iesl/pub/guide/01

Rehabilitation of the Revetment along

Galle Marine Drive

T.D.T.Pemasiri and B.Wickramarachchi

Abstract: Galle marine drive is the important highway segment which serves to pass from
Colombo to southern part of the country through Galle. It was constructed in early 1960’s. More than
one kilometer long revetment was also constructed to support the Marin Drive. It was functioned as a
shield to sea waves. However, after construction of the revetment, coastal process got affected and
wide beach was vulnerable to erosion. Successive rehabilitations have been carried out to sustain the
revetment by placing rock boulders, but none of those attempts were succeeded as a long term
solution. It was severely damaged with the hit of Tsunami in 2004 and thereafter it failed to perform to
the requirement. As a part of Tsunami Affected Area Rehabilitation Project (TAARP), rehabilitation
and improvements to the revetment was proposed to enhance its performance, together with other
holistic approaches for the development of the City of Galle.

Keywords: Revetment, Geo-textile, Wave overtopping, Wave transformation

1. Introduction Galle marine drive is a major highway segment

Galle is the capital of Southern Province,
situated 116 km away from the City of
Colombo. (Figure 1). Galle, by been a coastal
city, is highly attracted by both local and
foreign tourists due to its distinct physical and
social characteristics. Hence improvements for
the coastal stretch are extremely important to
enhance the city’s protection and its scenic
beauty.
which serves to pass from Colombo to southern
part of the country through Galle. There is
heavy daily traffic on this drive because this is
the one and only way to connect west and
south of the country along the coast line. It was
constructed in early 1960’s [7]. Before
constructing the Marine Drive, the beach
stretch was rather wide with having
approximately 50 meters width. Marine Drive
was constructed along the seaward land strip,
with reclaiming the beach area. More than one
kilometre long revetment was also constructed
to support the Marin Drive. It was functioned
as a shield to sea waves.

2. Old Revetment Structure

Two Aerial photographs taken in the years of

1956 and 1994 are shown in Figure 2 and Figure
3 respectively. A long and wide beach can be
seen in 1956 inside the bay. Two main
Colombo
developments, Commercial Port and Marine
Drive, can be identified in 1994 image.
Galle However, after construction of the revetment,
coastal process got affected and wide beach was

Eng. T.D.T.Pemasiri, C. Eng., MIE(SL), B.Sc. Eng.

(Moratuwa), M.Sc. (AIT), Engineering Manager, Lanka
Hydraulic Institute

Eng.B.Wickramarachchi, B.Sc. Eng. (Moratuwa), Senior

Figure 1 - Location Map Engineer, Research & Design Division, Coast Conservation
Department

