Ro-Ro Damage-and-Dwell Recovery Leader

The mandate

The operations director was dismissed after customer audits found that damage codes, custody scans and yard dwell could not reconstruct where high-value vehicles were harmed or delayed. Export volumes exceed planned slots, electric vehicles require distinct handling, and stevedore, rail and carrier cut-offs are changed through local messages. Claims rise while each party can show its own process was complete. A temporary executive must create end-to-end custody and flow before the next model-year peak.

This eight-month intervention opens with a three-week deadline to place an executive in the terminal. Its first 30 days must establish one vehicle population, contain the two highest-risk yards and withdraw handling instructions that bypass control. Revised custody, yard and loading practice then face two peak vessel cycles. Remaining time is used to close legacy claim cohorts, embed customer governance and have the permanent operator direct both live export and import flows.

The transfer decision is based on operating evidence, not elapsed months. Every vehicle movement needs a time-stamped custodian and condition event; unlocated units must stay below the board threshold; export dwell and preventable damage must fall for two consecutive cycles; and carrier cut-offs must travel through one controlled route. Open claims ranked by evidence quality, yard constraints, contractor performance, model-specific handling and the next six-week vessel-and-rail plan pass directly to the successor.

The interim may direct terminal staff, re-slot yards, alter internal flows, suspend unsafe contractor activity, approve customer remedies up to SEK 5 million per cohort and require recovery plans. Labour-contract changes, permanent appointments, major equipment capital, carrier-contract amendments and customer settlements above delegation require authorised approval. The leader cannot direct vessel navigation, customs decisions or OEM technical rules for battery isolation and vehicle repair.

Terminal automation replacement, new commercial tariffs, long-term land expansion and litigation over historic claims are outside scope. The executive will define operating requirements and preserve evidence for those owners but will not become systems buyer or claims counsel. The brief exists to restore physical custody, safe handling and predictable flow through the current terminal footprint.

Why this seat is open

A removal occurred just before model-year export volumes increase and left no accountable owner across yards, contractors and carrier hand-offs. Local containment cannot resolve claims whose evidence crosses organisations. The board has created a temporary operating seat with enough authority to reset practice while permanent recruitment proceeds.

What you will own

• Reconcile vehicle populations, custody scans, condition images, keys, battery state, location and customer status across all four yards.
• Decide yard zoning, movement rules, priority lanes and overflow activation for model, vessel, rail and safety constraints.
• Establish controlled hand-offs among OEM, truck, rail, yard, stevedore and carrier with explicit condition acceptance.
• Contain preventable damage through route, speed, spacing, equipment, training and contractor interventions grounded in case evidence.
• Close legacy claim cohorts by evidence strength and remedy authority without admitting liability beyond delegation.
• Chair daily peak control and weekly customer forums linking dwell, exceptions, cut-offs, damage and accountable recovery.
• Induct the successor through live vessel plans, yard limits, contractor positions, open claims and two-cycle performance evidence.

Candidate qualifications

• Led ro-ro terminal or automotive finished-vehicle logistics across yard, vessel, rail and road interfaces.
• Has reduced damage and dwell after reconstructing custody where several independent parties denied ownership.
• Understands electric-vehicle isolation, model-specific handling, condition evidence, carrier cut-offs and claims consequence.
• Can direct contractors and employees within their agreements without obscuring employer and vessel-authority boundaries.
• Personally redesigned yard flow through a peak without relying on a future automation or expansion programme.
• Completed a permanent operating handover with live customer claims and model-year volumes still active.

Non-negotiables

• Available in Gothenburg within three weeks and willing to work six-day vessel peaks onsite.
• Brings direct ro-ro terminal authority; claims analytics or automotive transport procurement alone is insufficient.
• Accepts OEM, customs, vessel, labour-contract and board approval boundaries.
• Will disclose carrier, stevedore, OEM, rail, contractor and insurer relationships before appointment.

1. 49 words maximum. Describe how you located the true damage point when several vehicle custodians denied responsibility.
2. 49 words maximum. Confirm your Gothenburg start date and the largest peak ro-ro yard you governed.
3. 49 words maximum. Which two controls prevent dwell reduction from increasing vehicle damage?