Civils Spec

INSERT YOUR PICTURE(S) IN THIS CELL
Terminal 4 Container Terminal

Topside Package
Volume 2 - Employers Requirements Part 2, Civil Works
Dubai Ports World
9 February 2015
Rev B
BD4413
HASKONINGDHV NEDERLAND B.V.
DUBAI BRANCH
MARITIME & WATERWAYS
Unit 206, Al Zarouni Bldg.

Al Barsha 1, Sheikh Zayed Road
P.O. Box 191463
Dubai
United Arab Emirates
+971 4 341 9495 Telephone
+971 4 341 9010 Fax
admin@haskoning.ae E-mail
www.royalhaskoningdhv.com Internet
Document title Terminal 4 Container Terminal

Topside Package
Document short title Volume 2 - Employers Requirements Part 2, Civil Works
Status Rev B
Date 9 February 2015
Project name Terminal 4 Container Terminal
Project number BD4413
Client Dubai Ports World
Reference BD4413-TED102-Vol2-Part2
REVISION RECORD
Rev. No. Date By Checked Approval Submission Status
Nigel Easterbrook
Rev A 18-12-2014 Guus Driessen Nigel Easterbrook Issued for Tender
Marco de Grootte
Nigel Easterbrook
Rev B 09-02-2015 Guus Driessen Nigel Easterbrook Addendum No. 1
Marco de Grootte
CONTENTS
Page
GLOSSARY 1
1 CIVIL WORKS SPECIFICATION 2

1.1 Introduction 2
2 ENABLING WORKS 3
3 EARHWORKS AND GROUND TREATMENT 3

3.1 Work Scope 3
3.2 Requirements and Design Criteria 4
3.3 Function 5
3.4 Materials and Structural Form 6
3.5 Definition Dimensions and Layout 8
3.6 Design Method 8
3.6.1 Stability assessments 8
3.6.2 Settlement assessments 8
3.6.3 Reporting requirements 8
3.7 Workmanship 9
3.7.1 Backfill to Structures 9
3.7.2 Placing and Compaction 10
3.8 Testing 10
3.8.1 Fill Material 10
3.8.2 Fill compaction requirements 11
3.8.3 Compaction Trials 11
3.8.4 Compaction control 13
3.8.5 Additional ground investigation 14
3.9 Monitoring 14
4 FACILITIES FOR RAIL MOUNTED GANTRY CRANES 16

4.1 Work Scope 16
4.2 Function 17
4.3.1 Structural Form 17
4.3.2 Concrete 17
4.3.3 Steelwork 17
4.4 Design Dimensions and Layout 17
4.5 Design Criteria 18
4.5.1 Design Life 18
4.5.2 Environmental Conditions 18
4.5.3 Rail Mounted Gantry Cranes 20
4.6 Requirements and Design Criteria 20
4.6.2 Superimposed Loads 26
4.6.3 Settlement Criteria 27
4.6.4 Crane Erection Points 27
4.7 Design Method 27
4.7.1 General 27
4.7.2 Driven Piles 28
Volume 2 - Employers Requirements Part 2, Civil Works BD4413-TED102-Vol2-Part2

Rev B 9 February 2015
4.8 Workmanship 28
4.8.1 Concrete Construction 28
4.8.2 Piling 30
4.8.3 Structural Steelwork 30
4.8.4 Crane Rail Installation 30
4.8.5 Entry of Services 34
4.8.6 Monitoring 34
5 TERMINAL PAVING 35
5.1 Work Scope 35
5.2 Materials / Function 35
5.4.1 General 37
5.4.2 Design Life 38
5.4.3 Environmental Conditions 38
5.4.4 Vehicle and Container Stacking Loads 39
5.4.5 Pavement Categories 42
5.4.6 Initial Installation Slopes 45
5.4.7 Settlement 45
5.6 Testing 46
5.7 Monitoring 46
5.8 Maintenance 47
6 TERMINAL SURFACING 49
6.1 Work Scope 49
6.2 Function 49
6.3.1 Sub-Base and Base 49
6.3.2 Bedding and Jointing Sands 49
6.3.3 Paving Blocks 51
6.3.4 Hot Mix Asphalt 53
6.3.5 Prefabricated Concrete Kerbs 55
6.7 Workmanship 55
6.7.1 General 55
6.7.2 Sub-Base and Base 56
6.7.3 Bedding and Jointing Sand 58
6.7.4 Block Pavement 58
6.8 Testing and Trials 67
6.8.1 Block Pavement 67
7 TERMINAL LINE MARKING & SIGNAGE 75

7.1 Work Scope 75
7.2 Function 75

7.3.1 General 75
7.3.2 Chromaticity 75
7.3.3 Road Signs 76
7.7 Workmanship 77
7.7.1 General 77
7.7.2 Surface Preparation 77
7.7.3 Application 77
7.7.4 Trials/Testing 78
7.7.5 Removal of Existing Markings 78
7.7.6 Tolerances 79
8 FENCING 80
8.1 Work Scope 80
8.2 Function 80
8.3.1 General 80
8.3.2 Fence Type 1 80
8.7 Workmanship 82
10 STRUCTURAL STEELWORK 84
10.1 Work Scope 84
10.2 Materials 84
10.3 Structural Form 84
10.5.1 Reefer Gantries 85
10.5.2 Protected Walkways 86
10.7 Testing 86
10.8 Submittal for Approval and Information 87
10.8.1 For Approval 87
10.8.2 For Information 87
10.9 Welding 87
10.9.1 Reference Documents 87
10.9.2 Workmanship 88
10.9.3 Non-Destructive Examination of Welds 89
10.9.4 Magnetic Particle Inspection 90
10.9.5 Ultrasonic Examination 92
10.10 Protective Coatings to Steel/Paintwork 94

11 SURFACE WATER DRAINAGE SYSTEM 95
11.1 Work Scope 95
11.2 Function 95
11.7 Workmanship 99
11.7.1 Delivery and Storage 99
11.7.2 Pipe Laying 99
11.7.3 Manholes/Chambers 100
11.8 Inspection and Testing 102
12 FOUL WATER SYSTEM 104

12.1 Work Scope 104
12.2 Function 104
12.5.1 General 105
12.7 Workmanship 105
12.7.1 Delivery and Storage 105
12.7.2 Tanks installation 105
12.8 Testing and Inspections 105
13 CIVIL WORKS FOR SERVICES 107

13.1 General 107
13.2 Trenching 107
13.3 Gullies, Manholes, Drawpits, etc 108
13.4 Gully Gratings, Frames and Covers 108
13.5 Water Services and Sewerage 109
13.6 Ductwork 109
14 EXCAVATION 111
14.1 General 111
14.2 Excavation Beyond True Lines and Level 111
14.3 Consent of Excavations 111
14.4 Excavations by Hand/ Existing Services 112
14.5 Trench Excavations 112
14.6 Formation of Excavated Areas 113
14.7 Disposal of Excavated Materials 113

GLOSSARY
ACD Admiralty Chart Datum

CT Container Terminal
DEWA Dubai Electricity and Water Authority
DMD Dubai Municipality Datum
DPW Dubai Ports World
ER Employers Requirements
HAT Highest Astronomical Tide
IDF Intensity Duration-Frequency
LHA Late Handover Areas
LV Low Voltage
LAT Lowest Astronomical Tide
MHHW Mean High High Water
MHLW Mean High Low Water
MLHW Mean Low High Water
MLLW Mean Low Low Water
MSL Mean Sea Level
MV Medium Voltage
PTI Pre-trip Inspection
RMG Rail Mounted Gantry
RHDHV Royal HaskoningDHV
SCA Sectional Completion Area
StS Ship to Shore
TEU Twenty Foot Equivalent Unit

Rev B -1- 9 February 2015
1 CIVIL WORKS SPECIFICATION
1.1 Introduction
In the following sections the Employers Requirements for particular elements of the
Works are generally set out as follows:
Work Scope
Materials/Function
Definition
Design
Workmanship
Surveys and Testing/Monitoring.
The layout of the Employers Requirements is intended to provide a progressive

approach to achieving the required finished product and all items within each section
shall be taken into account both individually and in combination.
Following the Employers Requirements for particular sections of the Works, the general
requirements in respect of civil works are included which are to be read in conjunction
with the particular Employers Requirements as appropriate.
It shall be noted that notwithstanding any descriptions given in the following sections the
Contractor shall allow for all clearance, demolition, dredging, excavation, piling through,
ground treatment in, removal and disposal of any material encountered, together with
any additional site investigation that the Contractor considers necessary for his chosen
design.
For the avoidance of doubt, any material means any material of any nature whatsoever
(whether the same be naturally occurring or manmade) which may be encountered
during or otherwise affect the execution of the Works including (without limitation)
polluted materials, mud, silt, sand, clay, rock, boulders, core stones, vessel, car or other
wrecks, chains, anchors, cables, existing structures and services, ordnance of any
description not limited to bombs, mines or shells.
In executing the Works the Contractor is deemed to have allowed for all necessary
measures to overcome all Site-found conditions including, but not limited to,
modifications and substitutions in labour, Contractors Equipment, methodology,
sequencing and the like in respect of Temporary and Permanent Works.

2 ENABLING WORKS
The enabling work includes road access from the bridge to the terminal to allow terminal
operations for phase 1 and 2. The road system shown in the drawings shall be designed as
a secondary arterial road with a minimum design speed of 60 km/hr. The traffic volumes for
all RTA approved roads shall be compatible with heavy road traffic and a functional
operating capacity of the port terminal of no less than 35 million tonnes per annum or the
equivalent of 1 million TEUs per year.
The layout of the road shall cater for the provision of the space for a service corridor to allow
for future installation of all utilities to the island.
The road system shall be separately documented as follows:
The island based road network (located between the terminal gate and bridge) shall
be designed based on an operating period of 5 years and an effective throughput of 1
million TEU per annum, based on an equal split of 50% imports and 50% exports.
All other roads shall be documented on the basis of a durability and maintenance
period compliant with the Employers requirements and the RTAs own schedules of
permanent road operations.
All roads shall allow a hard shoulder to accommodate vehicle breakdown or

emergency access such that the road with shall be minimum of 9.7 m in width.
The road configuration, alignment and material specification shall comply with the RTA and
JAFZA guidelines for the entire scope including roadways and junctions.
Work Zone Traffic Management Manual (2007) Roads and Transport Authority (RTA),
Dubai UAE
Geometric Design Manual for Dubai Roads (1999) Dubai Municipality (DM), Dubai,
UAE
Dubai Traffic Control Devices Manual (2004) Dubai Municipality (DM), Dubai, UAE
Roadside Design Guide for Dubai (2008) Road and Transport Authority (RTA), Dubai,
UAE
ASSHTO Guide for Design of Pavement Structures (1993) American Association of
State Highway and Transportation Officials (AASHTO), Washington DC, USA
3 EARHWORKS AND GROUND TREATMENT
3.1 Work Scope
The Employer has separately issued an earthwork package to fill the project site to a
finish level of 3.1m CD. The Contractor shall therefore undertake ground treatment
works and make up the finished surfaces to pavement level being:
Compaction of the project site to meet the functional capacity of terminal

settlements.
Filling and shaping to the finish levels as defined on the Drawings and as required to
meet the Contractors design, including areas excavated for foundations, structures,
services, etc and areas requiring fill to raise levels to formation.

Earthworks to form the Phase 1 & 2 terminal yard platform as required to provide a
paved area to the limits shown on the earthworks set out drawing
The filling of the area behind the new quay structure as required by the Contractors
design to provide a paved area at the apron
Earthworks associated with providing access to the container storage yard by road
(causeway road);
Ground improvement of existing fill supplied by others and fill placed by the
Contractor by approved means to achieve specified settlement criteria
Verification of the ground improvement works meeting the performance

specification.
The Contractor shall be responsible for the procurement, transport, placement and
compaction of all filling material.
The Contractor shall be responsible for identifying sources of suitable material for the
balance of the filling volume including the sourcing, supplying and use of any material
required for the Works, including the responsibility to supply material that complies with
the Employers Requirements.
The Contractor shall be responsible for the reinstatement of any fill or surcharge
materials washed away by tidal or weather conditions and/or by the action of wash from
ships propellers.
3.2 Requirements and Design Criteria
The filled and existing areas shall be designed to withstand the operational loads and
achieve the stated settlement criteria as given below and as required in other parts of
these Employers Requirements.
In general, the areas of filling shall, under static loading conditions, not settle more than
135 mm over the first 20 years and 100 mm over the first 2 years, subject to the
following:
(a) Ground treatment of the area immediately behind the new quay structures is not
included in the scope
(b) Areas 10 m either side of the rail mounted gantry crane beam shall be treated to
limit the 20 year settlement to 75 mm.
(c) The settlement limit of 75 mm shall be the limiting settlement at the edge of these
measures remote from the crane beams.
(d) The areas beyond the 10 m widths shall be treated as necessary to provide a
transition strip between the 75 mm and 135 mm settlement limits.

(e) The pavement shall run up to the edge of any hard structure and the differential
settlement at this interface shall not exceed 15 mm.
(f) At locations where settlement may cause loss of bedding sand under the blocks
the pavement shall be designed to prevent this occurring.
(g) The slope between any two points on the final surface shall not deviate more than
1% of the distance between those two points (differential settlement requirement).
The date for the commencement of settlement monitoring shall be from the date of
taking over by the Employer.
Transition slabs shall be designed by the Contractor for trafficked areas between
structures supported on deep foundations and paving, where settlement differences in
excess of 10mm are expected.
The transition slabs shall be of sufficient width to ensure that the transverse and
longitudinal gradients as specified in the pavement section are not exceeded throughout
the design life of the pavement.
In any case, the road crossings with RMG support structures shall be provided with
transitions slabs
Liquefaction resistance across the Site shall be checked in accordance with BS EN

1998-5, taking into account the following additional requirements:
Liquefaction resistance of the ground shall be calculated following the
methodology described in 'Liquefaction resistance of soils: Summary report from
the 1996 NCEER and 1998 NCEER/NSF workshops on evaluation of liquefaction
resistance of soils, T.L. Youd, et al. (2001), which replaces Annex B of BS EN
1998-5.
The ratio () of seismic shear stress over cyclic resistance of the ground shall not
exceed 0.67, which implies a safety factor of 1.5. This to ensure that post
earthquake settlements will remain limited.
Alternatively, the Contractor is permitted to determine the liquefaction induced
settlements and assess safety factors based on the specified maximum
settlements and maximum differential settlements.
The required factor of safety against liquefaction shall be achieved through ground
improvement and/or through the selection of suitable fill material.
3.3 Function
Filled areas shall be treated as necessary to provide adequate stability and bearing
capacity to withstand the applied loadings defined elsewhere in the Employers
Requirements.
In addition, filled or other areas shall satisfy the stated settlement criteria to allow
efficient container handling and storage operations.
Functional settlement criteria include (but not limited to):

Limited differential settlement between adjacent container supports
Limited operational tolerances for RMG rails
3.4 Materials and Structural Form
Fill material shall be material obtained by specified dredging, recycling of materials on

site or imported from borrow pits. The grading and compaction of the fill shall be such
that it will achieve the requirements of the design.
The material shall be free from organic matter and shall have the properties (when
tested in accordance with BS1377: Part 2: 1990, unless stated otherwise) given in Table
3-1
Table 3-1 Material Properties for Fill
Material Properties Criteria

Maximum particle size 150mm (1)
Maximum silt content All material placed below 5% by mass
dispersed in the granular water
material (material passing a All material placed behind 5% by mass
63 micron sieve) quay structure and in front of
any anchor walls
Any fill placed in the dry (2) 10% by mass
Uniformity coefficient for granular materials >3 (3)
Aggregate Impact Value (BS 812) (dry) <30%
Aggregate Impact Value (BS 812) (saturated) <40%
Magnesium Sulphate Soundness (BS 812) <30%
Water Absorption (BS 812) <6%
Density (BS 812) >2.3Mg/m3
Plasticity Index Non Plastic
Notes:
1. The Contractor may, subject to satisfactory placing trials, elect to
include rock pieces larger than 150mm in the fill material. This will not
be allowed for backfilling of foundation works and excavated utility
trenches. Rock fill will be considered in the area immediately behind
the quay structure.
2. Care shall be taken to avoid segregation during placing of material.
Remedial measures will be required to remove or treat material where
segregation occurs.
3. A well graded material will be provided.
Fill material shall, in addition, be tested by means of shear tests (BS 1377: Part 7 or Part
8 as appropriate) to prove that it will achieve, in its final state of compaction, a minimum
internal angle of friction equal to that adopted in the Contractors design.
The fill shall also be tested to determine the compaction characteristic in accordance
with BS1377: Part 4: 1990.

Materials derived from the break up of hard surfacing, concrete and brick structures may
be used as suitable material for the Works provided the material is broken down into
particles of no more than 150mm along the longest axis and with a fines content no
more than stated in Table 3-2, except where:
(a) The material contains any asbestos or other substance which would be defined
as hazardous waste if disposed of;
(b) The material contains any material which under the conditions pertaining in the fill
will become unstable and will be subject to partial or complete break down into a
gaseous or liquid substance;
(c) The material contains substances which in the presence of fluids will leach
pollutants which would have a potential to cause harm to receptors or cause any
deterioration to the groundwater or other statutory Controlled Waters;
(d) The material contains reinforcement which protrudes in such a way as to prevent
intimate contact between particles;
(e) The material contains any material which would, or would have a potential, to
cause harm to the Works and increase the Employers maintenance burden or
reduce the design life of any element of the Works.
Material other than those permitted shall be disposed of off Site.
Prior to commencement of filling, the Contractor shall submit to the Engineer for
approval his proposals for carrying out the work. The proposals shall include details of
any ground improvement, the compaction plant, methods for adjusting the quality and
the moisture content of the material which is intended to be used and testing
requirements and acceptance criteria to be met.
The Contractor's proposals for the sourcing of fill materials shall be submitted at a
sufficiently early stage to allow all necessary testing to be completed and approvals
given such that construction is not delayed.
No filling shall be carried out until all proposals and intended materials are approved.
Filling to service/utility trenches requires particular attention by way of measures to limit

the adverse effects of settlement and differential settlement.
The use of cement stabilised materials or high-slump low-strength concrete shall be

considered for filling to areas in which normal compaction methods are difficult to
execute, e.g. adjacent to foundations or structures and in existing roads.
Cement-stabilised materials shall be of a mixture determined by the Contractor, but shall

be of the order of 1:8 cement-sand mixture, the methods of placing and the acceptance
criteria for compaction being proved by site trials and testing.

3.5 Definition Dimensions and Layout
The limits of the areas required to be filled are as defined on the drawings and as
required to meet the Contractors design.
3.6 Design Method
Before commencing the construction of any of the earth works, the Contractor shall
prepare calculations, drawings, method statements and a design report to demonstrate
to the Employer that his design will satisfy the specified criteria.
3.6.1 Stability assessments
Appropriate stability analyses shall be undertaken to demonstrate the stability of all filled
and any surcharged areas or areas of ground improvement. Slope stability shall be
checked in accordance with BS EN 1997-1 and BS EN 1998-5, using the partial factors
given in Annex A of BS 6349-2. The potential for circular as well as non-circular failure
planes (analytical methods) or Finite Element assessments shall be assessed and
potential strength degradation due to seismic loading (during and post-earthquake) shall
be taken into account. The design shall cover the ultimate limit state design conditions
as well as the serviceability state design conditions, and shall cover staged construction.
3.6.2 Settlement assessments
The Contractor's design shall demonstrate, in the calculations that the limiting overall
settlement criteria in the project area will be achieved. In his calculations of settlement,
immediate settlement of the fill and natural foundation sands, and time dependent
settlement in granular fills shall be assessed. .
Soils are usually classified according to particle gradation. The fact that a soil is
classified as being sand does not give any indication of the soils mineral composition.
The soils mineral composition, however, is an important factor for the assessment of the
soils engineering behaviour. The soils carbonate content can play a significant role in
relation to the soils compressibility (that is compared to soils without carbonate content
under further comparable conditions).The predicted (time dependent) settlement and
particularly the uneven (or differential) settlement that may develop need careful
consideration. Analyses should account for the spatial variation in soil layering and mass
properties of soil layers encountered.
Total calculated settlement shall include settlements developing in the natural subsoil as
well as the settlements that develop in the reclamation fill.
3.6.3 Reporting requirements
The Contractor shall prepare as a minimum:

1) A soil interpretative report providing the Contractors interpretation of soil
conditions in terms of characteristic parameters for the design. This soil
interpretation report shall contain an evaluation of the data obtained by the soil
investigation programs for the development and shall be submitted to the
Employer for his review. The soil interpretation report shall form part of the
Contractors Documents.

2) A Geotechnical design report covering all design aspects of interest. The design
report shall cover, but not be limited to the following:
(a) A contents sheet;
(b) Detailed written methodology setting out the design philosophy, construction
programme and design assumptions;
(c) A summary of the geotechnical parameters adopted for the design together with
supporting interpreted factual data and geological sections;
(d) Any assumptions made in developing the geotechnical design parameters shall
be reported and justified. Copies of references used to justify the design
parameters and assumptions shall be supplied with the calculations;
(e) The design calculations (logically structured and appropriately annotated);
(f) An assessment of interaction between the different project components (like piled
structures, structures with shallow foundations of the adjacent structures,
pavement, etc.)
(g) The properties of the fill material and any ground improvement required by the
design and how the attainment of these properties will be assessed in the field for
material both above and below the water level;
(h) A detailed construction plan (showing the proposed construction scheme is

feasible with the equipment proposed).
(i) Copies of the relevant Standards and Codes of Practice used in the design shall
be referenced as appropriate;
(j) What action could be taken should the monitoring indicate that the fill material or
ground improvement will not be achieved in accordance with either the
Contractors design requirements or the performance criteria given in the
Employers Requirements.
3.7 Workmanship
3.7.1 Backfill to Structures
The Contractor shall not backfill around structures until the structural elements have
attained adequate strength and the approval of the Engineer to proceed has been
obtained. Unless otherwise directed, the backfill material shall be material complying
with the Employers Requirements for fill, thoroughly compacted in layers not exceeding
150mm deep, to achieve a density of at least 95% of the maximum dry density. The
values of maximum dry density and optimum moisture content shall be obtained in
accordance with BS1377: Part 4 using the 4.5kg rammer method. Field density shall be
measured in accordance with BS1377: Part 9 (sand replacement method or water
replacement method, as appropriate).

Where backfill is to be placed on more than one side of a structure, the placing of the fill
shall be sequenced so that the stability of the structure is not threatened. Unless
otherwise approved, the differential level of fill on opposite sides of a structure shall not
exceed one metre.
3.7.2 Placing and Compaction
All fill materials shall be transported, laid and compacted without drying out or
segregation.
The compaction of fill in the dry shall be by means of vibrating roller unless otherwise
specified or accepted by the Engineer.
The Contractor shall undertake compaction trials as part of the Works and shall propose
the static weight of the equipment and number of passes for each fill type to be used.
Clause 3.8.2 details requirements in respect of compaction trials.
Once accepted by the Engineer the compaction methods which achieve the specified
compaction defined herein shall be used for the Works.
Where working space is restricted and prevents the use of accepted compaction
equipment, the methods and equipment used shall be modified in order to achieve the
required degree of compaction. The effectiveness of such modifications shall be
confirmed by site trials.
Particular care shall be taken to avoid damage when compacting fill around, over, or in
the vicinity of, new and existing pipe work, ducts, cables, structures and the like.
3.8 Testing
3.8.1 Fill Material
The Contractor shall carry out testing of fill material prior to placement in accordance
with Table 3-2:
Table 3-2 Initial and Routine Monitoring Tests on Fill Material
Test Minimum Frequency of

Routine Tests (One Test per)
Grading 7,500m3
Aggregate Impact Value 20,000m3
Magnesium Sulphate Soundness 20,000m3
Water Absorption 20,000m3
Density *
Shear Tests *
Compaction Tests *
* testing frequency as required but at least five of each test, to determine material
properties where material is not of consistent quality or from one source.

Rev B - 10 - 9 February 2015
In addition, the tests listed in Table 3-2 shall be carried out on each type of material
proposed for use as fill shall be conducted on a minimum of five randomly selected
samples selected from separate locations.
Granular materials may be used as filling irrespective of their grading within the sand /
gravel fraction provided they can be suitably treated or blended to meet the Employers
Requirements. The Contractor shall demonstrate through the specified testing that the
treated or blended material complies with the specified criteria.
Materials with a particle size greater than 150mm when measured along the longest axis
of the particle shall be removed or broken down to material with a maximum particle size
of 150mm or less when measured along the longest axis.
Silt removal must be carried out in such a manner that does not leave fine sediment in
quantities exceeding the Contractors design requirements to be incorporated with the
granular materials. Similarly, granular material sourced by site dredging must not have
a silt content exceeding that given in Table 3-2. There may be granular material within
the berth box dredge, which the Contractor may wish to leave until the quay construction
is completed. This granular material may be placed in the on-shore filling provided it
meets the Employers Requirements and the construction of the Works shall be
programmed to accommodate this requirement.
Use of non-granular materials may be permitted if the Contractor can demonstrate that
appropriate treatment or modification of such materials can control settlement and
provide sufficient bearing strength to permit the design requirements to be met.
The Contractor will be responsible for locating the source of a suitable granular material
obtaining all approvals for its use and paying all costs and royalties which may be due.
Imported filling material is to comply with the grading specifications. The volume of
granular material used for the filling shall be monitored for record purposes only.
3.8.2 Fill compaction requirements
The fill shall be compacted to a minimum density of 90 % of the maximum proctor

density (determined by proctor test as per BS 1377 using the 4.5kg rammer and at
optimum moisture content), the average density (out of 10 tests) shall be at least 95 %
of the maximum proctor dry density, unless design criteria (pavement design, quay wall
design, foundation design, or the mitigation of liquefaction risk (if any) asks for more
strict compaction requirements.
It is noted that these requirements require the determinations of the soils compaction
curve (e.g. the relationship between water content and dry unit weight using the 4.5 kg
rammer).
3.8.3 Compaction Trials
Prior to placing any fill in the dry the Contractor shall carry out trial(s) to demonstrate
the adequacy of the proposed placing and compaction methods to achieve the
requirements of the Contractors design and to examine the sequence of operations.

The trial(s) shall take place at a location to be agreed with the Engineer. Each trial shall
be carried out over an area of not less than 40 metres x 20 metres and shall be
undertaken in the dry. Each trial shall comprise at least four (4) layers of fill.
Trial(s) shall comprise filling the areas using the plant, methods and sequence of
construction proposed by the Contractor. Following placing and compaction of a layer of
fill, the Contractor shall undertake four in situ density tests (sand replacement method or
water replacement method, as appropriate, to BS1377: Part 9: 1990), together with four
associated compaction tests conducted on material taken from around the in situ density
test, as appropriate, to BS1377: Part 4:1990, to demonstrate the attainment of the
degree of compaction required by the Contractors design for the fill material placed or
moved in the dry. The in situ density test shall be conducted in the lower half of the
compacted layer.
The results obtained from the trial(s) shall be used to assess the acceptability of the
particular methods proposed.
Separate trials will be required for each principal area of fill and, if the material for filling
varies significantly during the progress of the Works, additional trial(s) will be required.
The Contractor shall submit a proposal for the compaction trials, which shall include, but
not be limited to, the following:
(a) Full details of the objectives and methodology of the trials;
(b) Source of fill material;
(c) Method of fill placement and the specification of plant to be used;
(d) Method of monitoring layer thickness;
(e) Compaction procedures and the specification of plant to be used;
(f) Details of the tests to be conducted on the compacted fill to demonstrate

compliance with the Employers Requirements and Contractors design
requirements.
On completion of each compaction trial the Contractor shall submit a report or reports
covering the scope and outcome of the trials in respect of the following aspects:
(a) Location and date of trial;
(b) Full material description with associated laboratory testing;
(c) Layer thickness variation;
(d) Compaction equipment specification;
(e) Compactive effort used per layer;

(f) Results of all tests conducted during the trial;
(g) Full documentation of Site activities;
(h) Weather records;
(i) Interpretations of the data from the trial in graphical form with supporting text;
(j) Conclusions and recommendations;
(k) Copies of the relevant Standards or Codes of Practice used in the trials shall be
referenced as appropriate.
3.8.4 Compaction control
Tests shall be carried out on fill above mean sea level and on all material placed in the
dry to determine the degree of compaction achieved, at the rate of one test for each
1000m2 of each layer. Compacted layers shall not be covered without approval.
The density of individual compacted layers shall be determined in the lower half of the
layer using the sand replacement method or water replacement method, as appropriate,
as specified in BS1377: Part 9:1990.
If fill material quality varies or the in-situ density test results are inconsistent, additional
testing shall be carried out.
In-situ CBRs shall be carried out to demonstrate achievement of the CBR used in
pavement design.
Areas of ground improvement shall be considered to encompass both (natural) soil

deposits left in situ below the platform and fill placed where sufficient mechanical
compaction has not been applied.
Cone Penetration Testing shall be used to proof the fills compliance under water with
the compaction criteria, particularly in case vibrocompaction is used for the compaction
of fill. Target cone penetration test values shall be derived from empirical relations
between relative density and cone (tip) penetration resistance as a function of depth (or
vertical effective stress), all subject to Clients approval. Contractor shall proof in this
case, that the target value(s) for the proposed relative density comply with the proctor
requirements as prescribed above (subject to Clients approval).
The following minimal full depth profiles of tests are required for the following treated
areas to demonstrate compliance with both the Employers Requirements and the
Contractors design requirements:
(a) Pavements and container supports, at least one full depth profile of tests per 500
m2
(b) RMG crane rail support structure; at least one full depth profile of tests per 20 m
of crane rail support, in case of shallow foundation structure

In areas of ground improvement, the Contractor shall define, in the documentation to be
submitted his proposals for verifying and demonstrating that the placed fill material
below and above water and (natural) soil deposits left in situ, will achieve both the
Employers Requirements and the Contractors design requirements. It is anticipated
that this submission will include, but not be limited to, the following:
Full details of the objectives and methodology of the compaction works.

