Chapter 5.2 – Roll-on/Roll-off (RoRo)

Author: Dr. Theo Notteboom and Dr. Athanasios Pallis

Several ports develop terminals serving the Roll-On/Roll-Off (RoRo) shipping market that specializes in transporting wheeled cargo, like cars, trucks, trailers, and other heavy machinery, which are driven on and off the vessels on their own wheels.

1. Types of RoRo vessels

Ro/Ro (Roll-On/Roll-Off) vessels market offers reliable and economical ways to haul wheeled cargo for various industries, ranging from automotive to construction, agriculture, or heavy equipment. The global ro/ro vessels market is segmented by type, capacity, fuel type, application, and region.

RoRo vessels have large open spaces and multiple decks, allowing vehicles and cargo on trailers to be easily rolled on and off the ship through ramps at the stern, bow, or side. RoRo shipping allows for quick loading and unloading due to the self-driven nature of the cargo, which reduces turnaround times. RoRo vessels come in different functionalities, shapes, and sizes, such as PCTC, Conro, and RoPax vessels.

A. Pure Car and Truck Carrier (PCTC) and Pure Car Carrier (PCC)

Pure Car and Truck Carrier (PCTC). A specialized RoRo vessel designed specifically to transport cars, trucks, vans, buses, and some construction or agricultural machinery. They typically combine fixed decks for passenger vehicles and flatter cargoes with hoistable decks strengthened for carrying heavy cargo.

Pure Car Carrier (PCC). A specialized RoRo vessel primarily using fixed decks to park and transport cars.

The capacity of PCTCs and PCCs is measured in “car equivalent units” (CEUs), which helps gauge the maximum number of standard-sized cars they can carry. Before the advent of PCTCs and PCCs, conventional cranes were used to load and discharge new cars one by one, proving to be time-consuming labor-intensive, and prone to damage. The first dedicated car carriers emerged in the mid-1960s, using simple ramps to drive cars on and off the handful levels of car decks. These early PCCs had a capacity of around 1,000 CEU. By the early 1970s, PCCs with a capacity of about 2,000 CEU entered the market capable of loading 250 cars per hour. Since then, PCTCs and PCCs have grown in size to benefit the most from economies of scale in ship size.

Modern PCTCs and PCCs are often large, box-like ships with relatively flat sides, optimized for maximizing interior cargo space rather than hydrodynamic performance. This design is distinctive in the shipping world and makes PCTCs easily recognizable. Capacities can range from less than 1,000 CEU for the smallest units to 9,100 CEU for the largest ships afloat. The Aurora Class vessels of Höegh Autoliners were launched in 2024 with dimensions of 200 meters long, a beam of 38 meters, and a capacity of 9,100 CEU. These vessels typically have multiple decks, sometimes as many as 12 to 14, which are stacked to fit as many vehicles as possible. Lashing points are provided on each deck for fastening vehicles. The decks are connected by ramps, allowing cars and trucks to be driven on and off the ship. Some decks may be adjustable in height to accommodate vehicles of different sizes and heights (i.e. hoistable decks).

The length of the largest RoRo vessels currently in operation reaches 200m. In the coming years, even longer PCTCs will enter the market. For example, Wallenius Wilhelmsen has ships of 11,700 CEU on order, via newbuilds or existing orders upscaled, with deliveries starting in late 2027. These ‘Shaper+’ Class vessels count 14 decks and measure 238m in length overall (LOA) with a beam of 40m. The ‘Shaper+’ class is an adaptation of the original ‘Shaper’ Class with a unit capacity of 9,300 CEU (12 decks; 228m LOA and a beam of 38m; first deliveries in 2026).

