Coastal Jetty

ANDHRA PRADESH TOURISM DEVELOPMENT
CORPORATION
DETAIL PROJECT REPORT FOR DEVELOPMENT OF
PASSENGER / CARGO JETTY & ALLIED
INFRASTRUCTURE AT MANGINAPUDI IN
ANDHRA PRADESH
WAPCOS Limited
(A GOVERNMENT OF INDIA UNDERTAKING, MINISTRY
OF WATER RESOURCES & GANGA REJUVENATION)
76-C, Sector-18, GURGAON - 122015
 : 0124 - 2397388 / 2397395 / 2348028
Fax : 0124 – 2349180 / 2397392 / 2399224
Email : wapdelhi@rediffmail.com, ports@wapcos.co.in DEC 2016
DETAIL PROJECT REPORT
CONTENTS
VOLUME – I
CHAPTERS
1.0 PROJECT DESCRIPTION........................................................................ 1
1.1 Introduction.................................................................................. 1
1.2 Tourism Overview in India.............................................................. 1
1.3 Tourism Overview in Andhra Pradesh............................................ 2
1.4 Project Background........................................................................ 5
1.5 Project Appreciation....................................................................... 7
1.6 Project Objectives.......................................................................... 8
1.7 Structure of the Report................................................................. 9
2.0 PROJECT SITE CONDITIONS……………………............................................... 10
2.1 Site Inspection................................................................................ 10

2.2 Site Location................................................................................... 10
2.3 Hydrography................................................................................. 13
2.4 Meteorology and climatology conditions...................................... 13
2.5 Earthquake.................................................................................... 17
2.6 Cyclones........................................................................................ 18
2.7 Flood............................................................................................ 19
2.8 Tourism Potential at Manginapudi............................................... 20
3.0 FUNCTIONAL PORT PLANNIG............................................................... 24
3.1 Basic Requirements.................................................................... 24

3.2 Navigational Requirement....................................................... 31
3.3 Breakwater............................................................................... 36
3.4 Dredging Requirement.............................................................. 36
3.5 Functional Port Planning Parameters........................................ 37
3.6 Berth Dimensions...................................................................... 37
3.7 Passenger Facilities..................................................................... 38
3.8 Port Area Requirement................................................................ 38
3.9 Port Layouts.................................................................................. 39
DETAIL PROJECT REPORS FOR DEVELOPMENT OF CONTENTS

PASSENGER /CARGO JETTY& ALLIED
INFRASTRUCTUE AT MANGINAPUDI IN ANDHA PRADESH 1
4.0 PORT ENGINEERING…………………………………………………........................ 40
4.1 Design Basis…............................................................................. 40

4.2 Design Approach........................................................................ 40
4.3 Design Parameters.................................................................... 41
4.4 Design Specifications................................................................. 41
4.5 Design Codes and Standards .................................................... 42
4.6 Design of Main Jetty..................................................................... 43
4.7 Approach Trestle......................................................................... 51
5.0 TERMINAL INFRASTRUCTURE............................................................... 57
5.1 General.................................................................................... 57
5.2 Land Development / Improvement of soil............................... 57
5.3 Passenger Terminal.................................................................... 57
5.4 Administrative Building.............................................................. 57
5.5 Canteen........................................................................................ 57
5.6 Other Onshore Facilities............................................................. 57
5.7 Pavement of Port Road................................................................. 58
5.8 Gate.............................................................................................. 58
5.9 Compound Wall & Fence............................................................... 58
5.10 Security Room & Security Post....................................................... 58
5.11 Work Shop...................................................................................... 59
5.12 Parking Area................................................................................... 59
5.13 Power Supply and Distribution....................................................... 59
5.14 Terminal Support System............................................................... 61
6.0 PORT CONNECTIVITY.............................................................................. 64
6.1 General.................................................................................... 64
6.2 Road Connectivity..................................................................... 65
7.0 PROJECT IMPLEMENTATION SCHEDULE................................................. 67
7.1 General.................................................................................... 67
7.2 Overview................................................................................... 67
7.3 Construction schedule............................................................... 68
8.0 COST ESTIMATES.................................................................................. 69
8.1 General.................................................................................... 69
8.2 Basis of Estimates................................................................... 69
8.3 Bill of Quantities (BOQ)........................................................... 69
8.4 Capital Cost............................................................................... 70
8.5 Operating Costs......................................................................... 70

APPENDICES
Appendix 2.1 Preliminary Site Visit Photos
Appendix 3.1 Breakwater Design
Appendix 4.1 Design Calculation of Pile & Pile Cap - Jetty

Appendix 4.2 Design Calculation of Beam - Jetty
Appendix 4.3 Design Calculation of Deck Slab - Jetty
Appendix 4.4 Design Calculation of Pile & Pile Cap – Approach Trestle
Appendix 4.5 Design Calculation of Beam - Approach Trestle
Appendix 4.6 Design Calculation of Deck Slab - Approach Trestle
Appendix 4.7 Summary of Forces
Appendix 4.8 Crack Width Calculations - Beams
Appendix 4.9 Crack Width Calculations - Slab
Appendix 4.10 STAAD Input File of Main Jetty
Appendix 4.11 STAAD Input File of Approach Trestle
Appendix 5.0A Construction of Jetty
Appendix 5.0B Construction of Jetty Buildings and Other Works
Appendix 5.0C Breakwater and Dredging
Appendix 5.1 Land Development - BOQ
Appendix 5.2 Common Infrastructure development – BOQ
Appendix 5.2.1 Passenger Terminal
Appendix 5.2.2 Administrative Building
Appendix 5.2.3 Workshop
Appendix 5.2.4 Security Guard
Appendix 5.2.5 Electrical Building
Appendix 5.2.6 Parking
Appendix 5.2.7 Under-Ground Water Tank
Appendix 5.2.8 Pump House
Appendix 5.2.9 Entrance gate
Appendix 5.2.10 Radio Communication centre
Appendix 5.2.11 Compound Wall
Appendix 5.3 Port Works - BOQ
Appendix 5.4 Breakwater - BOQ
Appendix 5.5 Road – BOQ
Appendix 5.6 Dredging – BOQ
LIST OF TABLES
Table 1.1 Salient Features of Andhra Pradesh............................................. 3

Table 1.2 Comparative assessment of major tourist states of India............... 3
Table 1.3 Year-wise Seasonality in AP Tourism………………………………............. 5
Table 2.1 Distance Matrix (in Km) of important places and site location........ 13
Table 2.2 Tidal Variation at the……………………………………………………………....... 13

Table 2.3 Details of IMD stations near the site ………………………..…………....... 13
Table 2.4 Analysis of Rainfall Data of Machilipatnam ……………………….…....... 14
Table 2.5 Relative Humidity at study locations……………………………………....... 17
Table 2.6 District wise percentage share of tourist arrivals in AP in 2013..... 21
Table 2.7 Indian & Foreign Tourist Arrivals in Andhra Pradesh...................... 21
Table 2.8 Forecasted Tourist Arrivals at Manginapudi upto 2030................... 23
Table 3.1 Ship sizes expected at the various proposed port terminals............. 26
Table 3.2 Design Vessel Dimensions................................................................. 32
Table 3.3 Under-Keel-Clearances and Water Depth Requirement................... 34
Table 3.4 Breakwater Details............................................................................ 36
Table 3.5 Depth at Passenger Berth................................................................... 38
Table 3.6 Port-wise Passenger Berth Dimensions (L x B)………………………………. 38
Table 3.7 Port-wise Approach Trestle Dimensions (L x B)………………………………. 38
Table 3.8 Port Area Requirements in Hectares (Ha)…………………..…………………. 39
Table 4.1 Grade of Concrete and Steel Used ……………………………….………………. 41

Table 4.2 Cover to Main Reinforcement …………………………………………………….. 42
Table 4.3 Unit weight of materials.................................................................... 42
Table 4.4 List of Codes and Standards……………………………………………………………. 42
Table 4.5 Design Parameters for main jetty…………………………………………………. 44
Table 4.6 Dead Weight of Slab……………………………………………………….…………….. 45
Table 4.7 Critical Forces in structural members of main jetty ………………..……. 50
Table 4.8 Design Parameters for Approach Trestle …………..…………………………. 52
Table 4.9 Critical Forces in structural members of approach trestle………………. 56
Table 8.1 capital cost estimates ………………………………………………………….………. 70
LIST OF FIGURES
Fig.1.1 Foreign Tourist Arrivals (FTA) in India over the years....................... 1
Fig. 1.2 District Map of Andhra Pradesh..................................................... 2
Fig. 1.3 Tourist Footfall & Tourism Growth Rates in AP (2005 to 2013)....... 4
Fig. 1.4 Location of Proposed Sites............................................................ 8
Fig. 2.1 Location of Manginapudi............................................................... 10

Fig. 2.2 Manginapudi Beach........................................................................ 11
Fig. 2.3 Manginapudi Beach Entrance....................................................... 11
Fig. 2.4 Private Hotels at the Beach Entrance............................................. 12
Fig. 2.5 Light House near Manginapudi Beach........................................... 12
Fig. 2.6 Mean Monthly Temperature Data of Machilipatanam....................... 15
Fig. 2.7 Wind rose diagram for Machilipatnam................................................ 16

Fig. 2.8 Wind velocity graph for Machilipatnam........................................... 17
Fig. 2.9 Seismic zones of India.................................................................... 18
Fig. 2.10 Wind & Cyclone Hazard Map.......................................................... 19
Fig. 2.11 Flood hazard map of Andhra Pradesh............................................. 20
Fig. 2.12 District-wise Domestic Tourist Trends for the period 2005-13.......... 22
Fig. 2.13 District-wise International Tourist Trends for the period 2005-13.... 22
Fig. 3.1 Typical Passenger Hydrofoil............................................................. 26

Fig. 3.2 Typical Passenger Catamaran......................................................... 30
Fig. 4.1 STAAD Panel of the Main Jetty...................................................... 44

Fig. 4.2 STAAD Panel of the Approach Trestle............................................ 51
Fig. 4.3 Plan and Elevation of Class A........................................................ 53
Fig. 6.1 Andhra Pradesh Road Network Map.............................................. 64

Fig. 6.2 Road Connectivity to Manginapudi Port Port Site......................... 65
Fig. 6.3 Road Connectivity of Manginapudi Port Site - Google earth View.... 66
Fig. 7.1 Implementation Schedule.............................................................. 68
VOLUME – II
LIST OF DRAWINGS
Drawing 2.1 Location of Proposed Sites
Drawing 3.1 Cross Section of Proposed Breakwater

Drawing 3.2 Master plan of Baruva Port
Drawing 4.1 General Line Diagram of Main Jetty and Approach Trestle
Drawing 4.2 Drawing of Main Jetty and Approach Trestle
Drawing 4.3 Plan & Cross Section of Main Jetty
Drawing 4.4 Reinforcement details of Pile & Pile Cap – Main Jetty
Drawing 4.5 Beams of Main Jetty
Drawing 4.6 Slabs of Main Jetty
Drawing 4.7 Plan & Cross Section of Approach Trestle
Drawing 4.8 Beams of Approach Trestle
Drawing 4.9 Reinforcement details of Pile & Pile Cap – Approach Trestle
Drawing 4.10 Slabs of Approach Trestle
Drawing 5.1 Passenger Terminal

Drawing 5.2 Administrative Building
Drawing 5.3 Workshop
Drawing 5.4 Security Guard
Drawing 5.5 Electrical Building
Drawing 5.6 Parking
Drawing 5.7 Under-Ground Water Tank
Drawing 5.8 Pump House
Drawing 5.9 Entrance gate
Drawing 5.10 Radio Communication centre
Drawing 5.11 Compound Wall

DETAIL PROJECT REPORT FOR DEVELOPMENT OF PASSENGER JETTY &
ALLIED INFRASTRUCTURE AT MANGINAPUDI IN ANDHRA PRADESH
CHAPTER – 1
PROJECT DESCRIPTION
1.1 INTRODUCTION
1.1.1 Tourism is firmly established as the number one industry in many countries and
the fastest-growing economic sector in terms of foreign exchange earnings and
job creation. International tourism is the world’s largest export earner and an
important factor in the balance of payments of most nations. Tourism has
become one of the world’s most important sources of employment. It stimulates
enormous investment in infrastructure, most of which also helps to improve the
living conditions of local people. It provides governments with substantial tax
revenues. Most new tourism jobs and business are created in developing
countries, helping to equalize economic opportunities and keep rural residents
from moving to overcrowded cities. Intercultural awareness and personal
friendships fostered through tourism are powerful force for improving
international understanding and contributing to peace among all the nations of
the world.
1.2 Tourism Overview in India
1.2.1 India has a huge potential to become a preferred tourist destination globally with
both foreign and domestic tourist numbers rising each year. India sees the 11th
largest tourist inflow in the Asia-Pacific region and the 42nd worldwide, according
to India Tourism Statistics 2013. The Fig.1.1 below shows the foreign tourist
arrivals in India over the years
Fig.1.1 Foreign Tourist Arrivals (FTA) in India over the years
1.2.2 The foreign tourist arrival figure in 2013 was 69.7 lakh and 74.6 lakh till December
2014. It has grown over 2010 to 2014 at a CAGR of 7% p.a. The Indian Travel &
Tourism sector contributed INR 764.25 billion, which is 6.7% of GDP of India
expected to grow at 6.4% p.a. during 2014-24 vis-à-vis the world average of 4.2%.
DETAIL PROJECT REPORS FOR DEVELOPMENT OF DETAIL PROJECT REPORT
PASSENGER / CARGO JETTY & ALLIED INFRASTRUCTUE CHAPTER – 1
AT MANGINAPUDI IN ANDHA PRADESH 1 PROJECT DESCRIPTION
As compared to other countries focusing on tourism as a key industry, India’s
share needs to be increased at least by 3% to reach the global average.
1.2.3 It ranks 2nd in terms of the number of jobs generated by tourism industry in the
world by supporting 3.66 crore jobs in 2014. Tourism industry has also been a key
driver for capital investments in the country. Capital investments in the tourism
sector include spending by all sectors directly involved in the travel and
tourism industry such as new visitor accommodation and passenger transport
equipment, as well as restaurants and leisure facilities for specific tourism use.
Such investments lead to social development of an economy as tourism
infrastructure can also be utilized by the community in general.
1.2.4 Capital investment in the travel and tourism sector in 2012 was estimated at INR
176,140 crore amounting to approximately 6.2% of the total investment in the
Indian economy. It’s expected to witness further annual growth rate of 10.5% by
2023. The Ministry of Tourism (MOT) being the nodal agency for the tourism
sector in India focuses on the introduction of growth-oriented policy measures,
formulation of schemes and programs, coordination among private and
government sector and development and promotion of tourism in the country.
1.3 Tourism Overview in Andhra Pradesh
1.3.1 Andhra Pradesh is strategically located on south eastern coast of India and is a
natural gateway to the East and South East Asia. The state is gifted with a wide
variety of ecology, flora & fauna. Key natural assets include Eastern Ghats,
Nallamala Forest, Coastal plains, delta regions formed by the two major rivers -
Krishna and Godavari.
Fig. 1.2 District Map of Andhra Pradesh

