PROJECT Rehabilitation, Strengthening and four Laning of Chenani to Nashri Section of NH-1A, from km 89.00 to km 130.

00 (new alignment) including 9 km long tunnel (2 lanes) with parallel escape tunnel, on BOT (Annuity) basis, on DBFO Pattern in the State of Jammu & Kashmir (Package no. NHSP Phase-II/BOT/V/J&K)

Chenani Nashri Tunnel

Road Works, Culverts and Bridges DESIGN BASIS REPORT

Doc. No. I1007-GDE-ENG-C-REP-2000 - Rev A 11 February 2011

Rev. A B O Modifications:

Preparation Name Sign.

Verification Name Sign. Name G. Carrieri

Approval Sign. Date 11/02/2011

TABLE OF CONTENTS
GENERAL PAGE NO.

1.0

Introduction

2.0

Bridge Structures 2.1 Description of the Structure 2.2 Codes & References 2.3 Loading 2.4 Structural Analysis & Design 2.5 Durability and Maintenance Considerations 4 5 6 7 9

3.0

Approach Roads 3.1 Description of Proposed Roads 3.2 Codes & References 3.3 Design Traffic 3.4 Design Vehicle 10 10 11 12 12

3.5 Design Standards To Be Adopted For Approach Roads 3.6 Pavement Design 3.7 Road Signs & Markings 3.8 Highway Lighting 3.9 Tree Plantation 3.10 15 16 17 17 Utilities

17

4.0

Toll Plaza 4.1 Introduction 4.2 Design and Layout of Toll Plaza 4.3 Pavement at Toll Plaza Area 18 18 24

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4.4 Traffic Signs 4.5 Road markings 4.6 Drainage 4.7 Lighting 4.8 Toll Plaza Complex 4.9 User Facilities at Toll Plaza Complex 4.10

24 24 24 24 25 26 26

Codes and References for Toll Plaza Buildings

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1.0 INTRODUCTION
The following design brief describes the design guidelines, criteria and standards to be used in the detailed design of the roads, culverts and bridges on the approaches of the Chenani Nashri Tunnel. The Chenani - Nashri Tunnel is proposed to cross the Patnitop range in approx. station km 89 to km 130 in the section between Udhampur Banihal section of the existing NH-1A in the state of Jammu& Kashmir.

2.0 BRIDGE AND CULVERTS STRUCTURES

2.1 DESCRIPTION OF PROPOSED STRUCTURES
There are 2 nos proposed bridges in the approach roads of the main tunnel. 1 no. bridge is at the North Portal location and the other is at the South Portal location. As per Appendix B VII of Schedule-B of Concession Agreement (CA) document, details of the proposed bridges are the following. Span Arrangement 1 x 50 m 1 x 40 m Formation Width (m) 9.5 9.5 Type of Superstructure PSC Box Girder PSC Box Girder Type of Substructure RCC Box Type RCC Box Type Type of Foundation Open Open

In CA document, both bridges are proposed to be right/straight span. However, proposed road alignment and the stream cross in skew angle of around 40 deg at both the proposed bridge locations. In that case right/straight bridges are not appropriate. Hence it is proposed both bridges to be skew so that alignment of the abutments is kept parallel to the nallah. In soft ground conditions, RCC box type consisting of longitudinal and transverse walls filled with granular materials shall be adopted as per CA document. The abutment shall be founded on rock. Where the abutments are in rock, a conventional abutment shall be adopted. As per Appendix B VIII of Schedule-B of Concession Agreement (CA) document, details of the proposed culverts in the approach roads shall be as follows: Type of Culvert Conc. Box Conc. Conc. Conc. Conc. Conc. Conc. Box Box Box Box Box Box No. of cell Single Single Single Single Single Single Single Width (m) 2.0 2.0 2.0 2.0 3.0 4.0 3.0 Height (m) 3.0 2.0 2.0 2.0 3.0 4.0 3.0

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2.1.1 STRUCTURAL FORMS

The following structural systems shall be considered for the bridges: a) Superstructure Cast-in-situ (Post-Tensioned) Box Girder / Pre-stressed T Girders / Steel Composite i.e. Concrete Deck on Steel I-Beams RCC Box type Abutments and conventional foundation.

b)

Substructure

A comparative study will be undertaken to select the most suitable options. For culvert structures, RCC single cell box type shall be proposed resting on raft foundation. 2.2 CODES & REFERENCES The design of various components of the bridge will follow provisions of IRC/IS Codes listed below. Wherever IRC code is silent, reference shall be made to other Indian/International codes and standards such as British Standard Institute (BSI), AASHTO etc and the priority of use shall be in the same order as mentioned above. IRC: 5-1998 IRC: 6-2000 IRC: 18-2000 IRC: 21-2000 IRC: 22-1986 IRC: 24-2000 IRC: 40-2000 IRC: 78-2000 IRC: 83-2002(Part-III) IRC: SP: 13 IRC: 89-1997 IS: 6403-1981 IRC: SP: 73-2007 IRC: SP: 84-2009 Standard Specifications and Code of Practice for Road Bridges, Section I General Features of Design. Standard Specifications and Code of Practice for Road Bridges, Section-II Loads and Stresses. Design Criteria for Pre-stressed Concrete Road Bridges (Post Tensioned Concrete) (Third Revision). Standard Specifications and Code of Practice for Road Bridges, Section-III Cement Concrete. Standard Specifications and Code of Practice for Road Bridges, Section-VI Composite Construction Standard Specifications and Code of Practice for Road Bridges, Section-V Steel Road Bridges. Brick, stone and block masonry Standard Specifications and Code of Practice for Road Bridges, Section-VII Foundation and substructure (Second Revision) Standard Specifications and Code of Practice for Road Bridges, Section-IX Bearings, Part II: POT PTFE Bearings Guidelines for the design of small bridges and culverts Guidelines for river training and control works Indian Standard code of practice for calculation of Bearing Capacity for Shallow foundations Manual of Specifications and Standards for Two Laning of Highways through PPP. Manual of Specifications and Standards for Four Laning of Highways through PPP.

