PRE-THESIS SYNOPSIS REPORT (Term August to December 2020)

WORLD CLASS COASTAL AND ECO TOURISM CENTER,

HOPE ISLAND, KAKINADA, ANDHRA PRADESH

Submitted by NALLA RAMARAO

Registration Number: 11510147

Course Code: ARC 397

Under the Guidance of Ar. NAVEEN KUMAR

LOVELY SCHOOL OF ARCHITECTURE AND DESIGN

 WORLD CLASS COASTAL AND ECO TOURISM CENTER,
HOPE ISLAND, KAKINADA, ANDHRA PRADESH

INTRODUCTION

The Ministry of Tourism, under the Swadesh Darshan Scheme provides Central Financial

Assistance to State Governments/Union Territory (UT) Administrations for development of

thematic tourist circuits in the country, with the objective of improving connectivity and

infrastructure of tourism destinations to enrich overall tourist experience, enhance livelihood and

employment opportunities and to attract domestic as well as foreign tourists to the destinations.

AIM

To propose a World Class Coastal and Eco Tourism Center at Hope Island, Kakinada, East

Godavari District, Andhra Pradesh.

OBJECTIVES

 To provide Water front Promenade along the with island shore.

 To provide Tourist Facilitation/Reception/Interpretation/Amenities Centers, Seating

Plazas and Lounges.

 To provide other facilities like Solar Lighting, Jetties, Information signages, Illumination,

CCTV surveillance equipment and WIFI facilities etc.

  To provide Buddhist Cultural Centre.

 To promote the development SEL/Laser shows, Water Fountain,

Approach Roads.

ABOUT THE PROJECT BACKGROUND

The project known as ‘Development of Kakinada Hope Island Kona Seema as World Class Coastal
and Eco-Tourism Circuit’ was already sanctioned back in year 2014-15. Now the last and the final
instalment of funds will only be released after properly checking the operation and maintenance of
the site for one complete year.

Such development are identified after consulting the State Governments/UT Administrations. When
approved, the project is sanctioned. However, things depend on various factors, such as the
submission of project proposals, their relevance, availability of funds and whether the project fits and
follow the guidelines mentioned in the scheme, among others.

Site details are as follows:

 Total Area: 8.04 km²

 Max Length: 16km.

 Adjacent body of water: Bay of Bengal.

 Nearest Airport is at Rajahmundry which is 70 km away.

 Nearest Town Kakinada which is 20 km away.

 Nearest Railway Station at Kakinada which is 20 km away.

 This island can be reached by boat from Kakinada port.

 NEED OF THE PROJECT:

Prior to reorganization of the state, Kakinada city is well known for its beach and harbor point.
And it also located in East Godavari region adjacent to the water body of Bay of Bengal.
Main need of this project is to enhance the tourism to next level to generate income for central Ministry
and make India as cultural center.

SITE LOCATION

Site: Hope Island, Kakinada

District: East Godavari

State: Andhra Pradesh

Country: India
 5 Km

Kakinada Port

Project Site
 SITE ANALYSIS

Average Maximum and Minimum Temperature (°C) as per IMD

Monthly Average Rainfall in mm as per IMD

Monthly Average Relative Humidity in % as per I

 PHYSIOGRAPHY:

A relatively young island, it formed in the late 18th century, from the sediment outflow carried by the
waters of the Korangi River. The small bay it encloses is outflow basin of the Korangi, the northernmost
distributary of the Godavari. The sand bars formed have gained permanence due to successive
deposition of sand and alluvial silt due to meeting of the low salinity waters of the river meeting the
saline waters of the Bay of Bengal.

TOPOGRAPHY: The proposed Eco Tourism site is about 1.2 to 1.6 km wide on east west direction
and 3.6 Km long in north south direction. The area covered by the proposed Eco Tourism site is about
10 acers.

The site has Bay of Bengal on the east side which is about 1.5km from the eastern boundary of the site
and NH-16 is about 1.5 km from the western boundary of the site. The site topography is undulating and
the ground levels vary from 7.5m to 82m. The lower levels of 7.5m were observed at southern approach
road corridor near NH-16. Many Fisheries and their families living over there. Mangrove Forest is
located at Eastern side of the Island also found in some areas. The soil type found at the site is mainly
Alluvium Deposits, Sandy Loams.
WIND ROSE DIAGRAM OF THE SITE :

Annual average wind speed is as per the diagram below-

SEISMICITY: Entire Andhra Pradesh is divided into 2 seismic zones v.i.z. Seismic zone III.

