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Z Mohr Tunnel

The document presents a detailed project report for approach roads and avalanche protection works between Z-Morh Tunnel and proposed Zojila Tunnel in Jammu and Kashmir, India. It includes details on the existing road alignment, land use, design standards, traffic analysis, engineering surveys, pavement design, avalanche protection measures, tunnel design, environmental and social impact assessments, cost estimation, economic analysis, and winter road maintenance plans.

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100% found this document useful (1 vote)

190 views228 pages

Z Mohr Tunnel

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Karan Thakur

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Preparation of Detailed Project Report

(DPR) and providing Pre-Construction

activities in respect of the Approach Roads
with Avalanche Protection Works in
between Z-morh Tunnel East portal to
Zojila Tunnel West Portal and Access Road
at Zojila East Portal
Final Detailed Project Report
Volume I – Main Report

www.smec.com
Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal

DOCUMENT/REPORT CONTROL FORM

Document Number: ZOJ-SMEC-REP-GEN-022-R1

Project Name: Consultancy Services for Preparation of Detailed Project Report and providing Pre‐
Construction activities:
i. For construction of Approach Roads with Avalanche Protection Works to
West and East portal of the proposed Zojila Tunnel between (between
Baltal and Minamarg) from km 82.00 to km 95.00 on Srinagar‐Leh road (NH‐
1) and;
ii. For making the NH‐1 from Z‐Morh Tunnel to proposed Zojila Tunnel
(approx. 20 km) all weather road in the State of Jammu & Kashmir
Project Number: 7061520

Revision Number: R1

Revision History
Revision # Date Prepared by Reviewed by Approved for Issue by
R0 25.08.2020 AI/AK/RK/RK/JD/SD RA/AP/AK/MP/VG NA
/LU/YK/QN
R1 31.08.2020 AI/AK/RK/RK/JD/SD RA/AP/AK/MP/VG NA
/LU/YK/QN

Issue Register
Distribution List Date Issued Number of Copies
NHIDCL 31/08/2020 6

SMEC staff - -

Associates - -

Office Library [Gurgaon] - -

Report Project File 31/08/2020 1

SMEC (India) Private Limited

1st Floor, West Wing, Novus Tower, Plot No. -18, Sector-18, Gurugram – 122015, Haryana, India
Tel: (91) 124 - 4501100 Fax: (91) 124 - 4380043
Email: [email protected] Website: www.smec.com

The information within this document is and shall remain the property of SMEC.

Final Detailed Project Report | Revision No. 1 | Page | 1

Disclaimer
This report is confidential and is provided solely for the purposes of presenting the Detailed Project Report
for executing design works for the concerned project. This report is provided pursuant to a Consultancy
Agreement between M/s SMEC International Pty. Ltd. and National Highways & Infrastructure
Development Corporation Limited (“NHIDCL”) under which SMEC undertook to prepare Detailed Project
Report and provide Pre-Construction Activities in respect of the Approach Roads with Avalanche Protection
Works in Zojila Tunnel. This report is strictly limited to the matters stated in it and subject to the various
assumptions, qualifications and limitations in it and does not apply by implication to other matters. SMEC
makes no representation that the scope, assumptions, qualifications and exclusions set out in this report
will be suitable or sufficient for other purposes nor that the content of the report covers all matters which
you may regard as material for your purposes.

This report must be read as a whole. The executive summary is not a substitute for this. Any subsequent
report must be read in conjunction with this report.

The report supersedes all previous draft or interim reports, whether written or presented orally, before the
date of this report. This report has not and will not be updated for events or transactions occurring after
the date of the report or any other matters which might have a material effect on its contents or which
come to light after the date of the report. SMEC is not obliged to inform you of any such event, transaction
or matter nor to update the report for anything that occurs, or of which SMEC becomes aware, after the
date of this report.
Unless expressly agreed otherwise in writing, SMEC does not accept a duty of care or any other legal
responsibility whatsoever in relation to this report, or any related enquiries, advice or other work, nor does
SMEC make any representation in connection with this report, to any person other than NHIDCL. Any other
person who receives a draft or a copy of this report (or any part of it) or discusses it (or any part of it) or
any related matter with SMEC, does so on the basis that he or she acknowledges and accepts that he or she
may not rely on this report nor on any related information or advice given by SMEC for any purpose
whatsoever.

Final Detailed Project Report | Revision No. 1 | Page | 2

Table of Contents
0 EXECUTIVE SUMMARY ........................................................................................................................ 16
0.1 Introduction ................................................................................................................................... 16
0.1.1 General .................................................................................................................................................... 16
0.2 The Project Road............................................................................................................................ 17
0.2.1 Existing Alignment ................................................................................................................................... 17
0.2.2 Land use pattern along the alignment .................................................................................................... 17
0.2.3 Evaluation of Proposed Alignment .......................................................................................................... 17
0.3 Design Standards ........................................................................................................................... 18
0.4 Traffic Surveys and Analysis........................................................................................................... 18
0.4.1 Traffic analysis ......................................................................................................................................... 18
0.4.2 Traffic Forecast ........................................................................................................................................ 19
0.4.3 Engineering Surveys and Investigations .................................................................................................. 19
0.5 Pavement Design ........................................................................................................................... 20
0.5.1 New Construction.................................................................................................................................... 20
0.6 Geological Assessment and Avalanche Protection Measures ....................................................... 21
0.7 Design of Tunnels .......................................................................................................................... 21
0.8 Environment Impact Assessment (EIA) and Management Plan (EMP) ......................................... 21
0.9 Social Impact Assessment (SIA) and Resettlement Plan (RP) ........................................................ 22
0.10 Cost Estimation (Ref: J&K SOR 2020) ............................................................................................. 23
0.11 Economic and Financial Analysis.................................................................................................... 24
0.12 Winter Road Maintenance ............................................................................................................ 24
1 CHAPTER – 1 PROJECT PREPARATION .................................................................................................. 26
1.1 Background of the Project ............................................................................................................. 26
1.2 Consultancy Appointment ............................................................................................................. 26
1.3 Revisions/Modification incorporated in Final DPR ........................................................................ 27
1.3.1 New TCS for alignment falling under wildlife (Ch. 0+000 to Ch. 0+215) ................................................. 27
1.3.2 Realignment at BRO Bypass Location (Ch. 3+300 to 4+200) ................................................................... 27
1.3.3 Realignment at BRO Bypass Location (Ch.9+ 000 to 10+800) ................................................................. 27
2 CHAPTER–2: PROJECT ROAD DESCRIPTION ........................................................................................ 29
2.1 Exisitng Road Alignment ................................................................................................................ 29
2.2 Geology, Rock and Soil .................................................................................................................. 31
2.3 Climate ........................................................................................................................................... 31
2.4 Altitude: ......................................................................................................................................... 31
2.5 Precipitation: ................................................................................................................................. 31
2.6 Water Supply ................................................................................................................................. 31
Final Detailed Project Report | Revision No. 1 | Page | 1
Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
2.7 Demography .................................................................................................................................. 31
2.8 Tourism .......................................................................................................................................... 32
2.9 Terrain............................................................................................................................................ 32
2.10 Ecological Environment ................................................................................................................. 32
2.11 Seismicity ....................................................................................................................................... 32
3 CHAPTER-3 DESIGN STANDARDS ........................................................................................................ 34
3.1 General .......................................................................................................................................... 34
3.2 Basis of Design ............................................................................................................................... 34
3.2.1 Geometric Design .................................................................................................................................... 34
3.2.2 Terrain Classification ............................................................................................................................... 34
3.2.3 Design Speed ........................................................................................................................................... 35
3.2.4 Sight Distance .......................................................................................................................................... 35
3.2.5 Width of Road Land (ROW), Roadway, Carriageway and Shoulders Right of Way (ROW)...................... 36
3.2.6 Roadway Width (Formation Width) ........................................................................................................ 37
3.2.7 Camber / Cross Fall.................................................................................................................................. 60
3.2.8 Horizontal Alignment .............................................................................................................................. 60
3.2.9 General guidelines ................................................................................................................................... 60
3.2.10 Superelevation ........................................................................................................................................ 63
3.2.11 Vertical Alignment General ..................................................................................................................... 63
3.2.12 Coordination of Horizontal & Vertical Alignments .................................................................................. 65
3.2.13 Cross fall and Longitudinal Gradient ....................................................................................................... 65
3.3 ROAD INTERSECTIONS ................................................................................................................... 66
3.3.1 Introduction ............................................................................................................................................ 66
3.3.2 At grade Intersections ............................................................................................................................. 66
3.3.3 Design Traffic ........................................................................................................................................... 67
3.3.4 Design Vehicle ......................................................................................................................................... 67
3.3.5 Turning Radius ......................................................................................................................................... 67
3.3.6 Width and Number of Lanes ................................................................................................................... 67
3.3.7 Road Marking and Signage ...................................................................................................................... 68
3.3.8 Junction Proposal .................................................................................................................................... 68
3.4 Pavement Design ........................................................................................................................... 68
3.4.1 INTRODUCTION ....................................................................................................................................... 68
3.4.2 Frost Susceptibility of Soil ....................................................................................................................... 69
3.4.3 Design of Flexible Pavement for Main Carriageway as per IRC: 37-2018 Guidelines.............................. 70
3.4.4 Design of Rigid Pavement........................................................................................................................ 71
3.4.5 Level of Service ........................................................................................................................................ 72
3.4.6 Capacity and Design Service Volume ...................................................................................................... 73
3.5 Drainage......................................................................................................................................... 73
3.5.1 Design Parameters for Drains Longitudinal Gradient.............................................................................. 73
Final Detailed Project Report | Revision No. 1 | Page | 2
Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
3.5.2 Cross slope and Camber .......................................................................................................................... 74
3.5.3 Minimum Section of Drains ..................................................................................................................... 74
3.5.4 Pavement Internal Drainage ................................................................................................................... 75
3.6 Design Standards of Structures ..................................................................................................... 75
3.6.1 Design Standards ..................................................................................................................................... 75
3.6.2 Codes of Practices and standards............................................................................................................ 77
3.6.3 Proposal of Bridges and Cross Drainage Structures ................................................................................ 78
3.7 Provision of Retaining Walls/Breast Wall and other protection works......................................... 82
3.8 Embankment Design ...................................................................................................................... 83
3.8.1 Reinforced Earth Wall Structure for Embankment & Slopes .................................................................. 83
3.8.2 Drainage Layer......................................................................................................................................... 85
4 CHAPTER-4 TRAFFIC SURVEY AND ANALYSIS ...................................................................................... 86
4.1 General .......................................................................................................................................... 86
4.2 Identification section for traffic surveys ........................................................................................ 86
4.3 Traffic Survey data.......................................................................................................................... 88
4.3.1 Classified Traffic Volume Count............................................................................................................... 88
4.3.2 Origin-Destination Survey (OD Survey) ................................................................................................... 89
4.3.3 Axle Load Survey ..................................................................................................................................... 89
4.3.4 Intersection Turning Movement Survey.................................................................................................. 89
4.3.5 Truck Terminal Survey ............................................................................................................................. 89
4.3.6 Pedestrian Count and Animal Count Survey ........................................................................................... 89
4.3.7 Speed and Delay Surveys. ....................................................................................................................... 90
4.3.8 Way Side Amenities ................................................................................................................................. 90
4.3.9 Data Analysis - Classified Traffic Volume Count ...................................................................................... 90
4.3.10 Data Analysis- OD Surveys ..................................................................................................................... 110
4.4 Capacity Analysis ......................................................................................................................... 122
4.4.1 Capacity and level of service guidelines ................................................................................................ 122
4.4.2 Traffic at Intersection ............................................................................................................................ 123
4.4.3 Improvement Proposals ........................................................................................................................ 123
5 CHAPTER-5 PAVEMENT DESIGN....................................................................................................... 125
5.1 Introduction ................................................................................................................................. 125
5.2 Frost Susceptibility of Soils .......................................................................................................... 127
5.3 Extruded Polystrene Sheet .......................................................................................................... 127
5.4 Data Collection and Calculations ................................................................................................. 128
5.5 Design Life.................................................................................................................................... 128
5.6 Vehicle Damage Factor ................................................................................................................ 128
5.7 Cumulative MSA for the Design Period ....................................................................................... 129
5.8 Soil CBR ........................................................................................................................................ 130

Final Detailed Project Report | Revision No. 1 | Page | 3

Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
5.9 Proposed Pavement Composition ............................................................................................... 131
5.10 DESIGN CHECK ............................................................................................................................. 131
5.11 Pavement Composition for Tunnel .............................................................................................. 131
5.12 Table 5-7: Proposed Crust Composition for Tunnel .................................................................... 132
6 CHAPTER-6 GEOLOGICAL ASSESSMENT AND AVALANCHE PROTECTION WORK ............................. 133
6.1 Introduction ................................................................................................................................. 133
6.1.1 Objective ............................................................................................................................................... 133
6.1.2 Salient Features ..................................................................................................................................... 134
6.1.3 Methodology ......................................................................................................................................... 134
6.2 Regional Geology ......................................................................................................................... 136
6.3 Seismicity ..................................................................................................................................... 138
6.4 Geology of the Project Area ........................................................................................................ 141
6.4.1 Geomorphology .................................................................................................................................... 141
6.4.2 Lithology ................................................................................................................................................ 150
6.4.3 Structures .............................................................................................................................................. 150
6.4.4 Geo-Hazards .......................................................................................................................................... 151
6.5 Sub-surface investigations, field and laboratory tests ................................................................ 154
6.6 Highway alignment selection....................................................................................................... 154
6.7 Engineering geological assessment ............................................................................................. 154
6.7.1 Ground Types and Associated Risks ...................................................................................................... 155
6.7.2 GT-1: Low grounds comprising river terraces/Debris Fans Coalescing Zones ....................................... 155
6.7.3 Selection of Structures .......................................................................................................................... 159
6.7.4 Distribution of the Ground Types Along Alignment .............................................................................. 161
6.8 AVALANCHE PROTECTION MEASURES ........................................................................................ 162
6.8.1 Catch Dams............................................................................................................................................ 163
6.8.2 Deflection Dams .................................................................................................................................... 163
6.8.3 Air Blast Protection Wall ....................................................................................................................... 164
6.9 CONCLUSIONS.............................................................................................................................. 166
7 CHAPTER-7 DESIGN OF TUNNEL ....................................................................................................... 168
7.1 Main Tunnels ............................................................................................................................... 168
7.2 Cut & Cover Tunnels .................................................................................................................... 169
8 CHAPTER-8 ENVIRONMENTAL IMPACT ASSESSMENT ...................................................................... 171
8.1 Objectives of the Environmental Impact Assessment (EIA) ........................................................ 171
9 CHAPTER- 9 SOCIAL IMPACT ASSESSMENT REPORT ......................................................................... 172
9.1 Background .................................................................................................................................. 172
10 CHAPTER-10 COST ESTIMATE ........................................................................................................... 173
10.1 General ........................................................................................................................................ 173
10.2 Methodology ............................................................................................................................... 173
Final Detailed Project Report | Revision No. 1 | Page | 4
Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
10.3 Unit Rates .................................................................................................................................... 173
10.4 Construction Quantities............................................................................................................... 174
10.5 Pavement Design Options ........................................................................................................... 174
10.6 Cost Components ........................................................................................................................ 174
10.7 Contingencies and Supervision Costs .......................................................................................... 175
10.8 Project Cost.................................................................................................................................. 175
11 CHAPTER-11 ECONOMIC AND FINANCIAL ANALYSIS ........................................................................ 178
11.1 Economic Analysis ....................................................................................................................... 178
11.2 Methodology for Appraisal .......................................................................................................... 178
11.3 Basic Input Data ........................................................................................................................... 178
11.4 General Data ................................................................................................................................ 178
11.5 Project Cost.................................................................................................................................. 178
11.6 Existing Road Roughness and Geometry ..................................................................................... 179
11.7 Economic Cost of Vehicle Parameters ......................................................................................... 179
11.7.1 Maintenance Labour and Crew Costs ................................................................................................... 180
11.7.2 Passenger Time-delay Costs .................................................................................................................. 180
11.8 Sensitivity Analysis ....................................................................................................................... 180
11.9 Economic Analysis Results ........................................................................................................... 181
11.10 Conclusions .................................................................................................................................. 181
12 CHAPTER 12: WINTER ROAD MAINTENANCE ................................................................................... 182
12.1 Winter maintenance mechanism in snow bound areas .............................................................. 182
12.2 Weather information system ...................................................................................................... 182
12.3 Snow and Ice-Control Measures .................................................................................................. 186
12.3.1 Snow Plowing ........................................................................................................................................ 186
12.3.2 Snow BLOWER ....................................................................................................................................... 186
12.3.3 Snow Grader .......................................................................................................................................... 186
12.3.4 Salt/brine spray ..................................................................................................................................... 187
12.3.5 Sand / Abrasive Spray............................................................................................................................ 187
12.3.6 Calcium Magnesium Acetate (CMA)...................................................................................................... 188
12.3.7 Potassium Acetate................................................................................................................................. 188
12.3.8 Anti-Skid Treatments ............................................................................................................................. 188
12.3.9 Working Schedule for shift working ...................................................................................................... 190
12.3.10 Winter Quality Standard ....................................................................................................................... 191
12.4 Information and Road User ......................................................................................................... 191
12.4.1 Information provision to the road user ................................................................................................. 191
12.4.2 Use of weather related road sensor and variable road signs................................................................ 192
12.5 Cost Parameters .......................................................................................................................... 193
12.5.1 Equipment Cost ..................................................................................................................................... 193

Final Detailed Project Report | Revision No. 1 | Page | 5

Final Detailed Project Report | Revision No. 1 | Page | 6

List of Tables
Table 0-1 Existing details ................................................................................................................................. 17
Table 0-2: Traffic Sections of Project Highway ................................................................................................ 18
Table 0-3: Recommended Pavement Crust Details for New Construction (Flexible Pavement)..................... 20
Table 0-4: Recommended Pavement Crust Details for New Construction (Rigid Pavement) ......................... 21
Table 0-5: Summary of Cost ............................................................................................................................. 23
Table 2-1: Existing Road Formation ................................................................................................................. 29
Table 2-2: Details of Electric Poles, Hand pumps and Telephone poles .......................................................... 30
Table 2-3: Major & Minor Bridges ................................................................................................................... 30
Table 3-1: Terrain classification for the roads based on per cent cross slope of the country ......................... 34
Table 3-2: Terrain Classification ....................................................................................................................... 35
Table 3-3: Design Speed................................................................................................................................... 35
Table 3-4: Sight Distances for Various Speeds ................................................................................................. 35
Table 3-5: Desirable Road Land Widths (metres)/ROW) ................................................................................. 36
Table 3-6: Widening of Pavement at curves .................................................................................................... 36
Table 3-7: Shoulder Width ............................................................................................................................... 37
Table 3-8: Cross Section Schedule ................................................................................................................... 38
Table 3-9: Camber/Crossfall in percentage for different Surface Types ......................................................... 60
Table 3-10:Minimum Radii of Horizontal Curves ............................................................................................. 61
Table 3-11 : Adopted Minimum Radii of Horizontal Curves ............................................................................ 61
Table 3-12: Radii beyond which Superelevation is not required ..................................................................... 63
Table 3-13: Minimum Length of Vertical Curve ............................................................................................... 65
Table 3-14: Recommended Gradients ............................................................................................................ 65
Table 3-15: Cross fall Standards ....................................................................................................................... 65
Table 3-16: Junction Details ............................................................................................................................. 68
Table 3-17 : Grouping of Soil Based on Frost Susceptibility ............................................................................ 69
Table 3-18: Rigid Pavement Design Option ..................................................................................................... 71
Table 3-19: Design Service Volume in PCU / day ............................................................................................. 71
Table 3-20: Cross fall Standards ....................................................................................................................... 74
Table 3-21: Summary of various Design Standards.......................................................................................... 75
Table 3-22: Details Proposed Improvements for the Culverts ........................................................................ 78
Table 3-23: Details of Proposed Improvements for Bridges ............................................................................ 79
Table 3-24: Cross Drainage Structures / Culvert in Reconstruction ................................................................ 79
Table 3-25: Cross Drainage Structures / Culvert in New Construction ........................................................... 80
Table 3-26: Bridges Proposed for New Construction as Major Bridge ........................................................... 82
Final Detailed Project Report | Revision No. 1 | Page | 7
Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
Table 3-27: Bridges Proposed for New Construction as Minor Bridge ............................................................ 82
Table 3-28: Provision of Retaining Wall/Breast Wall and other protection work ........................................... 82
Table 4-1: Traffic Survey Schedule .................................................................................................................. 86
Table 4-2: Classification of Vehicles ................................................................................................................ 88
Table 4-3: PCU factors adopted for the project highway ................................................................................ 90
Table 4-4: Average Daily Traffic (Vehicles) ...................................................................................................... 91
Table 4-5: Daily Traffic Variation at Km – 81+600 .......................................................................................... 91
Table 4-6: Daily Traffic Variation at Km – 85+900 ........................................................................................... 92
Table 4-7: Daily Traffic Variation at Km – 94+800. .......................................................................................... 93
Table 4-8: Composition of traffic on an average day....................................................................................... 97
Table 4-9: Calculation for Seasonal Correction factor ................................................................................... 100
Table 4-10 : Seasonal Correction factor for Different Locations .................................................................. 100
Table 4-11: AADT Variation along the Stretch .............................................................................................. 101
Table 4-12: Past Trend Vehicle Growth Rate of Registered Vehicles ......................................................... 102
Table 4-13: Year wise Economic Parameters growth ................................................................................... 102
Table 4-14: Observed transport demand elasticity values and traffic growth ............................................. 103
Table 4-15: Projected transport demand elasticity values .......................................................................... 104
Table 4-16: Projected growth rates of indicators ......................................................................................... 105
Table 4-17: Estimated and recommended traffic growth rates ................................................................... 105
Table 4-18: Traffic Growth Rates ................................................................................................................... 107
Table 4-19: AADT comparison at all locations .............................................................................................. 108
Table 4-20: AADT PCU comparison at all locations ...................................................................................... 109
Table 4-21: Mode Wise Sample Size Achieved ............................................................................................. 110
Table 4-22: List of Zones ............................................................................................................................... 110
Table 4-23: Occupancy analysis for (Km-81+500) ......................................................................................... 111
Table 4-24: Occupancy analysis for (Km-85+800) ......................................................................................... 111
Table 4-25: Load Distribution for Commercial vehicles at Km – 81+500 ..................................................... 111
Table 4-26: Load Distribution for Commercial vehicles at Km – 85+800 ...................................................... 112
Table 4-27: Trip Distribution of Passenger Vehicles at Km – 81+500 ............................................................ 113
Table 4-28: Trip Distribution of Goods Vehicles at Km – 81+500 .................................................................. 113
Table 4-29: Trip Distribution of Passenger Vehicles at Km – 85+800 ........................................................... 113
Table 4-30: Trip Distribution of Goods Vehicles at Km – 85+500 ................................................................. 113
Table 4-31: Travel frequency of Passenger Vehicles at Km – 81+500 .......................................................... 114
Table 4-32: Trip length distribution of Passenger Vehicles at Km – 81+500 ................................................ 114
Table 4-33: Composition of passenger vehicle with their purpose (Km-81+500) ......................................... 115
Table 4-34: Travel frequency of Passenger Vehicles at Km – 85+800 .......................................................... 115
Table 4-35: Trip length distribution of Commercial Vehicles at Km – 85+800 ............................................. 116