The scale increases in vessel size go hand in hand with the transition to a more environment-friendly ship design and the use of greener bunkers such as LNG, methanol, and ammonia. The number of methanol-capable and ammonia-ready vessels is growing. RoRo operators are also testing vessel designs equipped with various sorts of steel sails or rotor sails to reduce fuel consumption at sea. Other innovations in PCTC design include the use of a rounded bow shape to minimize wind resistance and reduce CO2 emissions (e.g., FLEXIE series car carriers of MOL), and the fitting of high-efficiency solar panels on the roof (e.g., Drive Green Highway of K-Line, 200m long, 38m wide, 7,500 CEU).

PCTCs and PCCs are commonly used by automotive manufacturers and shipping companies to move large quantities of vehicles across oceans and between major ports. PCTCs are integral to the global automotive supply chain, linking major vehicle manufacturing hubs in Japan, South Korea, Europe, China, and the United States to consumer markets worldwide. Global Shipping companies such as Wallenius Wilhelmsen, MOL, Höegh Autoliners, and NYK Line operate large PCTC fleets to support the global automotive industry. The nationality of the largest PCTC fleets tends to correspond to countries with substantial car exports, such as Germany, Japan, and South Korea. Further, some car manufacturers, such as the Chinese Build Your Dreams (BYD), are developing their own dedicated PCTC fleet.

B. ConRo Vessels

ConRo vessels have mixed capabilities to carry both vehicles and containers, making them more versatile in cargo handling. ConRo ships are designed with container stacking on the upper decks (with or without cell guides), which are open and structured like traditional container ships. The lower decks often include ramps and are enclosed to protect the RoRo cargo. ConRo vessels are typically deployed on routes where ports can handle both RoRo and containerized cargo, often in regions like the Caribbean, the Mediterranean, and parts of Europe. These vessels benefit shipping lines by reducing the need for separate RoRo and container vessels on specific routes, making operations more cost-effective.

C. RoPax Vessels

RoPax vessels are hybrid ships that combine the features of Roll-On/Roll-Off (RoRo) vessels with passenger (Pax) transportation capabilities. Essentially, these vessels are designed to carry both vehicles and passengers. Several RoPax vessels include passenger facilities such as seating areas, cabins, dining areas, and amenities. Facilities can range from basic to luxurious, depending on the route and distance. Some RoPax vessels feature full-service amenities like restaurants, entertainment areas, and private cabins. For shorter routes, simpler accommodations are more common, focusing on seating and essential services for a comfortable trip.

RoPax vessels are configured to balance passenger and cargo capacity, with a flexible allocation that allows the number of vehicles and passengers to be adjusted as needed. RoPax vessels are commonly used on shorter routes where passengers may travel with their own vehicles, such as across the English Channel, the Baltic Sea, or the Mediterranean. Routes in Japan, South Korea, and across the South China Sea also employ RoPax services to connect islands and coastal cities. Overall, RoPax vessels provide a critical link for both people and goods, especially in coastal areas and island regions where other forms of transportation may be limited.

RoPax, as well as PCTC and PCC vessels, tend to be top-heavy. Sloshing flood water can destabilize the ship, therefore requiring watertight ramps and the compartmentalization of the hold using watertight steel doors. Safety regulations for the design and operation of RoPax vessels have been tightened after some major ferry disasters, such as the 1987 capsizing of the Herald of Free Enterprise off the coast of Zeebrugge (Belgium), killing 193 passengers and crew, and the Estonia, which sank in 1994 en route from Tallinn (Estonia) to Stockholm (Sweden), killing 852 people onboard.

