Roll-on/Roll-off

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Roll-on/Roll-off (RoRo) is a maritime shipping method where wheeled vehicles and rolling cargo drive directly onto a vessel through a built-in ramp. RoRo lets vehicles drive off through the same ramp at the destination port. Roll-on/Roll-off doesn’t need cranes or containers at any point. RoRo cargo stays on its wheels from the origin port to the destination.

RoRo ships carry rolling cargo across multiple internal decks using stern ramps, bow ramps, or side ramps. RoRo vessels differ from standard cargo ships because RoRo vessels load cargo through ramps instead of crane-based lift-on/lift-off systems. RoRo vessel types include standard Roll-on-Roll-off ships, Roll-on/Roll-off ferries, and Pure Car and Truck Carriers (PCTCs). RoRo shipping offers faster port turnaround and lower handling risk for wheeled cargo. Limitations on cargo type, port reach, and weather exposure are factors shippers need to plan around. In Indonesia, RoRo shipping connects vehicles, passengers, and wheeled cargo across the archipelago through PT ASDP Indonesia Ferry (Persero), which operates more than 250 vessels across over 300 ferry routes at ports from Sabang to Merauke.

The RoRo shipping process runs in five steps from booking to ramp discharge. Suitable cargo ranges from passenger cars and motorcycles to heavy oversized equipment on trailers. PCTCs are specialised vehicle carriers that dedicate most of their decks to wheeled cargo, making them more cost-efficient per unit on automotive export routes than standard RoRo ferries. RoRo freight rates are charged by deck space, not by kilogram. That makes RoRo the lower-cost option for large vehicles and oversized equipment that can’t fit inside a standard container. Car carriers and flatbed trucks handle the last-mile delivery to RoRo port terminals. When a destination port supports a ramp, and the cargo has wheels, RoRo beats less than container load (LCL) on cost and speed every time.

What is RoRo in Shipping?

RoRo in shipping stands for Roll on Roll off, a name the International Maritime Organization (IMO) formally uses to classify vessels certified for horizontal cargo loading operations. The name is a literal description of the two operations, namely, roll on at origin and roll off at destination. No cranes, no containers, and no lifting at any stage.

RoRo shipping differs from container shipping in one key way. Cargo stays on its wheels the entire voyage, parked across the ship’s internal decks rather than sealed inside a steel box. Container shipping requires loading vehicles into a container first. RoRo skips that step entirely, which is why it produces faster port turnaround times on high-volume routes. 

RoRo ships carry automobiles, commercial trucks, buses, construction machinery, agricultural equipment, and oversized cargo that doesn’t fit standard container dimensions. Indonesia’s automotive, mining, and plantation industries rely on RoRo as the default inter-island transport method for every cargo category listed above.

Deliveree’s FTL service keeps your whole truck loaded from pickup to delivery, RoRo ferry crossings included, so nobody unloads or repacks your goods at any transfer point. No reloading means less damage risk. Deliveree’s price calculator gives you a shipping rate for any route in under 30 seconds, and the Instant Quote feature shows the full cost upfront, with no hidden fees tacked on at the end.

What Does Roll-on/Roll-off Mean in Maritime Transport?

“Roll-on/Roll-off” in maritime transport describes the two physical operations that define the method. “Roll-on” is the action of driving or towing wheeled cargo up a vessel’s ramp and onto the ship at the origin port. “Roll-off” is driving or towing that same cargo back down the ramp at the destination. It is a mechanical description of how cargo moves through the vessel. The term applies only to wheeled, tracked, or trailer-mounted cargo that can roll across a ramp.

RoRo stands in direct operational contrast to Lift-on/Lift-off (LoLo) shipping, where cranes raise cargo vertically into a ship’s hold. RoRo cargo moves horizontally while LoLo cargo moves vertically. The two methods share no loading overlap, so the choice between them depends entirely on whether the cargo has wheels.

Is a RoRo Ship Designed for Vehicles to Drive Directly On and Off?

Yes, a RoRo ship’s built-in ramp system lets vehicles drive directly on and off without any crane equipment or external loading machinery at any point. RoRo ships carry this direct-drive design across three ramp configurations.

• Stern ramps are the most common type, used at dedicated RoRo terminals across Indonesia, including Merak, Bakauheni, Ketapang, and Gilimanuk.
• Bow ramps allow complete separation from the collision bulkhead per SOLAS requirements.
• Side or quarter ramps sit at 30 to 40 degrees to the vessel’s centre line, allowing berthing at conventional quays without dedicated RoRo port infrastructure.

Internal deck ramps have a slope of 1:7 to 1:10, equivalent to approximately 6 to 8 degrees, allowing passenger cars, trucks, and heavy trailers to navigate between decks without external mechanical assistance.

What Is a RoRo Ship?

A RoRo ship is a specialised ocean-going vessel built for wheeled cargo. It uses stern, bow, or side ramps that let vehicles drive on at the origin port and drive off at the destination. Carriers and shippers also call it a RoRo vessel or a vehicle carrier, depending on the primary cargo type it handles.

RoRo ships carry between 5 and 14 internal cargo decks connected by fixed and movable internal ramp systems, giving a single vessel the capacity to handle hundreds to thousands of wheeled units on one voyage. The internal decks have no transverse bulkhead walls between them, so vehicles drive unobstructed from the stern ramp to any position on the ship. The open-deck design is both the feature that makes RoRo operationally possible and the structural characteristic that separates it from every other cargo vessel type.