Final Detailed Project Report | Revision No. 1 | Page | 8

Final Detailed Project Report | Revision No. 1 | Page | 10

List of Figures
Fig. 0-1: Index Map .......................................................................................................................................... 16
Figure 1-1 Index Map ....................................................................................................................................... 26
Figure 1-2 Proposed Road Configuration at Wildlife location ......................................................................... 27
Fig 2-1: Seismic Zone Map of India ................................................................................................................. 33
Fig 3-1: Formation of ice lens and frost heave in frost susceptible soil .......................................................... 69
Fig. 4-1: Map showing location of Traffic Surveys ........................................................................................... 87
Fig. 4-2 : Daily Variation Traffic at Km- 81+600 .............................................................................................. 93
Fig. 4-3: Daily Variation Traffic at Km- 85+900 ................................................................................................ 94
Fig. 4-4: Daily Variation Traffic at Km- 94+800 ............................................................................................... 94
Fig. 4-5: Hourly Variation Traffic at Km- 81+600 ............................................................................................. 95
Fig. 4-6: Hourly Variation Traffic at Km- 85+900 ............................................................................................. 95
Fig. 4-7: Hourly Variation Traffic at Km- 94+800 ............................................................................................. 96
Fig. 4-8: Directional Distribution at Km – 81+600............................................................................................ 96
Fig. 4-9: Directional Distribution at Km – 85+900............................................................................................ 97
Fig. 4-10 : Directional Distribution at Km – 94+800 ........................................................................................ 97
Fig. 4-11: Vehicle Composition at Km – 81+600 .............................................................................................. 98
Fig. 4-12: Vehicle Composition at Km – 85+900 .............................................................................................. 99
Fig. 4-13: Vehicle Composition at Km – 94+800 .............................................................................................. 99
Fig. 4-14 : Load Distribution for Commercial vehicles at Km – 81+500 ......................................................... 111
Fig. 4-15: Load Distribution for Commercial vehicles at Km – 85+800 .......................................................... 112
Fig. 4-16: Travel Frequency for Passenger vehicles at Km – 81+500 ............................................................ 114
Fig. 4-17: Trip length distribution of Passenger Vehicles at Km – 81+500 .................................................... 115
Fig. 4-18 : Travel Frequency for Passenger vehicles at Km – 85+800 ............................................................ 116
Fig. 4-19: Trip length distribution of Commercial Vehicles at Km – 85+800 ................................................ 116
Fig.4-20: Travel Frequency for Commercial vehicles at Km – 81+500 ........................................................... 117
Fig. 4-21: Trip length distribution of Commercial Vehicles at Km – 81+500 ................................................ 118
Fig. 4-22: Travel Frequency for Commercial vehicles at Km – 85+800 .......................................................... 120
Fig. 4-23: Trip length distribution of Commercial Vehicles at Km – 85+800 ................................................. 120
Fig. 5-1: Formation of ice lens and frost heave in frost-susceptible soil ....................................................... 126
Fig. 6-1 : Geological Section by Wadia (1919) illustrating disposition of Panjal Volcanics with reference to
adjoining rock formations. .......................................................................................................... 136
Fig. 6-2: Project located in Zone-V as per seismic zoning map of India......................................................... 138
Fig6. 7-3: Major earthquake in the vicinity of the project area..................................................................... 139
Fig. 6-4: Steep difficult slopes on left bank (U/s of Sarbal Village) ............................................................... 142
Fig. 6-5: Major drainage at Sarbal Village ...................................................................................................... 142
Final Detailed Project Report | Revision No. 1 | Page | 11
Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
Fig. 6-6: Kokaran Nar...................................................................................................................................... 143
Fig. 6-7: SL-39 ................................................................................................................................................. 143
Fig. 6-8: Baltal bridge site and right bank terrace.......................................................................................... 144
Fig. 6-9: Sindh River low terraces and debris fans (SL-44 in main) ................................................................ 144
Fig. 6-10 : SL-29 to 31/ left bank debris fans extending beyond river (cut through by river/ that of 31 has an
Oxbow) ........................................................................................................................................ 145
Fig . 6-11 : Steep difficult slopes on left bank ................................................................................................ 146
Fig . 6-12 : SL-32 to 34 and 39 ........................................................................................................................ 146
Fig. 6-13: SL-40 to 432/ Zojila West portal/ Ranga Morh N. in foreground .................................................. 147
Fig. 6-14: SL-44 (Bajri Morh) .......................................................................................................................... 147
Fig. 6-15: SL-43 ............................................................................................................................................... 148
Fig. 6-16: SL-26 ............................................................................................................................................... 148
Fig. 6-17: Sugary snow at SL-43 ..................................................................................................................... 149
Fig. 6-18: Typical snow deposit at SL-43 ........................................................................................................ 149
Fig. 6-19: The antiformal Sonamarg valley .................................................................................................... 150
Fig. 6-20: Stereoplot of the Discontinuities ................................................................................................... 151
Fig. 6-21: SL-39, creep in debris material (tilted trees) ................................................................................. 152
Fig . 6-22 : Sub-rounded boulders and pebbles in river terrace material...................................................... 156
Fig. 6-23: Unconsolidated heterogonous material in debris fans.................................................................. 156
Fig. 6-24: Semi-consolidated material in Colluvium ..................................................................................... 157
Fig.6-25: Jointed limestone ............................................................................................................................ 158
Fig. 6-26- Typical Section of Catch/Deflection Dams ..................................................................................... 164
Fig. 6-27- Typical Section of Air Blast Wall..................................................................................................... 165
Fig. 6-28- Typical Section of Snow Gallery .................................................................................................... 165
Fig. 7-1: Typical Section of Tunnel RHS Tube ................................................................................................. 168
Fig. 7-2: Typical Section of Tunnel LHS Tube ................................................................................................. 169
Fig. 7-4: Typical Cut & Cover Section ............................................................................................................. 170
Fig. 12-1: RWIS – Road weather information system (Source: Snow and ice data book 2006) .................... 182
Fig. 12-2: The basic components and scheme of intelligent winter road maintenance management ......... 183
Fig. 12-3 : Environmental Sensing Stations.................................................................................................... 184
Fig. 12-4: Road Weather Information System ............................................................................................... 185
Fig. 12-5 Snow Plowing .................................................................................................................................. 186
Fig. 12-6 Snow Blowing .................................................................................................................................. 186
Fig. 12-7: Snow Grader.................................................................................................................................. 187
Fig. 12-8: Spreading technique ...................................................................................................................... 187
Fig. 12-9: Anti-skid treatments based on purpose....................................................................................... 189
Fig. 12-10: Anti-skid treatment based on type of treatment ........................................................................ 189

Final Detailed Project Report | Revision No. 1 | Page | 12

Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
Fig. 12-11: Measures for barrier-free winter mobility taken in conjunction with various other projects for
snow and ice-control ................................................................................................................... 190
Fig. 12-12: Variable Message Sign ................................................................................................................. 192
Fig. 12-13: Terminology of Road Conditions.................................................................................................. 193
Fig. 12-14: Existing Villages/Settlements ....................................................................................................... 195
Fig. 12-15: Water Tank 1 at km 82.4 of existing NH-1 ................................................................................... 195
Fig. 12-16: Water Tank 2 at km 84 of existing NH-1 ...................................................................................... 196
Fig. 12-17: Water Tank 3 at km 85 of existing NH-1 ...................................................................................... 196
Fig. 12-18: Truck Terminal ............................................................................................................................. 198

Final Detailed Project Report | Revision No. 1 | Page | 13

List of Annexures
Annexure 1: SASE Recommendation on Avalanche Protection Measures

Annexure 2: Construction Program

Final Detailed Project Report | Revision No. 1 | Page | 14

Abbreviations and Acronyms

Abbreviation/
Description
Acronym
BRO Border Roads Organisation
DPR Detailed Project Report
km Kilometer
LA Land Acquisition
SOI Survey of India
NH National Highway
NHIDCL National Highways & Infrastructure Development Corporation Limited
QAP Quality Assurance Plan
ROW Right of Way
SASE Snow Avalanche Study Establishment
TOR Terms of Reference
NRSC National Remote Sensing Centre
HAWS High Altitude Warfare School

Final Detailed Project Report | Revision No. 1 | Page | 15

0 EXECUTIVE SUMMARY
0.1 INTRODUCTION

0.1.1 GENERAL
The National Highways & Infrastructure Development Corporation Limited (NHIDCL) has been entrusted
with the assignment of preparation of Detailed Project Report and providing Pre-Construction Activities:-
i) For construction of Approach Roads with Avalanche Protection Works to West and East portal of
the proposed Zojila Tunnel (between Baltal and Minamarg) from Km 82.000 to Km 95.000 on
Srinagar-Leh Road (NH-1) and
ii) For making the NH-1 from Z-Morh Tunnel to proposed Zojila Tunnel (approx. 20 km) all weather
road in the State of Jammu & Kashmir.
M/s SMEC International Pty. Ltd has been appointed as Consultants vide letter no NHIDCL/J&K/Zojila
Tunnel- Approach Road/DPR/NH-1/2017/454 dated 28th March 2018 to carry out the Detailed Project
Report (DPR) for all weather road with 2 lane with paved shoulder configuration from the Eastern Portal of
the Z-Morth Tunnel at km 82.00 to the western portal of the Zojila Tunnel near Baltal Camp and approach
road to eastern portal of the Zojila Tunnel with take off point at existing NH-1 at Km 118.00 in the State of
Jammu & Kashmir. The contract with NHIDCL was signed on 1st May 2018.
The scope and principal objectives of the consultancy services is contained in the Terms of Reference (TOR)
of the consultancy services, which is part of the contract agreement. The services were commenced with
effect from 10th May 2018. Draft Feasibility Report was submitted on 15th July 2019. Comments of NHIDCL
on Feasibility Report were incorporated in the Final Feasibility Report which was submitted on 22nd August
2019. Draft DPR was submitted on 30th August 2020. Compliance to NHIDCL comments on Draft DPR was
submitted on 23rd October 2019.
An index Map of the project corridor is shown in Figure 0-1Index Map.

Fig. 0-1: Index Map

Final Detailed Project Report | Revision No. 1 | Page | 16

0.2.1 EXISTING ALIGNMENT

The project road comprises of two sections. Approach Road-1 of length 17.853 Km starts from Km 82,
Sonamarg and ends at proposed Western Portal of Zojila tunnel. Approach Road-2 takes off at Km 118 and
ends at Proposed Eastern Portal of Zojila Tunnel. Length of this section is 0.66 Km.

Alignment of Project Road:

• The length of the project road is 18.513 Km.

• The Project section is primarily lying in Mountainous terrain.

• The project road connects the several major towns and villages comprising of Sonamarg, Nilagrar,
Sarbal and Baltal.

• Details of Carriageway width, Earthen shoulder of and Embankment heights of existing project road
are given in table 2.
Table 0-1 Existing details

Carriageway Width (m) Earthen Shoulder Width (m) Embankment Height (m)
7 0.5-1 7-20 m

0.2.2 LAND USE PATTERN ALONG THE ALIGNMENT

The land use patterns along the project road are built up, barren, agricultural and forest in which
predominant land use pattern is forest.
There are total of 3 main settlements, Sonamarg, Nilgrar and Sarbal varying in size and populations along the
project corridor.

0.2.3 EVALUATION OF PROPOSED ALIGNMENT

As per ToR, the scope of proposed project is Preparation of Detailed Project Report and providing Pre-
Construction activities in respect of the Approach Roads with Avalanche Protection Works to Zojila Tunnel.
As an initial proposal, Six Alignment Options were studied and examined from the engineering, avalanche
protection and constructability aspects. Draft Alignment Report was submitted on 5th July 2018 and after
subsequent meetings with NHIDCL, revised draft alignment report incorporating comments and
suggestions was submitted on 31st July 2018.
Subsequent to the submission of the Draft Alignment Report, a presentation was made to the Director,
SASE along with NHIDCL officials on 5th August 2018 at DRDO guest house, New Delhi. During the
presentation, Alignment Option-3B was found out to be preferred alignment and a joint site visit with
NHIDCL and SASE was held on 10th August 2018. Subsequently, a presentation was given to SASE and
NHIDCL officials on 18th August 2018 and 10th October 2018 after which approval of Alignment was
received from NHIDCL.

During the presentation, it was concluded by the SASE and NHIDCL that the proposed Alignment Option
3B is a dependable arrangement for an all-weather connectivity and was recommended for further
studies.

Final Detailed Project Report | Revision No. 1 | Page | 17

Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
Salient Features of the Alignment (Approach Road-1) are as follows:

• Total Length- 17.853 Km

• Tunnel Length- 2.366/2.403 Km (Tube 1/Tube 2)
• Cut & Cover Length- 2.36 km
• Snow Gallery Length- 0.45 km
• Bridges- 5 Nos.
Salient Features of the Alignment (Approach Road-2) are as follows:

• Total Length- 0.66 Km

0.3 DESIGN STANDARDS

The existing road is proposed to widen for Two lane with paved shoulder configuration based on the Traffic
demand as indicated Chapter 3. Number of existing deficient geometry curves have been replaced with
desired curves radius, as applicable for Mountainous terrain.
In addition to IRC standards for Geometric Design, Drainage & Intersections (IRC:SP:23, IRC: 38, IRC:SP:41,
IRC:SP: 42 etc.), following manuals are also followed:
• Manual of Two Laning issued by MORTH (IRC:SP:73-2018)
• Hill Road Manual (IRC:SP:48-1998)

Adopted Design Standards for the proposed road are presented in this chapter.

0.4 TRAFFIC SURVEYS AND ANALYSIS

To capture traffic flow characteristics and travel pattern of users passing through the project road and
other characteristics related to miscellaneous requirements as per the ToR, following primary traffic
surveys have been conducted.

• Classified Traffic Volume Count (7 days) – 3 locations

• Origin-Destination Survey (OD) – 2 locations
• Axle Load Survey – 2 locations
• Truck Terminal Survey – 1 location
• Pedestrian and Animal Count Survey – 2 locations
• Speed and Delay Survey – Entire length

0.4.1 TRAFFIC ANALYSIS

The traffic surveys have been carried out at 3 locations. The Average Annual Daily Traffic volume (AADT)
and Average daily traffic volume (ADT) on the project road for all 3 locations as given in Table 0.2 below:

Table 0-2: Traffic Sections of Project Highway

ADT AADT
S. No Section
In No.’s In PCU In No.’s In PCU

1 Km 81+600 5446 6806 3376 4219

2 Km 85+900 4088 6081 2393 3346
3 Km 94+800 2731 4345 1779 2737

Final Detailed Project Report | Revision No. 1 | Page | 18

Maximum AADT of 4219 PCUs was observed at location Km 81.600 followed by 3770 at Km 85.900.
Minimum traffic was observed at Km 94.800 which is 2737 PCUs.

0.4.2 TRAFFIC FORECAST

The future traffic demand assessment is made based on the past available data. Traffic forecasts are made
for the horizon year 2048 which will form the basis for further work on pavement design, wayside
amenities, intersection/ interchange design and developing capacity augmentation proposals.
Traffic forecast has been based on demand elasticity approach, wherein a relationship was established
between traffic and socio-economic indicators. Traffic growth rates by vehicle type, for the project road
corridor have been determined. The projection for future traffic involves critical analysis of some of the key
Socio-economic indicators and the rate of change expected during the study period in the project influence
area. The detail of traffic study are presented in separate chapter.

0.4.3 ENGINEERING SURVEYS AND INVESTIGATIONS

The various surveys and investigations which have been carried out are as follows:

• Inventory and condition survey of Road and Pavement.

• Topographic Survey (cartosat Imagery)-Detailed topographic survey will be carried out.

• Inventory and condition survey of Bridges, Cross Drainage & other structures.

• Classified Traffic Volume Count (7 days)

• Origin-Destination Survey (OD)

• Axle Load Survey

• Intersection Turning Movement Count Survey

• Truck Terminal Survey

• Pedestrian and Animal Count Survey

• Speed and Delay Survey

• Hydraulic study and Hydrological Investigations

• Pavement Investigations

• Material Investigations

• Geo Technical investigation for bridges and structures

Following observation are made from survey and investigation of existing road.

1. Srinagar-Leh NH-1 acts as a lifeline as it is the only road connecting Ladakh to Srinagar.
However, it is closed in winter due to heavy amount of snowfall and avalanches along the road.

The Project Road is of 2- lane configuration of 7m a constructed and maintained by BRO.

2. The Pavement condition of the existing road is generally good.

3. There are 54 substandard geometric curves needs to be improved including proper sight
Final Detailed Project Report | Revision No. 1 | Page | 19
Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
distance.

4. There are some religious structures along the Project road sections which are the impediments
to the development proposal and careful considerations are required at such locations for the
widening/improvements.

5. The traffic signage system on the project road is not comprehensive and extensive as necessary
based on the standards guidelines and codes. There is no provision of informatory sign while
approaching the settlements or junctions or any other facility provided along the project road.

6. Project road passes through several curves en-route but warning signs have not been provided.

7. Project road passes through two settlements but there is no treatment through traffic signs
and other control devices at these settlements as per the standard IRC guidelines and codes.
8. Project road passes through 24 Major Avalanches Zones which affects the project road
between Sonamarg and Baltal. Possible realignment options avoiding these areas are being
studied and appropriate avalanche protection works are being evaluated.

9. There is no existing drain towards hill side throughout the length of existing road.

10. There is no crash barrier or railing on valley side as per IRC guidelines.
11. Absence of Breast Wall is observed at most of the sections.
12. Slope Protection Measures towards Valley Side are in poor condition at some location.

13. It has been observed during reconnaissance survey of the project road that traffic intensity is
low and increases to heavy traffic during pilgrimage season.
14. Construction of Existing Bypass for Sonamarg town is under progress by BRO.
15. It is difficult to plan any traffic diversion due to mountainous terrain and absence of any other
connecting road.

0.5 PAVEMENT DESIGN

0.5.1 NEW CONSTRUCTION

Pavement was designed on the basis of cumulative number of standard axles expected on the pavement
for the design life of 20 years for Flexible Pavement and design life of 30 years for Rigid pavement.
Proposed pavement composition based upon the design is given in Table 0.3 and Table 0.4.

Table 0-3: Recommended Pavement Crust Details for New Construction (Flexible Pavement)
Chainages
Aggregat
CTB Extruded
MS Effectiv BC e Inter CTSB
(m Subgra Polystyren Bitume
From To A e CBR % (mm) Layer (mm)
m) de e Sheet n
(mm)
(EPS)

0+00
17+853 20 8 50 100 115 235 500 50 mm VG-10
0
0+660
0+00
(Appro 20 8 50 100 115 235 500 50 mm VG-10
0
ach
Final Detailed Project Report | Revision No. 1 | Page | 20
Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
Road 2)

Table 0-4: Recommended Pavement Crust Details for New Construction (Rigid Pavement)
Desi
gn Debon Dowel Bar
Desi Tie Bar (Deformed)
Secti Subgr Cumula GS DL ding PQ (Round)
gn
on ade tive CV SG B C Layer C
Life
CBR (Both (m (m (m (Polyth (m Spac Len Spac Len
(Yea Dia Dia
(%) ways) m) m) m) ene) m) ing gth ing gth
rs) (m (m
(µm) (mm (m (mm (m
m) m)
) m) ) m)
Tun 245183 50 20 15 24
8% 30 125 µ 30 300 360 12 740 640
nel 96 0 0 0 0

0.6 GEOLOGICAL ASSESSMENT AND AVALANCHE PROTECTION MEASURES

The existing Srinagar-Leh highway between Z-Morh and the proposed Zojila tunnel portal at Baltal road
remains closed for almost six months due to severe winter conditions that entail heavy snow falls and
snow avalanches. As per detailed investigations by SASE (Snow Avalanche Study Establishment), as many
as twenty-four avalanche routes have been identified in this project area. The preliminary geological
studies in the area reveal that the area may be prone to other geo-hazards like debris flows along nallas
and gulleys. This chapter presents detailed geological assessment along the project corridor.
The proposed road is affected by 25 number of registered avalanches sites namely SL-25 to SL-48. Also 14
nos. of new Avalanches sites namely N-1 to N-14 are also identified by SASE on the proposed alignment.
Various Avalanche Protection Structures proposed along the project road such as Catch Dams, Deflector
Dams, Cut & Cover Sections and Snow Galleries. After detailed Technical Discussions and Site visits with
SASE, a conceptual layout of avalanche protection structures is prepared.
Various Protection Measures taken to mitigate Avalanches are presented under this chapter.

0.7 DESIGN OF TUNNELS

The major components of the Zojila approach tunnel includes twin tune uni directional tunnel, 433/439m
(Tube-1/Tube-2) Tunnel 1 with one traffic lane with one emergency lane.

• Tunnel 1- 437/443.5 m (Tube-1/Tube-2)

• Tunnel 2- 1929/1959.5 m (Tube-1/Tube-2)
8 Nos. of Cut & Cover Sections are identified along the project road to protect from Avalanches accounting
to a total length of 2.36 Km.