Details of the form of ground improvement to be adopted, along with supporting
calculations;
The method of assessing the attainment of the required ground improvement, together
with the required attainment criteria;
Method of removal of excess water from the fill.
Method of fill placement and the specification of plant to be used.
Method of monitoring layer thickness.
Compaction procedures and the specification of plant to be used.
Copies of Standards and Codes of Practice used in the design shall be referenced as
appropriate.
3.8.5 Additional ground investigation
Ground investigation has been performed for the project, however not the complete area
is covered sufficiently. Additional ground investigation is considered required for design
purposes for among others various elements of the terminal. This additional ground
investigation campaign shall be the responsibility of the Contractor and ground
investigation coverage shall be in line with the Contractors design, chosen safety
philosophy and applicable codes and standards.
The following minimal investigation is considered required to demonstrate compliance

with both the Employers Requirements (among which but not limited to bearing capacity
and settlement requirements) and the Contractors design requirements:
- Boreholes for the piled structures (driven piles, bored cast in place piles)
3.9 Monitoring
Besides monitoring for the particular ground treatment techniques, such as monitoring of
levelling and surface settlements, monitoring of filled areas and ground improvement
shall include, but not be limited to, the provision of a sufficient number of deep levelling
datums to provide coverage of the areas of ground improvement and fill.
At a rate of at least 1 per every 25,000m2 of ground improvement and fill, the following
instrumentation shall be installed:
(a) Magnetic extensometers extending from the top of fill/surcharge to a firm stratum
at depth below the zone of ground improvement and compressible soils, sufficient
to provide a fixed datum. The reference magnets shall be located to suit ground
conditions and stratigraphic boundaries but at a spacing of not less than one per
4 m depth.

(b) Pneumatic or hydraulic piezometers installed adjacent to each magnetic
extensometer at mid-depth between adjacent reference magnets.
(c) Prior to placing any fill, rod settlement gauges shall be installed which extend from
the base of the fill to the top of fill/surcharge to monitor settlement of the materials
below the fill during fill placement and throughout the filling and construction
period. The rod settlement gauges shall be extendable in one metre increments
above water level as layers of fill are placed and compacted.
The following instrumentation shall be installed at a rate of at least 1 per every 2,500 m2.
(a) After filling, rod settlement gauges shall be installed on top of the fill to monitor
settlement (reference to settlement requirements) of the fill material throughout
the construction period.
(b) On completion of filling a surface settlement marker shall be installed adjacent to

each rod settlement gauge to allow the surface settlement to be monitored
throughout the surcharge period.
It is expected that the instrumentation will not all be installed on a systematic grid over the
area of ground improvement and fill. The locations of the instrumentation should be
targeted to provide detailed information on the performance of the fill and ground
improvement to allow the Contractor to validate the design assumptions and predict the
long-term settlement behaviour of the ground improvement and fill.
All instrumentation shall be monitored twice weekly during filling and construction,
unless the geotechnical design (risk, if any) asks for more strict monitoring
requirements.
The Contractor shall submit a report to the Engineer on the instrumentation every
month. The report shall include, but not be limited to, the following:
(a) A plan showing instrumentation locations.
(b) Plots for each instrument showing interpreted settlements and excess pore water
pressures (as appropriate) results relative to time and fill thickness. These are to
be superimposed on predictive plots showing the theoretical variation in
settlement and excess pore water pressures (as appropriate) against time and fill
thickness through to the anticipated completion of any surcharge period and shall
take due account of the rate of fill placement.

4 FACILITIES FOR RAIL MOUNTED GANTRY CRANES
4.1 Work Scope
The work for the rail mounted gantry cranes (RMGs) includes:
Foundations and crane rails for Rail Mounted Gantry Cranes (RMGs);
Five pair of crane rails for the RMG crane;
The rails shall be recessed into the concrete supports at trafficked areas. Recessed
rails shall be supported with continuous soleplates or alternative solutions to prevent
build-up of debris under the rails.
The RMG cable support is to be provided on the seaside of the seaside crane rail;
A continuous cable support where the rail is not recessed in concrete,
A cable slot with a smooth steel liner or epoxy coated concrete surface parallel to the
rail when recessed in concrete
The top of the cable slot opening is to be protected by a rubber cover (super
panzerbelt or similar) at the alleyways which run perpendicular to the quay line. The
rubber cover is to be maintained permanently open at each end of the length of rubber
to allow the RMG to engage and open the rubber for the cable to lay/lift as it passes;
Crane buffers stops at each end of the RMG crane rails. The Eastern buffer shall be
designed so that it can be removed when the terminal is extended in the future. In
the interim period the buffer shall stop the RMG from crossing the most Eastern
alleyway; Temporary buffer stops shall be installed when Phase 1 terminal is
operational and when Phase 2 is being constructed
Cable turnover pits where the crane cables connect to the substation supply cables,
connected to an active drainage system;
Stow pin sockets to prevent the crane from moving along the rails in high winds but
allowing for sufficient tolerance in lateral direction, perpendicular to the rails;
Concrete vehicular barriers between crane rail and adjacent roadways complete with
fencing on top;
Maintenance areas (or pads) consisting of 2 nos. 20 TEU bays
The pavement design shall allow for RMG offloading loads at each alleyway, based
on a knife edge rail load, without load distribution by the rail beam.
The RMG beams shall be designed for RMG jacking loads at each alleyway

4.2 Function
The Contractor is to design and install five pairs of crane rails to support the repetitive
loads from the Rail Mounted Gantry crane operations. The Employers preference is to
minimise the number of joints in the crane rail. The crane rail and anchorage system
shall be designed by a specialist crane rail and fittings supplier and installer.
The crane rail design is to be warranted as defined in the commercial Clauses of the
Contract documents. The Employer requires a crane rail installation design to minimise
future maintenance or replacement of fittings.
A RMG maintenance area is to be situated at the end of each stack. This area is to be
paved to provide vehicular access.
At ground level, a 30 m wide unobstructed corridor is required at the end of each stack
for the delivery of the RMGs. All furniture within this width is to be removable to provide
access, allowing for the cable drum and other accessories mounted to the RMG above
ground level.
4.3.1 Structural Form
The foundation structure shall be of a form of construction selected by the Contractor to

meet this section of the Employers Requirements and approved by the Engineer. The
Eastern end of the crane rails shall be designed such that they may be easily extended
in the future.
4.3.2 Concrete
All concrete shall be in accordance with the requirements of Volume 2 Part 1 of the
4.3.3 Steelwork
All steel components shall be protected against corrosion with a protective treatment
system appropriate for the marine environment in accordance with Volume 2 Part 1 of
The design of all buried steel items shall include a sacrificial thickness of steel
calculated using a 50 year design life and the appropriate corrosion allowances using
the mean corrosion rates in EN 1993-5.
4.4 Design Dimensions and Layout
The requirements for the rail mounted gantry crane structures shall be as shown on the
Drawings. The Contractor shall abide by the definition dimensions and setting out
criteria, as follows:
Overall structure length As shown on the Drawings.

Level Seaside rail and landside rail on both sides of a stack
shall have the same level (all legs of the RMGs will
have the same length). The rail levels to suit overall
terminal pavement and drainage design.
Crane rails Distance between front and rear crane rail centre
lines shall be 31.2m.
Cable slot Cable slots are required at trafficked areas. Exposed

cables are permitted for non-trafficked areas provided
smooth transition is provided between exposed and
slotted cables. Cable slots to accommodate a
maximum of 2 cables.
Cable slot drainage At not more than 7.5 m centres but reduced to 5.0 m
centres in the alleyways.
Crane cable pits Double plug pits at locations and of a form shown on
the Drawings.
Concrete vehicular barrier Along full length of crane rail except at roadway
crossing points as shown on the Drawings.
4.5 Design Criteria
4.5.1 Design Life
The design working life of the rail mounted gantry crane support structures shall be 50
years. Design working life shall be as defined in Volume 2 Part 1 of the Employers
Requirements.
4.5.2 Environmental Conditions
4.5.2.1 Wind
Terminal operational wind speed is up to 20 m/s.
Storm wind speed for rail mounted gantry crane design loading is 55 m/s
Basic design wind speed for building design should not be less than 45 m/s and
accordance with UAE building regulations.
4.5.2.2 Temperature
Mean monthly temperatures are maximum, 39.2C and minimum, 14.2C.
Maximum temperatures are 47C and minimum 8.9C.
For design the ambient temperature range shall be taken as 3C to 50C plus an
allowance for solar radiation where appropriate.

4.5.2.3 Rainfall
Run-off volumes should be based on the standard design storm representing a return
period of 5 years.
This storm is one of the storms defined in IDF curves (Intensity Duration-Frequency
curves) especially developed for Dubai Urban Areas.
Table 4-1 Rainfall IDF Analysis
Return Intensity (mm/h) by Duration (h)

Period 0.5 1 1.5 2 2.5 6 24
2 year 23.65 17.48 13.16 10.64 8.51 3.94 1.56
5 year 37.48 26.75 19.96 16.35 13.08 6.81 2.61
Dynamic calculation programms shall observe the variation in rain intensity over the
storm duration.
Table 4-2 Design Storm
Time (min) 0-30 30-60 60-90

Intensity (mm/h) 16.2 37.5 6.2
Depth (mm) 8.1 18.7 3.1
Cumulative Depth (mm) 8.1 26.8 29.9
The runoff coefficient is set at 0.95 for the paved areas and 0.5 for permeable locations
at site.
4.5.2.4 Relative Humidity
Relative humidity averages between 60 to 70% but the maximum relative humidity can
be 100%.
4.5.2.5 Earthquakes
Peak ground acceleration at bedrock level (PGA) of 0.15g, corresponding with a design
return period of 475 years, shall be used for the design. JAFZA Building Regulations
Section 25 - 2.2 refer to the Uniform Building Code (UBC) 1997 Volume 2, Seismic Zone
2A for the PGA. For the design of the port structures, local soil conditions and structural
response shall be taken into account to obtain the seismic load on the structures.
The seismic design of the quay structures shall be based on to BS EN 1998 and shall be
checked against the performance requirements of PIANC Seismic Design Guidelines
for Port Structures, assuming a Performance Grade A with design return periods of 75
years (Level 1) and 475 years (Level 2) respectively. An Importance Factor of 1.0 is to
be used.

4.5.3 Rail Mounted Gantry Cranes
4.5.3.1 General
The rail mounted gantry crane track shall be supported on foundations, with maximum
long-term (design life) settlement not exceeding 10 mm and subject to maintaining the
achievement of crane rail installation criteria given in section 4.8.4 and operational
criteria specified in ISO12488 tolerance class 1. The design shall also limit net vertical
rail displacement produced under working loads to a maximum of 15 mm.
RMGs can lift a container over a stack of 10 wide by 6 high in a continuous block. The
RMGs are fitted with cantilevers capable of servicing a double vehicle lane on each side
of the equipment. The procurement, erection and commissioning of RMG cranes do not
form part of the Civil Works Contract.
This contract includes the design, procurement and installation for 5 pairs of rails and
support structures. A future pair of RMG rails for a 6th container stack is foreseen.
Procurement and installation for the 6th pair of rails and foundation is not included in this
contract
All the RMGs are automated and powered by medium voltage cables which run parallel
to the seaside rail. If the RMGs are required to cross the transverse alleyways this will
be done under manual control. The Eastern end of the crane beam is to be capable of
being easily extended in the future with the minimum of disruption to port operations.
The cables terminate in turnover pits located at approximately mid point along each
block of containers on the sea side of the sea side crane rail. Each turnover pit is to
feed two RMGs and the Contractor is to install a turnover pit in every container stack.
The crane cables are to be fitted with plugs to connect the substation supply cable to the
crane cable. The plugs are to be supplied under this contract and are to include a
facility for the connection of optic fibre cable which is an integral part of the crane cable.
In the turnover pit the optic fibre cable is separated from the crane cable and connected
to optic fibre cables which run in the underground communications ductwork.
More detailed requirements for the cable jointing details and safety interlocking for
unplugging the cables is provided in Volume 2 Part 3 of the Employers Requirements.
4.6 Requirements and Design Criteria
In total maximum 2 nos. RMG Cranes will be deployed per stack block at CT4. Once
fully developed, including the future 6th stack, a total maximum of 60 RMGs will be in
operation for phase 1 and 2.
RMG Cranes will be capable to handle containers in a stack of 10 wide by 6 high in

a continuous block.
RMG Cranes will be fitted with cantilevers capable of servicing two vehicle lanes on
each side of the equipment
RMGs will be automated and powered by medium voltage cables which run parallel
to the seaside rails

A cable slot and slot cover is required for trafficked area. The slot depth is to be
determined for a maximum of 2 cables.
When RMGs are required to cross alleyways this will be done under manual control
4.6.1.1 Rail Mounted Gantry Cranes Loading
The following crane loading data is to be used for the design of the RMG rail system and
crane rail supporting structures. The crane rail size shall be designed by the Contractor
at a spacing of 31.2 m. The crane wheel arrangement is 6 wheels at each corner and
the spacing of the equalizers is provided in Figure 4-1, Details of Equipment.
Characteristic RMG crane wheel loads are given below in tonnes:
Operational loads
Sea Side Land Side
Permanent (transitory) load 40 te 40 te
Variable load 5 te 5 te
Totals 45 te 45 te
Horizontal loads perpendicular to the crane rail

Sea Side Land Side
Trolley induced loads 5 te 5 te
Storm wind loads 15 te 15 te
Horizontal wind force parallel to each rail

Sea Side Land Side
Storm wind loads 70 te 70 te
This horizontal force is to be resisted by a single drop bolts on each side of the crane at
the locations shown on the Drawings.
A maximum braking load equivalent to 0.25g shall also be applied parallel to each crane
rail.
25340
14200
6 No. Wheel at 6 No. Wheel at

1300 centres 1300 centres
Figure 4-1 RMG Crane Wheel Arrangement

4.6.1.2 Crane Rail System
Crane rail system shall have a design life of 25 years and shall be designed, supplied
and installed by an Approved Subcontractor. The Contractor shall provide a 12 year
warranty for the entire crane rail system in the format provided in the Conditions of
Contract, or other approved by the Employer.
The crane rails shall have a spacing of 31.2 m between each pair or rails and 61.35 m
spacing between centre lines of rail pairs as shown on the Drawings. No difference in
level between the seaside and landside rail is permitted. The detailing of the crane rail
assembly at the Eastern end of the site shall easily accommodate a future extension of
the rail.
The Employer requires a crane rail design to minimise maintenance and allows easy
replacement of rail systems after the end of the design life
4.6.1.3 Crane Rail Recess/Slot
The size of any crane rail slot shall be decided by the Contractor to suit his crane rail
fixing design but the width dimension of the slot should be kept to a minimum to allow
tyred vehicles to pass across the recess at the North-South alleyways without a
noticeable impact. It is not intended to fill the gap on either side of the crane rail recess
at the alleyways to aid rail and clip inspection, provided the wheel impact is acceptable.
If the impact is not acceptable the Contractor shall supply removable fillers to reduce the
gap to achieve an acceptable low impact from crossing vehicles at the alleyways
At vehicle crossing points, the top edges of the crane rail slot shall be detailed to prevent
the corners from spalling due to vehicles crossing the recess. The top of the rail shall
also be flush with the road level.
The void on each side of the crane rail shall be drained using 50mm diameter holes at
centres not exceeding 7.5m.
4.6.1.4 Crane Rail
The crane rail installation shall be of continuously welded rail with the Employers
preference to minimise the number of joints in the crane rail. It shall be restrained by rail
clips and underlain by a steel reinforced resilient pad bearing on a soleplate, supported
on an approved high strength epoxy grout.
The crane rail shall be designed for 20,000 unladen and 5,000 laden passes per year of
the crane at maximum operational wheel loads.
Manufacturers test certificates shall be provided to verify conformity prior to delivery of

the rails to the Site.
The crane rails shall be earthed at minimum centres of 50 m and the rail shall be made
electrically continuous across all expansion joints in the rail over their full lengths, as
part of the lightning protection system. Electrical continuity shall be achieved by the use
of approved conductors of minimum cross sectional area 70 mm2. The connection to

the rails shall be by fastenings welded to the crane rails and each crane rail shall be
connected to an earth pit. The resistivity of the earthing system shall not exceed 0.5
ohms. Rail tolerances as per ISO 12488-1 Class 1 (Cranes - Tolerances for wheels and
travel and traversing tracks)
The crane rail shall extend to the Eastern boundary of the site to allow for future
expansion.
4.6.1.5 Crane Rail Soleplates and Bearing Pads
Soleplates shall be of galvanised steel of minimum grade S275-J0 to BS EN 10025 and

of minimum thickness 25 mm. They shall be designed to permit fine adjustments for
levelling to within the requisite tolerances.
Resilient reinforced bearing pads, placed between the rail and the soleplate shall be by
supplied by an Approved Subcontractor. The resilient pad shall:
(a) Distribute the crane wheel load;
(b) Reduce load concentrations and eliminate resulting fatigue stresses;
(c) Provide an even contact between the rail and its sole-plate;
(d) Reduce noise and vibration transmission.
4.6.1.6 Rail Clips
Rail clips, to restrain rails, shall be galvanised rubber faced heavy duty two-bolt type,
adjustment clips supplied by an Approved Subcontractor and the Contractors design
shall determine the required clip spacing which shall not exceed 600mm. The un-
galvanised lower clips shall be welded to the sole plate before it is galvanised. The clips
shall have a continuous fillet weld all around each clip to prevent corrosion by
penetration between the clip and sole plate. The sole plate with clips attached shall be
galvanised when the welding / testing is completed. In order to be able to attach the
upper clips during rail installation, holes shall be drilled in the soleplate to allow the zinc
to run out of the bolt pockets during hot dipping and the sole plate shall be turned during
/ after galvanising such that build-up of zinc in the clip recess is avoided. The upper
clips are to be supplied already galvanised with rubber nosing attached. The lower clips
shall match the upper clips, having a recess for two bolts with 20 mm adjustment and
fixed to the soleplate in pairs, one at each side of the rail position.
The rail clips shall secure the rail against surge along its length and against transverse
and overturning forces. The fixings shall be designed to absorb the stresses resulting
from the interaction between the rail beam and the rail, including the bow-wave effect
created by the crane while travelling.
The Contractor shall demonstrate that the designed fixing system prevents in-service
loosening of the bolts. The rail clips shall, following correct installation in accordance
with the manufacturers recommendations, require no further maintenance (i.e. fix and
forget type).

The rail fixing system shall:
(a) Allow for free longitudinal expansion and contraction of the rail due to temperature
variation;
(b) Accommodate crane induced rail movements;
(c) Allow damaged rail to be removed and replaced with ease;
Be self-locking and self-tightening when the rail clip fixing bolt is torqued to the
manufacturers recommendation
4.6.1.7 Crane Rail Slot Recess Filler
It is not intended to fill the gap on either side of the crane rail recess to aid rail and clip
inspection, provided the wheel impact is acceptable. If the impact is not acceptable the
Contractor shall supply removable fillers to reduce the gap to achieve an acceptable low
impact from crossing vehicles. If required, the recess filler to the crane rail recesses
shall be dense fine aggregate asphalt suitable for hot hand laying and shall:
(a) Accommodate the movement of the crane rails while minimising the ingress of
water to the rail fixing system;
(b) Maximise the corrosion protection to the crane rails and fixing system;
(c) Fill the recess to minimise the potential to form a tripping hazard without
encroaching in the clearance tolerance for the crane wheel flange;
(d) Be suitable to allow periodic maintenance inspection in accordance with the crane
rail system requirements. To this end it must be easily removable and replaceable
without damage to the crane rail system.
4.6.1.8 Crane Cable Slot
The dimension between the centre of the cable slot and the seaside crane rail is to be
1050 mm. The cable slot shall be formed in grade 316 stainless steel or in reinforced
concrete in combination with epoxy coating and steel shutters to maintain the required
profile and smooth finish. The crane rail slot shall be drained using 75 mm diameter
holes at no more than 7.5 m centres.
The width of the cable slot shall not exceed 1.3 x cable diameter
The cable slot at the cable turnover pit shall be constructed to minimise the quantity of
rain water that can flow into the pit. This shall be achieved by making the top of the
cable slot a local high spot and slope the concrete surface away from the slot on either
side of the slot. The bottom of the slot shall also be locally raised adjacent to the
turnover pit trumpet as described above to prevent any water in the bottom of the slot
from running into the pit.

4.6.1.9 Cable Protection System
At the road crossings and within the RMG maintenance area, the top of the cable slot
shall be protected by a rubber cover suitable for the imposed loading. The rubber cover
shall be Super Panzerbelt by Cavotec or similar. Galvanised fixing components shall be
cast into the concrete cope beam to allow fixing of the cover with stainless steel rivets.
The cope beam shall be recessed to allow flush fitting of the cover. The cover shall be
discontinuous across any movement joints, but otherwise, sections of cover shall be
jointed by the use of vulcanised halving joints in accordance with the manufacturers
recommendations. The cover should be sufficiently durable to withstand cyclic flexing
from the passing quay side crane cables. The cover shall be recessed in the concrete
rail beam to allow flush fitting of the cover.
4.6.1.10 Turnover Pits
Each pit shall feed two RMGs and be fitted with two cable anchor drums suitable for
anchoring one cable on each drum. Crane cables are to be fitted with plugs to connect
the substation supply cable to the crane cable. Plugs are supplied under this contract.
Plugs to be provided with a facility for connection of fibre optic cable which is an integral
part of the crane cable. Pits to be provided with an active drainage system that will
prevent the build-up of water.
4.6.1.11 Crane Buffer Stops
Buffer stops are required at each end of the crane rails. Where the Eastern limit of
crane movement occurs at any early handover area the buffer shall be removable and
capable of being reinstalled at a new phase of handover along the Northern end of the
site as construction works progress. On the completion of the current construction
works the buffer shall be placed at the extremity of the site but it shall still be capable of
being removed and re-installed at the end of any future expansion.
The buffer shall be designed for a horizontal force of 700 kN at a height of 950 mm
above the top of the crane rail.
4.6.1.12 Crane Stow Pin Anchor Pits
When the cranes are not in use the Employers requires facilities in the crane beams to
enable stow pins from the cranes to be deployed which will prevent the crane from
running along the quay in high winds. The slots do not need to prevent movement
perpendicular to the rail, the width of the slot should allow for generous tolerances for
installing and removing the pin. The slot in the concrete shall be steel lined and the void
fitted with a cover when not in use. The bottom of the slot shall be drained using a
minimum 50mm hole into a gravel drain. These slots are to be provided in pairs.
Indicative Drawings for the drop down bolt anchor pits are given in Volume 3.
4.6.1.13 RMG Crane storm tie downs
Not required

4.6.1.14 Vehicular Barriers
The concrete barrier is to run for the full length of the RMG crane rails to prevent
vehicular impact on the RMGs. A fence is to be mounted on top of the barrier to restrict
access into the container stakes area. Gates are to be provided though the fencing at
50 m maximum spacing. Suitable foot holds and hand railing are to be provided at the
gates to facilitate access over the barrier. The arrangement of the vehicular barriers and
fencing is indicated on the Drawings.
The barriers will need to be discontinuous at the North-South alleyways. The

arrangement at these locations is shown on the Drawings. A 30 m wide corridor is also
required at the end of each stack for the delivery of the RMGs. The barriers within this
width are to be removable to provide the necessary access.
4.6.2 Superimposed Loads
4.6.2.1 Rail Mounted Gantry Cranes
The foundation structure shall be designed for the delivery, operation and stowing of
RMG cranes including, without limitation, the wheel loads and wheel spacing defined in
Clause 4.6.1.1
Structures supporting crane rails shall be designed using partial load factors as specified
in BS6349: Part 2, Table A1. Operational loads are to be regarded as normal load
cases and loads due to overload or storm conditions, regarded as extreme load cases.
Without limitation of the above overall requirements, all load conditions identified in
Clause 4.6.1.1 are to be included in the design. Support structures shall be designed for
the most onerous of:
(a) the equivalent UDL loading over the loaded corner lengths of several adjacent
cranes (cranes spaced to give the most onerous effect);
(b) Maximum wheel loads at the spacing indicated, applied by several adjacent
cranes with the cranes spaced to give the most onerous effect.
4.6.2.2 Vehicle Loads
The run on slabs on either side of the crane rail beam shall be designed for the
appropriate vehicle loads defined in Clause 5.4.4.
RMG maintenance areas shall be provided at the end of container stacks. These areas
shall be paved to provide vehicular access. The loading in these areas are detailed in
Clause 5.4.4.
4.6.2.3 Container Storage Loads
Run on slabs either side of the crane rail beam shall also be designed for the container
stacking loads specified for the North/South alleyways (ref. in Clause 5.4.4).

4.6.3 Settlement Criteria
The crane rails shall have a maximum long-term (design life) settlement not exceeding
10mm subject to maintaining the achievement of the crane rail tolerances as specified in
ISO 12488-1 Tolerance Class 1 for the design life of the rails.
4.6.4 Crane Erection Points
Crane erection and commissioning corridors shall be provided at each North/South

alleyway. The design and arrangement of the facilities in these areas shall be checked
for the loading and space requirements for the delivery and commissioning of the RMG
cranes.
The Employer will procure and arrange delivery of the new RMG cranes in a
preassembled condition. Heavy lift vehicles may be used to take the new cranes from
the delivery ship and manoeuvre them across the quay. A 30.0m wide access corridor
is required across the full width of the 5 container stacks in order to deliver the cranes to
the required stack area. Equipment within this corridor shall either be detailed to avoid
obstructing the delivery of the cranes or shall be designed and detailed to be removable.
Once the RMG cranes have been transported across the terminal their legs may be
jacked to raise the crane to allow temporary works to be removed before the crane is
lowered onto the permanent crane rails. The jacking positions shall be spaced at 18500
mm apart on the centreline of the seaside and landside rails. The crane rail support
system shall be designed to support the jacking force at all crane erection positions.
The crane erection positions are also to be included in the crane maintenance areas to
allow jacking the crane to repair/replace the wheels etc. Crane erection and
maintenance loads shall be considered variable transient actions.
The RMG crane delivery, installation and maintenance loads are given in Table 4-3
RMG Crane Installation and Maintenance Loads.
Table 4-3 RMG Crane Installation and Maintenance Loads
Design Parameter Design Value

Crane Weight 250 tonnes
Crane jack up load per corner 70 tonnes
4.7 Design Method
4.7.1 General
Crack widths for reinforced concrete shall comply with the most onerous requirements of
the standards listed in Volume 2-Part 1 of this contract.
Detailing of reinforcement and connections shall be carried out to codes which explicitly
include placing of reinforcement fully consistent with the design approach.

