feasibility study for a roro-terminal -...

MEMO

PORT OF KARLSHAMN

Feasibility Study for a RoRo-terminal ASSIGNMENT NO: 7000334000

2014-10-06

Olof Fredholm

Martin Ullberg

Joakim Bengtsson

Kristofer Lilja

Fredrik Meurling

Emanuil Tsoutas

MEMO

2014-10-06

FEASIBILITY STUDY FOR A RORO-TERMINAL

Contents

1 Case Port of Karlshamn – BSR TransGovernance project 1

1.1 Background and objective 1

1.2 Planning horizons and impact on stakeholders 1 1.2.1 Stakeholder involvement in the process 2 1.2.2 Multilevel governance conclusions 2

2 Feasibility study with conclusions and recommendations 4

2.1 Study trips to Kiel and Fredericia 4 2.1.1 Kiel 4 2.1.2 Fredericia 4

2.2 Identification of need and specification of consultancy assignment 4

2.3 Preconditions for the feasibility study 6

2.4 Determination of current situation 8

2.5 Design of port and traffic system 11

2.6 Passenger terminal design 14

2.7 Design of Customs function 16 2.7.1 Rolling stock 16 2.7.2 Foot passengers 17

2.8 Cost assessment 18

Enclosures

1. Port of Karlshamn Basic Planning Data 2. Design of Port and Traffic System 3. Passenger Terminal and Customs Function for Foot Passengers 4. Customs Function for RoRo Vehicles 5. Cost Calculation

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1 Case Port of Karlshamn – BSR TransGovernance project

The Port of Karlshamn Feasibility Study has served as a basis for Chapter 1.

1.1 Background and objective

The purpose of the work was to highlight in detail the cooperation framework, from a

multilevel governance perspective, involving public and private stakeholders in the

planning phase of large changes in the Port of Karlshamn. The principal outcome of the

work conducted has been a feasibility study that also contains conclusions and

recommendations on the use of an MLG approach in public-private stakeholder

collaboration for the site.

The work started with an expressed need to extend the services offered by the port.

Larger and larger vessels are being handled at the port as a result of growing cargo

flows. The larger vessels also have a higher passenger capacity. This has created an

obvious need for new passenger facilities, gate solutions with higher security and levels

of automation, and the need for connections with public transport. A new intermodal

terminal has also recently been opened in the port area.

The development needs cannot be met in isolation by the actual port company

itself. Several of the players are key stakeholders in the planning and

implementation.

The stakeholders concerned are the Port of Karlshamn, DFDS Seaways (ferry

operator), the Swedish Customs, the border police, transport companies that use

the ferry services, tenants of the port warehouses, private motorists and foot

passengers.

1.2 Planning horizons and impact on stakeholders

The private business planning horizon is much shorter than that of the public sector.

While planning for the work on the terminal, a number of issues have been dealt with that

involve differences in the nature of the operations conducted by the stakeholders

involved. The need, for example, of the ferry operator to make important changes to the

terminal area at the port as soon as possible is an extremely difficult task to fit quickly into

the investment plans of the port.

The same applies to the planning of public transport so that it can serve the needs of foot

passengers. The regional public transport authority has to undergo a political process, as

all changes in traffic that entail additional costs have to be formally approved.

All stakeholders know their roles and the division between them. The issues that have to

be overcome concern both the nature of how to conduct everyday operations as well as

planning. The lack of synchronization in, for example, budget planning (the municipality

decides on its budget in June, whereas companies usually do so later in the year) is

another factor to consider.

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The impact on the different stakeholders has also been varied. The proposed changes

will affect the stakeholders in the following ways:

Port of Karlshamn

More efficient flows through the port

Elevated level of security with clearer ISPS delimitation and photo gate

Safer traffic in the port area

DFDS Seaways

More efficient loading procedures

Safer inspection of trucks and cargo carriers with photo gate. Possibly lower

insurance costs.

Customs

Operations moved to new premises, with separate locations for vehicles and foot

passengers.

Better siting in the flow chain within the port.