0.8 ENVIRONMENT IMPACT ASSESSMENT (EIA) AND MANAGEMENT PLAN (EMP)

The proposed project alignment takes off at Chainage 0+000 (Existing Km 82.000) which connects to
proposed Zojila Tunnel portal.
Salient Features of the Alignment of Approach Road-1 are as follows:

• Total Length- 17.853 km

• Tunnel Length- 2.366/2.403 Km (Tube 1/Tube 2)

Final Detailed Project Report | Revision No. 1 | Page | 21

Salient Features of the Alignment of Approach Road-2 are as follows:

• Total Length- 0.66 km

The tract of the proposed project area is extremely mountainous with rugged terrain in Sindh and Mansbal
ranges while the terrain in the Harran Sballabugh Range is flat. The land use patterns along the proposed
project road in the existing alignment are built up, barren, agricultural and forest in which predominant
land use pattern is forest. The proposed project road crosses various surface water bodies including rivers
namely Sindh. The project falls under seismic intensity Zone V, which is classified as very high damage risk
zone and Snow fall zone. The proposed project area falls in relatively clean environment. Pollution levels
may be very low. The dominant plant families in the proposed project area are Rosaceae, Asteraceae,
Ranunculaceae, Polygonaceae, Poaceae Fabaceae and Pinaceae. However, Pteridophytes and Bryophytes
are also found in the proposed project area. Black Bear, Brown bear, Hangul, Fox, Leopard etc. are the main
fauna of the proposed project area. Detailed study report is attached as Volume-IV A EIA & EMP Report.

As per the assessment, the proposed project does not trigger EC, as EIA notification 2006 and amendment
thereafter. Moreover, Director (FC), MoEF&CC, vide letter dt. 19.05.2014 clarified Dt. of General Border
Roads regarding the applicability of environmental clearance for similar project Z – Morh and Zozilla
Tunnels in Jammu and Kashmir.

It is clear, the proposed project does not attract Environmental Clearance (EC) under the provision of EIA
Notification-2006 and its amendment on dated 22nd August, 2013 issued by the Govt. of India, Ministry of
Environment, Forest and Climate Change (MoEF&CC), New Delhi.

Approximately 11 km (60% of total land use) along existing NH-1 passes through forest area. The proposal
involves a diversion of 49.59 hectare forest land to be diverted after joint site inspection visit held on 15th
July, 2020. Accordingly, forest proposal seeking Forest clearance under the provision of Forest
(Conservation) Act, 1980 has been submitted on the parivesh portal of MoEFCC on 23rd August, 2020. A
total of 450 trees have been counted on the forest land within corridor of impact (proposed ROW) in July,
2020. Further, The Initial project stretch of existing National Highway-1 is passing the boundary of
Thajwas- Baltal Wildlife Sanctuary with a length of 156m at left hand side and 216m at right hand side.
Wildlife clearance from competent authority shall be obtained as per applicability.

During EIA, environmental monitoring (air quality, noise level, surface & ground water quality, soil quality)
were conducted to establish baseline environmental condition of the project area. Impact of the proposed
development activity on the surrounding environment was assessed and mitigation measures are proposed
to minimize the adverse impacts & enhancement measures for positive impacts. The budgetary provision
for environmental management activities are taken as per GOI and GOJ&K Norms and the same has been
submitted in Vol IV A- EIA & EMP Report.

0.9 SOCIAL IMPACT ASSESSMENT (SIA) AND RESETTLEMENT PLAN (RP)

As a part of the project development process, concerted effort has been made to minimize the adverse
social impact by integrating the social concerns in design and planning of the up-gradation proposals. There
will be very few direct impact on Project Affected Households. The Road is passes through hilly terrain and

Final Detailed Project Report | Revision No. 1 | Page | 22

Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
no any major habitation has been impacted except few household in Shitkadi and land acquisition will be
taken place.

This chapter presents the social surveys conducted and findings of the same.

0.10 COST ESTIMATION (REF: J&K SOR 2020)

The project cost includes construction cost, routine maintenance cost during construction period, social
and environmental cost (land acquisition, structure acquisition, R&R, environmental cost), physical
contingencies, price contingencies, supervision cost on base cost and cost for utility shifting and
relocation. Rates are derived from J&K Revised Schedule of Rates 2020 published by Public Works
Department, Jammu and Kashmir.
The abstract of cost estimates for the project corridor is given in Table 0.5 below.

Table 0-5: Summary of Cost

Bill No. Description Amount (Rs.)

GST @ 12% of (A) 1,91,89,01,840

Final Detailed Project Report | Revision No. 1 | Page | 23

Civil Cost (A) per Km (In Crores) 96.74

16 Contingencies @ 2.8% of (A)

44,77,43,763
17 Construction Supervision charges @ 3% of (A)
47,97,25,460
18 Agency Charges @ 3% of (A)
47,97,25,460
Escalation @ 5% of (B) per annum for 2nd & 3rd years'
19
(Construction period 2.5 Year) 1,34,32,31,288
Total Estimated Project Cost
20,66,01,76,481
Maintenance charges for road @ 0.5% for 2, 3, & 4th year
20 and 1% for 5th years of (B), for Tunnel Maintenance charges @
54,83,63,658
0.25% Yearly for 5 Year and 0.5% Yearly for next 5 Year of (B)
Total Project Cost
21,20,85,40,139
21 Pre-Construction Activities

(i) Shifting of utilities

7,32,52,036
(ii) Environment Mitigation Cost
4,06,09,892
(iii) Provision for LA and FC
67,38,14,014
Total Capital Cost (INR) 21,99,62,16,081

0.11 ECONOMIC AND FINANCIAL ANALYSIS

Due to defence and national interest this project has critical importance though the project is not showing
any economic viability but overall it is strategic in nature and therefore recommended for construction

0.12 Winter Road Maintenance

As a part of overall development of the region and to achieve all-weather connectivity, winter road
maintenance is required. The chapter describes about the existing condition of project area and
recommends a mechanism for a better snow clearance techniques. The chapter recommends the following
techniques based on the intensity of snowfall:-

• Snow plowing

• Snow Blowing

• Graders

• Salt and sand spreaders

• Anti-skid Treatments

Final Detailed Project Report | Revision No. 1 | Page | 24

Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
The chapter also suggests an intelligent winter management using Road Weather Information System
(RWIS) and setting a Winter Road Quality Standard.

Final Detailed Project Report | Revision No. 1 | Page | 25

1 CHAPTER – 1 PROJECT PREPARATION

1.1 BACKGROUND OF THE PROJECT
The National Highways & Infrastructure Development Corporation Limited (NHIDCL) has been entrusted
with the assignment of preparation of Detailed Project Report and providing Pre-Construction Activities:-
(i) For construction of Approach Roads with Avalanche Protection Works to West and East portal
of the proposed Zojila Tunnel (between Baltal and Minamarg) from Km 82.000 to Km 95.000 on
Srinagar-Leh Road (NH-1) and;

(ii) For making the NH-1 from Z-Morh Tunnel to proposed Zojila Tunnel (approx. 20 km) all
weather road in the State of Jammu & Kashmir.

1.2 Consultancy Appointment

M/s SMEC International Pty. Ltd has been appointed as Consultants vide letter no NHIDCL/J&K/Zojila
Tunnel- Approach Road/DPR/NH-1/2017/454 dated 28th March 2018 to carry out the Detailed Project
Report (DPR) for all weather road with 2 lane with paved shoulder configuration from the Eastern Portal of
the Z-Morh Tunnel at km 82.00 to the western portal of the Zojila Tunnel near Baltal Camp and approach
road to eastern portal of the Zojila Tunnel with take off point at existing NH-1 at Km 118.00 in the State of
Jammu & Kashmir. The contract with NHIDCL was signed on 1st May 2018.
The scope and principal objectives of the consultancy services is contained in the Terms of Reference (TOR)
of the consultancy services, which is part of the contract agreement. The services were commenced with
effect from 10th May 2018. Draft Feasibility Report was submitted on 15th July 2019. Comments of NHIDCL
on Feasibility Report were incorporated in the Final Feasibility Report which was submitted on 22nd August
2019. Draft DPR was submitted on 30th August 2020. Compliance to NHIDCL comments on Draft DPR was
submitted on 23rd October 2019.

An index Map of the project corridor is shown in Figure 1-1 Index Map

Figure 1-1 Index Map

Final Detailed Project Report | Revision No. 1 | Page | 26

1.3 Revisions/Modification incorporated in Final DPR

1.3.1 New TCS for alignment falling under wildlife (Ch. 0+000 to Ch. 0+215)

During Joint site inspection with Revenue, Forest and Wildlife Department; it was observed that the
initial stretch of 215m (Ch. 0+000 to Ch. 0+215) of Approach Road-1 is falling under Thajwas
Wildlife Boundary and necessary Wildlife Clearance would be required for the same.

After discussion with NHIDCL, it was concluded that rather going into long and tedious process of
Wildlife Clearance, the proposed road would be developed in the available Existing EROW which is
11 m with Two lanes with paved shoulder configuration. No additional PROW will be acquired in
this initial stretch of 215m so to avoid Wildlife Clearance process.

TCS adopted in this section is shown in figure below:

Figure 1-2 Proposed Road Configuration at Wildlife location

1.3.2 Realignment at BRO Bypass Location (Ch. 3+300 to 4+200)

During the submission of Draft DPR, the proposed alignment from BRO was not incorporated in the
alignment and the same was reflected in the plan and profile sheets that alignment will be finalized
once alignment of BRO bypass is received from concerned authorities. A minor bridge is already
under construction by BRO and the same is incorporated in the updated alignment. Slight
Realignment has been done in this 900m stretch so to utilize the under-construction bridge by BRO
and PROW of Sonamarg Bypass as marked by BRO on the ground.

Due to the realignment, an increase in length of 10 m is observed from the alignment submitted in
Draft DPR stage and Tender Drawings.

1.3.3 Realignment at BRO Bypass Location (Ch.9+ 000 to 10+800)

The proposed alignment of the approach road to Zojila tunnel west portal from east portal of Z-
Morh tunnel is aligned through the valley encompass a multiple active avalanche sites and
erosional features.

The alignment has been marked on the ground along with the installation of the ROW pillars. In
view of demarcated alignment, it has been found that about 1.95km length of the alignment need
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Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
to be realigned due to high slope cuts and encroachment into the erosional scar, i.e. from Ch.
9+000m to 10+800. Realignment design has been carried out and the alignment has been pulled
out towards the River Sindh by a maximum of 45m, with which the proposed alignment becomes
free of identified. The details of the realigned stretch is as follows:

i) The Nilgrar Tunnel-2 has now been designed as a twin tube uni-directional tunnels which were
previously were designed as single tube with escape tunnel. As the twin tube occupies larger
area laterally, high slope cuts has been foreseen beyond the portal. After exiting from the
Nilgrar tunnel-2 portal in Sarbal Valley, the initial stretch of about 100m has a slope cuts of
more than 30m on the hill side or towards the left tunnel tube and lane. Considering the
presence of existing national highway in the close vicinity of the alignment and overburden
occupied stretch, the alignment has been shifted by about 25m towards the River Sindh to
avoid the high cut slopes and avoiding any instability to the existing highway. Slope cuts have
now been reduced to 8-10 m towards hill side.

ii) Further, the alignment from the tunnel portal to the first cut & cover would be a raised
highway. The cut & cover has been kept sufficiently away from the existing HT tower.

iii) After exiting from the first cut & cover, the alignment lies in an erosional scar area which have
unstable slopes from CH. 10+100 to 10+300. The alignment encroached into the slopes and
construction of the same would be very challenging, and therefore, have been pulled out by
about a maximum of 47m towards the River Sindh with which the alignment becomes safe
from any kind of slope failure in this stretch. The road would be an elevated road on
embankment.

iv) The alignment beyond this point has been kept slightly towards the river to avoid deep cutting
in the second cut & cover section and merges back in the proposed alignment. The length of
the alignment is increased by 29 m.

Final Detailed Project Report | Revision No. 1 | Page | 28

2 CHAPTER–2: PROJECT ROAD DESCRIPTION

The project road length is around 18.47 km. It consists of 2 sections. First Section starts from km 82.000 of
NH-1 after the bridge linking Eastern Portal of Z-Morh tunnel to NH-1 at km 82.000 and ends at Western
Portal of the proposed Zojila Tunnel near Baltal Camp. This stretch of road lies in Ganderbal district. The
road passes through Sonamarg Urban area and Baltal Base Camp. Second Section comprises of connecting
the eastern portal of the Zojila Tunnel to NH-1 with take off point at existing Km 118. Generally, the existing
road is of two lane configuration. A brief description of road project is as follows:

2.1 EXISITNG ROAD ALIGNMENT

The project road comprises of two sections. Approach Road-1 of length 17.853 Km starts from Km 82,
Sonamarg and ends at proposed Western Portal of Zojila tunnel. The proposed alignment of Approach
Road-1 follows existing NH-1 in two sections:
v) Km 82 to Km 84.300 (Before Sonamarg Market)

vi) Km 85.300 (Near Truck Terminal) to Km 86.300 ( Youth Hostel near SDA Fish Pond)
The rest portion of the proposed road is in new construction.
Approach Road-2 takes off at Km 118 and ends at Proposed Eastern Portal of Zojila Tunnel. Length of this
section is 0.66 Km and is new construction stretch.
Existing alignment of stretch under consideration:
• The road section is primarily lying in mountainous terrain.
• The road section connects following towns and villages i.e.
i) Sonamarg
ii) Nilgrar
iii) Sarbal
• Details of carriageway width, earthen shoulder and embankment heights of existing project road are
given in Table 2.1.
Table 2-1: Existing Road Formation
Carriageway Width (m) Earthen Shoulder Width (m) Embankment Height (m)
5.0 – 7.0 1.0 – 2.0 12 - 20

a) Existing Right of way

It is observed existing Right of Way (ROW) varies from 7 m to 11 m along the project stretch.

b) Land use pattern along the alignment

The land use pattern along the project road is mainly forest with few patches of barren and agricultural
land. Ribbon development is observed along the major habitation i.e., Sonamarg.
There are a total of 3 settlements varying in size and populations along the project corridor.
The existing alignment comprises of sharp horizontal and deficient vertical curves which require geometric
improvements.

c) Villages and Towns

There are 03 villages/towns along the project stretch including major and minor settlements, namely
Sonamarg,Nilgrar and Sarbal Village.

Final Detailed Project Report | Revision No. 1 | Page | 29

Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
d) Carriageway and Roadway Width
The existing project stretch has Two Lane to Intermediate Carriageway.

e) Surfacing Type
The existing pavement is flexible type.

f) Shoulder
Earthen shoulder is observed on valley sides in some places along the project road with varying widths of 1.0
to 2.0 m. The condition of earthen shoulder varies from good to fair with rain cuts and erosion of shoulder is
observed at some locations along project stretch.

g) Retaining and Breast walls

It is observed that few retaining walls and breast walls/toe walls are existing along the Project Highway.

h) Road Junctions
There are no Intersections along the project stretch under consideration.

i) Side Drains
Lined drain is found in Sonamarg Market Area. Unlined drain is also found at short stretches which is
covered with debris.

j) Utilities
Following Utilities are observed to be existing in the project road.
• SDA Street Lights
• OFC Cables
• Power lines/HT lines
• PHE Line
The lists of utilities are shown in below table.

Table 2-2: Details of Electric Poles, Hand pumps and Telephone poles
S. PHE Line SDA Street
Section Electric Transfor Hand
No Optical Fiber Lights
(km) Poles mers pumps
.
Approach
Road-1 12.2 Km 18
1 68 07 00 46
(Km 0 to
17+853)

k) Petrol Pump
There is no petrol pump located along the project stretch.

l) Bus Stops
There is no bus stop present along the project road.

m) Truck Lay-bye
No well-defined truck lay bye, bus bays and taxi stand were observed on the project road. Requirements
for provision of truck laybyes, parking and rest areas shall be assessed as part of study and suitable
recommendations shall be made. One Weighing Station is present in Sonamarg at Km 85+300 which causes
disturbance to the traffic.

n) Exisiting Structures:
Major & Minor Bridges in this section are as follows:
Table 2-3: Major & Minor Bridges
Final Detailed Project Report | Revision No. 1 | Page | 30
Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
Location Remarks
S. No. Name Length (m)
(km)
1 85+020 Sindh 42.0 -
2 87+200 - 6.00 -
3 88+970 Nilgrar 10.6 -
4 90+400 Kokaran 32.0 -

In this section of road, 4 no of Bridges exists, but none of the above is falling on the proposed alignment.

2.2 GEOLOGY, ROCK AND SOIL

The area of proposed project area comprises of lower reaches having a moderate physiography except that
of north of Sindh river which has a rugged terrain. The Major portion of the area is covered by alluvium and
karewa deposits cover the remaining area leaving very small portion occupied by Triassic limestone and
other formations of the older age. The main litho units exposed are traps, states, quartzites, limestones and
shales besides the alluvium and karewa clays.

2.3 CLIMATE
Given its high altitude and mountainous terrain, Sonamarg is a locality that experiences the regionally
rare humid continental climate (Köppen: Dfb) with significant rainfall. The average temperature in
Sonamarg is 6.5 °C, and nearly 932 mm of precipitation falls annually (not counting the heavy snowfall that
occasionally falls on the valley floor during winter).
The existing Srinagar-Leh highway between Z-Morh and the proposed Zojila tunnel portal at Baltal road
remains closed for almost six months due to severe winter conditions that entail heavy snow falls and snow
avalanches.

2.4 ALTITUDE:
The altitude of the proposed project area ranges from 2650 to 2900 m of Approach Road-1 and 3280 to
3310 for Approach Road-2.

2.5 PRECIPITATION:
The tract receives most its precipitation in the form of snow as early as November and the peaks remain
snow-capped during most of the time of the year. The rainfall varies considerably depending upon the
elevation and proximity to the hills. The maximum precipitation is received by the area during the winter
and spring months in the form of snow and rain respectively. The Pir Panjal Mountan range acting as a lofty
barrier, Scidom allows any monsoon from plains to cross in to the valley and therefore summer months are
practically dry. The annual rainfall is approximately 932 mm.

2.6 WATER SUPPLY

The status of water supply is variable throughout the proposed project area and also with change in
season. The high mountainous ranges remain usually bound for the major part of the year. The snow,
which melt during summer release enough water for the perennial nallahs.

2.7 DEMOGRAPHY
Sonamarg has no permanent settlement and is inaccessible during winter due to heavy snowfall and
avalanches. At the 2011 India census, Sonamarg had a population of 392, excluding tourists and those
Final Detailed Project Report | Revision No. 1 | Page | 31
Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
working in the tourism industry. Males constitute 51% and females constitute 49%. These are the
permanent residents of Sonamarg though seasonally.

2.8 TOURISM
Sonamarg, which means 'meadow of gold' has, as its backdrop, snowy mountains against a cerulean sky.
The Sindh meanders along here and abounds with trout and mahseer, snow trout can be caught in the
main river. In late April when Sonamarg is open for road transport, the visitors can have access to snow
which is furnished all over like a white carpet. Ponies can be hired for the trip up to Thajwas glacier a major
attraction during the summer months.
The climate of Sonamarg is very bracing; but the rainfall is frequent though not heavy, except for two or
three days at a time in July and August with fine spell in between. From Sonamarg, trekking routes lead to
the Himalayan lakes of Vishansar Lake, Krishansar Lake, Gangabal Lake and Gadsar Lake, stocked
with Snowtrout and Brown trout and Satsar, glacier-fed and surrounded by banks of alpine flowers.
A close by excursion is to Baltal, 15 km east of Sonamarg. This little valley lies at the foot of the Zojila, only a
day's journey away from the sacred cave of Amarnath is a base camp for Amarnath yatra. Trekkers can also
reach the starkly splendid roof-top of the world Leh, by crossing over the Zoji La pass.
At Sonamarg the Jammu and Kashmir tourism department is organising river rafting tournaments yearly,
which has recently seen the participation of teams abroad. A large number of Hindi movies have been
filmed in Sonamarg.

2.9 TERRAIN
The Project section is primarily lying in Mountainous terrain.

2.10 ECOLOGICAL ENVIRONMENT

a) Forest type: The Major Forest Types in the proposed project area are Montane Temperate Forests,
Sub Alpine Forest and Alpine Forests groups.
b) Flora: The dominant families in the proposed project area are Rosaceae, Asteraceae,
Ranunculaceae, Polygonaceae, Poaceae Fabaceae and Pinaceae. However, Pteridophytes and
Bryophytes are also found in the Proposed project area.

c) Fauna: Black Bear, Brown bear, Hangul, Fox, Leopard etc. are the main fauna of the proposed
project area.

2.11 SEISMICITY
According to 2014 seismic zoning map of India, the UT of Jammu & Kashmir falls in Zone IV & V on the basis
seismic hazard. The project falls under seismic intensity Zone V, which is classified as high damage risk
zone.

Final Detailed Project Report | Revision No. 1 | Page | 32

Fig 2-1: Seismic Zone Map of India

Final Detailed Project Report | Revision No. 1 | Page | 33

3 CHAPTER-3 DESIGN STANDARDS

3.1 General
The design of the road geometry for the assigned project will be cover the following main principles,
which form the basis of desirable standard of highway design:

• All weather connectivity to commuters in the snow bound area will be of prime concern in the
design by taking care of road safety and the smooth flow of traffic.

• Both horizontal and vertical geometry will be accorded due importance as per selected
standards. It will not be compromised unless it becomes formidable to accept for the particular
situation.

• Consistent Design will be adopted and abrupt changes in the design speed to be avoided.

• The proposed design will minimise the total transportation cost, including initial construction
costs, costs for the maintenance of the facility and the costs borne by the road users.

• “Ruling” standards will be adopted and “Minimum” standards will be allowed only where
serious restrictions are imposed by technical or economic considerations.

3.2 BASIS OF DESIGN

• Geometric Design
• Pavement Design
• Drainage
• Cross drainage Works and Structures
• Avalanche Protection Work and Protection works on Hill side and valley side

3.2.1 GEOMETRIC DESIGN

Geometric design standards have been laid down keeping the above in view. The project road lies in
mountainous terrain. The geometric design will be mainly prepared based on IRC: SP:48-1998 “Hill
Road” and IRC SP:73-2018 besides adopting relevant standards from IRC SP:23 - Vertical Curves for
Highways, IRC:73-Geometric Design Standard of Rural (Non-Urban) Highway.