In Indonesia, RoRo ships operate across three size categories that match the country’s route hierarchy. Small ferries of 300 to 700 GT serve pioneer crossings, medium ferries of 700 to 3,900 GT cover standard inter-island routes, and large vessels above 5,000 GT handle high-density commercial routes and ASEAN crossings, as defined in Biro Klasifikasi Indonesia (BKI) vessel classification rules.

Deliveree’s full truckload (FTL) trucks use Indonesia’s national RoRo ferry network, which PT ASDP Indonesia Ferry (Persero) dominates as the country’s largest state-owned operator running over 220 vessels across more than 300 routes and 36 dedicated ferry ports. The driver rolls the loaded truck onto an ASDP ferry at the origin port, crosses the water, and drives straight off at the destination. No need to book the RoRo separately.

How does a Roro Ship Differ from a Standard Cargo Ship?

A RoRo ship differs from a standard cargo ship in two fundamental ways. The first difference is internal deck layout. The second difference is loading direction.

A RoRo ship’s vehicle decks run completely open from stern to bow with no transverse subdivision bulkheads between them, so vehicles drive the full length of the ship unobstructed on any deck. A standard cargo ship divides its hull into sealed cargo holds using watertight transverse bulkheads, with cranes lifting all cargo vertically into each hold, per SOLAS Chapter II-2.

The structural consequence of this deck layout difference is total hull incompatibility. Standard cargo ships use a streamlined, narrowing hull designed for fuel efficiency and speed. A RoRo ship uses a rectangular, flat-sided hull optimised for interior cargo volume. The hull design is one reason a standard container ship cannot serve wheeled cargo the way a RoRo vessel does. RoRo ships trade hull performance for the flat, open deck space needed to drive and park hundreds of vehicles per voyage.

Do RoRo Ships Only Carry Rolling Cargo?

No, RoRo ships carry rolling cargo as their primary cargo type, but operators can also move non-rolling, non-drivable cargo using specialised handling equipment. The most common tool for this method is a MAFI trailer.

A MAFI trailer is a low-bed wheeled platform for static cargo. Terminal crews place the cargo on the trailer and tow it up the ramp with a tugger. That process gives breakbulk items like wind turbine components, industrial generators, and disassembled production machinery access to a RoRo ship without any crane or lifting equipment.

RoRo ships also carry project cargo. Project cargo is large, heavy, high-value items that don’t fit in a standard container, including power plant components, offshore equipment, and refinery units.

Two hybrid vessel types handle both rolling and non-rolling cargo on the same departure. A RoLo (Roll-on/Lift-off) ship combines a RoRo ramp system with onboard cranes, handling rolling cargo through the ramp and lift-based non-rolling cargo through its crane equipment. A ConRo (Container/Roll-on) ship stacks containers on open upper decks while its enclosed lower decks carry wheeled rolling cargo on the same voyage.

How Does RoRo Shipping Work?

RoRo shipping works by driving wheeled cargo onto a vessel through a built-in ramp at the origin port. The cargo stays secured on deck during the voyage, then drives off at the destination port. The method does not require cranes or lifting equipment.

RoRo shipping keeps cargo on a horizontal surface throughout port handling. That removes the mid-air suspension phase where crane-lifted cargo faces higher impact and sway risk.

Loading is faster than crane-based methods, and that speed advantage grows as vessel size increases. The full process from booking to port discharge follows five sequential stages. These stages are booking, port delivery, ramp loading, sea transit, and ramp discharge.

Deliveree’s RoRo shipping is designed to be seamless. You book a dedicated truck online through Deliveree’s app or website, enter your pickup location, destination, vehicle type, and schedule, and a driver collects your cargo at the origin point. That truck then stays loaded for the entire journey, which means when the route crosses between islands, the truck drives directly onto a RoRo ferry at the origin port, crosses the water with your cargo secured on board, and drives off at the destination port without anyone touching or repacking your goods.

What Is the Step-by-Step RoRo Shipping Process?

The RoRo shipping process in Indonesia follows five sequential steps from initial booking to terminal discharge.

Step 1 is booking. Reserve cargo space through a licensed Freight Forwarding Service Company or directly through the operator’s booking system. For ASDP ferry crossings, vehicle reservations are mandatory through the Ferizy application, with slot quotas set per vessel capacity per departure. Commercial shipments require submitting vehicle details like unit type, dimensions, and gross weight at the booking stage.

Step 2 is port delivery. Deliver the vehicle to the designated RoRo terminal before the vessel’s cut-off time. A vehicle is rejected at the terminal gate for any of the following reasons:

• Registration number doesn’t match the e-ticket
• Weight exceeds the maximum berth capacity
• Height exceeds the terminal’s clearance limit
• Vehicle violates ODOL (Over Dimension Over Loading) regulations

Step 3 is ramp loading. Tenaga Kerja Bongkar Muat (TKBM) drives the vehicle up the stern ramp to the position assigned in the loading master’s stowage plan. A lashing crew then secures each vehicle with straps, chains, tensioners, and chocks. The crew also engages the handbrake and sets the gear to park or first. Ramp loading carries the highest operational risk in the five-step process because vehicle positioning errors at loading directly affect vessel stability and cargo securing integrity for the entire sea transit.

