published in April 2024 by the Japan Shipping Exchange, Inc.

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Highlights

• The first car carrier was launched in the 1960s to meet the needs of Japan's automobile production capacity and its export trade, the manufacturers of car carriers have made continual improvements in loading capacity and efficiency in step with the market's globalization. The majority of newly constructed ships by Japanese shipping companies now have a capacity of around 7,000 vehicles. The owners also are trying to reduce the environmental impact of their ships, using new fuel systems like LNG.
  
  
• The hull structure of car carriers differs from that of general cargo ships, consisting of multiple decks resembling multi-story parking lots.
  
  
• When conducting tasks and precautions during the voyage, due to narrow vehicle spacing and lashings protruding onto the floor, care must be taken not to trip over, stumble, or accidentally damage the vehicles by knocking into them with your feet, hands, or items being carried.
  
  

1. Introduction

A car carrier is a specialized ship designed to transport automobiles in large quantities over the sea. Car carriers emerged in the latter half of the 20th century due to the increasing international demand accompanying the development of the automotive industry.

2. History

In Japan, international car carriers began to serve in the 1960s. Initially, vehicles were transported using the LO/LO method on general cargo ships, but in 1965, Japan's first RO/RO ship was built, followed by the introduction of Japan's first Pure Car Carrier (PCC) in 1970.

Initially capable of carrying around 1,200 vehicles equivalent to passenger cars, the capacity of car carriers has increased to approximately 8,500 vehicles due to the enlargement of ship types worldwide. The majority of newly constructed ships by Japanese shipping companies now have a capacity of around 7,000 vehicles.

These ships transport not only passenger cars but also trucks, buses, construction machinery like bulldozers and crane trucks, agricultural machinery, both new and used and various other self-propelled cargo using low-floor trailers. They also transport machinery and parts for plant facilities, construction machinery, and railway vehicles. Some even carry boats such as helicopters, small aircraft, and cruisers, which can result in a diverse range of cargo being transported on each voyage.

3. Structure of Car Carriers

One interesting feature of Japanese car carriers is that most are designed to be less than 200 meters in length. This is due to regulations and infrastructure limitations in Japanese ports concerning handling large ships exceeding 200 meters in length. While the width of ships has increased due to the expansion of the Panama Canal, the height of Japanese car carriers is constrained by the need to pass under bridges in ports like Nagoya.

The hull structure of car carriers differs from that of general cargo ships, consisting of multiple decks resembling multi-story parking lots. Nowadays, they may have up to around 14 decks, typically labeled from the bottom as Deck 1, Deck 2, and so forth, although some ships are labeled from the top, and others may have decks named after their function, such as residential decks or garage decks.

Residential areas are usually located on the uppermost decks towards the bow, spanning two to three floors. The top deck houses the bridge, while the lower floors accommodate cabins for the captain, chief engineer, officers, and crew, as well as common areas like mess halls and stores.

The decks provide ample space and may include recreational areas for activities like basketball and other leisure activities.

The engine room is located in the lower part of the stern, quite far from the residential areas, but elevators are installed to provide access to the stern.

Deck operations for mooring are conducted at midship on Deck 9 on both the bow and stern sides.

Car carriers are equipped with specialized facilities to safely load and unload vehicles. Loading and unloading are primarily done through stern ramps and center ramps located in the middle of the ship. Stern ramps are connected to the main deck at the center of the ship and are designed with sufficient strength and a gentle slope to accommodate heavy or special vehicles. They are also wide enough to allow for efficient loading and unloading by separating incoming and outgoing vehicles at the central part of the ramp.

On the other hand, center ramps are usually used for passenger cars only and are located either in fixed positions on the main deck or can be transferred between upper and lower decks. Therefore, they have less strength and are mostly used for standard passenger cars. In the past, some ships had center ramps on both port and starboard sides or even on the bow, but nowadays, they are simplified and typically located on the starboard side for efficiency.

Once vehicles are on board, they are loaded onto upper or lower decks using interior ramps.

Additionally, deck heights can be adjusted to accommodate different types and numbers of vehicles.

For instance, when loading high cargo like large construction machinery or low-floor trailers carrying plant equipment or railway vehicles, the deck height of the main deck is adjusted as necessary.

The structure of the ceiling decks is divided into panels for each hold. Some ships use special trucks called lift cars to adjust the deck height, while others have wires attached to the panels, allowing them to be raised or lowered by hydraulic or electric winches.

Each method has its advantages and disadvantages; lift cars are simpler but time-consuming, while wire systems are faster but prone to hydraulic leaks,

grease drips from wires or mechanical failures.

