Roll-on/roll-off ( RORO or ro-ro ) is a ship designed to transport wheeled cargo, such as cars, trucks, trucks semi trailers, trailers, and railway cars, which are driven on and off the ship on their own wheels or using platform vehicles, such as self-propelled modular transporters. This is in contrast to the lift-on/lift-off (LoLo) vessels, which use cranes to load and unload.
RORO boats have lanes built in or on land that allow cargo to be efficiently rolled inside and outside the vessel when at the harbor. While smaller ferries operating across the river and other short distances often have ramps built, the term RORO is generally reserved for large oceangoing vessels. Slopes and doors may be located on the stern, bow or side, or a combination of both.
Video Roll-on/roll-off
Histori
Initially, wheeled vehicles carried as cargo on oceangoing ships were treated like other cargo. Cars have their fuel tanks emptied and their batteries disconnected before being lifted to the hatch of the ship, where they are destroyed and secured. This process is very tiring and difficult, and the vehicle is damaged and can not be used for routine trips.
The initial roll-on/roll-off service is a railway ferry, started in 1833 by the Monkland and Kirkintilloch Railway, which operate ferry trains at Forth and Clyde Canal in Scotland.
Discovery
The first modern railway ferry is the Leviathan , built in 1849. Edinburgh Trains, Leith and Newhaven were formed in 1842 and the company wants to extend the East Coast Main Line further north to Dundee and Aberdeen. Because bridge technology has not been able to provide sufficient support to cross the Firth of Forth, which is approximately five miles, different solutions must be found, especially for the transport of goods, where efficiency is key.
The company employs a nascent civil engineer, Thomas Bouch, who proposes for a rail ferry with an efficient roll-on/roll-off mechanism to maximize system efficiency. A specially built ferry will be built, with railways and harmonized harbor facilities at both ends to allow rolling stock to be easily driven and removed from the vessel. To compensate for the tide change, adjustable ramps positioned at ports and height of the gantry structure vary by moving it along the slipway. The cart is loaded and switched off by using a stationary steam engine.
Although others have the same idea, Bouch first used it, and did so with attention to detail (such as the ferry slip design) leading the next President of Civil Engineers Institutions to resolve any disputes over prioritizing the invention with the observation that "there is no reward in simple conception of this kind, compared to the practical work done in all its details, and brought to perfection. "
The company was persuaded to install the ferry service to transport the freight carts through Firth of Forth from Burntisland in Fife to Granton. The ferry itself was built by Thomas Grainger, partner company of Grainger and Miller.
This service started on February 3, 1850. It was called "The Floating Railway" and was intended as a temporary measure until the railroads could build the bridge, but this was not opened until 1890, its construction was delayed in part by the reaction of the catastrophic failure of the Tay Rail Thomas Bouch Bridge.
Expansion
The ferry-rail service was used extensively during World War I. From February 10, 1918, the high volume of trains, artillery and supplies for the Front was sent to France from the "secret harbor" of Richborough, near Sandwich on the South Coast of England.
It involves three ferry-trains to be built, each with four sets of railways on the main deck to allow up to 54 train carts to be pushed directly and down from the ferry. These ferry trains can also be used to transport motor vehicles along with rolling stock trains. Later that month the second ferry-train was erected from Southampton Harbor on the Southeast Coast. In the first month of operation in Richborough, 5,000 tons were transported across the Straits, by the end of 1918 it was nearly 261,000 tons.
There are many advantages of using a ferry-train on a conventional voyage in World War I. It is easier to move heavy artillery and large tanks so that this modern warfare requires using ferry-trains as opposed to loading and unloading. cargo. By the manufacturer that loads tanks, rifles and other heavy items to be shipped forward directly to the train, which can be routed to the ferry train in the UK and then diverted directly to the French Railway Network, with direct connections to Front Lines, many hours which need not be avoided.
Analysis conducted at the time found that to transport 1,000 tons of war materials from the point of manufacture forward in the conventional way involves the use of 1,500 workers, while when using the train, that number decreased to about 100 workers. This is the most important, because in 1918, the British Railway companies suffered a severe labor shortage with hundreds of thousands of skilled and unskilled workers at war ahead. Increased heavy traffic due to war effort means that economy and efficiency in transportation should be done wherever possible.