Step 4 is sea transit. The vessel departs after the Harbour Master confirms all lashing, passenger counts, and safety equipment requirements are satisfied and issues the SPB (Sailing Approval Letter). Domestic crossing times vary by route:

• Ketapang–Gilimanuk (Java–Bali): 30 minutes
• Merak–Bakauheni (Java–Sumatra): 90 minutes
• Surabaya–Makassar: up to 18 hours

Step 5 is ramp discharge. TKBM drive each vehicle off the vessel via the ramp in reverse load order. Terminal inspectors then compare each vehicle’s post-voyage condition against pre-shipment documentation. Documentation requirements depend on shipment type. There are international shipments require a PIB (Import Declaration) and proceed to customs clearance under the DJBC (Directorate General of Customs and Excise), while domestic inter-island crossings require a cargo manifest before the consignee can collect the vehicle.

Is RoRo Cargo Secured Inside the Vessel During Transit?

Yes, RoRo cargo is secured during transit. Operators secure every unit of cargo to the ship’s deck before departure using a mandatory lashing system. The IMO Code of Safe Practice for Cargo Stowage and Securing (CSS Code) makes cargo securing a mandatory requirement. Indonesia implements the CSS Code through Permenhub Nomor 30 Tahun 2016.

RoRo cargo securing uses four primary components: lashing straps, steel chains, tensioning devices, and rubber chocks. Regulations require steel chains for all wheeled vehicles above 3.5 tonnes gross vehicle mass (GVM). Lashing straps secure lighter vehicles, including passenger cars and light vans. Lashing crews place rubber chocks against each wheel to prevent roll, then tighten the entire system against the deck before the vessel departs.

Crews re-tighten all securing equipment during the first hours of open-water sailing. That re-tightening compensates for tension loss caused by vessel motion.

The Harbour Master at each Indonesian departure port holds the authority to withhold the Surat Persetujuan Berlayar (SPB) from any RoRo vessel whose cargo securing does not meet the vessel’s Cargo Securing Manual (CSM) standards. That authority applies to PT ASDP Indonesia Ferry (Persero) and all private RoRo operators running domestic routes.

What Is a RoRo Ferry?

A RoRo ferry, also called a RoPax (Roll-on/Roll-off Passenger) vessel, is a maritime vessel that combines a vehicle-loading ramp system with dedicated passenger accommodation on the same ship. RoPax carries both vehicles and passengers on the same voyage. Vehicles load below deck via stern or bow ramps, while passengers travel in separate upper-deck cabins, seating areas, and lounges. The IMO sets the formal threshold at 12 passengers. Any RoRo vessel licensed to carry more than 12 qualifies as a RoRo ferry under international maritime safety rules.

RoRo ferries operate primarily on short-sea routes and inter-island corridors where travellers need to cross water with their own vehicles. In Indonesia, RoRo ferries are the primary connection between island communities where road infrastructure ends at the coastline. RoRo ferries also operate on intra-ASEAN short crossing routes. These routes connect Indonesia with nearby markets such as Malaysia and the Philippines.

RoRo ferries carry passenger vehicles, commercial trucks, motorcycles, and agricultural goods on the same departure. That dual function makes RoRo ferries the backbone of Indonesia’s inter-island transport network.

Deliveree’s full truckload (FTL) trucks use Indonesia’s RoRo ferry network for interisland shipment, the same way any commercial truck does. The driver joins the regular ferry queue at the origin port and drives the loaded truck onto the vessel through the stern ramp. The truck sits on the car deck for the entire water crossing alongside passenger vehicles, motorcycles, and other commercial cargo. Goods stay sealed inside or on the truck throughout the crossing, with no transfer to a separate vessel and no unloading at the port. When the ferry docks at the destination island, the driver rolls the truck off the ramp and continues directly to the delivery address. 

How Do RoRo Ferries Operate for Vehicle Transport?

RoRo ferries operate vehicle transport through four sequential phases on every crossing. The phases are terminal marshalling, ramp boarding, on-deck securing, and ramp discharge. Vehicles stay on lower decks throughout the voyage while passengers travel on separate upper decks, keeping foot traffic completely clear of the vehicle loading area.

At the origin terminal, staff direct passenger cars, motorcycles, commercial trucks, and buses to separate marshalling lanes before boarding begins.

The ferry connects to the pier via a linkspan. The linkspan is a hinged, adjustable platform that compensates for tidal height differences between the ship’s vehicle deck and the shore ramp. The function of a linkspan is to keep a continuous driving surface between the dock and ship at all tide states.

Vehicles board in the sequence set by the loading master’s stowage plan. Heavy trucks and buses load first onto the lower deck for vessel stability. Lighter passenger cars follow, with motorcycles loaded last.

Once each vehicle reaches its assigned deck position, the lashing crew engages the handbrake, sets the vehicle in park or first gear, and positions wheel chocks against the tyres. Operators must lash every vehicle during navigation under Peraturan Menteri Perhubungan Nomor 115 Tahun 2016, regardless of crossing duration. At the destination terminal, vehicles drive off in reverse load order, with passenger cars on upper decks exiting first, followed by trucks and buses from the lower vehicle decks.

Are RoRo Ferries Designed for Rolling Cargo?

Yes. RoRo ferries are designed specifically for rolling cargo as their primary vehicle transport function. Every structural element is engineered around one requirement, where the vehicle must drive on, park, be secured, and drive off without any crane or vertical lift at any point. The design features that support this include the hull shape, vehicle deck heights, stern ramp, and internal ramp gradients.

Naval architects achieve this through design choices that standard cargo vessels don’t share. Vehicle deck clear heights range from 2.1 metres on passenger car decks to 4.5 metres on lower commercial truck decks, sized for the tallest rolling cargo class each vessel handles. Internal ramps connecting vehicle decks run at a gradient of approximately 6 to 8 degrees, so fully loaded commercial trucks navigate between decks under their own power without stall or traction loss. RoRo ferry hulls also use a higher block coefficient than speed-optimised cargo vessels, deliberately trading hydrodynamic efficiency for maximum internal deck volume.