2. Key segments of the RoRo market

A. The Shipment of New Cars and Vehicles

The RoRo market relies heavily on the automotive industry, with the shipment of new cars and vehicles constituting the most significant segment of the RoRo market. Global deepsea seaborne car trade grew by 17% to reach 23.7 million cars in 2023. Chinese exports are surging, reaching more than 4 million cars in 2023, a development that is particularly affecting China-Europe volumes. In 2023 and 2024, European ports overflowed with imported electric vehicles (EVs), especially from China, partly because manufacturers shipped cars before the new EU import tariffs on Chinese EV manufacturers became effective in mid-2024. The EU applies additional duties of 17-38% from the start of July 2024, on top of an existing 10% tariff. Chinese vehicle exports to Europe reached 1.3 million in Q1 2024, a 33% increase year-on-year. This import surge turned car terminals in major European car-handling ports such as Zeebrugge and Bremerhaven into vast car parks. This surge in the market is also observed In the Mediterranean’s leading ports for handling cars, such as Barcelona, Valencia, Koper, Vigo, Santander, and Piraeus. In response to growing demand, Barcelona proceeded in 2024 to concession a third car terminal. A new terminal was also concessioned in Vigo. Another emerging trend is the joint investments of port authorities and car makers to promote further rail transportation of cars (i.e., the case of Santander and Volkswagen) or companies involved in serving automotive logistics to strengthen their presence in port areas or terminal operations.

In addition, the terminals faced a shortage of truck drivers and transport equipment. Other markets are also impacted by increasing trade barriers. The US imposed a 100% tariff on Chinese EVs starting on the 1st of August 2024. To avoid tariffs, large Chinese car manufacturers such as BYD are considering setting up assembly plants in the EU’s Customs Union and Mexico.

To cope with the lack of RoRo capacity to transport vehicles, the orderbook reached a record level in 2023 with 80 vessels on order, representing a capacity of 677,000 CEU or 37% of the existing fleet capacity. Large Chinese car brands such as BYD are constructing their own PCC fleet. By 2028, Chinese companies are expected to control about 9% of the PCTC and PCC fleet.

Despite the surge observed in the past few years, RoRo shipping activities and rates in this market segment remain volatile, influenced by fluctuations in fuel prices, geopolitical tensions, trade policies, and vehicle sales. The market also follows seasonal trends tied to vehicle production cycles, sales peaks, and the launch of new car models. The shipment of new cars is affected by changing consumer preferences, especially the rising demand for personal vehicles by a growing middle class in developing countries and the rise of Electric Vehicles (EV) and hybrid-powered cars. Particularly, the Asia-Pacific region is witnessing a strong upward trend in car sales as a result of an expanding middle class and growing urbanization. The Asia-Pacific region is expected to increasingly dominate the new car shipping market segment, with China, Japan, and South Korea being major contributors.

The maritime transportation of new cars is getting more segmented, with container shipping lines trying to attract part of the market by offering containerized transport solutions for new cars. The list of PCTC operators includes very large companies such as Nippon Yusen Kaisha (NYK), MOL, Eukor Car Carriers, Cosco Shipping or Wallenius Wilhelmsen, but also a broad array of smaller niche operators and manufacturer-linked operators (such as the Chinese EV producer BYD). Car manufacturers have developed strategic partnerships with car carrier operators, often extending to terminal operations in ports. For example, International Car Operators (ICO) is a 100% subsidiary of NYK that operates two very large car/RoRo terminals in the Belgian port of Zeebrugge and one mega terminal in Antwerp. Through ICO, NYK offers its vessels and the wider automotive industry a strong hub-and-spoke concept in relation to the European car market.

PCTC (Pure Car and Truck Carrier) and PCC (Pure Car Carrier) vessel types are the workhorses in this market segment. While the deepsea RoRo market remains very important, the intra-regional short-sea RoRo market is expanding, particularly in Europe and Asia. These short-sea services are often served by ConRo vessels. Vessel utilization rates are critical to profitability, as RoRo vessels must maximize their deck space by carrying the highest number of vehicles per trip. Special & heavy cargoes and/or bulk cargoes can constitute 30% of a typical PCTC load.

With the rise in electric vehicle (EV) production, RoRo carriers are adapting to transport these vehicles safely, as EVs come with unique handling requirements, particularly concerning battery safety and fire hazards. Moreover, electric cars are also heavier calling for newbuilds that will be equipped with stronger car decks than previous generations of ships. The increasing need for efficient new car transportation, coupled with the growing demand for EVs and their batteries, is fueling the demand for specialized car carriers.