Furthermore, decks with adjustable heights are also available on upper and lower levels to accommodate large vehicles. However, incidents such as panels falling during rough seas causing damage to cargo or accidents during cargo handling resulting in injury to personnel have occurred due to the panels being supported by protruding panel supports attached to the deck pillars. Therefore, crew members must ensure that the panel supports are securely in place and that the cargo loaded onto panel decks is appropriate and follows the loading plan.

The shape of car carriers is rounded at the bow to reduce wind resistance, but when viewed from the side, they appear mostly box-shaped. Additionally, due to their shallow draft, they are sometimes affected by wind during navigation, especially during anchoring. Hence, caution is required, especially during maneuvers at sea, including anchoring, as they may be susceptible to drifting.

Unlike general cargo ships such as container ships or tankers, car carriers have bridges at the bow, making it easier to maneuver the bow but resulting in limited visibility towards the stern. Therefore, vigilance from crew members stationed at the stern during maneuvers such as berthing and unberthing is crucial.

In recent years, Japanese shipping companies have been transitioning to LNG fuel to reduce greenhouse gas emissions. Similarly, new car carriers are being designed to run on LNG fuel. As a result, crew members are required to have experience with LNG ships and qualifications for handling hazardous materials.

4. Operation by Japanese Shipping Companies

Unlike scheduled services like container ships, the operation of car carriers is irregular, and it is often uncertain which route they will take until shortly before departure. While some dedicated ships operate between Nagoya or Yokohama ports and North America, most operate irregularly.

Instructions from the shipping company's operators, usually provided in a Voyage Memo or Sailing Instruction just before the end of a voyage, determine the next destination, which could vary from North America on the current voyage to the Middle East on the next. Occasionally, if a sister ship is delayed due to inclement weather, a ship that has arrived in Japan first may substitute for another, necessitating flexible arrangements. Some car carriers make round the world voyages, stopping in Singapore from Japan, transiting the Suez Canal to Europe for loading and unloading, crossing the Atlantic to the East Coast of North America, passing through the Panama Canal to the West Coast, then returning to Japan via the Pacific Ocean.

For crew members, there is excitement in visiting various ports, but preparations such as managing navigational charts and gathering information about port conditions can be challenging.

Before entering a port, loading plans and panel plans are sent from the shipping company's planners. This allows for pre-loading preparations, such as setting up decks for cargo handling and ensuring necessary panels are in place. Loading plans for car carriers are made using proprietary loading software by each company, with operators inputting bookings, and planners using the system to create plans. Recently, the system has become more automated.

Major loading ports for automobiles in Japan are divided into three regions: Kanto, Chubu, and Western Japan. Some ports have dedicated berths directly connected to automobile manufacturers' factories, while others handle cargo at public berths.

If there is enough cargo to fill the ship at one port, the ship may stay for two to three days, but most voyages involve loading vehicles for the same destination across multiple ports. Usually, ships arrive in the morning and depart in the evening, making port calls quite busy affairs.

5. Tasks and Precautions During Voyages on a Car Carrier

Regular checks of vehicle lashings are conducted during the voyage. This is because they may loosen due to the ship's movement over time. Especially when rough weather is expected, checks are performed, and after rough weather, the condition of the vehicles is verified to ensure there are no problems. However, due to narrow vehicle spacing and lashings protruding onto the floor, care must be taken not to trip over, stumble, or accidentally damage the vehicles by knocking into them with your feet, hands, or items that you may be carrying.

Furthermore, work clothes provided on a car carrier are designed differently from those on other types of ships to prevent them from causing scratches even when in contact with cargo vehicles. The crew must be mindful not to wear the clothes used on previous ships other than the car carrier.

Maintenance tasks during the voyage are no different for the deck and engine from other types of ships. On car carriers deck work cannot be performed in the cargo hold when there is cargo onboard, so maintenance is carried out on the upper deck, living areas, bow, and stern mooring decks. Maintenance of the cargo hold is carried out after unloading and while en route to the loading port. It is important to complete maintenance of the cargo hold before the arrival at the loading port. Maintenance tasks such as painting the hold deck or slope, which may affect cargo handling, depend on the shipping company's requirements.

The following details of the proper procedure for maintenance works should be noted.

• Prior approval for maintenance tasks is required from the operator.
• In cases where the voyage duration is short, such as on the Japan-US route, approval may not be granted. The operator takes into account the voyage duration as well as the waiting period for docking and cargo handling at the next port when deciding on approval.
• Maintenance tasks during the voyage often require completion "one week before cargo loading."
• Paint may not completely dry within two to three days. After painting, the deck where work was performed is tested by actually driving vehicles on it to ensure that paint does not adhere to the tires, and the Master should report to the operator that the maintenance work has been completed.

We hope that you have found the above information in respect of car carriers interesting and useful. In our next column “Car Carrier (2)－Introduction to Japanese Car Carriers and Precautions During Operation”, we will go into more detail with a focus on preventing cargo handling problems and firefighting on these highly specialized vessels.