3.2.2 TERRAIN CLASSIFICATION

The project road lies in mountainous terrain. However certain length of project road lies in rolling
and steep terrain. The geometric standards relevant to mountainous terrain as contained in IRC: 73-
1980 has been adopted and other relevant IRC standards and codes regarding bridges and other
parameters has been adopted.

Table 3-1: Terrain classification for the roads based on per cent cross slope of the country
Terrain classification Percent cross slope of the country
Plain 0-10
Rolling >10-25
Mountainous > 25-60
Steep > 60

Final Detailed Project Report | Revision No. 0 | Page | 34

The Table below indicates the Terrain classification considered for existing road length which is
being improved for Lane section as per proposed widening scheme for the project road.
Table 3-2: Terrain Classification
Stretch Design Ch.
Length (in m) Type of Terrain
From To

Approach Road 1 0 17853 17853 Mountainous

Approach Road 2 0 660 660 Mountainous

3.2.3 DESIGN SPEED

It is the basic parameter, which determines all other geometric design features. The adopted
design speed for this project is 50 km/hr to 80 km/hr. Where the site conditions or economic
considerations do not permit the ruling design speed, same will be reviewed in consultation with
the Client. The minimum design speed for National Highways in mountainous terrain is 40 km/hr
as stipulated in IRC:SP 48-1998.

Table 3-3: Design Speed

TABLE 2. CROSS TABLE 3. DESIGN SPEED (KM/HR)
TABLE 1. NAME
SLOPE OF
OF
THE
TERRAI RULING TABLE 5. MINIMUM
COUNTRY TABLE 4.
N
(%)
Mountainous 25-60 50 40
Steep >60 40 30

3.2.4 SIGHT DISTANCE

i) The Project Highway is designed for stopping sight distance. Wherever feasible, intermediate
sight distance in as much length of the road as possible, are attempted. Traffic signs depicting
“Overtaking Prohibited” is recommended at all locations wherever stopping sight distance is
provided.
ii) The recommended sight distances for various speeds are given in Table below.
Table 3-4: Sight Distances for Various Speeds
Speed(km/hr) Stopping sight distance (m) Intermediate sight distance (m)
20 20 40
25 25 50
30 30 60
35 40 80
40 45 90
50 60 120

Final Detailed Project Report | Revision No. 0 | Page | 35

iii) Where horizontal and summit curves overlap, the design provides for the required sight
distance, both in the vertical direction, along the pavement and in the horizontal direction on
the inner side of curve.

3.2.5 WIDTH OF ROAD LAND (ROW), ROADWAY, CARRIAGEWAY AND SHOULDERS RIGHT OF
WAY (ROW)
The desirable Right of Way for Non-urban & Urban areas is kept as given in table below, as
prescribed in IRC:73& IRC:86 road are given in Table below.

Table 3-5: Desirable Road Land Widths (metres)/ROW)

MOUNTAINOUS AND STEEP TERRAIN
CROSS SLOPE OF
NAME OPEN AREAS BUILT-UP AREA
THE COUNTRY (%)
NORMAL EXCEPTIONAL NORMAL EXCEPTIONAL
National and State
1. 24 18 20 18
Highways

Proposed right of way has been ascertained by the client based on cut/fill slopes in rural sections
including landslide locations, portal locations and minimum formation width required.

Buffer Area: If the available right of way is sufficient, a buffer area between the curb and sidewalk is
desirable. This area provides space for snow storage and allows for a greater separation between
vehicle and pedestrian. The buffer area should be at least 5 ft wide to be effective and should
desirably be wider. Although occasionally unavoidable, placing roadside appurtenances within the
buffer area is undesirable. The proximity to the traveled way increases the likelihood of a
vehicle/fixed-object crash. (Source: Adopted from Indiana Design Manual 2013, chapter 45 cross
section elements).

Keeping above factors in consideration, the Proposed Right of Way (PROW) is kept 15-40m.
Additional PROW is kept to accommodate avalanche protection measures and at portal locations.

Lane Width
The standard lane width of the Project Highway is 3.5 m
Extra Width of Carriageway
Existing geometry is poor at some locations with design speed even going as low as 20 Kmph and
radius upto 30 m. Extra widening is proposed as per Table 10 of IRC 52 "Recommendations about
the Alignment survey and Geometric design of Hill roads".
The additional width of paved carriageway is accommodated within formation width road width as
per applicable Typical cross section, by reduction in Earthen shoulder width

Table 3-6: Widening of Pavement at curves

RADIUS OF UPTO 20 21 to 41 to 60 61 to 101 to Above
CURVE IN M) 40 100 300 300
Extra width 1.5 1.5 1.2 0.9 0.6 Nil
(m) Two lane

Final Detailed Project Report | Revision No. 0 | Page | 36

Shoulders
The shoulder width is as per IRC SP 73 2018 is given in table below, subjected to availability of land.

Table 3-7: Shoulder Width

Mountainous and Steep terrain (Hilly area)
TYPE OF SECTION
Paved Earthen Total
Hill Side 1.5 m - 1.5m
Open Country with Isolated Built up Valley 1.5m 1.0m 2.5m
area side (in mild
terrain)
Built up area and approaches to Hill Side 1.5m - 1.5m
grade separated structures/bridges (Raised)
Valley 1.5m - 1.5m
side (Raised)

• A shoulder rumble strip is a raised or grooved pattern in the pavement surface of the
shoulder. The raised rumble strip is not as desirable as the grooved type because of snow
clearing operations. Grooved rumble strips are indented into the pavement of the shoulder
of the roadway. In summer, grooved rumble strips are self-cleaned by highway traffic. In
winter, even covered with snow the shoulder rumble strips still produce an effective
humming noise when traversed by errant vehicles. (Source: Adopted from Geometric Design
Guide for Canadian Roads 2011, chapter 2.2 cross section and roadside elements).
• Paved shoulders must be cleared of snow and ice during the winter months in order to
function properly. Therefore, it is often practical for usable shoulders to be paved. (Source:
Adopted from Mass Highway American Standard 2006, chapter 5 cross section and roadside
elements).
• Apart from the paved shoulder, extra snow storage lane is provided of 1.5m as per “IRC SP
48-1998” Clause 6.5.2 Note-4.

3.2.6 ROADWAY WIDTH (FORMATION WIDTH)

Following typical cross sections have been developed for the proposed alignment.
• Type I - 2-Lane concentric widening - 12.9 (7.0m Carriageway + 2 x 1.5m Paved shoulder+
1x1.5m Snow Storage on valley side + 0.45m wide parapet on valley side + 0.9m Drain on Hill
side) + Breast wall upto 2.5 m height.
• Type IA- 2-Lane Wildlife Area (7.0m Carriageway + 2x 1.5m Paved shoulder + 1m Drain on
Hill side under paved shoulder) + 0.7m raised footpath on hill side + Breast wall upto 2.5 m
height + Valley side Metal Beam Crash Barrier.
• Type II - 2-Lane Builtup Area -13.5 (7.0m Carriageway + 2x 1.5m Paved shoulder+ 2x0.75m
Snow Storage +2x1m Footpath cum drain.
• Type III - 2-Lane on mild slope terrain -13.4 (7.0m Carriageway + 2x 1.5m Paved shoulder +
1.5m Snow storage on valley side+ 1.0m Earthern Shoulder on valley side+0.9m Drain on Hill
side).

Final Detailed Project Report | Revision No. 0 | Page | 37

• Type IV - 2-Lane in New Construction with hill side cut and valley side Retaining Wall -12.85
(7.0m Carriageway + 2x 1.5m Paved shoulder+1x1.5m Snow Storage on valley side + 0.45m
wide parapet on valley side + 0.9m Drain on Hill side).
• Type V - 2-Lane with hill side cut and valley side Metal Beam Crash Barrier -13.65 (7.0m
Carriageway + 2x 1.5m Paved shoulder+ 1x1.5m Snow Storage on valley side+1.0m Earthen
Shoulder with Metal Beam crash barrier on valley side +0.9m Drain on Hill side)
• Type VI- 2-Lane New construction on high embankment -13.5 (7.0m Carriageway + 2x 1.5m
Paved shoulder+ 2x0.75m Snow Storage + 2x1.0m Earthern Shoulder with Metal Beam Crash
Barrier)
• Type VI A-2-Lane New construction on high embankment with blast wall on RHS-13.5 (7.0m
Carriageway + 2x 1.5m Paved shoulder+ 2x0.75m Snow Storage + 1.0m Earthern Shoulder
with Metal Beam Crash Barrier on LHS + 2.0m Earthern Shoulder with Air Blast Wall on top
on RHS)
• Type VII- Twin Single lane Road Section with Median in between at Twin Tube Tunnel
approach (Both Side Cut)
• Type VIII- 2-Lane New Construction with Both side cut -12.65 (7.0m Carriageway + 2x 1.5m
Paved shoulder+1x1.5m snow storage with drain+0.9m Drain)
• Type IX- Cut& Cover
• Type X- Snow Gallery
• Type XI- Bridge
• Type XI A- Twin Bridge in between tunnels
• Type XII- Tunnel Cross Section
• Type XIII- Twin Single lane Road Section with Median in between at Twin Tube Tunnel
approach (High Embankment)
• Type XIV- Twin Single lane Road Section with Median in between at Twin Tube Tunnel
approach (Hill Side Gabion and Valley Side High Embankment)

Table 3-8: Cross Section Schedule

Design Chainage
S. Length
To Type of TCS
No. From (km) (m)
(km)
Approach Road-1
1 0 215 215 TCS IA
2 215 357.5 142.5 TCS I
3 357.5 2107.5 1750 TCS II
4 2107.5 2150 42.5 TCS III
5 2150 2325 175 TCS XI
6 2325 2350 25 TCS VI
7 2350 3040 690 TCS III
8 3040 3350 310 TCS IV
9 3350 3450 100 TCS VI
10 3450 3490 40 TCS XI

Final Detailed Project Report | Revision No. 0 | Page | 38

Design Chainage
S. Length
To Type of TCS
No. From (km) (m)
(km)
11 3490 3530 40 TCS III
12 3530 3900 370 TCS VIII
13 3900 4120 220 TCS IV
14 4120 4300 180 TCS V
15 4300 4880 580 TCS III
16 4880 5010 130 TCS VI
17 5010 5200 190 TCS VIII
18 5200 5350 150 TCS VI
19 5350 5490 140 TCS XI
20 5490 5795 305 TCS VI
21 5795 6285 490 TCS XI
22 6285 6330 45 TCS VI
23 6330 6360 30 TCS III
24 6360 6430 70 TCS VIII
25 6430 6573 143 TCS VII
6573/6568. 437/443. TCS XII (Tube
26
5 7010/7012 5 1/Tube 2)
27 7010 7066 56 TCS VII
28 7066 7113.5 47.5 TCS XIII
29 7113.5 7148.5 35 TCS XI A
30 7148.5 7160 11.5 TCS XIII
31 7160 7181 21 TCS VII
9110/9145 1929/19 TCS XII (Tube
32
7181/7186 .5 59.5 1/Tube 2)
33 9110 9140 30 TCS VII
34 9140 9240 100 TCS XIV
35 9240 9500 260 TCS XIII
36 9500 9760 260 TCS VI
37 9760 9780 20 TCS IV
38 9780 10120 340 TCS IX
39 10120 10140 20 TCS VIII
40 10140 10360 220 TCS VI A
41 10360 10570 210 TCS IX
42 10570 10620 50 TCS VIII
43 10620 11110 490 TCS VI
44 11110 11295 185 TCS VIII
45 11295 11545 250 TCS IX
46 11545 11625 80 TCS VIII
47 11625 12140 515 TCS VI
48 12140 12340 200 TCS VI A
49 12340 12665 325 TCS VI
50 12665 12845 180 TCS III
51 12845 13045 200 TCS VIII

Final Detailed Project Report | Revision No. 0 | Page | 39

Design Chainage
S. Length
To Type of TCS
No. From (km) (m)
(km)
52 13045 13445 400 TCS IX
53 13445 13525 80 TCS VIII
54 13525 13915 390 TCS VI A
55 13915 13965 50 TCS V
56 13965 14045 80 TCS VIII
57 14045 14395 350 TCS IX
58 14395 14485 90 TCS VIII
59 14485 14625 140 TCS V
60 14625 14695 70 TCS VIII
61 14695 14895 200 TCS IX
62 14895 14985 90 TCS VIII
63 14985 15075 90 TCS III
64 15075 15195 120 TCS VI
65 15195 15245 50 TCS V
66 15245 15345 100 TCS VIII
67 15345 15805 460 TCS IX
68 15805 15945 140 TCS VIII
69 15945 16265 320 TCS III
70 16265 16395 130 TCS V
71 16395 16695 300 TCS X
72 16695 16845 150 TCS IX
73 16845 16995 150 TCS X
74 16995 17214 219 TCS VI
75 17214 17344 130 TCS XI
76 17344 17853 509 TCS VI
Approach Road-2
77 0 660 660 TCS VI

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3.2.7 CAMBER / CROSS FALL

i) The camber or crossfall on straight sections of road carriageway and shoulders is be as per Table
below:

Table 3-9: Camber/Crossfall in percentage for different Surface Types

TABLE 6. CATEGORY OF Annual Low Rainfall (Less than Annual High Rainfall (More
SURFACE 1500 mm) than 1500 mm)
Bituminous 2.5% 2.5%
Cement Concrete 2.0% 2.0%

ii) The camber for earthen shoulders on straight portion is at least 0.5 per cent steeper than the
slope of the pavement and paved shoulder subject to a minimum of 3.0 per cent. On super
elevated sections, the shoulders have the same crossfall as the carriageway.
Desirably, a shoulder cross slope should not be less than 4 percent to minimize ponding on the
roadway. The shoulder cross slope on the outside of the curve may be constructed in the same
direction as the adjacent lane. However, consideration should be given to snow storage in
border area (snow melting in border area then draining and refreezing on roadway surface) by
sloping the border away from roadway or by providing slotted drainage along shoulder.
(Source: Adopted from New Jersey Roadway Design Manual 2015, Section 5 Major cross section
elements).

3.2.8 HORIZONTAL ALIGNMENT

The Detailed Horizontal alignment has to be fluent and blend well with the topography. We are following
here the designs a line, which conforms to natural contours, is aesthetically preferable to one with long
tangents slashing through the terrain. The horizontal alignment should be coordinate carefully with the
longitudinal profile.

Under IRC guidelines, the ruling design speed is 50 Kmph with a minimum design speed of 40 Kmph in
mountainous terrain. In rolling terrain it varies from 80 Kmph to 65 Kmph.

Short curves give appearances of kinks, particularly for small deflection angles, and should be avoided.
The curves should be sufficiently long and have suitable transitions to provide pleasing appearances.
Curve length should be 150 meters for a deflection angle of 5 degree and some areas it has been
increased by 30 meters for each degree decrease in the deflection angle.
The curves in the same direction separated by short tangents known as broken back curves should be
avoided as far as possible in the interest of aesthetics and safety replaced by single curve.
In general horizontal curves consist of circular portion of the curve followed by spiral transitions on both
sides. Design speed, super-elevation and coefficient of friction affect the design of curve.

3.2.9 GENERAL GUIDELINES

i) The alignment should be as directional, fluent and matching well with the surrounding
topography as possible and also to avoid abrupt changes

Final Detailed Project Report | Revision No. 1 | Page | 60

ii) On new roads the curves should be designed to have the largest practical radius generally
not less than the ruling value corresponding to ruling design speed given in Table 2.
iii) Absolute minimum values based on Minimum Design Speed may be used where economics of
construction and site condition so dictates. The radii below the absolute minimum should not
be provided.
iv) Straight section exceeding 3 km length should be avoided. A curvilinear alignment with long
curve is better from point of safety and aesthetic.
v) Sharp curves should not be introduced at the end of long tangents, since these can be
extremely hazardous.
vi) Curve should be sufficiently long and have suitable transition curves at either end to
eliminate the shock due to application of centrifugal force. For deflection angle less than 1
degree no curve is required to be designed.
vii) Reverse curves may be needed in difficult terrain. Sufficient length between two curves shall be
provided for introduction of requisite transition curve
viii) To avoid distortion in appearance, the alignment should co-ordinate with the longitudinal
profile.

3.2.9.1 Horizontal Curves

The radius required for horizontal curves shall be calculated from the following formulae
R = V2 / 127(e + f)
Where,
R = Radius in meters
V = Vehicle speed in km/hour
e = Super-elevation ratio in meter/meter
f = Coefficient of side friction between vehicle tyres and the pavement (taken as 0.15)
The desirable minimum and absolute minimum radii of horizontal curves for various classes of terrain
as per Hill Road Manual (IRC: SP:48-1998) are given in Table below.

Table 3-10:Minimum Radii of Horizontal Curves

DESIGN SPEED MINIMUM RADIUS (METRE) WHEN SUPERELEVATION IS LIMITED TO
KM/H 7 Percent 4 Percent
30 30 40
50 90 105
60 130 150
80 230 265

Table 3-11 : Adopted Minimum Radii of Horizontal Curves

Nature of Terrain Desirable Minimum Absolute Minimum
Mountainous Terrain 80 m 50 m

Final Detailed Project Report | Revision No. 1 | Page | 61

3.2.9.2 Transition (spiral) Curves

A transition curve, transition spiral, or spiral easement, is a mathematically calculated Euler spiral fitted
between a straight and a circular curve on a section of highway. In plan (i.e., the horizontal curve) the start
of the transition is at infinite radius and at the end of the transition it has the same radius of curvature as
the adjoining circular curve, thus forming a very broad spiral. At the same time in the vertical plane, the
outside of the curve is gradually raised until the full super elevation is reached.

A spiral easement is used to smooth the change in centripetal acceleration experienced by a road vehicle
and the users approaching the horizontal circular curve and to prevent abrupt forces and discomfort.
Without such an easement, the centripetal force would change abruptly, with very undesirable results, at
the tangent point where the straight track meets the curve.

Minimum length of the transition curve will be determined from the following considerations and the
largest of the following values will be adopted for design.

Rate of change of centrifugal acceleration, the length of transition curve is given by:
Ls = 0.0215V3 / CR
Where,
Ls = Length of transition in meters
V = Speed in Km/hr
R = Radius of circular curve in meters
C = 80/(75+V) (Subject to a maximum of 0.8 and minimum of 0.5)

Based on Rate of change of super-elevation, the minimum length of transition is given by:
Ls1 = eNW
Where,
Ls1 = Length of transition in meters
V = Speed in Km/hr
W = width of carriageway
N = Rate of change of super elevation (Should not be steeper than 1 in 150)
e = rate of change of super elevation

Based on Empirical formula

Ls 2 = 0.0635 Ls1 V2/ R
Ls2 = Length of transition in meters
Ls1 = Length of transition from formula 2
V = Speed in Km/hr
R = Radius of circular curve in meters

Final Detailed Project Report | Revision No. 1 | Page | 62

3.2.10 SUPERELEVATION

Superelevation to be provided on curve is calculated from the following formula:

e = V2/ 225R

Where,e = Superelevation in meter per meter

V = Design speed in km/hr
R = Radius of the curve in meters

Super elevation obtained from the above expression should, however, be kept limited to 7 % .
Super elevation on all curves is provided as per IRC guidelines to a maximum of 7% in rural sections
However, on urban sections with frequent intersections, it will be desirable to limit the superelevation to 4
% for convenience in construction and for facilitating easy and safe turning movement of vehicles.
The radii of curves which do not require super-elevation are as under:

Table 3-12: Radii beyond which Superelevation is not required

Radius (metre) for camber of
Design Speed
Km/h 3 percent 2.5 percent 2 percent 1.7 percent
20 60 70 90 100
30 130 160 200 240
40 240 280 350 420
50 370 450 550 650

3.2.11 VERTICAL ALIGNMENT GENERAL

1. Broken-back grade lines, i.e. two vertical curves in the same direction separated by a short
tangent, should be avoided due to poor appearance, and preferably replaced by a single
curve.

2. Decks of small-drainage structures (i.e. culverts and minor bridges) should follow the same
profile as the flanking road section, with no break in the grade line.
3. Gradient up to the ‘ruling gradient’ may be used as a matter of course in design.
4. The ‘limiting gradients’ may be used where the topography of a place compels this course or
where the adoption of gentler gradients would add enormously to the cost. In such cases,
the length of continuous grades steeper than the ruling gradient should be as short as possible.
5. ‘Exceptional gradients’ are meant to be adopted only in very difficult situations and for short
lengths not exceeding 100m at a stretch. Successive stretches of exceptional gradients must be
separated by a minimum length of 100m having gentler/ flatter gradient.
6. The cumulative rise/fall in elevation over 2 Km length shall not exceed 100 m in mountainous
terrain and 120m in steep terrain.
The following approach has been taken in designing the vertical alignment geometry.
• From field studies, low-lying areas where possible embankment construction would enhance
pavement durability were identified.