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2.3 LOADING
According to IRC: 6-2000 the load types to be considered acting on the bridge are the following:

2.3.1 Dead Load (DL)

Unit weight for dead loads calculation shall be considered by adopting unit weights as per IRC: 6 2000. For PSC structure, unit weight of concrete shall be taken as 2.5 t/m 3. For Steel Girders, unit weight shall be taken 7.85 t/m3.

2.3.2 Super Imposed Dead Load (SIDL)

Unit weight for superimposed dead load shall be in conformity with IRC: 6 2000. For calculating the dead weight due to wearing coat, thickness of 100mm shall be taken considering future overlay.

2.3.3 Live Load (LL)

1 lane or 2 lanes of Class A / 1 Lane of Class 70R conforming to IRC 6-2000 shall be considered in analysis and whichever produces the most adverse effect shall be considered in the design.

2.3.4 Temperature loading & Temperature Gradient

The Climatic Condition shall be assumed to be MODERATE. The temperature variation of +/- 25 Deg. shall be considered. The temperature gradient shall be considered as per IRC: 6 - 2000.Coefficient of thermal expansion 11.7x10-6/C as per IRC: 6-2000. Poissons Ratio = 0.15 Modulus of Elasticity as per Table 8 of IRC: 21-2000.

2.3.5 Shrinkage and Creep

For differential shrinkage and creep stress calculations the following parameters shall be considered. (As per Explanatory Hand Book to BS 5400 by L. A. Clark). Differential shrinkage strain = 2.00E-04. Creep Factor = 0.43 For shrinkage strain 50% reduction of Youngs modulus shall be considered for creep factor.

2.3.6 Braking Force

Braking force shall be calculated considering different load combinations as stated in the Live Load paragraph. The braking forces for multi/single lane vehicle for successive trains shall be considered as per IRC: 6 2000.

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2.3.7 Seismic Loading

Seismic Load shall be considered as per Clause 222 of IRC: 6 2000. The project is located in seismic zone IV. It is proposed to design the bridges for seismic forces as mentioned in modified clause 222 of IRC: 6-2000.

2.3.8 Earth Pressure Forces

Structures designed to retain earth fill shall be proportioned to withstand pressure calculated in accordance with Coulombs theory, subject to modification such that the centre of pressure exerted by the backfill, when considered dry, is located at an elevation of 0.42 of the height of the wall above the base instead of 0.33 of that height. However structure shall, be designed to withstand a minimum horizontal pressure that exerted by a fluid weighing 480 kg/cum.

2.3.9 Gradient
Bridges shall be proposed on the same gradient as the adjacent road. If bridges are provided at the change of grade, the profile of the vertical curve may be accommodated by changing the thickness of the wearing coat. If the thickness of wearing coat comes more than limiting thickness, the gradient shall be accommodated in varying deck slab thickness but keeping surface of the bearing under bridge horizontal.

2.3.10 Condition of Exposure

Since the project location is far away from marine environment, a moderate condition of exposure shall be adopted.

2.3.11 Load Combination

As per clause 202.3 and table 1 of IRC: 6 2000 for combination of loads and forces and permissible increase in stresses, load combination shall be adopted for working out stresses in members for checking against allowable stresses given in IRC: 21-2000.

2.4 STRUCTURAL ANALYSIS & DESIGN

2.4.1 Method of Analysis for longitudinal Girders The analysis of the PSC T-Girder / Steel I-Girder / Box-Girder for longitudinal flexure shall be carried out using Grillage/Single Beam model in STAAD Pro/RM Bridge software on the following basis: For the design of the longitudinal girders, stresses and moments shall be determined at an interval of every L/8, L being the span of the bridge. Idealized members in grillage along the longitudinal direction shall be along the longitudinal beams and at the ends. Transverse members of the grillage other than the Cross-diaphragm shall be modeled as slab elements. 2.4.2 Method of Analysis for Cross Diaphragms The analysis of the Cross Diaphragm shall be carried out on the following basis: The Intermediate cross girders shall be designed as a continuous beam supported on the longitudinal girders. The end cross Diaphragm shall be designed for the jack up condition.
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2.4.3 Section Properties The effective flange width calculation for determination of sectional properties for the longitudinal girders and cross diaphragm shall be done in accordance with IRC: 21 -2000. The longitudinal T-Girder members shall have negligible torsion carrying capacity (i.e. very small torsional moment of inertia shall be assigned for the members). 2.4.4 Method of Analysis for deck slab The deck slab shall be designed as a continuous one-way slab supported on the longitudinal girders with cantilever overhang beyond the girders. Live load effects shall be taken based on effective width method. 2.4.5 Substructure & Foundations Abutment foundations shall be open /raft type resting on rocks under RCC box or conventional type substructure. Abutments shall be filled with granular fill material as per specification given in Appendix-6 of IRC: 78- 2000. 2.4.6 Pre-stressing Effect Basic design assumptions relating to Pre-stressing:

It is proposed to use 19T15 cables conforming to Class 2 of IS14268 (low relaxation strands) with corrugated HDPE sheathing for pre-stressing. Values of friction and wobble coefficient (u and k) for pre-stressing strands shall be considered as u = 0.17 and k = 0.002. Relaxation losses shall be computed considering relaxation loss of 2.5% at 0.7 UTS and 0% at 0.5 UTS for intermediate values, linear interpolation shall be done. Ultimate resistance of the T-Girder/Box-Girder in flexure shall be checked against yielding of steel and against crushing of concrete as per Cl-12 of IRC: 18. Maximum jack pressure shall be considered as 75% of ultimate force. For calculation of maximum shear stress as Cl.14.15 of IRC-18, Depth db shall be taken as 0.8d or deff which ever is greater. Section cracked or uncracked in flexure shall be decided on the basis of whether the maximum ultimate capacity in shear is governed by cracked or uncracked capacity. Where uncracked capacity governs the relief due to pre-stressed force shall be added to the shear capacity of the section obtained based on CL. 14.15 of IRC: 18. The stresses shall also be checked for 20% higher time dependent losses like creep shrinkage, relaxation etc. as per Cl. 7.2.4 of IRC: 18. Duct diameter (Internal) shall be considered as 110mm. Clear cover protecting Cable from the nearest concrete surface shall be kept as 75mm as per IRC: 182000.

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2.5 DURABILITY & MAINTENANCE CONSIDERATIONS

2.5.1 Design for replacement of bearings The end cross Diaphragm shall be designed for the jack up position for replacement of bearings 2.5.2 Materials M-45 (Cube strength) grade of concrete for both T- Girder/ Box Girder, Deck slab and Crash Barrier shall be used. M-35 (Cube strength) grade of concrete shall be used in Substructure & Foundation. All PCC leveling course shall be M-15(Cube strength) grade. HYSD bars (Grade Fe 500) conforming to IS: 1786 shall be provided. Pre-stressing 19T15 cables conforming to Class 2 of IS: 14268 (low relaxation strands) with Corrugated HDPE sheathing shall be provided. Structural steel conforming to high strength of yield stress 350 MPa as per IS 2062 shall be provided, The minimum cover to reinforcement shall be determined from the recommendations of IRC: 21-2000 taking into account the local environmental conditions. The increase in detailed cover compared with the nominal cover as specified in the above code allows for assessed variation in construction tolerance. Following clear cover shall be adopted for various components: Element Clear Cover to reinforcement Superstructure Crash Barrier Substructure & Foundation 40mm 40mm 50mm

2.5.3 Drainage Provisions Drainage spouts shall be placed at distance not greater than 6m centre to centre on both sides of deck or not greater than 3m centre to centre if provided on one side only as per Standard Plans of Highway Bridges by Ministry of Surface Transport.

2.5.4 Expansion Joints

Strip seal type of expansion joint is proposed for PSC Box /T-Girder/Steel composite type superstructure.

2.5.5 Emergency Cables/Strands

In addition to the design requirements, additional cables/strands shall be symmetrically placed in the structure so as to be capable of generating pre-stressing force of about 4% of the total design pre-stressing force in the structure. Only those cables which are required to make up the deficiency shall be stressed and the remainder pulled out before the duct hole shall be grouted.

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3.0 APPROACH ROADS

3.1 DESCRIPTION OF PROPOSED APPROACH ROADS
Scope of work includes approx. 1.90 km (approx. 1.55 km 4-lane and approx. 0.35 km 2lane) length of proposed four/two lane roads in north and south bound approaches of the main tunnel. Two lane roads are proposed outside the tunnel, between tunnel portals and the proposed bridges near north and south portals. Rest of the road beyond Toll Plaza at South side shall be four lanes with slope protection on hill side and retaining walls/RE walls on valley side. Flexible pavement shall be proposed for the approach roads except around the Toll Plaza locations where rigid pavement shall be provided as per the provision of the 4-laning Manual (ref. Schedule D of CA document). The existing road (2-lane, bidirectional) shall be utilized to accommodate the local traffic in the area as well as over-sized and other vehicles which are not suitable for tunnel operation. The existing carriageway near the tunnel approaches at north and south portal shall be rehabilitated with minor improvements of both horizontal and vertical alignments.

3.2 CODES & REFERENCES

The list of IRC Codes (latest revisions) given below will serve as a guide for the design of approach roads. IRC: 73-1980 IRC: 81-1997 IRC: 37-2001 IRC: 52 -2001 IRC: 58-2002 IRC: 35-1997 IRC: 65-1976 IRC: 67-2001 IRC: SP: 41-1994 IRC: SP: 42- 1994 IRC: SP: 48- 1998 IRC: SP: 73-2007 Geometric Design Standards for Non-Urban Highways. Guidelines for Strengthening of Flexible Road Pavement using BBD Technique. Guidelines for the Design of Flexible Pavement. Recommendations about the Alignment Survey and Geometric Design of Hill Roads. Guidelines for the Design of Plain Jointed Rigid Pavement. Code of Practice for Road Markings. Recommended Practice for Traffic Rotaries. Code of Practice for Road Signs. Guidelines for Design of At-grade Intersections in Rural and Urban Areas. Guidelines on Road Drainage. Hill Road Manual. Manual of Specifications and Standards for Two Laning of Highways through PPP.
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IRC: SP: 84-2009 Manual issued 11/03/2008

Manual of Specifications and Standards for Four Laning of Highways through PPP. Manual of Specifications and Standards for Four Laning of National Highways through PPP (as mentioned in Annex- I : Schedule D of CA).