4.7.2 Driven Piles
Driven piles shall be driven to a level or set which shall be predetermined by pile load
tests sufficient to validate the design assumptions and construction method. Bored cast
in place piles shall be tested for soundness by sonic logging tests.
The design method shall show how the piles resists the combined effect from lateral and
vertical loads. Laterally loaded piles, where used, shall follow the guidance in CIRIA
Report 103: 'Design of Laterally Loaded Piles'.
For a piled structure designed in accordance with BS EN 1997 the partial factors given
in Annex A of BS 6349-2: 2010 shall be adopted.
4.8 Workmanship
4.8.1 Concrete Construction
Concrete construction shall be carried out in accordance with EN 13670 and Volume 2
Part 2 of the Employers Requirements, where applicable. In addition, the following
general principles shall be adhered to during concrete construction.
4.8.1.1 Finishes
All exposed concrete shall have a fine, smooth finish, except the rail beam at the
trafficked areas which shall have an approved non-slip brush finish to the top surface.
All exposed arrises, including ultimately exposed precast concrete arrises, shall have
50mm chamfers. Arrises against paving shall have a 10mm bull-nose radius.
4.8.1.2 Reinforcement
Reinforcement shall be accurately placed and adequately supported before the concrete
is placed. Spacers shall be provided to all bottom reinforcement and between
reinforcement and all formed surfaces. Spacers shall be fabricated from concrete of the
same quality as that to be used in the member/section/pour and no ferrous tie wire shall
be placed in the concrete cover zone. The requirements to strength and durability for
concrete spacers are identical as for structural concrete.
4.8.1.3 Cast-in Items
Galvanised or stainless steel items cast into concrete shall not be permitted to come into
contact with steel reinforcement bars or other steel cast-in items; holding down bolts
shall be cast in to the correct level 3 mm and vertical, shall be adequately supported
from templates and accurately positioned before and after concrete is placed; ducts
shall be adequately restrained to resist movement.
4.8.1.4 Cleanliness
Before concreting commences the reinforcement and other embedded items shall be
thoroughly cleaned of all deleterious matter including concrete splash from previous
concreting operations. Every precaution shall be taken to ensure that contamination

due to windborne dust or other organic or chemical products from adjacent operations
does not occur.
4.8.1.5 Construction Joints
Where fresh concrete is to be placed against a previous pour, preparations shall be

taken to provide adequate and clean construction joints. Such preparations shall
include scabbling of previous surfaces to remove laitance and to expose locked-in
aggregates without damage and cleaning of surfaces by water/air jetting to remove
deleterious materials or debris. An acceptable alternative to scabbling would be green
cutting, by water/air jetting, of fresh but initially set concrete surfaces to provide an
acceptable construction joint finish.
4.8.1.6 Concreting Procedures
Concrete shall not be placed in any portion of the Works until preparations have been
accepted and permission given as part of a formalised QMS system of inspection,
testing and approval with hold points at appropriate points as agreed with the Engineer.
Adequate notice must be given to the Engineer that areas are ready for concreting to
enable him or his staff to attend and make necessary tests, inspections and checks;
4.8.1.7 Concreting Practice
Shortly before concreting is commenced the pour area shall be thoroughly wetted with
clean water. Concrete shall be deposited as nearly as possible in its final position and
brought up in layers not exceeding 300 mm in compacted depth. Where spreading of
concrete in the forms is necessary it shall be carried out by approved means and not by
the use of vibrators. Concrete shall not be allowed to fall freely more than 1.2 metres.
Chutes used in the placing of concrete shall be of an accepted design. Concrete shall
be thoroughly compacted by vibration during placing and thoroughly worked around
reinforcement and embedded fixtures and into corners of the formwork to form a solid
mass free from voids;
4.8.1.8 Curing and Protection of Concrete
All exposed fresh concrete shall be protected during hardening from the harmful effects
of sunshine, moisture, drying winds and cold temperatures. Exposed top surfaces of
concrete shall, immediately after finishing, be covered with polythene sheeting until the
concrete has hardened sufficiently, when clean wet hessian shall be inserted under the
polythene sheeting and the whole pour substantially sealed to prevent air circulation and
the drying of the hessian. Polythene sheeting shall be retained for not less than three
days from placing the concrete and the hessian shall be retained for the whole wet-
curing period which shall be not less than seven days. Vertical and soffit surfaces of the
concrete may be protected against initial evaporation by retaining formwork in place for
prescribed periods. On removal of the formwork wet-curing procedures shall be
followed. Care shall be taken to ensure that concrete surfaces are not allowed to dry
out at any time. Surface defects shall be made good within 24 hours of removing
formwork. Alternative curing methods shall be subject to the consent of the Engineer.

4.8.2 Piling
Piling shall be carried out in accordance with the Institution of Civil Engineers (ICE)
Specification for Piling.
The Contractor shall appoint an independent inspection and testing company to the
approval of the Engineer who will co-operate fully with the Engineer in all aspects of
inspection and Non-Destructive Examination (NDE) of welds. Proposals for inspection
and testing shall be approved prior to appointment of the independent testing company.
Draft and Final Reports of inspection and testing shall be submitted to the Contractor
and Engineer at the same time. The Contractor shall give adequate notice to the
Engineer of any required fabrication inspection stages.
Where driven piling is to be utilised, the Contractor shall undertake a trial pile drive, to
demonstrate that the Employers Requirements and the design criteria can be met. The
Contractors attention is also drawn to the need to reduce noise levels as part of the
requirements of any Environmental Statement. This might be achieved by the use of
shrouded piling hammer, alternative pile sections, or some other method. This trial drive
should also be used to demonstrate compliance with such acceptable noise levels.
Static and dynamic testing shall be undertaken on test piles as appropriate to

demonstrate validation of the design and to prove pile capacity. Test piles may be
incorporated into the Permanent Works provided that they satisfactorily pass all tests. A
minimum of two static load tests shall be carried out. Prior to commencing piling, the
Contractor shall submit to the Engineer his proposed pile testing methodology, together
with appropriate justification, for approval. Pile tests shall be carried out as early as
possible and the pile design validated and approved before pile driving may commence.
4.8.3 Structural Steelwork
Structural steelwork shall be constructed in accordance with EN 1090 and Volume 2

Part 2 of the Employers Requirements, where applicable.
4.8.4 Crane Rail Installation
4.8.4.1 Installation of Soleplates
Installation of soleplates, rail clips and rails shall be carried out by a single
Subcontractor selected from the Approved Subcontractors.
The base concrete shall be over-cast by a minimum of 6 mm and shall be scabbled

down to the required level within a tolerance of 5 mm.
All bolt heads and nuts shall be hexagonal. Each bolt shall have at least one steel
washer under the nut or bolt head, whichever is to be turned during tightening. Each
bolt shall be tightened against a surface normal to the bolt axis and the washers shall
therefore be tapered as necessary. The length of each bolt shall be such that, after
tightening securely, at least one complete thread projects beyond the outer face of the
secured nut. Bolts, screws, nuts and the like shall conform to the requirements of BS
EN ISO 898 or equivalent. Holding down bolts shall be installed at the correct level 3
mm and less than 1 from the vertical.

Sole-plates shall be grouted into position using an approved high strength, pourable,
non-shrink epoxy grout, which shall flow under the entire area of the soleplate and
achieve the minimum thickness recommended by the crane rail system manufacturer,
extending to a level coincident with the top surface of the sole-plate. Grout shall be
utilised strictly in accordance with the manufacturers recommendations. Drainage holes
shall be temporarily plugged during this operation.
4.8.4.2 Installation of Rails
Rails shall be laid straight and true to the alignment and levels shown on the Drawings.
Rails shall be laid so that the leading end from the rolls during manufacture (to be
marked and identified as such) is placed against the trailing edge of the adjacent rail.
Rail joints shall be vertical and square to the longitudinal axis of the rail. Joints shall not
be located within 3 m of any expansion joint in the supporting structure and shall be
staggered between the pair of rails such that only one wheel in adjacent pairs of bogies
is on a joint at any one time.
Rails shall be carefully placed on the resilient mounting pad with no portion of the
mounting pad visible beyond the crane rail base. Any areas where the resilient
mounting pad is off-centre shall be rectified by removing the rail, re-aligning the pad and
re-aligning the rail. Excessive force to move the pad into position using crow-bars and
the like resulting in possible damage to the pad itself will not be permitted.
Fitting of the clips to the sole-plate shall be carried out in such a manner that distortion
of the sole-plates is avoided.
4.8.4.3 Welding of Crane Rail
Welding of crane rails shall only be carried out by the Approved Subcontractor. Welding
of lengths of crane rail to form a continuous length shall be carried out by the Puddle Arc
welding process. Alternatively, flash but welding or Thermit welding may be acceptable,
subject to submission of and approval of an acceptable welding specification and
procedure by the Engineer.
Welding shall be carried out in accordance with the Recommended Practices for the
Welding of Rails and Related Components for Use by Rail Vehicles ANSI/AWS
D15.2.94 published by the American Welding Society, or equivalent, and these
Employers Requirements. In the event of conflict between documents the higher
standard shall take precedence.
Full details of the Contractor's welding procedure shall be forwarded to the Engineer for
approval. The Contractors welding procedure shall be capable, inter alia, of meeting
the allowable defect criteria set out below. Where there is a conflict between these
criteria and others the higher standard shall prevail. All welder(s) shall have appropriate
demonstrable experience of the welding procedure, and shall possess appropriate
certificates. All welders that carry out installation work on rails shall pass the welder
testing criteria in BS4871 or BS4872 whichever is appropriate. T he same welder(s)
shall return during subsequent visits to ensure familiarity with Site conditions and site-
specific welding procedures.

The following weld acceptance criteria shall apply:
Cracks Not acceptable

Wormholes Not acceptable
Surface breaking inclusions Not acceptable
Undercut on exposed surface of welds 0.5 mm maximum
Lack of face fusion Not acceptable
Internal Inclusions 6.0 mm maximum
The rails shall be pre-heated a distance of 150 mm either side of the joint. The
temperature shall be maintained throughout welding. The pre-heat temperature shall be
dependent on the carbon content of the steel as follows:
Carbon Content Pre-Heat Temperature

up to 0.5% 200C
0.5% - 0.7% 300C
0.7% - 0.8% 350C
Above 0.8% Not to be used unless a satisfactory method
for pre-heating is proposed
Confirmation of the heated temperature shall be made using heat sticks. The Contractor
shall provide adequate notice to the Engineer to witness these operations.
Backing strips for puddle arc welding shall be fitted to the underside of the rail joint
before commencement of welding of the joint. Each backing strips shall be 5mm thick,
cover the full width of the rail and the length shall be equal to the rail gap plus a
minimum of 10 mm.
Measures to protect rail jointing operations from wind and rain shall be provided by the
Contractor at all times.
Welding rods shall be appropriate to the materials being welded.
Welding rods shall be oven dried for a minimum of two hours. When removed from the
oven they shall be placed in a heated quiver until used.
Alternatively, vacuum packed welding rods may be used. Packs shall be opened
immediately before welding each joint. Part packs shall be discarded in accordance with
manufacturers recommendations and best practice.
All welded fittings and fixtures shall be fitted in accordance with BS EN 1011 and the
manufacturer's recommendations.
Completed joints shall be ground smooth and checked for edge fusion and possibility of
cracking. Any non-conformity shall be rectified in a manner to be proposed by the
Approved Subcontractor to the satisfaction of the Engineer. Grinding shall take place
over the section of rail exposed to the gantry crane bogies and where an anti-tipping
plate is fitted around the rail profile. Grinding of the small section of web where it is
impractical to use grinding equipment will not be necessary.

4.8.4.4 Testing of Welds
All crane rail welds shall be tested. Testing of welds shall be undertaken by an
independent accredited testing authority selected by the Contractor and to the approval
of the Engineer. The Contractor shall be responsible for all costs of such testing. All
welds shall be tested.
Testing of welds shall be by ultrasonic testing (UT) examination and shall be carried out
by the Contractor in accordance with standards to the approval of the Engineer.
The Engineer shall be given the opportunity to witness any or all of the tests. The
Contractor shall give adequate prior notice to the Engineer of the commencement of any
tests.
All ultrasonic test equipment operators shall be fully qualified and each weld shall be
examined with sufficient probe angles to guarantee full coverage of the joint.
During production weld testing the Contractor shall produce a test report for each weld
joint or weld repair examined in addition to a sketch of all flaw sizes and location and a
note of the dB level for each flaw reported. The report shall include conclusions as to
acceptance or rejection of the flaws with reference to these Employers Requirements.
The Contractor shall make an initial assessment of defects against acceptance criteria.
All ultrasonic test (UT) reports including recommendations shall be submitted for review
to the Engineer.
Acceptance criteria shall be in accordance with Category A of BS5135 Appendix H,

Table 18, or other approved standard.
The standard on which the slag indication acceptability is to be finally determined is to

be agreed and confirmed prior to commencement of any UT.
When positive flaw type interpretations cannot be ascertained in any instance the flaw
shall be considered planar and in need of repair.
4.8.4.5 Installation Tolerances
The tolerances for installed rail and sole plate shall be as given in ISO 12488 tolerance
class 1.
4.8.4.6 Adjustments During Contract Period
The Contractor shall make any adjustment to the rails during the Contract Period, as
necessary, to maintain compliance with the operational tolerances. The Contractors
works shall allow for the loosening/ tightening of clips, for the replacement of damaged
clips and for the repositioning of reinforced resilient bearing pads if required during the
Contract Period. He shall be deemed to have included in his rates for the removal and
reinstatement of any recess filler as necessary.

4.8.4.7 Electrical Continuity
Crane rails shall be electrically continuous throughout their length. As a minimum, each
rail shall be provided with a positive connection to earth at not greater than 50 m centres
throughout its length. Such connections shall comprise a suitable conductor Thermit
welded to the rail and similarly welded to suitable earthing points. The resistivity of the
earthing system shall be tested for compliance with the Employers Requirements. The
maximum resistivity is not to exceed 0.5 ohms or less if the Contractors design so
requires.
4.8.5 Entry of Services
Where piped services, cable runs and ductwork enters the structure the Contractor shall
allow for the effects of twice the expected differential settlement. The entry of all
services into piled structures shall incorporate a detail with a transition length
accommodating the effects of differential settlement.
4.8.6 Monitoring
The Contractor shall undertake monitoring of overall settlement of crane rail structure
and operational rail movements, by means of level surveys. The Employer shall be
given the opportunity to witness the surveys and subsequent data handling and drawing
production. The results of each survey shall be presented to the Employer as AutoCAD
drawings (including an electronic copy). Drawings showing the initial installation levels
for each Section of the Works shall be produced. Subsequent survey drawings shall
show the values of the actual levels taken, the value of the differential (if present)
between the survey levels and the initial installation levels and settlement contours for
the level differential to indicate the degree and extent of settlement within the terminal.
Monitoring surveys shall commence from the date seven days prior to the issue of the
Taking-Over Certificate for each Section of the Works. Thereafter, the frequency of
monitoring surveys for each Section of the Works shall be as follows:
(a) Every month for the first six months
(b) Every three months up to the end of the Contract Period
For each monitoring survey, levels shall be taken at survey points at nominal 10 m
centres along the crane rails.
The Contractor shall submit his proposed method for carrying out monitoring surveys,
including the proposed positions of monitoring points, for review by the Engineer. The
method and programme shall allow for working around and be subject to restrictions
imposed by port operations.
Monitoring of differential settlement adjacent to structures shall be carried out at the

same frequency as for overall settlement monitoring.

5 TERMINAL PAVING
5.1 Work Scope
The work for the terminal paving area includes:
Container yard paving covering an area of approximately 140 hectares is to be

provided.
Access roads from the bridge to the terminal
At taking over, paved areas shall be provided with sufficient underground facilities to
enable the adjacent areas to be developed without the need to trench through paved
areas previously completed.
Foundations to support containers stacked 6 high.
Roads and pavements to various areas.
RMG maintenance areas (pads at end of stacks).
Run on slabs in trafficked areas for smooth transitions between different foundation
types.
Design and fabrication of run on slabs on the STS rail foundations is not included in
the scope but installation of the slabs shall be allowed for.
Street markings and signs are covered in Clause 7.
5.2 Materials / Function
The pavement in a container terminal is of primary importance to maintaining continuous

and efficient operation within the Port. All pavements shall be designed to achieve a 20
year design life without significant maintenance or replacement (ref. Volume 2 Part 1 of
the Employers requirements).
The Contractor shall be free to propose the materials and structural form for each
individual area of pavement whilst meeting the criteria given in these Employers
Requirements.
The pavements are subject to different primary uses and it is important that the design
of the pavements satisfies the operational requirements of the different terminal
operations. This requires the pavements to be structurally competent to support the
applied loads and provide a smooth running surface for all vehicles to operate without
unacceptable differential settlement between different structural surfaces.
The pavements are to be designed in accordance with international best practice using
an internationally recognised design methodology that will satisfy the strength and
design life requirement. Ground treatment shall be designed to satisfy all total and
differential settlement requirements specified in the Employers Requirements.

The maximum number of containers in a stack is 6 high and 10 wide and in the truck
loading lanes the pavement design shall also be able to support a double row of twenty
foot containers 6 high on both sides of the RMG. Stacking height of the RMGs is 1 over
6 and each RMG has a cantilever span on each side of the stack so that the seaside
cantilever can service the Employers tractor-trailer units in 2 lanes and the landside
cantilever can service 2 truck loading lane. Operationally it is intended that the
cantilever lanes are reserved to service the specified vehicles.
The Employer requires a support system for the containers that can accommodate any
mixture of twenty foot or forty foot containers. The Drawings show the layout of the
container stacks. There is a gap of 400mm between each twenty foot containers at the
ends and between the container sides. Other than reefer containers, forty foot
containers will be placed centrally within the stack markings for two twenty foot
containers. This mean that the ends of the forty foot containers are 200 mm from the
end line markings and, the end gap between adjacent forty foot containers will become
800 mm. At the ends of container stacks the support system must also accommodate
45 foot containers. Reefer containers will be aligned to the reefer gantry, the gap
between the gantry and a twenty foot container and a forty foot container is 400mm
The container yard also has reefer storage for containers stacked five high and the
ground slots for these refrigerated containers are shown on the Drawings. Access
reefer gantries are to be provided to enable personnel to access any level of container in
order to plug the refrigeration units on the containers into a land based power source.
The containers can be any combination of the standard sizes of container including high
cube. The reefer gantries are to be fitted with power sockets on one side only.
The reefer access gantries are to be provided with a safe route for personnel to walk
between the gantries at ground level. This safe walkway should not occupy more space
than one forty foot ground slot between each pair of adjacent gantries. The Employer
requires the ability to stack any arrangement of twenty and forty foot containers up to 4
in number above the safe walkway. The walkway roof steelwork is to be designed to be
capable of supporting a single column of 5 forty foot containers above the safe walkway.
The approximate number of TEU ground-slots shall be 4,500 stack slots, 1,200 reefers
and 12,800 empty slots for phase 1 and 2.
Where shown on the Drawings empty containers will be block stacked using empty
container handlers to stack 6 high. In these areas both tractor-trailers and trucks will
bring empty containers or remove empty containers from the storage area.
The quay deck area is to be laid out for vehicle movement both under and landward of
the quayside cranes. Traffic lanes are to be accommodated under the cranes for
access by the Port Tractor and Trailer Trains. In addition the area under the cranes is to
accommodate 3 high stacking of containers in rows on a temporary basis. The rows are
to be considered as perpendicular to the line of the quay structure with a gap of 6 m
between adjacent rows. The area immediately landward of the cranes is to
accommodate 4-high stacking of up to 39 tonne hatch covers for the container vessels,
or for 3 high stacking of containers in rows in a similar configuration to those in the area
between the crane rails. Between the hatch cover storage area and the container yard a
2-way access road is to accommodate vehicle movement of Port Tractor and Trailer

Trains. The layout includes areas to be kept free of traffic beside quayside crane
movement areas and safe walkways for pedestrian traffic as shown on the Drawings.
The perimeter areas outside the quay area and container storage areas are be provided
with pavement to accommodate vehicle loading at the In and Out Gates, car parking and
accesses to and from the existing road infrastructure as shown on the Drawings.
For the purposes of the Employers Requirements the following definitions shall apply:
(a) The term ground-slot shall refer to the on-ground plan area of one 20ft container
unit;
(b) The term stack shall refer to one 20ft ground slot with containers six high;
(c) The term row shall refer to ten adjacent stacks;
(d) The term block shall refer to the number of rows over which the RMGs or other
equipment operate as shown on the Drawings.
Container block ground-slots shall be laid out as shown on the Drawings. Reefer stacks
shall be laid out in such a way that adequate space is provided for installation of access
gantries. The required layout of reefer ground-slots is shown on the Drawings.
The required dimensional layouts of the quay deck area and container yard are shown
on the Drawings. Access points to underground services shall be located under the first
row of containers next to the roadways between stacks and be co-ordinated with
drainage gullies and collector drains. Access to underground services in the roadways
shall be avoided if possible.
5.4 Design Criteria
5.4.1 General
The pavement base course is required to perform as a monolithic structure continuously

spanning in all directions. In this regard, construction joints in the pavement are to be
designed such that they do not adversely affect its performance by, inter alia:
(a) Providing structural continuity through the joint;
(b) Determining an effective method of casting joints and including details in the
Construction Document;
(c) Positioning joints away from areas where concentrated wheel loads from terminal
traffic are likely to generate shear forces across the joints. A joint layout shall be
prepared as part of the design and included with the method statement and
specification in the relevant Construction Document;
(d) Minimise tensile stresses in the pavement at joints.

5.4.2 Design Life
The design working life of the pavement shall be 20 years. Design working life shall be
as defined in Volume 2 Part 1 of the Employers Requirements.
5.4.3.1 Temperature
5.4.3.2 Rainfall
period of 5 years.
Return Intensity (mm/h) by Duration (h)

Period 0.5 1 1.5 2 2.5 6 24
2 year 23.65 17.48 13.16 10.64 8.51 3.94 1.56
5 year 37.48 26.75 19.96 16.35 13.08 6.81 2.61
Dynamic calculation programmes shall observe the variation in rain intensity over the
storm duration.
Time (min) 0-30 30-60 60-90

Depth (mm) 8.1 18.7 3.1
at site.
be 100%.

5.4.4 Vehicle and Container Stacking Loads
5.4.4.1 General
This section of the Employers Requirements provides information on the container

moving vehicles (both internal movements and external movements) which are to be
used for the design of the pavements in the port. The location where these vehicles
operate and the number of passes they make on the pavement is provided in Clause
5.4.5.
5.4.4.2 Tractor-Trailers
Tractor-trailer units will primarily be used to transfer containers between the shipside
and the container yard. The tractor-trailer units will operate in the seaside aisle adjacent
to the container stack for depositing or the collection of containers. The tractor-trailer
units will then travel to the appropriate berth and drive to a designated traffic lane under
the quayside gantry cranes. In the container stack the RMGs will move containers onto
or off tractor-trailers which solely use the seaside cantilever of the RMG. External HGV
trucks will be segregated from the port tractor-trailers when loading or unloading
containers by using the landside cantilever of the RMG.
Tractor-trailer units will be suitable for maximum loads of 61 tonnes in 2 No. 20ft boxes
(single-height on each 40ft or 45 ft trailer). It should be noted that the wheel loads and
axle spacing of the trailers and tractor units used on the terminal will vary from those of
conventional highway vehicles. The dimensions and wheel loads to be used for the
design are as follows:
Single rear axle tractor-trailer units.

Unladen front axle load 6 tonne
Unladen rear axle load 4 tonne
Unladen trailer axle load 8 tonne

Front Axle
Rear Axle
Trailer Axle
Tractor
Tractor
0.35
1.45
0.35
2.70 9.75
0.30
0.80 2.00
12.25
All dimensions in metres

Figure 5-1 Tractor-Trailer Unit Wheel Arrangement
Loads provided are unladen wheel loads. The Contractor is to make his own
assessment of the resultant wheel loads including loads from containers. The
distribution of container weights for this assessment shall be based on Table 6 of The
Structural Design of Heavy Duty Pavements for Ports and other Industries. It shall be
assumed that there is a 60/40 split between 40 ft and 20 ft containers and that 80% of
the movements of the 20 ft containers will be as two containers on a single trailer.
5.4.4.3 Empty Container Handlers (MT-handlers)
The storage of some empty containers will be in the RMG stacks but block stacking of
containers will also be used in the areas shown on the Drawings. The containers will be
block stacked by empty container handlers. MT-handlers up to 10.5 tonnes capacity will
be employed. Values below shall be used as typical data for MT-handlers and should
be read in conjunction with Figure 5-2:
Unloaded - Front axle load on 2*2 wheels 29,500 kg

Unloaded - Rear axle load on 2*1 wheels 14,500 kg
Loaded - Front axle load on 2*2 wheels 44,800 kg
Loaded - Rear axle load on 2*1 wheels 9,200 kg
Wheel base 4.55 m
Width (excl. container) 4.00 m

Front Axle
Rear Axle
0.40 m
3.00 m 2.25 m
0.40 m
Wheel base
4.55 m
Figure 5-2 Empty Container Handler Wheel Arrangement
5.4.4.4 HGV Trucks
HGV highway vehicles/ trailers of outside hauliers with 20ft, 40ft and 45ft container
trailers. The road layout shall allow for HGV with double trailers carrying 2x40 ft
containers.
Figure 5-3 HGV double trailer
5.4.4.5 Container Stacks
The foundations for the container stacks shall be designed to support six high containers
in any combination of twenty or forty foot containers and where forty-five foot containers
where required. The foundations shall also be designed to satisfy the settlement criteria
defined in Clause 5.4.7.
The design shall take account of the following container stacking loads:

Stacking Reduction Contact Equivalent Load on Pavement (kN) for
Height in Gross Stress UDL each stacking arrangement
Weight (N/mm2) (kN/m2) Singly Rows Blocks
1 0 2.60 13.5 76.2 152.4 304.8
2 10% 4.68 25.0 137.2 274.3 548.6
3 20% 6.24 33.0 182.9 365.8 731.5
4 30% 7.28 38.0 213.4 426.7 853.4
5 40% 7.80 40.0 228.6 457.2 914.4
6 40% 9.33 48.0 274.3 548.6 1097
The UDL is calculated on the basis of a 20ft long container with a rated load of 25 tons
(25.4 metric tonnes), 400mm clearance between containers and height reduction
coefficients as given. The corner load of one container is based on 40ft long containers
with a rated load of 30 tons (30.5 metric tonnes). Loads have been calculated with
reference to The Structural Design of Heavy Duty Pavements for Ports and other
Industries. Corner castings measure 178mm x 162mm.
The setting out of the stacks is shown of the Drawings and described in Clause 5.2.
In all other respects, when applicable the pavement shall be designed in strict
compliance with the requirements of The Structural Design of Heavy Duty Pavements
for Ports and Other Industries. Either the 3rd Edition, 1996 by Interpave and the British
Ports Association or the 4th Edition, 2007 by Interpave can be used although a
consistent approach shall be followed for all pavements.
5.4.5 Pavement Categories
Depending on location, surfacing and loading criteria paving is categorised by eight

types as follows. The operational loading on pavements shall be designed for the load
repetition cycles plus applied loads as specified. The cycles are the number of passes
of a vehicle in a year over the same pavement location.
The location of each pavement category is shown on the Drawings. The details of the
vehicles are listed in Clause 5.4.4.
5.4.5.1 Type A Quay Side Apron
This area extends from the cope line to off set chainage 110 m. Type A pavement shall
be suitable for the worst of the following vehicle and container stacking loads:
(a) Tractor-trailer:
Unladen passes 180,000
Laden passes 210,000
(b) Three high container stacking in rows (not blocks) perpendicular to the line of the
quay structure with rows placed in the roadway lanes between the quayside crane
legs;
(c) 30 kN/m2 UDL applied in the most adverse arrangement anywhere over the Quay
Side Apron area;

(d) In addition to loads (a), (b), and (c) above, the pavement in the hatch cover lay
down area shall be designed to support four-high stacking of container vessel
hatch covers. The hatch covers impart four corner loads to the paving of 40
tonnes over a contact area of 1000mm by 200mm.
(e) Off loading loads of both STS and RMG
5.4.5.2 Type B Container Yard Roadways
Type B pavement shall be suitable for the worst of the specified vehicle and container
stacking loads:
5.4.5.2.1 Type B1 East-West Roadway At The Back Of the Quayside Apron
Port tractor-trailers
5.4.5.2.2 Type B2 North-South Alleyways
Port tractor trailers

The length of roadways within the width of the container stacks shall also be designed
for the container stacking load defined in Clause 5.4.5.3 for Type C paving. However,
this length of roadway does not need to meet the specific settlement criteria for
container boxes specified in Clause 5.4.7.
5.4.5.2.3 Type B3 East-West Roadway Between Container Stacks
Truck loading lane

HGV trucks. The worst pavement design for trucks with either three axles or two axles
at the rear of the vehicle.
The pavement for these lanes shall also be capable of supporting twenty foot containers
stacked 6 high on the same spacing module as the ground slots between the RMG
crane legs.
Tractor-trailer loading and by-pass lane

Port tractor trailers

5.4.5.2.4 Type B4 East-West Roadway at the Back of the Container Yard
Port tractor trailers.

5.4.5.3 Type C Container Stacks
This area shall be designed for the container stack load defined in Clause 5.4.4.5. The
container stack area can consist of either continuous paving or individual foundations.
The setting out of the stacks is shown of the Drawings and described in Clause 5.2.
Specific settlement criteria for container boxes specified in Clause 5.4.7 apply.
5.4.5.4 Type D RMG Maintenance Area and fuel station
Type D pavement shall be the same as Type B2 (ref. Clause 5.4.5.2.2). The paving in
this area needs to be impermeable with surface water run off passing through an
interceptor system.
5.4.5.5 Type E Empty Container Storage Area
The pavement design should consider two types of vehicles that operate in this area and
shall consist of continuous paving.
Port tractor trailers.

Empty container handler

5.4.5.6 Type F In Gate and Out Gate Area
HGV trucks. The worst pavement design for trucks with either three axles or two axles
at the rear of the vehicle.
Two Lane Road

Five Lane Road

5.4.5.7 Type F Container stack area
Pavement type F, designed to traffic for the gates, shall be applied in between container
support plates.