Like other shipping sectors, RoRo operators face increasing pressure to reduce emissions. Compliance with IMO and other regulations on sulfur emissions, CO₂ reduction, and alternative fuel use affect operating costs and fleet modernization. The RoRo market has seen improvements in vessel design, fuel efficiency, and automation. The development of mega-RoRo vessels allows for increased capacity and better economies of scale, while digital tracking systems improve logistics transparency.

B. The Shipment of Second-Hand Cars and Vehicles

The second-hand car shipping market has grown significantly over the past decade, driven by a robust demand for pre-owned vehicles and increasing international trade.

About a quarter of the world’s population lives in countries where at least half of the cars are imported used cars. The U.S. remains a major exporter, with popular destinations in Latin America, the Middle East, and Africa. Ports in Texas, Florida, and California are common hubs for exporting vehicles. Japan is known for exporting well-maintained used cars, especially to Africa, the Caribbean, and Southeast Asia, thanks to favorable Japanese regulations for exporting used vehicles and a high rate of car replacement. China is becoming a major exporter thanks to the government policy launched in 2019, allowing used car exports for the first time.

In Europe, countries like Germany, the Netherlands, and Belgium are significant exporters to Africa and Asia. These are large markets for used cars, especially for countries with limited access to new vehicles. UAE often serves as a transshipment hub for vehicles headed to East Africa. The second-hand car flows to Africa have evolved strongly in the past years. While in the past vast amounts of low-quality end-of-life vehicles moved to Africa, African markets have matured and are now demanding younger middle segment and luxury second-hand cars. Western Europe, North America, and parts of Asia remain the main importers of luxury pre-owned vehicles.

OECD/ITF launched the Used Vehicle Dashboard which allows to explore statistics on the international import and export of used passenger cars.

Most second-hand vehicles are shipped with RoRo and ConRo vessels. RoRo is efficient and cost-effective, especially for large volumes. Still, the containerization of cars is on the rise primarily for high-value or sensitive vehicles. Although rare for used cars due to high costs, air freight is sometimes chosen for urgent deliveries or high-end vehicles or specialty cars such as expensive oldtimers and hyper- and supercars.

The second-hand shipping market is increasingly relying on the use of digital platforms for tracking and documentation. These digital solutions increase transparency, reducing the risk of fraud and streamlining customs clearance. Specialised companies are offering insurance and financing for shipped used vehicles, and facilitate the purchasing and shipping process for international buyers.

The second hand vehicle market is heavily impacted by exchange rate changes and existing tariffs and regulations. For example, the implementation of stricter emissions regulations in a country or region can significantly affect the export of the ‘dirtier’ second-hand cars from this country or region. Many countries are tightening emissions standards and may restrict the import of older vehicles that don’t meet these standards, especially with the growing push for electric vehicles. Increased shipping costs and delays influence the final price and availability of used cars in many markets. For the foreseeable future, EV exports to emerging economies will remain marginal compared to those of petrol- and diesel-powered vehicles. In the longer term, the expected growing export of second-hand EVs will introduce new logistical needs, such as specialized handling and battery transport requirements.

C. Accompanied and Unaccompanied Trailers

The short-distance RoRo, RoPax, and ConRo services market can involve accompanied transport, where truck-trailer combinations go onboard with drivers, or unaccompanied transport, where trailers make the crossing without drivers. In the latter case, the trailer is positioned onboard using a special tractor, which allows for more capacity, but requires more handling at the terminals. It is also possible for a 40 or 45-foot container to be positioned on a chassis and then loaded on board, which allows ferries to support containerized trade.

The vessel capacities for accompanied and unaccompanied are typically expressed in lane meters or truck units. The capacities tend to vary greatly. For example, in Europe, the large units deployed on the English Channel and parts of the Baltic can handle 120 trucks per voyage. In contrast, vessel capacities on services in smaller markets (e.g. the Irish Isles) tend to be more limited.