The vehicle deck design drives the hull. Passenger accommodation sits above it as a superstructure addition. On Indonesian inter-island routes, vehicle deck requirements usually shape the hull before passenger-capacity planning does.

What Types of Cargo Are Suitable for RoRo Shipping?

RoRo shipping is suitable for wheeled and self-propelled cargo. Five cargo types move across Indonesia’s inter-island RoRo routes every day.

• Passenger vehicles: Cars, SUVs, MPVs, and minibuses
• Commercial vehicles: Trucks, buses, and tanker trucks
• Heavy equipment: Excavators, bulldozers, and tractors
• Rolling machinery: Forklifts, road rollers, and mobile cranes
• Project cargo on trailers: Generators, factory machines, and refinery equipment

Deliveree’s FTL service runs a fleet of 30,000 vehicles across 16 vehicle types, ranging from economy cars to heavy-duty trucks, and that range covers most of the cargo categories listed above. Commercial goods, industrial equipment, factory machinery, and bulk agricultural products all fit within Deliveree’s inter-island FTL capacity. If your cargo fits one of Deliveree’s 16 vehicle types, it stays on the same dedicated truck for the full route, including any RoRo ferry crossing. No one unloads or transfers the cargo during the trip.

Which Vehicles and Equipment are Ideal for RoRo Transport?

Vehicles and equipment best suited for RoRo transport share one key trait. The vehicles either drive onto the vessel under their own power or travel on a wheeled platform. The cargo arrives without disassembly, crane lifting, or reassembly.

• Passenger cars and SUVs. Any car, SUV, MPV, or minibus that steers and has a working handbrake qualifies immediately. The vehicle units are self-propelled, low-risk, and fast to load. Indonesia exported 284,285 passenger vehicles by sea in the first seven months of 2025, according to data from Gabungan Industri Kendaraan Bermotor Indonesia (GAIKINDO), almost entirely via RoRo.
• Intercity buses and commercial trucks. A standard intercity bus in Indonesia measures around 12 metres in length and 3.6 metres in height, well beyond any container’s internal clearance. Box trucks, tanker trucks, and tipper trucks face the same dimensional limit. RoRo is the only sea transport method that moves a fully built bus between islands in one piece.
• Motorcycles. TKBM workers load motorcycles quickly, park them tightly, and secure each unit with a wheel chock and a strap against the tyre. On the Ketapang-Gilimanuk crossing alone, departures run every hour. The frequency makes motorcycles the highest-volume cargo unit on Java’s two busiest RoRo crossings.
• Excavators and bulldozers. A 20-tonne excavator sits too wide and too tall for any standard container, and a crane lift can place more stress on the chassis and hydraulic arms than ramp loading does. The machine drives onto the ramp on its own tracks, the lashing crew secures it to the deck, and it arrives ready to work. No disassembly and no crane needed.
• Agricultural tractors and combine harvesters. Too wide for a container and too high-value to risk a crane sling. This cargo is fully assembled and field-ready. Disassembly adds reassembly time at the destination that most plantation operators can’t absorb during active planting windows.
• Forklifts, road rollers, and mobile cranes. Rolling machinery boards under its own power or by tugger and deploys immediately at the destination port. No setup cost, no lost working day on arrival.
• Generators, transformers, and refinery equipment on trailers. Non-self-propelled project cargo qualifies as long as it sits on a flat-wheeled trailer towed up the ramp by a terminal tugger. 

The common thread across every type here is the wheel. The moment cargo gets a wheeled platform under it, RoRo becomes viable.

Can Standard Freight Also be Transported via RoRo?

Yes, but only if the freight is on wheels. Standard freight, like boxes, pallets, or bags of goods, can’t roll up a ramp on their own, so it doesn’t qualify for RoRo as loose cargo. Put that same freight on a truck or a flat trailer first, and it qualifies immediately. The truck becomes the rolling unit and the goods inside simply travel with it.

This is exactly how Indonesia’s Tol Laut (Sea Toll Road) program works in practice. The government loads subsidised goods, including rice, flour, sugar, and cooking oil, onto trucks. Those trucks then board RoRo vessels headed to eastern Indonesia ports like Sorong, Timika, and Merauke. The goods travel via RoRo, not because they’re wheeled cargo, but because the truck carrying them is.

The rule is, RoRo moves the vehicle. Whatever is inside or on top of that vehicle comes along for the ride. If the freight is not on a wheeled vehicle or trailer, it belongs on a container ship or a breakbulk vessel instead.

What Is PCTC in RoRo Shipping?

In RoRo shipping, PCTC stands for Pure Car and Truck Carrier, a specialised RoRo ship designed primarily for vehicle transport. Most of a PCTC’s internal space is arranged as a vehicle deck area. A single large PCTC carries between 4,000 and 9,300 CEU.

Automotive manufacturers use PCTCs to move new vehicles from the factory to the market at scale. For example, in Indonesia, Toyota Motor Manufacturing Indonesia (TMMIN) uses Pelabuhan Patimban in Subang, West Java, as a major PCTC departure port. The port supports both international exports and domestic inter-island distribution.

A PCTC differs from a RoRo ferry in one key way. A PCTC carries no passengers at all. A RoRo ferry trades vehicle deck space for passenger cabins, seating, and lounges. A PCTC devotes far more deck space to vehicles than a RoRo ferry does. The design lowers per-unit shipping costs by letting each voyage carry more units across similar fuel and crew costs. 