Area for the location of an X-ray truck

Border police

New premises for passport control for both departures and arrivals

Transport companies using the ferry services

Greater clarity in directions and stand-by areas within the port


Tenants of the port warehouses

Additional security filter with moved ISPS delimitation

Private motorists

Greater clarity in directions and stand-by areas within the port


Foot passengers

Easier and clearer navigation

New departure terminal

Bus transport to and from the ferries

1.2.1 Stakeholder involvement in the process

Although all the stakeholders specified earlier are relevant and should be taken into

account, the work on planning the changes that are to be made in the port has involved

the efforts of a smaller group. This is because it has been possible to obtain the infor-

mation needed for the feasibility study through a group of core stakeholders.

The stakeholders that were directly involved in the process were the port company itself,

the ferry operator and the Swedish Customs, as the only national authority involved. The

critical information was obtained through face-to-face meetings and site visits. Trade

unions were also involved.

1.2.2 Multilevel governance conclusions

The main conclusion from a multilevel governance point of view is that the needs of the

different players have to be taken into account early in the process, regardless of the size

of the proposed changes. Depending on whether the work is focused on, for example,

feasibility studies or actual construction, different groups of stakeholders are relevant.

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However, the prerequisites for all categories of stakeholders that will be affected need to

be taken into account.

Table 1.1 Multilevel governance matrix of direct involvement – Port of Karlshamn

Stakeholder

Phases

Port of Karlshamn

DFDS Seaways

Customs

Border police

Transport companies

Tenants

Private motorists

Passengers on foot

Initial discussions on development

needs X X

Feasibility study X X X

Implementation X X X X X

End user X X X X X X X X

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2 Feasibility study with conclusions and recommendations

This Memorandum comprises documentation of the feasibility study on how the Port of

Karlshamn can be developed within the framework of the EU TransGovernance Project.

The study has entailed various stages. Personnel from the port have made study trips to

Kiel and Frederica, Sweco has conducted interviews with port personnel, personnel from

DFDS and the Swedish Customs, and drawn up proposals for the design of the port area

and associated properties.

2.1 Study trips to Kiel and Fredericia

In order to obtain ideas and new views on how different problems in a port can be solved,

the Port of Karlshamn Authority made two study visits: one to Kiel in Germany and the

other to Fredericia in Denmark. The reason for visiting these particular ports was that

DFDS operates transport services and terminals there that strongly resemble the

operations conducted between and in Karlshamn and Klaipeda. The outcome of the visit

was a specification of requirements that was used for the purpose of the feasibility study

performed by Sweco.

2.1.1 Kiel

DFDS services on the route between Kiel and Klaipeda are very reminiscent of the

services operated in Karlshamn. Here, RoPax vessels carry both passengers/trailers and

T/T, which enables a direct comparison to be made with the traffic operated in

Karlshamn. Kiel has for some time made substantial investments in its gate function,

where safety and control in the form of photographs taken of all vehicle sets and

combinations are taken on. The area in which the port is operated in Kiel is large and the

surface requirement is therefore not a congested sector. The area inside the gates,

however, is more limited. The visit made to Kiel was very informative and rewarding since

many of the functions and solutions are easy to transfer to meet the requirements in

Karlshamn.

2.1.2 Fredericia

DFDS services on the Fredericia route have a different setup from the traffic that operates

from Kiel and Karlshamn. Fredericia only has RoRo-traffic with trailers as freight carriers.

The need for a gate function is therefore different in that there are no passengers or

driver-based traffic. Fredericia has a form of shell protection with the same code for all

openings. All gates are CCTV-monitored.

2.2 Identification of need and specification of consultancy assignment

Following the study visits, the Port of Karlshamn produced a graphical summary

(Enclosure 1) in order to determine more effectively which solution they should proceed

with. The setup that is most similar to the situation in Karlshamn is the one employed at

Kiel. The material has served as a basis for the present consultancy assignment in order

to optimize the site areas in Karlshamn.