D. RoRo Niche Markets

Next to the main segments discussed above, the Roro market covers quite a few niche segments. One of the segments relates to rail or train ferries: A rail or train ferry is a ship designed to carry railway wagons as well as their cargoes and passengers. The main cargo deck is equipped with railway tracks. The railway wagons access the vessel via bow or stern ramps. The world’s first train ferry service was launched in 1851 operating a short voyage of 9 km across the Firth of Forth in Scotland. It closed in 1887 after the opening of Bouch’s Tay Rail Bridge. Train ferries operate in a wide range of countries around the world. An example involves the train ferries service crossing the Caspian Sea connecting ports in Kazakhstan and Turkmenistan to Baku in Azerbaijan.

Train ferries on the Capsian Sea as part of the Middle Corridor

3. RoRo Terminals

There are several types of RoRo terminals, each focused on specific market segments. The operational characteristics of port services in serving the Ro/Ro maritime shipping segment depend on the submarkets considered:

  • Intra-regional Ro/Ro and ferry ro/pax services are typical of the end-to-end type with a port of call at either side of the route. The shipping services follow a fixed schedule with medium to high frequencies (sometimes several times a day).
  • The unaccompanied Ro/Ro transport market is based on end-to-end services with dedicated Ro/Ro freight vessels, which often have reserved space for containers.
  • The deepsea and shortsea car carrying trade is a major submarket in the RORO market.

Due to the nature of the industry and its operations, RoRo activity at port terminals requires a large amount of space, mostly for parking. Facilitating vehicle transportation via ro-ro vessels car terminals are integrated parts of the car trade and related automotive supply chains and are typical examples of intermodal transportation.

A. Ferry terminals

Ferry terminals are equipped to handle RoRo and RoPax vessels (ferries), which operate on end-to-end type services with a port of call at either side of the route. Terminals used for ferry crossings are designed for the fast turnaround of the vessel. The apron is usually equipped with fixed ramps. Simultaneously, the yard includes extensive parking facilities for trucks and cars waiting to board and an administrative building, including a ticketing office and customs office if applicable. A good example of a large ferry terminal complex is the Calais Ferry Terminal on the French side of the English Channel. The terminal specializes in cars, accompanied trucks, and passengers making the crossing to the UK.

The required shape of the quayside of a RoRo terminal depends on the type of ramp the visiting vessels have. In most cases, a straight quay wall is sufficient. However, when the vessel uses a bow or stern ramp, the quay wall might have a small outward extension to facilitate vessel handling.

B. Terminals for the handling of cars and rolling materials

There are terminals specialized in handling new (and second-hand) cars and rolling materials. These terminals typically serve as transit points where cars are unloaded from ships, temporarily stored, and then distributed to dealerships or other destinations. The deepsea and shortsea car carrying trade is an important segment in the RoRo market. On long-distance intercontinental routes, operators deploy Pure Car and Truck Carriers (PCTC) with capacities of up to 9,100 CEU (car equivalent units). The number of ports of calls is kept to a strict minimum as shipping lines aim for a short port time, and they face limitations in the number of ports that have the infrastructure to accommodate large quantities of new cars. As a result, a significant part of the market is concentrated in large car handling ports. Several large car ports have successfully combined deepsea services with intra-regional shortsea services. The resulting hub-and-spoke network configuration is combined with growing local clusters of automotive logistics companies.

New car terminals usually cover large surfaces. The unloading process involves trained port staff or specialized drivers. Vans bring dock workers on board, after which they each pick a car to be driven down the ramp and parked on a designated spot in the yard. The whole process is carefully coordinated to ensure fast turnaround and prevent damage.

The yard space needed per vessel is quite substantial.  Trucks up to 16 tonnes need the equivalent of 26,5  square meters per vehicle, bigger cars (SUVs) need 11 square meters per vehicle, and smaller cars need 7 square meters/per vessel. Longer than 15-meter trucks might need as much as 45 square meters per truck.