Final Detailed Project Report | Revision No. 1 | Page | 63

• The minimum thickness of design overlay (includes base and sub-base thicknesses)
consistent with pavement design and minimum cross fall have been provided as required along
the road centre line under the up-gradation options.
• Summit curves have been designed to satisfy the criteria for Stop Sighting Distance (SSD).
Intermediate Sight Distance (ISD) was also met in some straight stretches. Designing summit
curves for ISD necessitates major changes in the vertical grade, which considerably increases the
construction costs due to substantial increase in the volume of cutting and filling.
• A minimum gradient of 0.3% was used to fix grade lines and to limit the heights of
embankments.
• The minimum curve lengths for suitable design speed and criteria for maximum grade
changes, as per the IRC guidelines, have been followed when designing the vertical curves.
• “Broken-back” grade lines or two vertical curves lying in the same direction and separated by a
short tangent have been replaced by single long curves wherever applicable.
• Sharp horizontal curves have been avoided at or near the apex of summit/sag vertical curves
for safety considerations.
• As per the IRC guidelines, the vertical and horizontal curves have been phased.
• At bridges with spans  30m, flanking sections of bridges have been combined into a single
vertical curve.
• The vertical alignment has been designed to allow for adequate cover to culverts.
• In village and urban areas, the vertical gradients are designed to follow the existing
profiles with allowance for required overlay thickness and efficient drainage needs but to keep
the effective rise in finished road level to a maximum of 300 mm.
• All the valley curves are checked for the minimum required length to satisfy as per IRC 73
– 1980 for Head light sight distances at design speed of 80 Kmph or 100 Kmph. In some critical
locations such as bridge approaches (where existing bridge is retained) or village limits etc.,
these vertical curves
• These vertical curves were designed for reduced design speed say at 50 or 65 Kmph,
keeping the quantity of filling to minimum or to match the existing profile. In these situations,
suitable speed regulatory measures were proposed to warn the drivers against possible hazard.
• Minimum length of summit curve adopted is 73.6A and for valley curves it is 41.5A
considering SSD criteria for 100Kmph design speed, where ‘A’ being the algebraic difference in
grades (expressed in percentage).
• The top levels of the culverts, minor bridges were considered as control points in design of
vertical profile of the alignment.

3.2.11.1 Vertical Curve

Vertical curves are introduced for smooth transition at grade changes. Both summit curves and valley
curves should be designed as parabola. The length of the vertical curve is controlled by sight distance
requirements, but curves with greater length are aesthetically better. Curves should be provided at all
grade changes exceeding those given in Table below. For satisfactory appearance, the minimum length
should be as given in the Table below.

Final Detailed Project Report | Revision No. 1 | Page | 64

Table 3-13: Minimum Length of Vertical Curve

Design Speed km/h Minimum Length of Vertical Curve (meter)

Upto 35 15
40 20
50 30
65 40
80 50

3.2.11.2 Vertical Gradient

The ruling and limiting gradients are given in Table below.
Table 3-14: Recommended Gradients
Nature of Terrain Ruling Gradient Limiting Gradient Exceptional Gradient
Mountainous 5.0% 6.0% 7.0%
Steep 6% 7% 8%

i) Gradients up to the value corresponding to ruling & limiting gradient have been adopted, as far as
possible. Exceptional gradients have been adopted only in very difficult situations and for short
lengths. Adopted gradients in the project stretch is as per mountainous terrain recommendations.
ii) Attempts have been made to provide long sweeping vertical curves at all grade changes. These are
designed as square parabolas.
iii) Vertical curves and its coordination with horizontal curves has been considered as per IRC:SP:23.

3.2.12 COORDINATION OF HORIZONTAL & VERTICAL ALIGNMENTS

Vertical curvature superimposed upon horizontal curvature gives a pleasing effect. As such the vertical
and horizontal curves should coincide as far as possible and their length should be more or less
equal. If this is difficult for any reason, then horizontal curve should be somewhat longer than the
vertical curve. Shape horizontal curves should be avoided at or near the apex of pronounced summit/ sag
vertical curves from safety point of view.

3.2.13 CROSS FALL AND LONGITUDINAL GRADIENT

The following cross fall is proposed in the project roads for quick dispersal of precipitation on the road
surface.

Table 3-15: Cross fall Standards

Particulars Cross fall %
Carriageway 2.5
Paved Shoulder 2.5

Gravel Shoulder 3.0

Final Detailed Project Report | Revision No. 1 | Page | 65

3.3 ROAD INTERSECTIONS

3.3.1 INTRODUCTION
The efficiency, safety, speed, cost of operation and capacity of all highways are influenced by the design of
the intersections. Each intersection involves through or cross traffic movements on one or more of the
roads concerned and turning movements between these roads may also be involved. These movements
may be handled by various means depending on the type of intersections. Only at-grade junctions are
required for this project.

The philosophy which will be adopted for the intersection designs is intended to reduce the severity of
potential conflicts between cars, buses, trucks, bicycles and pedestrians while facilitating the convenience,
ease and comfort of the road users traversing the intersections. The designs will therefore be fitted to the
natural transitional paths and operating characteristics of the user.

3.3.2 AT GRADE INTERSECTIONS

The following factors will be considered in the design of the at-grade intersections:
• human factors
- driving habits
- ability to make decisions

- driver expectancy
- decision and reaction time
- conformance to natural paths of movement

- pedestrian use and habits

- bicycle use and habits
• traffic considerations

- design and actual capacities

- design hour turning movements

- size and operating characteristics of vehicle

- variety of movements (diverging, merging, weaving and crossing)

- vehicle speeds

- transit involvement

- accident statistics

- bicycle movements

• physical elements
- character and use of abutting property

- vertical alignments

- sight distance
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- angle of the intersection

- conflict area

- speed change lanes

- geometric features
- traffic control devices

- lighting

- safety features
- bicycle traffic

- environmental factors,

• economic factors

- cost of improvements
- effects of controlling or limiting rights-of-way on abutting residential or commercial properties
where channelization restricts or prohibits vehicular movements.

3.3.3 DESIGN TRAFFIC

The traffic volume in terms of AADT and PCUs will be at one year’s intervals for total period of 20 years for
flexible pavement and 30 years for rigid pavement. Peak hour traffic will also be considered.

3.3.4 DESIGN VEHICLE

The designs will be suitable for single unit trucks/ bus chassis and for articulated/ semi-articulated vehicles
with wheel base up to 12m.

The design speed for auxiliary lanes will be 60% of the ruling design speed for the highway in open areas.
The turning speed for right angle turns will how-ever be restricted to 20 km/ hr and to a maximum of 30
km/ hr for left turns.

3.3.5 TURNING RADIUS

A minimum turning radius of 15m will be adopted for right turns to permit a turning speed of 20 km/hr.
Maximum radius for left turns will be 30 m which will permit a turning speed of 30 km/hr. For village and
other lower category roads including any permitted access connections to adjacent properties, a turning
radius of 15 m will be adopted.

Where high proportions of left turning vehicles are anticipated, three-centred compound curves will be
used to reduce the risk of vehicles leaving their designated lane and to minimise the paved area of the
junction.

3.3.6 WIDTH AND NUMBER OF LANES

The number of lanes will be governed by peak hour traffic volume in each direction of travel. The
provisions stipulated in IRC:64-1990 (Guidelines on Capacity of ‘Roads in Rural Areas’) and the relevant
circulars issued by MOST will be observed when determining the number of lanes.

Carriageway widening will be achieved by a taper of not less than 1 in 15.

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3.3.7 ROAD MARKING AND SIGNAGE

Road signing will comply with the provisions stipulated in IRC:67-2012 and the road markings provided
will satisfy the requirements of IRC:35-1970. Signalization will be considered when the warrants given in
IRC:93-1986 apply.

3.3.8 JUNCTION PROPOSAL

Junction proposal for following 07 nos. of Intersections along the project stretch are under consideration.
Table 3-16: Junction Details
Existing Proposed Cross Road
S. No. Location Location Type Major/Minor
LHS RHS
(km) (km)
1 84+200 2+100 Y Type Major - NH 1
2 - 2+390 Y Type Major BRO Bypass Road -
3 85+300 4+060 Y Type Major - NH 1
4 86+300 5+220 Y Type Major - NH 1
T Type Minor Amarnath Yatra
5 - 12+560 -
Road
6 - 17+100 Y Type Major - Baltal Camp
0+660 Y Type Major
7 118+000 (Approach NH 1 -
Road-2)

3.4 PAVEMENT DESIGN

3.4.1 INTRODUCTION
The design of pavements in high altitude snow bound region tends to thick in order to sustain frost heave
and particularly uneven settlements at spring thaw. Typically most roads in cold region only carry limited
amounts of traffic. Keeping in view the distress potential of climate as also the relatively low volume of
vehicular traffic on the roads in high altitude snow bound regions, the performance of pavements will
essentially be affected more by the changing thermal regime of the ground than by the axle loads. This calls
for a paradigm shift in the approach generally followed for designing pavements. Instead of designing for
axle loads, the road pavements in high altitude snow bound regions should be designed primarily on the
consideration of extremely varying climatic and geotechnical conditions of the ground. Such designs will
invariably be found adequate for the vehicle axle loads, which the pavement is expected to carry during its
design life. This basically aims at determining the total thickness of the pavement structure as well as the
thickness of the individual structural components.

The effects of frost action introduce many challenges in the design and construction of roadways in cold
regions. The penetration of frost into pavement structures can lead to differential frost heave during winter
and thaw weakening during spring. Both of these damage mechanisms lead to premature pavement
distress, structural deterioration, and poor ride quality.

The thickness of a pavement structure can play an important role in the performance of a roadway,
especially in cold regions. If the frost penetration depth exceeds the thickness of the pavement structure in
areas with frost-susceptible soils, frost heave, thaw weakening, and freeze-thaw cycling can cause
substantial damage to the roadway.

Final Detailed Project Report | Revision No. 1 | Page | 68

In high altitude areas which are subjected to heavy snowfall, sub-zero temperature, frost action, snow
drifts and avalanche activities, design and construction of pavement require special consideration. The
performance of conventional type of flexible pavements, comprising viz GSB, WMM etc, may not be found
satisfactory due to factors like:-

(a) Frost heaving and thawing action

(b) Intensive snow and avalanche activity

(d) Damage by movement of tracked vehicles during snow clearance operations.

(e) Loss of ductility of bitumen due to sub-zero temperatures

(f) Blocking of drainage system

(g) Glacier and avalanche movement on the road

Fig 3-1: Formation of ice lens and frost heave in frost susceptible soil
The above result in excessive maintenance requirement and even destruction of pavement and allied
structures. Roads in high altitude areas should be designed to retain their stability and serviceability inspite
of yearly relentless cycle of freezing and thawing.

3.4.2 FROST SUSCEPTIBILITY OF SOIL

From the point of view of pavement design and construction, the need will for a simple set of criteria to
distinguish whether a given soil will frost susceptible or not. Such criteria, in empirical form, incorporating
the principles of freezing of soils and formation of ice lenses been evolved by Casagrande essentially based
on grain size to serve as a useful guide. Soil have been divided in to 4 groups F1 to F4 (By US Corps of
Engineers).

Table 3-17 : Grouping of Soil Based on Frost Susceptibility

Group Description Characteristics
F1 Gravelly soils containing between 3 to 20 percent Least frost susceptible and least thaw
finer than 0.02 mm. by weight. weakening.

Final Detailed Project Report | Revision No. 1 | Page | 69

Group Description Characteristics

F2 Sands containing between 3 and 15 percent finer Increased frost-susceptibility and thaw
than 0.02 mm. by weight. weakening.
F3 (a) Gravelly soils containing more than 20 percent Frost susceptible and high thaw
finer than 0.02 mm. by weight. (b) Sands, except weakening.
very fine silty sands, containing more than 15
percent finer than 0.02 mm. by weight. (c) Clays
with plasticity indexes of more than 12. (d) Varved
clays existing with uniform subgrade conditions.
F4 (a) All silts including sandy silts. (b) Very fine silty Frost susceptible and high thaw
sands containing more than 15 percent finer than weakening.
0.02 mm. by weight. (c) Clays with plasticity
indexes of less than 12. (d) Varved clays existing
with non-uniform subgrade conditions.

3.4.3 DESIGN OF FLEXIBLE PAVEMENT FOR MAIN CARRIAGEWAY AS PER IRC: 37-2018 GUIDELINES
The design exercise is carried out as per the provision of IRC: 37-2018. The proposed pavement
composition comprises of cement treated sub-base, cement treated base, crack relief aggregate inter layer
and bituminous layers.
Materials, Assumptions and Inputs BT layers
VG 10 grade bitumen is considered for bituminous layers (BC and DBM @20 C) with a stiffness value of
2300 Mpa as per IRC 37-2018.

Crack Relief Aggregate Interlayer

A crack relief interlayer shall be used in between bituminous layer and cement treated base to avoid the
reflective cracking. The specification for aggregate crack relief layer shall that of WMM.

Cementitious Base and Cementitious sub-base

The base and base layer used shall be cement treated / cement stabilized. The sub-base layer acts as a
drainage layer and shall extend to full formation width.
Failure Criteria

The fatigue cracking at the bottom of the BT layer and rutting on the top of subgrade will considered as
failures which govern the design

Fatigue life of Pavement

The fatigue life in terms of MSA will worked out using the following equations.

Nf= 0.5161C 10-4 * (1/€t) ^3.89 x (1/MR)^0.854

Where C = 10M, and M = 4.84 *[ ( Vbe / Va + Vbe) - 0.69]
Va = % volume of air void in the mix used in bottom bituminous layer (here adopted 3.5%)
Vbe =% vol. of effective bitumen in the mix used in bottom bituminous layer (here adopted as 13%)
Nf = fatigue life in number of standard axles.

Final Detailed Project Report | Revision No. 1 | Page | 70

€t = Maximum tensile strain at the bottom of the bituminous layer

MR = Resilient modulus of the bituminous layer

Rutting life of Pavement

The rutting life in terms of MSA will worked out using the following equation

N = 1.41000 x 10-8 x (1/€v)4.5337

N = Number of cumulative standard axles

€v = Vertical strain in sub grade

3.4.4 DESIGN OF RIGID PAVEMENT

The main factors governing design of concrete pavements are design period, commercial traffic volume,
composition of commercial traffic in terms of single, tandem, tridem, and multi axle, axle load spectrum,
tyre pressure of commercial vehicles, lateral placement characteristic of commercial vehicles, directional
distribution of commercial vehicles, composition and strength of foundation and climatic condition.
The design will carried out by calculating the following:-
Design Wheel Load, Temperature Differential, k- Value, Concrete Strength, Modulus of Elasticity, Poisson’s
ratio & Coefficient of thermal expansion, Design parameters, Percentage of Axle loads, expected
repetitions, Load Safety factor, Fatigue Life Consumed, Cumulative fatigue life consumed <1, Check for
Temperature Stress: Edge Warping Stress: Check for Corner Stress, Design of Dowel Bars, Check for bearing
stress, Design of Tie bars, Spacing and length of the Deformed Tie bars.

Results thus obtained will tabulated in the format as shown below:-

Table 3-18: Rigid Pavement Design Option

S. No. Description Proposed thickness /Spacing
1 Granular sub base
2 DLC of M - 10 grade
3 PQC of M - 40 grade
Spacing of Reinforcement
3-I Dowel bars
Ii Plain Tie bars
iii Deformed Tie bars

3.4.4.1 Road Capacity and Lane Width

According to two lane manual IRC:SP-73:2015 the recommended design services volume are tabulated
below:

Table 3-19: Design Service Volume in PCU / day

S.
Nature of Terrain Design Service Volume in PCU / day
No.
1 Plain 18,000
2 Rolling 13,000
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S.
Nature of Terrain Design Service Volume in PCU / day
No.
3 Mountainous and Steep 9,000

3.4.5 LEVEL OF SERVICE

Level of Service is defined as a qualitative measure describing operational conditions within a traffic
stream, and their perception by drivers / passengers.

Level of Service definition generally describes these conditions in terms of factors such as speed and
travel time, freedom to maneuver, traffic interruptions, comfort, convenience and safety. Six levels of
service are recognized commonly, designated from A to F, with Level of Service A representing the best
operating condition (i.e. free flow) and level of service F the worst (i.e. forced or break-down flow)
Level of Service A: Represents a condition of free flow. Individual users are virtually unaffected by the
presence of others in the traffic stream. Freedom to select desired speeds and to manoeuvre within
the traffic stream is high. The general level of comfort and convenience provided to the road users is
excellent.

Level of Service B: Represents a zone of stable flow, with the drivers still having reasonable freedom
to select their desired speed and manoeuvre within the traffic stream. Level of comfort and convenience
provided is somewhat less than level of service A, because the presence of other vehicles in the traffic
stream begins to affect individual behavior.
Level of Service C: This also is a zone of stable flow, but marks the beginning of the range of flow in which
the operation for individual users becomes significantly affected by interactions with other in the traffic
stream. The selection of speed is now affected by the presence of their, and maneuvering within the traffic
stream requires substantial vigilance of the part of the user. The general level of comfort and
convenience declines noticeably at this level.

Level of Service D: Represents the limit of stable flow, with conditions approaching close to unstable
flow. Due to high density, the drivers are severely restricted in their freedom to select desired speed
and maneuver within the traffic stream. The general level of comfort and convenience is poor. Small
increase in traffic flow will usually cause operational problems at this level.
Level of Service E: Represents operating conditions when traffic volumes are at or close to the capacity
level. The speeds are reduced to a low, but relatively uniform value. Freedom to maneuver within the
traffic stream is extremely difficult, and is generally accomplished by forcing a vehicle to give way to
accommodate such maneuvers. Comfort and convenience are extremely poor, and driver frustration is
generally high. Operations at this level are usually unstable, because small increase in flow or minor
disturbance within the traffic stream will cause breakdowns
Level of Service F: Represents zone of forced or breakdown flow. This condition occurs when the amount
of traffic approaching a point exceeds the amount which can pass it. Queues from behind such
locations. Operation within the queues are characterized by stop and go waves, which are extremely
unstable. Vehicle may progress at a reasonable speed for several hundred meters and may then be
required to stop in cyclic fashion. Due to high volumes break down occurs, and long queues and delay
results.

Final Detailed Project Report | Revision No. 1 | Page | 72

3.4.6 CAPACITY AND DESIGN SERVICE VOLUME

From the viewpoint of smooth traffic flow, it is not advisable to design the width of road
pavement for a traffic volume equal to its capacity which is available at LOS E. At this level, the speeds are
low (typically half the free speed) and freedom to maneuver within the traffic stream is extremely
restricted. Besides, at this level, even a small increase in volume would lead to forced flow situation and
breakdowns within the traffic stream. Even the flow conditions at LOS C and D involve significant vehicle
interaction leading to lower level of comfort and convenience. In contrast, level of Service B represents
a stable flow zone which affords reasonable freedom to drivers in terms of speed selection and man
oeuvres within the traffic stream. Under normal circumstances, use of LOS B is considered adequate for
the design of rural highways. At this level, volume of traffic will be around 0.5 times the maximum
capacity and this is taken as the “design service volume” for the purpose of adopting design values.
It is recommended that on major arterial routes LOS B should be adopted for design purposes. On other
roads under exceptional circumstances, LOS C could also be adopted for design. Under these
conditions, traffic will experience congestion and inconvenience during some of the peak hours which
may be acceptable. This is a planning decision which should be taken in each case specifically after
carefully weighing all the related factors. For LOS C, design service volumes can be taken as 40 per cent
higher than those for LOS B given in subsequent paragraphs.

The design service volume that should be considered for design / improvement of a road facility should be
the expected volume at the end of the design life. This can be computed by projecting the present
volume at an appropriate traffic growth rate. The traffic growth rate should be established after
careful study of past trends and potential for future growth of the traffic.

3.5 DRAINAGE
The main objective of the drainage study is to determine the required size of drainage structures to allow the
estimated design flow to be taken off the road quickly and safely, and to check whether waterways of existing
structures are sufficient to transmit the flow without risk so that appropriate decisions could be taken
concerning their rehabilitation.

3.5.1 DESIGN PARAMETERS FOR DRAINS LONGITUDINAL GRADIENT

Gradients are provided on roads according to the road profile designed on the basis of design speed and to
match the surrounding terrain. In any case, a slight longitudinal gradient in the road alignment helps improve
internal drainage of pavement layers. A minimum longitudinal gradient of 0.3% is provided in most conditions
except at few sections where flatter gradients have been adopted to match with the outfall inverts. A
minimum longitudinal gradient of 0.3% is considered adequate in most conditions to secure satisfactory
drainage. It is also required in cut sections and medians to facilitate the removal of water. A minimum
longitudinal gradient of 0.3% is also preferable to facilitate flow of water in roadside drains, with outlets
provided at required interval to restrict the depth of drains. But in flat terrain in the project area where 0.3%
gradient is not possible, it can be varied to 0.1% or more flatter as per requirement.
Kerb drains on high embankments at approaches to bridges follow the general road gradient. Drainage for the
project road has been designed as per

IRC-SP: 42 - Guide lines on Road

Drainage & IRC-SP: 50 - Guide lines on Urban Drainage.
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3.5.2 CROSS SLOPE AND CAMBER

If a steep cross slope is provided, it helps in quick dispersal of water from the pavement surface, but it may be
objectionable from considerations of comfort to the traffic. Therefore cross slope is often a compromise
between the requirements of drainage and those of vehicular traffic. But from drainage point of view a
reasonably steep cross slope will be helpful in minimizing ponding of water on flat grades. Flat slopes are major
contributors to the condition which produces the phenomena of hydroplaning and accidents on roads.

IRC: 73-1980 "Geometric Design Standards for Rural (non-urban) Highways” recommends camber or cross
slope on straight section of roads. In keeping With the IRC recommendations, the Consultants have adopted a
crossfall and camber of 2.5% for main carriageway. This is considered enough to drain out the water from top
of the pavement surface as even for steepest adopted longitudinal gradient of 3.33%.

The following cross fall is proposed in the project roads for quick dispersal of precipitation on the road surface.

Table 3-20: Cross fall Standards

Particulars Cross fall (%)

Carriageway 2.5

Paved Shoulder 2.5

Earthen Shoulder 3.0

3.5.3 MINIMUM SECTION OF DRAINS

Section is chosen in such a way that the drain would be able to be cleared periodically using a spade.
Accordingly, it is recommended that minimum width of a drain would be 600 mm. In case where drains are
required to pass the existing cross roads, provision of buried pipe of minimum dia 900mm is made for drain to
cross from one side to other. For drain in urban area, 1.0m internal width of drain is proposed under footpath
of 1.5m.

3.5.3.1 Channel Shapes

The usual channel shapes are:

 Parabolic
 Trapezoidal
 Rectangular
 Triangular or V shaped
The parabolic section is the best from hydraulic consideration but it is very difficult to construct and
subsequently maintain. The V-shaped drains are also very difficult to maintain as its desilting is difficult. The
trapezoidal and rectangular sections are easier to construct and maintain, thus is considered the most suitable.
Trapezoidal and Rectangular section is recommended to adopt for the project road.

