8 Engineering of Civil Works

8.1 Breakwaters

8.1.1 Basic Data for Breakwaters Design

8.1.1.1 Tidal levels

HHWL +1.80m
MHWL (spring) +1.52m
MSL +0.84m
MLWL (spring) +0.09m
Chart Datum 0.00m

For design of the breakwaters, the design high water level of +2.0m CD has been considered, in
conjunction with the design wave heights as detailed below. This water level is to allow for any
possible storm surge at the project site and has been selected carefully after studying the
observed highest water levels during cyclones at the nearby Visakhapatnam Port.

8.1.1.2 Wave Data

Normal Wave Conditions

The Project site is well protected from resultant waves approaching from SW, SSW and NE
directions, while it is exposed to waves from SSE, S, E and ENE.

The near shore direction of waves at 10m depth is 155º for waves from southern quadrant while
it is 75º for waves from Eastern quadrant.

The 1 in 1 year wave height for resultant waves from south is 2.4m at 10m water depth. The 1 in
1 year swell waves from south is 2.1m and swell direction is 155º at 10m water depth.

Extreme Wave Conditions

In order to define the design wave conditions in the project area, extreme wave analysis has
been carried out with the storm data collected for the period 1971-2002. A hindcast study using
cyclonic storm data, close to project site was carried out to establish the extreme significant
wave heights. These in turn were used to determine probability of occurrence during the lifetime
of the structure for return periods of one in 5, 10, 50 and 100 years. These extreme waves are
likely to propagate to the near shore waters from two predominant directions i.e. SE and E,
based on the observed cyclonic tracts close to the project area. The significant wave heights
computed for 10m contour depths on either side of Balacheruvu creek are higher for waves from
SE direction compared to that those from the East.

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 These computations mentioned above for the extreme wave conditions near the project site are
given in the following Table 8.1:

Table 8.1: Extreme Wave Condition at Project Site

Deep Near Shore Wave Height (m)

Return

Direction
Water South of Creek North of Creek
period
Wave 20m Water 10m Water 20m Water 10m Water
(yr)
Height (m) depth depth depth depth
SE 4.1 3.9 4.1 3.9
5 4.4
E 3.8 3.7 3.8 3.2
SE 5.5 5.0 5.5 4.9
10 6.1
E 5.0 4.7 4.9 4.0
SE 8.5 6.1 8.4 5.9
50 10.2
E 7.5 6.1 7.4 5.0
SE 9.1 6.3 9.1 6.1
100 12.0
E 8.3 6.4 8.2 5.2

8.1.1.3 Shore Details

The general shoreline between LWL and HWL north of creek makes an angle of 50º-60º
whereas the same south of the creek is at an angle of 10º-20º.

The depth contours are nearly parallel to the shoreline and are nearly equally spaced at 50m in
the northern and easterly direction upto about 10m depth and are at 100m spacing towards the
deep water. Near the southern head land the depth contours are more closely spaced. The 10m
contour is about 700m from the LWL in front of the creek whereas the same is about 250m in
the easterly direction of the head land.

There is a suspected rock ridge near the head land and a Pigeon Rock exists about 700m in
front of the Bay, which extends well above the HWL.

8.1.1.4 Other Design Assumptions

3
• Stones upto 6 T are economically available with density of 2.65 T/m
3
• The minimum density of concrete armour units will be 2.35 T/m
• Concrete slab with a parapet will be provided at the crest of the breakwater. This work
would be carried out only after the construction of the breakwater upto the permanent
roundhead is completed with the crest of the breakwater at the construction level.
• The normal life of the breakwater is 50 years.

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 • The breakwater construction will be by end-on dumping method and that there will be no
restriction/ limitations of crane for laying armour units. However where possible
construction shall by carried out by Barge dumping.
• Both the breakwaters would be constructed simultaneously.

8.1.2 Design Wave Height

Extreme wave conditions as obtained by Hindcasting study, carried out by L&T Ramboll, are
given in Table 8.1.The wave heights to be considered for the breakwaters design would depend
upon the extreme wave conditions for 1 in 10 years and 1 in 50 year return periods for the
respective depths in which breakwaters are located from considerations of over topping and
section design respectively. It would be seen from the layout drawing that the North breakwater
is proposed from HWL to –11.5m depth contour whereas the south breakwater is HWL to –
14.5m. Considering the extreme wave heights, their return periods, depths in which the
breakwaters are located, the importance of the breakwaters (i.e. functional requirements) and
the judgment for allowing the risk factor, the following design conditions are adopted:

8.1.2.1 North breakwater

a) No overtopping for 5.0m waves

b) No damage for waves upto 5.0m
c) Repairable damage for 5.5m waves
d) Wave direction 75º

8.1.2.2 South breakwater

HWL to – 8m contour
a) No overtopping for 5.5m waves
b) No damage for 6.0m waves
c) Repairable damage for 6.5m wave

From – 8m to –14m contour

a) No overtopping for 6.0m waves
b) No damage for 7.5m waves
c) Repairable damage for 8.0m waves
d) Wave direction 155º

8.1.3 Crest Width and Elevation

The primary purpose of the breakwaters at the Gangavaram port is to provide the required
tranquility conditions in the manoeuvring areas and berths. The port is not considered to act as
a survival port to allow shelter for ships during cyclone. The required minimum crest height of

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 the breakwater is determined by the allowable wave penetration by overtopping during extreme
conditions and no overtopping criteria during operational wave climate.

The crest width is determined by the minimum requirements for operation and maintenance
near the root of both breakwaters. Wider crest width would facilitate easy / speedy movement of
the handling equipment during construction. During the construction stage the normal wave
should not overtop so that the construction of breakwater would be possible for the maximum
period available. The crest level and width will change from shallow to deeper waters and
proper transition needs to be provided for the construction stage and final completed sections.

8.1.4 Armour Units

For the armour units following options have been considered:

• Rock as armour layer

• Concrete Armour Units such as
o Tetrapods
o Accropodes
o CoreLoc

While evaluating the above options the major factor under consideration will be the cost of
breakwaters and the implementation schedule. It has been observed that at the present site
conditions, the placement of rock for breakwater construction will be limited on an average to
about 5,000 t/day, either by end on dumping method or a combination of end on and marine
dumping.