How do PCTC Ships Operate for Vehicle Transport?

PCTC ships load vehicles through a stern ramp. The vehicles are then parked across 10 to 13 internal decks before departure. Every vehicle either drives on under its own power or a terminal tugger tows it onto the ramp. The lashing crew secures every unit to the deck before the vessel departs. At the destination port, vehicles drive off in reverse loading order.

Inside a PCTC, most decks sit at 2.1 to 2.2 metres of ceiling clearance, sized for standard passenger cars. The 5th and 7th decks are hoistable, and when raised, they increase the ceiling clearance of the decks below to 5.1 metres for trucks, buses, and tall construction machinery. Adjustable ramps between decks let the loading crew route vehicles to the correct level without any external equipment.

What are the Advantages of RoRo Shipping?

RoRo shipping has five advantages for shippers moving wheeled cargo across Indonesia’s inter-island routes.

• Fast loading and unloading: RoRo enables fast loading and unloading because vehicles drive straight on and straight off with no crane setup, no rigging, and no waiting. ASDP’s vessels on the Merak-Bakauheni crossing complete a full turnaround in approximately 90 minutes. Comparable container feeder vessels average 8 to 24 hours of port time per call, per the World Bank Container Port Performance Index 2024.
• Lower handling risk: No crane lifts the cargo, and no rigging suspends it mid-air at any stage. Removing the crane lift eliminates the mid-air suspension phase, where impact and sway damage most commonly occur during LoLo shipping operations.
• Efficient for vehicles: Vehicles drive directly onto the vessel without containerisation, stuffing costs, or wasted space. A single large PCTC carries up to 9,300 car equivalent units per voyage, a capacity level that gives PCTCs a major scale advantage for wheeled cargo routes.
• Cost-effective for oversized cargo: Excavators, buses, and combine harvesters board the ramp whole and arrive whole. No dismantling, no crating, and no reassembly costs apply at either end of the voyage
• Predictable schedules: RoRo vessels on Indonesian domestic routes run on fixed departure timetables, so shippers know exactly when cargo leaves and when it arrives.

RoRo’s advantages apply only to cargo that rolls. Cargo without wheels needs a container or breakbulk vessel instead.

How Does Roll-On Roll-Off Transport Improve Efficiency and Handling?

RoRo transport improves efficiency and handling by removing crane operations entirely. Every crane lift adds time, cost, and a new chance for cargo damage. A ramp reduces all three at once.

TKBM crews at Indonesian RoRo terminals complete ramp loading for a standard domestic ferry in under 60 minutes. Each vehicle self-drives to its deck position with no crane rigging, no sling attachment, and no re-lift if positioning is wrong. The turnaround difference is measurable at Indonesia’s own ports. ASDP’s vessels on the Merak-Bakauheni crossing complete a full load-and-depart cycle in approximately 90 minutes. Container crane operations at Tanjung Priok run significantly longer on equivalent cargo volumes.

How Does Roll-On Roll-Off Transport Improve Efficiency and Handling?

RoRo transport improves efficiency and handling by removing crane operations entirely. Every crane lift adds time, cost, and a new chance for cargo damage. A ramp reduces all three at once.

TKBM crews at Indonesian RoRo terminals complete ramp loading for a standard domestic ferry in under 60 minutes. Each vehicle self-drives to its deck position with no crane rigging, no sling attachment, and no re-lift if positioning is wrong. The turnaround difference is measurable at Indonesia’s own ports. ASDP’s vessels on the Merak-Bakauheni crossing complete a full load-and-depart cycle in approximately 90 minutes. Container crane operations at Tanjung Priok run significantly longer on equivalent cargo volumes.

Does RoRo Reduce Loading and Unloading Time Compared to Container Shipping?

Yes, RoRo cuts loading and unloading time by removing the two biggest time drains in any port operation, the crane setup and container handling. A vehicle drives onto the ramp, parks on deck, and the ship is ready for the next unit in minutes. No crane operator rigs it, no lifting equipment raises it, and no stevedore stuffs it into a box at any stage.

Container ship operations show the time cost of crane dependency directly. The World Bank Container Port Performance Index 2024 records feeder vessels comparable in volume to a regional RoRo vessel, averaging 8 to 24 hours of port time per call. RoRo vessels on those routes avoid crane waiting time because their loading method does not depend on cranes.

RoRo vessel berth time is generally shorter than containership berth time for comparable cargo movements. In Indonesia, ASDP’s vessels on the Merak-Bakauheni crossing complete a full turnaround in approximately 90 minutes.

What are the Disadvantages of RoRo Shipping?

RoRo shipping has four disadvantages that apply to cargo type, port infrastructure, and route coverage on Indonesia’s inter-island network.

• Limited to wheeled cargo: RoRo is limited to wheeled cargo because non-wheeled goods do not qualify. Loose cargo, bagged goods, pallets, and anything that can’t roll onto a ramp needs a container or breakbulk vessel instead.
• Weather exposure risk: Vehicles on open or semi-open decks face salt spray and moisture during transit. The risk increases during Indonesia’s northwest monsoon season between November and March. During that period, wave heights on the Java Sea and Makassar Strait regularly reach 3 to 4 metres.
• Port infrastructure dependency: RoRo requires a terminal with a functioning ramp, berth clearance, and onshore vehicle storage. Indonesia’s dedicated RoRo terminal network serves fewer active ports than the country’s container-capable terminal network. That gap limits where RoRo vessels can call.
• Less flexibility for mixed cargo: Shippers moving a combination of wheeled and non-wheeled cargo on the same route can’t consolidate everything onto a single RoRo departure. Mixed cargo shipments typically require a separate container booking alongside the RoRo movement, adding coordination cost.