The consultancy assignment has consisted of conducting a feasibility study incorporating

the following items. The results are presented in the form of an overall drawing of the

proposed new port layout supplemented with more detailed drawings of the passenger

terminal and Customs functions. The drawings are also reproduced in a smaller format

later in the document.

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Proposal for the location of a new gate, including the possibility for both

automated and manual check-in. It shall also be possible for the photo-gate

function to be located here.

Proposal for the overall traffic system in the RoRo terminal.

Proposal for holding areas/lanes for trucks, cars and detached trailers as per

design prerequisites drawn up by the port authorities.

Proposal for the siting and overall design concept for the passenger terminal.

Proposal for the localisation of Customs functions and overall design concept.

Calculation of the overall investment cost for the components included in the

feasibility study, i.e. gate, holding areas including the traffic system, passenger

terminal and Customs function.

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2.3 Preconditions for the feasibility study

The Port of Karlshamn is one of Sweden’s ten largest cargo ports and has in government

surveys and planning documents been specified as being of both strategic and central

importance. Operations are conducted within several different product and goods

categories: forestry products (pulp, pulpwood, sawn timber, paper), bulk products (scrap

metal, stone, salt), petroleum products (oil, gas, petrol, diesel fuel, other chemicals) and

RoRo- and container operations. The port is divided into several different geographical

areas, including Sutudden, Oxhaga and Stilleryd.

The Port of Stilleryd is one of Karlshamns Hamn AB’s port facilities, and is located some

3 km west of Karlshamn, see Figure 2.1.

Figure 2.1 The port areas in Karlshamn.

The port area was built in the 1970s as an entirely new facility with substantial potential

for development. Traditionally, it has been mainly bulk and general goods that have been

handled in the Port of Stilleryd. Around the turn of the century, the port of Stilleryd was

supplemented with a RoRo section. Since the mid-1990s, RoRo-traffic has been

introduced between Karlshamn and the Baltic countries. 1999 saw construction of the first

ramp in the Port of Stilleryd, and heavy traffic no longer had to drive through the central

parts of the town. In 2004, Ramp 2 and the current passenger terminal were completed.

Holding areas and traffic systems have since then been gradually adapted to cope with

the rapidly growing traffic. In 2003, some 35 000 units were handled, a figure that has

since risen to 65 000 units in 2013. The passenger volume in 2003, including truck

drivers, was 35 000 and today the figure has reached approximately 135 000. The

increase in goods flows across the Baltic is expected to continue for many years to come.

Traffic between Karlshamn and Klaipeda has been steadily increasing for many years, and is expected to continue. Today’s layout of the RoRo-terminal will be incapable of coping with the growth in traffic volume. In order to be able to assess the future need for space in the port area, and thereby make it possible to develop design proposals, the Port of Karlshamn has drawn up a set of basic planning data with an assessment of future traffic volumes that are presented in Table 2.1.

Stillerydshamnen

Karlshamn

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Table 2.1. Set of design conditions drawn up by the Port of Karlshamn.

Trucks with trailers and drivers

Klaipeda traffic One departure 230 m ship. 2 800 running m

“Other traffic” One departure minus share of cars

1500 running m

Detached trailers, other vehicles/ load carriers driven on board by port Klaipeda traffic Max 3 days holding 80+80 To be positioned

near the ramp. Should be able to grow.

“Other traffic” Accommodated within Klaipeda

“Intermediate port calls”

max 3/week 20 + 20 Different times from daily services

Cars

Klaipeda traffic One departure Max 200 cars. 1000 running m Interacts with volumes for trucks/trailers

“Other traffic” One departure Max 300 bilar. 1500 running m Interacts with volumes for trucks/trailers

Foot passengers via terminal

Klaipeda traffic One departure Max 100 passengers

“Other traffic” One departure Max 100 passengers

People inside terminal ”at the same time”

“Same” departure times

100+share of car drivers + a few truck drivers times two. 300 persons?

“Different” departure times

100+share of car drivers + a few truck drivers times two. 150 persons?