It is envisaged that using the rock, as armour layer, would require very large sizes stones, which
may not be economically available. A berm type breakwater will require much greater quantities
of stones, which will have significant impact on the construction schedule of the project.

The tetrapods have been successfully used as concrete armour layers over the years. These
are placed in double layers.

Accropodes and CoreLoc are the latest concrete armour units, which are placed in single layer
at much steeper slopes as compared to the tetrapods. As a result, breakwaters with these
armour units require lower quantity of rock. Further these units have higher Kd values as
compared to tetrapods resulting in reduced weight of the armour unit.

Hence the selection of the armour unit is limited to between Accropodes and CoreLoc. There is
only a marginal difference in the Kd values of the two units and the cost differential is not
considered very significant. Accropodes have been successfully used in India in Ennore project
and these have the advantage of ease in placement at greater depths, where heavy armour

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 units are required. It is also learnt that the patent for Accropodes is likely to expire very soon,
which means that no royalty would be required to be paid, although the services of “SOGREAH’
may still be required for specialist technical assistance.

It is therefore proposed to use Accropodes as armour layer for the further detailing of the
breakwaters. During the implementation stage the decision on CoreLoc or the newly introduced
armour units “Accropode II” could be taken depending on the cost economics.

8.1.5 Breakwater Cross Sections

Hudson formula is used for calculating the weight of armour unit

es H 3
W= 3
e 
K D  s − 1 × cot α
 ew 

where W = weight of armour unit

es = Mass density of armour unit
H = Wave height
KD = Stability Coefficient
ew = Mass density of water
cot α = Armour slope (H/V)

The values for KD considered are as follows

Stones (in double layer) KD = 3.0 for breaking waves

KD = 3.5 for non-breaking waves

Accropodes (in single layer) KD = 12 for breaking waves

(SOGREAH brochure) KD = 15 for non-breaking waves

Calculations are carried out for various wave heights. The maximum stone size available is 6 T.
Therefore armour layer of 4-6 T is considered as a limit and where the required weight is
exceeding 6 T of stones, Accropode units in the armour in a single layer is proposed.

The results of these calculations are given in the Tables 8.2 and 8.3 presented below:

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Table 8.2
Armour layer of stones
3
Density 2.65 T/m
KD = 3.0 for Breaking Waves
KD = 3.5 for Non-Breaking Waves

Bed Level Water depth Breaking Wave Armour Armour Unit

(m) CD at DWL (m) Height (m) Slope Weight
0.0 2.0 1.56 1.5 0.56 T
-1.0 3.0 2.34 1.5 1.89 T
2.0 1.42 T
-2.0 4.0 3.12 1.5 4.49 T
2.0 3.37 T
-2.5 4.5 3.5 1.5 6.34 T
2.0 4.75 T

Table 8.3
Armour layer of Accropode
3
Density 2.35 T/m
KD = 12.0 for Breaking Waves
KD = 15.0 for Non-Breaking Waves

Bed Level Water Depth Design Wave Wave Condition Armour Armour
(m) CD at DWL (m) Height (m) Slope Unit
Weight
-3.5 5.5 4.3 Breaking 1.5 4.8 T
Non-breaking 1.5 3.84 T
-4.5 6.5 5.0 Breaking 1.5 7.55 T
5.0 Non-breaking 1.5 6.04 T
-5.0 7.0 5.5 Breaking 1.5 10.06 T
5.5 Non-breaking 1.5 8.04 T
-6.0 8.0 6.0 Breaking 1.5 13.05 T
6.0 Non-breaking 1.5 10.44T
-6.5 8.5 6.5 Breaking 1.5 16.60 T
6.5 Non-breaking 1.5 13.28 T
-7.0 9.0 7.0 Breaking 1.5 20.73 T
7.0 Non-breaking 1.5 16.58 T
-8.0 10.0 7.5 Breaking 1.5 25.50 T
7.5 Non-breaking 1.5 20.40 T
-8.5 10.5 8.0 Breaking 1.5 30.94 T
8.0 Non-breaking 1.5 24.76 T

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 Stone Gradations in general would be

1 to 100 Kg Bedding layer 0.5m thick

upto 0.5 T Core, well graded. Maximum 10-15% passing 100mm

Double layer thickness

0.5 – 1.0 T 1.5m

1.0 – 2.0 T 2.0m
2.0 – 4.0 T 2.5m
4.0 – 6.0 T 3.0m

Based upon the proposed design conditions and calculations given in Tables 8.2 and 8.3
above, the armour units are provided as given below:

A. North Breakwater

Bed Level (CD) Size of Armour Type of armour Slope (H:V) Layer Thickness
upto 0m 0.5 – 1.0 T Stones 1.5:1 1.5m
0 to - 1.5m 1.0 – 3.0 T Stones 1.5:1 2.0m
-1.5 to –2.5m 4.0 – 6.0 T Stones 1.5:1 3.0m

-2.5 to –4.5m 7.2 T Accropodes 1.5:1 1.86m

-4.5 to –11.5m 9.6 T Accropodes 1.5:1 2.05m

Roundhead
–11.5m 21.6 T Accropodes 1.5:1 2.68m

The cross sections of the north breakwater are presented in Drawing 0903/DPR/325. The
details of roundhead are presented in Drawing 0903/DPR/327.

B. South Breakwater

Bed Level (CD) Size of Armour Type of armour Slope (H:V) Layer Thickness
upto 0m 0.5 – 1.0 T Stones 1.5:1 1.5m
0 to -1.5m 1.0 – 3.0 T Stones 1.5:1 2.0m
-1.5 to –2.5m 4.0 – 6.0 T Stones 1.5:1 3.0m

-2.5 to –4.5m 9.6 T Accropodes 1.5:1 2.05m

-4.5 to –8.0m 12.0 T Accropodes 1.5:1 2.20m
-8.0 to –14.0m 21.6 T Accropodes 1.5:1 2.68m

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 Roundhead

-14.5m 28.8 T Accropodes 1.5:1 3.25m

The cross sections of the south breakwater at different depths are provided in Drawing
0903/DPR/326. The details of roundhead are presented in Drawing 0903/DPR/327.

