The document discusses the roll-on/roll-off (ro-ro) transport facilities in India and their significance in addressing gaps in the country's transport infrastructure. It highlights the advantages of ro-ro systems, such as reduced land acquisition, environmental benefits, and quick construction times. The document also details existing ro-ro projects in India, their design complexities, and the role of linkspans in the efficiency of maritime transport, drawing comparisons to successful implementations in Europe.

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.