5.4.5.8 Raised Walkways
Raised walkways will be suitable for pedestrian loading and a minimum 5 kN/m2 UDL
loading.
5.4.6 Initial Installation Slopes
The transverse slope of pavement, i.e. perpendicular to the quay line, shall generally be
within the range of 1:80 to 1:110 upon initial installation. Initial gradients outside of this
range will only be permitted where indicated on the Drawings. The longitudinal slope of
pavement, i.e. parallel to the quay line, shall be no steeper than 1:200. No changes in
gradient should occur within container blocks.
5.4.7 Settlement
The design of the pavement and ground supported structures, where the foundation
depth is shallow shall allow for overall filling settlement in accordance with Clause 3.2 of
the Employers Requirements. However, the following tolerances for differential
settlement shall also apply and are the maximum allowable for operational reasons
before first maintenance is required after a minimum period of twenty years from taking
over of any Section by the Employer:
(a) Longitudinal or transverse slope of box: 1 in 60
(b) Out-of-plane of four corner supports of 20ft box: 5mm
(c) Change in slope caused by differential settlement Slope measured between two
points, 1m apart, to be no
steeper than 1 in 50
(d) Differential settlement adjacent to structures: 15mm
(e) Surface rutting at any location: 15mm
(f) Differential settlement within pavement: 15mm in 3000mm
Differential settlement shall be measured over any 3 metre length of pavement using a
straight edge.
The weight of containers shall be assumed to be applied at the four corner casting
positions for all container sizes. Where the containers are forty foot long any
intermediate supports to accommodate twenty foot containers shall be subject to the
same differential settlement limitation.
The design of the pavement shall take full account of overall settlement and differential
settlement (including surface rutting), regardless of the actual distribution of containers.
Differential settlement between different pavement types and/or structures shall not
exceed 15 mm over the 20 year design life of the pavement. Where the settlement is

calculated to be greater than 15 mm buried run on slabs shall be incorporated to control
differential settlement to less than the 15 mm limit. In any case, run on slabs are to be
provided in roads crossing the RMG rails.
Without limiting the Contractors responsibility overall for settlement of any kind/
anywhere, special measures shall be employed by the Contractor to eliminate the
adverse effects of differential settlement of the surfacing at the rear of the quay and
adjacent to the quayside and RMG crane beams. Clause 3.2 identifies specific
requirements.
The settlement criteria include construction tolerances. The construction tolerances may
need to be revised to achieve the settlement criteria.
5.5 Design Method
The paving shall be designed in accordance with the recommendations laid out in The
Structural Design of Heavy Duty Pavements for Ports and Other Industries. Either the
3rd Edition, 1996 by Interpave and the British Ports Association or the 4th Edition,2007 by
Interpave can be used although a consistent approach shall be followed for all
pavements.
The paving may be broadly divided into 6 sections (A to F) as shown on the Drawings.
The design of the pavement shall allow for overall settlement. The maximum overall
settlement shall not exceed the criteria given in Clause 3.2.
Differential settlement tolerances for the pavement, before maintenance is required, are
defined in Clause 5.8.
5.6 Testing
Testing of the pavement materials and frequency of testing shall be in accordance with
these Employers Requirements, Clause 6.8.
5.7 Monitoring
The Contractor shall undertake monitoring of overall settlement, by means of level

surveys. The Employer shall be given the opportunity to witness the surveys and
subsequent data handling and drawing production, should he so desire. The results of
each survey shall be presented to the Employer as AutoCAD drawings (and an
electronic copy). Drawings showing the initial installation levels for each Section of the
Works shall be produced. Subsequent survey drawings shall show the values of the
actual levels taken, the value of the differential (if present) between the survey levels
and the initial installation levels and settlement contours for the level differential to
indicate the degree and extent of settlement within the terminal.
Monitoring surveys shall commence from the date 7 days prior to the issue of the
Taking-Over Certificate for each Section of the Works. Thereafter, the frequency of
monitoring surveys for each Section of the Works shall be as follows:
(a) Every month for the first 6 months

(b) Every 3 months up to the end of the Contract Period
For each monitoring survey, levels shall be taken at survey points at nominal 13 m
centres adjacent to the RMG rails (to correspond with the gaps between 40ft container
ground slots), and then at nominal 5 m centres across the blocks between those survey
points adjacent to the rails. The remainder of the Site shall be surveyed on a
repeatable, nominal 10m grid. Local variations to this general grid spacing may be
necessary in the areas subject to the more stringent settlement criteria in order to fit the
geometry of the areas.
The Contractor shall submit his proposed method for carrying out monitoring surveys,
including the proposed positions of monitoring points, for review by the Engineer. The
method and programme shall allow for working around and be subject to restrictions
imposed by port operations.
Monitoring of differential settlement adjacent to structures and of surface rutting shall be

carried out at the same frequency as for overall settlement monitoring.
5.8 Maintenance
The design of the pavement shall be such that the overall settlement tolerances in
Clause 3.2 of the Employers Requirements are not exceeded. If the stated overall
settlement tolerances of the pavement are exceeded, the Contractor shall, when
instructed by the Engineer, immediately undertake maintenance of the container yard
surfacing, to reinstate the surfacing to the original design levels. The Contractor shall
also adjust the levels of pavement in the areas surrounding the out-of-tolerance area, so
that the initial installation requirements and tolerances are achieved in these areas.
The Contractor shall, when instructed by the Engineer, immediately undertake

maintenance of the pavement if differential settlement or surface rutting exceeds the
tolerances in Clause 5.4.7 of the Employers Requirements in a period of less than two
years from taking over of any Section by the Employer, or if the following tolerances are
exceeded in a period of less than one year from taking over of any Section by the
Employer:
(a) Longitudinal or transverse slope 1 in 75

of box:
(b) Out-of-plane of four corners of 5 mm

20ft box:
(c) Change in slope caused by Slope measured between two points, 1m

differential settlement apart, to be no steeper than 1 in 65
(d) Differential settlement adjacent 10 mm

to structures:
(e) Surface rutting at any location: 10 mm

(f) Differential settlement within 10 mm per 3000mm
pavement:

6 TERMINAL SURFACING
6.1 Work Scope
The work covered by this part of the Employers Requirements includes the specification
and construction of pavement surfaces. It also includes kerbs, street furniture and the
like. Street markings and signs are covered in Clause 7.
6.2 Function
The surfacing shall provide a durable surface designed to accommodate settlement.

The design of the surfacing shall be such that the differential settlement occurring within
two years of initial installation are accommodated.
The paving surface to the container yard, quay deck area and perimeter areas will be
subjected to repeated heavy loadings from a variety of vehicles and equipment and
direct loading from containers. Paving surfacing is to be laid continuously in large areas
at relatively flat grades. A high quality, durable paving pavement surface is required.
Structural form to be in accordance with Clause 5 of the Employers Requirements.
6.3.1 Sub-Base and Base
Sub-base material, including unbound and modified gravel, crushed rock and crushed
concrete, shall comply with the recommendations of The Structural Design of Heavy
Duty Pavements for Ports and Other Industries and The Specification for Highway
Works: Series 1000 by the UK Highways Agency.
Base material shall be cement bound material of at least category 3 (CBM3), complying
with the recommendations of The Structural Design of Heavy Duty Pavements for Ports
and Other Industries. The aggregate gradings for the CBM3 shall be in compliance with
Table 10/13 of the Specification for Highway Works (Nov 2003). In addition no seven
day cube strength shall be below 10 N/mm2. The Contractor shall carefully control the
cement content of the CBM mix such that cracking of the CBM will not result from the
use of a cement content higher than the minimum necessary to achieve the minimum
strength required.
CBM shall be a batched material; the use of in-situ stabilisation is not permitted.
6.3.2 Bedding and Jointing Sands
6.3.2.1 Bedding Sand
The bedding sand shall comprise clean, well-graded angular sand complying with
BS7533: Part 3. The sand shall comply with the following grading limits for category IA
when tested in accordance with the requirements of Annex D of BS7533:Part 3:1997.

Sieve Size (mm) % Passing
10.00 100
5.00 90 - 100
2.36 75 - 100
1.18 55 - 90
0.60 35 - 65
0.30 10 - 45
0.15 0 - 10
0.075 0.3 maximum
The bedding sand shall be free of deleterious soluble salts or other contaminants likely
to cause efflorescence. No deviation from these specifications shall be permitted.
The Contractor shall undertake grading tests at the rate of one test per 100 tonnes of
sand during delivery. Certified copies of the test results shall be submitted to the
Engineer.
The bedding sand shall be tested, at a frequency of one test per 100 tonnes, for
susceptibility to degradation using the Micro-Deval test. The maximum percentage
increase in the proportion of material passing each sieve size shall be as follows:
Sieve Size (mm) Maximum % increase in

% passing
0.60 10
0.30 8
0.15 5
0.075 2
Under no circumstances shall the percentage passing the 0.075 mm sieve exceed 0.3%.
The stockpiled sand shall be protected to prevent contamination and loss of fines due to
the effects of wind and rain.
6.3.2.2 Jointing Sand
The jointing sand shall comply with BS7533: Part 3 and the grading shall comply with
the following limits:
Sieve Size (mm) % Passing

1.18 95 - 100
0.60 50 - 100
0.30 15 - 60
0.15 0 - 15
0.075 0-3
The sand shall be angular silica sand that has been washed and free of salts or
contaminants that can contribute to efflorescence and shall be dried to the moisture
content specified below.

The use of cement in the jointing sand shall not be permitted.
The Contractor shall undertake grading tests at the rate of one test per 100 tonnes of
sand during delivery.
The moisture content of the sand shall be maintained at less than 0.5% until placed in
the joints. To this end the stockpiled sand shall be protected.
6.3.3 Paving Blocks
6.3.3.1 General
The blocks shall be laid in a herring bone pattern in respect to the direction of travel (laid
at 45 to the direction of travel).
6.3.3.2 Dimensions
The concrete blocks shall be rectangular, 80 mm thick, of nominal size 200 x 100 mm,
such that they can be laid in a herringbone pattern, and achieve the correct joint
spacing. The herringbone pattern is to be at 45 degrees to a line parallel to the quay
structure.
The dimensional properties of the blocks shall be in accordance with BS6717: 2001 / EN
1338: 2003. In addition the dimensional tolerance of the blocks shall be such that the
tolerances for joint spacing will be met. The Contractor shall liaise with the supplier to
agree on the manufacturing tolerances and delivery sequence of the blocks.
The blocks shall incorporate chamfers between the upper (wearing) surface and the
sides. The net area of any block is defined as the plan area of the top surface of the
block bounded by the chamfer and shall not be less than 75% of the gross plan area.
Paving blocks shall have spacer nibs on all moulded vertical faces. The size, number
and location of the nibs shall be such as to separate all paving blocks to assist in
achieving a joint as specified herein.
The nibs shall be integrally cast projections on the paving blocks and may extend for the
full depth of the paving block.
6.3.3.3 Strength
The paving blocks shall be manufactured and tested in accordance with BS6717: 2001.
6.3.3.4 Abrasion Resistance
The abrasion index shall be Class 3 or better in accordance with BS EN 1338:2003.
6.3.3.5 Appearance
All paving blocks shall be sound and free from cracks or other defects, which would
interfere with proper placing or impair the strength following proper construction. Minor
cracks incidental to the usual method of manufacture or minor chipping resulting from

the usual methods of handling, shipment and delivery shall not necessarily be deemed
grounds for rejection.
Blocks to be laid in the truck loading lane (the loading lane on the West side of each
stack) shall be coloured red for the length of the containers stack but the red blocks
should not extend across the transverse roadways at the end of each stack.
6.3.3.6 Quality Control
The Contractor shall give the Engineer twenty-eight (28) days notice of any proposed
shipment of paving blocks so that inspection of the blocks can be made at the
manufacturing yard before delivery.
The Contractor shall ensure that the Engineer is provided with proper facilities to inspect
and sample the blocks at the place of manufacture from the lots ready for delivery.
A lot shall represent a maximum of 1,200 m2, or one days (10 hours) production,
whichever is the smaller quantity.
Each pallet of blocks shall be labelled before delivery with a waterproof and UV proof
label listing the following information:
(a) Pallet number;
(b) Date of manufacture;
(c) Mould number;
(d) Date of mould commencement;
(e) Mean degree of abrasion.
The Contractor shall provide documentation indicating the intended and actual
sequence and location of delivery and laying of paving block lots within the pavement
area. No blocks shall be laid if the characteristic tensile strength of the blocks is less
than 3.9 MPa or if the tensile strength of an individual block is less than 2.9 MPa or the
breaking load is less than 250 N/mm when tested in accordance with Annex E of
BS6717: 2001.
6.3.3.7 Acceptance and Rejection
The Contractor shall submit certified copies of all test results and certificates that are
representative of each lot for the approval of the Engineer. Blocks that do not meet this
specification shall have the lot from which they were sampled rejected.
6.3.3.8 Delivery
Paving blocks shall be delivered and stored on pallets and packaged and handled in
such a way that no damage occurs prior to laying.

6.3.4 Hot Mix Asphalt
6.3.4.1 Aggregates for Asphalt Materials
Aggregates shall be clean, hard and durable.
6.3.4.2 Asphalt Material Cleanliness
The fraction of material passing a 75 micron sieve, for coarse and fine materials, shall
not exceed 8% of the total mass of aggregate when tested in accordance with the
washing and sieving method.
6.3.4.3 Hardness
Coarse aggregates shall have the following properties:
(a) A ten per cent fines value not less than 140 kN for natural crushed and uncrushed
aggregates when tested in a dry condition;
(b) An aggregate impact value not greater than 30% for natural crushed and
uncrushed aggregates when tested in a dry condition.
6.3.4.4 Durability
The coarse aggregate shall be tested in accordance with ASTM C88 and shall have a
weighted loss not greater than 18% when magnesium sulphate is used.
If the water absorption value of the coarse aggregate is greater than 2% the soundness
test shall be carried out on the material.
6.3.4.5 Design, Compaction Assessment and Compliance of Asphalt Materials
Asphalt mix design verifications should be carried out at least annually and made
available to the Engineer for his approval at least 14 days before work starts.
Asphalt concrete up to a maximum aggregate size of 25 mm shall be designed in

accordance with the Marshall Method ASTM D1559 (75 blows).
Asphalt concrete with an aggregate size of greater than 25 mm shall be designed in

accordance with the Marshall Method ASTM D5581 (112 blows).
The Contractor shall nominate a target aggregate grading and target binder content for
his proposed mixture which shall fall within the limits defined and complies with the
appropriate Clauses of the Employers Requirements.
For compliance purposes the binder content and aggregate grading limits shall be those
obtained by applying the tolerances stated in the Employers Requirements to the target
binder content and target aggregate grading. The aggregate grading curve shall be
smooth and continuous and shall not vary from the low limit on one size sieve to the
high limit on the adjacent sieve size or vice-versa.

The aggregate shall be combined so that on analysis of the design mixture, the grading
of the coarse and fine aggregates when tested on a dry basis, shall fall within the limits
of the following table:
Sieve Size Percentage by Mass Passing

Hot Mix Asphalt Dense Mixture
25 mm Nominal Size 37.5 mm Nominal
Aggregate Size Aggregate
50 mm (2 inch) -- 100
37.5 mm (1.5 inch) 100 90 - 100
25 mm (1 inch) 90 - 100 --
19 mm ( 3/4 inch) -- 56 - 80
12.5 mm (0.5 inch) 56 - 80 --
4.75 mm (No. 4) 29 - 59 23 - 53
2.36 mm (No. 8) 19 - 45 15 - 41
0.300 mm (No. 50) 5 - 17 4 - 16
0.075 mm (No. 200) * 2-8 2-7
* The material passing the No. 200 (0.075 mm) sieve may consist of the fine particles of
the aggregates or mineral filler of both but should be free of organic matter and clay
particles.
The blend of aggregates and filler, when tested in accordance with test method D4318,
shall have a plasticity index not greater than 4, except that this plasticity requirement
shall not apply when the filler is hydrated lime of hydraulic cement.
6.3.4.6 Mixture Design
The 'Laboratory Design Mixture' for the asphalt mixtures shall comply with the
requirements listed in the following table and precise values for each requirement shall
be determined for each mixture in accordance with the procedures stipulated in ASTM
D1559 or ASTM D5581 as appropriate.
Requirement Hot Mix Asphalt Dense Mixture

Material 25 mm Nominal Size 37.5 mm Nominal
Aggregate Size Aggregate
Optimum binder content 4.0-6.0% Between 4.0 and
6.0%
Stability 15kN 15kN
Flow 2.0-4.0mm 2.0-4.0mm
Voids total mixture 3.0-5.0% 4.0-6.0%
Percentage voids in 12% minimum 12% minimum
mineral aggregate.
Voids filled with binder 65-75% 65-75%
The Contractor shall report the mean optimum binder content and individual test values
at mean optimum binder content and shall submit promptly to the Engineer a copy of the
plotted curves resulting from the tests.

6.3.5 Prefabricated Concrete Kerbs
The Contractor shall install adequate edge restraints along the exposed perimeter of all
raised pedestrian paving as indicated on the Drawings. The edge restraint shall be in
the form of a flush pre-fabricated concrete kerb or established structure, with
approximate dimensions of (l x h x th) 1,000 x 250 x 150/130 mm. The face of the
kerbs, where it abuts pavers, shall be vertical, free from excess concrete, shall be
trowelled smooth, extend into the base course, shall be such that the top of the edge
restraint is 5 mm below the finished surface of the pavers.
All edge restraints shall be of structural grade concrete, with adequate base and placed
in a lean concrete shoulder to ensure that no movement occurs during the adjacent
compaction of CBM and/or pavers and complying BS EN 1340.
The required road and terminal layout dimensions and extent of surfacing construction
are shown on the Drawings.
6.5 Design Criteria
The design criteria for terminal paving and surfacing shall generally to be in accordance
with Clause 5 of the Employers Requirements.
The design of any asphalt paving work shall take account of ambient temperatures and
shall utilise appropriate bitumen and binder content to provide a mix with high strength
aggregate interlock.
6.6 Design Method
Terminal surfacing comprising sub-base, base, bedding and jointing sand and block
pavement shall be designed in accordance with "The Structural Design of heavy Duty
Pavement for Ports and Other Industries. Either the 3rd Edition, 1996 by Interpave and
the British Ports Association or the 4th Edition, 2007 by Interpave can be used although
a consistent approach shall be followed for all pavements Materials shall also be in
accordance with the Specification for Highway Works: Series 1000, by the UK Highways
Agency.
Asphalt concrete up to a maximum aggregate size of 25mm shall be designed in

accordance with the Marshall Method ASTM D1559 (75 blows). Asphalt concrete with
an aggregate size greater than 25mm shall be designed in accordance with the
Marshall Method ASTM D5581 (112 blows).
6.7 Workmanship
6.7.1 General
The Contractor shall only employ Subcontractors, supervisors and workmen with
experience in the size and class of work involved and shall utilise equipment and adhere
to methods that have proven capable of producing the required high quality result. At

least 30 days prior to commencing any paving, the Contractor shall provide to the
Engineer for his approval, documentary evidence that his Subcontractors, supervisors
and workmen have the required experience on projects of similar scale and quality and
shall provide a method statement detailing the equipment, material sources and
procedures he proposes to utilise.
Once the Engineer has approved the method statement and personnel, the Contractor
shall conduct trials as specified hereinafter, to prove to the satisfaction of the Engineer
that his equipment, materials, procedures and personnel will in fact produce a pavement
of the required quality. The Contractor shall not subsequently change the personnel
engaged on paving without approval in writing from the Engineer. Any new personnel
shall undergo similar acceptance trials before they can be engaged on paving works.
6.7.2 Sub-Base and Base
The sub-grade shall be excavated, shaped, graded and compacted by the Contractor in
accordance with the requirements of Clause 3 of the Employers Requirements.
6.7.2.1 Mixing, Transportation, Laying and Compaction
The Contractor shall mix, place, spread, treat, compact, trim and test the sub-base and
base layers in accordance with the recommendations of The Structural Design of Heavy
Duty Pavements for Ports and Other Industries and The Specification for Highway
Works: Series 1000 by the UK Highways Agency.
The compaction to be achieved, as measured by tests of the in situ material, shall be not
less than 98% of the maximum dry density as determined by the 4.5 kg rammer method
in accordance with BS1377. The Contractor shall demonstrate, in the trial area to be
constructed, that compaction can be achieved in the layer thickness to be used in
construction of the CBM base course. Where the CBM is to be laid in more than one
layer to achieve the compaction requirements in making up the overall CBM thickness
required, then bitumen curing membrane is not to be used on the surfaces of the lower
layers as it would cause a slip plane or lamination which would prevent the CBM layer
from acting at full depth. The surfaces of the lower layers are to be roughened by lightly
milling the surface and removing all loose material arising before constructing the next
layer of CBM.
The Contractor shall provide details of its proposals for hot-weather working and
precautions to be taken for protection of CBM base course, to the Engineer for approval
as part of its method statement.
The Contractor shall not be permitted to alter the cement content of the approved mix
without conducting new trials to establish a new approved mix. Cement shall not be
permitted to be added to the surface of the CBM layer to improve workability or for any
other reason which might change the proportions of the mix, in order to reduce the risk
of shrinkage cracking of the CBM layer while curing.
6.7.2.2 Joints
The Contractor shall position the joints in the base course such that they do not coincide
with positions of high surface loads. Where the required thickness of CBM needs to be

made up in more than one layer joints in the layers shall be staggered vertically. A plan
showing the proposed positions of the joints on a plan of the detailed terminal layout
shall be submitted to the Engineer for approval before commencement of any pavement
construction. Great care shall be taken to achieve full compaction of the edges of the
CBM bay without causing damage to the CBM in the adjacent bay. The Contractor shall
detail in its method statement how full compaction will be achieved in this area.
Unformed joints or joints that display un-compacted material shall be cut back to a clean
straight edge to expose properly compacted material before constructing the adjacent
bay of CBM. The minimum cut back of longitudinal and transverse joints shall be to
properly compacted material or a width of no less than one layer depth.
6.7.2.3 Accuracy of Finish
The finished surface of the base course shall be such that no water ponds and the
thickness of the bedding sand can be laid to achieve the tolerances in Clause 6.7.3.
Bedding sand shall not be used to correct defective base course levels.
The level of the surface of the finished base course shall be such that the tops of paving
blocks, after bedding and compaction, are 5 mm above the edge restraints.
6.7.2.4 Priming
Not more than sixteen (16) hours after the base has been trimmed to final level and
compacted it shall be primed. The primer shall be a medium curing cutback bitumen,
Grade AMC1 or approved equivalent.
Unless approved by the Engineer priming shall not be carried out when the spraying
performance of the distributor is likely to be affected by wind or when rain is threatening.
Before priming, the pavement shall be swept with a mechanical broom to remove loose
particles and extraneous matter.
The primer shall be sprayed at a constant temperature between 60C and 80C using
an approved vehicle fitted with a spray bar and multiple nozzles. The sprayer shall be
calibrated to give an accurate rate of application and tested for satisfactory transverse
distribution.
The use of K140 bitumen emulsion is also permitted as a priming agent.
The rate of application of residual bitumen shall be 0.6 0.7 litre/m2.
Traffic shall be kept off the pavement until the primer has dried sufficiently to avoid being
picked up by the tyres of vehicles. If approved by the Engineer the Contractor may blind
the primer by a light application of sand meeting the requirements laid down in Clause
6.3.2.1 of the Employers Requirements.

6.7.3 Bedding and Jointing Sand
6.7.3.1 Material
Bedding and jointing sand shall comply in all respects with the requirements of Clause
6.3.2.1 of the Employers Requirements. No deviation from these requirements shall be
permitted without the written approval of the Engineer.
6.7.3.2 Spreading
Prior to commencement of spreading the bedding sand, the Contractor shall set out 5 m
by 5 m grids, parallel to the laying pattern, to guide block alignment.
Alternatively the Contractor may use an approved mechanical spreader (e.g. an asphalt
paver) to spread and screed the bedding sand.
6.7.3.3 Screeding
Bedding sand shall be laid as a screed in a uniform thickness of 30 mm 5 mm thick.

Under no circumstances shall the thickness of the bedding sand exceed 35 mm.
Bedding sand shall be laid manually or mechanically.
Vehicular traffic shall not be permitted on the sand screed. Pedestrian traffic shall be
limited to personnel required to set up block laying string lines. Any sand that is
disturbed by trafficking or other means shall be replaced and re-levelled. Any sand that
is disturbed or adversely affected by weather shall be removed, replaced and re-
levelled.
6.7.3.4 Drainage of Bedding Sand
The Contractor shall ensure in his pavement design that the bedding sand layer is
adequately drained, to avoid the build up of water and possible subsequent pumping
out of fines. Wherever the flow of water through the bedding sand is interrupted by an
edge restraint, structure, etc, the water must be drained either through the restraint or
vertically by means of mitre drains or similar in order to prevent the build-up of water in
the sand bed layer.
Where valleys are formed in the pavement adequate falls must be provided to drain the
water in the sand bed layer along the valleys to an outlet or consideration must be given
to vertical drainage.
6.7.4 Block Pavement
6.7.4.1 Materials
The paving blocks shall comply in all respects with Clause 6.3.3 of the Employers
Requirements and pass any prescribed tests prior to laying the blocks.

6.7.4.2 Laying Patten
The Contractor shall lay the blocks in a herringbone pattern at 45 degrees to a line
parallel to the quay structure throughout the pavement. Once the laying pattern has
been established it shall continue without interruption over the entire pavement surface.
Cutting of blocks will not be permitted except along the outer pavement boundaries and
adjacent to drains, manholes and other intrusions.
6.7.4.3 Laying Pavers
Prior to commencing any block laying, the Contractor shall construct a trial area as
specified in Clause 6.8 of the Employers Requirements.
The Contractor shall develop and implement laying methodologies to compensate for
block dimensional deviations caused by mould wear and manufacturing variability. Only
plant and equipment necessary for the construction of the paving layer shall be
permitted to traverse the pavement during laying, compacting, joint filling and finishing.
The Contractor shall place the blocks on the un-compacted sand screed to the
nominated laying pattern. The specified bond shall be maintained throughout the work.
Blocks shall be placed to achieve joints 1.5-3.0 mm wide between adjacent blocks, such
that all joints are correctly aligned.
The blocks shall be laid manually or by an approved mechanical laying machine, to form
a complete herringbone pattern. Where possible blocks shall be laid by machine.
Mechanical laying systems that do not stitch the laying clusters completely together will
not be permitted. Paving Subcontractors will need to demonstrate that their labour is
fully conversant with block paving methods and experienced with manual or mechanical
block laying.
The base lines for commencement of laying blocks shall be agreed with the Engineer
prior to commencement of the work.
The block alignment shall be checked on a 5 m x 5 m grid and minor adjustments shall
be made as necessary. A 5 m x 5 m string line grid shall be established to facilitate this
checking and joint spacing adjusted to ensure compliance with the requirements of
Clause 6.8.
The laying of blocks shall follow an order that maintains an open working face and does
not trap blocks, such as occurs when work proceeds from two ends of the area and
meets at a middle joint.
There shall be no discernible cluster effect caused by large joint spaces between
clusters of blocks laid by mechanical laying machine.
It may be necessary to cut blocks to fit against edge restraints, structures and any
pavement penetrations. Cut blocks shall consist of not less than 25% of a full block.
Utilising half blocks without compromising the herringbone pattern shall be permitted.
Gaps against restraints, greater than 4 mm, shall not be permitted. All cut blocks shall
be saw cut and chamfered with a nominal 45 x 5 mm chamfer. Blocks shall be laid in
two courses of staggered stretcher bond against structures such as manholes and draw

pits with any necessary cutting being carried out on the next (third) course. Filling gaps
with mortar, grout, concrete, etc. shall not be permitted.
Blocks shall be laid to a level 10 mm above drainage gully/ well grating and surrounds,
manholes and draw pits.
Except where it is necessary to correct any minor variations occurring in the laying bond,
the blocks shall not be hammered into position. Where adjustment of position is
necessary, care shall be taken to avoid premature compaction of the sand bedding.
6.7.4.4 Initial Compaction
After laying, and if necessary adjusting the block alignment and joint spacing, the blocks
shall be bedded by not less than two passes of a suitable rubber-faced plate compactor.
The compactor shall be a high-frequency, low-amplitude mechanical flat plate vibrator
with a mass of 350 kg and generating a centrifugal force of 4000 kgf, having a plate area
sufficient to cover a minimum of twelve blocks. The compactor shall not damage the
blocks.
Compaction shall proceed as closely as possible following laying and prior to the
acceptance of any traffic. Compaction shall not be attempted, however, within 1 m
(approx) of the laying face. Compaction shall continue until lipping between adjoining
units has been minimised and in any case shall not exceed 2 mm. Joints shall then be
filled and compacted as described in Clause 6.7.4.6 and 6.7.4.7.
All work to within 1 m of the laying face shall be left fully compacted at the completion of
each days laying.
6.7.4.5 Damaged Pavers
Any blocks that are structurally damaged during compaction, shall be immediately
removed and replaced.
6.7.4.6 Filling Joints
Before the commencement of joint filling, the pavement surface shall be checked for
joint spacing, height of blocks against edge restraints and lipping. Any non-compliance
shall be corrected.
As soon as practical after initial compaction the Contractor shall lay jointing sand. This
jointing sand shall comply with the requirements of Clause 6.3.2.2 and shall be dry.
The jointing sand shall be spread to fill the joints. Excess sand shall then be removed
from the pavement surface and the jointing sand shall be compacted by not less than
two passes of the rubber-faced plate compactor. Further sand shall be spread to fill the
joints and the procedure repeated until the joints are filled to the level of the chamfers.
No traffic other than pavement laying plant and equipment shall be permitted to use the
pavement until all joints have been completely filled with sand and compacted.