To optimise the number of different sizes proposed for the Accropode units, cost economic
analysis may be undertaken during the detailed engineering stage. Prior to implementation
stage, flume testing of typical sections of breakwaters and roundheads will have to be done.

8.1.6 Geotechnical Assessment of Breakwaters

The seabed level at the breakwaters increases from 0.0 CD near shore to a maximum of –14.5
CD at the deepest level. The crest level at the maximum depth will be at about 8.0m.

The stability of the breakwater foundation needs to be analysed for the subsoil conditions at the
locations. Pending availability of the laboratory analysis results of new marine boreholes, a
study has been made taking into account available data from existing boreholes MBH1, 2, 3 &
4. Subsoil profiles #3 & # 4 are referred to, in this context.

The boreholes are showing a top layer of loose to moderately dense SAND at the sea bed,
underlain by 7 to 12m thick layer of medium dense to very dense SAND layer. This layer, in
turn, is underlain by the SDR & bedrock. There is no evidence of any CLAY layer at any of the
four locations. Thus, it is considered that foundation conditions for the breakwater are quite
good.

Stability analysis has been run for the stability of the breakwater considering the subsoil at MB 3
as representative for the area. The breakwater cross section has been considered at three
water depths, namely –8.0m, -11.0m & -14.5m. The study involves considering several potential
failure surfaces and computing “safety factor” for each case. The analysis has been performed
using a computer package, employing Bishop’s procedure. The analysis has indicated that the
breakwater cross-section proposed is quite safe and adequate for the subsoil conditions at site
with “safety factor” values of more than 1.5.

In view of the proposed sand trap location in the vicinity of the south breakwater, additional
stability runs were carried out to assess the minimum safe distance between the breakwater toe
and the sand trap edge. It is assessed that even distance of 5m would provides adequate safety
margin. However in view of the construction tolerances it is proposed to keep a minimum
distance of 25m.

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 The subsoil at site being primarily SANDY, which is free draining, all settlements under the
loads imposed by the breakwater on the subsoil will be of the short term type and expected to
be over during the course of construction itself or shortly thereafter.

8.1.7 Rock Quarrying and Transportation

The development of port facilities at Gangavaram would require about 2.5 million tonnes of
stones of various sizes for constructing the breakwaters. As discussed in section 2.7, the
required quantity of rock could be obtained from the quarries located within 2 Km from the port
boundary. It is also likely that the hills viz. Mutchu Konda and Valla Metta located in the port
area itself would be available for quarrying.

8.2 Berthing Facilities

8.2.1 General

8.2.1.1 Location and Orientation of Berths

All the berthing facilities for the Phase 1 development of the port are located on the southern
side of the harbour. The dry bulk berths are continuous and located on the lee of the southern
o o
breakwater at an alignment of 60 – 240 .

The two multipurpose berths are located on the West side of the dry cargo berths at an
o o
alignment of 104 – 294 . The Port craft berth (future Alumina/GC berth) is provided in the same
alignment on the western end of multipurpose terminal.

8.2.1.2 Deck Elevation

The deck elevation of the berths has been fixed at +4.50m, which is more or less same as that
of the berths in the Visakhapatnam Outer Harbour. This deck elevation will keep the crest level
of the most waves during the storm below the soffit of the main longitudinal beams to prevent
the slamming effect of the wave crest.

8.2.1.3 Design Criteria

Design Vessel

The structural design of the berths shall be carried out for the following maximum size of the
ships to be handled at these berths:

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 Dry Bulk Multipurpose Port Craft/ General
Berths Berths Cargo Berth
DWT (T) 200,000 80,000 40,000

Displacement Tonnage (T) 235,000 100,000 54,000

Length overall (m) 300 245 209

Beam (m) 50 32 30

Loaded draft (m) 18.3 14 11.3

Geotechnical Criteria

The brief description of the existing geotechnical information at site has been provided in
Section 2.4 of this report. The preliminary design of the berths has been carried out considering
that the subsoil profiles 3 & 4 will be applicable.

The following safety factors are used to establish the safe geotechnical working load capacities
of the piles.

End Bearing SF = 2.5

Skin Friction on compression piles SF = 2.5
Skin Friction on tension piles SF = 3.0
Lateral Load SF = 2.0

The design pile penetration depths have been estimated based on the generalised soil profile in
order to develop adequate capacity to resist the maximum computed axial bearing and pull out
loads. In the present case the piles will mainly be end bearing onto rock.

Design Loads

i) Dead Loads comprising the self weight of the structure plus superimposed loads of
permanent nature are considered as per IS: 875 (Part-I) 1987.

ii) Live Loads

Dry Bulk Multipurpose Port Craft/ General

Berth Berth Cargo Berth
uniformly distributed load
2 2 2
considered on the deck and 2 T/m 5 T/m 3 T/m
also on the fill behind, if any

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iii) Vehicle and Crane Loads

The following vehicle loads are considered on the berth:

- Single train of IRC class AA vehicle or

- Loads due to mobile crane with a 70 T lifting capacity
- Loads due to Ship loaders/unloaders with rail centres @ 20m c/c in the case of dry bulk and
Multipurpose berths
- Mobile Harbour Crane Gottwald HMK 170 in case of Multipurpose Berths and General
Cargo Berth.

iv) Seismic Loads

The seismic loads on the structures are computed in accordance with the seismic code of India
IS : 1893. Gangavaram falls under Zone II as per seismic map of India, which is of low seismic
activity and hence these loads are not critical.

v) Wind Loads

For calculating the wind loads on the structures a basic wind speed of 50m/s has been used as
par the Indian standards. However during the operational conditions the wind speed has been
limited to 20m/s only.

vi) Current Loads

The current loads on the structure have been applied on the submerged parts of the structure
assuming the maximum current velocity as 0.5m/s.

vii) Wave Loads

A design wave height of 3.5m has been considered for the design of the berths on a
conservative side. This is the maximum wave height that could be expected at the berths
location based on the results of the wave propagation studies into the harbour, under the
extreme conditions.

viii) Mooring Loads

The following bollard pulls will be considered for the design of the structure.

