Ro ro presentation Kashec

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Information about Ro ro presentation Kashec

Published on May 26, 2016

Author: Alok1980

Source: slideshare.net

1. RO RO (ROLL ON ROLL OFF)FACILITIES : CURRENT STATE OF THE ART AND ITS RELEVANCE TO FILL GAPS IN INDIA'S TRANSPORT INFRASTRUCTURE:

2. RO-RO FACILITY :SALIENT FEATURES. • THE TERM ‘LINKSPAN’ IS NOW INTERNATIONALLY USED TO DESCRIBE THE MEANS BY WHICH VEHICLES DRIVE FROM SHORE DIRECTLY ONTO A SHIP DECK, NO MATTER WHAT THE LEVEL OF TIDE OR OF THE SHIP. • REDUCE DISTANCE & TIME FOR ROAD VEHICLES BY FERRYING THEM ACROSS A WATERBODY. • VERY POPULAR IN EUROPE AND MEDITERNNEAN.SPECIALLY BETWEEN UK & FRANCE. • DOVER –CALAIS RORO OPERATORS DOING BRISK BUSSINESS EVEN AFTER CHANNEL TUNNEL. • RIPE TIME FOR IMPLEMENTATION IN INDIA WHERE SEVERAL BRIDGES ACROSS CREEKS ARE DELAYED/UNVIABLE.

3. RO-RO : ADVANTAGES. • FOLLOWING BENEFITS OF RO RO MAKE THEM ATTRACTIVE SYMBOLS OF GOVERNMENT EFFICIENCY . • LITTLE OR NO LAND ACQUISTION COMPARED TO ROADS/BRIDGES. • NO INCONVENIENCE TO PUBLIC DURING CONSTRUCTION. • ENVIRONMENTALLY FRIENDLY. • TWO WAY REDUCTION IN LOAD ON EXISITNG ROAD NETWORK BY DIVERTING LARGE CARGO AND PASSENGER TRAFFIC TO SEA ROUTE - LEADING TO LESS CONGESTION ON ROADS. • NO DELAYS DUE TO SHIFTING OF LARGELY UNKNOWN UNDERGROUND SERVICES AS IN CASE OF FLYOVERS. • QUICK CONSTRUCTION FROM DRAWING BOARD TO ACTUAL OPERATION WITHIN ONE YEAR POSSIBLE.

4. RO RO PROJECTS IN INDIA  KASHEC DESIGNED FIRST INTEGRAL LINKSPAN FOR TEES PORT, UK IN 1989  KASHEC ARE LEAD DESIGNERS FOR FIRST RO RO IN INDIA BETWEEN BHARUCH & BHAVNAGAR (DHAEJ – GOGHA) IN GUJARAT.  KASHEC ARE ALSO DESIGNING FIRST 3 INTERGRAL LINKSPANS ON EAST COAST OF MUMBAI.

5. MINI RO RO IN CREEKS ACROSS KONKAN  KASHEC DESIGNED MINI RO RO ARE FUNCTIONAL ACROSS 4 SITES IN KONKAN.  VERY POPULAR WITH LOCAL POPULATION AND PLANNED AT MANY MORE SITES.  VERY CHEAP ALTERNATIVE TO CREEK BRIDGES .CAN BE BUILT AT EACH SITE FOR AS LOW AS 8 CRORES.  IMAGES FOR RO RO BETWEEN DIGHI AND AGARDANDA.

6. SHARE OF RO-RO IN UK . The design of link spans for roll-on-roll-off (roro) terminals involves an exceptionally wide range of issues and requires a large number of engineering competencies to ensure a successful outcome. It is not a subject that is familiar to many civil or structural engineers or indeed many port operators outside the ro-ro industry. The ro-ro mode of sea transport is increasingly important, particularly in the UK where it represents a 30% greater volume of trade than that carried in container-only mode These trades rely on the existence and reliability of linkspans to transfer cargoes from ship to shore.

7. RO RO NETWORK ACROSS EUROPE.

8. DESIGN ASPECTS • MINIMUM ONE FAVOURABLE LOCATION ON EACH SHORE. • ABILITY TO ATTRACT TRAFFIC . • FAVOURABLE BERTHING CONDITIONS.SHELTERED & DEEP DRAFT.MINIMUM DOWNTIME DUE TO ADVESRE SEA STATES. • OPTIMUM BERTH ALIGNMENT BASED ON MODEL STUDIES.DYNAMIC MOORING STUDIES TO ESTIMATE LIMITING SEA STATES /DOWNTIME. • STRUCTURAL DESIGN OF LINKSPAN AND BERTHS.TYPE OF LINKSPAN,BERTHING MODE AND SHIP IMPACT ON STRUCTURE.. • FUNCTIONAL DESIGN LIMITING LINKSPAN SLOPES,VEHICLE GROUNDING CHECKS,BERTHING CLEARANCES. • MASTER PLANNING OF ONSHORE TERMINAL TO ENSURE MINIMUM TURNAROUND TIMEMAXIMUM TRIPS PER DAY.

9. ACCEPTABLE SEA STATES & MOTIONS. LIMITING SEA STATES FOR ABOVE MOTION LIMITS WIND SPEED 10-15 m/s WAVE HEIGHT 0.4-0.7m PMF INSTALLED AT ABG SHIPYARD DAHEJ.

10. STRUCTRAL DESIGN OF LINKSPAN & BERTHS. FOUR MOST COMMON TYPES OF LINKSPAN

11. BERTHING MODES

12. BERTHING MODES

13. FUNCTIONAL DESIGN ASPECTS. • MOST LINKSPANS ARE BUILT BY FERRY OPERATORS AS THESE NEED TO BE DESIGNED TO SUIT FOR SPECIFIC SHIP TYPES. • SLOPES AND INTERFACES VIZ. JETTY TO LINKSPAN, LINKSPAN TO PONTOON AND PONTOON TO SHIP NEED TO BE CAREFULLY DESIGNED FOR EFFICIENT MOVEMENT OF ALL TYPES OF VECHICLES AVOIDING GROUNDING OF UNDER CARRIAGE. • CLEARANCE CHECKS FOR SHIP HULL AND DOLPHINS+FENDERS. • CLEARANCE CHECKS TO AVOID FOULING OF MOORING ROPES WITH FENDER PANELS.

14. HANDLING FACILITY OF A TERMINAL • A TERMINAL’S CAPCAITY DEPENDS ON FOLLOWING: • ON SHORE AREA FOR HANDLING/PARKING OF CARGO/VEHICLES AND PASSENGERS. • DRAFT AVAILABLE AT LOW TIDE. • DOWNTIME DUE TO LIMITING SEA STATES BEING EXCEEDED DURING A YEAR. • STRUCTURAL CAPCITY OF BERTHING STRUCTURES + ENERGY ABSORBPTION CAPACITY OF FENDERS. • SHIP CAPACITY : NUMBER OF VEHICLES/ PASSENGERS/ TRUCKS.MEASURED IN LANE METERS. • ONE ANE METER IS APPROXIMATELY 1M X 2 METERS AREA. • 2.5 LANE METER FOR CAR 12.5 TO 15 LANEMETER FOR TRUCKS.

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