Table 1.1 Salient Features of Andhra Pradesh
Area 162,440.10 Sq.km
Capital City Amaravati
Districts 13
Population (2011 Census) 4.93 crore
Population Density 308 person per sq.km
GSDP (2014-15) INR 5,20,030 Crores
Literacy Rate 67.41%
Human Development Index 0.416
1.3.2 Andhra Pradesh has been one of the highest visited states in the country. In 2012,
the consolidated state of AP was the highest visited state by domestic tourists. In
2013, the new state of AP was the 3rd most visited state in the country by
domestic tourists accounting for 8.6% share to total domestic arrivals in India.
However, in terms of foreign tourist arrivals, AP stands 18 th in the country with a
share of about 0.35%. Andhra Pradesh has consistently stayed on top of the list
during 2008-2012 even with a low level of state expenditure spend towards
tourism sector. Being a major pilgrimage destination, it witnessed the highest
number of tourist visits in 2012. Availability of good quality infrastructure further
supports the growth of tourism.
Table 1.2 Comparative assessment of major tourist states of India

1.3.3 AP has some of the most unique tourism advantages among all the states in India.
It has the second longest coastlines in the country, it is a land of some of the most
important temples in the country, contains some of the oldest heritage sites in
India, it has over 35 Buddhist sites dating back to the Buddhist period, it has
several eco-tourism sites like islands, back-waters, mangrove forests, wildlife
sanctuaries, forest zones, reservoirs& lakes that are among the largest in the
country. However, the tourism in the state is concentrated around limited
districts, leaving a huge potential to strengthen tourism in the remaining districts
of the state. As per 2013 state tourism statistics, it is seen that Chittoor (37%),
East Godavari (12%) & Krishna (11%) are the top three districts in tourism. By
focusing on the tourism attractions in other districts, the number of tourists and
destinations can be significantly increased. An indicative list of tourism
destinations in each of the 13 districts of the state is tabulated in the subsequent
section.
Fig. 1.3 Tourist Footfall & Tourism Growth Rates in AP (2005 to 2013)
1.3.4 Andhra Pradesh is one of the leading states in terms of domestic foot falls.
However, in terms of international arrivals it ranked about 18th in 2013. Foreign
tourists form a crucial component in tourism. While it positions the region on
global tourism map, it also generated forex income for the state, attracts
premium & luxury hospitality properties, and creates significant employment &
economic opportunities in the region. It is estimated that the average spend per
foreign tourist is upto 3-4 times higher than domestic tourists. One of the reasons
for limited foreign tourist arrivals in the state can also be attributed to the
presence of only one international airport in the state.
1.3.5 Tourism in Andhra Pradesh is also seasonal. Tourist arrival data from 2005 to
2013 reveals that the state is in-general visited highest in the winter months -
November to January as shown in the Table 1.3 below.

Table 1.3 Year-wise Seasonality in AP Tourism
1.3.6 Andhra Pradesh Tourism Development Corporation (APTDC) is a state

government agency which serves as a guiding force for the development of its
tourism sector. The department offers tour packages of Heritage, Nature,
Adventure, Health and Rural tourism representing rich historical and natural
background of Andhra Pradesh state. The department maintains resorts at
popular tourism destinations such as Tirupatti, Horseley hills, Araku valley, Vizag,
Srisailam and recently at Baruva beach.
1.4 PROJECT BACKGROUND
1.4.1 AP Government has finalized the New Industrial Policy 2015 which is expected to
provide competitive incentives for attracting investments in the new state. The
applicability of these incentives to the tourism sector needs to be assessed and
the competitive ones can be suitably modified & extended to the tourism sector
for attracting tourism-led investments in the state. Also the tourism sector in the
state can be accorded “Industry” status that will aid in clearly categorizing all the
establishments that fall under the sector, calculate precise revenue generated by
the sector, analyze & forecast the sector’s growth as also aid in clearly defining
specific incentives for the sector. States like Madhya Pradesh, Goa, and Kerala etc
have already accorded industry status to Tourism.
1.4.2 AP Government has identified following 9 tourism development themes on the

basis of inherent tourism strengths of Andhra Pradesh.
 Beach & Water-based tourism

 Eco tourism
 Buddhist tourism
 Religious tourism

 Heritage tourism
 MICE tourism & Tourism infrastructure development
 Recreation & Adventure based tourism
 Spiritual & Wellness tourism
 Medical tourism
1.4.3 Each of these 9 themes are further divided into a total of about 42 sub-themes.
The sub themes for the Beach & Water-based tourism are as follows
 Beach Resorts/ Hotels

 Beach front recreational activities
 Beach water sports
 Backwater tourism
 Waterways
 Reservoir & Lakes
 Sea Cruise services
 Sea Plane services
 Water based attractions/ shows
1.4.4 Andhra Pradesh (AP) enjoys the advantages of having the country’s second
longest coastline (974 km) with some of the most virgin and varied kind of
beaches. Some of the famous beaches in the state include Baruva,
Kalingapatnam, Chintapalle, Bheemli, Rushikonda, Ramakrishna, Yarada,
Vakalapudi, Antarvedi, Perupalem, Manginapudi, Suryalanka, Motupalli,
Vodarevu, Kothapatnam, Ramayapatnam, Tummalapenta, Mypadu, Kothakodur,
Isakapalli etc. The state can develop its beaches, rivers, water bodies, reservoirs
etc. to promote water based tourist activities and sports to uniquely position the
state as one of the most vibrant coastal/ water based destination in the country,
attracting scores of local, domestic & foreign tourists. The various tourism
attractions that could be developed along water bodies/ beaches include Land,
Water & Air based water sports, beach side recreational activities, water theme
parks, water ways, water based sound/ light/ laser shows, Sea plane & cruise
services etc.
1.4.5 The cruise industry has emerged as a vital part of the global tourism sector over
the past few decades. In India, the cruise tourism is at a nascent and only one
Lakh cruise passengers in 2010-11 and only 129 cruise ships came to Indian ports
in 2010-11. The share of cruise tourism is minimal compared to the global cruise
industry. AP is blessed to have one major port at Visakhapatnam and 3 non-major
ports at Krishnapatanam, Gangavaram and Kakkinada. In addition to this there

are other ports in the development stage. Although these ports are used for
handling cargos, there is a potential to develop Vizag, Kakinada & Krishnapatnam
as important “Cruise Tourism” destinations that provide national & international
sea cruise services. The state has some of the important reservoirs / dams like
Anantasagaram reservoirs in Anantapur district, Nagarjunasagar Dam in Guntur
district, Srisailam Dam in Kurnool district and Madduvalasa Reservoir in
Srikakulam district which have developed as important tourist spots. Some of the
important rivers, lakes & water bodies include Krishna River, Godavari, Kolleru,
Pulicat etc. These locations can be developed as important water-based tourism
centres.
1.4.6 To explore the tourism potential of the coastal region APTDC has identified
suitable locations for implementing tourism projects. To develop necessity
facilities passenger / cargo jetty have to be constructed at the locations.
1.4.7 APTDC has engaged WAPCOS Limited through open tender for development of
passenger /cargo jetty & allied infrastructure at five destinations namely Baruva,
S.Yanam, Manginapudi, Bhavani Island and Kothapanam in Andhra Pradesh. A
separate DPR shall be prepared for each proposed site. This DPR deals with the
development of passenger Jetty & allied infrastructure at Manginapudi.
1.5 PROJECT APPRECIATION
1.5.1 In recent times the Tourism Sector has emerged as an important service industry,
accruing economic benefit for Nations and creating large scale employment.
Planning Commission estimates that the travel & tourism sector in India on an
average creates 78 jobs per Million rupees invested. In addition to direct
employment generation, this sector provides enormous spin-off by generating
indirect employment. Also the indirect contribution of tourism to GDP is expected
to be three times the direct contribution
1.5.2 Tourism can make a substantial contribution to the economic and social
development of many developing countries. Tourism development ensures
creation of base for various business and service sectors such as hotels and
restaurants, handicrafts and ornaments and decoration business, cloth, photos
and other business activities. Further, huge quantum of business generates for
taxies, busses, autos and travel agencies, especially in the transportation sector.
In addition, construction activities also gear up in the provision of various
infrastructural facilities and also landscape development in places of site seeing.
Hence, all the tourist places having vast potentials turn up into employment and
business generative centres. Further, the governments get lots of revenues from
tourist places. All this growth throws immense impact on the economy, leading
to substantial growth in the socio-economic and living conditions in respective
places.
1.5.3 The implementation plan of construction of passenger jetty is centred on the

development of tourism opportunities along the Andhra Pradesh coast. This

approach will support job creation and generate supplementary income for the
local communities. Addressing the tourism demand is one of the primary
objectives of the proposed infrastructure. The jetty and allied infrastructures will
cause a boom in the tourism of the location. This would lead to creation of many
primary and secondary businesses and job opportunities.
1.5.4 The blooming of new opportunities would have a direct impact on the socio-
economic spheres. The project would be a positive step towards achieving the
goal of development of the leisure boating industry. The infrastructures would
also be a great step in ensuring the safety of the tourists.
1.6 PROJECT OBJECTIVES
1.6.1 The principal objective of this assignment is to prepare detailed project reports
for development of passenger jetty and allied infrastructure at Manginapudi in
Andhra Pradesh. The brief scope of work is given as below;
 Preparation of DPR as per GoAP guidelines for according approvals

 Co-ordination with various departments/agencies on issues related to land,
NOCs etc. while preparing DPR.
 Presentation on the draft DPR to the APTDC with proposed components,
conceptual designs, estimates and other documents.
 Submission of final DPR to the APTDC with proposed components, conceptual
designs and drawings, estimates and other documents.
 Following up on the submitted DPRs with respective Departments for timely
sanction including attending queries if any raised by respective Departments
and making presentations to the relevant stake holders as and when required
including respective Departments according approvals
Fig 1.4 Location of Proposed Sites

1.7 STRUCTURE OF THE REPORT
The detail project report consists of following sections,
Chapter – 1 Project Description

Chapter – 2 Site conditions
Chapter – 3 Functional Port Planning
Chapter – 4 Port Engineering
Chapter – 5 Infrastructure Terminal Facilities
Chapter – 6 Port Connectivity
Chapter – 7 Project Implementation Schedule
Chapter – 8 Cost Estimates
Besides all the above, Tables, Figures, Drawings and Appendices shall also form as
a part of this detail project report.

CHAPTER – 2
PROJECT SITE CONDITIONS
2.1 Site Inspection
2.1.1 The proposed site at Manginapudi for the passenger jetty must be examined to
ensure that they meet the specific functions and needs for which they are meant.
A Preliminary assessment of prevailing site conditions is always a requisite for
providing sufficient information for the site evaluation. The general site
conditions prevailing in the project locations were examined and all the site
coordinates were noted during the preliminary site visit undertaken by WAPCOS
Team during second week of November, 2016. The site photographs of proposed
site at Manginapudi that were taken during the site visit are given in Appendix
2.1. Site Data available on previous reports were also reviewed and validated. The
observations on project site conditions are summarized in the subsequent
paragraphs. During the visit, team also had discussions with the project officials of
APTDC and taken into account their perspective ideas about the proposed
facilities.
2.2 Site Location
2.2.1 Manginapudi is located at 16°14′41.38”N 81°14’41.38”E. Manginapudi Beach is

located on the coast of Bay of Bengal. Manginapudi Beach is located at 11 kms
from Machilipatnam in Krishna District which 85 kms away from Vijayawada. The
site is situated in the Krishna district of Andhra Pradesh. .It is located at a distance
of 54.57 km towards south from the outlet of Godavari River.
Fig. 2.1 Location of Manginapudi

AT MANGINAPUDI IN ANDHA PRADESH 10 PROJECT SITE CONDITIONS
Fig 2.2 Manginapudi Beach
2.2.2 APTDC had earlier submitted a proposal for some constructions to develop
Manginapudi for tourism. Currently, the local Panchayat is carrying out
construction of parking space, parks, swimming pool, 50 shops, restaurant and
roads.
Fig 2.3 Manginapudi Beach Entrance
2.2.3 Manginapudi was once an important trading center and a gateway to India.
Manginapudi Beach has black soil instead of sands. It is a historic port city,
popular health resort and an ideal place for beach lovers. Manginapudi

Ramalayam temple, Anjaneya swamy temple, Undavalli caves and Machilipatnam
Harbour are the other nearest tourist attractions.
Fig 2.4 Private Hotels at the Beach Entrance
Fig 2.5 Light House near Manginapudi Beach

Table 2.1 Distance Matrix (in Km) of important places and site locations
Bhavani
Kothapatnam Island Vijayawada Manginapudi S.Yanam Vishakapatnam Baruva
Kothapatnam 0 172 166 197 334 512 725
Bhavani Island 172 0 10.3 92.8 201 354 567
Vijayawada 166 10.3 0 80.6 191 347 561
Manginapudi 197 92.8 80.6 0 139 331 544
S.Yanam 334 201 191 139 0 219 432
Vishakapatnam 512 354 347 331 219 0 225
Baruva 725 567 561 544 432 225 0
2.3 Hydrography
The tidal levels for the proposed site are referred from the Sacramento Shoal (Lat.
16 11 N Long. 81 12 E) which is 13.7 Km away from the proposed site. The levels
are reduced with respect to Chart Datum.
Table 2.2 Tidal Variation at the

Levels Height in meters above the datum
MHWS +1.600 m CD
MHWN +1.300 m CD
MLWN +0.900 m CD
MLWS +0.600 m CD
MLS +1.100 m CD
2.4 Meteorology and climatology conditions
The climate of Andhra Pradesh is generally hot and humid. The summer season in
this state generally extends from March to June. During these months the
moisture level is quite high. The coastal areas have higher temperatures than the
other parts of the state. In summer, the temperature generally ranges between
20 °C and 40 °C. At certain places the temperature is as high as 45 degrees on a
summer day.
The summer is followed by the monsoon season, which starts during July and
continues till September. This is the season for heavy tropical rains in Andhra
Pradesh. The major role in determining the climate of the state is played by
South-West Monsoons. About one third of the total rainfall in Andhra Pradesh is
brought by the North-East Monsoons around the month of October in the state.
The winters in Andhra Pradesh are pleasant. This is the time when the state
attracts most of its tourists. October to February are the winter months in Andhra
Pradesh. Since the state has quite a long coastline, the winters are comparatively
mild. The range of winter temperatures is generally from 13 °C to 30 °C.