ThE project site falls under seismic zone III which is a moderate risk zone.

WIND HAZARD: Almost the entire area of Andhra Pradesh falls under High Damage Risk

Zone (Vb=47m/s) of wind hazard except coastline districts that fall under Very High

Damage Risk Zone (Vb=55m/s). The following mitigation measures will be undertaken

to minimize the effect of wind hazards.

 Building strong engineered structures to withstand wind speed.

 Proper plantation and Foundation will be developed to prevent soil erosion and Siltation.

 Future critical facilities will not be located in areas of accelerated winds.

 These openings if not constructed of wood or metal should be protected with shutters or

temporary covers of adequate design.

 Building openings such as windows and doors also suffer damage from high velocity

winds.
P
r
o
p
o
s FACILITY REQUIREMENTS :
e
d
The terminal shall have the following facilities:
l
a
n  Departure Hall - Departure hall is provided as common concourse for accommodating
d
the functional and spatial requirements of both international departing passengers and
u
s domestic departing passengers, taking into consideration the presence of farewell-
e

p wishers. It consists of various public and non-public areas. These include circulation and
a
t waiting areas, airline ticket sales & service counters, check-in facilities, and other related
t
e facilities such as:
r
n
o Airport information counters

N2 o Flight information displays

o
.
o o Directional and information signage
f
I o Passenger services:
m
m
i • Currency exchange
g
r
a • Cash withdrawal machines (ATMs)
t
i • Baggage wrapping
o
n
& • Smoking Room

C
• Child Care Room
u
s
t • Post office
o
m
• Telephones
D
o
u
b
l
e
B
 • Business and internet centre

• Retail Spaces

o Retail and food & beverage concessions

o Toilet facilities

 Check-In Facilities - Appropriate 20 nos of check-in counters are provided in the

departure hall. They are arranged to form a check-in island. Each island consists of two

baggage conveyor belts, which are installed in parallel back to back between the two

rows of the check-in counters, for transporting the passenger baggage to the baggage

make-up area. The check-in counters will feature common use terminal equipment

(CUTE). For self service check-in by passengers, common use self-service (CUSS)

kiosks are provided at the head of each check-in island.

o VIP and CIP Lounges

o Offices

o Retail and Food & Beverage Concessions

o Security Control

o Passport Control

o Customs Control - International Arriving Passengers, Departure Lounges, Airline

Lounges, Arrival/Departure Corridor, Baggage Reclaim Halls

 Arrival Hall will consist of Mechanical, electrical and plumbing (MEP) rooms and

Terminal Kerbs and the following:

o Airport information counters

o Tourism information counters

o Flight information displays

o Directional and information signage

o Information on ground transportation facilities

o Passenger services

o Counters for taxi/car rental companies

o Counters for hotel reservation

o Left luggage storage

o Currency exchange

o Cash withdrawal machines (ATMs)

o Telephones

o Retail and food & beverage concessions

o Toilet facilities
Description of facilities Phase-1 (Design year 2030 & implementation 2017-20)

AIRFIELD PAVEMENTS AREA

Main Runway 3800 x 45

Secondary Runway deferred

Parallel Taxiway 1 x 3800x25

Secondary Taxiway 1x2607x25

Taxiway Connecting Main runway to cargo 1x1765x25

apron

Apron

Commercial aircraft apron 1,98,700 sqm

Long term parking apron 28,903 sqm

General Aviation Apron 15,840 sqm

Cargo Apron 24,167 sqm

Other Taxiways as per master plan

Isolation bay 14,400 sqm

RESA 2 x 240 x 150m

Paved / gravel Shoulders (Runway +

Taxiway + Apron) –  Runway 7.5m wide

paved plus 7.5m wide gravel  Taxiway

9.5m wide paved plus 8.0m wide gravel

To Runway (2 x 3800 x 7.5) + (2 x 3800 x 7.5)

To Main Taxiway (2 x 3800 x 9.5) + (2 x 3800 x 8.0)

 To Secondary Taxiway (2 x 2607 x 9.5) + (2 x 2607 x 8.0)