3.3 DESIGN TRAFFIC

The highway section between Chenani and Nashri is part of NH-1A which connects Jammu to Srinagar via Nagrota, Udhampur, Batot, Ramban, Khanabal, Awantipur and Pampore in the state of J&K. The project road section traffic volume for base year 2004 (surveyed in June 2004) has been indicated in Schedule A, Appendix A III. The data is assumed as AADT figures and are as follows: nCar/Jeep/Va Trucks 2-Axle Truck Military 293 BusStandard

Trailer Truck

Military Jeep

3-Axle Truck

Military Bus

109

1489

322

371

140

2293

54

10

81

135

11801

Traffic data is also available in Preliminary Ventilation Design Report as below. Vehicle type YEAR Car/Jeep/ Vans Two Wheeler Three Wheeler Mini-Bus Bus Tempo / L.C.V. 2-Axle 3-Axle Trailers Tractor with trailers Military Jeep Military Bus Military Truck Military Trailer Total motorized vehicles LV (Light Vehicles) HGV (Heavy Goods Vehicles) AADT 2020 1787 533 85 695 446 295 3296 77 13 20 98 162 348 105 7960 3493 4467 2030 2843 848 135 1106 709 539 6028 141 24 37 155 258 637 192 13652 5626 8026

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Total PCU

2-wheeler

Mini bus

LGV

The predicted annual average daily traffic (AADT) in vehicles/day (both directions) also given in the Preliminary Ventilation Design Report as: Year 2020 2030 AAD T 7989 1368 1

The hourly peak traffic is assumed to be 11% of the AADT in the Preliminary Ventilation Design Report. Year 2020 2030 Hourly peak traffic, both directions 876 veh/h 1502 veh/h Hourly peak traffic, per direction 440 750

The traffic data available in DPR document prepared by LBG on behalf of NHAI is as follows: The projected commercial traffic figures for (base year 2004) are 3285 commercial vehicles per day in each direction. These figures at the end of the 15 year design life in 2024, which includes the 3 year construction period, increases to 6248 commercial vehicles per day. The total number of vehicles, including non-motorized vehicles, rises from 5389 in 2005, to 11527 in 2028. Based on the project traffic there will therefore be more than 100% increase in traffic using the NH-1A Udhampur to Banihal section by the year 2028. The design of the road and toll plaza components shall be based on the above traffic data but the same may be validated by current traffic study data carried out during the design period.

3.4 DESIGN VEHICLE

For the design of road geometry and rotary junctions, Large Semi Trailer (WB-15) type vehicle is considered (ref. IRC: SP: 41-1994 : Guidelines for design of at-grade intersections in rural and urban areas). The minimum turning radius of WB-15 is 13.71m.

3.5 DESIGN STANDARDS TO BE ADOPTED FOR APPROACH ROADS

3.5.1 Design Speed For Mountainous Terrain For Steep Terrain 3.5.2 Roadway Width -For four carriageway lane dual 8.5 m (7.0 m - carriageway + 0.5 m - shyness + 1.0 m - paved shoulder) x 2 sides = 17.0 m 1.5 m Median (minimum) Total Roadway width = 18.5 m (minimum) Same as roadway width
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Ruling Design Speed = 50 km/h Minimum Design Speed = 40 km/h Ruling Design Speed = 40 km/h Minimum Design Speed = 30 km/h

-On Cross-Drainage structure

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-For 2-lane carriageway 3.5.3 3.5.4 Shoulder Width Raised Median Width (As per IRC: 73-1980) Camber / carriageway Cross-fall

9.5 m (7.5 m - carriageway + 1.0 m - paved shoulder on both sides) 1.0 m Paved Shoulder on both sides Min. desirable width = 4.5 m, The width can be minimum 1.5 m where land is restricted or warranted due to geometrical constraints of 2.0 percent

3.5.5

3.5.6 3.5.7

Cross-fall at Toll Plaza area 0.5 percent Camber / Cross-fall for Paved Same as carriageway i.e. 2.0 percent Shoulders Safe Stopping Sight distance For Design speed 30km/h 30 m For Design Speed 40km/h 45 m For Design Speed 50km/h 60 m Intermediate sight distance Maximum super elevation For Design speed 30km/h 60 m For Design Speed 40km/h 90 m For Design Speed 50km/h 120 m 7.0 percent

3.5.8 3.5.9 3.5.10

Radii (in m) beyond which Design Speed Camber (%) super-elevation is not required. (Km/h) 2.5% 2% 30 160 200 40 280 350 50 450 550 Radii of horizontal curves For Mountainous terrain For Steep Terrain Ruling Minimum =50m Absolute Minimum =30m Curve Radius. 25 30 40 50 55 70 90 100 125 150 170 200 400 500 For Design Speed 50 40 30 NA 30 NA 25 40 20 40 20 NA 15 80 5525 45 25 15 45 20 15 35 15 15 30 15 15 25 15 NR 20 15 300 15 NR 15 NR Ruling Minimum =80m Absolute Minimum =50m

3.5.11

3.5.12

Minimum Transition Length (meters) for different speeds (km/h) and Curve radii (meters)

15

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3.5.13

Methods of attaining super-elevation i) The super-elevation shall be attained gradually over the full length of the transition curve so that the design super-elevation is available at the starting point of the circular portion. In case where transition curve cannot be provided for some reason, 2/3 super-elevation may be attained on the straight section before start of the circular curve and the balance 1/3 on the curve. ii) For Super-elevation at culverts in curve, the top surface of the wearing course of culverts should have same cross profile as the approaches; the super-elevation may be given on the abutment keeping the deck slab thickness uniform as per design. Notes on Horizontal Alignment: Codal provisions of IRC:73-1980, IRC:SP:48-1998 and 4-laning manual pertaining to horizontal geometry of the 4-lane highway may not be strictly followed as the proposed road alignment follow an alignment nearly parallel to the existing 2-lane road on the hill side. Extra width of Radius of curve (m) 21-40 41-60 61-100 101-300 > pavement at 300 Horizontal Curves Extra width (m) 1.5 1.2 0.9 0.6 Nil (For 2-Lanes) i) Extra width shall be given by increasing the width at uniform rate along transition curve & full width given along circular curve. ii) Entire widening shall preferably be provided on inside of the curve Gradients of road Mountainous terrain and steep terrain more than 3000 m above MSL Ruling Limiting Exceptional -5% -6% -7%

3.5.14

3.5.15

Note

3.5.16

3.5.17 Note:

Gradients of Toll Plaza area

The vertical gradient of the road at toll plaza area shall be kept maximum 0.5%.