To analyse the climatological data of the sites the data from nearest IMD stations
were used. The details of IMD stations near to the site are listed in the Table 2.3
given below.
Table 2.3 Details of IMD stations near the site
Sl. Site Nearest IMD Distance between
No. Station IMD station and site
1 Manginapudi Machilipatnam 13.7 km
2.4.1 Rainfall
The rainfall data of the region has been collected from India Meteorological
Department (IMD). From the analysis of data, it is observed that the proposed
sites receive greater part of annual rainfall from monsoon between July and
November accounting for nearly 80% of annual rainfall and the remaining 20% of
the rainfall is recorded during the rest of the year.
2.4.1.1 Machilipatnam
Machilipatnam receives an average annual rainfall of 1090.4 mm. The average

number of rainy days in the region is 55.9. The monthly total rainfall, number of
rainy days and heaviest rainfall in 24 hours for Machilipatnam has been presented
in Table 2.4.
Table 2.4 Analysis of Rainfall Data of Machilipatnam
Monthly No.of Total in Total in Driest Heaviest Date

Month Total Rainy Wettest Month Month with Fall in and
(mm) Days with Year Year 24 hrs Year
80.3 14
Jan 2.2 0.3 1908 0.0 76.2 1908
226.1 13
Feb 4.6 0.3 1901 0.0 96.5 1901
158.0 09
Mar 6.9 0.4 1926 0.0 150.4 1926
114.1 08
Apr 13.0 0.7 1909 0.0 101.3 1942
179.8 26
May 31.6 2.2 1969 0.0 82.5 1904
297.7 1.8 24
Jun 122.6 6.8 1889 1923 133.3 1915
476.0 32.8 19
Jul 190.2 11.5 1916 1905 124.0 1964
506.2 20.2 14
Aug 173.0 10.6 1886 1960 200.9 1977
443.2 37.3 09
Sep 175.6 9.3 1917 1901 117.0 1962
674.6 5.1 28
Oct 223.2 9.1 1892 1909 502.4 1949

Monthly No.of Total in Total in Driest Heaviest Date
Month Total Rainy Wettest Month Month with Fall in and
(mm) Days with Year Year 24 hrs Year
538.9 06
Nov 122.1 3.7 1976 0.0 464.7 1968
226.7 15
Dec 20.1 1.0 1969 0.0 159.3 1947
2.4.2 Temperature
In general the climate of Andhra Pradesh is tropical. The three main seasons
enjoyed by the state is monsoons, summers and winters. There is little or no
discrepancy in weather in different areas of the state since the state is close to
rivers, seas and hills. The summer is experienced from March till June, the
temperature may increase up to 42 degree maximum. In various regions,
variation in maximum temperature is from 23°C to 28°C and a variation can be
seen in minimum ranges from 10°C to 12°C. Hot summers are experienced in
coastal plains, and at times, temperature reaches at 42 degree centigrade at
some places. A degree of relief can be enjoyed when pre-monsoon showers hit
state somewhere around the middle of June. Monsoon arrive in the state in the
month of July and stays till September but sometimes in October, November and
December, heavy rainfall can be experienced. In regions closer to coast, rainfall is
heavy. During October and November, heavy rainfall occurs due to north east
monsoon winds. From October till February, winter season is experienced by
state and this time of year is quite enjoyable and pleasant. Mild winters are
enjoyed, and temperature does not go below 16 degree. This is the perfect time
to visit this beautiful state
Fig. 2.6 Mean Monthly Temperature Data of Machilipatanam

2.4.3 Wind
The distribution of wind speed over a month for different months in a year and
the directional distribution of wind during the different months are presented in
the figures below.
Fig. 2.7 Wind rose diagram for Machilipatnam
Fig. 2.8 Wind velocity graph for Machilipatnam

2.4.4 Relative humidity
The relative humidity data for that were recorded in above said IMD stations
were analysed.
Table 2.5 Relative Humidity at study locations

Site Average Maximum Average Minimum
Relative Humidity % Relative Humidity
Machilipatnam 79 69
2.4.5 Waves
During the NE monsoon, the wave heights exceed 2 m for 32% of the time and
58% of these waves approach from the N-NE. As rough sea conditions prevail in
the SW monsoon season, heights exceed 2 m 68% of the time. So the
predominant offshore directions correspond largely, but not entirely, to the
monsoon variation and are given below:
 From November till March, waves from the northeast are predominant
 Form March through September, waves from the southwest are

predominant
 In October, waves from the SW and the NE are equally common
Significant Wave heights during NE monsoon vary between 0.2 m to 0.8 m and
the corresponding wave periods vary between 5 and 7 sec. These ranges in wave
height and period account for more than 90% of the observations indicating that
waves during the NE monsoon are generally low. Significant wave heights during
SW Monsoon are slightly higher with the heights varying between 0.4 to 1.2m,
the corresponding wave periods being 6 to 9 sec. Long waves with periods
between 9 to 11 sec. are also observed during both the monsoons though their
percentage of occurrence is only 11 and 18 during the NE and SW monsoon
respectively.
Wave roses based on the above measurements are presented in Fig. 2.7. It can be
seen that for the limited period of data available during the Northeast monsoon
the predominant wave direction is ESE, though some waves are also noticed from
the East and ENE. This could be due to fact that the wave measurements were
made in shallow waters of less than 10 m, and refraction would have changed the
direction of wave approach from NE to ENE.
2.5 Earthquake
According to seismic zoning of India, the country is divided into five seismic zones
based on severity. Andhra Pradesh lies in Zone II and Zone III. Manginapudi lies in
Zone II. These zones are relatively low to moderate risk zones.

Fig. 2.9 Seismic zones of India
2.6 Cyclones
Andhra Pradesh is exposed to cyclones, storm surges, floods and droughts. A

moderate to severe intensity cyclone can be expected to make landfall every two
to three years. About 44 percent of the state is vulnerable to tropical storms and
related hazards. In India, the cyclones develop in the pre-monsoon (April to May)
and post-monsoon seasons (October to December), but most of them tend to
form in the month of November. Cyclones on the east coast originate in the Bay
of Bengal, the Andaman Sea or the South China Sea, and usually reach the
coastline of Tamil Nadu, Andhra Pradesh, Odisha and West Bengal, which are the
most vulnerable to these types of hazards. Two of the deadliest cyclones of this
century, with fatalities of about 10,000 people in each case, took place in Odisha
and Andhra Pradesh during October 1971 and November 1977 respectively. The
super cyclone of Odisha in 1999 caused large scale damage to life and property.

Along the Andhra coast, the section between Nizampatnam and Machilipatnam is
the most prone to storm surges. Vulnerability to storm surges is not uniform
along Indian coasts. The following Fig. 2.10 shows the wind and cyclone hazard
map of Andhra Pradesh. The state of Andhra Pradesh experienced 71 cyclones
during 1892-1997, each time with colossal damage. Between 1892 and 1977, 56
cyclones affected the seven coastal districts. Manginapudi falls on very high
damage risk zone.
Fig. 2.10 Wind & Cyclone Hazard Map
2.7 Flood
Inadequate capacity of the rivers to contain within their banks the high flows
brought down from the upper catchment areas, following heavy rainfall, leads to
flooding. Central and coastal Andhra Pradesh spans mainly major river basins of
Godavari, Krishna and minor river basins of Nagavali and Vamsadhara on the
north and Pennar in the south.
The Passage of storms/ cyclones in quick succession over a river basin invariably
leads to severe floods. The problem is exacerbated by factors such as silting of
the riverbeds, reduction of the carrying capacity of river channels, beds and banks
leading to changes in river courses, obstructions to flow due to landslides,
synchronization of floods in the main and tributary rivers and retardation due to
tidal effects. The flood problems of deltaic regions are attributed to various
causes like flatter slope of drains and back flow due to tides. The following Fig.
2.11 shows the Flood hazard map of Andhra Pradesh.
Fig. 2.11 Flood hazard map of Andhra Pradesh.
2.8 Tourism Potential at Manginapudi
2.8.1 The proposed site Manginapudi is located at Krishna District of Andhra Pradesh.
The following Table 2.6 shows the district wise domestic and international tourist
arrival for the year 2013. It is seen from that table that Krishna district has
attracted 10.4 Million domestic tourists and 353 International tourists. It is ranked
at 3rd and 7th position in number of total domestic and international tourist
arrival among the total 13 districts of Andhra Pradesh.
It has contributed 10.6% of total tourist arrivals in Andhra Pradesh. The year wise
number of domestic and International Tourist arrivals at East Godavari is shown in
the Fig. 2.12 & 2.13 respectively.

Table 2.6 District wise percentage share of tourist arrivals in AP in 2013
Table 2.7 Indian & Foreign Tourist Arrivals in Andhra Pradesh
Sl.No. Tourist Centre 2009 2010 2013

Indian Foreigners Indian Foreigners Indian Foreigners
1 Srikakulam 142187 118 5490674 451 6700000 285
2 Vizianagaram 1060952 688 864552 362 1600000 979
3 Vishakapatnam 4083870 24405 5310962 17959 6700000 57746
4 East Godavari 6559066 2546 5846006 572 11300000 318
5 West Godavari 2036587 1041 231455 20 7000000 33
6 Krishna 6991362 510 10921946 1513 10400000 353
7 Guntur 1581084 8393 2731123 1963 2500000 819
8 Prakasham 433018 279 1133708 320 500000 18
9 S.P.S.Nellore 942523 535 1020930 621 1000000 3318
10 Chittoor 61779288 1015 57299443 504 36200000 4311
11 Kadappa 2195987 310 1587570 2 3800000 179
12 Anantapur 564760 846 616160 2768 300000 1433
13 Kurnool 18687088 50 9110772 51 10100000 30
Total 107057772 40736 102165301 27106 98100000 69822

Fig. 2.12 District-wise Domestic Tourist Trends for the period 2005-13
Fig. 2.13 District-wise International Tourist Trends for the period 2005-13
Table 2.8 Forecasted Tourist Arrivals at Manginapudi upto 2030
Percentage of Share 10% 25%

Forecasted Tourist Forecasted Tourist Forecasted Tourist Arrivals
Year Arrivals at Krishna Arrivals at for Manginapudi Cruise
district Manginapudi Tourism
2009 6991872 699187 174797
2010 10923459 1092346 273086
2013 10400353 1040035 260009
2014 11489355 1148936 287234
2015 12104594 1210459 302615
2016 12719832 1271983 317996

Percentage of Share 10% 25%
Forecasted Tourist Forecasted Tourist Forecasted Tourist Arrivals
Year Arrivals at Krishna Arrivals at for Manginapudi Cruise
district Manginapudi Tourism
2017 13335070 1333507 333377
2018 13950308 1395031 348758
2019 14565546 1456555 364139
2020 15180784 1518078 379520
2021 15796023 1579602 394901
2022 16411261 1641126 410282
2023 17026499 1702650 425662
2024 17641737 1764174 441043
2025 18256975 1825698 456424
2026 18872214 1887221 471805
2027 19487452 1948745 487186
2028 20102690 2010269 502567
2029 20717928 2071793 517948
2030 21333166 2133317 533329
2.8.2 The total yearly tourist arrival at Krishna district for the year upto 2030 has been
forecasted (Column No.2 of Table 2.10) from the previous year data available
from the year 2009 to 2013. The yearly forecasted tourist arrival at Manginapudi
destination (Column No.3 of Table 2.10) upto the year 2030 has been derived
from the observation that 10% of total tourist arrival for Krishna district shall be
destined to Manginapudi. Likewise, the yearly forecasted tourist arrival at
Manginapudi Cruise Tourism (Column No.4 of Table 2.10) upto the year 2030 has
been derived from the assumption that 25% of total tourist arrival for
Manginapudi shall be expected to take Manginapudi Cruise Tourism. The jetty
proposed at Manginapudi should be planned to handle 0.53 Million tourist for the
year 2030 as shown in the Table 2.8.

CHAPTER 3
FUNCTIONAL PORT PLANNING
3.1 Basic Requirements
3.1.1 General
The high cost of modern ships and shipping economics dictate a rapid turn round
of ships calling at any port, with minimum pre-berth waiting times, and times for
operations at the berth, such as berthing and de-berthing, embarking and dis-
embarking in the port, with a view to maximise the voyage time of the ships.
However, this requirement has to be balanced against the navigation and
manoeuvring requirements in the port area and ship movement and handling
limitations and adverse effects of excessive currents, velocities, excessive ship
motions, mechanical and human factors etc.
Excessive motions of the berthed ships not only can impede cargo operations &
passenger embarkation/disembarkation but also cause damage to ships and port
structures such as jetties and wharves as well as the cargoes themselves.
Adequately tranquil water within the port is, therefore essential, for berthing /
de-berthing, loading /unloading operations and passenger
embarkation/disembarkation.
3.1.2 Planning Parameters
Depending upon the traffic demand, the proposed port locations having
passenger demand shall be developed as Passenger Ports. A Multipurpose
passenger port can be defined as a complex of infrastructure, equipment and
services which offers a combined and flexible response to the servicing demand
of certain types of passenger vessel and cargo, permitting the optimum utilization
of manpower and equipment. The expected cargo shall be in the form of
consumables, food materials required for canteen and other miscellaneous items.
Hence, this minimal cargo shall be handled at the same passenger berth.
3.1.3 Priorities of Transport Users
A number of factors influence and decide the selection of a particular transport

mode by a user. Since the emphasis in the present project is substantially on
tourist traffic, the priorities attached with such users are dealt giving due
importance in the planning process for facility developments. The attributes
mentioned hereunder for different type of traffic expected are only qualitative
and do not hold any defined weightage. But an attempt has been made to
arrange these attributes in the order of importance as far as possible.