In addition to the number of vehicles that are forecast, the vehicle size is also a design

factor for the traffic system. The following vehicle sizes have been used:

16 m vehicle sets (truck with trailer, type vehicle Lps)

25.25 m vehicle sets (truck with dolly and trailer, type vehicle Lmod)

19 m vehicle set (truck with plant trailer, type vehicle LpSpec).

The accessibility requirement and space needed by vehicles will be tested by means of digital track analyses.

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2.4 Determination of current situation

In order to be able to study a future setup and an improvement in the present port

structure, a determination was initially made of the present situation. The situation in the

port with regard to structure and activities was established by means of two site visits,

interviews with personnel from the Port of Karlshamn, an interview with experts from

DFDS and interviews with the Customs authorities.

From the Port, interviews were held with Tomas Carlsson, Head of Operations, and Ian

Birgersson, Supervisor for RoRo-operations. The interviews were conducted in the Port of

Karlshamn and combined with a tour of the port area. During the course of the interviews

and the tour of the port area, accounts were given of the various port activities and how

the space within the port area is used today. In connection with the tour, the port

personnel were able to describe how the Customs authority works and which premises

they have access to. In addition, a description was given of those parts of the premises

within those areas that could be demolished without having any form of negative impact

on the operations. Tomas’ and Ian’s experience of the work conducted within the port, in

combination with an account of all the meetings that are held with drivers who pass

through the port in order to embark and disembark from the ferries, gave a good picture

of the kind of possibilities for improvement that exist. Among other things, examples were

given of the difficulties experienced by the drivers in following signs, despite the fact that

they consist of symbols rather than text.

At present, the flow through the port is divided up. Import and export trailers are collected

from and returned to the same place to the west. Trucks and drivers that are to board the

ferry park their vehicles first of all in the northern part of the area and go on foot to the

southern part of the warehouses in the centre of the facility, where the passenger terminal

and ticket office are situated. After this, they have .to wait in their cabs until they receive

the signal to proceed into the harbour area and take their places in the boarding lanes.

East of the warehouses, they mix with vehicles disembarking from the ferry and making

their way out on to the road network. This is also where the Customs authority makes its

inspections. For more detailed examinations/inspections of both cars and trucks, the

Customs authority has heated premises in the south-eastern part of the warehouses in

the middle of the port area, see Figure 2.2

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Figure 2.2 Today’s traffic system layout inside the port entails a considerable number of intersecting flows, dispersed operations and a shortage of vehicle holding capacity.

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The interview with the expert from DFDS Seaways PLC, Head of Operations Alistair

Campbell, was also held in Karlshamn. The purpose of the interview was to take

advantage of Alistair’s experience of harbour operations from other ports in Europe. He

stressed the benefits of having a flow in one direction within the port, but he also

emphasised the importance of a simple and clear flow for other activities in the port.

In order to be able to design the port in the best way possible, it is also important to give

due consideration to the Swedish Customs and their activities. For this reason, an

interview was held with Bengt Möller from the Swedish Customs in Helsingborg in order

to share their experience from other ports. Bengt gave an account of what is important in

order for their work to be carried out smoothly. He also provided guidelines concerning

the sizes and functions of the type of premises the Customs authorities need, as well as

preferable locations with consideration to incoming and outgoing traffic flows.

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2.5 Design of port and traffic system

Based on the interviews referred to above, site visits and design requirements, a design

proposal has been drawn up. The proposal gives due consideration to the fact that there

must be holding areas for trucks, trailers and cars. All trucks arriving at and departing

from the port area will pass through a photo gate. The passenger flow of private

individuals has been studied for those who arrive both with and without a car.

Consideration has also been given to the flow of goods that is loaded and offloaded in

one of the RoRo-terminal warehouses.

The goal has been to create secure and well-functioning port operations for everyone

who will use them. In the case of traffic safety, the number of crossing points between

pedestrian traffic and goods vehicles has been minimised. In order to simplify matters for

everyone passing through the area, the surface areas have been clearly defined by

means of linear markings and clearly demarcated traffic areas, so that it is easy for

people to find their way around. Further clarification is achieved by supplementing the

design with road signs suspended both from gantries and attached to poles.

