kashec proposals for east coast ro ro

PROPOSED ROLLON ROLL OFF FACILITY AT MANDWA JETTY.

KASHEC INTRODUCTION

KASHEC UK ESTABLISHED IN 1977,KASHEC INDIA IN 1995.

ALL DIRECTORS & SENIOR ENGINNERS CHARTERED ENGINEERS.

RANGE OF SERVICES: EXPERT PROFESSIONAL ADVISE,FEASIBILITYSTUDIES,DETAILED DESIGN & PLANNING .

MANAGEMENT,SUPERVISION & CONTROL OF EXECUTION ON BEHALF OF CLIENTS.

SPECIALISE IN CIVIL & STRUCTURAL ENGINEERING IN THE MARINE ENVIRONMENT.

ONE OF THE PIONEERS IN DESIGN OF MODERN LINKSPANS.

ALSO COMPLETED DESIGN OF NUMBER OF BRIDGES,HIGH RISEBUILDINGS,PLANNING & DESIGN OF HIGHWAYS.

KASHEC:MARINE PROJECTS DESIGNED LARGE NUMBER OF MARINE PROJECTS IN EUROPE ,AFRICA & ASIA.

RANGE OF SERVICES INCLUDE TECHNO-ECONOMIC FEASIBILITY STUDIES FORPORTS,MOORING & FENDERING SYSTEMS,JETTIES,LINKSPANS & PASSENGERGANGWAYS.

PIONEERED THE USE OF INTERGRAL BOX GIRDER PONTOON TYPE LINKSPAN.

AMONG FIRST TO DESIGN TORSION ARM FENDER SYSTEMS REQUIRED BY NEWGENERATION HIGH SPEED,HIGH FREEBOARD FERRIES.

REGULAR UK/EUROPE CLIENTS INCLUDE STENA LINE,NUMEROUS PORTAUTHORITIES,FENTEK(UK),CONTRACTORS ON DESIGN & BUILD MARINEPROJECTS.INDIAN CLIENTS INCLUDE GUJARAT MARITIME BOARD,VIKRAM ISPAT,MAHARASHTRA MARITIME BOARD ETC.

45m long and featuring a buoyancy tank which is integral with the deck structure, an idea pioneered by Kashec and now widely accepted. Innovative design for this link span in so far as the link bridge was made integral with the pontoon thus ensuring ease of installation as well as operation. The whole project was designed, fabricated and installed within one year. Project management facility for the provision of linkspan, commissioned by T&H port authority.

TEES & HARTLEPOOL LINKSPAN:UK

FIRST RO-RO PROJECT OF ITS KIND IN INDIA.

ONE OF THE ONLY RO-RO FACITILTY AT EXTERME LOCATION MAX CURRENT SPEED UPTO 6.0 KNOTS .10 m TIDAL VARIATION.

2Nos. OF 100 M LONG SINGLE SPAN LINKSPAN BRIDGES WEIGHING 700 TONS EACH.

30X50 m -800 TON STEEL PONTOONS AND BERTHING DOLPHINS DESIGNED TO CATER TO 16000 TON DISPLACEMENT VESSELS.

GMB : DAHEJ & GHOGA PORT DEVELOPMENTS

GMB RO-RO SITE LAYOUT AT DAHEJ.

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 DISTNACE & TIME FOR ROAD VEHICLES BY FERRYING THEM ACROSS A WATERBODY.

ROROs FOR ROAD VEHICLES GAINED PROMINENCE AFTER WW II. RAPID DEVELOPEMNT IN 60s & 70s DUE TO RISE OF CAR

OWNERSHIP AS EUROPE & US RECOVERED FROM WW. 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.

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 TIMEMAXIMUM TRIPS PER DAY.

BERTH ALIGNMENT

AN OPTIMUM BERTH ALIGNMENT ENSURES THAT SHIPS CAN BERTH SAFELY IN MINIMUM TIME.

GOVERNED BY PREVAILING SEA STATE :WIND/WAVE & CURRENT DIRECTION THROUGHOUT THE YEAR.

TRADTIONALLY MOST BERTHS ALIGNED TO PREVAILING WAVE+CURRETN DIRECTION.+SHELTERED LOCATION.