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 Dry Bulk Berth Multipurpose Berth Port Craft/ General
Cargo Berth
Bollard Pull 150 T 100 T 80 T

ix) Berthing Loads

Berthing Energy

In view of the location of the berths from the wave tranquility point of view and the design ships
to be handled at these berths, it has been assumed for the purpose of calculation of the
berthing energy that the design vessel under fully loaded condition berths at an angular
o
approach of 10 with a velocity 10 cm/s perpendicular to the berth will be considered. For port
crafts berth the design berthing velocity has been assumed to be 25 cm/s.

Fendering System

Considering the tidal range at the site and also the variation in the sizes of vessels to be
handled at the jetty, the fendering system is designed such that sufficient contact area between
the hull of the ship and the fender face is ensured at all tidal levels.

It is required to provide a suitable fender system, not only to absorb the design berthing energy
2
of the vessel but also to keep the vessel’s hull pressure below the limit of 40 T/m . Also for
abnormal conditions, loss of control etc., it is recommended to design for 200% of normal
berthing energy not to overstress the structure but this may result in damage to the fenders and
the ship’s hull. Based on these criteria the suitable fendering system has been proposed at the
different berths. The fendering system at the port crafts berth shall be replaced once this berth
is upgraded to the general cargo berth.

x) Fender Reaction (berthing force)

Corresponding to the energy to be absorbed and the fender selected, the design reaction force
has been worked out based on the standard fender design catalogues.

The berthing energy, fender selection and the berthing force applied at the berths is given in the
following table:

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 Dry Bulk Berth Multipurpose Berth Port Craft Berth
(Future General Cargo)

Berthing Energy 73 Tm 32 Tm 3 Tm

Bridgestone Cell Type

Bridgestone Cell Type Cylindrical Fenders
Fenders SUC 1600H
Fender Fenders SUC 1250H 400 OD x 200 ID
(RE grade) or
(RE grade) or equivalent x 3 m Long
equivalent
Berthing Force 200 T 125 T 40 T

In addition a longitudinal force equal to the 25% of above transverse berthing force is also
applied simultaneously on the fender point to account for the friction between the ship’s hull and
the fender. The parameters of the fender need to be confirmed after getting the exact details
from the supplier during the detailed engineering stage.

Load Combinations

The above loads with appropriate load combinations, as per IS 4651 (Part 4): 1989 have been
applied on the different components of the berths.

Materials and Material Grades

Concrete of grade M 35 and high corrosion resistant thermo-mechanically treated bars of Fe

500 grade shall be used for berth construction.

8.2.2 Dry Bulk Berths

8.2.2.1 Functional Requirements

In Phase 1 of the port development, one berth for Iron Ore loading and two berths Coal
unloading are provided. All these three berths are continuous with each other and in the same
line, which simplifies the arrangement of conveyor system.

As the transfer of bulk cargo between berths and stackyards is through conveyors, these berths
do not require contiguity with land. The access to the shore for operations and maintenance is
provided through the end of the coal berth, which is connected to the shore. The clearance
underneath the loaders/unloaders is adequate for passing a crane or vehicle. In view of the
operational advantages, it is also proposed to provide a 10m wide approach road from the
breakwater crest to the landside of the iron ore berth.

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 The minimum width of the berths, keeping in view the rail span of the loaders/unloaders and the
end clearances should be about 26m. The length provided for the iron ore berth is 330m and
that for the coal berths is 290m each.

8.2.2.2 Structural Arrangement

Alternative Quay Structures

The bed levels at the proposed location of the berths vary from –6m CD to –13m CD. Further
these berths need not be contiguous to the land. Keeping these aspects in view, two alternative
berth structures, as shown in Figure 8.4 have been considered.

Alternative I : Berth Supported on Piles

The berth structure shall be supported over the bored cast-in-situ piles. These piles, apart from
taking the berthing and mooring loads would be designed for the heavy loads due to
loaders/unloaders.

Alternative II : Berth Structure Supported on Caissons

In this alternative, the berth structure comprises of a series of caissons spaced at suitable
intervals interconnected by slabs. These caissons are cast at the dry dock and floated to the site
and placed at the suitable bed formed after pre-trenching. In this alternative pile foundation
would still be required underneath the conveyor supports.

Preferred Alternative

Both the alternatives mentioned above are technically feasible for the construction of the dry
bulk berths. However the Alternative II with berth structure in caissons will be more expensive.
Therefore for the detailing purposes Alternative I has been selected.

Structural Arrangement of Dry Bulk Berths

Basic engineering of the selected alternative was carried out based on the design criteria
established above. In view of the minimum required width of the berth, a number of vertical piles
have been provided to take the compression loads. It is observed that these piles would also be
adequate to resist the lateral forces and therefore the use of raker piles is not considered
necessary as it would not only be time consuming but costlier also.

The proposed scheme consists of five rows of vertical bored cast-in-situ piles, spaced at 8m c/c
in the longitudinal direction. Two rows under the rail tracks comprise of piles of 1.2m diameter

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 and balance three rows comprise 1.0m diameter piles. The piles will be founded at a level of
-38m CD or 3m below rock level, whichever is lower.

In the transverse direction, main beams are provided supported over the piles, which in turn
support beams in the longitudinal direction. The longitudinal beams, at the front row and the
fourth row, are designed for crane loads. A 250mm thick deck slab will be provided supported
over the intermittent longitudinal beams. A 75mm thick wearing coat will be provided over the
RCC deck slab. The conveyor gallery would be supported at every 24m c/c on the main beam,
extended from the rear of berths and supported over three 1.0m diameter piles.

Bollards and rubber fenders will be provided @ 24m c/c along the berthing face. A service
trench will be provided on the berthing side to accommodate cables/utilities. The crane rails are
provided at a spacing of 20m c/c to match the rail span of the ship loaders/unloaders.

Drawings 0903/DPR/331 and 0903/DPR/332 present the structural arrangement and cross
sections of the iron ore berth. Drawings 0903/DPR/333 and 0903/DPR/334 present the
structural arrangement and cross sections of the coal berths.

8.2.3 Multipurpose Berths

8.2.3.1 Functional Requirements

In Phase1 of the port development, two berths will be provided to handle Steel Products,
Limestone, Alumina, Aluminium, containers and other general cargo. In view of the ship to shore
transfer system of general cargo, the berths will be contiguous to the land so that the
operational area is not restricted. Both the berths are continuous and in the same line.