The proposal incorporates a rerouting of the access road to the existing Port Office and

Båtsman Skottes väg. The rerouting is based on the Swedish Transport Administration’s

requirements and guidelines concerning the design of roads and streets (VGU, 2012).

The basic principle has been to create a circular single-direction flow with no traffic

moving in the opposite direction. The purpose is on the one hand to facilitate matters for

those road users who are trying to orientate themselves within the facility, and on the

other to reduce the risk of accidents and serious incidents. The design can be seen from

Figure 2.3 and Enclosure 2, and the size of the respective areas from Table 2.2.

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Figure 2.3 Outline drawing of new port layout proposal

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Table 2.2 Areas subdivided according to category as per outline drawing.

Category Volume Comments

Truck 2170 running m Divided into 2 areas

Car 800 running m Divided into 2 areas

MAFI 80 pcs. * 12 running m Excluded associated handling area

Detached trailer, export 113 pcs. Divided into 2 areas

Detached trailer, import 88 pcs. Divided into 4 areas

Long-term parking, car 91 pcs.

Flexible use area 3 740 m2

Furthest to the north, a small area has been set aside for arriving cars and trucks. The

idea is that it should be possible for their drivers to stop here and go in and out of the

building to fetch tickets so that they can then continue along the road. At the end of the

road there is a photo-gate.

Adjacent to the passenger terminal there is a parking area for cars whose drivers are

there to drop off or pick up passengers, or alternatively to leave their vehicles for long-

term parking while they board the ferry without their cars. Foot passengers are

transported by bus from the terminal to the ferry and vice versa.

Detached trailers for export have been located immediately north of the ferry port to

facilitate the loading procedure for the port personnel. East of the export trailers there is

an embarking lane area for departing trucks and cars. Furthest to the east – within the

ISPS border – there is a flexible-use area for project loads and other temporary holding

purposes.

Import trailers are located furthest to the south. In this way, a truck that delivers an export

trailer can continue in the flow and collect an import trailer on the way out. The area for

import trailers has been demarcated with a fence. The reason for this is to try and prevent

vehicles, individuals or other objects from being parked or standing here while waiting for

the Customs inspectors to leave the port so that they can then drive out from the facility

without the risk of inspection or examination.

Exit lanes for both cars and trucks are routed east of the central storage building in

exactly the same way as at present. At the point where exit traffic meets the traffic that is

to enter the warehouses, central separation barriers with refuges have been provided.

The area set aside for the handling of MAFI-trailers and the loading/offloading of goods in

the warehouses has been sited north of the buildings.

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2.6 Passenger terminal design

The terminal building has been designed and sized to hold a maximum of 150

passengers inside the terminal at the same time.

The ticket counters are angled towards the entrance and any queuing will be in the

direction of the exit in order not to conflict with the queues at the ticket counters. The

Ticket Hall contains three toilets, and another toilet for disabled persons is situated in the

Transit Hall. Behind the ticket counters is the “back office”. If there should ever be a need

for additional office space, it could be arranged on another floor. After ticket inspection

comes the Transit Hall, which is an open-plan area as far as the Passport Control and

exit.

The area needed for the Transit Hall is 0.5 m2 per person. Seating equivalent in area to

0.5 m2 per person (i.e. the total number of passengers times 0.5 m

2) is grouped to the left

in the vicinity of the toilets, which also include a toilet for disabled persons. Physically

disabled persons in wheelchairs require a width of 90 cm (120 cm preferably) between

rows of seats or through doors/control points. Toilets for the disabled, including nursery

rooms, need to be 220 x 220 cm in size. The flow continues to Passport Control and the

exit.

For a design capacity of max. 300 persons inside the premises at the same time, it is

basically only in the Transit Hall that changes need to be made. This could mean, as a

proposal, a second floor with a spiral staircase and a 20 m2 shop on the bottom floor. The

floor above would only contain a waiting-room, but it would afford a good view out over

the port area if glazed walls were to be provided. Altogether, this means that the

building’s ground print is equivalent to 600 m2. If there is a strong likelihood of an

increase in traffic, it would be advantageous to construct the second floor without delay.