AT MANGINAPUDI IN ANDHA PRADESH 24 FUNCTIONAL PORT PLANNING
I. Passenger Traffic
(a) Safety
(b) Comfort of Travel
(c) On board facilities
(d) Hygiene and Quality of Services
(e) Cost
(f) Regularity in Service
(g) Connected/allied facilities and services
II. Cargo Traffic
(a) User Cost

(b) Overall average transportation period and sensitivity associated
with products from the economic and perishable considerations.
(c) Speed and efficiency of overall transfer from origin to destination
which include location of user w.r.t. terminal, onward/inward
transport etc.
(d) Reliability and regularity of service
In respect of passenger traffic attribute preferences, obviously the safety factor

overrides other priorities. The allied facilities/services are indicated as one of the
priorities. Under this, various options can be considered and are as listed under:
a) Recreation and other useful amenities to water transport users such as Gift-
shops, Video- parlours, Fast Food stalls etc. at terminals and on vessels
b) Proper connectivity of embarkation/disembarkation points with that of other
modes of transport
c) Combining Cruise / Water Sport with other attractive activities viz.
establishment of tourist camps on the creek banks and under water diving
activities etc.
In respect of cargo transportation it can be seen that the cost and speed of
service takes priority over other aspects. Since other modes of transport are also
available in the region in parallel with the water transport, the competitiveness in
respect of both cost and service are required to be of very high standard.
However the stretch of water under consideration is being quite limited the
possibility of achieving a more efficient and economical mode of transport system
for the cargo traffic with origin and destination situated within Tourism
destinations appears very limited.
3.1.4 Ships Sizes Expected at the Port
A very important aspect of port planning is to determine the types, sizes and
numbers of ships that may be expected to call at the port to carry the expected
traffic. The types of cargo ships are related to the trade in cargo. Specialized ships
are used for the carriage of Chemicals, Containers, Trucks, Cars, break- bulk and

dry bulk cargoes. The type of passenger ferry is related to the passenger capacity,
speed, hull type etc.
The size of ships usually depends on voyage and trade related factors. Draft
limitations, if any, at the loading and/or destination ports would also govern the
sizes of the ships calling at the port. After considering the various factors, the
following ship sizes are recommended for handling the anticipated traffic at the
various proposed port terminals (Table 3.1). As far as vessel size for
tourism/cruise, passenger, water sport is concerned the sizes as tabulated below
may be considered
Table 3.1 Ship sizes expected at the various proposed port terminals
Type of Vessel Vessel Capacity Design vessel Dimensions
PAX LOA (m) Beam (m) Max. Draft (m)
Tourism/ Cruise 200 36 8 2.5
Passenger Ferry 125 26.7 7.48 1.45
Water Sport - 15 3 1.5
The Hydrofoils and Catamaran come under the category of speed boats. These
are generally used for short distance cruising along the coast and marinas are
required as a part of the water tourist – cum – sport facilities. Some of the
tourists may choose vessels of this type from the marina for short distance / short
duration water sports activity against payment of higher charges. The general
features of these vessels are given below:
Hydrofoils
Hydrofoil craft are boats which typically possess a more or less conventional
planing boat hull and which have one or more support arms extending from
beneath the hull into the water. One or more foils for supporting the hull are
connected to the lower ends of the support arms. When the hydrofoil craft has
accelerated to a sufficient velocity through the water, the lift created by the foils
raises the hull above the water's surface, thus eliminating the hull's resistance.
Fig. 3.1 Typical Passenger Hydrofoil

Ukrainian built Voskhods are one of the most successful passenger hydrofoil
designs. Currently, they are in service in more than 20 countries. The most recent
model Voskhod-2M FFF, also known as Eurofoil, was built in Feodosiya, Ukraine,
for the Dutch public transport operator. It can accommodate 71 passengers. The
specifications of the vessel are
 Length : 27.6 m
 Width : 6.4 m
 Draft (displacement mode) : 2.1 m
 Draft (foilbourne) : 1.1 m
 Cruising speed : 60 km/h (33 knots)
 Engine power : 810 kW (1090 horsepower)
The tonnage of hydrofoil type craft is limited currently to about 400 tons, because
the weight increase of a hydrofoil craft is much faster than the lifting force from
foils when the dimensions of the vessel are increased. The tonnage increases
cubically by its dimensions while the lifting force from the foils increases squarely
by its dimensions. The power transmission system on retractable foil type
hydrofoil craft is very complicated and often causes maintenance and operational
problems resulting from many delicate moving elements enclosed in the movable
spidery struts. It is very inconvenient for a fixed foil type of hydrofoil craft to rest
at a limited depth of harbor because the extension of foil planes may hit the bed
of the harbor: especially for a large tonnage vessel with long and deep fixed foils.
The various hydrofoils have been found to be deficient in several respects. For
example, the operation of hydrofoil vessels was easily impaired by obstructions,
such as floating logs and pilings, grasses, weeds, shallow water, rocks, sandbars,
mudflats, and shores, and it was difficult to adapt the vessels for landing on and
launching from beaches and in general for amphibious use. At higher speeds
associated with hydrofoil boats, collisions between the foils and submerged
objects are of great concern.
Another problem resulted from the operation of the vessel in heavy seas or other
conditions involving substantial wave action. The rigidly mounted hydrofoils
previously employed produce rough rides or instability, and it was difficult to
mount an appropriate suspension between the main portion of the vessel and the
foils in an economical manner.
Still further difficulties in the operation of conventional hydrofoils resulted from

excessive frictional drag due to the movement of their wetted surface area
through the water, with the corresponding deleterious effect on the speed of the
vessel. Attempts to reduce the wetted surface area have met with the problem
that, at lower speeds, the reduced lifting effect did not adequately support the
vessel. As a result the drag of the foils plus the drag of the hull was substantially
more than the drag of the hull alone would have been.

Conventional hydrofoil craft have a number of problems which make them
difficult or impractical to operate at high speeds. A first problem is cavitation,
which is a phenomenon in which vapor bubbles form along the upper surface of a
foil due to a low fluid pressure on this surface. Cavitation invariably occurs in
conventional hydrofoil craft above a certain operating speed (typically around 50
knots). When the vapor bubbles caused by cavitation collapse in the water, they
produce strong shock waves. If the collapse occurs in the vicinity of the foil, the
shock waves not only produce unpleasant noise and vibrations, but can also
physically damage the foil of the craft by pitting.
In order to prevent damage by cavitation, foils referred to as supercavitating foils

have been developed. With a supercavitating foil, a large vapor-filled cavity,
referred to as a separation bubble, is formed over substantially the entire upper
surface of the foil. Vapor bubbles in the cavity are carried beyond the trailing
edge of the foil and collapse in the water aft of the foil, so that shock waves
produced by the collapse of the bubbles have much less effect on the foil than in
a normal cavitating foil.
While a supercavitating foil prevents the collapse of air bubbles in the vicinity of
the foil which could damage the foil, in order to prevent the separation bubble
from collapsing, it is necessary to maintain the foil at an extremely high angle of
incidence. This high angle of incidence results in a great deal of drag, so that the
lift/drag ratio of a conventional supercavitating foil is so low as to make such a foil
impractical. For this reason, supercavitating foils are not used in practice, and
hydrofoil craft must rely on conventional cavitating foils, which as described
above are unsatisfactory.
Fundamentally, hydrofoils differ from aerofoils in that two fluid phases are
possible across a hydrofoil. The two phases include a liquid phase and a gas
phase. The liquid phase is water and the gas phase is water vapor or air, either
separately or in combination. When the gas phase present is predominately water
vapor, the hydrofoil is cavitating. When the gas phase present is predominately
air, the hydrofoil is said to be ventilating. If no gas phase is present, the hydrofoil
is referred to as subcavitating.
Cavitation and ventilation both appear as bubbles attached to the surface of the
operating hydrofoil. This phenomenon particularly occurs over the section back
(suction side) of the hydrofoil with the bubbles varying both as to size and extent.
The formation of vapor bubbles will occur within a liquid in a region where the
static pressure of the liquid's flow field is equal to, or less than, the saturation
(vapor) pressure of the liquid. The resulting low pressure is a consequence of the
local acceleration of the liquid to a relatively high velocity over the hydrofoil
surface.
In order for cavitation to develop, the surface pressures on the suction side of the
hydrofoil must be lower than water vapor pressure. Ventilation will develop when
surface pressures exist which are lower than the ambient pressure of an

externally available gas supply. The gas supplied is usually air from an
atmospheric source, although other sources may be employed.
Cavitation and ventilation are both ordinarily undesirable. While both cavitation
and ventilation increase the section drag of the hydrofoil, cavitation is also
barometrically unstable and can lead to problems such as vibration, excessive
noise and erosion of the hydrofoil surface.
Whenever possible in the designing of hydrofoils, an attempt is made to avoid the

occurrence of both cavitation and ventilation. In designing a hydrofoil for high
speed applications, the development of cavitation and/or ventilation becomes
increasingly difficult to avoid and if complete subcavitating conditions are insisted
upon, the result is the sacrifice of low drag for adequate strength. For example,
the achievement of complete subcavitating conditions in the hydrofoil sections of
a planing boat propeller, having both reasonable efficiency and adequate
strength, is generally impossible.
Aside from the problem of cavitation, conventional hydrofoil craft have the
problem that their foils invariably operate in a turbulent flow regime, so that the
drag on the foils is high, and a great deal of power is required to drive a
conventional hydrofoil craft at high speeds. The hydrofoil craft has not always
been popularly employed in a large number on sea although such craft have been
known for many years. This is mainly because horse power needed to arrive at a
gliding or planing state is very large and accordingly, such craft must be equipped
with a motor much larger than a general ship. In addition, there were difficulties
in powering hydrofoil craft, because quite a long propeller shaft was required to
keep the propeller under water when the vessel rode onto the foils. The long
shaft with its attendant bearings and mounting brackets added frictional drag and
contributed to the expense of constructing hydrofoil craft, with the result that
they were slower, less economical of fuel, and more expensive than they
otherwise would be.
Catamaran
A catamaran is a type of a ship which has a different hull structure which has been
known for a long time to reduce drag and to result in a faster ship or boat. The
hull of a catamaran consists of a pair of hulls each of which is comparatively
narrow and long. The catamaran hulls are laterally spaced and typically held
together by the deck or by the superstructure of the ship. By definition, a
catamaran is an oar-, sail-, and/or motor-propelled boat consisting of two
identical parallel hulls joined by means of cross-beams, fabric, netting, a floor, a
cabin, or a combination of these various components. The advantages of
catamarans over conventional hulls are well known. Catamarans offer the
advantages of reduced drag which permit catamarans to attain speeds not
possible with a monohull and/or the option of being equipped with less powerful
and therefore less expensive engines. Because of their relatively great length in

relation to their width, a catamaran is able to travel at high speed and has
excellent lateral stability.
Fig. 3.2 Typical Passenger Catamaran
This type of vessel is characterized by its simplicity of operation, high stability and
relatively high speed and sea keeping capabilities, particularly in the speed regime
of 30-35 knots. The marked, however, seems to continue putting increased
demands to speed performance, and several catamarans making 45 knots, and
exceptionally above 50 knots, have recently become a reality. Sea keeping
performance has also become a major issue in modem high speed marine
transportation.
Parallel with the increased speed demands on certain routes, most fast ferry
operators are still reluctant to join this trend of development because of the
associated sky-rocking fuel consumption. It is very likely that the catamaran
technology, initially commercially developed during the early seventies, today
have reached its optimum stage of development from a hydrodynamic point of
view. Further reduction of drag is severely limited by the fact that the major drag
component is related to hydrodynamic skin friction. To overcome this, either
wetted surface area has to be reduced, or the skin friction has to be reduced by
application of new technology, like air lubrication. Recognizing the lack of proven
means to solve these technological challenges, it indicates that the catamaran
concept, as we know it today, is no longer particularly suited to fully comply with
the future marked needs in all respects. This view is supported by the increased
attention concerning environmental issues paid by the public and authorities,
which is likely to force through the development of novel concepts that performs
better in this respect. Also the environment effects of the wave-making tendency
of high speed crafts has become a growing regional concern.
However, as is well known to those skilled in the marine arts, catamarans suffer
from the serious disadvantage that they are considerably less stable in rough seas
and from a propensity for submarining their forward hulls into large head seas
which can result in the forward end of the hull "digging in" and the vessel flipping
end for end. By its very nature, a planing type catamaran has the disadvantage
that it is significantly affected by waves and is not always comfortable to drive. A
displacement type hull, on the other hand, cannot run at high speeds even though
it is stable because of the greater water resistance.
These vessels have low seaworthiness in rough seas due to considerable

amplitudes of pitching and vertical rocking, causing shock overloads. Increase in
seaworthiness is possible by using constructive peculiarities of catamarans,
placing between their hulls hydrofoil-stabilizers, the most simple and effective
ones of which are shallow-submergence hydrofoils.
3.2 Navigational Requirement
3.2.1 General
Dimensions of waterway principally include the width and depth. Dimensioning or

designing of waterway is of critical importance for safety and efficiency of vessel
operations in the waterway. The design parameters are depth, breadth and
alignment. Cross sections of waterway may be expected to satisfy following
requirements
- The waterway must be deep enough to prevent vessels from running a

ground or being difficult to steer
- The waterway must be sufficiently wide to enable the standard traffic flow to
pass safely and speedily
- Vessels must be able to reach a reasonable speed to keep down the cost of
transport
- The cross current must not be too large and therefore uneconomical
3.2.2 Water Areas
Any harbour has to have well laid out operational areas on the land side as well as
the water side. In this section the water areas required for ship operations and
their dimensioning are discussed. The essential operational areas, with brief
description of each are:
(i) Approach Channel: is that portion of the channel from the land fall point
or Pilot Station leading up to the harbour entrance, per-se. Where harbour
entrance is in deep water an approach channel may not be required.
(ii) Entrance Channel: is that portion of the channel which is the transition
between the exposed approach channel and the sheltered port channel,
including the sector passing the entrance.
(iii) Port Channel(s): could be one or more channels inside the sheltered port
area leading to one or more port terminals such as docks, jetties and other
type of berthing facilities, anchorages or special areas.

(iv) Turning Circle / Manoeuvring Area: This is a special water area usually
inside the port meant for turning ships around or carrying out manoeuvres
typically for the purpose of berthing or de-berthing.
3.2.3 Dimensioning
Dimensioning or designing of water areas are of critical importance for safety and
efficiency of ship operations in the port. The design parameters are depth,
breadth (or diameter), length, location, alignment etc. Since these parameters
must necessarily be sufficient to accommodate all ships, the first requirement is
to determine the dimensions of the Design Ship.
Since, there is a proportional relation between length, beam (breadth of ship),

draft, dead weight of ships, the largest DWT ship expected usually serves as the
Design ship, and its dimensions are accepted for designing channels, turning
circles etc.
However, if an extra wide or deep drafted vessel type is to frequent the port, the
relevant dimensions are incorporated as the Design Vessel dimensions. The
navigational requirement for all the proposed ports has been worked out
considering the following design vessel.
Table 3.2 Design Vessel Dimensions

Design Vessel Vessel Average Size Design vessel Dimensions
Type PAX LOA (m) Beam (m) Max. Draft (m)
Tourism/ Cruise 200 36 8 2.5
The critical dimensions expected sizes of passenger ferry should be considered for
before arriving the design vessel. In the Table 3.2 given above, the maximum LOA,
maximum beam and maximum draft among proposed vessels i.e. 36m LOA, 8m
Draft & 2.5m Draft are considered as characteristics of design vessel for planning,
dimensioning or designing of water areas are of port and jetty.
3.2.4 Width of Channel
The required width of any channel, measured at bed level, is expressed in terms
of the beam of the Design Vessel. Considering the design vessel sizes, the channel
dimensions have been worked out based on the following norms
i) In accordance with BIS: 4651 (Part V) – 1980
The required width of any channel, measured at bed level, is expressed in

terms of the beam of the Design Vessel. In accordance with BIS: 4651 (Part V)
– 1980, the channel width should be 3.3 to 5.0 times the beam of the Design
Vessel for one-way traffic. For two-way traffic, BIS recommends the channel
width to be 6.1 to 8.0 times the beam of the Design Vessel. One way traffic

has been proposed for the all the ports. Thus, according to BIS, the width of
one-way channel would be 40 m for all the proposed port location.
ii) In accordance with PIANC Guidelines on Approach Channel Design
The Permanent International Association of Navigation Congresses (PIANC)

and International Association of Ports and Harbours (IAPH) have published a
Guide for Design of Approach Channels, in which various factors like ship
manoeuvrability, vessel speed, prevailing cross wind, prevailing cross and
longitudinal current, wave height, aids to navigation, type of bottom surface,
depth available, cargo hazard level, bank clearance and passing distance have
been proposed.
In accordance with PIANC Guidelines, the width of channel should be 5.5

times the beam of the design vessel for one-way traffic and 7.1 times the
beam of the design vessel for two-way traffic. Thus, according to PIANC/IAPH,
the width of one-way channel would be 44 m.
The BIS guidelines give critical values of width requirement in the approach
channel. Hence, the same is recommended for adopting in the design. Thus,
the recommended channel width is 40 m for all the proposed ports.
3.2.5 Depth of Channel
3.2.5.1 The depth required for a ship to navigate any sector of a channel safely and
efficiently depends principally on the maximum draft and the climatic conditions
prevailing at the time of navigation. It is obvious that the depth of water must be
adequately more than the maximum draft to allow for the effects of heave, pitch,
roll and squat. Other factors such as fresh water draft, errors in charting, or post-
charting siltation and dredging tolerances also need to be taken into account. The
nature of the bed of the channel also is a consideration in deciding the amount of
extra depth, for instance, in rocky beds, a larger clearance is called for. The extra
depth of water required over and above the ship’s maximum draft due to the
combined effect of all these inter-related factors is termed as “Under-Keel-
Clearance” UKC. In general larger UKC is required in more exposed waters.
Likewise, for a given ship and channel sector, squat increases with speed.
3.2.5.2 Considering the design vessel sizes, the required channel depth in each
developmental phases have been worked out based on the following norms.
i) In accordance with BIS: 4651 (Part V) – 1980
In accordance with BIS Code IS: 4651 (Part V) – 1980, the channel depth should be
10% more than the draft of the design vessel in the channel & 15% at the turning
circle. Table 3.3 below shows the design depths in various water areas for design
ship sizes to be handled at the berths using BIS recommendations.