To Aprons ((2245-15)+(526-15)+(958- 15)+cargo

To Isolated Aircraft Parking Position 465 x 7.5

Secondary Runway deferred

Taxiway connecting Main Apron to cargo (2 x 1765 x 9.5) + (2 x 1765 x 8.0)

apron

Link Taxiway connecting runway to parallel (2 x 390 x 4 x 9.5) + (2 x 390 x 4 x 8.0)

taxiway

Link Taxiway connecting parallel taxiway to (2 x 100 x 9.5) + (2 x 100 x 8.0)

secondary parallel taxiway

Taxiway connecting End exits to parallel (212.5 x 2 x 9.5)+(2 x 300 x 9.5) + (212.5 x 2

taxiway x 8.0)+(2 x 300 x 8.0)

Taxiway connecting cargo apron (2 x 228 x 9.5) + (2 x 228 x 8.0)

Overruns 7,200 sqm

Peripheral Road 13000m length & 3.75m wide

Ground Staging and Equipment 9,700

Over bridge 500m for PTB Kerb

Support services area details are as below :

SUPPORT SERVICES AREA

Internal roads 2540 m & 20 m wide

1353 m & 10 m wide

 320 m &30 m wide

Car Parks 37,000 sqm

Boundary Wall 3.0m high Brickwork wall with 0.6m barbed

wire / concertina overhang : 22,735 m

Operational Chain Link Fencing 2.4m high : 4,000 m

Drains and Culverts -----

Gates -----

Zoning plan
CASE STUDY 1

BENGALURU INTERNATIONAL AIRPORT

INTRODUCTION

• Name of the Airport : Kempegowda International Airport

• Location Devanahalli, Karnataka, India

The Bangalore International airport is a shining example of new wave of Greenfield airport

development in India. The airport is located 4 kilometres south of Devanahalli and is 40

kilometres from Bangalore city. It replaced the private HAL airport which was being used earlier

as a passenger airport. For the financial year 2011–12, it was the 4th airport in the country in

terms of overall passenger traffic of 12.69 million and 5th in terms of international passenger

traffic. Known
for its world class facilities, it has been awarded "India's best airport" for the year 2011 by one of

the surveys.

• Operating hours: 24 hours a day, 365 days a year

• Total land available: 4,000 acres (approx.)

• Runway: 1 (4 kms.long and 45 mts.wide)

• Terminal: 1

• Airlines: 31

• Destinations served: 40

• Countries connected: 16

• Aircraft movement per day: 300

• Aircraft parking bays: 42

• Aerobridges: 9

• Car parking slots: 2,000

• Annual passenger numbers: 9.8 million

• Employment generated: 7,500

• Airport type: Public

• Owner/Operator Bengaluru International Airport Limited GVK Group

• Serves Bengaluru

• Opened 24 May 2008

With a design that creates a pleasant and efficient curbside-to-aircraft passenger experience, the

open, welcoming environment is easy to navigate and accommodates the increasing number of

passengers using the airport.

The structure creates a grand, dramatic presence that seamlessly blends with the existing

terminal. An elegantly curved roof serves as the unifying element for the new and existing

facilities, creating a strong physical presence and visual identity for the airport. The roof’s

undulating shape forms a canopy that protects passengers and visitors from the elements. Its

structural system includes a monolithic plinth with elegant steel branches that pass through a

suspended ceiling to meet the structure above.

Along with the building’s large overhang, the use of low-e glazing reduces unwanted heat gain to

create an energy-efficient, high-performance structure. Skylights enable natural light to penetrate

from above, linking the atmosphere and spacious feeling of the original building with the

expansion. At the east and west ends of the terminal, 65-foot-high glass walls flood the space

with natural light while creating commanding views to the outside.

Silver metallic and bright white finishes recall the high-tech nature of the city. Interior landscape

features and plantings reinforce Bengaluru’s reputation as India’s “Garden City.” New passenger

amenities include enhanced seating areas at gate lounges and a variety of new retail and dining

opportunities.

The expansion adds international gates designed specifically for newer wide-bodied aircraft such

as the Airbus A380, as well as a more efficient baggage delivery system with dedicated island

carousels.

The airport has earned GreenCo Platinum certification from the Confederation of Indian

Industry’s Green Business Centre and LEED Gold certification from the Indian Green Building

Council.
Airport Plans :

Google map

Site plan
Traffic/Parking map
ONIddOHS

d00J
KERB SIDE
Floor plans : -
SOUTH ELEVATION

WEST ELEVATION
CAE STUDY 2

Chhatrapati Shivaji International Airport—Integrated Terminal Building

Introduction

Mumbai International Airport Limited, owner-operator of Chhatrapati Shivaji International

Airport at Mumbai, is currently building a new Integrated Terminal Building that combines

international and domestic operations at one of the busiest airports in India in order to achieve

24- h utilization.