1
vulnerable to erosion. Successive rehabilitations
have been carried out to sustain the revetment
by placing rock boulders, but none of those
attempts were successful as a long term
solution. The cross section of old revetment is
shown in Figure 4.
Figure 2 - Aerial View of the Beach Stretch in
1956 (Before the construction of Marine Drive)
Granular filters have been used in this instance
with little emphasis in both design and
construction. Geotextile was not used for
coastal structures construction industry in its
early stages in Sri Lanka. Instead of that
granular filters had been used in layers to
satisfy the filter criteria [7]. However the
structure is said to be insufficiently constructed
mainly without proper filter layers and
inadequate toe protection. The structure slope
is 1:1 which has been too steep.
Marine Drive
Commercial
Port
Galle
Fortress
Figure 3 - Aerial View of the Beach Stretch in
1994 (After the construction of Marine Drive
and the Revetment)
Revetment was strengthened by Coast
Conservation Department (CCD) time to time
as an immediate solution for erosion and
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overtopping by placing rock boulders. The size
of rock boulders initially used for the revetment
was in the range of 0.25 tons to 0.5 tons.
However fairly large rock boulders which are
in the size range of 1.0 tons to 1.5 tons were
being used for the outer layer due to the
continuous reinforcement carried out in recent
past.
Figure 4 - Old Revetment Section of Galle
Marine Drive
The recent strengthening was done in 2005,
after the Tsunami. So far, placing of rock
boulders has not followed any designed
process and it could be said merely a dump.
This situation urged for rehabilitation of the
revetment in a proper manner.
3. Problems with the Existing
Condition
The revetment is about 1km in length (Figure
3). It has been severely affected by Tsunami in
the year 2004 and it is not structurally
performed well. It has been settled at several
places due to scouring, because scour
protection had not been used. Hence the
Marine Drive is also in a danger of collapse and
now it is continuously deteriorating its stability
due to monsoon waves. Moreover, following
problems can also be identified which are
connected with the mal-functioning of the
damaged revetment;
 There are eight culverts along the Drive
discharging rain and waste water to the
sea. At present three culverts are
completely blocked by accumulation of
sand. In other five, discharge is
interrupted by pollutants. Out of these
five, one is also seasonally blocked by
accumulation of sand. During high
rain, discharge capacity of functioning
culverts is insufficient and it results for
inundation of the town.
 Sand and sea water overtop the existing
structure during monsoon periods,
disturbing the traffic flow.
 Lack of sufficient space provided for only be maintained between these two factors.
pedestrians and recreational activities. The above wave height range satisfies these
 The existing revetment was not factors and its upper limit, 2.4m is then taken as
properly designed to the required the design significant wave height for the
criteria and the structure is already calculation. The probability distribution data
collapsed at several places due to are given in the Table 1
severe wave attack.
 Fishing site has been developed at one Table 1 - Probability Distribution Data
end of the Drive. Fishermen experience Range of Hs(m) % Occurrence % Exceedance
the problem of narrow beach. 4.4 4.2 0.01 0.00
4.2 4.0 0.01 0.01
Since that it needs urgent and long term 4.0 3.8 0.01 0.02

solution to protect Galle Road and as well as to 3.8 3.6 0.01 0.03

provide facilities to overcome the above 3.6 3.4 0.03 0.06

matters. On these grounds, rehabilitation of the 3.4 3.2 0.00 0.06

revetment along Galle Marine Drive has been 3.2 3.0 0.02 0.08

given the priority. 3.0 2.8 0.07 0.15

2.8 2.6 0.30 0.45

4. Design Considerations
2.6 2.4 0.70 1.15
2.4 2.2 1.44 2.59
2.2 2.0 3.23 5.82
Design of this revetment is based on the 2.0 1.8 7.18 13.00
theories and criteria given in the CIRIA/CUR 1.8 1.6 11.22 24.22
Manual [2] and Coastal Engineering Manual 1.6 1.4 11.79 36.01
[3]. 1.4 1.2 10.43 46.44
1.2 1.0 11.22 57.66
4.1 Wave Climate 1.0 0.8 19.72 77.38
Wave measurements carried out from 1988 to 0.8 0.6 18.64 96.02

1993 and from 1994 to 1995 (Final Reports of 0.6 0.4 3.97 99.99

Galle Wave Measurements prepared for Sri 0.4 0.2 0.01 100.00

Lanka Ports Authority by LHI Limited in the (a) from 1988 to 1993
years of 1993 [4] and 1995 [5]), are used to
determine the design wave parameters. The Range of Hs(m) % Occurrence % Exceedance
Report on the Wave Measurements off-Galle [8] 4.4 4.2 0.00 0.00
also confirms these wave parameters. These 4.2 4.0 0.00 0.00
wave measurements are obtained by means of a 4.0 3.8 0.00 0.00