Table 3.3 Under-Keel-Clearances and Water Depth Requirement
Water Area (% of (2.5m Draft Vessel) Recommended
Draft) Under Keel Minimum Water Water Depth
Clearance (m) UKC (m) Depth (m) (m)
Approach Channel 10 0.25 0.6 3.1 3.5
Turning Circle 15 0.37 0.6 3.1 3.5
Berth 10 0.34 0.6 3.1 3.5
ii) In accordance with PIANC Guidelines on Approach Channel Design
PIANC/IAPH has recommended a depth of channel considering various factors like

the effects of heave, pitch, roll, and squat. Other factors such as fresh water
draft, errors in charting, or post-charting siltation and dredging tolerances also
have been taken into account. Hence, optimum depth at berth level works out to
3.5m which will facilitate the navigation passenger vessels.
3.2.6 Turning Circle
As per BIS Code IS: 4651 (Part V) – 1980, the minimum diameter of turning circle
should be 1.70 to 2.0 times the length of the largest vessel to be turned. The
factor of 1.70 is for protected basins, and factor of 2.0 is for exposed locations.
Where there is no tug assistance is available, the diameter of turning circle may
be 4 times the length of design ship.
Since the proposed port location is proposed to be a protected basin. The

recommended turning circle is 72m for the design vessel for all the proposed port
locations.
3.2.7 Other Aspects of Channel Design
In addition to its width and depth there are other aspects of equal importance
which have to be incorporated in a good channel design. These are discussed in
brief, below:
Alignment: As compared to a road or rail vehicle, there are severe limitations on

the manoeuvrability of a ship, specially a large one like the design vessel. An even
more aggravating factor in this regard is the high “windage” offered by a ship due
to its superstructure. Thus every effort has to be made in drawing up a favourable
alignment. The ideal alignment would be a dead-straight-one from land fall to the
berth, parallel to the direction of wind and current. Clearly the ideal alignment is
nearly impossible in almost any location. Therefore, compromises have to be
made. If bends or curves in the channel alignment cannot be avoided they should
be as few as possible and very flat with a radius of curvature of about 7 to 10
times length of Design vessel, depending on the degree of turn.

Turns which will call for rudder angles of more than about 15° or 20° should not
be incorporated. Keeping in view typical steering machinery and techniques, two
straight legs with a flat bend connecting them is preferable to a long continuous
curve. “S” curves which require a ship to turn in one direction first and in the
opposite direction immediately thereafter should be shunned. It is necessary for a
vessel to come out of a turn in any direction and steady up on a straight course
before it is ready to go into a turn in the opposite direction. The leg of the
channel which takes a vessel into the harbour entrance should be straight.
Stopping Distance: When a ship enters a port and is approaching the berth or
turning area, it is necessary for her to progressively reduce speed. Reducing
speed impairs her manoeuvrability and hence this leg of the channel should be
straight for a long enough distance to allow her to come to a complete or near
complete stop without losing control. For the design vessel, the minimum
stopping distance would be about seven (7) times the length of the ship or about
252m. Moreover, this straight leg should be in sheltered water.
Orientation: It is impossible to orient the channel parallel to wind and current in

all seasons and at all stages of the tide. However, the orientation of the channel
vis-à-vis these forces needs deliberation. Under certain conditions such as when
current is very strong, navigation may have to be suspended until the current
slackens sufficiently. Beam Sea and wind are to be avoided in a channel of
restricted dimensions but where unavoidable its dimensions have to be increased
sufficiently. At all the proposed ports, the channel alignment, dimensions and
orientation have been planned according to the critical weather condition.
The aids to navigation (also known as ATON) are markers, which aid the vessels in
their nautical navigation, and there exist some types. Lateral markers are those
that indicate the navigation channel sides. At the IALA Region A system (valid in
Africa), when entering the port the green colour markers are located at the
starboard side (right) and the red colour markers are located at the port side
(left).
In the proposed Port floating lateral markers (buoys) are proposed to be used to
signal its navigation channel, with a longitudinal distance between markers of 100
meters. These buoys can be staggered on either side of the channel, which will
reduce the number of buoys.
3.2.8 Berth Alignment
Alignment of berths is required to be fixed based on contour alignment in the

water body. The berth alignment factor is port site specific and hence the berth
alignment will differ for different port sites. The alignment of the berth
structures has been proposed along the contour alignments.

3.3 Breakwater
For the protection of the port, the existing basin where proposed developments
are planned should be sheltered from currents and waves by a breakwater. This
facility shall maintain tranquillity condition inside the port basin area. The
alignment and orientation of the existing breakwater has been determined by
following factors.
 Bottom depth contours

 Approach channel
 Nautical aspects
 Wave and current climate
 Sediment transport
 Provision of sufficient harbour space within the port.
 Operability in channel
As site proposed in the open sea, two break water viz. Northern and Southern
have been proposed. The main purpose is to the break waters to create
tranquillity condition in proposed port basin. In accordance to that WAPCOS has
proposed two break waters as follows;
Table 3.4 Breakwater Details
Type of Breakwater Length (m)

Northern Break Water 250.00m
Southern Break Water 395.00m
The size and alignment of breakwater is arranged to achieve minimum amount

of siltation and maximum amount of tranquillity. Impact of breakwater
construction on natural shoreline should be checked hydraulic model studies of
mathematical model for before and after development. Harbour entrance is
proposed as 80.00m wide to maintain safe navigation between both the break
water. Looking to the required tranquillity condition in proposed enhancement
of port prolonged break water is proposed as per the oceanographic condition.
The detail section is given in Drawing 3.1. The design of breakwater is attached
in Appendix 3.1.
3.4 Dredging Requirement
The proposed jetty shall be located at -3.5m CD as per the draft requirement of
design vessel. However, to reduce the length of Breakwater and Jetty, the jetty
shall be located at average depth of -1.5m CD and dredging should be done to
achieve the required depth contour at basin area, turning circle and approach
channel.
3.5 Functional Port Planning Parameters
The following parameters are taken for planning for evaluating required no. of
berths
Description 2020 2025 2029

Passenger Capacity per vessel (Nos.) 200 200 200
Vessel occupancy 0.8 0.8 0.8
Annual tourist traffic for Jetty Planning (Nos.) 379520 456424 533329
Peak tourist traffic for Jetty planning (Nos.) 151808 182570 213332
No. of Peak days/ year for Jetty operation 120 120 120
Total no. of vessel calls / Per Peak season year 949 1141 1333
No. of vessels Calls/ day in Peak Season 8 10 11
No. of Jetty required 1 1 1
3.6 Berth Dimensions
a. Length of Berth:
As per the BS Code: 6349 (Part II) – 2010, a berth length of 1.15 times the
vessel length is desirable and minimum distance of 15 m between vessels is
commonly adopted, but this should be increased as necessary according to
the size of the vessels and the exposure of the berth.
Accordingly, a berth length of minimum 60m is proposed to accommodate the

design passenger ferry berth.
b. Width of Berth:
Width of the berth is based on requirement of adequate and safe passage of

passengers and other equipment. A nominal width of 20m has been proposed
passenger jetty.
c. Depth at Berth:
BIS: 4651 (Part V) – 1980 recommends that the water depth should be 10%
more than the loaded draft of design vessel in the sheltered parts viz. berths
and hauling out spaces. The depth requirement in the area at berth has been
calculated and is given below. It is recommended to have passenger jetty at
the required depth contour.

Table 3.5 Depth at Passenger Berth
Type of Berth Design Under-keel Clearance Depth

Draft (% of Draft) (m) (m) Requirement (m)
Tourism/ Cruise 2.5 10 0.25 0.6 3.1  3.5 m
d. Deck Elevation:
BIS: 4651 (Part V) – 1980 recommends that the deck elevation is

recommended to be at or above highest high water springs plus half height of
an incident wave at the berth location plus a clearance of 1 m. Hence, the
deck elevation shall be fixed at +3.00m CD with a clearance of 1m.
The port-wise dimensions of passenger berth and approach are given in the table
below.
Table 3.6 Port-wise Passenger Berth Dimensions (L x B)
Dimensions Manginapudi
Berth (m) 20x60
Table 3.7 Port-wise Approach Trestle Dimensions (L x B)

Dimensions Manginapudi
Approach Trestle (m) 12x125
3.7 Passenger Facilities
The required passenger facilities are mainly shelter for use while waiting for the
departure. In addition, facilities such as ticketing office, sale of refreshments,
Toilets, convenience shopping etc. are proposed at each passenger terminal.
Detailed description about the proposed terminal infrastructure are discussed in
Chapter 5 of this report.
3.8 Port Area Requirement
The standard norms have been taken into consideration for area provisions for
various passenger facilities (given in Table 3.8), service & main roads, passenger
terminal, administrative, ticketing and other office / dwellings, safety systems,
workshops, amenities, fuel station, overhead tank, Electrical substation, green
belt etc. The port area requirement for the proposed ports have been worked out
according to the respective passenger traffic throughput. General uncertainty
allocation of 10% is accounted for area evaluation. The areas thus considered are
tabulated below:

Table 3.8 Port Area Requirements in Hectares (Ha)
Facilities/ Site Manginapudi
Approach Roads 0.66
Service utilities 0.95
Admn. Building 0.08
Passenger Terminal 0.25
Parking Area 0.42
Green Belt 1.00
Misc. 0.44
Total 3.80
Total 3.80
Extra 10% 0.38
Total Area 4.18
Area Adopted (Ha) 4.20
3.9 Port Layouts
3.9.1 Port Layout Planning is generally associated with a set of stipulations, guidelines
and assumptions. For the proposed facilities at each Ports, the following basic
parameters are kept in mind
i. The layouts developed should permit expansion of berths to cater to

projected traffic beyond the assessed value.
ii. Space should be kept for road to the various berths.
3.9.2 The proposed Port Terminal Layouts are shown in Drawings 3.2. Provision is
made for one passenger berth at all proposed passenger port sites. The estate
level of the port facility considering the environmental factors and other
requirements is to be maintained at +4.6m. Accordingly, this can be achieved by
filling the earth material obtained from cutting and levelling activity. The top layer
of the filled up foreshore area, about 500 mm would be levelled with uniformly
graded selected material for ensuring better drainage and load carrying
properties.
3.9.3 A retaining wall/retention bund should be constructed along the shoreline of port
area to retain the earth filling upto +4.6m. Side slopes of the foreshore area
would have to be protected against erosion. The side slopes of the filled area are
proposed to be protected by pitching with stones laid over a geo-fabric capable of
withstanding maximum current expected.

CHAPTER – 4
PORT ENGINEERING
4.1 Design Basis
4.1.1 The proposed jetties at passenger cum cargo ports are required for handling cargo
and passengers. The design philosophy is such that jetty is to be designed to cater
the Passenger ferry. The light draft vessels are proposed to be handled on inner
(Lee) side of the jetty.
4.1.2 The jetties are proposed to be located in 3.5m depth contour. The access to the
berth is proposed to be provided through a 12m wide approach trestle. Since
jetties are located inside the breakwater, they are fairly protected. The salient
features of the facilities are given below:
Passenger Jetty (Typical)

Length of Jetty - 60m
Width of Jetty - 20m
Approach Trestle (Typical)

Length of Approach - 50m
Width of Approach - 12m
4.2 Design Approach
4.2.1 Open type wharf with both sides berthing is the most appropriate solution. A
structural and geotechnical analysis determined its arrangement, dimensions,
number of resting piles, and their sizes etc. The open berth structure mainly
implies berthing structure on piles. In this type of structure the berth is on pile
foundations. Since the pile foundations are discrete columns provided at a
designed interval, free flow of water is not hindered. Due to their inherent nature
of offering minimum resistance to the existing flow regime and sediment
movement, the piled structures have very little or no impact on the coastal
morphology.
Accordingly, the piled jetty is suitable in almost every location except where it is to
serve as an earth retaining structure. The decking of the berth is provided with
reinforced cement concrete structures consisting of beams and top slab. The
beams and slabs together get integrated by design and then constructed as a
continuous monolithic plate for better and even distribution of live and
superimposed loads.