6.7.4.7 Final Compaction
As soon as possible after the filling of joints, construction traffic shall be encouraged to
use the pavement to assist in the development of lock-up. Such traffic shall traverse
the greatest possible area of the pavement.
The pavement shall be subjected to not less than four passes of a heavy pneumatic-
tyred roller having wheel loads of 5000 kg at tyre pressures of 0.8 N/mm2. This
operation shall be performed on the completion of large areas and may be over
extended periods.
If found necessary, on the completion of the rolling, joints shall be topped up by adding
and vibrating more joint filler sand so that the joints are left filled.
The minimum depth of jointing sand that will provide lock-up is 75% depth of joint.
This minimum depth of joint sand must be maintained.
6.7.4.8 Excess Sand
The Contractor shall remove excess surface sand by brooming prior to handing over
each Section of the pavement.
6.7.4.9 Tolerance to Surface Profile
All pavements shall generally be finished to lines and levels to ensure that there is no
ponding of water on the surface and that there is positive drainage at all drainage outlets
and channels. Excessive joint spacing at pavement crowns or butt jointing of blocks at
inverts shall be avoided by trimming and rolling of the base course to form a transient
curve between gradient changes.
6.7.4.10 Edge Restraints
The Contractor shall install adequate edge restraints along the exposed perimeter of
paving. The edge restraint shall be in the form of a flush concrete kerb or established
structure. The face of the edge restraint, where it abuts blocks, shall be vertical, free
from excess concrete, shall be trowelled smooth, extend into the base course and shall
be such that the top of the edge restraint is 5 mm below the finished surface of the
blocks.
All edge restraints shall be of structural grade concrete, with adequate base and haunch
concrete to ensure that no movement occurs during the adjacent compaction of CBM
and/or blocks. Edge restraints shall be finished with 5 mm chamfer or bull nose arris
where blocks abut.
6.7.5.1 Mixing
The hot aggregate and binder shall be thoroughly and intimately mixed together in the
correct proportions until every particle of aggregate is completely coated.

6.7.5.2 Transporting
Hot materials shall be transported in clean insulated vehicles, unless otherwise agreed
by the Engineer and shall be covered while in transit and awaiting tipping. To facilitate
discharge of the mixed materials, dust, coated dust, water or the minimum of liquid
soap, vegetable oil, or other non-solvent solutions may be used on the interior of the
vehicles to the approval of the Engineer. When a fluid coating is used then, prior to
loading, the body shall be tipped to its fullest extent with the tailboard open to ensure
drainage of any excess. The floor of the vehicle shall be free from adherent asphalt
materials or other contaminants.
6.7.5.3 Laying
On each day, at each location where hot asphalt material is laid, at least 300 tonnes
from a plant approved by the Engineer shall be placed before material from another
approved plant is used. If the Contractor demonstrates that the materials from different
plants are of equivalent quality and possess equivalent laying and compaction
characteristics, this requirement can be waived.
Wherever practicable, asphalt materials shall be spread, levelled and tamped by a self-
propelled paving machine, which may be equipped with an averaging beam. As soon as
possible after arrival at Site the materials shall be supplied continuously to the paver and
laid without delay. The rate of delivery of materials to the paver shall be regulated to
enable the paver to operate continuously and it shall be so operated whenever
practicable.
The travel rate of the paver and its method of operation, shall be adjusted to ensure an
even and uniform flow of materials across the screed, so that the material is free from
dragging, tearing and segregation of the material.
The paver shall be capable of laying the asphalt continuously to produce an even and
compact surface to the required widths, thicknesses, profiles, cambers and crossfalls
without causing segregation, dragging, burning, surface defects or irregularities and of
being operated at such a speed as to permit continuous laying as far as supply and Site
conditions allow.
Narrow strips remaining alongside machine work, if laid by hand, shall be rolled at the
same time as the machine laid work. Allowance will be made for extra compaction of
hand laid strips.
Material remaining in hoppers, conveying and spreading mechanisms, tampers and

screeds shall be cleaned off at the end of each working day. On no account shall
cleaning solvent be allowed to come into contact with any asphalt layer.
Hand placing of asphalt materials shall only be permitted in the following circumstances:
(a) For laying regulating courses of irregular shape and varying thickness;
(b) In confined spaces where it is impracticable for a paver to operate;
(c) For footways;

(d) At the approaches to expansion joints at bridges, viaducts or other structures.
Hand-raking of asphalt material or the addition of such material by hand-spreading to

the paved area, for adjustment of level, shall only be permitted at the edges of the layers
of material and at gullies and manholes and at the approaches to other structures.
If on delivery to the Site the asphalt material is to be deposited in heaps, they shall be
on a clean hard surface and be protected from adverse weather and loss of heat.
Alternatively, it shall be permissible to take material direct from the delivery vehicle. The
material shall be spread in a layer of uniform thickness and even texture and compacted
immediately. Every precaution should be taken to minimise segregation and to avoid
contamination.
Asphalt materials shall not be laid on standing water or on surface-wet layers.
6.7.5.4 Nominal Course Thickness
The nominal thickness of each course of surfacing shall be as required by the design.
The minimum thickness shall be after compaction. Where the nominal course thickness
exceeds the maximum nominal layer thickness shown in Table 6-1, the course shall be
laid and compacted in two or more layers as agreed with the Engineer.
Table 6-1 Specified Nominal and Minimum Layer Thickness for Asphalt
Material Description Nominal size Nominal layer Minimum

(mm) thickness thickness at
(mm) any point
(mm)
Hot Mix Asphalt Dense 25 60-80 50
Mixture
Hot Mix Asphalt Dense 40 90-110 80
Mixture
6.7.5.5 Compaction
Asphalt materials shall be laid and compacted in layers that enable the specified
thickness, surface level, regularity requirements and compaction to be achieved.
Compaction of asphalt materials shall commence as soon as the uncompacted material

will bear the effects of the rollers without undue displacement or surface cracking.
Compaction shall be substantially completed before the temperature falls below the
minimum rolling temperatures stated in Table 6-2. Rolling shall continue until all roller
marks have been removed from the surface.
Table 6-2 Minimum Rolling Temperatures
Binder Grade Maximum Temp. Minimum Minimum Rolling

at any Stage Delivery Temperature
Temperature
60/70 pen 370F 270F 250F

Except where otherwise specified compaction shall be carried out using 8-10 tonnes
dead-weight smooth wheeled rollers having a width of roll not less than 450 mm, or by
multi-wheeled pneumatic-tyred rollers of equivalent mass, or by vibratory rollers or a
combination of these rollers.
Surface Course, Binder Course and Base material shall be surface finished with a
smooth-wheeled roller which may be a dead-weight roller or a vibratory roller in non-
vibratory mode.
Vibratory rollers may be used if they are capable of achieving at least the standard of
compaction of an 8-tonnes dead-weight roller. They shall be equipped or provided with
devices indicating the frequency at which the mechanism is operating and the travel
speed, which can be read from the ground.
Asphalt materials shall be rolled in a longitudinal direction, with the driven rolls nearest
the paver. The roller shall first compact material adjacent to joints and then work from
the lower to the upper side of the layer, overlapping on successive passes by at least
half the width of the rear roll or, in the case of a pneumatic-tyred roller, at least the
nominal width of one tyre.
Rollers shall not be permitted to park or stand on warm compacted materials.
Unless otherwise noted, the design, compaction assessment and compliance

requirements for asphalt shall be as given in this Employers Requirement.
6.7.5.6 Joints
6.7.5.6.1 Longitudinal Lane Joints
Surfacing materials shall be laid to break joints with underlying joints by at least 600
mm.
The longitudinal lane joints shall be truly vertical in straight lines, which are continuous
for the full length of the pavement, or in smooth curves around bends.
The exposed vertical edges of the longitudinal lane joints in the surfacing materials shall
be carefully cut back and trimmed to firm material in the compacted lane, or for a
minimum of one half times the layer thickness, whichever is the greater. All loose
material arising from this operation shall be removed from the pavement before the cut
edge is painted.
Edge rolling shall only be used as an alternative to cutting back if it can be demonstrated
during the trials to the Engineer that satisfactory standards of compaction surface/joint
finish and adhesion can be achieved.
Cutting back and trimming will not be required when two or more spreading units
operate in echelon in close proximity permitting adjacent lanes to be continuously
compacted before the material around the joint between the lanes falls below the
minimum compaction temperature given in Table 6-2.

After cutting back and trimming, the exposed vertical edges of the longitudinal lane joints
shall be thoroughly cleared of all adherent material and shall then be painted with a
uniform thickness of hot bitumen just ahead of the spreading unit laying the adjacent
lane. Painting shall completely and uniformly cover the exposed edge for its full depth.
Excess material to the top and base of the joints, streakiness and blobs, shall be
avoided.
On completion the joints shall present the same density and texture as the remainder of
the surface and the accuracy of the surface across the joints shall meet the criteria
specified.
Longitudinal joints in materials subject to density testing procedures shall not be situated
in wheel track zones.
6.7.5.6.2 Transverse Joints
Transverse joints are required at the end of the day's work and following any interruption
in laying which prevents continuity of rolling at, or above, the specified minimum
temperature.
They shall be formed at right angles to the longitudinal joints and be truly vertical.
The exposed vertical edges of the transverse joints of all layers shall be cut back for at
least 300 mm and trimmed. Arisings from this operation shall be removed from the
pavement and the underlying surface cleaned to the satisfaction of the Engineer.
The exposed joint edges shall then be cleaned and painted with bitumen immediately
before the laying of the lane continues.
On completion the joints shall present the same density and texture as the remainder of
the surface and the accuracy of the surface across the joints shall meet the criteria
specified.
6.7.5.7 Surface Level Tolerances
The maximum tolerance in level of any point on the constructed surface of the pavement
course(s) shall be the design level 6 mm.
The settlement criteria include surface level tolerances. The surface level tolerances
may need to be revised to achieve the settlement criteria.
6.7.5.8 Accuracy of Finish
The maximum permissible depth of the gap beneath a 3 m straightedge used

longitudinally or a template used transversely shall be as given in Table 6-3.
Table 6-3 Maximum Gap Beneath a 3 m Straight Edge
Course Maximum Gap

Surface Course 6mm

Binder Course 6mm
Base 10mm
The settlement criteria include gap tolerances. The gap tolerances may need to be
revised to achieve the settlement criteria.
6.7.5.9 Cold Milling
Where cold milling of asphalt pavement is required, the area of pavement to be milled
shall be removed to the specific depth by a suitable milling machine. The process shall
be carried out so as not to produce excessive quantities of dust, which shall be
minimised by damping with water sprays.
The cut edges shall be left neat, vertical and in straight lines. The Contractor shall brush
and sweep the milled surface by mechanical means to produce a clean and regular
running surface with a groove depth not greater than 10 mm and with a uniform texture.
Pavement shall be milled to the tolerance for surface levels as specified herein for
binder course. If the tolerances specified are exceeded, the full extent of the area that
does not comply shall be rectified by further milling or by regulating as agreed with the
Engineer.
Existing ironwork (gullies, manhole covers and alike) shall not be disturbed by the milling
action. Where necessary, surfacing in the vicinity of ironwork and in small or irregular
areas shall be cut out by pneumatic tools or other suitable methods and removed.
Where milling is carried out on a pavement open to traffic, temporary ramping to ensure
the safe passage of vehicles shall be provided.
If the milled surface profile varies by more than 10 mm, when measured transversely or
longitudinally by a 3 metre straight edge, adjustments or replacements shall be made to
the cutting teeth on the milling drum before work continues. Any discontinuity between
adjacent milling passes exceeding 10 mm, when measured transversely or longitudinally
by a 3 metre straight edge, shall be rectified by further milling or regulating before
placing asphalt materials.
Where milling is required over extensive areas, the Contractor shall programme the
work to allow removal of full lane widths unless this is impracticable. The Contractor
shall notify his proposed programme of milling to the Engineer prior to commencement
of the work.
Immediately after milling, surplus material shall be removed by a machine of suitable

and efficient design and the milled surface swept to remove all dust and loose debris.
Pavement closed to traffic shall be resurfaced after milling prior to reopening the
pavement unless otherwise agreed by the Engineer.

6.7.5.10 Tack Coat
Where a tack coat is required, it shall be cut back asphalt complying with class RC-70
ASTM D2028, applied at a uniform rate of spread of 0.3 to 0.5 l/m2. A tack coat should
be applied between all layers. Prior to emulsion application the substrate shall be clean.
After application, the emulsion shall not be permitted to collect in hollows and shall be
allowed to 'break' (turn from brown to black) before the asphalt is laid.
A tack coat shall be applied under a wearing course unless this is being placed on a
newly laid, untrafficed base course.
When directed, the Engineer may require the application of a tack coat spray to the
surface on which laying is to take place.
Asphalt materials shall be kept clean and uncontaminated. Except by prior agreement
with the Engineer the only traffic permitted to run on asphalt materials to be overlaid
shall be that engaged in laying and compacting of the next course.
If the binder film on an asphalt surface onto which a wearing course is to be laid
becomes visibly worn or impregnated with dust as a result of additional trafficking, then
a tack coat spray complying with RC-70 ASTM D2028 shall be applied before laying
takes place.
Should any asphalt material become contaminated the Contractor shall make it good by
cleaning and, if this proves impracticable, by replacement.
A tack coat complying with RC-70 ASTM D2028 may be substituted with material
specified and applied in accordance with BS4987-2:2003.
6.8 Testing and Trials
6.8.1 Block Pavement
6.8.1.1 Monitoring
At least 40 days prior to scheduled commencement of the trial area (Clause 6.8.1.3), the
Contractor shall submit the following particulars to the Engineer for review:
(a) Manufacturers certificates for paving blocks showing the date and place of
manufacture and showing that the materials comply with the requirements of this
document.
(b) A statement of the origin, method of production and proposed grading of the
bedding sand and jointing sand. The Contractor shall also provide evidence
demonstrating that an adequate supply of uniform materials can be produced.
At the same time as the details of materials are submitted, the Contractor shall submit
the following representative samples to the Engineer:
(a) Blocks;

(b) Joint filling sand;
(c) Bedding sand.
At least 40 days prior to scheduled commencement of the trial area, the Contractor shall
submit details of the proposed methods of construction to the Engineer for approval.
6.8.1.2 Paver Alignment
6.8.1.2.1 Testing
All blocks shall be visually inspected to ensure that no joint spacing or differences in
level between adjacent paving blocks exceed the absolute maxima specified. Joint lines
shall be straight within practical limits such that joint spacing criteria are met.
One 1 m x 1 m area shall be selected per 250 m2 of block paving. Within this area the
joint spacing and difference in level shall be measured between each adjacent block.
6.8.1.2.2 Compliance Criteria
Joint width shall be between 1.5 mm and 3.0 mm.
The difference in level (lips) between the edges of adjacent blocks shall not exceed 2.0
mm.
6.8.1.2.3 Non Compliance
If any 1 m x 1 m area fails to comply with the requirements of Clause 6.8.1.2.2 then a 3
m x 3 m area adjacent to the non-complying test area shall be tested.
If the 3 m x 3 m test area does not comply, then the Contractor shall revert to
constructing trial areas and make any necessary alterations until the paving block
alignment is satisfactory.
The Contractor shall correct all defects in the 1 m x 1 m test area and the 3 m x 3 m test
area.
6.8.1.3 Trials
6.8.1.3.1 Trial Areas
Prior to commencement of block paving construction, the Contractor shall construct a

trial area of at least 500 m2. The trial will be used to determine the adequacy of the
Contractors equipment, personnel, placement methods and ability to meet the specified
tolerances.
The trial area shall contain at least one manhole, draw pit or similar obstacle. Materials
and equipment used to construct the trial area shall be those intended for use in
constructing the Permanent Works.
The trial area may form part of the Permanent Works if accepted.

The Contractor shall notify the Engineer at least 48 hours before construction of a trial
area begins.
6.8.1.3.2 Testing
The trial area shall be tested for regularity in accordance with compliance criteria in
Clauses 6.7.3 and 6.8.1.2.
The trial area shall be tested for block joint spaces. Except that the frequency of testing
shall be one 1 m x 1 m test area per 50 m2 of block paving.
6.8.1.3.3 Non Compliance
If the results of any tests on the trial area fail to comply with the specified requirements
for the trial area, the Contractor shall submit details of proposed changes to the method
of construction to the Engineer for review. Additional trial areas shall be constructed
until the result of every test on the trial area complies with specified requirements for the
trial area.
The Contractor shall rectify trial areas, or parts of trial areas, which do not comply with
the specified requirements for the trial area.
6.8.1.4 Commencement of Block Paving
Upon satisfactory completion of the trial area and before construction of Permanent
Works, the Contractor shall provide the Engineer with details of the Construction
Procedure, which shall form an integral part of the Contractors Quality System.
Construction of the Permanent Works, other than the trial area, may not commence until
the Engineer has reviewed the Construction Procedure, without objection.
6.8.1.5 Changes in Materials and Methods
The materials, equipment, personnel and methods of construction used to produce a

trial area which complies with the specified requirements, shall not be changed without
written approval after being first reviewed without objection by the Engineer.
6.8.2.1 Job Mixture Approval Trials
At least three days before material from each source of asphalt is laid in the works, the
Contractor shall carry out a trial to demonstrate compaction plant and rolling procedures.
Subject to the agreement of the Engineer the trial may be carried out off site. The trial
area shall not be less than 30 m nor more than 60 m long and of a width and thickness
required in the Contract. If the trial is carried out on Site and complies in all respects
with this Employers Requirement then it may form part of the Works. The materials,
mixing and laying plant proposed for the Works shall be used for the trial.

At least three samples of the provisional 'Job Standard Mixture' for the trial shall be
taken after discharge from the mixer and before loading into the paver. The samples
shall be used for preparation and analysis of aggregate/filler grading and binder content.
The samples shall also be used for the manufacture of Marshall specimens to determine
unit values for stability, flow, voids total mix, and voids filled with bitumen in accordance
with ASTM D1559 (75 blows) or ASTM D5581 (112 blows) as appropriate.
Specimens for the determination of the 'Job Mixture Bulk Density' shall also be prepared
from these samples in accordance with ASTM D1559 (75 blows) or ASTM D5581 (112
blows) as appropriate.
During the laying of the trial area, two samples of loose mixture shall be taken at three
evenly spaced locations along the trial length, six samples in total. The maximum
density of one sample of mixture from each location shall be determined. The average
value of maximum density Max expressed in Mg/m3 shall then be used for subsequent
calculations of the air void content of the compacted mixture. The remaining samples
shall be analysed to determine their composition.
At three locations, two nominal 150 mm diameter cores shall be taken using a suitable
coring machine, six cores in total. Where appropriate two of the locations shall be from
the wheel track zones of the completed traffic lane, the third location shall be agreed by
the Engineer.
The cores from each location shall be tested to determine dried bulk density in
accordance with ASTM D2726.
At or adjacent to the location of the cores, the density of the material shall be measured
using a nuclear density gauge and the results correlated with the in situ air dried bulk
density.
The in situ air void content shall be calculated using the initial dried bulk density, . The
air void contents shall be calculated to an accuracy of 0.1% as follows:
Air voids content = (1 - /Max) x 100%
Where is the bulk density and Max is the maximum density expressed in
Mg/m3 determined as detailed above.
The percentage binder volume Bvol shall be calculated from each location in accordance
with the following expression:
Bvol = Bmass x (/b)
Where
Bmass is the target binder content by mass added to the mixer

expressed as a percentage of the total mixture.
is the average initial dried bulk density of the material at each
location determined from the pair of cores subjected to the bulk
density procedure

b is the density of the binder at 25C
The trial area shall be acceptable if the mixture complies with the requirements detailed
in these requirements. If the trial area fails to comply with the requirements and was
intended to form part of the Works, it shall be removed. In the event that the trial area
fails to comply, the Contractor may nominate an alternative target aggregate grading
and target binder content and the trial shall be repeated until compliance has been
demonstrated. The target aggregate grading and target binder content of the complying
mixture shall be used in the Works.
6.8.2.2 Standardisation of Nuclear Density Gauges
The operational, warming-up period, if any, and standardisation of the nuclear density
gauge shall be carried out in compliance with the manufacturer's recommendations.
The gauge shall be calibrated in accordance with the manufacturers recommendations
before use. The gauge shall be used in the direct transmission mode of operation.
6.8.2.3 Compliance Requirements
The mean field bulk density of the core samples shall not be less than 98% of the Job
Mixture Bulk Density.
The average in situ air void content of the core samples shall not fall outside the limits:
3.0% to 7.0% for surface course and 3.0% to 8.0% for binder course and base.
The average value of in situ air void content of a pair of core samples from each location
shall not fall outside the limits: 3.0% to 8.0% for surface course and 3.0% to 9.0% for
binder course and base.
The compositional analysis of aggregate grading and binder content shall demonstrate
compliance with the requirements in the Employers Requirements.
The horizontal alignments, surface levels and surface regularity of the finished surface
shall comply with the tolerances of the Employers Requirements.
6.8.2.4 Variations in Plant Mixtures
Mixtures produced by the mixing plant during normal routine production shall be
designated the Plant Mixtures, and the limits of permissible variations between the
Plant Mixtures and the Job Standard Mixture approved in accordance with the
Employers Requirements shall at all times meet the following requirements:
Requirement Dry aggregate/filler grading Hot Mix Asphalt Dense

Mixture 25 mm Nominal Size
Aggregate
Passing 12.5mm or larger 8%
Passing No. 4 (4.75mm) sieve, or larger 7%
Passing No. 8 to No. 100 (2.36mm to 4%
0.150mm)
Passing No. 200 (0.075 mm) sieve 2%

Binder Content * 0.3%
Voids total mixture 1%
Voids filled with binder 5%
Stability Not less than specified above
Flow Not more than 4.00 mm
Note: * not less than 4.0%
Tolerances should be tested a minimum of once for every 400 tonnes produced from
each plant.
6.8.2.5 Sampling and Testing
The compaction of materials laid in the Works shall be assessed by the determination
of:
(a) In situ density measured using a nuclear density gauge on a running basis and;
(b) In situ bulk density and air void content of pairs of cores taken every 1000 square
meters of laid material or days production if less.
The compaction of asphalt materials shall be continuously assessed using the nuclear
density gauge with readings taken at 20 m intervals of laid material. At each location a
series of readings shall be taken across the paver width. Additional readings shall be
taken 300mm from the edge of a longitudinal joint. The Contractor shall take corrective
action as is necessary whilst the material is still above the minimum rolling temperature
if low densities are indicated at the time of laying.
Initially the calibrations of the nuclear density gauges established as specified shall be
used. When results are available from loose samples and pairs of cores taken every
1000 square meters of laid material, each gauge shall be re-calibrated if the densities
measured by that gauge and the densities of the cores show a different bias. Each
gauge used shall be individually calibrated, the results of the calibration exercise being
submitted to the Engineer in advance of the Works.
For material from each mixing plant, a pair of nominal 150 mm diameter cores shall be
taken every 1000 square meters of laid material, one core from each wheel track zone,
where appropriate. Cores shall be extracted using a suitable coring machine. Each
core shall be subjected to the bulk density test procedure and the air void content shall
be determined in accordance with the procedure defined in the Employers
Requirements using the maximum density Max expressed in Mg/m3.
Samples of loose material shall be taken from the paver augers, two 7.5 kg increments
from either side of the paver from the middle third of the load. The samples shall be
taken as near to each location from which cores are to be taken as is practicable and:
(a) the maximum density of a sample of the mixture shall be measured. The value of
maximum density so determined, expressed in Mg/m3, shall be used for the
subsequent calculation of the air void contents of the compacted mixture at that
location

(b) The compositional analysis of a sample shall be carried out to determine the
aggregate grading and binder content.
Each core extracted shall be examined for evidence of excessive voids below the depth
to which the nuclear density gauge penetrated. If excessive voids are observed, further
cores should be taken to determine the extent.
Each layer of material shall be sampled and tested separately. Where separate coring
of each layer would unreasonably delay placing a second layer, subject to the approval
of the Engineer, both layers may be cored together and the resulting core split prior to
testing.
Cores shall be extracted without the use of excessive force. Cores shall not be taken
until the material has cooled to a temperature of 40C or less at mid-depth of the course
to be cored.
The walls and base of all holes from which core samples have been cut shall be dried
and painted with hot binder or cold applied polymer modified intermediate or premium
grade emulsion immediately prior to making good. Core holes shall be backfilled with
asphalt. The backfill material shall be compacted to refusal with a circular headed
vibrating hammer, in layers not exceeding 75 mm. Where cores have been cut through
the wearing course, the last layer of backfill material shall comply with the Employer's
Requirements for the wearing course.
Two copies of the final nuclear density test results obtained and their correlation with in
situ air void contents shall be passed to the Engineer within 24 hours.
6.8.2.6 Compliance Requirements
For material from each mixing plant:
(a) The average bulk density calculated from any six consecutive nuclear density
readings shall not be less than 98% of the Job Mixture Bulk Density. If the average
in situ bulk density is less than specified limits then six cores shall be taken from
the same locations and the bulk density and in situ air void contents determined.
The average in situ air void content of the cores shall not fall outside the limits:
3.0% to 7.0% for surface course and 3.0% to 8.0% for binder course and base. If
the average in situ bulk density and air void content of the cores does not comply
with specified limits then defective lengths shall be removed and replaced such
that compliance is re-established. Lengths of not less than 15 linear metres shall
be removed and replaced unless otherwise agreed by the Engineer.
(b) The average bulk density of each pair of cores taken every 1000 square metres
shall not be less than 98% of the Job Mixture Density. The average in situ air void
content of the cores shall fall within the limits: 3.0% to 8.0% for surface course
and 3.0% to 9.0% for binder course and base. If the average bulk density and in
situ air void content of a pair of cores exceeds the specified limits then density
readings with the nuclear density gauge and if necessary further cores shall be
taken to determine the extent of the defective area to be removed. Lengths of not

less than 15 linear metres shall be removed and replaced unless otherwise agreed
by the Engineer.
(c) Nuclear Density Meter field density results shall be passed to the Engineer at the
end of each working day.
(d) The compositional analyses of aggregate grading and binder content carried out
shall demonstrate compliance with the requirements set out in the Employers
Requirements.
(e) The horizontal alignments, surface levels and surface regularity of the finished
surface shall comply with the tolerances given in the Employers Requirements.

7 TERMINAL LINE MARKING & SIGNAGE AND SAFETY BARRIERS
7.1 Work Scope
Comprehensive road markings and signage are required to allow the safe and
satisfactory operation of the Container Terminal, ancillary areas and accesses thereto.
7.2 Function
The Contractor shall provide clear, durable road markings to the Container Terminal to
control the movement of vehicles and equipment throughout the Terminal and to mark
out container blocks and ground slot locations and numbers. The Contractor shall mark
out all car/ lorry parking and trailer parking bays and bollard numbering on the quay
face.
The Contractor shall provide barriers, road signs, traffic and directional, to achieve a
comprehensive road system.
7.3.1 General
Marking materials shall be road marking paints with glass beads to BS EN 1871:2000,
BS EN 1436:1998, BS EN 1423:1998 and BS EN 1424:1998 and shall be suitable for
road surfaces as follows:
(a) Chlorinated rubber for block paving and concrete surfaces
(b) Hot applied thermoplastic for asphalt surfaces
(c) Water-based acrylic road marking paint for block paving and concrete surfaces.
The properties of water-based acrylic line marking paint shall be as follows:
Description Required Test Limit Values

Method
Pigment ASTM D3723 45% to 55%
Non-volatile vehicle (% by FTMS 141 40% minimum
mass)
Lead, chromium, cadmium, 0%
barium
Volatile organic compounds 250g/litre maximum
Density ASTM D1475 1.44kg/litre
minimum
Viscosity ASTM D562 75 90 Krebs units
Drying time no pick up ASTM D711 10 minutes
7.3.2 Chromaticity
The daytime visibility of the road-marking paint shall be defined by the luminance factor
. The luminance factor of the paint-marking system shall be greater than or equal to

0.30 for dry road markings (i.e. Class B2) as determined in annex A of BS EN
1436:1998.
The colour shall be defined by x, y chromaticity coordinates of the CIE standard system
in accordance with BS EN 1436:1998 and shall lie within the regions defined by the
corner points given in Table 6 and illustrated in Figure 1 of BS EN 1436:1998.
Measurements shall be made in accordance with annex C.
7.3.3 Road Signs
Standard reflectorised road signs shall be in accordance with the Traffic Signs Manual
and The Traffic Signs Regulations and General Directions, 1994. Road signs whether
mounted on posts or fixed to a structure shall be mounted at a height specified in the
Traffic Signs Manual. Proposed road sign layout and details are indicated on the
Drawings.
7.3.4 Safety barriers
Safety barriers shall be designed as reinforced concrete Jersey barriers. If required, the
barriers is to be embedded in the soil to increase the capacity to deflect vehicles after
an impact. The safety barriers shall not obstruct drainage of storm water.
Movable barriers shall include slots in the bottom to allow lifting by forklift truck. The
weight of the moveable barriers shall not exceed 2000 kg. The individual barriers shall
include a mechanism to link the individual barriers together.
The layout and extent of the required road and container yard markings is shown on the
Drawings. The layout shown on the Drawings shall be developed by the Contractor for
approval by the Engineer and Employer and other relevant authorities.
7.5 Design Criteria
Road marking paint shall be suitable for use on surfaces at temperatures of up to 50C
and markings shall comply with the details given on the Drawings.
Road signage shall be in compliance with the Traffic Signs Manual, the relevant part of
the Department of Transport Manual of Contract Documents for Highway Works
Volume 1 - Specification for Highway Works published by HMSO and The Traffic Signs
Regulations and General Directions, 1994
The design life of the lines and marking shall be 10 years.
7.6 Design Method
The Contractor shall submit for approval by the Engineer full technical details of the
proposed layout and materials for the marking system and signage.