RECENT DEVELOPMENT IN SHIP TECHNOLOGY/SIDE THURSTERS/INSTRUMENTATION + DEVELOPEMNT OF PARALLEL MOTION FENDERS HAS ALLOWED ROROs TO BE DEVELOPED AT EXPOSED LOCATIONS/ALIGNMENTS.

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.

DYNAMIC MOORING ANALYSISOUTPUT

STRUCTRAL DESIGN OF LINKSPAN & BERTHS.

FOUR MOST COMMON TYPES OF LINKSPAN

BERTHING MODES

BERTHING FORCES COMPARISON

PONTOON WAVE BENDING CHECK.

FUNCTIONAL DESIGN ASPECTS.

MOST LINKSPANS ARE BUILT BY FERRY OPERATORS AS THESE NEED TO BE DESIGNED TO SUITFOR 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.

FUNCTIONAL DESIGN ASPECTS.

HANDLING FACILITY OF A TERMINAL

A TERMINALS 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

ABSORBPTIONCAPCCITY 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.

RANGE OF RO RO VESSELS

VEHICULARVEHICULAR PEDESTRIANSPEDESTRIANS

VESSEL TR. VEHICLES

PASSENGER VEHICLES

HEAVY GOODSVEHICLES(V.V) (P.V) (H.G.V)

VESSEL TR. CARS

VESSEL TR. BUS

(V.C)

(V.B)PASSENGE

R CARS

CITY BUS

EMBARKING/DISEMBARKING

PASSENGER CARS

SHUTTLEBUS


CITY BUS


VESSEL TR. CARSEMBARKING/

DISEMBARKING VESSEL TR. BUS

TRAFFIC - FLOW

THE MAJOR TRAFFIC FLOW UNDER CONSIDERATION ARE :

HEAVY GOODS VEHICLE

SHARE OF RO-RO IN UK .

The design of linkspans for roll-on-roll-off (roro) terminals involves anexceptionally wide range of issues and requires a large number ofengineering competencies to ensure a successful outcome. It is not asubject that is familiar to many civil or structural engineers or indeedmany port operators outside the ro-ro industry.

The ro-ro mode of seatransport is increasinglyimportant, particularly inthe UK where itrepresents a 30%greater volume of tradethan that carried incontainer-only modeThese trades rely on theexistence and reliabilityof linkspans to transfercargoes from ship toshore.

KASHECS PROPOSAL FOR RO-RO AT MANDWA.

STRATEGIC LOCATION OF MANDWA.

POPULAR AMONG GENERAL PUBLIC AS WELL AS RICH & FAMOUS.

ALLOWS EXIT FROM HEART OF MUMBAI IN AN HOURS TIME.

AN EFFICENT RO-RO COULD TRANSFORM MANDWA ALIBAUG INTO A VIBRANT MUMBAI SUBURB.

DISTANCE COMPARISON

MANDWA : SITE FEATURES

EXPOSED LOCATION WITH STRONG WINDS AND CURRENTS.

RECURRING ISSUES WITH SAFE ALL WEATHER BERTHING.

BREAK WATER ESSENTIAL TO PROVIDE FAVOURABLE/SAFE BERTHING FACILITY.

A ROBUST DESIGN PROPOSAL NEEDS TO BE IMPLEMENTED TO REALISE FULL POTENTIAL OF THE SITE AS WELL AS RESTORE PUBLIC CONFIDENCE.

ELEMENTS OF PROPOSED RO-RO FACILITY AT MANDWA.

APPROX 400 m LONG BREAK WATER TO NORTH WEST AS PER CWPRS RECOMMNEDATIONS.

ON SHORE RECLAMATION FOR PASSENGER + CARGO TERMINAL. AN APPROACH JETTY TO CONNECT TO NEW BERTH AT MINIMUM 1.4M

BELO CD. LINKSPAN + PONTOON FOR SHIP TO SHORE ACCESS. BERTHING AND MOORING DOLPHINS FOR SAFE BERTHING OF RO-RO

VESSELS. ALL NECESSARY NAVIGATION EQUIPMENT,FENDERS,FUEL

BUNKERING FACILITY,WIND+ WAVE SENSORS ETC. COMPLETE. A SERIES OF 5m X 15.0m CONCRETE PONTOONS AT LOCATION OF

OLD JETTY WITH ALL MEP SERVICES FOR A MARINA FOR YACHTS CURRENTLY ANCHORED AT GATEWAY OF INDIA.