3.5.3.2 Side Slopes

The economical sections can be obtained by adopting drain section based on the following relation
between bed width and depth:
 Rectangular drain b = 2d

Final Detailed Project Report | Revision No. 1 | Page | 74

 Trapezoidal b = 0.82d (1 :1 side slope)

B = 1.24d (1.5:1 side slope)
Side slope of 1.5 (H):1(V) is recommended for earthen drain considering angle of repose of
available material. For lined drain with brick or stone or concrete paving, side slope of 1 (H): 1
(V) is preferred for trapezoidal section.

3.5.4 PAVEMENT INTERNAL DRAINAGE

Drainage of pavement layers across the earth shoulders has an important bearing on the
performance of the pavement. In case of new carriageway and reconstruction of existing road, bottom
most granular sub-base layer is to be extended upto to the edge of embankment slope. In case of
widening with existing road on one-side, continuous drainage layer is not possible and extension is to be
limited till existing crust.
The sub-base layer is to have following capacity to carry the design discharge. Flow through subbase
layer is considered as saturated laminar flow and calculated using Darcy's Law as under;

Q=KiA

Where,
Q = discharge in cumlsec
K = Coefficient of permeability in mlsec i =
Hydraulic gradient
A = cross section area in sqm perpendicular to the direction

3.5.4.1 Pavement Internal Drainage

Two main objectives of subsurface drains are to lower the level of water table and to intercept or drain
out underground water. The subsurface drains in cut slope are useful as these carry away underground
water which otherwise responsible for sloughing of the slope.

3.6 DESIGN STANDARDS OF STRUCTURES

3.6.1 DESIGN STANDARDS

Summary of various Design Standards finalized and adopted for designing different structural
components are:
Table 3-21: Summary of various Design Standards

(a) Width of Carriageway For all bridges with footpath – 16 meter overall width (0.5m
(i) For Minor & Major Bridges Handrail, 1.5m Footpath & 0.5m Crash barrier on either edge with
11m carriageway including shyness in between) as per IRC SP
(for New/ Reconstruction)
73:2018
• 2Lane Structures
If structure is in sound condition & carriageway is ≥ 7.5m, the
bridge is retained as it is, otherwise, widened to width as for new
bridges considering structural condition.

Final Detailed Project Report | Revision No. 1 | Page | 75

Width equal to the roadway width of the approaches

(ii) For Minor & Major Bridges

(for Retain / Widening)

• 2Lane Structures
(iii) Culverts & other Structures

(b) Design Loading As per IRC 6-2017.

Dead Loads, Footpath Live
Loads, Live Loads, Snow load,
other Forces/ Loads, Temp
Variation etc.

(c) Seismic Loading As per IRC 6-2017.

Project Road : Zone V

(d) Wearing Coat 65mm thick wearing coat

(e) Expansion Joints Filler Type/ Strip seal Type depending upon span length of
structure

(f) Drainage As per design requirements

Cross Fall, Drainage Spouts

(g) Approach Slabs RCC approach slabs of 3.50 meter length over the full width of the
bridge

(h) Bearings Tar paper or Elastomeric or POT-PTFE bearings for Bridges

(i) Superstructure Minor & Major Bridges:

Span up to 10.0m - RCC Box/RCC Solid Slab;
Span from 10.0m to 20.0m - RCC T-Beam/Portal Structure;

Span from 20.0m to 40.0m - PSC T-Beam;

Span from 40.0m to 60.0m - Composite Steel Plate Girders with

Cast-in situ deck;

Span > 60.0m - Steel Truss Type Superstructure /

Pre-stressed Balanced Cantilever Box Girder Bridge

Culverts:

Solid Slab/ Pipe/ RCC Box (as the case may be)

(j) Substructure RCC Wall/ Circular Type.

Piers
RCC Cantilever Type.
Abutments
RCC Cantilever Type Retaining Wall
Wing walls

Final Detailed Project Report | Revision No. 1 | Page | 76

(k) Foundations: Pile/Raft/ Strip/ Open Foundation for bridges

(l) Materials Specifications: Fe-500D Grade shall be used with reference to IS: 1786.
Class II 7 wire stress relieved, low relaxation type strands
Steel: confirming to IRC:112, with the following properties:-
Un-tensioned steel
Nominal size 15.2mm

Guaranteed nominal breaking load 260.7 kN

Prestressing steel
Modulus of elasticity 195 kN/mm2
Friction coefficient in ducts 0.17 (Corrugated HDPE)

Wobble 0.002 rad/m (steel ducts)

Wedge pull-in 6mm

Jacking force shall be restricted to 78.3% breaking load (max)

High tensile steel (Grade E350 B0) to IS: 2062-2011.

Tensile Strength = 490 Mpa

Yield Stress (t <= 20mm) = 350 Mpa

(20 < t <= 40mm) = 330 Mpa

Structural Steel
(t > 40mm) = 320 Mpa
Young Modulus of elasticity = 200,000 Mpa

As per IRC: 78-2014 and IRC 112

Concrete
Piers/ Abutments,

Open/ Pile foundation

RCC/PSC Superstructure

3.6.2 CODES OF PRACTICES AND STANDARDS

The structural design will conform to the latest revision of codes and recommendation of MOST
specifications and sound engineering practice.

For manufactured items the recommendations of manufacturer regarding the use, design criteria,
installation instructions and properties will be considered for the design of structures.

The following are the various design codes that shall be followed for the structural design of various
components of the project road. These shall be supplemented, wherever required, by guidelines from
various international codes:

Final Detailed Project Report | Revision No. 1 | Page | 77

IRC: 5 – 1998 Standard Specifications and Code of Practice for Road Bridges. Section I - General Features
of Design

IRC: 6 – 2017 Standard Specifications and Code of Practice for Road Bridges. Section II – Loads and
Stresses

IRC: 22– 2008 Standard Specifications and Code of Practice for Road Bridges, Section VI – Composite
Construction (Limit States Design)
IRC: 24– 2010 Standard Specifications and Code of Practice for Road Bridges, Steel Road Bridges (Limit
State Method)

IRC: 45 – 1972 Recommendations for Estimating the Resistance of Soil Below the Maximum Scour Level in
the Design of Well Foundations of Bridges.

IRC: 78 – 2014 Standard Specifications and Code of Practice for Road Bridges. Section VII – Foundation and
Substructure

IRC: 83 Standard Specifications and Code of Practice for Road Bridges. Section XI – Bearings (Part I
to Part III)
IRC: 89 – 1997 Guidelines for Design and Construction of River Training and Control Works for Road
Bridges.

IRC: 112 – 2014 Code of Practice for Concrete Road Bridges.

Other IRC Special Publications for Bridges:
IRC: SP – 13 Guidelines for the Design of Small Bridges and Culverts
IRC: SP – 33 Guidelines on Supplemental Measures for Design, Detailing and
Durability of Important Bridge Structures.

IRC: SP – 35 Guidelines on Inspection and Maintenance of Bridges

IRC: SP – 40 Guidelines on Techniques for Strengthening and Rehabilitation of Bridges

IRC: SP – 69 Guidelines and Specifications for Expansion Joints

IRC: SP – 73 Manual of Standards & Specifications for Two-Laning of State Highways on
BOT Basis

The specifications of latest MOST, IS, BS, AASHTO codes, in that order, will be followed for items
outside the purview of the foregoing standards.

3.6.3 PROPOSAL OF BRIDGES AND CROSS DRAINAGE STRUCTURES

There are 5 new bridges out of which four are major bridges and one is a minor bridge. There are total 41
culverts proposed, 10 are in reconstruction and 31 are in new construction. Out of 41 total culverts, 30 are
box culverts and 11 are pipe culverts.

Table 3-22: Details Proposed Improvements for the Culverts

Type of Existin Culvert Improvements Proposals Total
Structur g Retained Reconstruct New Additional Culverts Culverts

Final Detailed Project Report | Revision No. 1 | Page | 78

e Culver & Widen ion Constructi Abandon proposed

ts on due to ed Due to
Suggeste
Realingme Hydrolog
d by BRO
nt or Earth y
fill\cut

Box
10 0 10 20 - 0 0 30
Culverts

Pipe
- - 0 11 - - 11
Culverts

Table 3-23: Details of Proposed Improvements for Bridges

Proposal of Bridges
Number of Number of
S. Number Number of
Description Existing structures to
No. of bridges that are
Structures be Remark
retained New
reconstructed
bridge Construction
as bridge

Major
1 - - - 4 -
bridge

Minor
2 - - - 1 -
bridge
Total Existing
- Total Proposed Bridges 5
Bridges

The Summary of proposed cross drainage structures is shown below:

Table 3-24: Cross Drainage Structures / Culvert in Reconstruction

Final Structure Proposal
Existing Design Existin
S. Span/
Chainag Chainag g Type of
N Structu Opening Re -
e e Structu Remarks construc
o. re Type / Pipe commendation
(km) (km) re Type tion
Dia.
Cast in
1 - 0+218 Box Box 1x2x2 Reconstruction -
place
Box Box Cast in
2 - 0+384 1x2x2 Reconstruction -
place
Box Box Cast in
3 - 0+489 1x2x2 Reconstruction -
place
Box Box Cast in
4 - 0+582 1x2x2 Reconstruction -
place
Box Box Cast in
5 - 0+635 1x2x2 Reconstruction -
place
Box Box Cast in
6 - 1+062 1x2x2 Reconstruction -
place
Box Box Cast in
7 - 1+396 1x3x2 Reconstruction -
place

Final Detailed Project Report | Revision No. 1 | Page | 79

Final Structure Proposal

Existing Design Existin
S. Span/
Chainag Chainag g Type of
N Structu Opening Re -
e e Structu Remarks construc
o. re Type / Pipe commendation
(km) (km) re Type tion
Dia.
Box Box Cast in
8 - 1+626 1x3x2 Reconstruction -
place
Box Box Cast in
9 - 2+559 2x3x3 Reconstruction -
place
1 Box Box Cast in
- 4+905 1x3x3 Reconstruction -
0 place

Table 3-25: Cross Drainage Structures / Culvert in New Construction

Existing Design
S. Final Structure Proposal
Chainage Chainage
Span/
Re - Type of
No. (km) (km) Structure Type Opening/ Remarks
commendation construction
Pipe Dia.
-
New
1 0+018 Box 1x2x2 - Cast in place
construction

-
New
2 0+827 Box 1x2x2 - Cast in place
construction

-
New
3 0+948 Box 1x2x2 - Cast in place
construction

-
New
4 1+833 Box 1x2x2 - Cast in place
construction

-
New
5 2+847 Box 1x2x2 - Cast in place
construction

-
New
6 4+330 Box 1x2x2 - Cast in place
construction

-
New
7 Box 1x2x2 - Cast in place
construction
4+530
-
New
8 Box 1x2x3 - Cast in place
construction
4+710
9 - 6+334 Box 1x2x2 New - Cast in place

Final Detailed Project Report | Revision No. 1 | Page | 80

construction

-
New
10 9+310 Pipe 2x1.2 ⌀ - Precast
construction

- New
11 9+705 Pipe 3x1.2 ⌀ - Precast
construction
- New
12 10+220 Pipe 3x1.2 ⌀ - Precast
construction
- New
13 10+624 Box 1x3x3 - Cast in place
construction
- New
14 10+694 Pipe 1x1.2 ⌀ - Precast
construction
- New
15 10+773 Box 1x5x6.5 - Cast in place
construction
- New
16 11+945 Box 1x5x6.5 - Cast in place
construction
- New
17 12+254 Pipe 2x1.2 ⌀ - Precast
construction
- New
18 12+519 Box 2x3x6 - Cast in place
construction
- New
19 12+715 Box 1x2x2 - Cast in place
construction
- New
20 13+623 Pipe 3x1.2 ⌀ - Precast
construction
- New
21 13+732 Pipe 2x1.2 ⌀ - Precast
construction
- New
22 13+924 Box 1x2x2 - Cast in place
construction
- New
23 15+034 Box 1x2x2 - Cast in place
construction
- New
24 15+114 Pipe 2x1.2 ⌀ - Cast in place
construction
- New
25 15+204 Box 1x2x2 - Cast in place
construction
-
New
26 16+025 Box 1x2x2 - Cast in place
Construction
27 - 16+234 Box 1x2x2 New - Cast in place
Final Detailed Project Report | Revision No. 1 | Page | 81
Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal

construction

- New
28 17+146 Box 1x2x2 - Cast in place
construction
- New
29 17+787 Pipe 3x1.2 ⌀ - Precast
construction
Approach Road 2
New
30 - 0+110 Pipe 3x1.2 ⌀ - Precast
construction

New
31 - 0+400 Pipe 2x1.2 ⌀ - Precast
construction

The Summary of bridges is shown below:

Table 3-26: Bridges Proposed for New Construction as Major Bridge

Existing Design Proposed Arrangements/ Details

S.
Chaina Chaina
N Type of Improvement Load Classifi- Total Span (CL Type of Super-
ge ge
o. Bridge Proposal cation of Exp) (m) structure
(Km) (Km)
2+237. Major New
1 - As per IRC-6 5x35.0 (total) PSC I Girder
5 bridge Construction
Major New
2 - 5+420 As per IRC-6 4x35.0 (total) PSC I Girder
bridge Construction
Major New
3 - 6+040 As per IRC-6 14x35.0 (total) PSC I Girder
bridge Construction
Major New Steel
4 - 17+278 As per IRC-6 1x135.87 (total)
bridge Construction Composite

Table 3-27: Bridges Proposed for New Construction as Minor Bridge

Existing Design Proposed Arrangements/ Details
S.
Chaina Chaina
N Type of Improvement Load Classifi- Total Span (CL Type of Super-
ge ge
o. Bridge Proposal cation of Exp) (m) structure
(Km) (Km)
Minor New
1 - 7+130 As per IRC-6 1x35.0 (total) PSC I Girder
bridge Construction

3.7 PROVISION OF RETAINING WALLS/BREAST WALL AND OTHER PROTECTION WORKS

Based on provisions for slope protection works given in “IRC:SP: 48- Hill Road Manual”, IS 14458 (Part 1):
1998 “Retaining wall for Hill Area – Guidelines, Part 1 Selection of Type of wall”, Literature Studies and
multiple site visits of consultant’s Highway Engineer and Geologist summary of recommendations for Hill
and Valley slope protection work are mentioned in the following Table.

Table 3-28: Provision of Retaining Wall/Breast Wall and other protection work
Sl. Type of Protection Wall Avg. Ht LHS RHS Total Length (m)

Final Detailed Project Report | Revision No. 1 | Page | 82

No. (m) Length (m) Length (m)

2.5 142.50 20 162.50
3.0 - 480 480
Retaining Wall in Stone Masonry 5.0 - - -
1
6.5 - 50 50
7.0 - - -
GRAND TOTAL = 350 142.50 550
2 Breast Wall in Stone Masonry 2.5 - 142.50 142.50
SSGW
3 4 1770 2100 including muck 3870
(Single Stage Gabbion Wall)
4 TSGW (Two Stage Gabion Wall) 8 1495 815 2310

3.8 EMBANKMENT DESIGN

3.8.1 REINFORCED EARTH WALL STRUCTURE FOR EMBANKMENT & SLOPES

This work shall consist of reinforced earth steep slopes comprising of construction of internally stabilized
soil mass, built in layers, duly compacted with specific fill requirements in combination with minimum 50
mm wide Geosynthetic strap, minimum 70 mm wide geosynthetic strap and 50 mm wide high friction
geosynthetic strap coated with Linear Low-Density Polyethylene (LLDPE) or similar as soil reinforcing
structural elements of designated grades and design strengths connected directly with flexible galvanized
steel mesh facing through mechanical connection system.
Design and construction of reinforced earth steep slope shall include all dead and live loads and
combinations including snow loads with adequate factor of safety , seismic loads, drainage provision for
dissipation of pore water pressure and flexible galvanized steel mesh facing system with erosion protection
measure for long term performance with a minimum design life of 100 Years. The contractor shall assess
and substantiate the availability and design adequacy of foundation soil for overall stability under the
location of the reinforced earth steep slope before execution of the works.

The work shall generally be done in conformity to the MORTH “Specification for Road and Bridge Works:
Latest Revision, Section 3100 and specifically as per this document. The detailed design and drawings of the
work done in accordance with the MORTH specifications and in accordance to FHWA Guide line “Design
and Construction of Mechanically Stabilized Earth Walls and Reinforced Soil Slopes”. Reference can also be
made to BS: 8006:2010 “Strengthened/Reinforced Soils and Other Fills” for general detailing or wherever
relevant.

In reinforced earth steep slope structures, the facing units are galvanized steel welded mesh units. The
steel mesh shall be of ‘L’ shape. Special compressible type galvanized steel mesh panels and secondary
reinforcement may be used for total wall slope height more than 10.0m to allow enhanced flexibility in the
wall slope, as per recommendation and design of specialized system or technology provider.

The steel mesh facing shall be hot-dip galvanized with minimum thickness of 86 microns. The steel
elements shall be of diameter not less than 8 mm, Hot-dip Galvanizing shall be done in accordance with BS
729: 1971 (1994), bending of bars shall be as per BS: 4466.

Final Detailed Project Report | Revision No. 1 | Page | 83

Since the reinforced earth structures are located in high seismic zone, the connection system between the
soil reinforcing geosynthetic strap and the reinforced earth facing shall be direct and mechanical in nature,
frictional connections shall not be used or approved for works in high seismic zones. The connection shall
consist of galvanized steel mid steel loops and horse shoe plate or similar arrangement. The weight of
galvanization shall not be less than 500 grams per sqm (Zinc thickness not less than 70 micron). The surface
finished shall consist of flat, dressed boulders/stones of more than 125 mm in size and shall be
appropriately packed for achieving a complacent surface finish.
Principal fill material for Reinforced Earth Walls / Slopes

The properties of structure fill, subsoil and the retained fill and their interface media shall be based on
assumed representative soil data at the design stage, but the values shall be verified at the time of the
construction.
Fill in the structure or slope shall either be wholly frictional or cohesive-frictional. Stratified layers of
combined frictional and cohesive-frictional fill shall not be used without specific design check. The use of
soft chalk, un-burnt colliery shale and unsuitable material shall not be permitted and got removed from
site.
Fill for Reinforced Earth structures shall be well graded selected material as specified and available within
reasonable lead distance. The fill must allow dissipation of pore pressure by designing the same with free
draining characteristics or by providing vertical and horizontal drainage provisions with geosynthetic drains
in the reinforced soil volume. The association of drainage bay or interface drains shall be connected
properly to the gradient required and shall be maintained during compaction in layers.

Backfill materials used in the reinforced earth volume shall be reasonably free from organic or otherwise
deleterious materials and shall conform to the following mechanical and physico-chemical requirements.

Mechanical requirements

Sieve size Percent passing

80 mm (gravel) 100%
4.75 mm (coarse sand) more than 75%
75 micron (silt) less than 15%
Acceptance limits for materials with more than 15% passing 75micron are related to the percentage of
particles smaller than 15 microns as follows:
• Materials with more than 15% passing 75micron sieve but less than 10% of particles smaller
than 15 microns are acceptable.

• Materials with more than 15% passing 75micron sieve and more then 20% of particles smaller
than 15 microns are inadequate and shall not be used except as specified in (e) below.

• The plasticity index (PI) shall be less than 6 and co-efficient of uniformity (Cu) shall be greater than
2.

• Materials with more than 15% passing 75micron sieve and 10 to 20 % of particles smaller than 15
microns are acceptable provided that the internal friction angle is not smaller than 30°.

Initially at approval of source and subsequent at each change of source, backfill is to be checked for sieve
analysis, pH and angle of internal friction. The results will indicate what further tests are needed, if any.

Final Detailed Project Report | Revision No. 1 | Page | 84

Materials not conforming to the above requirements may be used with the written consent of engineer in
charge after carrying out test. Such materials shall be tested for their functional properties to assure that
they are consistent with the parameters used in the design calculations.

3.8.2 DRAINAGE LAYER

Horizontal drainage gallery and chimney drain gallery shall be minimum 600 mm wide. The drainage gallery
shall be constructed using aggregate or gravel (size: 19.5mm passing and 9.1mm retained). Non-woven
geotextile shall be used to restrict the files enter the drainage gallery. The drainage gallery shall be
constructed as shown in the construction drawings. Alternatively, geo-composite drains as per section 700
of MoRT&H guidelines may be used as chimney drain and drainage board wrapped with non-woven
geotextiles on both sides may also be used as horizontal drainage layers.

Criteria used for Design of Reinforced Earth Slopes

Description Cohesion Ф Seismic SBC Fascia Connection
Zone
Galvanized
Fill 10 T/m3
Nil 30 0
V Welded Wire Mechanical
Material
Mesh

Typical Section used for High Embankment Sections is given under:

Final Detailed Project Report | Revision No. 1 | Page | 85

4 CHAPTER-4 TRAFFIC SURVEY AND ANALYSIS

4.1 GENERAL
This chapter is intended to give the present traffic scenario and studies which are very much
important to design the pavement, so that pavement is able to perform well for the designed traffic
and service life.

4.2 IDENTIFICATION SECTION FOR TRAFFIC SURVEYS

Detailed traffic surveys are conducted along the project road based on the observations and discussion
with client at following mutually agreed locations.

• 7- days Continuous Classified Traffic Volume Count at 3 locations

• 1 day - Origin – Destination Surveys at 2 Locations
• 2 day Axle load Surveys at 2 Locations
• 24 hours Turning Movement Count Surveys at 2 locations
• 12 hour Truck Terminal Survey at 1 location
• 12 hour Pedestrian and Animal count Survey at 2 location
• Speed & Delay Survey throughout the Road Alignment
Traffic Survey schedule is shown in table 4.1 below and Traffic Survey location is shown in Figure below:

Table 4-1: Traffic Survey Schedule

Survey Duration
ID Date
Location/section
Classified Traffic Volume Count Surveys
C1 Km 81+600 13.06.2018 to 20.06.2018 7 days
C2 Km 85+900 13.06.2018 to 20.06.2018 7 days
C3 Km 94+800 14.06.2018 to 21.06.2018 7 days
Origin-Destination Surveys
O1 Km 81+500 17.06.2018 1 day
O2 Km 85+800 19.06.2018 1 day
Axle load Surveys
A1 Km 81+500 17.06.2018 to 18.06.2018 2 day
A2 Km 85+800 19.06.2018 to 20.06.2018 2 day
Turning Movement Count Surveys
T1 Km 89+000 14.06.2018 1 day
T2 Km 95+000 15.06.2018 1 day
Truck Terminal Survey
T1 Km 85+300 20.06.2018 12 hours
Pedestrian and Animal Count Survey

Final Detailed Project Report | Revision No. 1 | Page | 86

Fig. 4-1: Map showing location of Traffic Surveys

Final Detailed Project Report | Revision No. 1 | Page | 87

Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
Traffic surveys have been carried out on the project corridor in order to identify present and likely
future scenarios and to device suitable remedial measures and to evolve appropriate design method.