After the signing of the Armistice on November 11, 1918, the railway ferry was widely used for the return of material from the Front. Indeed, according to the statistics of the war office, a larger material tonnage was transported by railway ferry from Richborough in 1919 than in 1918. Since railways have room for motor transport as well as rolling stock trains, thousands of trucks, cars, and "B Type "the bus uses this ferry to return to England.
Landing ship, tank
During World War II, the landing vessel was the first marine vessel built to allow road vehicles to be rolled out and inactive. The British Evacuation from Dunkirk in 1940 showed Admiralty that the Allies needed relatively large ships capable of delivering tanks to shore and other vehicles in amphibious strikes to the European continent. As a temporary measure, three 4000 to 4800 GRT tankers, built to bypass the tight bars in Lake Maracaibo, Venezuela, were chosen for conversion due to their shallow design. Bow and rampart doors were added to these ships, which became the first tank landing vessel.
The first LST design that was built was HMSÃ, Boxer . It was a scaled-down design of the ideas Churchill had written. To bring 13 Churchill infantry tanks, 27 vehicles and nearly 200 people (other than crew) at speeds of 18 knots, it can not have a shallow draft to be made for easy disassembly. As a result, each of the three ( Boxer , Bruiser , and Thruster ) ordered in March 1941 to have a very long ramp behind the bow. door.
In November 1941, a small delegation from the British Navy arrived in the United States to collect ideas with the United States Navy Ship Bureau in relation to shipbuilding and also include the possibility of further building Boxer in America. During this meeting, it was decided that the Ship Bureau would design these ships. As the agreement stands, it will be built by the US so that British shipyards can concentrate on ship building for the Royal Navy. The so-called specifications for ships capable of crossing the Atlantic and the original title given to them are "Atlantic Tank Landing Craft" (Atlantic (T.L.C.)). Calling a 300 ft (91 m) long "craft" vessel is considered wrong and the species was again baptized "Landing Ship, Tank (2)", or "LST (2)".
LST (2) designed the first UK LCT elements of its designer, Sir Rowland Baker, who was part of the British delegation. This includes enough buoyancy on the vessel wall that will float even with the flood tank deck. The LST (2) gives up the speed of HMS Boxer at just 10 knots (19 km/h; 12 mph) but has the same load while drawing only 3Ã, ft (0.91 m) forward when beaching. In three separate acts dated February 6, 1942, May 26, 1943, and December 17, 1943, Congress granted authority for the construction of the LST along with a number of other assistants, destroyer escorts, and various landing craft. Large development programs quickly gather momentum. Such a high priority was assigned to the construction of the LST that the slides of the previously hastily placed aircraft carrier were removed to allow room for some LSTs to be built in place. The first LST jump was set on June 10, 1942 in Newport News, Virginia, and the first LST standards floated out of their building dock in October. Twenty-three people worked at the end of 1942.
RORO for road vehicles
At the end of the first world war vehicle was brought back from France to Richborough Port drive-on-drive-off using the railway ferry. During wartime, the British army recognized the great potential of ship landing and craft. The idea is simple; if you can drive tanks, weapons and lorries directly to the ship and then drive them at the other end directly to the shore, then theoretically you can use the same landing craft to perform the same operations in the civil commercial market, by providing is a reasonable harbor facility. From this idea grow the roll-on/roll-off ferry industry around the world today. In the period between the war Lieutenant Colonel Frank Bustard formed the Atlantic Steam Navigation Company, for the purpose of a cheap transatlantic trip, this never materialized, but during the war he observed a trial at Brighton Sands from LST in 1943 when his peaceful ability of time was clear.
In the spring of 1946, the Company approached Admiralty with a request to purchase three of these vessels. The Admiralty did not want to sell, but after negotiations agreed to let ASN have the use of three ships in bareboat charter at a rate of Ã, £ 13 6 s 8d per day. These ships are LST 3519 , 3534 , and 3512 . They are named Empire Baltic Empire Cedric and Empire Celtic, capturing the name of the White Star Line ship in combination with the ship "Empire" naming the ship at government services during the war.
On the morning of September 11, 1946, the first voyage of the Atlantic Steam Navigation Company took place when Empire Baltic sailed from Tilbury to Rotterdam with a full load of 64 vehicles for the Dutch Government. The first three LSTs merged in 1948 by another vessel, LST 3041 , renamed Empire Doric , after ASN was able to convince commercial operators to support a new route between Preston and the port of Northern Ireland, Larne. The first voyage of this new route was on May 21, 1948 by Empire Cedric . After the initial voyage Empire Cedric continues in Northern Ireland service, offering the service twice a week. Empire Cedric is the first fleet of ASN fleet that has Passenger Certificate, and is allowed to carry fifty passengers. Thus Empire Cedric became the first vessel in the world to operate as a commercial/passenger roll-on/roll-off ferry, and ASN became the first commercial company to offer this type of service.