wave profiling buoy deployed offshore of Galle 3.8 3.6 0.00 0.00

Lighthouse at a depth of 23 meters MSL. 3.6 3.4 0.00 0.00

According to that final report, the analysis of 3.4 3.2 0.00 0.00

wave recordings has clearly indicated that 3.2 3.0 0.00 0.00

mainly a swell wave dominated wave climate 3.0 2.8 0.00 0.00

had prevailed at Galle. Hence for the design, 2.8 2.6 0.00 0.00

only swell wave condition has been considered. 2.6 2.4 0.04 0.04
2.4 2.2 0.44 0.48
2.2 2.0 1.15 1.63
The report had provided two sets of wave
2.0 1.8 3.44 5.07
measurements collected for two different time
1.8 1.6 7.05 12.12
periods. Probability distribution tables of 1.6 1.4 10.27 22.39
significant wave height (Hs) for the above 1.4 1.2 10.01 32.40
periods are also provided. According to the 1.2 1.0 9.83 42.23
both data set it is obvious that a predominant 1.0 0.8 18.42 60.65
probability of occurrence lies between the wave 0.8 0.6 28.16 88.81
heights ranges of 0.4m to 2.2m. Hence it is safer 0.6 0.4 11.15 99.96
to adopt the upper limit of 2.4m-2.2m wave 0.4 0.2 0.04 100.00
height range as the design wave height.
Determining the design wave height is (b) from 1994 to 1995
governed by the two factors of safety and cost
effectiveness. The cost will increase (cost Source of dataset: Final Reports of Galle Wave
effectiveness decrease) while the safety Measurements prepared for Sri Lanka Ports Authority by
increases. Therefore an optimum situation can LHI Limited in the years of 1993 and 1995

