Operational Guide · Registers & Logbooks

# Ro-Ro Cargo Securing

Securing vehicles on a Ro-Ro ship follows its own rules, distinct from general cargo securing: the CSS Code devotes a specific appendix to road vehicles.

Ro-Ro CSS Code vehicle securing cargo securing

## Operational Explanation

Ro-Ro (Roll-on/Roll-off) ships carry road vehicles, semi-trailers and intermodal units that move on their own wheels or on trolleys: securing them requires dedicated lashing points on deck, straps or chains sized for the expected accelerations, and an application sequence that takes account of the ship's motion in adverse sea conditions.

The CSS Code (Code of Safe Practice for Cargo Stowage and Securing), in its 2021 edition, includes the Revised Guidelines for Securing Arrangements for the Transport of Road Vehicles on Ro-Ro Ships (Res. MSC.479(102)), which replace the earlier Res. A.581(14): these guidelines provide methods for calculating the number and strength of the securing devices required for each type of vehicle, based on weight, centre-of-gravity height and position on board.

Annex 13 of the CSS Code (methods for assessing the effectiveness of securing arrangements for semi-standardised and non-standardised cargoes, updated by MSC.1/Circ.1623) also applies to vehicles when they do not fall within the standard configurations set out in the Cargo Securing Manual.

## Regulatory Reference

CSS Code (Res. A.714(17), 2021 edition), Chapter on motor vehicles, and the Revised Guidelines, Res. MSC.479(102), for securing road vehicles on Ro-Ro ships; an approved Cargo Securing Manual specific to each ship, under SOLAS Chapter VI/VII, Regulation 5.

## Scope of Application

Every Ro-Ro or Ro-Pax ship carrying road vehicles, semi-trailers, trailers and wheeled intermodal units, including non-standard configurations not covered by the approved Cargo Securing Manual.

## Procedure / How to Complete It

1. Verify that the ship's specific Cargo Securing Manual covers the intended load configuration (vehicle type, weight, position on board).
2. For configurations not covered by the Manual, apply the calculation methods of CSS Code Annex 13 to determine the number and strength of the securing devices required.
3. Use only certified, undamaged lashing points, checking their condition before every use.
4. Apply the specified securing sequence, checking the angle and tension of the straps/chains according to the Manual's indications.
5. Recheck the securing after the first hours at sea in rough conditions, when the cargo's initial settling can loosen the devices.

## Practical Example

Example application: a semi-trailer with a high centre of gravity, loaded on a route expected to encounter rough seas, is secured using the number of points calculated by the Res. MSC.479(102) methods, higher than the minimum number specified for a standard vehicle of the same weight but a lower centre of gravity.

## Real Cases

Several incidents involving the loss or shifting of vehicles and semi-trailers on Ro-Ro ships in adverse sea conditions have been attributed, in the resulting investigations, to an insufficient number of securing points relative to the vehicle's weight and centre of gravity, or to lashing devices not correctly tensioned before departure.

## Common Mistakes Mistake Library

Mistake | Consequence | How to avoid it
--- | --- | ---
Applying a standard number of securing points without considering the vehicle's actual centre of gravity | Insufficient securing for vehicles with a high centre of gravity | Apply the calculation methods of Annex 13/Res. MSC.479(102) for non-standard vehicles
Lashing points not checked for integrity before use | Failure of the lashing point in rough sea conditions | Visually inspect every lashing point before each use
Securing not rechecked after the cargo's initial settling under way | Progressive loosening of the devices goes undetected | Recheck the securing after the first hours at sea in rough conditions

## PSC Observations

PSCOs verify the presence and compliance of the ship's specific Cargo Securing Manual, the availability and condition of the securing devices on board, and the consistency between the cargo actually carried and the configurations set out in the Manual.

## Operational Tips

- Always check the vehicle's actual centre of gravity, not just its weight, before applying the standard number of securing points.
- Inspect the integrity of the lashing points before every use, not only at their initial installation.
- Recheck the securing after the first hours at sea in rough conditions, when the cargo's settling can loosen the devices.

## Checklist

- Cargo Securing Manual checked for the intended load configuration
- Annex 13/Res. MSC.479(102) calculation methods applied for non-standard vehicles
- Lashing points inspected for integrity before use
- Securing sequence applied according to the Manual
- Securing rechecked after the first hours at sea in rough conditions

## FAQ

What does Res. MSC.479(102) change compared with the earlier A.581(14)?
It provides updated methods for calculating the number and strength of the securing devices required for road vehicles on Ro-Ro ships, taking account of weight, centre of gravity and position on board, entirely replacing the earlier guidelines.
When does CSS Code Annex 13 apply to vehicles?
When the load configuration does not fall within the standard configurations set out in the ship's approved Cargo Securing Manual, requiring a specific calculation of the effectiveness of the securing system.
Who is responsible for correctly applying the securing arrangements on board?
The crew, under the supervision of the officer responsible for cargo, who must verify compliance with the Cargo Securing Manual and, for non-standard configurations, apply the calculation methods set out in the CSS Code.
🎬 Additional photos, videos and interactive diagrams for this topic will be available in a future version of the platform.

## Related Topics

Cargo Securing Manual and Cargo Lashing Loading/Discharging Plan

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