The upper floor could be used for some other purpose in the meantime. The passenger

terminal is situated to the left of the property, see Figure 2.4 Enclosure 3.

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Figure 2.4 Design proposal for the passenger terminal.

The passenger terminal should be located in the vicinity of the check-in area for other

types of traffic for the coordination of ticket offices, rest rooms, etc. Adjoining the

passenger terminal, parking facilities should also be provided for the long-term parking of

cars belonging to those individuals who want to travel without their cars.

During the interviews with the Port of Karlshamn Authority, it emerged that one possible

solution could be a redisposition of the present port authority office for use by a function

such as the passenger terminal.

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2.7 Design of Customs function

The Customs function adjacent to the facility has two parts: one for rolling stock (cars,

trucks and buses) and the other for foot passengers. In order to determine how large a

ground print the Customs functions would make in the geographical layout, schematic

diagrams have been produced based on Swedish Customs’ standards. Agreement will be

reached on the exact design in the course of continued negotiations between the Port of

Karlshamn and the Swedish Customs.

2.7.1 Rolling stock

For the inspection and examination of vehicles, a hall is needed for trucks and buses as

well as two smaller halls for cars. The truck hall shall also contain a loading platform to

enable the offloading of an entire trailer and allow goods to be located to one side. The

hall is 25 m long and 10 m wide. To this shall be added the width of the loading platform,

i.e. 6.5 m. The two halls for cars, which are each 11.5 m long and 7.5 m wide, are

arranged in series in the direction of flow for vehicles disembarking from the ferry, see

Figure 2.5 and Enclosure 4.

Figure 2.5 Customs building design.

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Located between the truck and car halls are the office, interview and examination rooms,

staff room, dog room, etc. The idea behind the proposed layout is that it will be possible

to bring in people for questioning or examination from each vehicle hall without needing

to go through any of the other halls. In all, the facilities for rolling stock will be a building

25 m x 25 m in size, which is equivalent to 625 m2.

Ahead of the inspection halls, a new area has been provided to serve as a parking bay

for the Swedish Customs’ X-ray inspection truck.

2.7.2 Foot passengers

Since foot passengers will be transported by bus between the passenger terminal and the

ferry, the Customs’ functions must be located adjacent to the terminal. The waiting-hall,

passport control and Customs’ filter have been inserted and are shown in Figure 2.4 and

Enclosure 3. The areas are sized on the basis of the same number of passengers as the

facilities for departing traffic. The size of the entire Customs’ facility is calculated to be

approximately 340 m2.

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2.8 Cost assessment

The survey proposal has been costed on a general basis. The Unit Rates that have been

used in the costings are based on experience values and on other data collected from

previous projects. The cost calculation is presented in Table 2.3. The complete

calculation is reproduced in Enclosure 5.

It should be noted that the calculation is on a general level and that the ground conditions

are assumed to be normal with no need for stabilisation, reinforcement or the excavation

of contaminated soil. A more accurate analysis would require further detailed design

supplemented by more detailed price monitoring on the market.

Table 2.3 Outline cost calculation.

Cost calculation compilation SEKM

Properties 36.4

Ground surfaces 59.0

Design 5.0

Proprietor expenses 3.2

Risk costs 7.2

Total budget 110.9

Standard deviation +/- 7

RoRo (truck+trailer)

Check in operatör (DFDS) Mindre angöringsyta

ISPS gräns, Hamnens kontrollansvar

Fotogate

Uppställning viss definierad tid före avgång Trucks Trailers

Färja Färja

Trailers

Fotogate

ISPS gräns, Hamnens kontrollansvar

Mindre väntyta för dragbilar

Bilaga

Enclosure 1. Port of Karlshamn Basic Planning Data

Passagerare (personbilar)

Check in operatör (DFDS) Bestämd tid före.