3
According to the said report, the significant
wave heights and corresponding mean wave
periods are concentrated mostly in the
respective ranges of 0.4m – 2.8m and 4.8s. The
extent of records lies within this band almost
100 percent. This finding, which could be
regarded as a general pattern based on all data
collected in the seven year period starting from
1988 to 1995. Hence the mean wave period (Tm)
is taken as 4.8s for the calculation.
Wind direction is of great importance in
obtaining wave measurements since wind is a
major factor of wave. The predominant wind is
along the directions between southwest and
west, during the south west monsoon and
hence can be considered as 250° N, which
generates waves compatible with the selected
probability of occurrence.
4.2 Wave Transformation
Off shore measured data at 23m depth was
undergone to a wave transformation process to
get it transferred to the on shore. Those waves
with digitized bathymetry were transformed to
near shore using NSW mathematical model by
accommodating wave shoaling and refraction.
Then the results were justified through a hand
calculations as per given in the CIRIA/CUR
Manual and the Shore Protection Manual [9].
Orientation of bed contours can be
approximated to 130° N. Hence the angle of
incident wave will be 30°, when the
predominant wave direction is taken as 250° N.
Accordingly, it can be concluded that the waves
break at a depth of 2.9m (≈3.0m)with a breaking
wave height of 2.2m. The Breaker Index is
selected as 0.78. Incident wave angle changes
from 30° to 20° while undergoing the
transformation. Summary of wave
transformation is given below.
@ 23m depth On-shore
Hs (m) 2.4 2.2
Tm(s) 4.8 4.8
Direction 250° N
4.3 Hydraulic Parameters
The main hydraulic parameters such as design
still water level, wave run-up and wave run-
down, overtopping and scour are considered.
Design Still Water Level
For this purpose all the level values are referred
to the Mean Sea Level (MSL) established by the
Survey Department of Sri Lanka. The following
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factors mainly influence the water level
variations in the sea environment.
- Astronomical tide variations
- Storm Surge (both positive and
negative effects)
- Wind and wave set up (shallow water
effects)
- Sea level rise
The highest astronomical tide with respect to
MSL is considered as 0.47m. Having done the
adjustments for wind, wave setup and for the
storm surge, the design still water level is
finalized to +1.12m MSL. Potential rise in sea
level has not been considered as a critical
criterion in this design calculation.
Overtopping
Run-up is calculated to determine the
maximum crest level of the structure. Since the
proposed structure is extended around 15m
away from the concrete crown wall, 10%
Exeedance level is considered for run-up level
calculation, assuming that the estimated
overtopping will not affect the expected crest
utilisation. The crest level is maintained at
+4.0m MSL. Following equations given in the
CIRIA/CUR Rock Manual are used for
overtopping calculation;
Rm* = (Rc/Hs)√(sm/2π) …………….(1)
Qm* = a exp (-bRm*/r) …………….(2)
Qm* = {Q√(s/2π)}/√(gHs3) ……………(3)
Where
Rm* = Dimensionless freeboard
Qm* = Dimensionless overtopping discharge
Q = Estimated overtopping discharge
r = run-up reduction factor
Surprisingly there are very few data available
describing the overtopping. Since that several
assumptions have to be made with respect to
the proposed section.
 The run-up coefficient, r depends on
the type of construction. For this
instance, it has been decided to be 0.5-
0.6 range which is compatible to
rock/rip-rap with total layer thickness
greater than 2Dn50.
 Coefficients ‘a’ and ‘b’ used in equation
(1), are based on the generalised profile
for smooth and bermed seawalls
 (Figure 5). However the proposed
structure (Figure 6) comprises of two
berms which are above the MSL. This
kind of combination is not covered by
the CIRIA/CUR Rock Manual.
Therefore the calculated overtopping
discharge has to be subjected to further
explanation.
 The estimated overtopping discharge is
2350 l/s/m which is higher than the
recommended values for revetment
seawalls given in the CIRIA/CUR Rock
Manual. Calculation has been carried
out using the coefficients given for the
cases covered by Figure 5. There for the
actual overtopping for the proposed
structure is assumed to be lower than
that, since its berms are above MSL.
Figure 5 - Generalised profile for smooth and
bermed seawalls
The proposed section encounters the risk of
high overtopping. Having this risk in mind, it is
agreed to do the construction in two phases as a
precaution. The first phase will be the proposed
structure and the second phase will be the
addition for controlling overtopping which
only if it will be in a sever level.
4.4 Structural Parameters
Armour Sizes for Cover Layer
Basic function of the cover layer is to withstand
and dissipate the energy caused by waves on
the structure. The stability of the structure is
mainly governed by the cover layer. The level
of withstanding and dissipating energy
depends on the type of material used for the
cover layer. Rip rap and rock armours, concrete
blocks, concrete mattresses, asphalt and
gabions are some of the materials used for the
cover layer. The cover layer should be
permeable and the permeability should be
greater than that of the filter layer.
For determination of the armour sizes, Van Der
Meer formula is considered. It should be
5
decided whether the waves are plunging or
surging, prior to use the Van Der Meer formula.
Combination of several layers of rock in
different size ranges are used for the structure.
Each layer has its own particular function to
perform.
Van Der Meer formula for deep water condition
is separately used for two different wave
behaviours, plunging and surging. The
transition from plunging to surging waves is
determined by ξm and ξmc. ξm < ξmc for
plunging waves and ξm > ξmc for surging
waves.
ξm = tan(α)/√s …… (4)
ξmc = [6.2P0.31√(tanα)]1/(P+0.5) .…. (5)
Where
α Structure slope, 0.5
s Wave steepness, 2πH/gT2
P Permeability factor, 0.4 (for a structure
having a armour layer and a filter
layer)
From equation (4), ξm = 1.935
From equation (5), ξmc =3.7681 (>ξm) hence
plunging waves prevail
Hs/ΔDn50 = 6.2P0.18 (Sd/√N) 0.2 ξm-0.5 …..(6)
Where
Sd Damage level , 2 (the limit equivalent
to 'no damage' )
N Maximum number of waves, 7500
(after this number of waves the
structure has more or less reached an
equilibrium)
∆ Buoyant density of rock, (ρr/ρw)-1
From equation (6), Dn50 = 0.72m. Nominal
diameter and the layer thickness comprising
two layers of armour will be then ~1.44m.
However in practice, primary armour layer
thickness can be taken as 1.3m due to
interlocking of armours in two armour layers.
M50 Mass of one armour unit, ρr*(Dn50)3
Hence the weight of one armour unit is ~1.0t.
Accordingly, 1.0t- 1.5t range can be considered
as the armour for primary layer.
Under Layer or Filter Layer
Coastal structures normally constructed with
one or more Filter layers. For a good function of
the filter layer, smaller particles should not be
washed through the layer and filter stones
should not be washed through the armour. To
satisfy this criteria, the stone size of the under
layer beneath the cover layer, should be in the
range of 1/10 to 1/15 of the armour mass. A
filter should be more permeable than
underlying material, but less permeable than
the revetment cover layer.
Nominal diameter and the mass of filter layer
materials are given below;
Dn50F = Dn50A/2 =0.36 m,
Hence, M50F =150.00 kg
Nominal diameter and the mass of filter layer
materials are given below;
Dn50C = Dn50F/4 =0.09m
Hence, M50C =2.34 kg
Toe Protection
Toe protection for revetment is there for two
reasons; to provide support for the revetment
face and to prevent core material from sliding