The first RORO service across the English Channel started from Dover in 1953. In 1954, the British Transportation Commission (BTC) took over ASN under the Government's nationalization policy of Labor. In 1955, two other LSTs where hiring an existing fleet, Empire Cymric and Empire Nordic brought the fleet power to seven. The Hamburg service was discontinued in 1955, and a new service was opened between Antwerp and Tilbury. The seven-ship fleet should be shared with three regular ships based in Tilbury and the other retaining Preston to Northern Ireland.
During late 1956, the entire ASN fleet was taken over for use in the Mediterranean during the Suez Crisis, and the Drive on/Drive off service was not reshaped until January 1957. At this point ASN was responsible for the management of twelve Admiralty LSTs (3) brought out of backup as a result of Suez Crisis too late to see the service.
Further developments
The first roll-on/roll-off vessel built specifically for transporting half-loaded trucks was Searoad of Hyannis , which began operating in 1956. Despite its small capacity, it was able to carry three semi-trailers between Hyannis in Massachusetts and Nantucket Island, even under ice conditions.
In 1957, the US military issued a contract to Sun Shipbuilding and Dry Dock Company in Chester, Pennsylvania, for the construction of a new type of motor vehicle. The ship, USNS Comet, has a hard climb and interior ramps, allowing the car to drive directly from the dock, to the ship, and into place. Loading and unloading accelerated dramatically. Comet also has an adjustable chocking system to lock the car into the deck and ventilation system to remove accumulated exhaust gases during vehicle loading.
During the 1982 Falklands War, SSÃ, Atlantic Conveyor was purchased as an emergency aircraft and helicopter transport for British Hawker Siddeley Harrier STOVL warplanes; one Harrier remains driven, armed, and ready for the launch of VTOL for emergency air protection against Argentina long-haul aircraft. The Atlantic Conveyor was drowned by Argentine Exocet missiles after dismantling the Harriers to the proper aircraft carrier, but the vehicles and helicopters still on board were destroyed.
After the war, the concept of so-called air defense systems wrapped up (SCADS) proposed a modular system to rapidly convert large ROROs into emergency aircraft carriers with ski jumps, fueling systems, radar, defensive missiles, ammunition, crewmembers, and workspaces. The entire system can be installed within about 48 hours on a container vessel or RORO, when required for operations up to a month without supply. The system can be quickly deleted and saved again when the conflict ends. The Soviet who flew Yakovlev Yak-38 aircraft also tested operations using civilian RORO vessels Agostinio Neto and Nikolai Cherkasov .
Maps Roll-on/roll-off
Type
The types of RORO vessels include ferries, yachts, cargo ships, barges, and RoRo services for air delivery. New cars transported by boat are often transported with a large RORO type called pure car carrier (PCC) or pure car/truck carrier (PCTC).
Elsewhere in the shipping industry, cargo is usually measured by metric ton, but the RORO cargo is usually measured in the meter in lag (BATAS). This is calculated by multiplying the cargo length in meters by the number of decks and by the width in the lane (different lane widths from ship to ship, and there are some industry standards). In PCCs, the cargo capacity is often measured in RT or RT43 units (based on Toyota Corona 1966, the first mass-produced car shipped in a special car carrier and used as the base size of the RORO 1 RT boat approximately 4m of the track space required to store the Corona Toyota area of ​​1.5m) or in units equivalent to a car (CEU).
The largest RORO passenger ferries were MSÃ, Color Magic , 75.100 GT cruise ferry that began operating in September 2007 for the Color Line. Built in Finland by Aker Finnyards, a length of 223.70 m (733Ã, ft 11Ã, in) and 35m wide (114Ã, ft 10Ã, in), and can carry 550 cars, or 1270 cargo columns.
The RORO passenger ferry with the largest car-carrying capacity is Ulysses (named after James Joyce's novel), owned by Irish Ferries. Ulysses began operations on March 25, 2001 and operates between Dublin and Holyhead. The ship GT 50.938 has a length of 209.02 m (685 ft ft) and a width of 31.84 m (104Ã, ft 6Ã, in), and can carry 1342 cars/4101 cargo lanes.