OPTION 1.

OPTION 1 : ISOMETRIC

PROPOSAL FOR MUMBAI PORTTRUST FERRY TERMINAL

ON SHORE DEVELOPMENTAT MANDWA

RO-RO FACILITIES AT NERUL .

200X50 M PILED PLATFORM FOR PARKING. SAME PLATFORM USED FOR BERTHING THUS AVOIDING NEED

FOR SEPARATE BERTHING DOLPHINS. REDUCE DREDGING COST THROUGH SELECTION OF OPTIMUM

LOW DRAFT VESSELS AND OPTIMISING NAVIGATION ROUTE. EMPLOYING LOW DRAFT HIGH SPEED FERRIES :1.75 DRAFT /400

PAX+50 CARS TO 2.4 DRAFT /500 PAX+ 88 CARS. REDUCING DREDGED CHANNEL LENGTH BY 50% BY MAKING USE

OF TROMBAY CHANNEL

TWO PHASE DEVELOPMENT SCHEME.

PHASE I ,NO DREDGING ,FOR VESSELS WITH 1000 TON DISPALCMENT/200 CARS AND 2.75m TO 3.0M DRAFT.

FULL RECLAMATION IN PHASE ONE HOWEVER PARKING/MARSHALLING FACILITY ONLY FOR 200 CAR /20 TRUCKS WITH REST OF THE RECLAIMED AREA LEFT UNDEVELOPED BUT ACCOUNTED IN OVERALL PLANNING.

LINKSPAN + PONTOON AND BERTHS DESIGNED FOR PHASE II DESIGN VESSEL I.E 6.0M DRAFT /16000 TON DISPLACMENT..

SECOND PHASE TO INVOLVE DREDGING TO 5 .0m BELOW CD/TURNING BASIN FOR LARGEST VESSEL/IMPROVED FENDERING/DEVELOPEMNT OF BALANCE ONSHORE AREA.

DEPENDING ON SUCCESS OF PHASE I,PHASE II COULD INVOLVE AMALAGAMATION OF EXISITNG ONSHORE AND OFFSHORE FOR GREATER CAPACITY /DEDICATED CARGO/PASSENGER TERMINALS.

PROJECT TIMELINES.

18 MONTHS FROMFROM CONCEPT TO CONSTRUCTION. DATA COLLECTION/SURVEYS/DYNAMIC MOORING

STUDIES/SCHEME DESIGN/EVALUATION OF OPTIONS : 4 WEEKS FINALISATION OF FINAL SCHEME DRAWINGS/ CALCULATIONS/

ESTIMATES/TECHNICAL SANCTION LEADING TO PREPARATION OF COST TENDER DOCUMENTS : 4 WEEKS.

TENDERING/SCRUTINY/BID EVALUATION LEADING TO APPOINTMENT OF CONTRACTOR: 8 WEEKS.

ACTUAL START OF CONSTRUCTION TO COMMNECING OF OPERATIONS: 14 MONTHS.

ESTIMATED COST IN CRORES.

No. ELEMENT UNIT COST (INR)

MANDWA NERUL MPT TERMINAL

1 LINKSPAN +PONTOON 150000/ m ton 15 15 15

2 JETTY 75000/ m sq. 22 50.0 7

3 DOLPHIN BERTH 125000 18 0.0 NA

4 ON SHORE INFRASTRUCTURE+RECLAMATION LUMPSUM 4-10 4 1.0

5 TERMINAL BUILDING LUMPSUM NA 10 6.0

6 FENDERS LUMPSUM 2-4 2-4 2-4

7 MISCELLANEOUS ITEMS,FUEL BUNKERING/ NAVIGATION AID/SAFETY E/CCTV MEP SERVICES ETC.

LUMPSUM 4 4 8-10

GRAND TOTAL 65-73 85-87 39-43

kashec proposals for east coast ro ro

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