ISPS gräns, tull. Hamnens kontrollansvar

Biluppställning per avgång

Färja

P Vänt- sal

Färja


Bilaga


Passagerare (gående)

Vänt- sal

Check in operatör (DFDS)

P Kollektivtrafik


Buss till färjan Buss från färjan


Vänt- sal

Kollektivtrafik P

P P

Bilaga


B

D

14

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A

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WC

WC WC WC

HWC WC WC WC WC

TICKETCOUNTER

WAITING HALLWAITING HALL

OFFICE

PASSPORTCONTROL

BAGGAGEEXAMINATION

BREAK ROOM/KITCHENETTE

WAITING-ROOM

BODY SEARCHROOM BS.

WC

Preliminary study Roro-terminal Karlshamn 2014-10-06Scale 1:200Size: A4

DRAFT DRAWIN

G

N

Draft design of passport control and customs building at Karlshamn harbour

35 m

35 m

Enclosure 3. Passenger Terminal and Customs Function for Foot Passengers

HWC

DOGROOM

INTERVIEWROOM OFFICE

BREAK ROOM/KITCHENETTE

WAITING-ROOM

LOADING PLATFORM

RETRACTEDLIFTING PLATFORM

TRANSPORT VEHICLE/BUSINSPECTION

25 m

25 m

CARINSPECTION

CARINSPECTION

WAITINGROOM

BODY SEARCHROOM

BS.WC

EQUIPMENTROOM

EMP.WC

Preliminary study Roro-terminal Karlshamn2014-10-06Scale 1:100Size: A3

DRAFT DRAWIN

G

Draft design of customs building at Karlshamn harbour

N

Enclosure 4. Customs Function for RoRo Vehicles

RoRo Terminal Karlshamn2014-09-05

Compilation cost calculation SEKM

Properties 36,4

Ground surfaces 59,0

Design 5,0

Proprietor costs 3,2

Risk costs 7,2

Total budget 110,9

Standard deviation +/- 7

Properties

Ground surfaces

Design

Proprietor costs

Risk costs

Enclosure 5. Cost Calculation

Project: RoRo Terminal KarlshamnAssignment No: 7000334Date: 2014-09-05

Costings compilation, Level 1

Cost assessment all years

BL

OC

K DESCRIPTION Unit Quantity MIN (SEK) PROBABLE MAX (SEK)WEIGHTED

FUNDS

SHAREOF

FUNDS% STAND. DEV. VARIANCE

PRIO/ CALC. RISK NOTE

1 NEW GATE

1.1 Building with installation component box and s reen at truck height pce 3 1 600 000,0 1 830 000,0 2 000 000,0 5 453 265 5% 258 065 66 597 294 485 0%

2 HOLDING AREAS INCLUDING TRAFFIC SYSTEM (57 996 999) Not included in summation

2.1 Truck area m2 74700 500,0 716,0 900,0 52 997 363 48% 6 425 806 41 290 988 553 590 94%

2.2 Car parking m2 3035 350,0 477,0 550,0 1 414 248 1% 130 538 17 040 073 997 0%

2.3 New road m2 3015 400,0 477,0 650,0 1 497 224 1% 162 097 26 275 364 204 0%2.4 Traffic system pce 1 1 700 000,0 2 080 000,0 2 500 000,0 2 088 163 2% 172 043 29 598 797 549 0%

3 PASSENGER TERMINAL

3.1 New passenger terminal m2 1113 15 000,0 20 000,0 22 000,0 21 578 571 19% 1 675 484 2 807 246 201 873 6%

4 CUSTOMS FUNCTIONS 0

4.1 New building with Customs functions m2 625 13 000,0 15 000,0 17 000,0 9 375 000 8% 537 634 289 050 757 313 1%

7 DESIGN set ? 1 3 000 000,0 5 000 000,0 7 000 000,0 5 000 000 5% 860 215 739 969 938 721 2%

8 PROPRIETOR COSTS set ? 1 2 000 000,0 3 000 000,0 5 000 000,0 3 204 082 3% 645 161 416 233 090 531 1%

9 GENERAL UNCERTAINTIES

9.1 Quantity deviations/Changes and Additional Works set ? 1 5 000 000,0 7 000 000,0 10 000 000,0 7 204 082 6% 1 075 269 1 156 203 029 252 3%