AT MANGINAPUDI IN ANDHA PRADESH 40 PORT ENGINEERING
4.3 Design Parameters
4.3.1 Design Vessel
Based on the present and future requirements, following vessel size and their
dimensions are taken for designing purpose:
Passenger Ferry:
 LOA : 36m
 Beam : 8.0m
 Draft : 2.5m
 Passengers : 200
4.3.2 Design Levels
Master plan & line diagram of proposed jetty is shown in Drawing 4.1 & Drawing
4.2. Jetty is planned as berthing structure proposed to be on piles which provide
least resistance to natural equilibrium and ease of extension/addition of port
facilities at a later date. The important design levels taken into consideration are
discussed as follows:
Founding Level: Based on the Geotechnical data, the founding level for the piles
is fixed at 5 times diameter of pile inside the rock.
Deck Level: Proposed elevation of the deck is +3.00m CD considering the mean
level of sea and the other operational requirements.
4.4 Design Specifications
4.4.1 Grade of Concrete and Steel
Concrete and steel grade will be as per IS: 456-1978 which is as follows
Table 4.1 - Grade of Concrete and Steel Used
Structure Material (N/mm2)

Concrete Steel
Sub-Structure M 40 Fe 500
Super Structure M 40 Fe 500
4.4.2 Cover to Main Reinforcement
The cover to the main reinforcement used for the design of facilities is used as
follows:

Table 4.2 - Cover to Main Reinforcement
Structure Cover
Sub-Structure 75 mm
Super Structure 50 mm
4.4.3 Unit Weights
The following unit weights have been used for design purpose:
Table 4.3 Unit weight of materials
Material Unit Weight (KN/m3)

RCC 25.00
PCC 24.00
Lake water 10.025
Steel 78.50
4.5 Design Codes and Standards
All works shall satisfy the requirement of the latest relevant codes and standards.
Generally Indian Standards shall be followed. Wherever, the details for part of
works are not defined adequately in Indian standards, the relevant acceptable
International Standards shall be adopted. The List of codes and standards covering
the major part of the works to be followed are listed below:
Table 4.4 List of Codes and Standards
Code No. Name of the Codes
IS: 456 Code of practice for Plain and Reinforced Concrete
IS: 875 Code of practice for Design Loads for Buildings & Structures
IS: 1893 Criteria for Earthquake Resistant Design of Structures

Earthquake resistant design and construction of Buildings –
IS: 4326
Code of practice
IS: 4651 Code of practice for Planning and Design of Ports and Harbours
Code of practice for Design and Construction of Port and
IS: 9527
Harbour Structures
UFC4-152-01 US navy corps of engineer unified criteria Piers and Wharves
Code of practice for Marine structure quay, Wharves, jetties &
BS 6349-part 2
Dolphins

IS: 800 Code of practice for General Construction in Steel
Specification for High Strength Deformed Steel bars and wires
IS: 1786
for Concrete Reinforcement
Ductile detailing of Reinforced Concrete Structures subjected
IS: 13920
to Seismic Forces - Code of Practice
Code of practice for Design and Construction of Pile
IS: 2911
Foundations
Code of practice for Design and Construction of Foundations in
IS: 1904
Soils : General Requirements
SP: 7 National Building Code of India
SP: 16 Design aids for Reinforced Concrete to IS: 456
SP: 34 Hand book on Concrete Reinforcement and Detailing
Standard Specifications and Code of Practice for Road Bridges
IRC : 21
Section III
Standard Specifications and Code of Practice for Road Bridges
IRC : 6
Section II
4.6 Design of Main Jetty
4.6.1 Structural System of Berthing Jetty
The deck level of jetty is kept at +3.0m CD. The thickness of the deck slab of jetty
is 0.45 m incl. 100mm floor finish. The slab at deck level is supported on Cross
beams of 0.75m x 0.750 m in the lateral direction, secondary beams of 0.75 m x
0.75 m in the longitudinal direction. The Cross beams rest on the pile caps / pile
muffs which in turn support the longitudinal beams. The 800 mm diameter bored
cast in situ piles with 6mm thick liner are fixed to the pile caps at the top and fixed
into the ground at the bottom. The plan and cross section of main jetty is shown
as Drawing 4.3.
4.6.2 Analysis of main Jetty
4.6.2.1 STAAD Pro Modeling
The dimension of the main jetty is 60m x 20m. The analysis of the structure has
been performed in STAAD Pro 2007 as shown in Fig. 4.1. In the model the piles are
assumed to be fixed at base. The pile length used in analysis is 20.1m. The cut off
level of piles is +1.35m CD.

Y
X
Z Load 1
Fig. 4.1 STAAD Panel of the Main Jetty
The important levels, design parameters are tabulated in Table 4.4 below:
Table 4.5 Design Parameters for main jetty
Top Level of Jetty (Deck slab) +3.0 m CD

Top level of Piles +1.35 m CD
Diameter of piles (D) 0.80 m
Bed level -3.5 m CD m
Unit wt. of RCC 25.0 KN/m3
Unit wt. of sea water 10.025 KN/m3
Unit wt. of Steel 78.50 KN/m3
Pile Length 20.1m
Founding Level of Piles (Typical) -18.5 m CD
4.6.2.2 Design Loads and Load Combinations
The main jetty, approach and bay have been designed considering the following
loads:
A. Vertical Loads
a) Dead Load
b) Live Loads
i) Uniform loading
ii) Truck loading
iii) Rail mounted crane loading
B. Horizontal Loads
c) Berthing load
d) Mooring load
e) Wind load
f) Current load
g) Seismic load
(a) Dead Load
The dead load consists of the weight of the entire structure, including all
the permanent attachments such as mooring hardware, light poles, utility
booms, brows, platforms, vaults, sheds, and service utility lines. A realistic
assessment of all present and future attachments has been made and
included. Overestimation of dead loads generally will not adversely affect
the cost of the structure. However, overestimation of dead loads would
not be conservative for tension or uplift controlled design. Standard unit
weights have been used to calculate dead loads. Dead load of the structure
can be applied on STAAD MODEL.
Table 4.6: Dead Weight of Slab
Component Depth of Slab Unit Weight Load

(mm) (KN/m3) (KN/m2)
Main Jetty 450 25 11.25
(b) Live Loads
Uniform Live Loads
(i) 68 KN/m2
Truck Loading
Standard truck load has been applied as moving load. The load
specification of IRC Class A train of vehicles (with impact factor) is given as
under:
P1 =27 KN dD1 = 0.5 m

P2=27 KN D1 = 1.1 m
P3= 114 KN D2 = 3.2 m

P4= 114 KN D3 = 1.2 m
P5=68 KN D4 = 4.3 m
P6=68 KN D5 = 3.0 m
P7 =68 KN D6 = 3.0 m
P8 =68 KN D7 = 3.0 m
Berthing Force
According to BS 6349-IV-1994, there are several factors that modify the

actual energy to be absorbed by the fender system. The actual kinetic
energy E absorbed by the fender system is calculated as per the following
Efender = Ce x Cg x Cd x Cc x Eship
Where:
Efender = Energy to be absorbed by the fender system

Cb = Berthing coefficient = Ce x Cg x Cd x Cc. Sometimes Eccentricity (Ce),
geometric (Cg), deformation (Cd), and configuration (Cc) coefficients are
combined into a single value called berthing coefficient. Cm = Effective
mass or virtual mass coefficient. The Value of C e=0.6, Cg=1.0, Cd=1.0 and Cc
= 1.0 have been used for calculation of Berthing energy.
Then the value of Cb = 1
Added mass coefficient,

= 1.46
Eship = WD* V2/2g, where V is the approach velocity of ship =0.2 m/s
Eship = (500) * 0.22/2* 9.81

Eship = 8.9 KNm
Efender = Cb*Cm*Eship
= 1*1.4*8.9
= 12.46 KNm ~ 1.25tm
SCK 400 (rating E1.5) cell fender with energy absorption of 21.6KNm is
recommended option based on berthing energy. Fender will impart 74KN
(1.5x74=111KN) on jetty.
(d) Mooring Force
(i) Mooring force due to wind

Mooring Force due to wind: Fw = Cw Aw P
Cw = Shape Factor
Aw = Windage Area in sqm = 1.175*Lp (Dm-DL)
P = Wind Speed pressure in N/sqm = 0.6 V z 2
Vz = Vb *k1 * k2* k3 , where the k1, k2 and k3 are probability factor and
terrain height and structure size factor and Topography factor respectively.
k1 = 1
k2 = 1
k3 = 1
 The wind speed is considered as 10 m/s ,Shape Factor Cw = 1.5 is taken

for calculation of Mooring force due to wind.
Calculation summery of mooring force is given below
Aw = 1.175*Lp (Dm-DL) = 1.175*50*(3.9-2.24)

= 97.38 m2
P = 0.6 Vz 2 =0.06*(10*1*1*1)2
Fw = 0.9T
(ii) Mooring force due to current
Mooring force due to current: Fc = Lpp Dr Pc
Fc = Mooring Force due to current in kg

Lpp = Length between the perpendiculars in m = 50 m
Dr = Loaded draft of vessel in m = 2.2 m
Pc = Pressure due to current in kg/sq.m = 13.1
The current velocity is assumed as 0.5 m/s
Fc = Lpp * Dr*Pc
= 50*2.2*13.1
= 1.4 T
Assuming that the mooring force due to current and wind act
simultaneously in the same direction.
Total Mooring Force (FT) = Fw + Fc

= 0.9+ 1.4
= 2.3 t

Considering at least 3nos. of bollards per vessel, mooring force at each
pile,
FT = 2.3x1.5/3 = 1.15 t Say 2t
(e) Wind Load
The basic wind speed is 10 m /sec. Design Wind Speed can be obtained by
the following formula:
Design Wind Speed Vz =K1*K2*K3*Vb
Where,
K1, Risk Coefficient as 1.00
K2, Terrain (Category 2), Height (10m) and structure size factor (class C) as
1.00
K3, Topography Factor as 1.0
Accordingly, the design wind pressure, pz = 0.6 Vz2
pz = 0.6 Vz2 = 0.6*(10*1.00*1.00*1)2

= 60 N/m2
(f) Current Force
P= 52 KV2
K = 0.66 for circular pier
V= 0.5 m/sec
P =Intensity of pressure due to water current in kg/m2
P = 52 x 0.66 x (2 x 0.5)2

= 17.16 kg/m2.
(g) Seismic Force
The seismic force has been calculated as per IS-1893-2002. The design
horizontal seismic coefficient Ah for a structure shall be determined by the
following expression:
Ah = (Z/2)*(I/R)*(Sa/g)
Where,

Z = Zone factor given in Table 2, IS-1893-2002. Z at the site has been
adopted as 0.36 corresponding to Zone III. Map showing the seismic zone
from IS 1893-part – I, proposed site falls in Zone – III.
I = Importance factor =1.0 has been used.
R = Response reduction factor has been taken as 5.0 for RCC Structures
Sa/g = Average response acceleration coefficient has been taken as 1.4
(h) Load Combinations
The Berth and its structural components have been designed as per Limit
State Method. The partial safety factors for loads in limit state design
method has been used. Accordingly, following load combinations have
been considered as per IS: 4651-2007 (Draft copy)
Limit state of serviceability
1.0(DL+LL)
1.0(DL+LL+BF-S)
1.0(DL+LL+BF-(L)
1.0(DL+LL+MF-S)
1.0(DL+LL+MF-L)
1.0(DL+LL+SFX)
1.0(DL+LL+SF-X)
Limit state of collapsibility
1.2(DL+LL)+(CLX)
1.2(DL+LL)+(CL-X)
1.5(DL+LL+BF-S)+1.0CLX
1.5(DL+LL+BF-L)+1.0CLX
1.5(DL+LL+BF-S)+1.0CL-X
1.5(DL+LL+BF-L)+1.0CL-X
1.5(DL+LL+MF-S)+1.0CLX
1.5(DL+LL+MF-L)+1.0CLX
1.5(DL+LL+MF-S)+1.0CL-X
1.5(DL+LL+MF-L)+1.0CL-X
1.2(DL+LL)+1.0CLX
1.2(DL+LL)+1.0CL-X
1.2(DL+LL)+1.0CLX+1.5SFX
1.2(DL+LL)+1.0CL-X+1.5SFX
1.2(DL+LL)+1.0CLX+1.5SF-X
1.2(DL+LL)+1.0CL-X+1.5SF-X

1.2(DL+LL)+1.0CLX+1.5SFZ
1.2(DL+LL)+1.0CL-X+1.5SFZ
1.2(DL+LL)+1.0CLX+1.5SF-Z
1.2(DL+LL)+1.0CL-X+1.5SF-Z
1.2(DL+LL)+1.5SWLX+1.0CLX
1.2(DL+LL)+1.5SWLX+1.0CL-X
1.2(DL+LL)+1.5SWL-X+1.0CLX
1.2(DL+LL)+1.5SWL-X+1.0CL-X
1.2(DL+LL)+1.5SWLZ+1.0CLX
1.2(DL+LL)+1.5SWLZ+1.0CL-X
1.2(DL+LL)+1.5SWL-Z+1.0CLX
1.2(DL+LL)+1.5SWL-Z+1.0CL-X
DL – Dead Load
LL – Live Load
MF-S – Mooring Force Sea Side
MF-L – Mooring Force Lee Side
BF-S – Berthing Force Sea Side
BF-L – Berthing Force Lee Side
SF – Earthquake load
CL-Current Load
WL-Wind Load
4.6.3 Design of main jetty
The governing STAAD Results for Longitudinal Beams, Cross Beams, and columns
have been summarized as below:
Table 4.7 Critical Forces in structural members of main jetty
Design Moment (KNm) Shear (KN)

Beams
1150.97 562.5
P (KN) Mux (KNm) Muy (KNm)

Piles
1640 928 37
Design Moment
Slab (KNm)
193

4.6.4 Detailed Engineering
Based on above loads & Load combinations, Appendix 4.1 (Design calculation of
Piles), Appendix 4.2 (design calculations of beams), and Appendix 4.3 (design
calculations of slab) are enclosed.
Based on Design calculations, detailed drawing of main jetty beam, pile and slab is
prepared and shown as Drawing 4.4A, 4.4B, 4.4C respectively.
4.7 Approach Trestle
4.7.1 Structural System of Approach Trestle
The deck level of approach trestle is kept at +3.0m CD. The thickness of the deck
slab of approach trestle is 0.45 m incl. 100mm floor finish. The slab at deck level is
supported on Cross beams of 0.75m x 0.750 m in the lateral direction, secondary
beams of 0.75 m x 0.75 m in the longitudinal direction. The Cross beams rest on
the pile caps / pile muffs which in turn support the longitudinal beams. The 800
mm diameter bored cast in situ piles with 6mm thick liner are fixed to the pile
caps at the top and fixed into the ground at the bottom. The plan and cross
section of approach trestle is shown as Drawing 4.5.
4.7.2 Analysis of Approach
4.7.2.1 STAAD Pro Modeling
The dimension of Approach is 50m. The analysis of the structure has been
performed in STAAD Pro 2007 as shown in Fig. 4.2. In the model the piles are
assumed to be fixed at base. The cut off level of piles is +1.35 CD m.
Y
X
Z Load 1
Fig. 4.2 STAAD Panel of the Approach Trestle

The important levels, design parameters are tabulated in Table 5.6 below:
Table 4.8 Design Parameters for Approach Trestle
Top Level of Bay (Deck slab) +3.00 m CD