For shippers on established routes with RoRo-capable terminals at both ends, these disadvantages narrow to weather scheduling and secondary haulage planning for underserved ports.

Deliveree’s FTL service ships cargo inside or on a dedicated truck body the whole route, including the ferry crossing, which means it’s not sitting exposed on an open vehicle deck in monsoon conditions. Deliveree’s routing also selects RoRo-capable terminals automatically, so you don’t verify port infrastructure yourself. 

What Risks and Limitations Should Shippers Consider?

RoRo shipping risks fall into four main areas for shippers. These risks can lead to damage, delays, and insurance disputes. Fire is the highest-risk threat on RoRo vessels. EMSA’s FIRESAFE study found that 90% of all RoPax ship fires are initiated in the carried cargo rather than in the vessel’s mechanical or electrical systems. RoRo cargo decks pack vehicles tightly together with no internal partitions between them. Fuel tanks, electrical components, and batteries all sit in the same open space. Once a fire starts on a RoRo deck, it can spread quickly because the deck has limited internal separation.

Another exposure risk is weather damage. Vehicles on open or semi-open decks face salt spray, moisture, and humidity throughout the voyage. Transit handling compounds this risk. Each time a vehicle drives on or off a vessel, it goes through a handling event at loading, transfer, or discharge. Those events can result in scratches, mirror damage, or mechanical stress, and on multi-stop routes, the exposures add up across each boarding.

Port reach is also a limitation. When a destination port in Indonesia’s outer islands lacks a RoRo ramp, the cargo stops there and requires a secondary land or sea transfer, an additional cost and time that shippers rarely account for at the planning stage.

Is RoRo More Exposed to Weather and Port Delays?

Yes, at Indonesia’s busiest RoRo crossing, Merak-Bakauheni, extreme weather directly disrupts loading and unloading operations and can suspend activity entirely. Port delays compound the exposure on longer inter-island routes.

PELNI’s published 2022-2023 Nataru operational monitoring report recorded 8 separate RoRo vessel itineraries delayed by more than 6 hours due to bad weather. One of those was KM Egon at Batulicin, which experienced a 48-hour delay on a single voyage. The delays cascade through the schedule. A vessel held at one port can miss its next departure window, pushing the rest of the rotation back.

When Should Businesses Use RoRo Shipping?

Businesses should use RoRo shipping when their cargo has wheels and the destination port supports a ramp. If both conditions are met, RoRo is often faster and cheaper than the containerised alternative for the same cargo type.

Automotive exporters and equipment manufacturers are the clearest fit. Automotive exporters ship fully assembled vehicles at volumes that give PCTCs a strong scale advantage over container shipping at equivalent cost per unit. A single PCTC carries between 4,000 and 9,300 vehicles per voyage, which makes the per-unit freight cost structurally lower than a container equivalent for that cargo type.

For large machinery, disassembly and reassembly costs regularly exceed the ocean freight cost itself, which often makes RoRo the preferred method for oversized equipment on plantation, mining, and industrial shipments across Indonesia’s inter-island network.

Deliveree’s FTL service is built for manufacturers, equipment suppliers, and plantation and mining operations that need to move wheeled cargo between islands on a predictable schedule without dismantling it or booking a container. Your dedicated truck loads at your facility, crosses between islands via Indonesia’s RoRo ferry network, and delivers directly to the destination address, the cargo is typically handled only at loading and final delivery. Use Deliveree’s price calculator to get a full Instant Quote for any inter-island business route in under 30 seconds.

What Types of Cargo Are Best Suited for Vehicle-Based Ocean Transport?

RoRo is best suited to cargo that moves under its own power or can be secured to a wheeled trailer platform for vessel loading. Three cargo categories fall within this definition. The first is finished vehicles, such as passenger cars, SUVs, pickup trucks, buses, and commercial vans. These load directly onto the ramp without modification or packaging. The second is heavy equipment that exceeds container dimensions. Excavators, bulldozers, forklifts, dump trucks, agricultural tractors, harvesters, and mining vehicles all fall within this category, provided they can be driven, towed, or loaded onto a MAFI roll trailer for boarding. The third is oversized project cargo mounted on a trailer platform. Modular industrial machinery, power plant components, and infrastructure equipment that cannot self-propel can still be transported via RoRo when secured to a low-bed rolltrailer and towed aboard. Cargo without a wheeled base, such as loose goods, palletised freight, and bagged materials, falls outside the scope of RoRo and requires container or breakbulk transport instead.

Is RoRo Ideal for Wheeled or Self-Propelled Equipment?

Yes. RoRo is purpose-built for self-propelled equipment and any cargo that can be wheeled or towed onto a vessel ramp. That includes a broader range of cargo than the term “vehicle shipping” implies. Self-propelled cargo, such as finished vehicles, trucks, buses, forklifts, and construction machinery, boards the vessel under its own power or by tow vehicle. Large excavators and bulldozers can board under their own track power on standard RoRo ramps. Equipment that typically can’t self-propel onto a vessel ramp, such as oversized power generators, prefabricated modules, and static machinery, is loaded via MAFI rolltrailer. Standard MAFI platforms are rated from 40 MT on a 20-foot unit up to 120 MT on a 30- or 40-foot unit, with heavy-lift roll trailer configurations handling loads exceeding 400 MT for specialised project cargo.