SITE PLAN
FLOOR PLANS

LEVEL 1
LEVEL 2
LEVEL 3
LEVEL 4
This 410 000 m2 terminal building is being constructed at the location of the existing terminal

with minimal disruption to its operations. An international consultant with vast experience in

designing airport terminals around the globe was chosen as the principal architect and engineer

for the new building . One of the largest construction firms in India was chosen as the local

designer and general contractor for the project.

The Terminal Building is being constructed in phases where Phase 1 includes c onstruction of

the western pier, and Phase 2 includes c onstruction of the Headhouse zone. Upon completion of

Phases 1 and 2, the building will become operational and Phase 3 will commence, which consists

of the demolition of the existing terminal building and the construction of the easte rn pier.

Following the completion of Phase 3 in 2014, the new terminal, shown BELOW, will serve

approximately 40 million passengers annually.

Long-Span Structural Steel Headhouse Roof

The primary design feature of the Termina l Building is a long-span roof covering the departures

roadway, check-in hall, security, and passport control functions. The architectural cladding of the

roof and ceiling features a molded surface and skylights over the column locations and

throughout the terminal ceiling, allowing natural light to flood into the main hall. The Headhouse

Roof, covering 70 000 m2 and spanning over seven individual concrete base structures, is

supported by only 30 composite megacolumns. Beyond typical gravity and seismic loads on the

roof, special loading considerations were taken for the cable wall which applies a significant

wind load to the roof structure and whose cables are pre-stressed against the roof trusses at the

northern end of the terminal. The wind loading also presented challenges as a significant portion

of the Headhouse Roof is open to the outdoors and behaves as a canopy.

In order to create one of the largest roofs in the world without an expansion joint, the roof mega-

columns and steel roof structure were kept completely independent from the base concrete

structures below. Large openings in the concrete base structure allow the mega-columns to pass

through as well as create architectural design features. This allows the Headhouse Roof structure

to move independently in response to loads, particularly expansion and contraction caused by

temperature variation. This thermal gradient is applied to the steel in the structural analysis

model and accounted for in the design of the roof members. In response to the functional

requirement of the space below the roof, the entire Headhouse Roof is supported on just 30

composite mega-columns. Following requests from the client, the design team sought to

minimize the number of columns in the departure halls.

Headhouse Ro of construction photographs: top, terminal buil ding panorama; Headhouse

roof to left, May 2012; middle, Headhouse Roof over departure level roadway, February 2012;

bottom, stages of column pod installation

However, the final design surpassed this constraint and resulted in a departure hall entirely free

of columns through the use of composite mega-columns space d 64 m in one direction and 34 m

in the perpendicular direction. The structural system for the Headhouse Roof is akin to a two-

way flat slab system. Increasing the depth of the trusses near the columns and running trusses in

an orthogonal grid as well as along a 45° grid results in an overall truss depth of 4 m for the roof

system. The greater truss depths near the columns create “column pod” areas which seamlessly

integrate into the pyramidal skylights that serve as major architectural features.
 (a) Three-dimensional structural model of Headhouse Roof framing;

(b) section through Headhouse Roof

Unidirectional Cable Wall System

Another unique feature of this project is the cable wall exterior cladding system. The Terminal

Buildin g features two separate cable wall systems totaling over 1 km in length and 11 000 m2 in

area, making it the longest and largest cable wall in the world. It includes a number of unique

features that create various challenges in the design and detailing of the structure. Both cable

walls comprise unidirectional cables spanning vertically between two levels of the terminal

structure. At the Departure Level, the use of unidirectional cables was necessitated by the fact

that the cable roof completely envelops the terminal Headhouse, eliminating the possibility of

any horizontal anchorage points.

In addition, as the cable wall circles the Headhouse, it crosses four independent base structures

and reduces in height from 15 to 6 m. Expansion joints were installed in locations where the

cable wall crossed separate structures to allow individual segments of the wall to move

independently. On the east and west sides, the cable wall spans to the cantilevered edge of the

Headhouse Roof, up to 40 m from the nearest mega-column. The large cantilevers result in

significant deflection at the roof edge, which proved to be a challenging situation. Withthe cables

anchored to the roof, large roof deflections would cause a loss of pretension in the cables and

failure of the system. As a result, a back-up system has been introduced consisting of composite

columns cantilevered from the base structure below and interconnected with structural steel

girders at the top and bottom of the wall. The cables span between these girders, and the top of

the back-up system is laterally sup ported by the Headhouse Roof above with dampers at
composite column locations. This system allows for differential movements between the edge of

the Headhouse Roof and the base structur e withou t the loss of cable pretension.