General notes on Vertical Alignment: i) Broken-back grade lines, (i.e. two vertical curves in the same direction separated by a short tangent) shall be avoided due to poor appearance and preferably replaced by a single long curve. ii) Decks of small CD structure (i.e. culverts & bridges) shall follow the same profile as the flanking road section, with no break in the grade line. iii) The grade compensation at curves shall be calculated by the following formula Grade compensation (%) = (30+R) / R subject to maximum value of 75/ R where R is the radius of curve. Grade compensation is not necessary for gradient flatter than 4%, when applying grade compensation correction, the gradient need not be eased beyond 4%. Minimum length of Vertical For design speed up to 35km/h -15m Curves For design speed 40km/h 20m For design speed 50km/h 30m

3.5.18

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3.5.19 3.5.20

Maximum grade change not For design speed up to 35km/h 1.5% requiring a vertical curve For design speed 40km/h 1.2% For design speed 50km/h 1.0 % Drainage Standards a) Minimum gradient for longitudinal drainage is 0.5 % if the side drains are lined & 1.0 percent if unlined. b) Provision of Catch Pit along with Cross drainage structure shall be provided to capture the hill water. c) d) Drain shall be provided on either side depending upon the cross slope of road. Proper arrangement for drainage of median shall be provided. In super-elevated sections, proper arrangement for drainage of the raised carriageway and median shall be made without allowing water to drain on the other carriageway. Catch water drains shall be provided on the hill slope above cutting to collect and remove surface water run-off from upper reaches. As the project area does not fall under the Water Crisis Area notified by Central Ground Water Board, rain water harvesting structure need not to be provided at the toll plaza area and service buildings.

e)

f)

g)

3.6 PAVEMENT DESIGN

The following types of pavements shall be designed: i) Overlay design of the existing flexible pavement ii) Design of flexible pavement of the new carriageway iii) Design of rigid pavement in toll plaza area 3.6.1 Benkelman Beam Deflection Test Results and Pavement Condition Survey data shall be used to determine the strength of existing flexible pavement. The thickness of overlay shall be proposed in accordance with IRC: 81 1997. Design MSA shall be taken for 10 years design life. 3.6.2 Design of new flexible pavement shall be done on the basis of the cumulative number of standard axles on the pavement determined from Traffic Projections and Axle Load Survey Data. The recommendations of IRC: 37 - 2001 (Code of practice for design of flexible pavement) shall be followed. Design MSA shall be taken for 15 years design life. 3.6.3 Design of new rigid pavement should be done on the basis of the recommended design procedure of IRC: 58 - 2002 (Code of practice for design of rigid pavement). Design MSA shall be taken for 30 years design life.

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3.6.4 The pavement design data and proposed thickness available in DPR document prepared by LBG on behalf of NHAI is as follows The composition of the new pavement is as given below (Design Life = 15yrs, MSA = 31, Design life 10yrs, MSA = 19). BC - 40 mm DBM - 75 mm WMM - 250 mm GSB - 200 mm Total - 565 mm Wherever the rock base is encountered, the leveling course work will be done with GSB layers and the GSB layer as such shall not be provided. The design of the pavement shall be based on the available traffic data but the same may be validated by current traffic study data carried out during the design period.

3.7 ROAD SIGNS & MARKINGS (ROADSIDE FURNITURES)

Road signs and markings shall be proposed as per IRC: 67-2001 and provisions of the manual. The major types of road signs proposed at the approach roads are as follows: Cautionary/Warning Signs Median Opening Steep slope Junction Height and Width restrictions Start/End of dual carriageway Sharp curve Chevron sign at curves Falling rocks Mandatory/Regulatory Signs Height and Width restrictions Speed Limits Chevron sign at curves Informatory Signs Advance Direction/ Destination Sign Reassurance sign Toll Plaza signs Facility information NH Route marker The signs shall be either of GI Pipe supported type or gantry and cantilever types based on the size, location and visibility.
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Road markings shall be proposed as per IRC: 35-1997 and provisions of the manual. The major types of road markings proposed at the approach roads are as follows: Carriageway markings Intersection markings Arrow markings Other road furniture proposed on the approach roads are: Roadway indicators Hazard markers Object markers Guard post on hill side drain Road side safety barriers on valley side Kilometer stones Hectometer stones

3.8 HIGHWAY LIGHTING

Apart from the lighting at the Toll Plaza and tunnels, the approach road will be provided with highway lighting over 500m length from both ends of the toll plaza area on both carriageways. The height, overhang and spacing of the poles shall be as per manual.

3.9 TREE PLANTATION

As per the provisions of the manual, shrubs of height not exceeding 1.5m shall be planted and maintained along the median to cut-off head light glare from traffic coming from opposite direction. No median plantation shall be provided at the approaches to median openings.

3.10 UTILITIES
The provision for underground utility ducts shall be kept in the median as there is limited space on hill and valley sides. In the toll plaza area, the tool booths, electrical and mechanical facilities, user facilities and administrative building shall be connected with underground utility cables and ducts for proposed and future provisions.