7.7 Workmanship
7.7.1 General
The Contractor shall ensure consistent high quality workmanship is achieved. After an
appropriate paint has been selected and successful trials have taken place, a detailed
method statement shall be submitted to the Engineer.
Markings shall be applied strictly in accordance with the manufacturers instructions and
The user shall be aware of weather conditions, surface preparations and condition of
equipment prior to application of water-based acrylic traffic paint.
Line marking, including in this context temporary line marking and removal, shall be
completed to suit the Sectional handover areas shown on the Drawings. In order to
achieve these handovers it will be necessary to liaise with the Employers operational
staff in order to complete line marking/ removal in existing areas of pavement or in areas
handed over in previous Sections or Phases. The Contractor shall agree mutually
convenient times for the line marking/ removal of such areas to ensure port operations
are not disrupted. Temporary lines and directional signs shall be marked at the ends of
traffic lanes in Sections such that traffic flow will be controlled in the same manner as in
the completed Works.
7.7.2 Surface Preparation
Carriageway markings shall only be applied to surfaces which are clean and dry and
clear of loose sand, oil spillages, dirt, grease, laitance, curing compounds and the like
that may reduce the bond between the paint and the pavement.
The pavement surface to be painted shall be cleaned by mechanical brushing, by wet or

dry abrasive blasting or by any other methods necessary to ensure adhesion of the paint
to the surface and as recommended by the paint manufacturer.
Adequate maturity of the surface to which paint is to be applied shall be assured.
If the pavement has become polished, a tack coat compatible with the marking material
may be required. Tack coat shall be applied in accordance with the manufacturer's
instructions before marking.
An acid etching solution may be needed to counter leaching alkali and carbonate salts
and to improve adhesion to smooth, glassy aggregate particles/surfaces. Such surface
preparation shall be subject to trials to assess possible adverse reaction to the paint
system(s) selected.
7.7.3 Application
Paint shall only be applied when the surface is completely dry or as recommended by
the paint manufacturer for water-based paint and has been prepared in accordance with

Paint shall be stored and applied strictly in accordance with the manufacturer's
instructions. Minimum and maximum temperatures of paint and surfaces to be painted
shall be observed.
Markings shall be free from raggedness at their edges and be uniform and free from
streaks, splattering or overspray.
Carriageway lane and edge lines shall be laid by an approved mechanical means, to a
neat, accurate alignment.
The painting of alpha-numerics shall be accomplished with the use of full size stencils.
On completion of the work the stencils shall be cleaned, repaired and handed over to
the Engineer at a port workshop for storage.
The Contractor shall control traffic to protect fresh markings from damage. The traffic
control shall cause minimum interference to traffic and not affect port operations. Signs,
barricades, flagmen and control devices shall be supplied by the Contractor. A system
of spaced warning flags or blocks shall be used to protect the fresh markings until dry.
Markings defaced by traffic shall be repaired by the Contractor at his expense.
7.7.4 Trials/Testing
Trials using the selected line marking systems shall be conducted in the presence of the
Engineer and shall determine:
(a) the required surface preparation;
(b) the optimum application conditions;
(c) the thicknesses of the resulting applications;
(d) the suitability of the proposed equipment and operators;
(e) the accuracy of setting out methods.
The Contractor shall undertake paper spray tests every two hours during line marking to
demonstrate the specified coverage rates and paint thickness are being met.
Manufacturer or supplier application rates shall be adhered to closely. Normal thickness
for water-based traffic paint is in the range 350 400 microns. Glass beads shall be
applied at the rate of 6 to 8 pounds per gallon for road markings or as specified by the
manufacturer and approved by the Engineer.
7.7.5 Removal of Existing Markings
Where required existing markings shall be removed using either wet or dry abrasive
blasting. Precautions shall be taken to avoid damage to adjacent areas where the
markings are to remain. Any such damage shall be rectified by the Contractor at his
own expense.

7.7.6 Tolerances
The minimum laid thickness of the markings shall be in accordance with BS EN 1436.
Edges of line markings shall not vary from the straight line more than 10 mm in 15 m
and the tolerance on the specified width of laid line shall be +10% and 5%.

8 FENCING
8.1 Work Scope
High security anti-intruder fencing is required to encompass the perimeter of the

Container Terminal and to provide demarcation of traffic entrance areas as shown on
the Drawings. Fencing is also required around the stacks served by the automated
RMGs. Sections of this fencing will need to be removable to enable access for
maintenance and for the delivery of future RMGs.
8.2 Function
The Contractor shall provide high security anti-intruder fencing at the locations and to
the layout shown on the Drawings. Temporary high security fencing of an equivalent
form to the permanent shall be provided as necessary to surround completed areas to
be taken over by the Employer, the Contractors works areas and areas where the
existing terminal fence is removed to allow the Works to progress.
8.3.1 General
Temporary high security anti-intruder fencing (providing the same degree of security as
the permanent high security anti-intruder fencing) shall be an approved portable system.
Permanent fencing shall be of the following type, at the locations defined on the
Drawings:
Fence Type 1 High security anti-intruder fencing encompassing the perimeter

of the Container Terminal and providing demarcation of traffic entrance areas.
Fence Type 2 Fencing around the perimeter of the container stacks served by
the automated RMG. The fencing is mounted on top of a vehicular barrier that
runs adjacent to the tractor/trailer and external truck loading lanes.
Fence Type 3 Similar to Fence Type 2 but the fencing need to be removable.
The lengths and alignment of the fencing shall be as indicated on the Drawings subject
to the avoidance of existing services and by agreement with the Engineer before
commencement of fencing works.
8.3.2 Fence Type 1
8.3.2.1 Welded Mesh Fence
Welded mesh fencing shall comply in all respects with BS1722-10 2006 Specification
for Anti-Intruder Fences in Chain Link and Welded Mesh and shall be 2.4 m high from
finished ground level. The welded mesh shall be attached on the outward facing side of
the fence posts. The vertical wires shall be fitted outermost.

The fence posts shall be extended with galvanised steel cranked extension arms in the
shape of a Y supporting three strands of barbed wire on each crank (total six strands) to
provide a fence height of 3.0 m (allowing for a maximum 5 mm gap below the bottom of
the wire mesh). Three galvanised steel droppers are to be provided at equal-distance
centres between each pair of fence posts to retain the line and position of the three
strands of barbed wire. Concertina razor wire shall be placed in the middle of the Y
cranked arms.
8.3.2.2 Sill Treatment
Where the new fence line runs across a paved surface, be it asphalt, concrete block
paving or concrete, the base of the fence panel shall be fixed to the ground with 4 mm
diameter galvanised hair pin staples threaded over the bottom line wire and mesh wire
and grouted into the paving to a minimum depth of 150 mm with a general purpose non
shrink cementitious grout such as Combextra GP or similar approved. Where fencing is
placed across soft unpaved ground, the weld mesh panels shall be buried 300mmm
below ground level. The height of the welded mesh shall be increased accordingly to
provide a 3.0 m high fence.
8.3.2.3 Restricted Area Vehicular Gates
All new vehicular access gates shall comply in all respects with BS1722-10 for weld
mesh fencing. All vehicular access gates in weld mesh shall be constructed with steel
gate posts comprising 180 x 180 mm galvanised mild steel rectangular hollow section
formed from 6.3 mm thick plate. The exposed ends of all posts shall be capped in a
matching galvanised steel plate. Typical gate leaves shall be constructed in all respects
in accordance with Figure C.4 of BS1722-10, including barbed wire vertical extension
arms, non removable hinges, internal drop bolts to both leaves, stop plates and
protected sliding bar locks. Mesh panelling shall be in accordance with the weld mesh
specification above.
Gate leaves for vehicular access shall be manufactured and installed in strict
accordance with BS1722-10 Clause 11 and 12, with hollow rectangular section, 50 x 50
x 4 mm.
8.3.3 Fence Type 2
8.3.3.1 Chain Link Fence
Chain link fencing shall comply in all respects with BS1722:2006-10 Specification for
Anti-Intruder Fences in Chain Link and Welded Mesh and shall be 2.0 m high from
finished ground level. The fence posts shall be mounted on top of vehicular barriers.
Emergency access gates 800 mm minimum wide shall be provided through the fencing
at a maximum spacing of 50 m.
8.3.3.2 Vehicular Barrier
Vehicular barriers shall generally comply with BS6579-8. The profile of the traffic face of
the barrier shall match one of the profiles given in BS6579-8. The non traffic face can
be non-profiled to optimise the space available.

At the emergency access gates in the chain link fencing foot hold shall be detailed in the
barrier to facilitate access over the barrier. The maximum spacing between foot holds
shall be 250 mm.
Termination units shall be provided at the ends of the barriers. The chain link fencing
shall continue to the end of the termination unit.
At the RMG cable turnover pits, removable barriers may be necessary to provide access
to the pits. The design and detailing of these lengths of barrier shall allow the individual
units to be removed.
8.3.4 Fence Type 3
Chain link fencing shall comply in all respects with BS1722:2006-10 Specification for
Anti-Intruder Fences in Chain Link and Welded Mesh and shall be 2.0 m high from
finished ground level. The fencing shall be easily removable with forklifts.
The layout and extent of the required fencing is shown on the Drawings. The layout
shown on the Drawings shall be developed by the Contractor for approval by the
Engineer and Employer and other relevant authorities.
8.5 Design Criteria
The design shall be to BS1722-10 for welded mesh fencing and chain link fencing and
BS6579-8 for the vehicular barriers.
The Contractor shall prepare and submit for approval detailed working drawings.
Fencing material orders and upstand details shall not be finalised until working drawings
have been approved.
Concrete shall be designed in accordance with BS8110:1997. Concrete shall be in

accordance with Volume 2 Part 1 of the Employers Requirements.
8.6 Design Method
The Contractor shall submit for approval by the Engineer full technical details of the
proposed layout and materials for the temporary and permanent fencing system and the
foundations.
8.7 Workmanship
Samples of fencing materials shall be submitted for approval by the Engineer.
Materials and installation layout shall be in accordance with BS1722-10 for welded mesh
fencing and chain link fencing. Straining posts shall be provided at all ends and corners
of the fence, at changes of direction and at intervals not exceeding 30 m on straight
lengths of fence.

Fencing shall be erected to the lines shown on the Drawings, to the approval of the
Engineer. Fencing shall be installed in accordance with BS1722-10 for welded mesh
fencing and chain link fencing. The top of the fence shall present a smooth line parallel
to finished ground levels, with no discernible dips, humps or sudden changes in
alignment.
Concrete construction shall be in accordance with Volume 2 Part 1 of the Employers

Requirements.

10 STRUCTURAL STEELWORK
10.1 Work Scope
This section particularly deals with the design, fabrication and installation of the reefer
gantries and associated protected walkways but shall also be applied to any other
structural steelwork unless covered elsewhere within these Employers Requirements.
The reefer gantries are basically supporting frames for the power supply to the blocks of
reefer containers. The gantries are to fit between blocks of containers as shown on the
drawings. Protected walkways are to be provided between reefer gantries. Four high
container stacks are to be supported above the protected walkways.
10.2 Materials
The supply, fabrication and erection of structural steel shall be in accordance with the
requirements of BS EN 1993 and the Employers Requirements. In the case of any
discrepancies, the Employers Requirements shall take precedence.
(a) Structural steel used shall comply in all respects to the requirements of BS EN
10025.
(b) High strength bolts nuts and washers shall conform to British Standards.
(c) Anchor bolts nuts and washers shall conform to British Standards.
(d) Welding electrodes shall conform to British Standards.
(e) Roofing, cladding, flashing and gutters shall be pre-painted galvanised metal.
10.3 Structural Form
The container yard has reefer storage for containers stacked five high and the ground
slots for these refrigerated containers are shown on the Drawings. Reefer gantries are
to be provided to enable personnel to access any level of container in order to plug the
refrigeration units on the containers into a land based power source. The containers
can be any combination of the standard sizes of container including high cube. The
reefer gantries are to be fitted with power sockets on one side to enable a twenty foot or
forty foot container to be powered.
The reefer access gantries are to be provided with a safe route for personnel to walk
between the gantries at ground level. This safe walkway should not occupy more space
than one forty foot ground slot between each pair of adjacent gantries. The Employer
requires to be able to stack any arrangement of twenty and forty foot containers up to
four in number above the safe walkway.
The number of RMG reefer slots is approx. 1200 ground slots.

The location and arrangement of the Reefer Gantries and protected walkways shall be
as shown on the Drawings.
10.5 Design Criteria
10.5.1 Reefer Gantries
10.5.1.1 Flooring
The flooring of the upper level platforms shall be steel open mesh gratings to BS 4592-
1:1995 or similar approved. The loadings to be applied to the gratings shall be in
accordance with BS 4592-1:1995, Clause 9, General Duty.
Gratings shall be securely fixed to the steel structure by suitable clamps and bolts, in
accordance with the manufacturers recommendations. It shall not be permitted to bolt
into the web of the supporting member.
10.5.1.2 Stairs
Stairs shall be designed in accordance with BS EN ISO 14122-3.
Access to the top flight shall be blocked with a swing gate at the bottom of the top
staircase. Opening of the swing gate shall limit the operating range of nearby RMGs.
The RMGs are not permitted to operate in the vicinity of the gantry when people are
present on the top flight. The system includes installation of power cables and data
cables to the turnover pits.
10.5.1.3 Handrails
Railings shall to be designed in accordance with BS EN ISO 14122-3. A kicker plate

shall be provided around the base of all handrails. All railings are to be welded into
panels of suitable sizes for transportation. Channel sections may be used at the bottom
platform level to minimise the use of vertical posts.
10.5.1.4 Electrical Specification for Reefer Gantry
The Electrical Specification of the Reefer Gantry is covered in Volume 3 Part 3 of this
10.5.1.5 Accidental Damage
The gantries are vulnerable to damage from cargo handling operations. It is accepted
that accidental contact during such operations would lead to damage to the gantries. In
these circumstances the member sizes and requirements for the structure are specified
to provide a minimal level of robustness.

10.5.2 Protected Walkways
10.5.2.1 Loading
The walkway roof steelwork is to be designed to be capable of supporting a single

column of five forty foot containers or two columns of five twenty foot containers above
the safe walkway. The container loading to be adopted shall be in accordance with
Clause 5.4.4.5. The design shall include for the impact from the containers being
lowered onto the structure.
10.5.2.2 Handrails
Railings shall to be designed in accordance with BS EN ISO 14122-3. All railings are to
be welded into panels of suitable sizes for transportation. Channel sections may be
used to minimise the use of vertical posts.
10.5.2.3 Accidental Damage
The gantries are vulnerable to damage from cargo handling operations. It is accepted
that accidental contact during such operations would lead to damage to the gantries. In
these circumstances the member sizes and requirements for the structure are specified
to provide a minimal level of robustness.
10.5.2.4 Restricted access
Access to the protected walkway shall be blocked with a swing gate at the bottom of the
top staircase. The swing gate are only to be opened by an electronic identification
system. The system to limit access to the gantries includes installation of power cables
and data cables and the electronic identification system.
10.6 Design Method
All structural steel shall be designed in accordance with BS EN 1993 or equivalent

approved standard.
10.7 Testing
The Contractor shall perform tests and provide test certificates or obtain the
manufacturers test certificates, which shall be submitted for the materials to be used in
the work. The tests shall be carried out by an approved testing authority, and shall
include the following, all in accordance with BS EN 10025 and other standards defined
above:
(a) Chemical analysis;
(b) Tensile tests;
(c) Impact tests;
(d) Bend tests;

(e) Flattening test.
If any sample fails a test the consignment it represents may be rejected in part or in total
as decided by the Engineer.
10.8 Submittal for Approval and Information
10.8.1 For Approval
The Contractor shall be responsible for producing detailed fabrication designs and
drawings for approval which shall include the following:
(a) Plans, sections and details indicating profiles, sizes and the specified location of
structural members;
(b) Connection details (welded connections identified using British Standard

recognized welding symbols, with net weld lengths indicated);
(c) Supporting calculations.
10.8.2 For Information
The Contractor shall submit the following information prior to commencement of

fabrication:
(a) Manufacturers Mill Certificates certifying that steel members meet the specified
requirements;
(b) Mill Test Reports indicating structural strength, destructive and non-destructive
test analyses;
(c) Welders Test Certificates shall verify that welders employed on the Works are
qualified within the previous 12 months for the weld procedures they will be
required to undertake in the fabrication process. Welders may also be subject to
approval by on-site practical testing.
10.9 Welding
10.9.1 Reference Documents
Metal-arc welding of steel shall be in accordance with the requirements of BS EN 1011

for the grade of steel to be welded. Consumables for use in metal arc welding shall
comply with BS EN 439, BS EN 499, BS EN 760, BS EN 756, BS EN 758, BS EN 1668
or BS EN 12072 as applicable.
The Contractor shall be required to submit his proposals for metal-arc welding for the
prior consent of the Engineer. Consent to the welding procedure shall not relieve the
Contractor of his responsibility under the Contract.

10.9.2 Workmanship
10.9.2.1 Butt Welds
The ends of the butt welds shall have full throat thickness. Run-on / run-off plates shall
be used during butt welding adequately secured on either side of the main plates.
Additional metal remaining after the removal of the plates shall be removed by
machining or by other approved means.
Ends and surfaces of welds shall be smoothly finished.
All main butt welds shall have complete penetration.
10.9.2.2 Fillet Welds
Fillet welds shall be continuous to form a complete seal where two members join or
abut.
During fabrication of steelwork, the Contractor shall take all necessary measures to
prevent distortion occurring during or as a result of welding. Work showing distortion in
excess of the appropriate tolerances shall be rejected and the Contractor shall replace
such work at his own expense.
The minimum leg length of fillet welds shall be 6mm (throat thickness shall be greater
than 4.3mm).
10.9.2.3 Welder Competence
Only welders who satisfy the appropriate tests shall be employed on welding operations.
Should a welder fail in a first test, two further tests shall be undertaken immediately and
the welder must satisfactorily pass both these tests. The Contractor shall make all
arrangements and provide all materials, equipment and labour for the carrying out and
appraisal of the testing.
The Contractor shall submit to the Engineer copies of all test records for each welder
prior to that welder commencing work on the Site.
Welders shall be tested in accordance with BS4871 or BS4872 as appropriate or a

similar ASTM standard approved by the Engineer, for the work being undertaken and
the corresponding weld position. Tests shall be undertaken using specimens of the
actual metal to be used in the Works. Welder's test specimens shall be tested in
accordance with BS709 or a similar standard approved by the Engineer, who reserves
the right to require any welder to be re-tested at any time during the Contract.
The Contractor shall employ competent and experienced welding supervisors and all
welding work shall be carried out under their direction.

10.9.3 Non-Destructive Examination of Welds
The Contractor shall appoint an independent weld inspector who will be approved by the
Engineer and who will co-operate fully with the Engineer in all aspects of inspection and
Non-Destructive Examination (NDE) of welds. Where such cooperation is not
forthcoming, the Engineer may withdraw his approval and a new independent inspector
shall be appointed subject to further approval of the Engineer. The Contractor shall give
adequate notice to the Engineer of any required fabrication inspection stages.
The Contractor shall arrange and be responsible for supplying all NDE equipment, tools
and materials to enable the Engineer to conduct any inspection and undertake any
further NDE that he may deem necessary. Any such examination and inspection shall
not absolve the Contractor from his responsibility to exercise such quality control as will
ensure that the Employers Requirements, including related Codes, Standards and
Specifications, are satisfied.
After completion of NDE, all NDE reports shall be submitted to the Engineer within two
working days. These reports shall detail a complete history of the NDE and inspection
sequences. The NDE shall form part of the Quality Documentation and shall be
approved prior to commencement of any fabrication.
The Contractor shall note that the standards which will finally be employed for each NDE
procedure shall be determined and agreed with the Engineer, including the clarification
of all acceptance criteria, prior to any NDE method statements, trials or testing being
undertaken by the Contractor. The procedures outlined in the following Clauses are to
be taken as indicative of the level and type of testing that will be required.
The Contractor shall demonstrate that all NDE procedures are able to consistently
identify flaws as defined in Table 5.7.1 of PD 5500: 2003, or the equivalent approved
standard. Each NDE procedure shall be demonstrated to be suitable for its intended
purpose. If satisfactory, the Engineer shall consent to these procedures and all NDE
shall be performed in accordance with these procedures.
Fabrication may proceed on the basis of preliminary NDE results. However, final NDE
shall not be carried out prior to 48 hours after completion of welding, except when post
weld heat treatment is performed, in which case NDE may commence on cooling to
ambient temperature.
The Engineer reserves the right to test, monitor and record all NDE operators and
equipment and to reject any NDE operator or equipment if deemed unsuitable.
The equipment used by the Contractor during NDE shall be capable of performing the
required tasks. The Contractor shall calibrate, test, monitor and record all equipment
and shall remove from production use any equipment which in the opinion of the
Engineer is not satisfactory for the intended purpose.
The Engineer reserves the right to re-examine any production welds submitted for
approval and to employ other independent NDE personnel and whatever equipment the
Engineer considers necessary to enable evaluation of the production welds. The

Engineer reserves the right to undertake further independent NDE at any stage of
fabrication.
All welded joints shall as a minimum be visually inspected by the Contractor at the
following stages:
(a) Edge preparation and fit-up prior to welding;
(b) After back-gouging;
(c) On completion of welding before and after pre-heat removal,;
(d) After defect removal prior to repair welding.
The Engineer may also wish to undertake inspections at these stages, and the
Contractor shall allow the Engineer access to carry out such visual inspections.
Visual inspection shall be carried out by the Contractor after the removal of all slag, mill
scale, dirt, grit, weld spatter, paint, oil or other foreign matter from the weld(s). On
completion of welding, all welded items shall be presented in a suitable condition for the
Engineer to perform a visual inspection.
Visual inspection shall be done after any weld grinding has been completed. This shall
also apply to any weld repair. Visual inspection shall ensure the requirements of the
Employers Requirements have been met and shall ensure that:
(a) All welds meet the profile requirements and weld reinforcement requirements as
specified on the Drawings;
(b) All arc strikes wherever located have been removed in accordance with the
requirements of this Specification;
(c) Toe burr grinding has been carried out in accordance with an approved procedure.
The welds to be subject to inspection will be randomly selected by the Engineer.
In addition to the visual inspection, the following NDE inspections may be required:
10.9.4 Magnetic Particle Inspection
Magnetic particle inspection (MPI) shall be carried out by the Contractor, as directed by
the Engineer in accordance with the procedures to the consent of the Engineer. These
procedures shall be written in accordance with ASME Section V, except as modified in
the Employers Requirements, or to an alternative standard proposed by the Contractor
and approved by the Engineer. The Contractor shall submit procedures to the Engineer
for consent prior to their implementation.
MPI shall be conducted after acceptance of initial visual inspection and any weld profile
grinding and prior to and after any toe burr grinding.

The method for MPI shall be AC Yoke with articulated legs using white background paint
and black ink. All weld areas that are to be examined by MPI shall be sufficiently
smooth to avoid false defect indications.
MPI shall be used to detect both longitudinal and transverse defects. The applied
magnetic field strength and sensitivity shall at all times meet the ASME V requirements.
Magnetic particle operators shall be qualified to a minimum standard of CSWIP 3.1

Tester (Magnetic Particle) or to an alternative standard to the consent of the Engineer.
Acceptance levels shall be in accordance with Table 5.7.1 of PD 5500, or similar levels
as agreed by the Engineer. Spurious indications may be removed by grinding to a
maximum depth of 1.0mm at weld toe locations. Weld metal indications may be
removed by grinding provided the weld profile requirements are maintained.
Light surface grinding may be carried out before or during MPI examination to provide a
satisfactory surface finish on which to carry out the test or to assist the operator in the
interpretation of any possible indication.
If surface indications cannot be removed by light dressing to a maximum depth of

approximately 1.0 mm, the Engineer shall be informed and shall witness any further
grinding required to remove the indication. The repair by welding of any location where
grinding is carried out to a depth greater than 1.0 mm shall be at the discretion of the
Engineer and shall be carried out to an approved procedure.
The operator shall produce a test report for each weld joint arc strike examined in
addition to a sketch showing the locations and lengths of rejectable flaws. Each
magnetic particle inspection report shall detail as a minimum the information listed
below:
(a) Joint identification number;
(b) Type of joint or area i.e. face penetration butt joint, T' butt joint, fillet weld, area of
arc strike, scar area etc.;
(c) Welder(s) and welding operator(s) identification(s);
(d) Welding procedure(s) identification(s);
(e) Operator identification and signature;
(f) Method of magnetisation and consumables (ink, powder, etc) used;
(g) Date and time of weld completion and MPI;
(h) Original weld or repair;
(i) Applied magnetic field strength;
(j) Heat treatment and sizes discovered and location(s;

(k) Conclusions; accept or reject with respect to the Employers Requirements;
(l) Flaw excavation profile (mimic).
All MPI reports shall be submitted to the Engineer.
10.9.5 Ultrasonic Examination
Ultrasonic examination (UT) of welded joints shall be carried out by the Contractor, as
directed by the Engineer, in accordance with procedures to the consent of the Engineer.
These procedures shall be in accordance with ASME Section V except as modified by
the Employers Requirements, or an alternative standard to the approval of the
Engineer. The Contractor's proposed UT procedures shall include a procedure for the
testing of welds at elevated temperatures, (i.e. up to the minimum preheat temperature)
and a procedure to enable the accurate sizing of embedded flaws.
Each weld shall be examined with sufficient probe angles to guarantee full coverage of
the joint, with scanning from both sides of the joint if geometry permits.
Prior to shear wave examination, a compression probe search shall be conducted to

confirm that no lamination type defects exist within the continuous members at T-butt
weld locations, which will mask the shear wave examination.
Prior to conducting ultrasonic examination the operator shall ensure that the weld
deposit and surrounding areas are sufficiently smooth to avoid false or misleading defect
indications. The maximum surface correction factors shall be 6dB. If this correction
factor is exceeded additional surface grinding shall be performed prior to final ultrasonic
examination. All flaw indications which exceed the 20% reference level when examined
with the dB increased gain shall be investigated and detailed in the operator's report.
Planar flaws are unacceptable regardless of length or amplitude and shall be weld
repaired. When examining for Chevron cracking any indication which equals or exceeds
20% of the reference curve shall be cause for rejection.
Slag indications are acceptable if:
(a) Defect length is less than that permitted by PD 5500, or similar approved standard,
regardless of DAC.
(b) Defect length exceeds requirements of PD 5500 Table 5.7.1, or similar approved
standard, but response level is less than or equal to 50% DAC calibrated on the
appropriate 2.4 mm or 3.2 mm hole.
Slag indications are unacceptable if defect length exceeds requirements of BS5500

Table 5.7.1 and response level is greater than 50% DAC calibrated on the appropriate
2.4mm or 3.2mm hole.
The standard on which the slag indication acceptability is to be finally determined is to

be agreed and confirmed prior to the commencement of any UT.

When positive flaw type interpretations cannot be ascertained in any instance the flaw
shall be considered planar and in need of repair.
All ultrasonic operators shall be qualified in accordance with the Certification Scheme for
Weldment Inspection Personnel (CSWIP) to the level of CSWIP 3.6, unless consent is
otherwise given by the Engineer. All supervisors shall be qualified to CSWIP 3.9.
During production examination the Contractor shall produce a test report for each weld
joint or weld repair examined in addition to a sketch of all flaw sizes and location and dB
level for each flaw required.
Each ultrasonic examination report shall detail as a minimum (using joint diagrams to
indicate scans) the information listed below:
(a) Joint identification number;
(b) Welder(s) and welding operator(s) identification(s);
(c) Welding and ultrasonic procedure identification numbers;
(d) Operator identification and signature;
(e) Sketch showing location(s) face width, length and location of all indications
exceeding the 20% DAC reference curve and signal amplitude;
(f) Date and time of welding completion and NDE;
(g) Original weld or repair;
(h) Heat treated condition or "as welded";
(i) Plate thicknesses;
(j) Probe angles and frequencies;
(k) Equipment identification serial numbers. The basic sensitivity;
(l) The primary reference level sensitivity - basic plus transfer value;
(m) State if "hot" or ambient temperature examination. Surface correction factor

adopted during examination and calibration;
(n) Conclusions; accept or reject with respect to the Employers Requirements.
The Contractor shall make an initial assessment of defects against acceptance criteria
and all ultrasonic reports including recommendations shall be reviewed and approved by
the Engineer.