These berths shall be designed in such a manner that mechanised handling system could be
augmented easily to handle dry bulk at these berths in the future phases of the port
development.

8.2.3.2 Structural Arrangement

Alternative Quay Structures

The ground level at the proposed location of the berth is about +0.5m CD to –2.0m CD.
Considering this aspect and also the requirements of keeping the berth structure contiguous to
the shore, three alternative berths structures have been considered as shown in Figure 8.5.

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Alternative I : Berth Supported on Piles

For making the structure contiguous to the land, a stable slope will be provided from the
designed dredged level upto the top of the berth. It is proposed to provide bored cast-in-situ
piles for reasons of economy.

Alternative II : Berth Structure Supported on Piles with a Retaining Wall at the Rear

This alternative is similar to alternative I above, except that a retaining wall will be provided at
the rear of the piled platform. From the face of the berth a natural bed slope of 6 H : 1 V has
been assumed upto the retaining wall. The width of the apron in this case is fixed as 25m.

The retaining wall could be either a Steel sheet pile wall or RCC Diaphragm wall. The required
sections for the steel sheet pile wall have to be imported from abroad and this form of
construction is likely to be more expensive than an RCC diaphragm wall, which is a common
type of construction in India. Therefore, RCC diaphragm wall has been selected.

Alternative III : Retaining Wall at Front with Relieving Platform

In this type of structure, the face of the berth will be a continuous diaphragm wall. The quay
apron comprises an RCC platform supported on bored cast-in-situ piles. This platform acts as a
relieving platform, to relieve the earth pressure from surcharge. The vertical piles in addition to
supporting the platform help the diaphragm wall in resisting the lateral earth pressure.

Preferred Alternative

All three alternatives mentioned above are technically feasible for the construction of the multi-
purpose berths. The continuous face in the front as in Alternative III is unlikely to cause any
wave disturbances due to reflection at the present location of the berths. The choice depends
primarily upon the construction time and costs, which are likely to be comparable in all these
alternatives. The preferred scheme to be adopted will depend on the EPC contractor. For
detailing purpose Alternative I has been selected for which the issue of adequate penetration
into the soil/rock will not be an issue as in the case of diaphragm walls.

Structural Arrangement of Multipurpose Berths

Basic engineering of the selected alternative was carried out based on the design criteria
established above. The proposed scheme consists of four rows of 1.0m diameter bored cast-in-
situ piles, spaced at 8m c/c in the longitudinal direction. The piles will be founded at a level of
-31m CD or 3m below rock level, whichever is lower.

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 In the transverse direction, main beams are provided supported over the piles, which in turn
support beams in the longitudinal direction. The longitudinal beams, at the location of each row
of pile, are designed for crane loads. A 400mm thick deck slab will be provided supported over
the intermittent longitudinal beams. A 75mm thick wearing coat will be provided over the RCC
deck slab.

Bollards and rubber fenders will be provided @ 24m c/c along the berthing face. A service
trench will be provided on the berthing side to accommodate cables/utilities. The length
provided for each berth is 250m. Even though it is proposed to provide mobile harbour cranes to
handle the proposed cargo, crane rails will also be provided so as to accommodate
loaders/Unloaders with rail span 20m.

The construction of the berth has to be carried out in sequence with the slope protection works,
which are designed for the incident waves and currents at the berth location.

The backup area behind the berths is proposed to be filled with the suitable dredged material
except for the top 1m for which selected fill of gravel and quarry dust will be used.

Drawings 0903/DPR/335 & 0903/DPR/336 present the structural arrangement of the

multipurpose berth.

8.2.4 Port Crafts Berth

8.2.4.1 Functional Requirements

It is proposed that the Alumina / General Cargo berth be initially used for the berthing the port
crafts. This would provide flexibility in future expansion of the port. The structural design of this
berth will be carried out for the design general cargo/alumina ship. However this berth would
meet the functional requirements for handling the port crafts also. Initially this berth will be built
150m long to accommodate port crafts only and in the later phase of the port development it
shall be extended to make the total length equal to 240m.

8.2.4.2 Structural Arrangement

Alternative Quay Structures

The ground level at the proposed location of the berth is about +1.0m CD. The dredged level at
this berths needs to be only –6.0m CD in the Phase 1 and it will be increased to –12.5m CD, in
the later phases. In view of this specific requirement it is proposed that a scheme similar to
Alternative III considered for Multipurpose berths would be suitable. However, in view of the
limited width requirements at this berth, the large diameter vertical piles have been replaced
with a set of vertical and raker piles.

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 Structural Arrangement of the Port Crafts/General Cargo Berth

Basic engineering of the selected alternative was carried out based on the design criteria
established above. The proposed scheme consists of a 0.8m thick diaphragm wall in the front
and a combination of 0.75m diameter vertical and raker piles in the rear. Each pile bent is
spaced at 4m c/c and comprises of a set of 2 raker piles and 1 vertical pile.

In the transverse direction, main beams are provided supported over the diaphragm wall and
piles, which in turn support beams in the longitudinal direction. A 300mm thick deck slab will be
provided supported over the intermittent longitudinal beams. A 75mm thick wearing coat will be
provided over the RCC deck slab.

Cylindrical rubber fenders will be provided at @ 6m c/c along the berthing face. The bollards @
12m c/c are provided. A service trench will be provided on the berthing side to accommodate
cables/utilities.

Drawing 0903/DPR/337 presents the structural arrangement of the Port Crafts / General Cargo
berth.

8.3 Dredging

8.3.1 Capital Dredging

The quantity of the dredging estimated at the Phase 1 development of the port is about 14
million cum. Based on the available borehole data it is envisaged that most of the dredged
material is suitable for reclamation. The port area is however spread over a distance of 5Km
from the sea shore and it is assessed that reclamation from the dredged material beyond 3 Km
from the shore will be costly as compared to the borrowed material in the form of quarry
run/gravel from the nearby quarries.