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4.0 TOLL PLAZA

4.1 INTRODUCTION
Chenani Nashri Tunnel is proposed to cross Patnitop range in approx. station km 90 to km 130 between Udhampur - Banihal section of the existing NH-1A in the state of Jammu and Kashmir. Toll Plazas shall be provided at both ends of the tunnel as decided by IC/NHAI for collection of toll/fee as per the Concession Agreement. The fee collection system shall be speedy, efficient and user friendly. The design of the Toll Plazas should be such that they are aesthetically pleasing and efficient and the fee collection staff should be quick, courteous and adequately trained before deployment. Tolling system shall be designed, considering the number of entry/exit locations and expected traffic during horizon period and their travel pattern on the proposed 4-lane highway. The critical components of tolling system are toll collection system, equipment for toll collection, hardware, toll plaza along with user based facilities and maintenance. The toll collection system, collecting equipment, hardware, and the requirements of tollbooths and other appurtenances at plaza complex are briefly outlined in the following paragraphs.

4.2 DESIGN AND LAYOUT OF TOLL PLAZA

4.2.1 LOCATION OF TOLL PLAZA Toll plaza location is one of the most important aspects of any toll scheme. The key factors that govern the optimum location of toll plaza are: Land availability Smooth entry and exit of traffic to toll plaza Visibility to the approaching traffic Away from developments, intersections and congestion prone areas Minimum traffic diversion from project road to surrounding road network Efficient toll collection Local issues and local toll able traffic Compatibility with National Toll Policy Engineering issues As the project road is in hilly terrain, the availability of space and its maximum utilization will be the governing factor for finalizing the toll plaza location for north and south bound traffic. As space is limited a staggered type design at both ends of the tunnel for the toll plaza for north and south bound traffic is initially recommended. 4.2.2 LAND FOR TOLL PLAZA As per the Manual the toll plaza land should be acquired to permit the provision of toll lanes for projected peak hour traffic of 20 years subjected to a minimum of 16 toll lanes. As the toll plaza area is in the hilly terrain careful analysis shall be carried out to maximize the possibility to adhere to the manual provisions. The other major aspect in this project is that the proposed tunnel is 2-lane only. Thus while proposing the land for the toll plaza the same will be considered and discussed with NHAI/IC.
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4.2.3 LAYOUT AND DESIGN OF TOLL PLAZA Toll plazas shall be designed for projected peak hour traffic of 20 years. The stage construction of toll plaza in respect of number of toll lanes shall be allowed. If at any time, the queue of vehicles becomes so large that the waiting time of the user exceeds three minutes, the number of toll lanes shall be increased so that the maximum waiting time is brought down to less than three minutes. The layout shall provide for future expansion of toll lanes. However, other structures as envisaged in the Concession Agreement shall be provided at the initial stage itself. The toll plaza being located in the hilly terrain, the horizontal and vertical geometry shall critically consider at the toll plaza area. A mild vertical gradient of 0.5% shall be kept at the toll plaza area, to facilitate stop-and-go conditions of vehicles standing in queues at the toll plaza area. 4.2.4 NUMBER OF LANES AT TOLL PLAZA The total number of toll booths and lanes shall be such as to ensure the service time of not more than 10 seconds per vehicle at peak flow with proposed semi-automatic toll collection system. With Semi-automatic toll lane (Automatic vehicle identification but manual fee transaction), the number of toll lanes will be proposed. In this system, only toll collection is operated manually and all other operations like vehicle classification, ticket printing, and lane controlling, accounting system and monitoring the plaza operation are computerized. Thus, this system offers a well coordinated and more efficient toll plaza operations coupled with high vehicle handling capacity (about four times more than manual system) over conventional operation system. This system is well suited for Indian conditions particularly for the present study corridor for providing a high level of customer service. One/two lanes in each direction of travel shall be provided with the system of payment through ETC. As the toll plaza is proposed to be staggered for each direction on both end of the tunnel no reversible lane is proposed. The number of toll plaza lanes as per the available traffic data is as follows: Year Total Vehicles in both direction (as per available data) Toll able Vehicles (total vehicles excluding govt / military vehicles) Peak Hour Factor (assumed) Peak Hour Vehicles in both direction Toll Lane Requirement Semi Automatic Toll Lane @ 240 vehicles per hour 4 (2+2) 6 (3+3) Hence, total number of toll lanes for projected peak hour traffic of 20 years, in each direction is 4 (3+1) including one extra lane for over dimension vehicles / non-toll able vehicles. The above may be validated by current traffic study data carried out during the design period.
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2020 7960 7247 11.0% 797

2030 13652 12410 11.0% 1365

4.2.5 WIDTH OF TOLL LANE The width of each toll lane shall be 3.2 m, except for the lane for over dimensioned vehicles, where it shall be 4.5 m. 4.2.6 TRAFFIC ISLANDS AT THE TOLL PLAZA Between each toll lane of the toll plaza, traffic islands are required to accommodate toll booth. These islands shall be of minimum 25 m length and 1.8 m width. Protective barriers of reinforced concrete and traffic impact attenuators shall be placed at the front of each island to prevent out of control approaching vehicles crashing into the toll booth. They would be painted with reflective chevron markings. As the toll plaza is located in hilly terrain, provision for tunnel connecting the toll booths shall be studied during detailed design to check the possibility of the same as per site condition. 4.2.7 TRANSITION A transition of 1 in 20 to 1 in 10 shall be provided from proposed lane section to the widened width at Toll Plaza on either side. 4.2.8 TOLL BOOTHS Toll booths shall be provided of prefabricated materials or of masonry. The toll booths shall have adequate space for seating of toll collector, computer, printer, cash box, etc. It should have provision for light, fan and air conditioning. Toll booth shall be placed at the centre of each traffic island. The toll booth shall have large glass window to provide the toll collector with good visibility of approaching vehicles. The bottom of the toll window should be placed at such a height (0.9 m) above ground level so as to provide convenience of operation. The toll booths shall be ergonomically designed and vandal proof. There shall be CCTV camera installed at each booth. 4.2.9 TOLL COLLECTION SYSTEM AND EQUIPMENT 4.2.9.1 GENERAL The semi-automatic post-classification Toll Collection System is proposed for the highway section considering the traffic conditions along the study section. This system works on highspeed computers, which are supported, with sophisticated software. The salient components of the proposed system are: Lane Controller Operator Display Operator Console Treadle Sensors Slow Speed Weigh in Motion Equipment (SSWIM) Patron Fare Display Lane Open/Closed Signal Traffic Control Barrier Gate Vehicle Presence Sensor - Loop Detector Gate Open/Closed Traffic Signal
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 Receipt Printer Intercom Units The layout of the toll plaza shall be finalized after consultation with NHAI/IC to attain maximum system performance and to suit the site conditions. The typical configuration of semi-automatic arrangement is shown in Figure 1.1.