Top level of Piles +1.35 m CD
Diameter of piles (D) 0.80 m
Bed Level -3.50 m CD
Unit wt. of RCC 25.0 KN/m3
Unit wt. of sea water 10.025 KN/m3
Unit wt. of Steel 78.50 KN/m3
Founding Level of Piles (Typical) -18.1 m CD
4.7.2.2 Loads and Load Combinations
The approach trestle has been designed considering the following loads. All the
loads listed below are as per IRC 6:2000, pn-5
 Dead Load (Self load)

 Live Load
 Impact load
 Wind Load
 Water Current
 Seismic load
(a) Dead loads (Permanent Loading)
Permanent Loads include the cumulative weight of the entire structure

including the weight of the structural components, pavement, utilities, and
other permanent attachments. Standard unit weights have been used to
calculate permanent loads. Dead load can be directly applied to STAAD
MODEL.
(b) Live Loads
As per Clause No. 207.4, Table 2, IRC:6-2000
Carriageway Number of Lanes Load Combination

Width for Design Purposes
< 5.3 m 1 One lane of class A considered to
occupy 2.3 m. the remaining
width of carriageway shall be
loaded with 500 kg/m2

Plan and Elevation of Class A including wheel load and c/c distance is
shown below. Fig. is as per IRC 6:2000, pn-12
Fig. 4.3 Plan and Elevation of Class A

(c) Impact Load
As per clause 211.2, IRC 6:2000, Pn - 22 , The impact fraction is calculated

from the following equations which are applicable for spans between 3m
and 45 m.
Impact factor fraction for reinforced concrete bridges =
IF = ( )
= 0.41
IF% = 41%
As per Cl. No-211.1, IRC 6:2000,pn-22, provision of Impact load can be
done by increasing wheel load by IF%.
(d) Seismic Force
The seismic force has been calculated as per IS-1893-2002. the design
horizontal seismic coefficient Ah for a structure shall be determined by the
following expression:
Ah = (Z/2)*(I/R)*(Sa/g)
Where,
Z = Zone factor given in Table 2, IS-1893-2002. Z at the site has been

adopted as 0.36 corresponding to Zone III. Map showing the seismic zone
from IS 1893-part – I, proposed site falls in Zone – III.
I = Importance factor =1.0 has been used.
R = Response reduction factor has been taken as 5.0 for RCC Structures
Sa/g = Average response acceleration coefficient has been taken as 1.4
(e) Wind Load
The wind loads on the structure has been considered as per IS 875:Part3.
The basic wind speed is 10 m /sec. Design Wind Speed can be obtained by
the following formula:
Design Wind Speed Vz =K1*K2*K3*Vb
Where,
K1, Risk Coefficient as 1.00
K2, Terrain (Category 2), Height (10m) and structure size factor (class C) as
1.00
K3, Topography Factor as 1.0
Accordingly, the design wind pressure, pz = 0.6 Vz2
pz = 0.6 Vz2 = 0.6*(10*1.00*1.00*1)2

= 60 N/m2
(f) Current Force
P= 52 KV2
K = 0.66 for circular pier
V= 0.5 m/sec
P =Intensity of pressure due to water current in kg/m2
P = 52 x 0.66 x (2 x 0.5)2

= 17.16 kg/m2.
(g) Load Combinations
Load combinations after taking above loads into consideration are shown
in Table below:
Limit state of serviceability
1.0(DL+LL)
1.0(DL+LL+SFX)

1.0(DL+LL+SF-X)
Limit state of collapsibility
1.2(DL+LL)+(CLX)
1.2(DL+LL)+(CL-X)
1.5(DL+LL)+1.0CLX
1.5(DL+LL)+1.0CLX
1.5(DL+LL)+1.0CL-X
1.5(DL+LL)+1.0CL-X
1.5(DL+LL)+1.0CLX
1.5(DL+LL)+1.0CLX
1.5(DL+LL)+1.0CL-X
1.5(DL+LL)+1.0CL-X
1.2(DL+LL)+1.0CLX
1.2(DL+LL)+1.0CL-X
1.2(DL+LL)+1.0CLX+1.5SFX
1.2(DL+LL)+1.0CL-X+1.5SFX
1.2(DL+LL)+1.0CLX+1.5SF-X
1.2(DL+LL)+1.0CL-X+1.5SF-X
1.2(DL+LL)+1.0CLX+1.5SFZ
1.2(DL+LL)+1.0CL-X+1.5SFZ
1.2(DL+LL)+1.0CLX+1.5SF-Z
1.2(DL+LL)+1.0CL-X+1.5SF-Z
1.2(DL+LL)+1.5SWLX+1.0CLX
1.2(DL+LL)+1.5SWLX+1.0CL-X
1.2(DL+LL)+1.5SWL-X+1.0CLX
1.2(DL+LL)+1.5SWL-X+1.0CL-X
1.2(DL+LL)+1.5SWLZ+1.0CLX
1.2(DL+LL)+1.5SWLZ+1.0CL-X
1.2(DL+LL)+1.5SWL-Z+1.0CLX
1.2(DL+LL)+1.5SWL-Z+1.0CL-X
DL – Dead Load
LL – Live Load
CL-Current Load
WL-Wind Load
4.7.3 Design of Approach Trestle
The governing STAAD Results for Longitudinal Beams, Cross Beams, and columns
have been summarized as below

Table 4.9 Critical Forces in structural members of approach trestle
Design Moment (KNm) Shear (KN)

Beams
1342 714
P (KN) Muy(KNm) Mux (KNm)

Piles
2421 955 0
Design Moment
Slab (KNm)
325
4.7.4 Detailed Engineering
Approach Length- 50 m
Approach Width - 12 m
Based on above loads & Load combinations into consideration, Appendix 4.4
(Design calculation of Beams), Appendix 4.5 (design calculations of piles) &
Appendix 4.6 (design calculations of slab). The summary of forces, crack width
calculations for beams and slabs, STAAD input files of Main Jetty and Approach
Trestle are given in the Appendix 4.6 – 4.11 respectively.
Based on Design calculations detailed drawing of approach trestle is beam, pile

and slab enclosed as Drawing 4.6-A, 4.6-B, 4.6-C respectively.

CHAPTER 5
TERMINAL INFRASTRUCTURE
5.1 General
In this chapter, the proposed port infrastructure other ancillary facilities, such as
Passenger Terminal, Administrative Building, Workshop, Power sourcing etc.
would be discussed in detail. The drawings for the proposed terminal
infrastructures are attached separately.
5.2 Land Development / Improvement of soil
The land requirement for the foreshore facilities would be achieved by filling the
resulting material from Excavation process. The top 0.5 m of the foreshore area
can be made up by using selected borrow material, if the excavated earth
material is poor to bear the load. Consolidation and rolling for achieving the
desired degree of density would be carried out in-situ using vibratory rollers.
5.3 Passenger Terminal
For handling the Passenger traffic demand, passenger terminal building of area
21x13m shall be provided for the proposed port. At the entry of the terminal, a
baggage screening unit shall be provided for customs/ immigration. The terminal
building shall include the basic amenities such as toilets, refreshments/ cafeteria,
drinking water supply etc. A ticketing office shall be provided which shall have
facility for general enquiries about the vessel schedule. The terminal shall also be
provided with waiting hall equipped with entertaining and vessel information
system.
5.4 Administrative Building
Administrative building of area 40X20m has been provided for the proposed port.
The administrative building shall contain the cabins for the port officers and staffs
required for operation of port. The Administrative building shall include basic
amenities such as toilets, drinking water supply etc.
5.5 Canteen
A canteen of area 21x13m has been provided to cater the passenger and port
administrative officers and staffs.
5.6 Other Onshore Facilities
Following other supporting structures and spaces are considered to facilitate the
new port in master plan.

AT MANGINAPUDI IN ANDHA PRADESH 57 TERMINAL INFRASTRUCTURE
 Centre Communication radio station
 Electrical Building
 Toilet blocks
 Fuel Station
 Underground Water Tank
 Pump Room
 Beach Recreational Area
5.7 Pavement of Port Road
The approach road to terminals and the service roads within the terminal area
will form vital parts of the passenger evacuation system. This is to be facilitated
by an effective and efficient road network connecting the port to the various
usage points.
For pavement of internal port road, the developed land would serve as the
foundation. The internal port road shall be provided with 10m width and the
arterial road shall be provided with 7m width.
5.8 Gate
The entry/exit port gate is proposed for all the ports. The port shall be guarded by
security guards throughout the year.
5.9 Compound Wall & Fence
For the safety and security reasons, the limits or boundaries of the port need to
be delineated physically by constructing a wire fence / compound wall of
sufficient height to give required security. The fence line or the compound wall
will have a deterring effect on the trespassers / intruders regarding theft,
pilferage and other crimes likely to take place in the port area. Access to the
fishery harbour area should be by means of one or two entrances with suitably
guarded security personnel, if required by establishing guard houses and posting
security personnel at such places round the clock.
Considering the security aspects it is proposed to have only one gate in the
premises of the port along with the security cabin and toll station.
5.10 Security Room & Security Post
Security Room of dimension 2.5 x 2.5m is proposed at Port Road Entry/Exit Gate.
Separate exit/entry for passenger and cargo shall be provided.

5.11 Work Shop
Repair workshop (25m x 10m) is proposed to handle any repair / maintenance

works of vessels.
5.12 Parking Area
A separate parking area for passenger cars and port administrative officers
shall be provided. Parking slots shall be provided keeping in view of ease traffic
flow.
5.13 Power Supply and Distribution
The electrical demand for ultimate stage would be around 3 MVA for Passenger
port terminals. Power is to be received from the 30kV HT transmission line and
back power is from diesel generators. Two 500 KVA diesel generator is planned at
each terminal for all emergency lighting.
Suitable step-down arrangements and distribution systems are to be provided to

get the above supply voltages, at the required points.
The distribution system should be simple to operate and maintain, and also be
accessible for inspection and repair with safety. For localized supply it is
recommended that ring main system be adopted. The system and the equipment
should also be suitable for operating within a voltage variation +10%, a frequency
variation of +5%, and a combined voltage frequency variation of +10%. The
variation on supply is specified to take care of the quality of incoming supply from
State Electricity Board. Accordingly, the selection of internal electrical equipment
for the plant can be chosen to meet these supply variation.
Preventive maintenance requirements such as adequate working space, easy

access for inspection, facilities for checking and testing, disconnection means for
isolation of circuits, protection of operating personnel, etc. would also need to be
provided. Every electrical system at the terminal shall earth as per standard rules
and so also the main & auxiliary distribution station. All conveyor transfer / drive
houses shall be provided with electrical rooms. Adequate provision for general
and security lighting of the berths and other port areas, access roads, etc. has to
be made.
The cables and equipment should be suitable for operation at temperatures up to

500 Celsius ambient and maximum relative humidity of 90% confirming to
standard specifications.

5.13.1 Emergency and Stand-by Power System
In order to avoid demurrage of the vessels, the vessels in the process of unloading
shall be provided with emergency power in order to avoid disruptions in the
services. No new ships would be allowed to occupy the berths in case of long
scheduled power cuts.
In addition, independent source of electric power shall be available for operation

of other vital installations like firefighting, radio communication system, security,
perimeter lighting, emergency warning system etc. The centralized control room,
firefighting system, maintenance workshop etc. should also have standby supply
facilities which should be brought into operation in the event of failure of the grid
supply. The requirements of standby power supply systems for all the above
mentioned operations will be of about 1000 KV which has to be a diesel driven
generator set.
5.13.2 Electrical Works
Walkways and approaches to the jetty must be well lit for safety and security
reasons and for easy access by the fishing boats seeking berthing at the above
structures. Further, additional floodlights may have to be provided, when
required for the vessels arriving during night hours. Dazzling lights near harbour
channel entrance or quays are most dangerous as glaring of the light could cause
vessels getting collided with each other or against harbour structures. Power plug
points should be provided at the jetty for plug-in service, so that -the vessels can
draw power from main electricity supplies while idle berthing to save their
battery power.
High intensity fluorescent lamps in the along the road and in passenger terminal is
required. Fluorescent lighting of daylight type is particularly suitable inside office
buildings where a light without shadows - and glaring is required. All lighting
fixtures should be of watertight. PVC and cable wires should be of adequate
gauge to carry peak demand of electricity. Power supply for the area will be
tapped from the existing power system at the main receiving substation located
at the port area.
Lighting
Levels of illumination for the different areas will generally follow the
recommendations of the BIS lighting code: 3646 for interior illumination as below:
 External illumination, street lighting 20 - 25 lux

 Parking areas 10- 15 lux
Interior lighting for office buildings will be with indoor fluorescent luminaries. For
transit sheds and similar buildings light source will be high pressure sodium
vapour luminaries (SON).

Exterior lighting will generally be catered to by 18 m high tubular masts with
sodium vapour lamps to meet the general requirement of 20 to 25 LUX.
Wiring for all buildings will be concealed in PVC / steel conduits. Wiring cables will
be with single core copper conductor PVC insulated to 1100 V. For the sheds,
workshops and similar buildings, wiring for the high bay luminaries will be with 3
core (P N & E) copper conductor PVC insulated unarmored cable surface laid on
the roof truss and on the walls. Lights will be group controlled via MCB
distribution boards.
All branch and sub distribution boards in the administrative buildings and other
amenity areas will be equipped with MCB's. Final sub distribution will be via MCB
distribution boards provided with RCCB for earth leakage protection, as required
under 1E rules.
5.14 Terminal Support System
5.14.1 Water requirement
Water is required in the port for the following purposes
 Drinking and cleaning purposes in the passenger terminal, offices and other
areas of work
 Sprinkling water for horticulture, floriculture, arboriculture etc.
 Sprinkling water for dust control at stockpiles
 Fire water at berths, stack yard and other areas.
Water requirement for each of the above purposes except fire fighting has been
discussed in the following paragraphs.
Water requirement for drinking, cleaning etc. in the port area depends upon the
population in peak hours which comprises residents in the township, visitors, staff
etc. Assuming a population of 1800 persons in the port premises at peak hours
and per capita water requirements of 60 liters per head / day, daily requirement
for this purpose works out as 108 KL/day for proposed port.
Potable Water Supply requirement, for the port as worked out above, may be
met from local authority. Underground tanks of suitable capacities with a closed
loop grid system with necessary connections and valve stations would be
provided inside the port premises. Water supply will be also provided to the
berths by running pipelines. A water treatment plant is proposed for treatment of
water before distribution for drinking purposes. Pump houses will be provided
with necessary pumps and controls to pump the water to the overhead tanks and
also supply water at the required pressure to reach various supply points.