Based on the detailed marine investigations, it is assessed that no rock dredging will be
involved. For dredging of the approach channel trailing suction hopper dredger will be used,
which can operate safely and economically in the exposed sea conditions. This will also be used
for dredging some part of the manoeuvring areas as well as the sand trap. The material dredged
shall be dumped offshore beyond 30m contour at the designated disposal area as shown in
Figure 8.6.

For dredging in the protected waters provided by the breakwaters under construction, cutter
suction dredger can be used. This type of dredger is suitable for dredging in the shallower
depths and for pumping the dredged materials offshore. It is proposed to use only 5.0 million

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 cum of dredged material for reclamation and balance to be disposed off to sea at suitable
identified locations.

8.3.2 Maintenance Dredging

The east coast is subject to the phenomenon of littoral transport of sediments, which is mainly
from south to north and comparatively smaller volumes in the opposite direction. The
construction of breakwaters at port would cause erosion on the northern side of the port and
accretion on the southern side, collected at sand trap. The major quantum of maintenance
dredging at the Gangavaram Port will be in the form of dredging the sand trap. However some
maintenance dredging will also be required in the port basin. As per the model studies the total
3
estimated maintenance dredging will be about 0.8 million m . On the conservative side the
3
same has been assumed to be 1.0 million m , which is about the quantity of northward moving
sediments. The dredged material will be transported to nourish the shoreline to the northern
side of the port.

For transport of the dredged material to the northern side it is proposed to use the Rainbowing
technique, which is being successfully adopted in Visakhapatnam Port.

The broad outline of this scheme is as follows:

• The hopper would be filled up with 4000 to 4500 cum of sand by dredging using Trailing
suction dredgers.
• The vessel would steam towards northern side and placed ashore perpendicular to the
beach upto 8.0m contour.
• From this point the dredger discharges the mixture to a distance of approx 100m so that
the material falls within the 0 to 6m contour (the littoral drift zone).
• On completion of the discharging, the dredger returns to the sand trap area and
positions for the next load.

The operation is carried out during fair season. Quantities ranging from 20,000 to 22,000 cum
per day can be dredged and transported on the northern end.

The advantages of carrying out beach nourishment by the Rainbowing techniques are as
follows:

• The location of Rainbowing can be earmarked selectively depending upon extent of

erosion on the beach.
• This technique is comparatively cheaper as compared to the other technique of
transporting by laying a pipeline.

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8.4 Reclamation

8.4.1 General

It is proposed to provide the formation level of backup operational areas as +4.0m CD. This
level will avoid any flooding of site during under the storm conditions and also enable better
planning of drainage system at site. There is significant variation in the existing ground levels at
the project site. These are about +2.0m CD to +2.8m CD near the port craft berth. The ground
level at iron ore stackyards is about +2.0m CD and about +1.50m CD at coal stackyards. On the
eastern side near the port entrance the ground levels vary from +2.8m CD to +3.5m CD.

Subsoil encountered at marine boreholes MBH1, MBH3, MBH2 and MBH4 indicate that, in
upper levels, the deposits are primarily Fine SAND (SP), poorly graded, with Sand content of
97 to 98 % and Silt content of only 2 to 3%. Layers of Medium to Fine SAND, well graded (SW),
are also encountered in the boreholes. However it is difficult to make a clear demarcation
between these two layers. At lower levels, the subsoil contains Gravel to the extent of 30 to
45%.

Since the dredged material will be predominantly SAND with very low content of “fines”, the
dredged material, as such, is considered suitable for use for reclamation. Proper spreading of
the material in layers using dozers and compaction to 95% maximum dry density will be
necessary.

8.4.2 Formation Level

From the information collect at site, it is understood that the maximum water level expected at
the bridges on the Balacheruvu road is +3.0m above MSL or +3.84m CD, therefore the
proposed reclamation level of +4.0m would avoid any flooding at site. This formation level is
also same as the level of coal and iron ore stackyards at the Visakhapatnam Port.

Actual operational areas required for storage and stacking shall be hard surfaced with 30cm
thick dry stone compacted with sand over a layer of 20cm granite metal and gravel. It is
understood that this material will be available in ample quantity during the quarry operations and
it would be much cheaper to be obtained.

For the other onshore area, where reclamation by dredged material may not be an economical
proposition, it is proposed to use the borrowed material for the reclamation purposes. The
approach road to site will in any case will have to be constructed using the borrowed fill.

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8.4.3 Process of Reclamation

Before taking up reclamation the job for construction of storm water drain along the boundary of
steel plant and port area shall be taken up. Since the creek areas are going to be reclaimed this
drain will facilitate draining of excess settled water from the reclaimed areas into the basin. The
entire area of reclamation is proposed to be divided into bays of size of about 250m x250m, by
formation of bunds, with weirs of about 10m length for allowing the excess water to overflow, as
shown in the Figure 8.7. The material dredged by the cutter suction dredger shall be pumped to
the reclamation site. This would facilitate settled water to flow into the empty bays and finally
into the drain which leads into the basin.

8.5 Covered Storage

Transit storage buildings are required in the multi-purpose cargo terminal for cargo requiring
covered storage, such as Food Grains, Steel Products, Alumina, Aluminium etc.

Reinforced concrete columns supporting steel trusses form the structural framework of the
transit shed. In view of the existing soil conditions it is proposed to provide piled foundation at
the column locations. The span of the steel trusses is 35m. The walls are of brick and Roofing
material will be corrugated galvanised iron sheeting.

The minimum clear height inside the shed will be 6.0m. The minimum longitudinal spacing of
columns is 6m. Doors are provided in alternate bays along both the sides of the transit shed,
opposite each other and in gable ends. Doors shall be roller shutter with a safety device to
prevent accidental lift-off.

The floors will be sloped 1:100 for cleaning and drainage. Floors will have a smooth, even
surface. The flooring shall be provided with floor hardener to prevent wear and tear.

Loading platforms shall be provided on the delivery side of the sheds. The minimum width of the
platform shall be 3.65m. The height of the platform shall be 1.2m. On the quayside, a sloping
ramp will be provided to allow easy passage of forklift trucks, etc. from/into the shed.