Figure 1.1: Semi-automatic Toll Collection System 4.2.9.2 EQUIPMENT FOR THE TOLLING SYSTEM Lane Controllers The lane controller, through the interface chord, controls the operation of barrier gate, loops, treadles, alarm, cash drawer and receipt printer. The controller will get the vehicle passed signal from the exit loop and close the gate automatically. Data of each transaction will be entered through the lane controller and passed on to the plaza computer. It will handle all transactions with the toll booth operator through the operator console from where the operator, with input classification and toll transaction information, will automatically control lane equipment such as the gate position etc. Plaza Computers The plaza computer would be used by the supervisor and the administrator to monitor the plaza activities. The display will show informations for each lane at the tollbooths like:

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Whether the lane is open or closed or in standby mode Information of the status of operator is logged into the system The last transaction such as non revenue or no fund Traffic counts for the day and running average

The administration display will show the status of the plaza computer and whether or not a supervisor is present. The displays will also have a copy of the log window with a scroll capability. Barrier Gate The barrier gate will provide traffic control for the toll booth operator. The gate position will be controlled automatically by the lane controller system. The gate will remain closed until the operator completes a transaction on the operator console which will be opened automatically on pressing a button provided on the operator console and close automatically when the vehicle passes over the exit sensor. Operator Console The operator console will provide for basic control of the toll functions to the operator with a combination of touch buttons, light indicators and switches for effective operation of toll collection. From the console, the operator will control lane equipment functions, enter classification and toll transactions, and monitor the status of lane equipment. When the operator indicates payment, the cash drawer would open and the gate lifted to allow the vehicle to proceed. Indicators will be provided on the console to enable the operator to monitor the function and status of the verification equipment. They will be used to indicate when a vehicle passes over the treadle and when the vehicles are on the top. The treadle and loop lights on the console will be meant for diagnostic purpose only. Patron Fare Display This is meant to provide easily readable visual communication to the driver during the toll transaction. It will be mounted outside the tollbooth in a highly visible position. The patron fare display would be legible at wide angles, have long life expectancy, of light weight and weather proof construction with table top/pedestal mounting options, high contrast for easy readability up to 15 m and five digit display. This would also display fare amount due and current time. Permanent Loop Sensor This will be placed after the barrier gates to detect the exit of the vehicle from the system. When the vehicle exits, the sensor would convey the same to the lane controller, which automatically closes the gate. Overhead Traffic Signals These overhead traffic signals will be present at a distance of about 100 m from the barrier gate to enable the driver to see which lane is free (green) and which is occupied at the moment (red). The control will be with the toll operator. The panel will have the buttons to control the signal indication. Gate Open/Close Signals

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These will be situated at around 3m before the gate and will display the position of the gate. Red will indicate gate is closed / closing and green will indicate gate is open / opening to allow the vehicle to pass through. Treadle Sensors The treadle consists of a group of sensors, which detect vehicle axles to provide classification information. These sensors are pressure sensitive axle sensors and will not be affected by vehicle speed. These are placed after the tollgate in the proposed postclassification system. Treadles consist of both frame and sensors. The frame is permanently installed into the pavement while the sensors are installed into the frame. Slow Speed Weigh in Motion Equipment (SSWIM) The Weigh-In-Motion Equipment can also be incorporated into the proposed toll system. To begin with, the data collected (i.e. weight of all, or specific vehicles passing through any one or all the toll lanes) can be used for determining the number of overweight vehicles passing through the system and based on this, future planning can be undertaken. For each lane, in addition to the vehicle classification sensors, a Slow Speed WIM system is installed in the entry lanes to all the Toll Plazas. The data is transferred to the lane controller computer through a field unit placed alongside the lane. If the toll to be collected is to be calculated on the basis of weight and vehicle class, then the lane controller computer deduces the same and displays it to the operator and the vehicle driver. Audible / Visual Booth Alarm The purpose of the audio/visual alarm will be to indicate any unauthorized tampering with the cash drawer, lane controller, printer, signals, etc., by means of an audio alarm and visual lighting. The alarm system will be connected to the plaza room where, in the event, the indication of the tampering by audio/visual means will be obtained along with the lane number where the attempt is being made. All the functions of that particular lane will be automatically locked and would return to normal only when the system is turned off. Cash Drawers The cash drawers will be electronically locked in addition to the manual key. The electronic lock will be under the control of the lane controller, which will be kept locked until the proper key (in the form of a password, etc.) is fed in by the operator. The cash drawer will have various compartments for stacking different currency notes plus an additional compartment for coins. Uninterrupted Power Supply The uninterrupted power supply will provide back-up power for the complete system for at least 30 minutes and will operate on maintenance free, rechargeable and detachable batteries. This back-up system will be capable of automatic switch ON in case of power failure and automatic switch OFF when the power is restored. 4.2.10 CANOPY All the toll lanes and toll booths shall be covered with a canopy. The canopy shall be wide enough to provide weather protection to toll operators, drivers and facilities. The canopy shall
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be of aesthetically pleasing design with cylindrical support columns located at traffic island so that there is no restriction on visibility and traffic movement. The vertical clearance below toll canopy shall be 5.5m.