The practical threshold is whether the equipment fits within the vessel’s ramp width and deck height. Most modern PCTC and RoRo vessels accept cargo up to 6.5 metres in height and ramp loads between 80 and 500 tonnes, depending on vessel class. When cargo exceeds those specifications, project cargo operators use a combination of partial disassembly and SPMT (self-propelled modular transporter) loading to bring the unit within ramp tolerance. Project cargo operators continue to use RoRo even for oversized modules when ramp access is feasible, because it avoids crane operations and reduces the number of load transfer points compared to LoLo shipping alternatives.

How Do RoRo Shipping Costs Compare to Standard Shipping Costs per Kilogram?

RoRo shipping rates don’t use a shipping cost per-kilogram model. Carriers calculate RoRo freight based on deck space occupied, per CEU (Car Equivalent Unit) for finished vehicles, per lane metre for high-and-heavy cargo, or per CBM based on the cargo’s physical dimensions. Standard sea freight uses weight-based pricing instead. The two models measure different things, so a per-kilogram comparison does not provide the best basis for comparison.

For finished vehicles, the per-unit rate usually stays the same if the vehicle fits within the vessel’s standard axle-load and deck-dimension limits. A heavier vehicle doesn’t cost more to ship by RoRo as long as it meets those thresholds. For high-and-heavy cargo, carriers apply a lane metre rate with additional charges for over-height, over-weight, or special lashing requirements.

For finished vehicles, RoRo is often the lower-cost option at the unit level compared to an equivalent container shipment on the same corridor. A PCTC or RoRo vessel carries more units per voyage than a container ship can accommodate for assembled vehicles at comparable freight cost, which drives the per-unit rate down. For businesses shipping loose or boxed goods, per-CBM container rates remain the correct pricing model. RoRo has no mechanism to price non-wheeled cargo at the unit level.

Deliveree skips the CEU and lane metre models entirely. Deliveree’s FTL pricing works on two inputs, which are the vehicle type you book and the route you’re shipping on. You pick the truck configuration that fits your cargo from Deliveree’s 16 vehicle types, enter your origin and destination, and the price calculator generates a flat all-inclusive rate in under 30 seconds. That rate covers the full door-to-door journey, including any RoRo ferry crossing between islands, with no separate surcharge for the water leg and no hidden fees added at checkout. 

What Pricing Factors Affect RoRo Freight Rates?

Five main adjustment factors influence the freight rate, while terminal handling charges are usually billed separately. Carriers usually calculate the base rate by cubic metre (CBM), weight or measurement (W/M), or metre length. The method depends on the cargo type and the operator’s tariff structure.

Cargo weight is the first adjustment factor. Vehicles and equipment above standard axle load thresholds attract higher rates because of specialised deck positioning requirements. Over-dimension cargo adds a second layer, anything over-height or over-width occupies more deck space per unit, and carriers apply additional handling coefficients to compensate. Fuel costs come third, recovered through a Bunker Adjustment Factor (BAF) that fluctuates with global fuel prices and route length. Route distance and port pair determine the fourth factor, where longer routes to eastern Indonesia carry higher per-unit rates than western corridors on the same vessel class. Seasonal demand rounds out the five adjustment factors, with peak shipping periods pushing rates higher across most routes and vessel types.

Terminal handling charges apply separately from the ocean freight rate and appear as an additional line item on the final invoice.

Is RoRo Pricing Based on Vehicle Dimensions Instead of Weight?

Yes. RoRo carriers price cargo based on the space it occupies on deck, not its weight. Weight becomes a factor only when it exceeds standard axle load thresholds. The default pricing unit is physical volume. For finished passenger vehicles, Indonesian domestic operators translate the dimensional calculation into a per-unit flat rate. Two vehicles with the same dimensions cost the same to ship, regardless of their weight. For commercial vehicles and trucks, the CBM method scales with deck footprint.

A medium commercial truck occupies approximately 3 to 4 times the deck lane area of a standard passenger car. A 12-metre truck against a 4-metre car on the same lane explains that gap, and that larger footprint is a major reason the freight rate is higher.

This means a shipper may pay a similar base rate for two units with the same footprint, though over-weight cargo can still attract extra charges. Weight matters mainly when it exceeds axle-load or handling thresholds. Deck footprint determines the base cost. For high-and-heavy cargo, carriers apply a rate per lane metre with additional coefficients for over-height, over-weight, or special lashing requirements.

What Truck Types Are Used to Deliver Vehicles to a RoRo Port?

Three truck types handle the last-mile delivery of vehicles and rolling cargo to RoRo port terminals in Indonesia. They are car carrier trucks, flatbed trailers, and lowbed trailers. The truck type to use depends on cargo weight, height, and whether the cargo can self-propel.

Car carrier trucks, also called semi-trailer car transporters, are the standard for finished passenger vehicles. Each unit loads up to 6 vehicles per trip on a two-tier deck. For example, PT KMDI’s car carrier division operates 376 units and has delivered over 30,000 cars across Indonesia, primarily on routes from assembly plants in Karawang, Bekasi, and Sunter to Patimban and Tanjung Priok. Flatbed trailers handle cargo that doesn’t fit a two-tier car carrier, making it the correct choice for single-unit commercial vehicles, buses, and rigid trucks that need a flat surface. Lowbed trailers serve heavy equipment that exceeds flatbed height limitations. For example, PT Nusatama’s lowbed units carry up to 55 tonnes and accommodate excavators, bulldozers, and industrial machinery with a deck height low enough to clear bridge and overpass restrictions on Indonesian national roads.