The yard is designed as a large parking area with small distances kept between cars. The terminals have large, organized storage yards where vehicles are temporarily parked in rows, sorted by brand, model, destination, or other criteria. These yards are managed using advanced inventory systems and sometimes GPS or RFID technology to track the location of each vehicle, ensuring quick and efficient retrieval when it’s time to load or deliver them. Specific parking configurations are deployed to maximize the productivity of terminal land without limiting access to the parked vehicles. To minimize the risk of damage, the workforce is trained to carefully handle the vehicles, and the terminal design often includes protective measures, such as smooth and wide access lanes, and protocols to prevent stacking or overcrowding. A growing number of terminals install multilevel car parks to increase the capacity of the existing terminal area. These car parks typically count 5 to 8 storeys and have an extensive internal ramp system to facilitate car movements.

Car terminals are a comparatively labor-intensive port operation, as the unloading and loading of a typical large PCTC require up to 60 dockworkers in multiple shifts. Under normal conditions, a 7,000 PCTC vessel takes 2 days to complete its operation. Any shortage of manpower can significantly delay car terminal operations. If a car carrying vessel’s unloading is delayed, then the ship has to change route (port), generating problems for scheduling personnel on shore. Car handling at ports during the pandemic provides an illustration. Port delays reached critical levels, with a 7,000 CEU PCTCs taking 11 days to complete operations in Bremerhaven, Germany. Due to changes in other ship schedules, terminals were overloaded with non-picked previously unloaded vessels, delaying port operations due to the need to double-handle cars. In addition to the shortage of semiconductors used in car production, car parts shipped by container ships were limited due to port congestion in 2022, affecting car production and, thus, the picking up of stored and scheduled-to-be-delivered vehicles.

Car terminals depend on finished vehicle logistics (FVL) and relevant strategies. FVL are complex chains as every car production plant uses personalized logistics chains and provides all the necessary services expected by both the automotive industry and the final consumer. In response, a car terminal works to secure different operational services. The terminal provides loading, discharging, and storage services. Moreover, the terminal is often requested to inspect vehicles in different manipulation stages, pre-delivery inspections (PDI), maintenance, car customization, and damage controls. In some cases, terminals and ports must be flexible in offering other services, such as dissembling and assembling operations or car postponement services. The FVL chain can be organized as a simple service for moving cars or a higher-value chain in which additional services are performed on the moving vehicles. The latter process requires extra knowledge and skills to ensure safety and security levels for cargo and logistics providers, with carmakers having special expectations for additional services to be provided as part of the car terminal activities.

Car terminals for inbound or outbound flows of cars are almost always quite distinct. This is because they require different processes and different infrastructure exploitation.  The requested services are organized in logistics nodes closer to the production point or the end consumer. More services related to car logistics and customization are often provided in inbound flow, where the node (terminal or dealer’s depot) is closer to the end consumers. Such a position usually requires different buffer strategies that are tailored to groups of customers. Consequently, the terminal operators monitor and adapt internal processes to the changing market and stakeholders’ expectations.

After unloading, imported or exported vehicles undergo customs checks, ensuring they meet import/export regulations and comply with local standards. Each car is also checked for any transport damage or other issues, often by a team of quality inspectors. Every vehicle is logged, and its paperwork (VIN number, make, model, destination, etc.) is updated. This data is essential for tracking each car and managing inventory. Advanced terminal operating systems (TOS) assist the terminal manager in tracking individual vehicles during their arrival at, stay, and departure from the terminal.

Car terminals are usually equipped with one or more Vehicle Processing Centers (VPCs) or PDI centers (Pre-Delivery Inspection) where the cars are prepared to be dropped off at the dealers, or directly with the customer. The activities in these centers are performed at the request of the car manufacturer or importer. They can include car inspection, repair of transport damages, installing car options and accessories, dewaxing, cleaning, removing the transport wrap or foil, and software preparation or update. Occasionally, car terminal operators prepare rental or fleet cars for the B2B markets.