4.3 PAVEMENT AT TOLL PLAZA AREA

Concrete pavement shall be provided at the Toll Plaza area including tapering zone, from durability and long time serviceability consideration and to permit the provision of toll lanes initially for projected peak hour traffic of 10 years. The concrete pavement may be widened to provide for future toll lanes required as per stage construction. The rigid pavement shall be designed as per IRC: 58.

4.4 TRAFFIC SIGNS

Signs should be placed along the Project Highway, roadway of Toll Plaza to guide and render assistance to the drivers approaching the Toll Plaza in accordance with IRC: 67. Advance information of the toll plaza facility one km ahead with a repeater sign 500 m ahead shall be provided as overhead gantry/ cantilever sign. Stop sign shall be used in combination with certain road markings such as stop line and the word STOP marked on the pavement. The Toll Plaza sign should be supplemented by the sign advising the users of the notified toll rates (fees) for various types of vehicles and exempted categories of vehicles. Appropriate Signs and Signals shall also be provided on the canopy of toll plaza to properly guide the approaching vehicles about the lane in operation, lane applicable to specific category of vehicle, etc.

4.5 ROAD MARKINGS

The road markings for the Toll Plaza area shall consist of lane markings, diagonals, chevron markings in accordance with IRC: 35. Single centre line is provided at the centre of carriageway at toll gate to demarcate each service lane. Diagonal markings for central traffic island and chevron markings at side traffic island shall be provided to guide the approaching and separating traffic. In order to control over speeding of the vehicle approaching toll booth, transverse bar markings shall be provided.

4.6 DRAINAGE
The toll plaza shall be provided with surface and sub surface drainage system so that all the storm water is drained off efficiently and no pounding or stagnation of water takes place at any area of the toll plaza. Surface water collected in drains shall be discharges at nearest natural outlet/ culvert.

4.7 LIGHTING
The toll plaza facility shall be adequately lighted to provide visibility to the drivers. The following lighting shall be provided at the interiors and exteriors of the facility:

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Interior lighting At toll booths and facility building office the level of illumination shall be 200 to 30 Lux as per IS: 3646 Part II. Exterior lighting At toll plaza area shall be illuminated with high mast lighting in addition to normal low light poles. Highway lighting along 500m approach length of the toll plaza shall be provided. A minimum 40 Lux road surface illumination shall be ensured. Flashing signals for foggy conditions shall be provided. Canopy lighting with illumination up to 100 Lux shall be provided at toll booth and toll gate area. Indian standard Code of Practice for Lighting in Public Thoroughfare IS: 1944 shall be followed. Power shall be from public power supply system with provision of generators having capacity to provide power for all lightings in the toll plaza area for use during emergency cut-offs.

4.8 TOLL PLAZA COMPLEXES

Toll plaza shall have a separate office building so as to provide comfortable office space. The facilities at the complex shall be as follows: Space for Manager Built-in safe vault attached to managers room Space for cashier Space for other managerial and support staffs S Separate rooms for TV monitors Meetings room Toilets Counter for sale of passes Counter for public interaction Control room for on board units Strong room for keeping the cash Garage to accommodate the security van (during operation of loading the collected revenue) Parking space in the same campus for vehicles for the staff and workers and other vehicles engaged in the operation of the Project Highway.

As toll plazas are proposed on both ends of the tunnel due to space constraints in hilly terrain, office building shall be also at both ends. The location of office building shall be considered taking into account future expansion of the facility. The office building being located in high altitudes experiencing snow fall during winter seasons, building architecture and design shall considered the same.

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4.9 USER FACILITIES AT TOLL PLAZA COMPLEX As per the provisions of Schedule C of CA, the following user facilities shall be provided integrated with the Toll plaza: Traffic aid post Medical aid post Vehicle rescue post Telecom system

4.10 CODES AND REFERENCES FOR TOLL PLAZA AREA In addition to the list of IRC Codes as listed under Approach Road paragraph, the following IS Codes and guidelines shall be used for the design of Toll Plazas on approach roads. IS 1172: 1993 IS 1742: 1983 IS 5329: 1983 IS 1944 (pt-1): 1970 IS 1944 (pt-5): 1981 IS 1944 (pt-6) 1981 IS 3646 (pt-1) IS 3646 (pt-2): 1966 IS 3646 (pt-3): 1968 Code of Basic Requirements for Water Supply, Drainage and Sanitation. Code of practice for building drainage. Code of practice for sanitary pipe work above ground for buildings. Code for lighting of public thoroughfare: Parts 1 and 2 for main and secondary roads (group A and B) Code of practice for lighting of public thoroughfare Part 5, Lighting for grade separated junctions, bridges and elevated roads (group D): Code of practice for lighting of public thoroughfare: Part 6, Lighting for towns and city centers and areas of civic importance (group E) Code of practice for interior illumination: Part 1, Principal for good lighting and aspects of design. Code of practice for interior illumination: Part 2. Schedule of illumination and glare index Code of practice for interior illumination of coefficient of utilization and glare index

National Building Code of India 2005 (SP7) (NBC 2005): All relevant clauses

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