5.14.2 Communication System
For effective in-port communication and also outside communications with all
port users the following have been envisaged:
 Telephone, Telex, Fax, E-Mail systems

 Public Address System for paging, announcements etc.
 Radio Communication system for point to point communications
Communication system will comprise compact EPABX equipment with desk

mounted/wall mounted type telephone handsets at all strategic locations like
control tower, transfer towers, handling stations and other auxiliary buildings.
The telephone handset mounted on each mobile machine will be interfaced with
the plant communication system.
In addition, distributed type public address system consisting of desk/wall

mounted type handset stations with built-in amplifiers, loud speakers etc. will be
located at strategic locations to form a part of port communication.
5.14.3 Fire Fighting System
The fire fighting system is to be designed to be capable of both controlling and

extinguishing fires. The system would broadly consist of a fire water intake to
draw water from the lake, pump house with pumps, tower mounted water
monitors, ground water monitors, nozzles for water curtains along the front side
of operating platform, hydrants and distribution networks.
Fire detection and alarm systems for electrical room, and control room will be
provided. The same would consist of heat/smoke detectors, break glass stations,
hooters/sirens and control fire alarm panel, for local operation. In addition
manual call points will be provided for warning and alerting the whole port or any
individual sections or persons without loss of time.
The fire fighting system will be a closed loop grid system and fire hydrants will be
located in such a manner that hose lines can effectively reach any part of the
area. The system will be designed to maintain 5 kg/cm 2 at the hydrant outlet for
all areas. Lake water will be used for the same purpose. Pumps of adequate
capacity will be provided with stand by pumps (diesel driven) as per regulations.
5.14.4 Fuel stations
Proposed Port shall be provided with fuel station. The station is accessible by road
and can be refueled by means of large capacity tankers. The facility is provided for
fuelling diesel operated equipment at port as well as the vessels serving the
facilities.

5.14.5 Drainage and Sewerage System
Storm Water Drainage will be through a system of underground covered drains

provided to discharge the collected runoff into the natural waterways already
existing so that storm water gets drained from all areas of port operations quickly.
Sewage system will handle the sewage of the port including the used oil etc. but
these would be treated before discharging into the water body. Underground
sewage tanks are proposed to be provided at each terminal.

CHAPTER 6
PORT CONNECTIVITY
6.1 General
6.1.1 The primary function of a port is to transfer cargo between maritime and inland
transport, quickly, efficiently and at a reasonable cost. To perform this, port
should be well connected to its hinterland by inland transport such as Rail/Road.
Port connectivity is a significant component of port capacity development. The
port capacity cannot be fully utilized unless it’s well connected to its hinterland.
6.1.2 The passenger traffic flow to the proposed ports depends mainly on the good port
connectivity to the district towns/ tourist attractive places. The success of the
project will depend on the development and maintenance of the road/rail
connectivity to port site.
Fig. 6.1 Andhra Pradesh Road Network Map

AT MANGINAPUDI IN ANDHA PRADESH 64 PORT CONNECTIVITY
6.1.3 Andhra Pradesh is well connected to other states with road, rail. It is also
connected to other countries by means airways and seaports as well. With a long
seacoast along the Bay of Bengal, it also has many ports for sea trade. The state
has one of the largest railway junctions at Vijayawada and one of the largest sea
port at Visakhapatnam. National Highways and state highways connect to every
village and town within the state, as well as to major cities of neighbouring states.
National Highway 5, with a highway network of around 1,000 km (620 mi) runs
from Srikakulam district to Nellore district. It is also a part of Golden Quadrilateral
Project undertaken by National Highways Development Project and also forms
part of AH 45 under the Asian Highway Network.
6.2 Road Connectivity
Port Sites of Baruva, S.Yanam, Bhawani Island, Manginapudi, and Kothapatnam

are connected with existing road networks. The description of road connectivity
to the Manginapudi from NH-21A are given in this section below.
6.2.1 Manginapudi port Site
Manginapudi Beach is located at 11 kms from Machilipatnam in Krishna District

which 85 kms away from Vijayawada. Proposed Port site at Manginapudi is
approximately 8 km away from National Highway No. 214A. The Port site is
connected with single lane pavement road to NH-214A. The nearest major railway
station to Manginapudi port site is Machhlipatnam Railway station which is 15 km
away.
DR-5
Fig 6.2 Road Connectivity for Manginapudi Port Site

Fig 6.3 Road Connectivity of Manginapudi Port Site - Google earth View

CHAPTER 7
PROJECT IMPLEMENTATION SCHEDULE
7.1 General
Project Implementation schedule is an techno-economic process and must be

planned judiciously in order to achive over all economy and efficiency. It must be
recognised that careful planning, and pre engineering would precede construction
of a project, so that, the costruction activity proceeds without any hinderance.
The following sections define the activities and the milestones involved in the
implementation of the project.
7.2 Overview
The overview of the project reveal from the implementation point of view the
project could be divided into the following parts:
 Pre-construction activities
o Investigations
o Model Studies
o Market Survey
o Detailed Engineering
o Clearances (including Environmental Clearance)
o Financial Closure
o Water supply
o Power
o Tender engineering and fixing of EPC Contractor
 Construction activities
o Berth
o Approach Trestle
o Buildings
o Development of storage areas including consolidation, if required
o Road and rail linkages
o Internal road/rail
o Fencing
o Procurement and installation of treatment plants
o Procurement and installation of electrical equipments
o Procurement and installation of pollution control facilities
o Procurement and installation of EDI/Control Systems

AT MANGINAPUDI IN ANDHA PRADESH 67 PROJECT IMPLEMENTATION SCHEDULE
 Post Construction Activities
o Post Construction Surveys

o Preparation of as built drawings
o Commissioning of equipments and control systems
 Ancillary Activities
o Agreement with port users

o Recruitment and training of port operation manpower
o Contracting of O&M Agencies
7.3 Construction schedule has been worked out based on layout of the harbour.
Looking at the preliminary geotechnical investigations results, piled construction
appears to be most appropriate and construction schedule for the berth and
approach trestle has been worked out with piled Berth.
7.4 It is presumed that specialised dredging contractors would be deployed for the
dredging of the approach channel, Turing circle and Port Basin. It is assumed that
marine clay would be dumped in low lying area.
7.5 For working out construction schedule following rates for execution of various
items of works has been assumed.
i) Concreting @ 150 cum per day

ii) Earth work and stone dumping @ 2000 t/day
iii) Breakwater, 10-20 m per day
iv) Road 50m per day.
The implementation schedule of the project is enclosed as Fig. 7.1.

AT MANGINAPUDI IN ANDHA PRADESH 68 PROJECT IMPLEMENTATION SCHEDULE
FIG. 7.1 PROJECT IMPLEMENTATION SCHEDULE
Duration 2017 2018 2019
Sl.No. Task Name
(Days) J F M A M J J A S O N D J F M A M J J A S O N D J F M A M J J A S O N D
Manginapudi Port Project 1170
1 Tendering and Award of Contracts 180
2 Project Implementation 960
Civil Works & Breakwater 960
Berths & Approach Trestles 720
Dredging 180
Electical & Mechanical Works 420
3 Port Commissioning 30
FIGURE 7.1
DPR FOR DEVELOPMENT OF PASSENGER/ CARGO JETTY ALLIED FACILITIES AT MANGINAPUDI IN ANDHRA PRADESH PROJECT IMPLEMENTATION SCHEDULE
CHAPTER 8
COST ESTIMATES
8.1 General
8.1.1 The technical aspects of development of port facilities for handling of the
projected traffic are dealt with in the previous chapters. In the present chapter,
cost estimates and BOQ are developed for the project elements.
8.1.2 In order to arrive at capital cost for the proposal it is necessary to ascertain, for
budgetary purposes, unit rates of materials used for construction, dredging etc.
Accordingly, efforts were made to obtain the above information from the relevant
sources.
8.2 Basis of Estimates
8.2.1 The item rates for the civil works and cost of various equipment and machinery
were arrived at based on different methods. These are broadly classified into
following categories depending on the margin of error in their assessment. They
are:
i. Based on budgetary quotations

ii. Based on rates for individual items of work of similar nature
iii. Based on rates collected from vendors and
iv. Best judgment
8.2.2 The component of excise duty, sales tax and octroi in the case of indigenous items
and that of customs and other duties in respect of imported items are included in
the overall cost. Similarly, in the case of pollution mitigation measures, many
items such as sewage disposal, dust control are included in the estimates for the
respective civil, mechanical or electrical estimates.
8.2.3 The provision for cost of bunkering facilities is not included in the capital cost
estimates since it would be provided, operated and charged for independent of
port operations. The cost of infrastructure and facilitation as required has been
included in the capital costs. The engineering project management, Environment
Study, CRZ Clearance, Quality Control, cost contingencies & physical contingencies
have been provided for at 10% respectively of the total capital cost.
8.3 Bill of Quantities (BOQ)
The bill of quantities for the proposed port is prepared in category wise with
reference to the Maharashtra Fisheries and Gujarat Maritime Board Schedule of
Rates. The details of missing rates are taken from standard schedule of rates
followed in nearby region. The category wise BOQ is given in Appendix 5.0
AT MANGINAPUDI IN ANDHA PRADESH 69 COST ESTIMATE
8.4 Capital Cost
8.4.1 The capital cost estimates for development of Manginapudi Port is given in Table
8.1. The cost estimates for the civil structures are based on the prevailing unit
price and the prevailing market cost of various items and is adopted after
discussions with contracting agencies. However, as far as equipments are
concerned, the estimate is based on budgetary costs available from vendors. The
present estimate also considers the cost as per discussions with various agencies
supplying these equipments and information available with WAPCOS from earlier
projects.
8.5 Operating Costs
8.5.1 The operation and maintenance cost is calculated based on the following basis:
i. Civil Works : 1% of Capital cost

ii. Equipment and Machinery : 12% of capital cost
iii. Mechanical and Electrical works : 12% of capital cost

AT MANGINAPUDI IN ANDHA PRADESH 70 COST ESTIMATE
TABLE-8.1
DPR FOR DEVELOPMENT OF PASSENGER /CARGO JETTY & ALLIED

INFRASTRUCTURE AT KOTHAPATNAM, MANGINAPUDI, BHAVANI ISLAND,
S.YANAM AND BARUVA IN ANDHRA PRADESH
Abstract of Cost for Passenger Jetty Works at Manginapudi
TOTAL AMOUNT
Sl No. Name of Structure Remarks
(IN Rs. LAKHS)
A Construction of Jetty 1,270.30
B Construction of Jetty Buildings & Other works 2,476.83
C Breakwater & Dredging 2,988.67
Total 6,735.80
Contigencies & Other Charges @ 10 % 673.58
Total Cost of the project 7,409.38
• Contingency & other charges breakup
4% Price & Phycsical Contingency
3% Project Managament Consultancy
3% for Environment Studies, CRZ , Model study & Quality control
WAPCOS Limited
(A GOVERNMENT OF INDIA UNDERTAKING – MINISTRY OF WATER RESOURCES &
GANGA REJUVENATION)
76-C,Sector-18, GURGAON – 122015, INDIA
 : +91-124 - 2397395 / 2397388 / 2348028
Fax : +91-124 – 2349180 / 2397392 / 2399224
Email : ports@wapcos.co.in / wapdelhi@rediffmail.com
Web : www.wapcos.gov.in

Coastal Jetty

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ANDHRA PRADESH TOURISM DEVELOPMENT

1.0 PROJECT DESCRIPTION........................................................................ 1

2.0 PROJECT SITE CONDITIONS……………………............................................... 10

2.1 Site Inspection................................................................................ 10

3.0 FUNCTIONAL PORT PLANNIG............................................................... 24

3.1 Basic Requirements.................................................................... 24

DETAIL PROJECT REPORS FOR DEVELOPMENT OF CONTENTS

4.1 Design Basis…............................................................................. 40

5.0 TERMINAL INFRASTRUCTURE............................................................... 57

6.0 PORT CONNECTIVITY.............................................................................. 64

7.0 PROJECT IMPLEMENTATION SCHEDULE................................................. 67

8.0 COST ESTIMATES.................................................................................. 69

DETAIL PROJECT REPORS FOR DEVELOPMENT OF CONTENTS

Appendix 2.1 Preliminary Site Visit Photos

Appendix 3.1 Breakwater Design

Appendix 4.1 Design Calculation of Pile & Pile Cap - Jetty

Table 1.1 Salient Features of Andhra Pradesh............................................. 3

DETAIL PROJECT REPORS FOR DEVELOPMENT OF CONTENTS

Table 4.1 Grade of Concrete and Steel Used ……………………………….………………. 41

Table 8.1 capital cost estimates ………………………………………………………….………. 70

Fig. 2.1 Location of Manginapudi............................................................... 10

DETAIL PROJECT REPORS FOR DEVELOPMENT OF CONTENTS

Fig. 3.1 Typical Passenger Hydrofoil............................................................. 26

Fig. 4.1 STAAD Panel of the Main Jetty...................................................... 44

Fig. 6.1 Andhra Pradesh Road Network Map.............................................. 64

Fig. 7.1 Implementation Schedule.............................................................. 68

Drawing 3.1 Cross Section of Proposed Breakwater

Drawing 5.1 Passenger Terminal

DETAIL PROJECT REPORS FOR DEVELOPMENT OF CONTENTS

1.2 Tourism Overview in India

Fig.1.1 Foreign Tourist Arrivals (FTA) in India over the years

1.3 Tourism Overview in Andhra Pradesh

Fig. 1.2 District Map of Andhra Pradesh

DETAIL PROJECT REPORS FOR DEVELOPMENT OF DETAIL PROJECT REPORT

Table 1.2 Comparative assessment of major tourist states of India

DETAIL PROJECT REPORS FOR DEVELOPMENT OF DETAIL PROJECT REPORT

DETAIL PROJECT REPORS FOR DEVELOPMENT OF DETAIL PROJECT REPORT

1.3.6 Andhra Pradesh Tourism Development Corporation (APTDC) is a state

1.4 PROJECT BACKGROUND

1.4.2 AP Government has identified following 9 tourism development themes on the

 Beach & Water-based tourism

DETAIL PROJECT REPORS FOR DEVELOPMENT OF DETAIL PROJECT REPORT

 Beach Resorts/ Hotels

DETAIL PROJECT REPORS FOR DEVELOPMENT OF DETAIL PROJECT REPORT

1.5 PROJECT APPRECIATION

1.5.3 The implementation plan of construction of passenger jetty is centred on the

DETAIL PROJECT REPORS FOR DEVELOPMENT OF DETAIL PROJECT REPORT

1.6 PROJECT OBJECTIVES

 Preparation of DPR as per GoAP guidelines for according approvals

Fig 1.4 Location of Proposed Sites

The detail project report consists of following sections,

Chapter – 1 Project Description

DETAIL PROJECT REPORS FOR DEVELOPMENT OF DETAIL PROJECT REPORT

PROJECT SITE CONDITIONS

2.1 Site Inspection

2.2 Site Location

2.2.1 Manginapudi is located at 16°14′41.38”N 81°14’41.38”E. Manginapudi Beach is

Fig. 2.1 Location of Manginapudi

DETAIL PROJECT REPORS FOR DEVELOPMENT OF DETAIL PROJECT REPORT

Fig 2.3 Manginapudi Beach Entrance

DETAIL PROJECT REPORS FOR DEVELOPMENT OF DETAIL PROJECT REPORT

Fig 2.4 Private Hotels at the Beach Entrance