The primary objectives of these traffic surveys are to determine the characteristics of traffic
movement on the project corridor, determine the travel pattern as well as type and weight of
commodity carried by trucks, determine the spectrum of axle loads and vehicle damage factors for
different types of commercial vehicles, determine the turning movement pattern of traffic at road
intersections and determine traffic bottlenecks.

4.3 TRAFFIC SURVEY DATA

4.3.1 CLASSIFIED TRAFFIC VOLUME COUNT

All the survey locations were determined in consultation with client and carried out using ATCC systems
under the supervision of experienced technical site staff and traffic engineers of SMEC. The locations were
selected based on the following considerations:

• Traffic homogeneity based on major traffic generation and dispersal locations along the project road;
and

• Suitability of proposed locations for traffic surveys

Traffic surveys were conducted in both directions for seven consecutive days using ATCC systems.

The field staffs having been made aware of their responsibilities and field safety before the start of field
surveys was continuously monitored by their supervisor and an on-site traffic engineer.
For recording vehicle classification information mode-wise, vehicles were grouped under the categories
as shown below in Table 4-2 below:-

Table 4-2: Classification of Vehicles

Motorized Vehicles Non-motorized Vehicles/ Slow moving
h l
Two wheelers Cycle
Fast passenger vehicles

Three wheelers Cycle Rickshaw

Car/Jeep/Van Taxi Animal Drawn Vehicle (ADV)
LMV (pickups and other less than 3T)
Mini Bus
Bus
Standard Bus
LCV
2 – Axle Truck
Truck
Goods vehicle

3 – Axle Truck
4-6 Axles
MAV
7 and more than 7 Axles
Tractor
Tractor Tractor + Trailer

Final Detailed Project Report | Revision No. 1 | Page | 88

4.3.2 ORIGIN-DESTINATION SURVEY (OD SURVEY)

The Origin – Destination survey was carried out with the primary objective of studying the travel
pattern of passenger and goods traffic along the project corridor. The O-D survey was conducted as
mentioned in Origin and Destination chapter as per the guidelines given in IRC: 102-1988. Roadside
Interview Method was adopted for conducting the survey. The vehicles were stopped at random
sample basis with the help of police and the drivers were interviewed by trained enumerators to collect
the needed information/data. The pertinent information in respect of travel characteristics including the
following were collected during these interviews:

• Origin and Destination of the trip

• Trip
length
• Trip
purpose
• Commodity
type
• Loading pattern

4.3.3 AXLE LOAD SURVEY

The axle load survey has been carried out at 2 locations to work out the Vehicle Damage Factor (VDF) and
the axle load spectrum for design of pavement.

4.3.4 INTERSECTION TURNING MOVEMENT SURVEY

The Turning Movement Count survey has been carried out at 2 locations for 24 hours. This survey was
conducted to obtain information on directional movement of traffic at four major intersections along the
project road for a continuous 24 hour period. Trained enumerators to record all individual turning
movements were stationed at each intersection. The data for peak hour directional movements and ADT
on cross road at the junction will help in prioritizing junctions and improving junction if warranted.

4.3.5 TRUCK TERMINAL SURVEY

The Truck Terminal survey has been carried out at 1 locations for 12 hours. The entry and exit Truck count
survey at existing Truck Terminal (Sonamarg – 85+300) was carried out. The data derived from O-D, Speed-
Delay, and other Surveys and Opinion Surveys be analyzed to assess requirements for present and future
development of truck terminals at suitable locations enroute.

4.3.6 PEDESTRIAN COUNT AND ANIMAL COUNT SURVEY

The Pedestrian and Animal Count survey has been carried out at 2 locations for 12 hours. Pedestrian count
data is used frequently in planning applications to evaluate sidewalk and crosswalk needs. Pedestrian count
survey was carried out at mid-block locations where pedestrian movement is high. Pedestrian movements
across the road and along the road will be recorded during peak hours. The pedestrian count data will be

Final Detailed Project Report | Revision No. 1 | Page | 89

Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads with
Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at Zojila East
Portal
analyzed to identify the requirements of pedestrian facilities across and along the roads. Also, the animals
crossing the road was collected to provide the safety of both vehicles and animals.

4.3.7 SPEED AND DELAY SURVEYS.

This survey was carried out along the project road corridor to know the average speed and amount of delay
if any. The survey was performed by Moving Car Method.

4.3.8 WAY SIDE AMENITIES

There are no way side amenities along the project except Major towns like Sonamarg having hotels and
eating place.

4.3.9 DATA ANALYSIS - CLASSIFIED TRAFFIC VOLUME COUNT

The analysis of the classified traffic volume counts at all 3 count stations was done to determine following
traffic characteristics:

• Average Daily Traffic

• Daily Variation of Traffic
• Maximum, Minimum and Average Traffic
• Percentage Variation of Traffic
• Hourly Distribution and Directional Distribution of Traffic
• Traffic composition
• Annual Average Daily Traffic (AADT)
Data collected at the site was computerized for further analysis. The traffic values obtained in terms of
ADT have been converted to PCU values to study the existing traffic volume Vis-à-vis the existing highway
capacity and for future projections. The PCU factors have been adopted as per IRC guidelines and are
provided in Table below.
Table 4-3: PCU factors adopted for the project highway
Vehicle Type PCU Factor
MOTORIZED
Two wheelers 0.5
Three wheelers 1
Car/Jeep/Taxi 1
Bus 3
LCV 1.5
Truck 3
Truck-Trailer (MAV) 4.5
Tractor+ Trailer 4.5
Tractor (without Trailer) 1.5
NON MOTORIZED
Cycle 0.5
Cycle-Rickshaw 0.5
Animal Drawn 8

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4.3.9.1 Average Daily Traffic (ADT)

The counting of each traffic and its recording shall be continued without break for the full week
over seven consecutive days & 24 hours of each day. The survey and count sheets will be spot checked
and data registered in the field office. The results shall be presented in tabular and graphical form.
The survey data shall be analyzed to bring out hourly and daily variations. The traffic volume count
per day will be averaged to show a Weekly Averaged Daily Traffic (ADT) for vehicle type and ADT
PCU. The compiled survey data as average of the week are presented in Tables below.
Table 4-4: Average Daily Traffic (Vehicles)
Km 81+600_NH01 Km 85+900_NH01 Km 94+800_NH01
Vehicle
ADT PCU ADT PCU ADT PCU
Cars, passenger vans, jeep 2,846 2,846 2,233 2,233 1,289 1,289
Auto Rick. 0 0 0 0 0 0
Two-Wheeler 1,179 590 448 224 319 159
LCV's 435 652 328 492 257 386
Mini Buses 169 254 68 102 59 89
Buses 24 72 35 106 29 86
Trucks of 2 Axle 752 2255 968 2,903 772 2,316
Trucks of 3 Axle 30 89 7 20 5 15
Multi-Axle Trucks 10 46 0 0 1 5
Tractor 1 2 1 1 1 1
Tractor trailer 0 0 0 0 0 0
Cycle 0 0 0 0 0 0
Animal Drawn 0 0 0 0 0 0
Total Vehicles 5,446 6,806 4,088 6,081 2,731 4,345

Daily Variation of Traffic

The distribution of traffic by vehicle type was also studied for the three traffic volume count station.
A study of the daily variations in volume count at all count stations are provided in Table below.

Table 4-5: Daily Traffic Variation at Km – 81+600

Vehicle type Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 ADT
Cars, passenger vans, 3897 3732 2896 2370 2541 2579 1906 2,846
Auto Rick. 0 0 0 0 0 0 0 0
Two Wheeler 947 1101 1024 759 1449 1491 1482 1,179
LCV's 491 463 395 535 299 369 490 435

Final Detailed Project Report | Revision No. 1 | Page | 91

Vehicle type Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 ADT
Mini Buses 198 215 183 161 170 156 102 169
Buses 27 24 24 24 24 24 22 24
Trucks of 2 Axle 689 584 941 1093 544 636 775 752
Trucks of 3 Axle 13 12 12 56 35 46 34 30
Multi-Axle Trucks 1 1 1 8 22 22 17 10
Tractor 1 1 1 1 1 1 1 1
Tractor trailer 0 0 0 0 0 0 0 0
Cycle 0 0 0 0 0 0 0 0
Animal Drawn 0 0 0 0 0 0 0 0
Total Vehicles 6264 6133 5477 5007 5085 5324 4829 5446
Percentage Variation
15.02 12.61 0.57 8.76 7.09 2.29 12.77
with ADT

Table 4-6: Daily Traffic Variation at Km – 85+900

Vehicle type Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 ADT
Cars,
passenger 2990 1769 1771 3049 2169 2008 1876 2,233
vans, jeep
Auto Rick. 0 0 0 0 0 0 0 0
Two
645 330 318 711 319 304 511 448
Wheeler
Mini LCV's 0 0 0 0 0 0 0 0
LCV's 314 380 277 231 398 451 244 328
Mini Buses 72 48 60 83 63 80 68 68
Buses 66 13 11 68 13 15 61 35
Trucks of 2
652 640 739 748 906 897 594 739
Axle
Trucks of 3
2 4 4 18 4 14 1 7
Axle

Multi-Axle
0 0 0 0 0 0 0 0
Trucks

Tractor 2 0 0 2 0 0 2 1
Tractor
0 0 0 0 0 0 0 0
trailer

Cycle 0 0 0 0 0 0 0 0

Animal
0 0 0 0 0 0 0 0
Drawn
Total
4743 3184 3180 4910 3872 3769 3357 3859
Vehicles

Final Detailed Project Report | Revision No. 1 | Page | 92

Percentage
Variation 17.24 22.02 18.59 20.1 9.83 3.34 11.48
with ADT

Table 4-7: Daily Traffic Variation at Km – 94+800.

Vehicle type Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 ADT
Cars, passenger vans,
971 1045 783 1031 1652 1725 1817 1,289
jeep
Auto Rick. 0 0 0 0 0 0 0 0
Two Wheeler 383 257 293 326 251 366 356 319
LCV's 240 296 260 144 325 248 288 257
Mini Buses 50 65 59 66 58 57 58 59
Buses 57 11 11 34 13 8 66 29
Trucks of 2 Axle 186 586 911 973 1160 795 792 772
Trucks of 3 Axle 0 4 4 4 4 17 1 5
Multi-Axle Trucks 0 0 0 0 0 7 0 1
Tractor 0 0 0 2 0 0 2 1
Tractor trailer 0 0 0 0 0 0 0 0
Cycle 0 0 0 0 0 0 0 0
Animal Drawn 0 0 0 0 0 0 0 0
Total Vehicles 1887 2264 2321 2580 3463 3223 3380 2731
Percentage Variation
44.72 20.62 17.66 5.85 26.8 18.01 23.76
with ADT

The graphical representation of daily variation of Traffic for the four traffic count locations is shown below
in Figures 4.2 to 4.4

6500
Traffic Intensity by Number

6000

ADT
5500

5000

4500
Wednesday Thursday Friday Saturday Sunday Monday Tuesday

Days

Fig. 4-2 : Daily Variation Traffic at Km- 81+600

Final Detailed Project Report | Revision No. 1 | Page | 93

5500

Traffic Intensity by Number

5000

4500

4000
ADT
3500

3000

Days

Fig. 4-3: Daily Variation Traffic at Km- 85+900

4000
Traffic Intensity by Number

3500

3000
ADT

2500

2000

1500
Thursday Friday Saturday Sunday Monday Tuesday Wednesday

Days

Fig. 4-4: Daily Variation Traffic at Km- 94+800

4.3.9.2 Hourly Distribution and Directional Distribution of Traffic

The hourly variation of traffic illustrates the distribution of traffic over the day with respect to time and
vehicles. The Peak Hour Factor (PHF) (defined as the ratio between the numbers of vehicles counted
during the peak hour to the total vehicles counted in a day) is the maximum percentage of total traffic
that uses the project road in one single hour of the day. The 7-days hourly variation of traffic all locations
have been presented in figures below:

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400

300

200

100

Time Period

Fig. 4-5: Hourly Variation Traffic at Km- 81+600

350
Traffic Intensity by Number

300

250

200

150

100

Time Period

Fig. 4-6: Hourly Variation Traffic at Km- 85+900

Final Detailed Project Report | Revision No. 1 | Page | 95

Traffic Intensity by Number 200

150

100

Time Period

Fig. 4-7: Hourly Variation Traffic at Km- 94+800

4.3.9.3 Directional Distribution

Directional distribution along the project road is shown section wise graphically in the figures 6.9 to 6.10
below. Findings along the project corridor is as under.

• At Km-81+600, Average Traffic share is 48.70 % for Sonamarg to Baltal (Up) direction and 51.30 % for
Baltal to Sonamarg (Down) direction.

• At Km-85+900, Average Traffic share is 49.86 % for Sonamarg to Baltal (Up) direction and 50.14 % for
Baltal to Sonamarg (Down) direction.

At Km-94+800, Average Traffic share is 50.84 % for Sonamarg to Baltal (Up) direction and 49.16 % for Baltal
to Sonamarg (Down) direction.

60.00
up down
50.00
% Composition

40.00

30.00

20.00

10.00

0.00
Wednesday Thursday Friday Saturday Sunday Monday Tuesday

Days

Fig. 4-8: Directional Distribution at Km – 81+600

Final Detailed Project Report | Revision No. 1 | Page | 96

52.00

% Composition
50.00

48.00

46.00

44.00

42.00

Days
up down

Fig. 4-9: Directional Distribution at Km – 85+900

60.00 up down
50.00
% Composition

40.00

30.00

20.00

10.00

0.00
Thursday Friday Saturday Sunday Monday Tuesday Wednesday

Days

Fig. 4-10 : Directional Distribution at Km – 94+800

4.3.9.4 Traffic Composition

Overall composition of vehicles has been analyzed for traffic homogeneous sections. The salient
findings are presented below:-
Table 4-8: Composition of traffic on an average day
Vehicle type Km–81+600 (%) Km – 85+900 (%) Km – 94+800 (%)
Car 52.26% 63% 47.20%
Multi Axle Trucks 0.19% 0.00% 0.04%
Tractor 0.02% 0.02% 0.02%
Tractor Trailer 0.00% 0.00% 0.00%
3-A Truck 0.55% 0.16% 0.18%
2-A Truck 13.80% 14% 28.26%
LCV 7.98% 7% 9.42%

Final Detailed Project Report | Revision No. 1 | Page | 97

Trucks of 3 Axle Rest of the vehicles Multi-Axle Trucks

1% 0% 0%
Trucks of 2 Axle Tractor
14% 0%

Buses
0%
Mini Buses Cars, passenger vans, jeep
3%
Two Wheeler
LCV's
LCV's
Mini Buses
8%
Buses
Trucks of 2 Axle
Trucks of 3 Axle
Multi-Axle Trucks
Tractor
Cars, passenger vans,
jeep Rest of the vehicles
Two Wheeler 52%
22%

Fig. 4-11: Vehicle Composition at Km – 81+600

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Trucks of 3 Axle Animal Drawn Tractor trailer
Multi-Axle Trucks
0% 0% 0%0%
Trucks of 2 Axle
Tractor
14% Cars, passenger vans, jeep
Cycle 0%
0% Auto Rick.
Buses
Mini Buses
1% Two Wheeler
1%
Mini LCV's
LCV's LCV's
7%
Mini Buses
Mini LCV's
0% Buses
Trucks of 2 Axle
Trucks of 3 Axle
Two Wheeler
Multi-Axle Trucks
14%
Tractor
Tractor trailer

Auto Rick. Cycle

0% Cars, passenger vans, Animal Drawn
jeep
63%

Fig. 4-12: Vehicle Composition at Km – 85+900

Trucks of 3 Axle
Trucks of 2 Axle Multi-Axle Trucks
0%
10% 0%
Buses Tractor
3% 0%
Mini Buses
3%
Cars, passenger vans, jeep
Two Wheeler

LCV's LCV's
13% Mini Buses
Buses
Trucks of 2 Axle
Trucks of 3 Axle
Multi-Axle Trucks
Tractor
Cars, passenger vans,
jeep
Two Wheeler 51%
20%

Fig. 4-13: Vehicle Composition at Km – 94+800

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4.3.9.5 Average Annual Daily Traffic
For the Base year (2018), Annual Average Daily Traffic (AADT) is computed by multiplying ADT with
respective seasonal factor. The traffic survey along the corridor was carried out during June month in
the year 2018. Seasonal Variation Factors have been calculated after analyzing the data from fuel sales
(petrol and diesel) from the petrol pump outlets located along /near the project highway and the
seasonal fluctuations in fuel consumption. The Table below indicates the total monthly sales for High
Speed Diesel (HSD) and petrol for two years from the various petrol pump outlets along the highway.
The computed AADT values for all the locations are given below in Table

Table 4-9: Calculation for Seasonal Correction factor

Paristan filling station, Gagangeer

Daily Petrol Daily Diesel

Month Consumption Consumption Both SCF(Petrol) SCF(Diesel) SCF(Both)
(KL) (KL)

2017-18
May 24 144 168 0.80 0.75 0.76
June 34 170 204 0.57 0.63 0.62
July 32 220 252 0.60 0.49 0.50
August 24 108 132 0.80 1.00 0.96
September 24 96 120 0.80 1.12 1.06
October 25 131 156 0.77 0.82 0.81
November 8 100 108 2.40 1.08 1.18
December 4 32 36 4.81 3.37 3.53
2018-19
January 4 20 24 4.81 5.39 5.29
February 4 8 12 4.81 13.47 10.58
March 8 40 48 2.40 2.69 2.65
April 21 111 132 0.92 0.97 0.96
May 38 221 259 0.51 0.49 0.49
Average 19.2 108 127

Table 4-10 : Seasonal Correction factor for Different Locations

Km Km
Km 85+900_NH01
Vehicle 81+600_NH01 94+800_NH01

Cars, passenger vans, jeep 0.62 0.62 0.62

Auto Rick. 0.62 0.62 0.62
Two Wheeler 0.62 0.62 0.62
LCV's 0.62 0.62 0.62
Mini Buses 0.62 0.62 0.62
Buses 0.62 0.62 0.62
Trucks of 2 Axle 0.62 0.62 0.62

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4.3.9.6 Annual Average Daily Traffic (AADT)

To convert ADT into AADT, SCF are used in order to obtain an estimate of the variations in the traffic from
average. Annual Average Daily Traffic (AADT). AADT is calculated by multiplying SCF (Seasonal Correction
Factor) with ADT (Average Daily Traffic). Results are shown in table 4.11 below:

Table 4-11: AADT Variation along the Stretch

Km 81+600_NH01 Km 85+900_NH01 Km 94+800_NH01

Vehicle

ADT AADT ADT AADT ADT AADT

Cars, passenger
2,846 1764 2,233 1385 1,289 799
vans, jeep
Auto Rick. 0 0 0 0 0 0
Two Wheeler 1,179 731 448 278 319 284
LCV's 435 269 328 203 257 160
Mini Buses 169 105 68 42 59 37
Buses 24 15 35 22 29 18
Trucks of 2 Axle 752 466 968 458 772 479
Trucks of 3 Axle 30 18 7 3 5 3
Multi-Axle
10 6 0 0 1 1
Trucks
Tractor 1 1 1 1 1 0
Tractor trailer 0 0 0 0 0 0
Cycle 0 0 0 0 0 0
Animal Drawn 0 0 0 0 0 0
Vehicles 5446 3376 4088 2393 2731 1779
PCU 6806 4219 6081 3346 4345 2737

4.3.9.7 Traffic Forecast and Growth Rates

Investment priorities are typically driven by the traffic demand, assessed benefits and cost of the project
and the strategic importance of road. Demand and importance plays the important role, governing which
type of facility / infrastructure needs to be created. This in turn determines likely benefits and costs to
develop the same. A highway project of this size requires significant investment. Traffic Forecasting
becomes very important and critical and has to be assessed as accurate as possible. Estimation of traffic
will determine viability of the project. Efforts are made to carefully assess all the parameters that help in
predicting the traffic demand in future, which necessitates realistic estimation of traffic growth rates.
Traffic growth on a road facility is generally estimated on the basis of historical trends. In the present case,

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traffic growth rates have been estimated using elasticity method as per IRC: 108 – 2015. Demand changes
are usually because of shifts in the pattern of economic activities in the surrounding regions. Hence, future
traffic estimation necessitates assumption however imprecise, of the probable pattern of future growth of
the economy.

4.3.9.8 Past Trend in Growth of Registered Vehicles

Project stretch is influenced by one state, Jammu & Kashmir as clearly evident from OD Analysis. For
establishing growth rates, data of Jammu & Kashmir State have been considered from Source Transport
Research Wing, Ministry of Surface Transport for which results are shown in table 4.12

Table 4-12: Past Trend Vehicle Growth Rate of Registered Vehicles

(Car/Delivery LMV Trucks /
YEAR (2W) (Bus)
Van / Taxi) (passengers) Trailers
2005-06 96,590 15,054 273,265 20,735 45,464
2006-07 109,367 15,919 297,656 21,435 50,017
2007-08 123,357 16,562 320,754 22,161 55,701
2008-09 139,693 18,440 341,834 23,149 61,651
2009-10 164,031 19,673 363,029 24,051 66,464
2010-11 188,010 20,853 407,928 23,480 78,347
2011-12 219,545 22,105 446,791 25,858 82,206
2012-13 255,905 13,759 480,815 25,765 89,894
2013-14 321,310 16,407 530,594 26,888 96,981
Growth rate (%age) 16.21 1.08 8.65 3.30 9.93
*Source: - Transport Research Wing, Ministry of Surface Transport

4.3.9.9 Past Trend in Growth in Economy & Population

Consultants have collected past economic data from website of Reserve Bank of India (RBI), Planning
Commission, Directorate of Economics and Statistics. The time series data of state income NSDP at
constant (2004-05) prices, state population, per-capita income of PIA states and GDP as published by them
have been collected and studied to assess the past performance of the influencing state economies.
The analysis of country and Jammu & Kashmir statistics shows that the average growth rate of GDP of
country between 2005-06 and 2013-14 is 7.36 % while the NSDP growth rate of Jammu & Kashmir for the
same period is 5.56%. The per capita income growth rate in this period is 4.16%. The population growth in
this period was 2.18% per annum. The details are presented in Table 4-13.