How are Vehicles Transported from Inland Locations to Port Terminals?

Vehicles move from inland assembly plants to RoRo port terminals in 3 stages. First comes plant dispatch by car carrier truck. Next comes yard staging at a vehicle distribution centre. Last comes terminal gate-in at the port.

Indonesia’s primary automotive manufacturing corridor runs through Karawang, Bekasi, and Sunter in West Java, located between 30 and 100 kilometres from their 2 primary export terminals. Car carrier trucks dispatch completed units directly to PT Indonesia Kendaraan Terminal (IKT) at Tanjung Priok or PT Patimban International Car Terminal (PICT) at Patimban. At the terminal, gate staff inspect each incoming vehicle, log it into the terminal management system, and stage it in the storage yard by departure vessel and destination. That yard sequencing is the final step before the unit reaches the vessel ramp. Delays at any single stage, such as plant dispatch, carrier transit, or terminal gate-in, push the cargo to the next available sailing.

Are Car Carriers and Flatbed Trucks Commonly Used for Port Delivery?

Yes, car carriers and flatbed trucks are the 2 most commonly used ground transport modes for delivering vehicles and rolling cargo to RoRo terminals in Indonesia. Their effectiveness depends on whether the truck arrives within the terminal’s vessel coordination window.

Car carrier arrivals at Patimban are timed against a fixed vessel call schedule. Patimban averages 21 domestic vessel calls per month, with each call loading an average of 412 units, according to PT Patimban International Car Terminal (PICT). A car carrier that misses the pre-vessel gate-in cut-off can miss the entire assigned vessel call, which pushes all the vehicles to the next available sailing.

At Tanjung Priok, PT Indonesia Kendaraan Terminal coordinates car carrier arrivals through an Auto Gate System that logs each incoming unit against its departure vessel assignment. The port lists inland car carrier coordination as a dedicated service within its terminal operations, not an ad hoc arrangement.

When Should You Choose RoRo Instead of LCL Shipping?

Choose RoRo when your cargo has wheels. Choose LCL shipping when your cargo does not. Cargo type determines the method before any cost comparison applies. RoRo accepts wheeled, self-propelled, or trailer-mounted cargo only. LCL consolidates boxed, palletised, bagged, or non-wheeled general cargo from multiple shippers into a shared container.

The two methods also charge differently. RoRo charges per CEU, CBM, or lane metre based on deck space occupied. LCL charges per CBM, with consolidation fees, CFS handling charges, and destination unstuffing fees added on top of the base ocean rate.

The handling process further separates the two methods. RoRo cargo drives on and off via a ramp with no crane involvement or container stuffing. LCL cargo passes through a CFS depot at origin, consolidates with other shippers’ goods, and unstuffs at a destination CFS before the consignee collects it. Each additional transfer adds time, cost, and damage exposure, making transit risk higher for LCL on the same corridor.

For wheeled cargo on established Indonesian inter-island routes, RoRo is usually the better fit. It delivers a lower per-unit cost than a container equivalent because shippers pay no consolidation fee, no CFS depot handling, and no destination unstuffing charge. LCL is usually the better fit for mixed general cargo that fits inside a standard container and doesn’t have wheels.

How do Cost and Cargo Type Determine Whether to Choose Roro Shipping?

Cargo type sets the boundary, while cost confirms the final decision in choosing RoRo shipping. When cargo has wheels, RoRo is often the more economical and operationally efficient method. When it doesn’t, LCL is the correct default.

On cargo type, RoRo only accepts wheeled, self-propelled, or trailer-mounted units. LCL accepts anything that fits in a shared container, such as boxed goods, palletised cargo, bagged materials, and general freight. The cargo category eliminates one option before the cost is even calculated.

Cost confirms what the cargo type already implies. RoRo rates are quoted per unit based on deck space occupied, which means a vehicle’s total freight cost stays fixed regardless of its volume. LCL rates charge per CBM, so larger cargo generates a proportionally higher bill. For vehicles, the RoRo per-unit rate is structurally lower than an equivalent LCL calculation because deck space prices are a single fixed footprint rather than a volumetric charge that scales with cargo size. For non-wheeled general cargo, LCL is the correct choice regardless of cost comparison because RoRo has no mechanism to accept or price that cargo type.

Is RoRo More Cost-Effective for Large Vehicles than LCL?

Yes, and RoRo often becomes more cost-effective as the vehicle gets larger. LCL pricing scales with CBM. The bigger the cargo, the higher the total charge. RoRo pricing is typically based on unit handling or occupied deck space, though high-and-heavy cargo can still attract extra charges. That structural difference is where RoRo’s cost advantage over LCL compounds for large vehicles and heavy equipment.

For heavy equipment, the per-unit RoRo rate stays relatively flat while an equivalent LCL charge scales with every additional cubic metre the machine occupies. A 20-tonne excavator on a RoRo vessel pays one unit-based rate. The same excavator on LCL, which, if a carrier accepted it at all, would generate a volumetric charge across 30 to 40 CBM before any over-size handling surcharges. In practice, LCL carriers don’t accept excavators. RoRo isn’t only cheaper for large cargo. In many cases, RoRo is the only practical option within this RoRo-versus-LCL comparison.

The cost-effectiveness argument for RoRo is strongest precisely where the cargo is largest. Non-wheeled cargo that fits comfortably inside a standard container remains LCL territory. Cargo with a wheeled base that exceeds standard container dimensions often fits RoRo better on both cost and practicality grounds.