BH3 and BH7 (refer profile #2) represent the subsoil conditions at the transit sheds’ locations.
There is a considerable difference in the subsoil at these two locations The Fine SAND layer
varies considerably in its compactness. While it is very dense at BH 3 (N=39), it is in a loose to
medium dense state at BH 7 (N=8, 11 and 20). The fine sand layer has a larger depth of 11.6m
at BH 7 while it is only 4m at BH 3. Further, a 3m thick layer of soft CLAY underlies the upper
sand layer at BH 7. At BH 3, soft Clay layer does not exist.

Considering these large variations in the subsoil, the allowable bearing pressure for shallow
foundations will differ considerably, location to location. While it will be upwards of 30 T/m2 for

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December 2004 Section 8 - Page 21 of 27
 BH 3 location, at BH 7 location, it will not exceed 10 T/m2 without entailing large settlements.
Since it will be difficult to demarcate the strong and weak areas within relatively such short
distances, it is therefore proposed to support all important structural foundations on load bearing
cum friction piles.

Floorings for the buildings will get adequate support from the upper fine sand layer and no
special measures need be adopted.

A typical general arrangement for the transit shed is shown in Figure 8.8.

8.6 Open Storage

8.6.1 Coal and Iron Ore Stacks

8.6.1.1 General

Unlike a conventional structure, a stack is flexible and can withstand large deformations on
account of settlements. Hence it needs to be treated like an embankment and its stability
assessed by carrying out slope stability analysis. Although it can, by itself, withstand large
settlements, it can induce substantial settlements under foundations of nearby structures, in this
case the Stacker and Reclaimer foundations.

The Coal and Iron Ore stacks are located in the back up area. In view of the prevailing subsoil
conditions at the locations of these stackyards, it is proposed to build up both the stacks in
phases, depending upon the requirements. It is considered that the Coal stack build up will be in
two phases, 6m and 8m respectively while the Iron Ore stack will be built up in three phases of
4m, 6m and 8m. It is assumed that each phase of build up will have a time gap of at least 3
years. The existing ground levels at the proposed locations of the coal and ore stacks are
+0.8m CD to +2.0m CD. As part of the site grading operations, to raise the ground level all over
the area to +4.0m, it is considered that atleast 2m thick well-compacted borrowed fill of
sand/quarry run/gravel will be placed at the location of the stacks.

Typical cross section through a Coal & Iron ore stackyards is shown in Figures 8.9 and 8.10
respectively.

8.6.1.2 Geotechnical Conditions

BH 14 covers the Iron Ore Stackyard, while for the Coal Stackyard, both BH 14 as well as BH
11 are considered. The subsoil details at these locations are depicted in profile #5 and #6.

At the Iron Ore Stack location, the top layer of subsoil consists of a loose to moderate dense
SAND layer, underlain by a 1.5m thick Soft CLAY at a depth of 4.5m. A 3m thick layer of Clayey

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December 2004 Section 8 - Page 22 of 27
 SAND, underlies this layer followed by a 4m thick layer of Stiff CLAY and thereafter, by SDR
and bedrock.

For the Coal stackyard location, subsoil at BH 11 is also considered. Here the top 8m consists
of Soft CLAY, This is underlain by a 8m thick layer of Stiff CLAY and thereafter by SDR and
bedrock.

8.6.1.3 Stability and Settlement Aspects for Iron Ore Stackyard

Stability analysis

Stability analysis for the Ore stack has been carried out for three stages, namely 4m, 6m & 8m.
As mentioned earlier, a 2m thick compacted fill will be placed at site, prior to build up of stack.
This layer, together with the subsoil details of BH 14 (shown in profile # 5), forms the basis of
the stability check.

The subsoil at this location has a 1.5m thick soft CLAY layer, at a depth of 4.5m below the
proposed compacted fill, underlain by a 3m thick layer of Loose Clayey SAND. These comprise
the weak zone at this location and govern the stack stability.

The stability check involves studying potential failure surfaces in the subsoil and evaluating the
safety factor. Stability check was carried out using a computer package so that a large number
of trials could be made. The surface along which the safety factor has the least value, is thus
established. This value should be more than 1.1 for the Fellinius analysis and more than 1.25
for the Bishop’s analysis.

A time gap of 3 years was assumed between each of three stages of stack build up. During this
period, consolidation of the weak soil layers will take place under stack load, with a consequent
gain in its shear strength. The strength gain is estimated based on Skempton’s approach and
the extent depends upon the coefficient of consolidation, Cv and the time duration under the
load. This strength gain has been factored into the analysis. The minimum safety factor values
obtained by the analysis in the present case are:

FS (Fellinius) FS (Bishop)
a. 4m high stack 1.25 1.68
b. 6m high stack 1.14 1.54
c. 8m high stack 1.10 1.43

All safety factor values tabulated above, relate to “beginning of the stage” i.e. the time when the
build up has just taken place. The values will gradually increase with time till the next stage on
account of further strength gain by consolidation process during the period.

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 Settlement Analysis

Settlement analysis for the stack has been carried out for the final height of 8m. Settlement
estimates have been made for the centre of the stack as well as the edge of the stack. The
settlement at the centre of the stack, although much higher in magnitude, is not very critical,
except that it is an indication of part of the ore that will sink into the ground which may be
unrecoverable. The settlement at the edge, however, is more critical since it will cause the
foundations of the stacker/ reclaimer foundations to subside along with, if they are supported on
shallow foundations.

The settlement estimates have been made using a computer package, which accounts for the
shape of the stack and the non uniform load it imposes on the subsoil. The estimated
settlements for the final height of 8m for the stack are as under:

a. Settlement at centre 122cm

b. Settlement at edge 51cm

8.6.1.4 Stability and Settlement Aspects for Coal Stackyard

Stability Analysis

Stability analysis for the Coal stackyard has been performed much in the same way as the Iron
Ore stackyard. Both boreholes BH 14 as well as BH 11 have been considered for analysis.

Subsoil at BH 11 comprises a Soft CLAY layer, 8m thick, at the surface (refer profile # 5). The
shear strength of this clay layer is marginally more that of the similar layer at BH 14. However,
the large depth of the soft layer precludes the possibility locating of Coal stackyard at this place,
without resorting to “ground improvement”. This location is also prone to large settlements under
loads of the magnitude such as under the Coal stack.