10.10 Protective Coatings to Steel/Paintwork
All steelwork described in the Employers Requirements or on the Drawings as

galvanised shall be hot dip galvanised to BS EN ISO 1461.
The surface preparation for coatings applied directly to the steel without galvanising
shall be blast cleaned to Sa.2 grade as defined in BS EN ISO 12944-4, Annex A to
provide a thoroughly clean sound dry surface. The coating system shall be applied
before oxidation occurs and in any event within one hour.
All paints shall be applied strictly in accordance with the manufacturers instructions by
airless spray and no thinners shall be employed other than those recommended by the
paint manufacturer. Paint protection systems shall be in accordance with BS EN ISO
12944-5.
All priming and off-site painting shall be carried out under cover in dry, dust free and
calm conditions. No painting shall be carried out when the relative humidity is greater
than 85%.
Touch up coats applied on completion of erection shall be compatible with the original
shop applied paints specifications and the galvanised layer and shall equal or exceed
the original coating thicknesses.
Opportunity of attendance by the Engineer, to check applied paint thicknesses using

ultrasonic meter, shall be given by the Contractor.
The Contractor shall provide protective treatment to all metallic items, other than
stainless steel equipment, fittings and fixings. Stainless steel bolts, screws, studs, nuts
and washers shall be grade A4-80 to BS EN ISO 3506. Stainless steel shall be grade
316 S33 to BS 970: Part 1 (EN Steel Number 1.4436) for forged steel and BS EN
10088-1 and BS EN 10088-3 for flat rolled and long rolled forms.
Unless otherwise detailed in Volume 2 Part 1 of the Employers Requirements protective

coatings to steel shall be galvanised plus paint system with 2 pack polyurethane gloss
finish in a colour approved by the Engineers.
Contact between dissimilar metals such as stainless steel and carbon steel, galvanised
steel members and aluminium surfaces, or between galvanised and ungalvanised steel
members, shall be prevented by means of insulating washers and grommets, of
neoprene or equal and approved.
Holding-down bolts and all associated nuts shall be galvanised in accordance with the
requirements of BS EN ISO 1461. Once the bolts and nuts are fixed in position, all parts
of the bolts and nuts remaining exposed shall be prepared and over-painted with coal tar
epoxy or equivalent approved product.

11 SURFACE WATER DRAINAGE SYSTEM
11.1 Work Scope
A single combined drainage system is created to serve the whole of the new terminal.
This will include establishing paving levels, pipe sizes, levels and falls for the whole
terminal site. The removal of all the surface water from the whole terminal site shall suit
the existing outfalls in the quay structure. The arrangement of the outfalls is to be
ascertained by the Contractor who shall also be responsible for obtaining all approvals
from the necessary authorities.
The Contractor shall ensure that agreements are in place with the necessary authorities
regarding the nature of the surface water run off and its discharge into the harbour and
that all consents are complied with.
The scope of the new surface water drainage work shall include the following:
(a) Provision of a drainage system to drain the quay area, container yard, and all
other areas of the terminal being developed under this Contract
(b) Connections of the new drainage system to existing outfalls in the quay
structure;
(c) The drainage shall be designed to operate under gravity and be able to
accommodate all settlements;
(d) Careful consideration of conditions at the edge of the Site where new and
existing pavements meet to ensure no flooding will take place;
(e) Test and commission all pipe work.
11.2 Function
The system is to collect and discharge all non-contaminated rainwater run-off preventing
flooding of paved areas and turnover pits.
The surface water drainage system shall ensure that the terminal pavement is positively
drained. Falls shall be designed to shed surface water from roofs, paved and surfaced
areas via a system of gullies, manholes and pipes to outfalls through the new quay
structure and into the harbour area.
Roofs of buildings are to discharge directly into the surface water drainage system and
not directly onto the paved areas.
The storm water drainage design shall take account of the phasing of the Works. The
Contractor shall ensure that the existing surface water drainage of the areas adjacent to
the Site remains operational.
Gullies shall be provided in preference to any other form of drainage system. Paving
and drainage shall be such that surface water from the Site is not shed to any adjacent

areas of port surfacing or buildings. Perimeter slot drains may form part of the design in
these areas, however, slot drains of any type shall not be used within the Container
Yard Areas.
Within the Container Yard Area, the surface of the pavement shall be arranged in a
valley and ridge pattern such that surface water drains towards the gullies located in
the valleys. Container yard gullies shall be located at a spacing dictated by run-off
requirements within the Contractors design, but such spacing shall not exceed 10 m.
Gullies shall only be positioned at pavement low points.
It is important that the lines of gullies are located to minimise being trafficked by wheels.
It should also be noted that a line of drains shall be installed either side of the rear crane
rail in order to prevent ponding in the event of any settlement adjacent to the rail.
Paving and drainage shall be such that surface water from the Site is not shed to any
adjacent areas of port surfacing or buildings.
Falls at the quay shall be such that surface water runs away from the quayside crane
rails. Between the quayside crane rails, run-off shall be collected by a line of gullies
running parallel to the rails and quay for discharge.
The drainage shall be designed to operate under gravity and be able to accommodate
all settlements.
Oil separator tanks are required to filter rainwater contaminated by oil spills. All rain
water on RMG maintenance and fuel station areas is to be filtered before draining into
the harbour.
The drainage system shall be constructed of synthetic or concrete materials and shall be
of a suitable grade to withstand the applied loadings. The Contractor shall be
responsible for deciding whether structural concrete or other surrounds are required to
pipes (of whatever form and material), to ensure that they are capable of withstanding
the applied loadings. The Contractor shall be responsible for the design of any pipe
surrounds that he deems to be necessary.
All surface water manholes deeper than 900 mm shall have step-irons at 300 mm
centres, staggered horizontally and vertically. Step irons and ladders shall where
possible be located above the largest expanse of benching within the manhole. Step
irons shall be polypropylene copolymer plastic completely encapsulated structural
carbon steel (bright yellow) to BS1247 Part 2 1990 and WIS01:1990 at 300 mm vertical
centres staggered. The requirements of BS EN 752-3: 1997 shall be complied with.
The entry points into the storm water drainage system shall be precast concrete gullies
to BS5911: Part 2.
Gullies shall be of the trapped type and surrounded in concrete, with care being taken
during concreting to avoid flotation. Gully gratings and frames shall comply with the
requirements of BS EN 124 (min. Class F900). Gully gratings and frames shall be set to

level and position in polyester resin mortar generally 5 mm below the level of the
surrounding surface and parallel to dominant features.
The systems shall be capable of accommodating the ground settlement envisaged

during the design life of the paving and drainage works. Pipe work in the ground shall
be suitably protected such that no damage or reduction in performance of the pipe work
occurs as a result of settlement of the ground. The Contractor shall employ special
measures to eliminate the adverse effects on the pipe work occurring as a result of
differential settlement.
Where pipes are built into manholes, pits, chambers, and other firmly-founded structures
or at locations where differential settlement can be expected, the first two pipes on each
side shall not exceed the lengths in Table 11-1.
Table 11-1 Pipe Lengths Adjacent to Structures
Pipe Diameter First Pipe (Built-in) Second Pipe

(mm) (mm) (mm)
Less than 300 300 600
300 600 inclusive 450 2 x diameter
Larger than 600 600 1200
Manholes shall be provided at outfall locations. The incoming surface water drain shall
be fitted with a flap-valve and the outgoing pipe shall be fitted with a penstock. A
separate opening in the cover shall be provided to enable access to the penstock via an
extended stem extension. The drainage design of the terminal shall suit the outfalls in
the quay wall
Samples of all materials shall be submitted for review by the Engineer.
The drainage layout covering the whole of the new terminal development works is to be
established by the Contractor whose responsibility is to design a drainage system
adequate for the purpose.
The surface water drainage shall be designed to accommodate a design storm

frequency of 1 in 5 years without the surcharge water level reaching the base of the
container stacks.
Design shall be to British Standards BS EN 752:2008 and BS EN ISO 1452-1 to 6

unless otherwise agreed with the Engineer.
The drainage system should efficiently collect, transport and process run-off prior to
discharging in existing outfalls in the quay.
The design and detailing of the drainage system for all gullies, pipes, pipe chambers and
tanks should enable them to be cleared safely and efficiently.

The slopes on paving shall be as specified in Clause 5.4.6.
Drainage systems collecting surface run-off must be designed to suit the following
minimum requirements:
(a) Underground pipes should be designed for 1 in 5 year storm events with pipes
running unsurcharged and at non-scouring velocities;
(b) Rain water gullies shall be positioned in trafficked road verges to minimise
impact from passing wheels;
(c) Environmental protection during equipment malfunction, fire or the test

operation of fire fighting systems;
(d) Penstocks shall be installed at the manhole before the outfalls to enable
isolation of pipelines after spillages;
Access chambers must not be located in roads or heavy load access areas unless
absolutely necessary, however, if such locations are unavoidable the probable maximum
applied loading must be used.
period of 5 years. This storm is one of the storms defined in IDF curves (Intensity
Duration-Frequency curves) especially developed for Dubai Urban Areas, as given
Table 11-2.
Return Intensity (mm/h) by duration (h)

period
0.5 1 1.5 2 2.5 6 24
2 year 23.65 17.48 13.16 10.64 8.51 3.94 1.56
5 year 37.48 26.75 19.96 16.35 13.08 6.81 2.61
Dynamic calculation programme shall observe the variation in rain intensity over the
storm duration as given in Table 11-3.
Time (min) Intensity Depth (mm) Cumulative

(mm/h) depth (mm)
0-30 16.2 8.1 8.1
30-60 37.5 18.7 26.8
60-90 6.2 3.1 29.9
The runoff coefficient shall be taken as 0.95 for the paved areas and 0.5 for permeable
locations of the site.
Manholes are required at:

(a) Change in pipe diameter;
(b) Change in pipe depth;
(c) Change in pipe alignment;
(d) Junctions of two or more pipes;
(e) Distances of more than 80 meters;
(f) End of each lateral sewer.
At the cable turnover pit, stow anchor pits, cable slots etc. small drainage facilities are
required. Those drains will be connected to the main drainage system or equipped with
soak ways as shown on the Drawings.
11.6 Design Method
The surface water drainage system shall be designed using a recognised computer model
(e.g. Mouse, Infoworks 9.5 etc.).
The Contractor shall submit for review by the Engineer full technical details of the
proposed layout and materials.
The Contractor shall obtain all necessary licences, consents and authorisations for the
discharges from the drainage systems during the construction and operational phase.
Alternatives to the surface runoff and drainage system such as infiltration systems shall be
supported with a full design submission.
11.7 Workmanship
11.7.1 Delivery and Storage
When delivered to Site, pipes and specials shall be carefully unloaded without
breakages to allow inspection of their condition. If delivered in packs or pallets, each
pack or pallet shall be lifted individually with suitable lifting equipment. If pipes have to
be unloaded singly and by hand, skids and check ropes shall be used. Pipes shall not
be dropped nor allowed to roll unchecked.
Pipes shall be wedged together to prevent further movement. Pipes shall be stored in
the shade.
11.7.2 Pipe Laying
Drainage lines shall be straight and to minimum even gradients to ensure self-cleansing
velocities. All drainage pipes shall be bedded and surrounded in an approved material
complying with BS EN 13242. The design of the bedding and surround shall be
dependent on depth of cover and the pipe material and diameter in accordance with BS
EN 1295.

Pipes shall be kept free from mud, debris or other obstructions during laying and until
completion of the Contract, and suitably sized stoppers shall be used to close the ends
of all pipes, junctions, etc, while preparing the trench for the next pipe or after working
hours. Excavation shall in all cases be completed at least 6 metres in advance of the
laying of the pipes.
Where ground water is encountered, it shall be kept below the sockets when jointing, by
pumping or other approved means. No pipe or pipeline may be used for trench drainage
purposes without the permission of the Engineer.
Unless otherwise approved by the Engineer, pipes shall be laid from the downstream
end with the pipe sockets facing upstream.
Before laying, each pipe shall be brushed out and examined. Pipes or fittings found to
be cracked or unacceptably damaged shall be rejected.
Each pipe shall be carefully lowered onto the prepared bed by means of the necessary
slings and tackle. If the prepared bed is damaged or contaminated, the pipe shall be
raised and the bed made good before pipe laying is continued.
Pipes other than PVC or polyethylene shall not be jointed before being lowered into the
trench.
Where it is required to shorten any pipe, it shall be cut off squarely and cleanly by an
approved method without damage. Spigot ends shall be prepared for re-use in
accordance with the manufacturers recommendations.
Where work is interrupted for a period, the open end of a pipe shall be capped or
plugged with an expanding or proprietary cap, of appropriate size, to prevent the entry of
material into the pipe.
Where the pipeline is to be left for future extension, the stopper shall be secured with
sand cement mortar and the area between the end of the pipe and the side of the
excavation filled with lean-mix concrete in such a manner that it can be broken out later
without damage to the pipe.
For those facilities that are part of the permanent Works, immediately prior to hand-over to
the Employer, The Contractor should flush through and generally clean and maintain all
used systems so that the systems must be in an as new condition.
11.7.3 Manholes/Chambers
Step irons shall be polypropylene copolymer plastic completely encapsulated structural

carbon steel (bright yellow) to BS1247 Part 2 1990 and WIS01:1990 at 300mm vertical
centres staggered.
Manholes and chambers shall be constructed concurrently with the laying of the
adjacent pipelines.
Manholes and chambers shall be water-tight.

Short pipes, as specified in Clause 11.7.2, with flexible joints shall be used immediately
adjacent to manholes.
Where manholes are constructed with circular precast concrete sections the first or base
ring shall be set on to the freshly concreted base slab before it has set to provide a
uniform joint between the ring and the base slab. The ring shall be adequately
suspended so that it does not penetrate into the base by more than 25 mm and is
correctly aligned. After the base concrete has set and hardened concrete rings shall be
built up. Faces of joints of chamber rings and taper pieces shall be liberally coated with
mortar prior to being fixed into position, so that a continuous seal is formed and when
these are completed the outer faces of the rings shall be thoroughly wetted and
structural concrete surround of minimum thickness 150 mm cast against those faces.
Construction joints shall be staggered to be at least 300 mm from joints between rings.
Lifting holes shall be cleaned out and filled with mortar.
The invert channels and benching to each manhole shall be completed before the slab
top or roof is constructed.
The invert channels shall be vitrified clay or half concrete pipes, consistent with the pipe
material in the pipeline on which the manhole is constructed, laid to the fall of the
pipeline.
Branch drains shall be connected to the main drains with half-channel bends to the
required angle and radius to lead into the run of the main drain channel. The bends
shall be of the maximum radius possible. Unless otherwise approved by the Engineer,
branch drain inverts shall be at least 75 mm above the invert of the main drain and
branch drain soffits shall not be lower than the main outlet drain soffit at any manhole.
Where it is not possible to give a satisfactory lead with a precast channel, the invert
channel shall be formed by other means to the approval of the Engineer.
Benching shall be provided with a smooth fine finish all over, and uniformity of slopes
and curvature of the benching. Concrete benching shall be rendered with granolithic or
55 N/mm2 concrete to a thickness of 50 mm.
Where pipes pass through precast concrete walls, holes shall be provided in the walls
so that the outside of the pipe fits as tightly as possible. Any surrounding spaces shall
be reinstated with concrete or cement mortar before any concrete surround is placed.
Where possible, exposed ends of pipes in manholes shall be the uncut spigot ends, set
flush with the inside surface of the manhole.
The tops of concrete rings or shafts shall be closed with precast roof slabs bedded on
mortar to the required level to receive access covers and frames, which when bedded
(on brick adjustment courses) shall be fixed at the levels required by the area surfacing
or pavement.

11.8 Inspection and Testing
Tests and inspections shall be carried out in accordance with the following, to the
requirements of the Engineer and in the presence of other authorities as required.
Water for the testing shall be obtained from an approved source. A minimum of two
working days notice shall be given to the Engineer for readiness to test. Tests carried
out without this notice being given shall not be approved.
Hydrostatic test pressure for the pressure main shall be 15 bar; this pressure shall be
maintained for two hours and shall be carried out strictly in accordance with the
manufacturers recommendations.
For those facilities that are part of the permanent Works, immediately prior to hand-over to
the Employer, the Contractor should flush through and generally clean and maintain all
used systems so that the systems must be in an as new condition.
All gravity pipelines shall be air tested in accordance with Sewers for Adoption Sixth
Edition, or in accordance with an equivalent national standard proposed by the
Contractor and approved by the Employers Representative.
All pipes shall be cleaned and tested as the work proceeds. If three months or more
elapse between the final test and the pipeline being taken over, the Engineer may
require the pipeline to be re-tested as specified for the final test.
Pipes up to and including 600mm diameter shall be tested in lengths between

manholes. Pipes greater than 600mm in diameter shall be subjected to a visual
inspection undertaken by the Contractor. The Contractor shall maintain appropriate
records of these inspections which shall be to the approval of the Engineer.
Pipes and fittings which fail under test, or which are broken by or found to be broken
under test, or which are considered by the Engineer as a result of the test to be
unserviceable, shall be rejected and shall be replaced. After replacement testing shall
be repeated.
Such testing or inspection of any of the Works shall not relieve the Contractor from his
responsibility to deliver the whole of the Works in a sound condition, free from leakage
or any other defects.
Before testing, pipes and specials shall be cleaned out and flushed with water, all silt,
mortar, concrete debris and any other obstructions being removed.
On completion, all pipelines shall be checked for lack of obstruction by the insertion and
pulling through of twin-coupled rubber plungers of the same diameter as the pipe, or by
other approved means followed by a CCTV Inspection.
The CCTV inspection, presented as a hardcopy and DVD, should show the condition of
the gravity system (BS EN 13508). No failure may be detected (classes <1). Any
failures detected shall be made good by the Contractor at his own expenses and shall
be inspected again by CCTV.

In addition to the above, all pipelines shall be inspected on completion to ensure that
infiltration of ground water, where the pipeline is below the water table, does not exceed
1.0 litre per hour per linear metre per metre of pipe diameter for each pipeline length
between manholes.
Manholes, chambers and the like shall be tested separately for water-tightness by filling
with water before back-filling. Manholes shall be filled with water and after a period of
24 hours, water added as necessary to make up the level, the manhole shall be
considered water-tight if the level is then maintained for 1 hour without further water
loss.

12 FOUL WATER SYSTEM
12.1 Work Scope
The Contractor shall design and install a system that provides foul drainage required by
all the new buildings and facilities within the boundary of the Site
The foul water system shall collect all the sewerage and black water produced on the
Site. Collection and disposal will be done by trucks. The Contractor shall ensure that
agreements are in place with the necessary authorities regarding the nature of the
effluents and any trade effluent and that consents are complied with.
The foul water system shall collect sewerage and black water from the following
buildings and facilities:
(a) In ate and out gate area;
(b) Toilet facilities at main substation, quay side substations and reefer
substations, fuel station;
(c) Administrative zone
Wash down water should be collected at the following and discharged via a suitable
oil/sand interceptor:
(a) RMG maintenance areas.
(b) Fuel station
The works shall consist of the following:
(a) Supply, install and commission foul water collection tanks and pipe
connections as required by the buildings and facilities listed above;
The Contractor shall be responsible for obtaining all approvals from the necessary
authorities.
12.2 Function
Foul water tanks shall collect sewerage and black water. No treatment of foul water in
the tanks is anticipated. Tanks are to be installed adjacent to the building, adjacent to
the road to allow access for tanker trucks to collect foul water. Process water from
washing down at the identified facilities shall pass through an interceptor first.
The foul sewage pipess shall be polyethylene pipe (minimum grade PE80 SDR 11),
colour black complying with BS EN 12201. Pipe work shall be installed strictly to the
manufacturers recommendations.

Collection tanks shall be made from fully sealed Glass Reinforced Plastic (GRP),
chemically resistant and watertight. The tanks shall have a lockable cover and high
level alarm.
All point of discharge into the tank should be fitted with trap (e.g. a water seal trap) to
prevent foul smell from entering the building. Under working and test conditions traps
should retain a minimum seal of 25 mm of water or equivalent as per the BS 6297.
The layout of the system is to be established by the Contractor whilst meeting the
12.5.1 General
Design and installation of foul water collection tanks small shall comply with BS 6297
The size of the tanks shall be sufficient for collection of 60 days of nominal foul water
production. The sewage loads to be calculated by the Contractor.
The tanks shall be capable of accommodating the ground settlement envisaged during
the design life of the paving and drainage works.
The tanks shall be designed to resist vehicle loads as specified in Clause 5.4.5.
12.6 Design Method
The foul water collection tank shall be designed in accordance with BS 6297.
Interceptors shall be designed in accordance with BS EN 858.
The Contractor shall submit for review by the Engineer full details of the proposed layout
and materials and size of the tanks.
12.7 Workmanship
12.7.1 Delivery and Storage
Tanks shall not be dropped nor allowed to roll. Circular tanks shall be wedged together
to prevent movement. Tanks shall be stored in the shade.
12.7.2 Tanks installation
Installation of the collection tanks shall be in accordance with BS6297.
12.8 Testing and Inspections
The tank tests shall include: water tightness after installation, odor control and high level
alarm. A minimum of two working days notice shall be given to the Engineer for

readiness to test. Tests carried out without this notice being given shall not be
approved.

13 CIVIL WORKS FOR SERVICES
13.1 General
In designing for all services the Contractor shall observe the general requirements and
shall make due allowance for future development requirements and for services to be
installed by the Employer or his contractors prior to the commencement of operations at
the terminal.
The Contractor shall also make special provision in his civil works for services to allow
for and to limit, the adverse effects of settlement and differential settlement.
Filled areas shall comply with the settlement criteria detailed within the Employers
Requirements.
The Contractor shall be fully responsible for the design and construction of all systems/
services installations in regard to their adequacy, line, level and locations in relation to
all new and existing structures, buildings, systems/ services and installations.
All service runs shall have a designed bedding and surround to an approved standard
such as the Design Manual for Roads and Bridges. Concrete surrounds shall be
discontinuous at flexible joints and bitumen impregnated filler board shall be placed at
joint locations.
Minimum clearances between services and buried structures and protection to services
shall be sufficient to ensure that damage to pipe work and ductwork shall be avoided.
During installation, temporary open ends of pipes and ducts shall be plugged / sealed to
prevent entry of material into the pipe / duct.
Where future services are required to pass under services installed under the Contract
the Contractor shall allow for ducts under the service that will permit the installation of
the future services without disturbance to the existing services.
All services, whether sharing a service corridor or otherwise, shall be separated by

appropriate distances to avoid cross-interference between services. Separation
distances shall be proposed by the Contractor for review by the Engineer.
13.2 Trenching
Reference is made to the requirements of Clauses 14 (Excavation) and 3 (Earthworks),

which shall be followed in respect of trenching works for service installations.
In particular, in the course of carrying out trench excavations, the Contractor shall take
whatever measures are necessary to ensure the safety of workmen, of third parties, of
adjoining structures and of the work generally. If in the opinion of the Engineer, any
such excavation requires additional protection by way of timbering or support, he may,
at no extra cost to the Contract, direct the Contractor to so protect the excavations. Any
action taken by the Engineer in this regard will in no way relieve the Contractor of his
responsibility for health and safety liability.

The Contractor shall install approved warning tapes and tiles during backfilling over
cables, buried pipes and ducts. Warning tape shall be colour-coded according to the
service and suitably inscribed for identification. The tape shall be installed with the
inscriptions facing upwards.
13.3 Gullies, Manholes, Drawpits, etc
Indicative layouts for service installations are shown on the Drawings.
Drainage gullies, manholes, draw-pits, valve chambers and the like within the Container
Yard area shall be located within the verge of the trafficked lanes, in RMG maintenance
areas or under container stacks nearest to the road. Wherever possible, no gullies,
manholes, draw pits or valve chambers are to be constructed within trafficked road lanes
or under the RMG rail foundations.
Details for drainage gullies and for draw-pits are included on the Drawings.
Covers to manholes or draw-pits shall give consideration to:
(a) Applied loads due to heavy port equipment;
(b) Adequate space to allow for easy maintenance access;
(c) Limiting the size of cover for ease of handling and/or having smaller personnel
access covers,
(d) The provision of suitable lifting sockets;
(e) The seating of the cover within its frame to ensure non-rocking.
Covers shall be marked to identify the service and the chamber reference number.
13.4 Gully Gratings, Frames and Covers
Gully gratings and frames, manhole covers and frames, surface boxes and the like, shall
be non-rocking and of ductile iron manufacture complying with BS EN 124 (Class F900).
Ductile iron gratings, covers and frames shall be:
(a) Provided as an interlocking proprietary product;
(b) Supplied as a banded set;
(c) Prepared in accordance with the schedule of protective treatment to steelwork and
metalwork in Volume 2 Part 1 of the Employers requirement;
(d) Coated with coal tar epoxy paint to a minimum DFT of 300 microns.
However, where ductile iron covers and the like are manufactured with machined faces
to fit within the frames, protective treatment shall be confined to exposed, non-machined
faces. Machined faces shall be coated with a suitable graphite grease.

Where possible two piece triangular covers will be utilised to minimise levelling
problems.
Covers shall be marked to identify the service and the chamber reference number.
The Contractor shall supply three sets of lifting keys for each type of:
(a) Reinforced concrete cover;
(b) Ductile iron cover;
(c) Surface box;
(d) Grating.
Lifting keys shall receive protective treatment as specified for gratings, covers and
frames.
13.5 Water Services and Sewerage
Civil works for water services and sewerage shall be carried out in accordance with the
relevant Clauses of the Employers Requirements including Clauses 14 (Excavation)
and 3 (Filling).
Water pipelines shall be bedded on a uniform formation with no material liable to

damage the pipe work and surrounded as required by the bedding design in the location
shown on the Drawings and to the designers service trench details.
Reference shall also be made to the requirements of services (Fresh Water, Fire Mains,
Sewerage and Surface Water Drainage) contained in Part 3 (Service Utility Works
Specification) of the Employers Requirements.
13.6 Ductwork
Reference shall also be made to services located in duct systems.
Clay ducts shall be Hepworth Hepduct or similar approved.
uPVC ducts shall comply with BS3505 or BS3506, Class C, or equivalent approved.
Minimum permitted duct diameter is 100mm. Joints in multiple duct runs shall be
staggered. Ducts shall be jointed by spigot and socket connections incorporating rubber
sealing rings complying with BS EN 681 and BS EN 682, Type 2, or equivalent
approved. Cable duct entries to drawpits, cable trenches and the like shall be provided
with an approved bellmouth. Cable ducts exceeding 3 m in length shall be provided with
draw ropes of pigmented stranded polypropylene of not less than 5.3 kN breaking load.
The length of draw ropes shall be such that not less than two metres of rope protrude
from each end of each duct.
Bedding and surround for ducts shall be selected graded sand, unless concrete
surround is required, dependent upon depth of cover. The bedding material shall be

tamped down around the ducts to a minimum depth of 150 mm above the crown of the
ducts, unless detailed otherwise. Fill above this level shall be compacted in layers. In
multiple duct runs, the voids between the ducts shall be filled with vibrated high slump
C10 concrete, with the specified minimum depth of 150 mm achieved over the
uppermost ducts. The centre to centre spacing of ducts shall be at least 2 times the duct
diameter with a minimum of 250mm.
If ducts are laid to curves, or with small changes in direction, the deflection at the joint of
each duct shall not be greater than 75% of the maximum permissible deflection
recommended by the manufacturer.
Proving tests are required to be undertaken on every duct. These can be undertaken at
any time after the backfilling of the ducts for initial acceptance but the Engineer will
require a further set of tests to be undertaken on those ducts which do not contain
services once the final surface materials have been applied. The Contractor shall notify
the Engineer of his intention to carry out proving tests on ductwork. Cable ducts shall be
cleaned on completion by passing a pig of appropriate size through the entire length of
the duct twice in both directions. Any obstructions found shall be removed and defects
remedied.
As soon as a duct, or set of ducts, has been proved and draw ropes have been installed,
the ends and bellmouths shall be stopped. Spare ducts shall be sealed to a depth of 50
mm using an approved mastic sealant with a coat of bitumastic paint applied over the
seal or by other approved means.

14 EXCAVATION
14.1 General
All excavation shall be undertaken in accordance with Health and Safety legislation.
Excavation shall be carried out to the required lines, levels and profiles or to such other
lines, levels and profiles as the Engineer may direct or give consent to in writing. The
work shall be carried out in such a way as to avoid disturbance to the surrounding
ground, and particular care shall be taken to maintain stability when excavating in close
proximity to existing works or structures.
In excavations that are to remain open, exposed faces shall be accurately trimmed to
the slopes and profiles required for stability. Open excavations shall be maintained in
stable condition and shall be protected against any deterioration due to the effects of
inclement weather.
All material unsuitable for reuse arising from excavations shall be disposed of off Site.
Suitable material may be re-used in the Permanent Works, when it shall be placed
directly in such Works or set aside for use as and when required in stockpiles which
shall be protected from the detrimental effects of the weather, as approved by the
Engineer.
Excavations shall be kept free from water from whatever cause and the Contractor shall
provide such pumping capacity and other measures as may be necessary for this
purpose. Disposal of water shall be to a watercourse, gully, manhole or the like, but
shall not be permitted to be the cause of any pollution or to transport any material that
may settle out in drains or ditches.
Although the Contractor is required to accept all risks for ground conditions, he shall
nevertheless, notify the Engineer without delay of any permeable strata, fissures or
unusual ground conditions encountered during excavation together with proposals for
overcoming the as found ground conditions.
Sides of excavations shall be adequately supported to ensure the safety of those

working within the excavations, of adjoining or adjacent structures and of the work
generally. The Contractor shall retain full responsibility and liability for safety under the
Contract.
14.2 Excavation Beyond True Lines and Level
If from any cause whatsoever excavations are carried out beyond their required line and
level other than on the instructions of the Engineer, the Contractor shall make good to
the required line and level with the appropriate grade of filling to be contained in the true
excavation, or with concrete or other approved material in such a manner as the
Engineer may direct.
14.3 Consent of Excavations
When excavations have been taken out accurately to the profiles or dimensions required
for the work, the Contractor shall, prior to proceeding with the next stage of work, inform
the Engineer so that he may carry out an inspection. The Contractor shall demonstrate

to the Engineer that the formation of the excavation satisfies the bearing capacity
required by the design.
If, after his inspection, the Engineer requires additional excavation to be carried out, the
Contractor shall do so to such new profiles or dimensions as the Engineer may direct.
The Contractor shall obtain consent of excavations prior to proceeding to the next stage
of work, including without limitation the laying-in of services or the placing of fill, concrete
or pavement layers.
14.4 Excavations by Hand/ Existing Services
Existing services shall be located by electronic scanning before excavation commences.