failure and protect against sour and erosion at
the toe of the structure.
Toe protection can be provided in number of
ways. However the toe must be adequately tied
into the revetment cover layer to prevent
washing out of material. Since rock revetments
are generally not susceptible to local scour, 1m
thickness is allowed at a depth of 1.5m MSL for
toe protection.
Crest Protection
The crest is the top part of the revetment. Width
of the crest is normally determined either by
construction method (access on the core by
truck or crane) or by functional requirement
(road or crown wall on the top). Function of the
crest protection is to prevent damage as a result
of overtopping. Absence of proper crest
protection leads to instability or deformation of
the structure.
4.5 Construction Material
Stone Materials
All materials are obtained from sound gneiss
quarry stone or rock and have an apparent
specific gravity of not less than 2.6 t/m3 when
saturated and surface dry. The stones are
classified into several classes with respect to the
layer type. The rock material has be well-
graded quarry stone, rough and angular in
6
shape with the greatest principal dimension not
exceeding 2½ times the least dimension.
There is one major quarry about 2okm away
from the construction site. It supplies boulders.
In addition, there are several quarries which are
supplying rock materials suitable for both filter
and core.
Geotextile
Geotextiles are often used as a separation layer
between fine under-lying materials and a
granular filter layer. This prevents punching of
granular material into the sub soil. In order to
ensure effective filter performance, two basic
criteria must be met by a geotextile, pores
should be small enough to prevent excessive
loss of fines, and the geotextile should be
permeable enough to prevent build- up of
excessive hydraulic pressure within the under
lying material.
4.6 Design Life of the Structure
Most revetment systems will have been
designed and constructed for a specific design
life depending on the function of the revetment.
The design life will also be selected based on
economic factors such as the cost of
replacement. The elements of the revetment
should have adequate durability to last the
design life of the structure.
For this particular case, design life of 20 years
has been selected which gives 30% probability
of exceedance during a return period of 50
years. The graphs given in the BS 6349 Part 7 [1]
and the Revetment Design Manual [6], give the
relationship among those parameters. Wave
climate is consequently decided based on that.
5. Practical Design Aspects and
Expected Outcomes
The proposed revetment will be constructed
over the existing revetment and hence extended
to sea about several meters. It is a berm type
structure with a slope of 1:2 and the crest level
of +3.85m MSL. It backs up the series of pre-
cast concrete wall element which are having the
top level of +4.00m MSL. The structure is
protected by a toe and further strengthened
against settlements by providing a Geotextile.
All these combination contributes to attenuate
the wave overtopping.
Towards the land side, 3m wide walk way has
been provided for pedestrians and it is
followed by another turfed area. The existing
road side drain, manholes and the storm water
outlets are redesigned and repaired in such
away that to compatible with the levels of the
Sea Side
Figure 6 - Proposed Revetment Cross Section
new terrain. Dispersion points of all the storm
water outlets are extended through the
revetment towards the sea. Now the new
dispersion points are much beyond than what it
were in previous hence the outlet blocking will
not be expected in future.
The walk way provides pedestrians for passing
along and they can spend time leisurely at the
turfed area. They can enjoy themselves with the
incredible panorama around the bay which
surrounded by the Galle historical fortress and
the Rumassala nature reserve. With the Gall
Port development, about 800m offshore
breakwater will be constructed to maintain the
harbour tranquillity. It will further ensure the
calmness of the bay. In that scene the berm at
+2.1m MSL will be expected to improve as a
marine walk way. In addition, there will be a
possibility to develop this bay in such a way
that to allocate more marine activities such as
yacht marinas, boat riding, etc. This possibility
has been considered as provisions for future
developments in phase two.
6. Method of Construction
Construction of the proposed improvements for
the revetment has already commenced in mid
2008. Since the area is highly occupied with
number of commercial, transport, sport and
tourist activities, it is extremely difficult to
handle the construction methods. It restricts the
space and complicates the interactions. In such
7
a situation Coast Conservation Department
who the client of the project handled the
situation very carefully.
Construction was started from the Galle
fortress end and continued towards the port
end. Quarries are available near to the
construction site and as well as from far away
quarries, but the space for stock piles was
restricted. Since that placing of armours had to
be done at the same time of the armour arrival
to the site. This process was highly depended
on the skilfulness and the efficiency of the
workers.
The methods adopted were not that modern
but the usual way of carrying out the other
coastal structures constructions. The existing
rock boulders were partly removed in order to
prepare access path to machines (back hoes). Al
most all the constructions were carried out in
the low tide condition. Toe was laid first on top
of the geotextile. Sometimes divers had to be
assisted in particularly the depth were not
accessible by the machines. Secondary layer of
quarry stones were then places on top of the
existing surface of the structure. Levelled
surface of the secondary layer (+0.8mMSL) was
used as the working platform for the
downward primary layer construction. Then
the levelled surface of the primary layer was
used as the working platform for the
construction of the upper part of the primary
layer. Likewise the construction was carried out
by two back hoes simultaneously. Figure 7 and
Figure 8 show steps during construction and
views after construction respectively.
At present the entire structure has been
completed and is being utilised successfully.
Construction was completed during nine
months. The construction cost was nearly LKR
75 millions which was provided by ADB as a
loan basis.
Figure 7 - During Construction
Figure 8 - Views after Construction
7. Conclusion
At present, overtopping is fully controlled by
the proposed berm revetment, hence confirms a
secure and uninterrupted traffic flow along the
Galle Marine Drive. The structure is well
supported by introducing a toe and the stability
is further confirmed by providing a geotextile.
The proposed revetment provides more space
for pedestrians and recreational activities.
Drains and culverts are re-designed to new
levels and capable of providing an undisturbed
8
flow for the storm water capacity within the
area. Sand accumulation will be expected at one
end of the structure which could be
accommodated for fishing activities in the
future. Holistically it can be said that the
performance will be enhanced by the proposed
design
Acknowledgement
The Galle Marine Drive Rehabilitation was
implemented by the Tsunami Affected Area
Rehabilitation Project (TAARP), funded by
Asian Development Bank, where the
Department of Coast Conservation is the client.
My gratitude goes to the Project Director-Eng.
Nissanka Perera, Chief Engineer-Mr.
K.D.D.Wijewardhana for giving me this
opportunity. I extend my sincere thanks to Mr.
B.Wickramarachchi Senior Engineer, Research
and Design Division, CCD, for his guidance
and invaluable suggestions for the completion
of this design.