Stability analysis has been carried out for two heights of the stack, namely 6m and 8m. As
earlier, increase in subsoil strength has been factored into the analysis. Time period between
each stage has been taken as 3 years. The stability analysis indicates that the stacks are
adequately safe for both 6m as well as 8m height, for both BH 14 as well as BH 11 location.

FS (Fellinius) FS (Bishop)
BH 14
a. 6m high stack 1.58 2.17
b. 8m high stack 1.51 1.74

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 BH 11
a. 6m high stack 1.76 2.05
b. 8m high stack 1.63 1.91

Settlement Analysis

Settlement analysis was carried out using a computer package, both at centre as well as edge
of the stack. The load intensity under the Coal stack being much lower than that under the Iron
Ore stack, the magnitude of settlements are also lower. Settlement estimates are made only for
the final height of 8m.
Settlements
Centre Edge
a. BH 14 61cm 23cm
b. BH 11 126cm 43cm

The large settlements at the edge are likely to affect the stacker reclaimer foundations.

8.6.1.5 Stacker/ Reclaimer Foundations

Stacker/ reclaimers operate on tracks on which they move, for the loading/ unloading operations
of the stacks. For trouble free operations, the track needs to remain level.

As mentioned above, a substantial edge settlement will occur on account of the stack loads.
The settlement of the subsoil induced by the stack loads, in turn, will tend to drag the Stacker/
Reclaimer foundations down by several cm. This is bound to affect the Stacker/ Reclaimer
performance. Therefore, the Stacker/ Reclaimers need to be supported on load bearing piles, so
that they remain unaffected by the settlements induced by the stack loads. The piles provided
under the stacker/ reclaimer foundations will be subject to downward drag, caused by the
settling soil around them. They need to be designed for this negative drag in addition to the
stacker loads.

8.6.2 Container Parking Yard

Container stackyard is located in the area between BH 3 and BH 8 (refer profile # 1). The dense
Sand strata, comprising the top layer, about 11m thick at BH 3 and 3.5m at BH 8, will govern the
load bearing capacity of subsoil in this area. The clay layer, about 13m thick, underlying the
sand layer at BH 8, is in a stiff state.

The container parking yard will be subjected to heavy loads from the loaded boxes and the
wheel loads from container handling equipment, such as tractor-trailers, reach stackers, fork lift
trucks, which would require stable and level paved area. Considering the SPT ‘N’ of 14 at BH 8

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 in the top Sand layer (at BH 3, N value is 39) and also that shear strength of the underlying stiff
clay layer is 12 to 13 T/m2, a safe allowable load of 15 T/m2 is sustainable. It is therefore
proposed to provide the pavement consisting of interlocking concrete blocks laid over a granular
base. This type of pavement is durable and also allows easy repair of any local settlement.

8.6.3 Limestone Stackyard

The limestone will be brought to the stackyard through the dumpers and stacked using the pay
loaders. It is envisaged that stacking yard similar to that of the container yard would be
adequate.

8.7 Port Buildings

The port buildings in the eastern part are located in the weakest part of the site so far as subsoil
conditions are concerned, covered by BH 9 and BH 10. Buildings in this area comprise offices
and amenities, electrical receiving station etc. Soft Marine CLAY exists from ground level itself
in the area. The soft layer is 5m deep at BH 9 and 9.5m at BH 10.

In the soft slay layer, the shear strength reported, is as low as 1 T/m2. This corresponds to a
safe bearing capacity of only 2 to 3 T/m2 for shallow foundations. Thus, with a low bearing
capacity and high settlement potential, use of shallow foundations is ruled out for all important
buildings. It will be necessary to go in for load bearing piled foundations, using 300mm diameter
bored piles, bearing on the rock layer, to support all structural loads. Negative skin friction,
developed in the soft clay layer, on account of ground settlements, will be taken into account to
arrive at the safe pile capacity.

The other port buildings located near the harbour side like operations building, fire station, etc.
are suitable supported over the shallow foundations, due to absence of any clay layer
underneath which would cause long term settlement.

8.8 Railway and Road Foundations

The northern part of the site comprises the weakest part of the site so far as subsoil conditions
are concerned, covered by BH 9, BH 10, BH 11 and BH 12. Soft Marine CLAY exists from
ground level itself in the area. The soft layer is 5m deep at BH 9 and 9.5m at BH 10.

A site grade fill of 2m will be placed in this area as in other parts of the site. It is estimated that
the site will subside about 0.5m under the site grade load of 2m fill. In addition, there will be
additional settlements on account of the loads imposed by the construction; e.g. embankment
loads in case of railway track.

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 2
In the soft slay layer, the shear strength reported at certain locations is as low as 1 T/m . This
2
corresponds to a safe bearing capacity of only 2 to 3 T/m for shallow foundations. Thus, with a
low bearing capacity and high settlement potential, facilities constructed in this part of the site
will undergo long term settlements. For facilities such as railway track, this would eventually
lead to loss of performance, as there would be unacceptable levels of both total as well as
differential settlements.

One of the preferred methods of solution to this problem is to go in for soil improvement in such
areas so as to avoid recurring problems of maintenance. This can be achieved by provision of
vertical drainage channels in the soft subsoil in order to accelerate the consolidation process
under the imposed load. Traditionally, sand drains were extensively used as vertical drainage
channels. Recently however, the advent of prefabricated vertical drains, have considerably
changed the economics of process of pre-consolidation by such systems. Compared to
conventional sand drains, these are quick to install, function efficiently and are cheaper. They
are fabricated with drainage cores and filter jackets.

A spacing of about 1.5m in a triangular grid is anticipated at this site for the vertical drains, on
2
the basis of a reported “Cv” value of about 1.5 to 2 m /year and a time period of 6 months for
the settlements to be completed. An additional thickness of sand layer of about 0.5m needs to
be placed in areas of pre-consolidation to compensate for the anticipated settlement of about
0.5m In addition, a sand blanket, about 0.3m in thickness, is to be laid after vertical drains are
installed, to facilitate drainage of the water expelled from the drains during consolidation. The
embankment for the railway track needs to be placed in position over the drainage blanket. No
separate preloading is anticipated.

For the roads, no ground improvement is envisaged. However, maintenance will need to be
carried out at regular intervals.

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