9.2 Laws and regulations 0 0% 0 0 0%

9.3 Swedish Transport administration/proprietor 0 0% 0 0 0%

9.4 Opinion/surroundings 0 0% 0 0 0%

9.5 Implementation 0 0% 0 0 0%

9.6 Financing 0 0% 0 0 0%

9.7 Development and utlisation 0 0% 0 0 0%

9.8 Ducting to to barriers, etc./ wireless systems pce 1 700 000,0 1 000 000,0 1 500 000,0 1 040 816 1% 172 043 29 598 797 549 0%

9.9 Miscellaneous (voluntary) 0 0% 0 0 0%

9.10 Miscellaneous (voluntary) 0 0% 0 0 0%

GROSS COST 50 % PROBABILITY (SEK): 110 852 815 100% 6 616 079 43 772 504 939 877 100%UNCERTAINTY 1-STD.DEV. (SEK): +/- 6 616 079

UNCERTAINTY 1-STD.DEV. (%): +/- 6%

COST


Designation Quantit Unit Price per unit Total

Status 1 New gate 5 490 000

1.1

Buiding with installation component box

and screen at truck height 3 1 830 000 5 490 000Building with installation component

box and screen at truck height Camera

system Traffic lights red/green on 3 m

pole Project management, installation

and travel costs Building 10 x 8 m.

Height 7 m. Gate opening: 5 m high 4 m

wide 240 m2 22 875 5 490 000

Status 2 Holding areas incl. traffic system 58 413 398

2.1

TRUCK AREA Asphalt heavy traffic on

normal ground 4/c, ds 74 700 m2 716 53 447 850Soil excavation, Case A 22 410 m3 150 3 361 500Soil excavation, Case B 14 940 m3 300 4 482 000Backfill soil, Case A 22 410 m3 35 784 350Sub‐base Tj 300 74 700 m2 125 9 337 500Bearing course Tj 110 74 700 m2 55 4 108 500Bitumen‐stabilised gravel BG 50 74 700 m2 120 8 964 000Soft asphalt concrete 100 Mab 12t 74 700 m2 300 22 410 000

2.2

CARPARK Asphalt normal traffic on normal

ground 2/c,ds 3 035 m2 477 1 447 543Soil excavation, Case A 607 m3 150 91 050Soil excavation, Case B 304 m3 300 91 050Backfill soil, Case A 607 m3 35 21 245

Sub‐baseTj 150 3 035 m2 55 166 773

Bearing course Tj 110 3 035 m2 55 166 925

Soft asphalt concrete 100 Mab 12t 3 035 m2 300 910 500

2.3

NEW ROAD Asphalt normal traffic on

normal ground 2/c,ds 3 015 m2 477 1 438 004

Soil excavation, Case A 603 m3 150 90 450

Soil excavation, Case B 302 m3 300 90 450

Backfill soil, Case A 603 m3 35 21 105

Sub‐base Tj 150 3 015 m2 55 165 674

Bearing course Tj 110 3 015 m2 55 165 825

Soft asphalt concrete100 Mab 12t 3 015 m2 300 904 500

2.4 Traffic system 1 pce 2 080 000 2 080 000

Sign gantries 3 pce 50 000 150 000

Signs 10 pce 2 000 20 000

Line painting 10 000 m 35 350 000

Lighting 1 pce 500 000 500 000

Fencing 1 300 m 650 845 000

Gates 5 pce 25 000 125 000

Barriers 6 pce 15 000 90 000

Status 3 Passenger terminal 22 260 000New passenger terminal 1 113 m2 20 000 22 260 000

Status 4 Customs functions 9 375 000Customs functions 625 m2 15 000 9 375 000

Net

calculation 95 538 398


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