References

1. BS 6349-7 Maritime Structures, Part 7: Guide

to the design and construction of
breakwaters,1991

2. CIRIA/CUR Manual on the use of rock in

coastal and shoreline engineering,1991,
Construction Industry Research and
Information Association, Centre for Civil
Engineering Research and Codes.

3. Coastal Engineering Manual, June 2006, U.S.

Army Corps of Engineers

4. Final Report Galle Wave Measurments,1993,

Lanka Hydraulic Institute Ltd.

5. Final Report Galle Wave Measurments,1995,

Lanka Hydraulic Institute Ltd.

6. Kirsty McConnell, 1998, Revetment systems

against wave attach, A design manual,
Thomas Telford

7. Proceeding Seminar on Filters in Coastal

Structures, CCD-GTZ Coast Conservation
Project, 1989, Colombo, Sri Lanka.

8. Scheffer,H-J., Fernando,K.R.M.D. and

Fittschen,T., 1994, Directional Wave Climate
Study South-West Coast of Sri Lanka, Report
on the Wave Measurements Off Galle.,
Colombo, Sri Lanka.

9. Shore Protection Manual, 1984, Department of

the Army, U.S. Army Corps of Engineers,
Washington.

Bibliographies

1. Karsten Mangor, Shoreline Management

Guidelines, April 2001, DHI Water &
Environment, Denmark.

2. William Kamphuis, J., 2000, Introduction to

Coastal Engineering and Management, World
Scientific Publishing Co. Pvt. Ltd, Singapore.