Car carrier
The first cargo ship specifically installed to transport large cars began operating in the early 1960s. These ships still have their own loading gear and what is called a hanging deck inside. They are, for example, hired by Volkswagen AG Germany to transport vehicles in the US and Canada. During the 1970s, the market for exporting and importing cars has increased dramatically and the number and type of RORO has also increased. In 1970, K Line Japan built "Toyota Maru No. 10", the first pure car carrier in Japan, and in 1973 built the European Highway , the largest pure car carrier (PCC) at the time, which carrying 4,200 cars. Today's pure automobile operators and their close cousins, pure car/truck carriers (PCTC), are different ships with a superstructure like a box that runs the entire length and width of the hull, which fully attaches the cargo. They usually have hard roads and side roads for double loading of thousands of vehicles (like cars, trucks, heavy equipment, tracked units, Mafi trailers, and loose statics), and an extensive automatic fire control system.
The PCTC has a liftable deck to improve vertical clearance, as well as a heavier deck for "high-and-heavy" cargo. A 6,500-capacity boat, with 12 decks, can have three decks that can carry cargo up to 150 short tons (136 tons, 134 tons long) with a panel that can be lifted to increase permits from 1.7 to 6.7 â € < â € These types of vessels perform a regular speed of 16 knots at an eco-speed, while at full speed can reach more than 19 knots. With the construction of 8,000-CEU Wallenius Wilhelmsen Logistics The Auriga Leadership Car, owned by Nippon Yusen Kaisha, built in 2008 with a capacity of 6,200 cars, is the world's first solar powered vessel.
Sea Worthiness
The RORO car ferry sailing by the sea, with large external doors that are close to the water surface and the deck of an open vehicle with some internal barriers, has a reputation as a high-risk design, to the point that acronyms are sometimes roughly extended to "roll on/roll" "An insecure and secure loading gate may cause the ship to take water and sink, as it did in 1987 with the MSÃ, Herald of Free Enterprise <.> Water spilled on the deck of a vehicle can regulate free surface effects, the ship is unstable and causes it upside down.The free surface water on the deck of the vehicle is determined by the Investigation Court to be the direct cause of the 1968 TEVÃ ©, Wahy's capitalization in New Zealand.It also contributes to the MS Estonia shipwrecks
Despite these inherent risks, very high freeboard increases the feasibility of these ships. For example, the car carrier MVÃ, Cougar Ace registered 80 degrees to the harbor side in 2006, but did not sink, because the high closed side prevents water from entering.
At the end of January 2016 MV Modern Express was dropped from France after the cargo shifted on board. The rescue crew secures the vessel and is transported to the port of Bilbao, Spain.
Some of the victims of RORO ships are mentioned here.
Variations
ROPAX
The ROPAX acronym (roll-on/roll-off passenger) depicts a RORO vessel built for freight transport along with passenger accommodation. Technically this includes all ferries with either roll-on/roll-off deck cars and passenger capacity, but in practice, boats with facilities for more than 500 passengers are often referred to as cruiseferries.
ConRO
The ConRo ship is a hybrid of RORO and container ships. This type of vessel has an area under the deck that is used for storage of vehicles while piling containers on decks. ConRo vessels, like those in the Atlantic Container Line fleet, can carry a combination of 1,900 equivalent twenty-foot units (TEU) containers, up to 1,000 TEU heavy equipment, projects and large cargo on three decks, and up to 2,000 cars on five decks. A separate internal ramp system inside the vessel separates cars from other vehicles, Mafi trailers, and break-bulk cargo.
RoLo
The RoLo ship (roll-on/lift-off) is another type of hybrid ship, with a slope that serves the vehicle deck but with other cargo decks that can only be accessed when the waves change or by using a crane.
LMSR
Large, Medium-Speed ​​Roll-on/Roll-off (LMSR) refers to some Military Sealift Command (MSC) class roll-on/roll-off cargo type vessels. Some were built specifically to transport military cargo, while others were converted.
See also
- Frank Bustard
- Konkan Railway Corporation
- List of roll-on/roll-off ship accidents
- Highway scrolling
- Cruise ship transportation
- Roll-on/roll-off disposal facility
- ferry service RORO, Gujarat
- BC Ferries
References
Further reading
Source of the article : Wikipedia
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