(a) Cable wall plan and support conditions;

(b) Headhouse Roof and cable wall wind tunnel study model;
(c) cable wall structural analysis model with back-up systems

Multiple System Concrete Base Structure

The Terminal Building is divided into the Pier and Gate Zone, Ret ail Zone , Headhouse Roof

Zone, and the Frontage Road Zone. Despite its immense size, the Terminal Building requires

only two grid systems to cover the entire footprint of the building. An orthogonal 8,5 × 8 m2 grid

was adopted for the e ntire central facility, which provided optimal use of space for the baggage

handling facilities. Meanwhile, the grid utilized for the Gate Zone was a 9 × 11 m 2 continuous

linear and radial grid along the periphery of the building. The concrete base structure of the

Terminal Building employs three distinct structural floor systems in response to functional zon

es with varying optimal clear-span requirements. In the linear and radial Gate Zone, a regular,

repetitive one-way concrete beam and slab system has been utilized.

At locations which ge nerate heavy passenger congestion such as the Baggage Claim Hall,

functional requirements called for a relatively column-free space. This was achieved by placing

columns within the baggage claim belts and having a clear span between belts resultin g in

structural framing bays of 17 × 16 m2 and employing a waffle slab system for the floor framing

above. In the Retail Zone, where maximum flexibility for floor openings and future renovations

was desired, the floor system utilizes steel framing with compositemetal deck slabs in-filled

between concrete moment frame systems.

At all locations, the regular grid system has resulted in the repetitive use of concrete formwork

and economy in construction. Along the perimeter of the terminal, security requirements

mandated certain clearances between the building and aircraft, as well as a vertical separation of

departing and arriving passengers. To provide this separation at the terminal while maintaining a
single point of aircraft entry, steel fixed bridges connect the terminal to the aerobridges. The

fixed bridges utilize a truss system along the edges with a minimal number of touchdown

locations to provide maximum flexibility below for airside traffic movement. Owing to the

constraints of the site, the layout of the Terminal Building is such that areas with internal

functions occur in the levels below the departures roadways adjacent to the Arrivals Hall. The

roadway system therefore had to be isolated from the Terminal Building structural framing

below to minimize vibration and to maintain acceptable acoustic levels i n the occupied spaces

below.

The structural system for the roadways consists of reinforced concrete moment-resisting frames

of the base building below in conjunction with pre-stressed, pre-cast reinforced concrete long-

span I-beams supported on isolation pads. A cast-in-place reinforced concrete slab i nterconnects

the I-beams and acts as a diaphragm. Given that the roadway slab is exposed to the elements, it

was designed to allow for movement due to temperature changes; the pre-cast I-beams are fixed

at one end and free to slide at the other end. The roadway is exposed to the elements and large

temperature changes, but with interior space below the roadway, expansion joints in the roadway

slab had to be water-tight. To meet this requirement, these joints were located at 17 m intervals

to minimize the width of the joint. The design of the parking structure brought along a number of

aesthetic and functional challenges.

Designers did not want an imposing structure, but difficult geological conditions limited the

depth of excavation. Working within these constraints, the parking structure utilizes a shallow

floor framing system with two-way concrete flat plate with concrete shear walls for lateral

support. The compact nine-level parking garage meets all of its parking requirements within the
stipulated height so that its roof aligns with the Departure Level and serves as a green roof for

the visitor area.

The design of the Terminal Building placed a high priority on material efficiency and ease of

construction. All parts of the b uilding ut ilized repetitive, modular designs that accommodate

construction phasing and permit rapid construction. Ensuring the stability of the individual

portions of the Terminal Building throughout the phased construction was an important

consideration in selecting the building ’s structural syste ms. Construction of Phase 1 began in

2008 and was completed in early 2012. By November 2013, both Phases 1 and 2 of the Terminal

Building are expected to be fully operational, and at that time the remaining portion of the exis

ting termina l is to be demolished and construction will begin on Phase 3, the gate areas on the

eastern pier. Upon completion in 2014, the terminal will serve 40 million passengers per annum.