The different activities taking place at the car terminal are linked with respective pricing schemes:

  • (Un)loading a vehicle: Vehicles are loaded onto and unloaded from ships, often using specialized equipment like RoRo ramp. Charges apply per vehicle, depending on the weight of the (un)loaded vessels, with charges commonly differing for vehicles of less than 3 tons and vehicles of more than 3 tons. Charges for (un)loading a transit vehicle also differ from vessels heading to the local markets, as the latter category follows different logistics chains.
  • (Un)loading transshipment vehicles: Vehicles are transferred from one mode of transport to another, such as from a ship to a truck or train. The charge depends on the number of vehicles to be (un)loaded/year); it also depends on the weight of the vehicle, with cars weighing less than 3 tons commonly charged differently from those weighing more than 3 tons
  • Sorting per vehicle
  • Shifting via dock or on the dock or in the hold per vehicle
  • (Un)lashing per vehicle
  • Storage of vehicles: The charge applies per vehicle, depending on the number of storage days and the weight of the vehicle
  • Storage of transshipment vehicles: The charge applies per vehicle, depending on the number of storage days and the weight of the vehicle
  • Un)loading of motorcycles. 
  • Storage of motorcycles per day (vehicle / depending on days), with storage of transshipment motorcycles charged differently (vehicle / depending on days)

Several additional services might also take place at car terminals, either by the terminal operator or third parties specialised in automotive logistics:

  • Exterior vehicle services, such as paintwork, smart repair, washing and vehicle-specific processing
  • Interior vehicle services include professional interior cleaning, fitting auxiliary heating, individual modifications and installations.
  • Technical services include pre-delivery inspections (PDI), modifications, tires/wheels/rims, and further inspections.
  • Customs Clearance: Handling all necessary customs documentation and procedures for vehicles entering or leaving the country.

When the vehicles are ready for distribution, they are loaded onto trucks, railcars, inland barges, or other ships for delivery to their final destinations, such as dealerships or other sales locations. While road haulage is by far the dominant mode of inland transport for car terminals, rail, and barge, particularly in the Rhine and Yangtze river basins, play an ever more important role in securing the inland access of the larger car ports. The terminals work closely with trucking, rail, inland shipping, and shortsea companies to schedule pickups and ensure efficient outbound logistics.

Car terminal operators facilitate car storage and link the terminal with inland delivery zones. Still, carriers at sea represent the most critical part, with their shorter stays in the port significantly reducing transportation and terminal and port total costs for car trade.  Activities at berth are perhaps the most important phase of the process. When car terminals serve transshipment operations, handling the vessels at berth is even more important: operational processes and the operational timetable of the entire terminal are connected with berth operational time windows. The terminal owners or the management are focused on fulfilling the carrier’s expectations of shorter waiting times for free berths, shorter stays, and higher productivity, with fewer damages to discharged or loaded cars. From an infrastructural point of view, the requirements for a car terminal are lower than those of other port terminals.

Quite a few car terminal operators are investing in eco-friendly projects such as onsite windmills generating green electricity, large battery storage systems, onshore power supply (OPS), the use of electric or hybrid yard equipment, and alternative fuel testing. Many port terminals are implementing eco-friendly practices, such as low-emission vehicles for moving cars and recycling runoff water over the large parking surface. The terminals must follow environmental, safety, and trade regulations, which vary depending on the country and type of cargo being handled. To cater to the increasing electrification of cars and the rise of fully electric vehicles (EVs), a number of larger terminals have invested in battery charging facilities at the yard, often powered by green energy such as wind turbines. Car terminals are high-security areas with surveillance systems, fencing, and controlled access points to prevent theft or vandalism.

Many car and truck terminals combine RoRo activities with break bulk or container handling and storage. This is particularly the case when the terminal is visited by ConRo (container/roro) ships.


Related Topics


References

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