In the vicinity of existing services excavation shall be carried out by hand and every care
shall be taken to avoid damage to such services including providing temporary supports
where necessary.
Any damage to any existing service caused by the Contractors activities shall be
immediately notified to the Engineer and the Contractor shall to his cost take immediate
action to repair or reinstate the service.
14.5 Trench Excavations
The Contractor shall carry out excavation in a safe manner such that the sides of
trenches are adequately supported and stable. Trench excavation shall be performed
by the use of hand tools and approved mechanical equipment, in such manner as to
minimise disturbance of the sides and bottom of the excavation.
The Contractor shall not permit the passage of plant or the storage of materials, spoil
banks, stockpiles or any other surcharge at the sides of or alongside excavations The
Contractor shall also retain such clearance as is necessary depending on depth to
ensure the continuing stability of the sides of the excavation.
Trenches shall be excavated to the lines and levels required by the Contractors design,
allowance having been made for working space, stability of sides and for bedding and
surrounds where these are specified.
Trenches shall be sufficiently wide to allow proper and efficient jointing to be carried out
in clean, dry and safe conditions. The maximum width measured between undisturbed
soil in the trench sides shall not exceed the outside diameter of the pipe being laid plus
550 mm for pipes up to and including 800 mm in diameter and plus 750 mm for pipes
over 800 mm in diameter.
The widths of trenches crossing roads or at other locations as directed shall be as

narrow as practically possible.
Trenches shall not be excavated more than 50 m in advance of pipe/duct laying. The
bottoms of all trenches shall be trimmed to grade and level and thoroughly compacted
by ramming before any bedding is placed or pipes laid.

Except where otherwise described in the Contract, trenches for pipes to carry water
under pressure shall be excavated to a sufficient depth to ensure a minimum cover of
1000 mm to the top of the pipes.
14.6 Formation of Excavated Areas
Formation in excavated areas shall satisfy the design requirement, if not, or if the
material below formation level is unsuitable, then the material shall be removed to the
extent directed by the Engineer and disposed of by the Contractor.
The resulting void shall be backfilled with suitable approved material compacted in
layers not exceeding 150 mm thick to achieve at least the design requirement.
14.7 Disposal of Excavated Materials
The Contractor shall obtain all permits for disposal of surplus and unsuitable excavated
materials to disposal sites approved by the relevant authorities.
In the event that the Employer allows disposal of surplus suitable fill material within the
Port area, the Contractor shall organise and carry out the disposal of spoil to approved
methods and in such a way that flows to existing streams, creeks, drainage pipes and
culverts are not diverted. Contamination or pollution of existing watercourses shall not
be permitted. Suitable drainage and other measures shall be provided to prevent
erosion of spoil.

15 MARINE DEPARTMENT HARBOUR FACILITIES
15.1 Work Scope
DP World Marine Department including P&O Maritime Services will relocate to the CT4
terminal island. The requirements for harbour and berthing facilities related to operation
of above stakeholders are covered in this Section.
It should be noted that the landside facilities within the boundaries of the harbour, e.g.
buildings, pavement and service utilities are not yet included in the scope of works.
However service utilities, i.e. potable water, fire main, power supplies, as well as power
and data ducts are to be brought to the boundary. Termination of all services shall be in
a manhole positioned within the Marine Department facility.
The scope of the harbour and berthing facilities shall include the following:
Small craft harbour suitable for berthing 6 nos. tug boats, 6 nos. pilot boats and 6 nos.
mooring (line handling) vessels;
Quay wall suitable to accommodate all design vessels;
Floating pontoons suitable for berthing small craft up to pilot boats;
Boat ramp suitable for launching and recovering small craft up to pilot boats;
Rock structures to shelter the harbour from waves and currents as wells to protect
embankments;
Retaining walls to suit the ground level difference between the container terminal and
the harbour;
Dredging of harbour basin;
Demolition of existing rock structure to enable construction of the new harbour

entrance.
15.2 Function
The harbour and berthing facilities are required to:
(a) Provide berthing and moorings for a minimum of 6 nos. tug boats, 6 nos. pilot
boats and 6 nos. mooring boats;
(b) Provide access and allow for operation of, small trucks, a 10 tonne capacity mobile
crane, fork lift trucks, emergency vehicles and cars.
(c) Provide adequate access of personnel to vessels;
(d) Provide for launch and recovery of small craft up to pilot boats;
(e) Drain non-contaminated storm water to the harbour;

(f) Retain soil in the area behind the quay structure;
(g) Withstand loadings which can reasonably be anticipated in a port facility. Such
loadings will include loads applied from land based equipment and water based
vessels;
15.3.1 Structural Form
15.3.1.1 Quay Structure
The quay structure for mooring tug boats and other small craft shall be of a form of
construction selected by the Contractor and approved by the Engineer.
The quay structure shall be designed with an over dredge allowance of 0.25 m. In his
design, the Contractor shall make allowance for the depth of material disturbed by the
dredger, below the over-dredge tolerance level. Propeller induced scour protection may
be required in front of the quay wall.
The quay structure is to be a continuous construction. Due account of the adjacent

structures shall be taken by the Contractor in his design, i.e. the stability, integrity and
serviceability of adjacent structures shall not be impaired.
Whatever form of construction is used, treatment to the fill and, where appropriate, the
underlying ground shall be provided along the rear of the structures to reduce the effects
of differential settlement to within the limits stated in the Employers Requirements.
15.3.1.2 Floating Pontoon
The floating mooring facility for mooring pilot and mooring boats shall be of heavy duty
components, i.e. reinforced concrete pontoons, steel mooring piles and gangways.
15.3.1.3 Boat Ramp
The boat ramp for launching small craft, i.e. pilot and mooring boats, shall be integrated
in the rock revetment and shall be paved with heavy duty concrete blocks or slabs.
15.3.1.4 Rock Structures
The entrance breakwater and revetment situated within the harbour shall be made of
natural rock.
15.3.1.5 Retaining Structure
Any retaining structure used to bridge the ground level difference between the container
terminal and the landside facilities of the harbour shall be of a form of construction
selected by the Contractor and approved by the Engineer.

15.3.2 Durability
15.3.2.1 General
The structures shall be designed such that all safety requirements imposed by the
specified standards and guidelines shall be met at the end of the design life, taking into
account normal maintenance and only minor repair work (no replacements).
15.3.2.2 Concrete
All concrete shall be in accordance with the requirements of Volume 2 Part 1 of the
15.3.2.3 Steelwork
15.3.2.3.1 General
All steel components shall be protected against corrosion with a protective treatment
system appropriate for the marine environment in accordance with Volume 2 Part 1 of
The design of all buried steel items shall include a sacrificial thickness of steel
calculated using a 50 year design life and the appropriate corrosion allowances using
the mean corrosion rates in EN 1993-5.
Any tie rods shall be encased in a grout filled duct.
15.4.1 Harbour Basin
The dimensions and layout of the harbour basin shall be as shown on the Drawings.
15.4.2 Quay Wall
The layout of the quay structure shall be as shown on the Drawings.
The Contractor shall abide by the definition dimensions and setting out criteria, as
follows:
Cope line Position of the quay cope line (seaside face of the
quay capping beam) as shown on the Drawings.
Berthing face/line The offset from the cope line is to be compatible with
the fender design and provide a minimum positive
clearance of 200 mm between the vessel and the
quay face.

Nautical depth The nautical depth along the full berthing line of eth
quay wall shall be at least CD -7m.
Bollards 20 tonne capacity bollards (minimum) provided at

centres not exceeding 15 m. The face of the bollards
shall be a minimum 150 mm behind the cope line.
Fendering Fenders at centres suit berthing the full range of

design vessels, i.e. pilot boats and mooring boats, at
all tidal levels.
Rescue ladders and Rescue ladders shall be positioned close to fenders

handgrips to avoid vessel impact and be in accordance with the
Dock Regulations 1988 published by the UK Health
and Safety Executive. The swimming distance along
the quay to a ladder shall not exceed 15 meter.
Rescue ladders shall be accommodated in recesses

in the quay structure and shall not protrude beyond
the cope line. Rescue ladders shall be positioned
clear of bollard positions and mooring line
obstructions.
Recessed handgrips shall be fixed to the top of the

cope.
Hand chains Where the spacing of ladders exceeds 15 m, chain

handholds shall be provided on the face of the wall,
centrally between ladder locations, to assist in the
prevention of drowning accidents as shown on the
Drawings.
Navigation Aids At positions and of the form required by the

Regulatory Authorities.
15.4.3 Floating Pontoons
The layout of the floating pontoon arrangement shall be as shown on the Drawings.
follows:

Pontoon dimensions The length of the pontoon fingers is to suit the range
of design vessels and shall be in accordance with
local regulations and guidelines.
Main pontoon along the revetment shall be minimum

3m wide. Pontoon fingers shall be minimum 2m wide.
Gangways shall be minimum 2m wide.
Cope line Position of the quay cope line (seaside face of the
quay capping beam) as shown on the Drawings.
Berthing face/line The offset from the cope line is to be compatible with
the fender design and provide a minimum positive
clearance of 200 mm between the vessel and the
pontoon face.
Nautical depth The nautical depth along the full berthing line of the
quay wall shall be at least CD -7m.
Bollards Bollard capacity and spacing to suite range of design

vessels as well as the selected pontoon system.
Fendering Fenders at centres to suit berthing the full range of

design vessels, i.e. pilot boats and mooring boats.
Rescue ladders and Rescue ladders shall be positioned in accordance

handgrips with the Dock Regulations 1988 published by the UK
Health and Safety Executive. The swimming distance
along the pontoon circumference to a ladder shall not
exceed 15 meter.
Rescue ladders shall be positioned clear of bollard

positions and mooring line obstructions.
Handgrips shall be fixed to the top of the cope.
Navigation Aids At positions and of the form required by the

Regulatory Authorities.
15.4.4 Boat Ramp
The layout of the boat ramp which is situated in between the floating pontoons and the
quay wall shall be as shown on the Drawings.
follows:
The finished pavement level at the top of the boat ramp shall be CD +3.0m.

The bottom level of the boat ramp shall be maximum CD -2.0m.
Thickness of pavement layers shall be minimum 500mm.
The minimum water depth in front of the ramp shall be 0.50 meters greater than the
draught of the design vessel.
Slope of the ramp not steeper than 1: 10 (vertical: horizontal)
Maximum transition between the pavement at the top of the ramp and the launching
slipway shall not exceed a gradient 1:12.
The boat ramp shall be minimum 10m wide.
15.4.5 Rock Structures
The protective structures are to be connected to the adjacent existing rock structures by
means of a smooth transition.
As-built drawings of the existing rock structures are included in Volume 5 of the
15.4.6 Retaining structures
Although ground levels of the adjacent container terminal and truck car parking are not
defined yet and to be established by the Contractor to suit his design expectation are
that a significant level difference will remain with the landside harbour facilities.
Retaining structures are expected to cover the level differences. The retaining structure
shall include safety barriers on top to deflect terminal vehicles.

15.5 Design Standards and Guidelines
15.5.1 Design Standards (marine works)
Eurocodes shall be used in the design, complemented by:
BS 6349 Marine structures
15.5.2 Design Guidelines (marine works)
The following major guidelines shall be used in the design:
AS 3962 Australian Standard, Guidelines for design of marinas, 2001
The Yacht Harbour Association, 2000

Code of practice for the design, construction and operation of coastal and
inland marinas and yacht harbours
California Department of Boating and Waterways, March 1991

Layout, design and construction handbook for small craft boat launching
facilities
EurOtop, Wave Overtopping of Sea Defences and Related Structures,

Assessment Manual, EA Environment Agency, UK; ENW Expertise
Netwerk Waterkeren, NL; KFKI Kuratorium fr Forschung im
Ksteningenieurwesen, DE; dated August 2007
The PIANC report of Working Group no. 33, Fendering Guidelines.
Rock Manual CIRIA C683
Recommendations of the committee for waterfront structures harbours and

waterways (EAU)
15.6.1 Design Life
The design working life of the harbour and berthing facilities shall be 50 years unless
specified otherwise.
Table 15-1 Design Life and Maintenance Interval
Element Design Period to First Routine Unacceptable Repair/

Working Maintenance Maintenance by Replacement
Life Employer
Concrete 50 years 50 years None Cutting out/ replacement
(Marine) of defective/ cracked/
50 years 50 years None spalled concrete and
(Land) corroded reinforcement

Element Design Period to First Routine Unacceptable Repair/
Working Maintenance Maintenance by Replacement
Life Employer
Steelwork 50 years 15 years Re-coating of Cutting out/ replacement
(Marine) protective of defective/ corroded
50 years 15 years treatment systems steel or its fixings;
(Land) every 15 years welding of steel plates
onto existing steel
structures/ elements
Side slopes to 50 years 50 years None Removal of material from
dredged areas the main dredged areas,
that has collapsed/
slipped and fallen in from
the adjacent side-
slope(s)
Bollards 50 years 15 years Re-coating of Cutting out/ replacement
protective of defective/ corroded
treatment systems steel or its fixings
every 15 years
Fenders
Steelwork 50 Years 15 years Re-coating of Cutting out/ replacement
protective of defective/ corroded
treatment systems steel or its fixings
every 15 years Any fender replacement
Rubbers 20 years To suit routine Annual visual which is not due to
maintenance inspection damage from an
programme in accident while berthing
accordance with or excessively abnormal
manufacturers loads.
requirements
15.6.2.1 Design Water Levels
Tidal levels at Jebel Ali Port are shown in Table 15-2 and refer to Mean Sea Level
(MSL), Admiralty Chart datum (ACD), and Dubai Municipality Datum (DMD).
Table 15-2 Tidal information Jebel Ali
[m, MSL] [m, ACD] [m, DMD]

HAT 1.2 2.2 2.3
MHHW 0.7 1.7 1.8
MLHW 0.3 1.3 1.4
MSL 0.0 1.0 1.1
MHLW -0.2 0.8 0.9
MLLW -0.6 0.4 0.5
ACD -1.0 0.0 0.1
DMD -1.1 -0.097 0.0

LAT -1.2 -0.2 -0.1
The above levels are based Admiralty Charts for Jebel Ali. Due to strong on-shore wind
and/or low atmospheric pressures during storms, water levels can be expected to rise
above the normal tidal water levels. The extra water level component on top of the
astronomical tide, called surge should be included in the design. The surge height to be
applied for the design of the Works is to be determined by the Contractor using a surge
return period not less than 100 years.
The design should include a sea level rise of 0.30 m over the Design Life of the
structures.
15.6.2.2 Waves
Waves at the location of the harbour are considered not to be significant to vessel
operations. However, the Contractor shall assess the likelihood of construction
equipment downtime due to waves for his chosen marine plant and equipment.
A wave study undertaken at Jebel Ali Port is included within Volume 4 of the Contract
Documents.
15.6.2.3 Current
Currents at the location of the site are considered not to be significant.
15.6.2.4 Sea Water Properties
A seawater density of 1025 kg/m3 is assumed.
Mean monthly sea surface water temperatures range from 20C in February to 34C in
August.
15.6.2.5 Wind
Terminal operational wind speed is up to 20 m/s.
Storm wind speed for rail mounted gantry crane design loading is 55 m/s
Basic design wind speed for building design should not be less than 45 m/s and
accordance with UAE building regulations.
15.6.2.6 Temperature

15.6.2.7 Rainfall
period of 5 years.
Return Period Intensity (mm/h) by Duration (h)

0.5 1 1.5 2 2.5 6 24
2 year 23.65 17.48 13.16 10.64 8.51 3.94 1.56
5 year 37.48 26.75 19.96 16.35 13.08 6.81 2.61
Dynamic calculation programms shall observe the variation in rain intensity over the
storm duration.
Time (min) 0-30 30-60 60-90

Depth (mm) 8.1 18.7 3.1
at site.
be 100%.
15.6.2.9 Earthquakes
Peak ground acceleration at bedrock level (PGA) of 0.15g, corresponding with a design
return period of 475 years, shall be used for the design. JAFZA Building Regulations
Section 25 - 2.2 refer to the Uniform Building Code (UBC) 1997 Volume 2, Seismic Zone
2A for the PGA. For the design of the port structures, local soil conditions and structural
response shall be taken into account to obtain the seismic load on the structures.
The seismic design of the quay structures shall be based on to BS EN 1998 and shall be
checked against the performance requirements of PIANC Seismic Design Guidelines
for Port Structures, assuming a Performance Grade A with design return periods of 75
years (Level 1) and 475 years (Level 2) respectively. An Importance Factor of 1.0 is to
be used.
Contractor shall take note regarding the possible site effect (earthquake signal
amplification) due to possible presence of upper loose silty sand layers together with
related liquefaction risk. Contractor shall carry out a site-specific hazard assessment
based on the PGA:

a site response analysis to identify the soil factors (local site effects).
a liquefaction assessment
15.6.2.10 Marine Growth
The effects of marine growth on underwater structures shall be taken into account where
appropriate.
Table 15-5 Marine growth for 30 years design life
Height relative to CD Marine Growth Thickness

+3 to -12m 60mm
-12 to -30m 30mm
An average density for marine growth of 1,400kg/m3 shall be assumed.
15.6.3 Vessel Characteristics
The design of harbour and berthing facilities shall be based on the range of design vessels
as presented in the table below.
Table 15-6 Vessel Characteristics (TBC by DPW)
Characteristics Tug boat Pilot boat Mooring boat

Length 20m 35m 12m 20m 10m 15m
Width 10m 13m 4.5m 5.5m 4.0m 4.5m
Draught 5.0 6.5m 1.25m 1.5m 1.0 - 1.25m
Other 80 tonne BP
15.6.4 Design Dredge Level
The harbour will need to be dredged to achieve a nautical depth of CD -7.0m.
Notwithstanding the facility dredge levels defined on the Drawings, the quay structure
shall be designed for a dredge level alongside of -7.5m CD, which shall be above any
scour protection.
The Contractor shall also include an additional over-dredging tolerance of 0.25 m and a
further allowance for the depth of material disturbed by the dredger (not less than 0.5 m)
below the over-dredge tolerance level.
The Contractor shall include in his design a check for scour of the bed from vessel
propeller action. This will be made at the bed level both before and after the additional
over-dredging tolerance. The Contractor shall either take account of the depth of scour
within his design when it exceeds the over-dredge and disturbance tolerances or shall
provide scour protection as required to limit the development of the scour holes.
The design shall assume the approaches to the harbour have a dredged level of -7.5m
CD and additional over-dredging and dredger disturbance allowances as defined above.

15.6.5 Design Ground Level
Although ground levels of the adjacent container terminal and truck car parking are not
defined yet and to be established by the Contractor to suit his design expectation are
that a significant level difference will remain with the landside harbour facilities.
The ground level with the harbour shall be designed to tie in with the cope level of
CD+3.0m and the surrounding ground level of the container terminal.
15.6.6 Navigation Aids
At positions and of the form required by the Regulatory Authorities. Durability of navigation
equipment shall be minimum 15 years with minimal maintenance.
15.6.7 Marine Furniture
All marine furniture, such as but not limited to below listed items, are to be suitable for
safe operation of the harbour facilities.
Fendering
Mooring equipment
Rescue ladders
Hand chains
15.6.8 Utilities
The Contractor shall include civil provisions to allow for future installation of services and
utilities at all berths, such as, but not limited to potable water, electricity, data and fire
fighting.
15.6.9 Quay wall
15.6.9.1 Loads
The Contractor shall consider as a minimum the following loads for design of the quay
wall where appropriate which are likely to occur during the design life of the structure.
Dead loads
Vehicle loads, including crane outrigger loads
Minimum surcharge load of 20 kPa behind the wall
Soil loads
Thermal loads
Berthing and mooring loads
Environmental loads
Seismic loads
Accidental loads
15.6.9.2 Settlement
Compaction requirements as per Clause 3.2 apply for the harbour area.

Translation slabs may be required to minimize differential settlement between quay wall
and pavement
15.6.9.3 Utilities
Storm water outfalls to be accommodated in the quay wall.

Capping block with internal cable ducts shall be provided to accommodate any water
and electricity supplies to the berths.
15.6.10 Floating pontoons and gangways
15.6.10.1 Loads
The Contractor shall consider as a minimum the following loads for design of the
pontoon system where appropriate which are likely to occur during the design life of the
structure.
Dead loads
Thermal loads
Berthing and mooring loads
Environmental loads
Seismic loads
Accidental loads
15.6.10.2 Utilities
Pontoons with internal cable ducts shall be provided to accommodate any water and
electricity supplies to the berths.
15.6.11 Boat ramp
15.6.11.1 Loads
The Contractor shall consider as a minimum the following loads for design of the boat
ramp where appropriate which are likely to occur during the design life of the structure
Dead loads
Vehicle loads
Soil loads
Thermal loads
Environmental loads
Seismic loads
Accidental loads
15.6.11.2 Launch System
The design of the boat ramp shall allow for two types of lifting methods:
1. Tractor-trolley combination

2. Cradle winch system
15.6.11.3 Pavement
The paving slabs on the ramp shall have grooves in the surface allowing sufficient grip of
rubber tyres despite marine growth. The orientation of the grooves shall allow drainage of
water on the surface of the slabs.
The paving blocks on the ramp shall be designed to withstand water pressures induced
by waves. Stability of the slabs can be increased by keys or cables making the slabs a
monolithic structure. Wave loads on the slabs can be reduced by leaving gaps between
the slabs (weep holes). Gaps shall be designed to avoid soil loss.
15.6.12 Rock Structures
15.6.12.1 Loads
All rock structures shall be designed as statically stable structures in accordance with the
The Rock Manual 2007.
15.6.13 Retaining structure
15.6.13.1 Loads
The Contractor shall consider as a minimum the following loads for design of the
retaining structure where appropriate which are likely to occur during the design life of
the structure:
Dead loads
Terminal vehicle loads,
Minimum surcharge load of 20 kPa behind the wall
Soil loads
Hydro static loads
Thermal loads
Environmental loads
Seismic loads
Accidental loads: vehicle impact on safety barrier
15.6.13.2 Settlement
Compaction requirements as per Clause 3.2 apply for the harbour area.
No translation slabs are required between the cope level of the retaining structure and
the pavement. However, a vertical concrete face shall be provided behind the wall to
allow differential settlement between wall and pavement.

15.7 Commissioning, Operation and Maintenance
15.7.1 As-built Records
Records as required by Clause 2.6 of the Conditions of Contract shall comprise the
following:
1. Final design calculations amended as required during the construction
2. Information Drawings used by the Contractor in the preparation of the

Contractors Documents
3. As-built drawings indicating deviations from original construction drawings

and consents
4. All Quality documents, including test results of the supplied materials
5. Operation and Maintenance Manuals including procedures for the

maintenance and repair of corrosion protection systems
6. Copies of submissions made to the Regulatory Authorities and other

external parties prior to issue of the final Taking-Over Certificate
7. Commissioning Certificates, Guarantees, licenses and permits etc. received

from the Regulatory Authorities and other parties.
8. Originals of all literature on all products used in the Works
15.7.2 Operation and Maintenance Manuals
1. The operation and maintenance manuals shall be prepared, in the English

language, as soon as the Employers Representative has given consent to
the relevant Construction Documents. The manuals shall include a
description of the layout and function of the system, schedules of
components comprising every item of equipment including manufacturers
name and contact details, reference and serial number, and detailed
operating and maintenance instructions.
2. Reduced scale copies (A3 size) of the record and as built drawings are to be
inserted in the manuals. This may require oversize printing on the drawing to
allow for reduction in size. Such adjustments shall be in accordance with
recognised standards.
3. Record and as built drawings bound into manuals shall be arranged to fold
out from their position and be entirely visible when any part of the manual is
being read.
4. Maintenance manuals and details of all materials used shall be prepared for
all items included in the Works.

15.7.3 Instruction of Employer's Staff and Nominees
Prior to the issue of each Taking-Over Certificate, and until the end of the Defects
Notification Period, the Contractor shall provide the services of competent engineers, who
shall instruct such of the Employers staff, or other as the Employer may nominate, in the
operation, servicing and maintenance of the Tug jetty, including items supplied by
Subcontractors. The Contractor shall submit for approval of the Employer and Employers
Representative proposed durations of training for each element of the Works. The
Contractor shall provide staff training manuals and videos as appropriate.
15.7.4 Spare Parts
Spare parts shall be supplied by Contractor as per Manufacturers recommended

operational spare parts. Start-up & commissioning spares and special tools shall also be
provided where relevant, in quantities as required.
Special attention shall be given to the sparing philosophy and associated maintenance of
the fenders.
=o=o=o=


Civils Spec

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Civils Spec

Uploaded by

Copyright:

Available Formats

INSERT YOUR PICTURE(S) IN THIS CELL

Terminal 4 Container Terminal

Dubai Ports World

Unit 206, Al Zarouni Bldg.

Document title Terminal 4 Container Terminal

Rev. No. Date By Checked Approval Submission Status

1 CIVIL WORKS SPECIFICATION 2

3 EARHWORKS AND GROUND TREATMENT 3

4 FACILITIES FOR RAIL MOUNTED GANTRY CRANES 16

Volume 2 - Employers Requirements Part 2, Civil Works BD4413-TED102-Vol2-Part2

7 TERMINAL LINE MARKING & SIGNAGE 75

Volume 2 - Employers Requirements Part 2, Civil Works BD4413-TED102-Vol2-Part2

Volume 2 - Employers Requirements Part 2, Civil Works BD4413-TED102-Vol2-Part2

12 FOUL WATER SYSTEM 104

13 CIVIL WORKS FOR SERVICES 107

Volume 2 - Employers Requirements Part 2, Civil Works BD4413-TED102-Vol2-Part2

ACD Admiralty Chart Datum

Volume 2 - Employers Requirements Part 2, Civil Works BD4413-TED102-Vol2-Part2

The layout of the Employers Requirements is intended to provide a progressive

Volume 2 - Employers Requirements Part 2, Civil Works BD4413-TED102-Vol2-Part2

All roads shall allow a hard shoulder to accommodate vehicle breakdown or

3 EARHWORKS AND GROUND TREATMENT

3.1 Work Scope

Compaction of the project site to meet the functional capacity of terminal

Volume 2 - Employers Requirements Part 2, Civil Works BD4413-TED102-Vol2-Part2

Verification of the ground improvement works meeting the performance

3.2 Requirements and Design Criteria

Volume 2 - Employers Requirements Part 2, Civil Works BD4413-TED102-Vol2-Part2

Liquefaction resistance across the Site shall be checked in accordance with BS EN

Functional settlement criteria include (but not limited to):

Volume 2 - Employers Requirements Part 2, Civil Works BD4413-TED102-Vol2-Part2

3.4 Materials and Structural Form

Fill material shall be material obtained by specified dredging, recycling of materials on

Table 3-1 Material Properties for Fill

Material Properties Criteria

Volume 2 - Employers Requirements Part 2, Civil Works BD4413-TED102-Vol2-Part2

Material other than those permitted shall be disposed of off Site.

Filling to service/utility trenches requires particular attention by way of measures to limit

The use of cement stabilised materials or high-slump low-strength concrete shall be

Cement-stabilised materials shall be of a mixture determined by the Contractor, but shall

Volume 2 - Employers Requirements Part 2, Civil Works BD4413-TED102-Vol2-Part2

3.6 Design Method

3.6.1 Stability assessments

3.6.2 Settlement assessments

3.6.3 Reporting requirements

The Contractor shall prepare as a minimum:

Volume 2 - Employers Requirements Part 2, Civil Works BD4413-TED102-Vol2-Part2

(a) A contents sheet;

(e) The design calculations (logically structured and appropriately annotated);

(h) A detailed construction plan (showing the proposed construction scheme is

3.7.1 Backfill to Structures

Volume 2 - Employers Requirements Part 2, Civil Works BD4413-TED102-Vol2-Part2

3.7.2 Placing and Compaction

3.8.1 Fill Material

Table 3-2 Initial and Routine Monitoring Tests on Fill Material

Test Minimum Frequency of

Volume 2 - Employers Requirements Part 2, Civil Works BD4413-TED102-Vol2-Part2

3.8.2 Fill compaction requirements

The fill shall be compacted to a minimum density of 90 % of the maximum proctor

3.8.3 Compaction Trials

Volume 2 - Employers Requirements Part 2, Civil Works BD4413-TED102-Vol2-Part2

(a) Full details of the objectives and methodology of the trials;

(b) Source of fill material;