Table 4-13: Year wise Economic Parameters growth

S. No. Year GDP (in crores) PCI (Rs) NSDP *Population
1 2005-6 3253073 22406 24371 11044866
2 2006-7 3564364 23375 25794 11282400
3 2007-8 3896636 24470 27387 11525041
4 2008-9 4158676 25641 29102 11772901
5 2009-10 4516071 26518 30512 12026092

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S. No. Year GDP (in crores) PCI (Rs) NSDP *Population
6 2010-11 4918533 27666 32256 12284728
7 2011-12 5247530 28833 34040 12548926
8 2012-13 5482111 29754 35562 12837551
9 2013-14 5741791 31054 37563 13125956
Growth Rate 7.36 4.16 5.56 2.18

Traffic Demand Forecasting

Elasticity approach has been used for determining growth rates of future traffic. Since time series traffic
data on project road is available for only one count location, traffic growth rates and elasticity values are
established by using registered vehicles as the dependent variable and moderated as per the general
trends of traffic observed.

4.3.9.10 Description of Regression Analysis

Regression Analysis tool performs linear regression analysis by using the "least squares" method to fit a line
through a set of observations. We can find out how a single dependent variable is affected by the values of
one or more independent variables. In this case, registered vehicles by type are the dependent variables
whereas the economic parameters are independent variables. Once the relation is established by
regression, the measures explained below are used to accept or reject the same.

4.3.9.11 R Square
R Square is another measure of the advisory power of the model. In theory, R square compares the
amount of error explained by the model as compared to the amount of error explained by averages. The
higher the R-Square, the better it is.
A regression analysis was carried out on the database to arrive at the transport demand elasticity and
growth rates using each category of vehicle with various combinations of economic parameters and
population of the respective states. The resultant elasticity values, growth rates, R2 values and t-statistic
are presented in Table 4.14. The highlighted parameters are selected for traffic forecast in each case, based
on best fit.

Table 4-14: Observed transport demand elasticity values and traffic growth
Vehicle Economic
Elasticity R-Square CAGR(GR) CAGR (REG)
Type Parameter
CAR PCI 3.60 0.99 15.01 14.92
2W PCI 2.38 0.99 9.91 9.85
LMV PCI 0.29 0.99 1.22 1.22
BUS POPULATION 1.48 0.96 3.23 3.22
TRUCK NSDP 1.80 0.99 9.99 9.95

4.3.9.12 Projected transport demand elasticity

In order to arrive at realistic future elasticity for the project road, various factors relating to vehicle
technology changes, in addition to character of traffic and travel pattern on the project road, have been
considered. Also, Elasticity values derived from regression analysis gives higher value as registered vehicle

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data include vehicles which are registered new but do not take into account vehicles which are going off
the road due to old age.

High elasticity of cars being witnessed now is because of large demand facilitated by financing schemes and
loans. Factors like growth of household incomes (particularly in urban areas), reduction in the prices of
entry-level cars, growth of the used car market, changes in life-style, growing personal incomes, desire to
own a vehicle, facilitated by availability of loans/financing schemes on easy terms etc. have all contributed
to the rapid growth in ownership of cars. However, such trend would slow down and elasticity can be
expected to decline.

Over the years, there has been a change in passenger movement with more and more people shifting
towards personalized modes. Moreover, buses are usually plying on fixed pre-decided routes and thus
elasticity values for buses have been considered accordingly.

With the changing freight vehicle mix in favour of LCVs for short distance traffic and 3-axle/MAVs for long-
distance traffic, higher elasticity values for these have been considered as compared to 2-axle trucks.
Considering the ongoing technical advancements in automobile industry, some of the standard two axle
trucks would gradually be replaced by three axle truck and MAVs, leading to reduction in number of trucks.
This shift has already been observed in various parts of the country.
Transport demand elasticity by vehicle type, over a period of time, tends to decline and approach unity or
even less. As the economy and its various sectors grow, every region tends to become self-sufficient.
Moreover, much of the past growth has been associated with the country’s transition from a largely rural
subsistence economy to cash-based urban economy, dominated by regional and national linkages. As the
transition proceeds, its impact on transport pattern can be expected to become less dominant. Therefore,
the demand for different type of vehicles falls over time, despite greater economic development. In other
words, the values of elasticity tend to decrease with economic development in future years due to changes
in the structure of economy, with higher contribution from service sector and higher value of industrial
outputs. The same is also clear from the relationships of the economy and transport demand elasticity over
time, both nationally and internationally. The elasticity values have therefore been moderated for the
future years as given in Table 4-15.

Table 4-15: Projected transport demand elasticity values

Vehicle Type Indicator 2018-22 2023-27 2028-32 Beyond 2032
Two Wheeler PCI 2.03 1.83 1.65 1.48
Car PCI 3.08 2.77 2.50 2.25
LMV (Passengers) PCI 0.25 0.23 0.20 0.18
Bus Population 1.27 1.14 1.03 0.92
Trucks NSDP 1.54 1.38 1.24 1.12

4.3.9.13 Perspective Growth Rate

Future growth of the state economies and country has to take into account past trends, future prospects,
and the emerging challenges for economy. The growth prospects for the state have been developed taking
into consideration the past performance of the state economies and the economic growth envisaged for

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the future. The pace with which the regional economies grow with the envisaged growth of the state is a
major contributing factor in growth of traffic.

The growth of NSDP of Jammu & Kashmir from 2005-2006 to 2013-14 is 5.56 percent. Considering the
present GDP growth and its future targets, a realistic growth rate of 5.0 % to 6 % has been assumed. The
perspective economy growth rates considered are presented in Table 4.16.

Table 4-16: Projected growth rates of indicators

Indicator 2014-17 2018-22 2023-27 2028-32
Population (J&K) 2.07 1.86 1.67 1.51
NSDP (J&K) 5.26 4.73 4.26 3.83

4.3.9.14 Projected Traffic Growth Rate

It is felt that the future growth rates should neither be under nor over targeted. The complexities involved
and sensitive dimensions of economy are many, so it is important that its larger issues are to be addressed
by constructing different scenarios. Thus, an effort has been made to develop three different scenarios of
varying growth rates of economic indicators as under.

• Optimistic Scenario
• Most likely Scenario
• Pessimistic Scenario

Considering all the above discussed points, the growth rates were conceived using methods discussed
earlier and have been modified accordingly. The basic growth factors are considered to be realistic rates. In
the calculation, the growth rate of economic indicators was treated with ±0.5 sensitivity and the pessimistic
and optimistic values were arrived at. The final recommended growth rates are given in Table 4-17.
Table 4-17: Estimated and recommended traffic growth rates
Vehicle type 2018-22 2023-27 2028-32 Beyond 2032
Most likely
Car 10.9 8.8 7.2 5.8
Two Wheeler 7.2 5.8 4.7 3.8
Bus 2.4 1.9 1.5 1.3
Mini Bus 2.4 1.9 1.5 1.3
LCV 7.2 5.9 4.8 3.9
2-Axle Truck 6.4 5.4 4.4 3.6
3-Axle Truck 13.1 7.9 6.1 4.8
MAV 14.3 9.7 7.3 5.8
Optimistic
Car 11.4 9.3 7.7 6.3
Two Wheeler 7.7 6.3 5.2 4.3
Bus 2.9 2.4 2 1.8
LCV 2.9 2.4 2 1.8

Final Detailed Project Report | Revision No. 1 | Page | 105

4.3.9.15 Traffic forecast for non–motorized traffic

The slow moving vehicles essentially cater to short haul traffic, meeting localized demand for
transportation of individual passenger and goods to market centers and urban centers. Non–motorized
traffic, especially pedal cycles, will be gradually being replaced by motorized vehicles. Therefore, it is
assumed that animal drawn vehicles and pedal cycles volume are expected to decline by a negative growth
of 3 per annum because of economic improvement. The growth rates of tractors have been however
considered as 3 per annum.

4.3.9.16 Diverted Induced and Generated Traffic

There will be diverted and induced traffic after the road is constructed and open for full year i.e. 365 days
as the Sonamarg – Baltal route is a very popular tourist and religious spot for Indians and Foreigners. This
route is very important for military purposes and for trade purposes. This road provides link to Leh and
Ladakh.

4.3.9.17 Adopted Traffic Growth Rate

As per the provision of IRC:73, the minimum annual growth rate of the commercial vehicle shall not be less
than 5%. Thus, minimum growth rate adopted for commercial traffic has been taken as 5% and for other
category vehicle the growth rate has been adopted as calculated above. The table below indicate the
adopted growth rate of vehicle for traffic analysis:

Final Detailed Project Report | Revision No. 1 | Page | 106

Table 4-18: Traffic Growth Rates

Period Two- Auto Cars Mini Bus Bus Mini LCV 2-Axle 3-Axle MAV( MAV( HCM Tracto Tractor with
Wheelers Rickshaw LCV Truck Truck 4-6 =>7 r Trailer
s s Axle) Axle)

2018-22 7.20 5.00 10.90 5.00 5.00 7.20 7.20 6.40 13.10 14.30 14.30 5.00 3.00 3.00

2023-27 5.80 5.00 8.80 5.00 5.00 5.90 5.90 5.40 7.90 9.70 9.70 5.00 3.00 3.00

2028-32 4.70 5.00 7.20 5.00 5.00 5.00 5.00 5.00 6.10 7.30 7.30 5.00 3.00 3.00

2033-37 5.00 5.00 5.80 5.00 5.00 5.00 5.00 5.00 5.00 5.80 5.00 5.00 3.00 3.00

2038-42 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 3.00 3.00

2043-51 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 3.00 3.00

Final Detailed Project Report | Revision No. 1 | Page | 107

Table 4-19: AADT comparison at all locations

Sl. No. YEAR AADT km 81+600 Km 84+800 Km 94+800
1 2018 2645* 2393 1779
2 2019 2896 2611 1932
3 2020 3172 2851 2099
4 2021 3476 3114 2281
5 2022 3810 3402 2480
6 2023 2561 3660 2658
7 2024 2751 3938 2849
8 2025 2957 4238 3054
9 2026 3178 4562 3275
10 2027 3417 4911 3512
11 2028 3634 5225 3727
12 2029 3864 5561 3955
13 2030 4110 5918 4198
14 2031 4371 6299 4456
15 2032 4650 6705 4731
16 2033 4906 7076 4988
17 2034 5176 7468 5260
18 2035 5461 7882 5546
19 2036 5761 8319 5848
20 2037 6078 8780 6167
21 2038 6413 9219 6475
22 2039 6766 9680 6799
23 2040 7139 10164 7139
24 2041 7532 10672 7496
25 2042 7948 11206 7871
26 2043 8386 11766 8264
27 2044 8848 12354 8677
28 2045 9336 12972 9111
29 2046 9852 13621 9567
30 2047 10395 14302 10045
31 2048 10969 15017 10547
32 2049 11575 15768 11075
33 2050 12214 16556 11628
34 2051 12889 17384 12210
35 2052 13601 18253 12820

* The bypass for Sonamrg town which is under construction by BRO is assumed to cater certain
traffic which eases traffic on project stretch. The percentage reduction of traffic is based on OD
analysis which is assumed as follows – for up direction % reduction has been assumed as about
48%, 21%, 80%, 17.65%, 32.43% for car, mini bus, bus, LCV and 2AT respectively and for down
direction the % reduction has been assumed as 51%, 43% 70%, 7.8% and 3.8% respectively for
car, mini bus, bus, LCV and 2AT respectively.
Final Detailed Project Report | Revision No. 1 | Page | 108
Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach
Roads with Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access
Road at Zojila East Portal

Table 4-20: AADT PCU comparison at all locations

Sl. No. YEAR km 81+600* Km 84+800 Km 94+800

1 2018 3854 3346 2737
2 2019 4186 3625 2950
3 2020 4550 3929 3182
4 2021 4947 4260 3432
5 2022 5381 4621 3704
6 2023 4166 4944 3948
7 2024 4447 5291 4208
8 2025 4748 5664 4487
9 2026 5072 6065 4785
10 2027 5418 6496 5104
11 2028 5737 6890 5399
12 2029 6075 7310 5712
13 2030 6434 7756 6044
14 2031 6815 8229 6396
15 2032 7219 8733 6769
16 2033 7604 9206 7128
17 2034 8009 9704 7507
18 2035 8436 10230 7906
19 2036 8886 10784 8326
20 2037 9361 11369 8768
21 2038 9860 11937 9207
22 2039 10387 12534 9667
23 2040 10942 13161 10150
24 2041 11526 13819 10658
25 2042 12142 14510 11190
26 2043 12792 15235 11750
27 2044 13476 15997 12337
28 2045 14196 16797 12954
29 2046 14956 17637 13602
30 2047 15756 18518 14282
31 2048 16600 19444 14996
32 2049 17489 20416 15746
33 2050 18426 21437 16533
34 2051 19413 22509 17360
35 2052 20453 23634 18227

Final Detailed Project Report | Revision No. 1 | Page | 109

4.3.10 DATA ANALYSIS- OD SURVEYS

4.3.10.1 General
In order to understand the travel pattern on the corridor, Origin and Destination (O-D) Surveys
were carried out at 2 locations on the project road. The O-D surveys were carried out on a
weekday, over a full 24 hours, by the roadside interview method as described in IRC: 102-1988.
Police assistance was arranged for carrying out this survey. Vehicles were stopped on a random
sampling basis and interviewed.

Trained enumerators under the supervision of traffic engineer collected the trip characteristics
using the survey forms designed for this purpose. The information collected during roadside
interviews was analysed to obtain the trip length, trip distribution, commodity movement based
on a zoning system suitably designed for the study. Sample sizes collected at these locations are
in table 4.21 below:

Table 4-21: Mode Wise Sample Size Achieved

Mode Km – 81+500 Km – 85+800
Car 40% 38%
Mini Bus 78% 44%
Bus 100% 64%
LCV 11% 1%
2-Axle Truck 33% 64%
3-Axle Truck / MAV 0% 0%
* Sample is small, resulting in high percentages.

4.3.10.2 Zoning System

For analysis of O-D data and preparation of trip tables for studying the regional interaction, a
zoning system was developed. The zoning system took into consideration the project influence
area and trip generating and attraction points. In all, 6 zones were identified. The list of traffic
zones is presented below in Table 4.22 below:

Table 4-22: List of Zones

Zone Place/Region State
1 Ganderbal Jammu and Kashmir
2 Leh, Kargil, Drass, Zojila Jammu and Kashmir
3 Rest of Kashmir Jammu and Kashmir
4 Himachal Pradesh Himachal Pradesh
5 Haryana, Delhi, UP, Uttarakhand, Punjab Haryana, Delhi, UP, Uttarakhand, Punjab
6 Rest of India Rest of India

4.3.10.3 Passenger Vehicles- lead and Occupancy

Analysis of passenger vehicles along the project corridor is enclosed. At Km – 81+500, Average
lead for car is 246 Km, for Mini Bus is 235 Km and for Bus is 164 Km. At Km – 85+800, Average
Lead for car is 346 Km, for Mini Bus is 329 Km, for Bus is 60 Km.

Final Detailed Project Report | Revision No. 1 | Page | 110

Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach
Roads with Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access
Road at Zojila East Portal
Occupancy analysis for Km-81+500 and Km-85+800 are enclosed in the table 4.23 & 4.24 below:

Table 4-23: Occupancy analysis for (Km-81+500)

Total
Vehicle Type 0–2 2–5 5–8 8 – 20 20 – 50 > 50
Vehicles
Car 763 10% 35% 24% 3% 0% 0%
Mini Bus 80 0% 5% 20% 68% 5% 0%
Bus 25 0% 12% 8% 40% 44% 0%

Table 4-24: Occupancy analysis for (Km-85+800)

Total
Vehicle Type 0–2 2–5 5–8 8 – 20 20 – 50 > 50
Vehicles
Car 645 15% 60% 23% 2% 0% 0%
Mini Bus 18 0% 6% 44% 33% 17% 0%
Bus 7 0% 0% 14% 43% 43% 0%

4.3.10.4 Goods Vehicle - Lead and Load Analysis

It is observed from the analysis that:-
AT Km – 81+500, Average Lead for LCV is 160Km, for 2-Axle is 453 Km. AT Km – 85+800, Average
Lead for LCV is 65 Km, for 2-Axle is 438 Km.
Load analysis are enclosed in the table 4-25 & 4-26 below.
Table 4-25: Load Distribution for Commercial vehicles at Km – 81+500
Total %
Vehicle Type 0–3 3–5 5 – 10 10 – 15 15 – 20
Vehicles Empty
LCV 43 37% 21% 14% 9% 2% 16%
2 Axle 179 14% 7% 59% 6% 3% 11%
3 Axle 0 0% 0% 0% 0% 0% 0%
M Axle 0 0% 0% 0% 0% 0% 0%
Percentage Share

LCV

2 Axle

3 Axle

M Axle

0–3 3–5 5 – 10 10 – 15 15 – 20 % Empty

Load Distribution

Fig. 4-14 : Load Distribution for Commercial vehicles at Km – 81+500

Final Detailed Project Report | Revision No. 1 | Page | 111

Table 4-26: Load Distribution for Commercial vehicles at Km – 85+800

Total %
Vehicle Type 0–3 3–5 5 – 10
Vehicles Empty
LCV 3 67% 33% 0% 0%
2 Axle 440 1% 0% 47% 52%
3 Axle 0 0% 0% 0% 0%
M Axle 0 0% 0% 0% 0%

LCV
Percentage Share

2 Axle

3 Axle

M Axle

0–3 3–5 5 – 10 % Empty

Load Distribution

Fig. 4-15: Load Distribution for Commercial vehicles at Km – 85+800

4.3.10.5 Development of Origin-Destination Matrices

Vehicle wise O-D matrices were developed using the expansion factors. O-D matrices for
different vehicle types for the project road.

4.3.10.6 Travel Pattern and Major Trip Generators

It is observed that at Km – 81+500, the passenger vehicles are travelling from Delhi, Chandigarh,
Jammu, Hisar, Moradabad, Meerut, Ghaziabad, Indore, Jaipur and Gurgaon to Sonamarg, Baltal,
Drass, Leh, Kargil, Zero Point, Zojila and Ladakh.

Goods traffic is travelling from Delhi, Gujrat, Bihar, Srinagar, Rajasthan, Kangan to Sonamarg,
Baltal, Drass, Leh, Kargil, Zero Point, Zojila and Ladakh.

At Km-85+800, it is observed that the passenger are travelling from Delhi, Chandigarh, Jammu,
Hisar, Moradabad, Meerut, Ghaziabad, Indore, Jaipur and Gurgaon to Sonamarg, Baltal, Drass,
Leh, Kargil, Zero Point, Zojila and Ladakh.

Goods traffic is travelling from Delhi, Gujrat, Bihar, Srinagar, Rajasthan, Kangan to Sonamarg,
Baltal, Drass, Leh, Kargil, Zero Point, Zojila and Ladakh.

Final Detailed Project Report | Revision No. 1 | Page | 112

Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach
Roads with Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access
Road at Zojila East Portal
4.3.10.7 Trip Characteristics Distribution
From the O-D analysis, Trip distribution of goods and passenger vehicles has been observed and
the results are shown in table 4-27,4-28,4-29 & 4-30.

Table 4-27: Trip Distribution of Passenger Vehicles at Km – 81+500

Vehicle Type I-I I-E E-I E-E

Car 14% 17% 43% 26%

Mini Bus 10% 13% 58% 20%

Bus 8% 16% 32% 44%

Note: I-I: Internal to Internal, I-E: Internal to External, E-I: External to Internal, E-E: External to
External.
Table 4-28: Trip Distribution of Goods Vehicles at Km – 81+500
Vehicle Type I-I I-E E-I E-E

LCV 28% 28% 31% 13%

2 Axle 6% 14% 6% 75%

Note: I-I: Internal to Internal, I-E: Internal to External, E-I: External to Internal, E-E: External to External

Table 4-29: Trip Distribution of Passenger Vehicles at Km – 85+800

Vehicle Type I-I I-E E-I E-E

Car 20% 16% 24% 40%

Mini Bus 0% 0% 33% 67%

Bus 0% 0% 100% 0%

Note: I-I: Internal to Internal, I-E: Internal to External, E-I: External to Internal, E-E: External to External

Table 4-30: Trip Distribution of Goods Vehicles at Km – 85+500

Vehicle Type I-I I-E E-I E-E

LCV 0% 33% 33% 33%

2 Axle 4% 13% 2% 82%

Note: I-I: Internal to Internal, I-E: Internal to External, E-I: External to Internal, E-E: External to External

4.3.10.8 Travel Characteristics

The travel characteristics of passengers and goods has been observed and the results are shown
in table 4-31,4-32, 4-33 & 4-34.

4.3.10.9 Travel characteristics for passengers

For Passenger trips, the travel characteristics involve the travel frequency, travel purpose and the
trip length distribution.

Final Detailed Project Report | Revision No. 1 | Page | 113

Table 4-31: Travel frequency of Passenger Vehicles at Km – 81+500

Travel Frequency (In Percentage) - Km 81+500
>
Total Dail Dail > > Year
Dail Week Week Mont Mont >Year
Vehicl No of y y Week Mont ly Tot
y ly ly hly hly ly
e Type Vehicl Onc Twi ly hly Onc al
Twi Once Twice Once Twice Once
es e ce Twice Twice e
ce
35 100
Car 763 5% 1% 11% 4% 1% 18% 3% 1% 21% 1%
% %
Mini 31 100
80 0% 0% 31% 3% 0% 29% 0% 0% 5% 1%
Bus % %
20 100
Bus 25 8% 0% 20% 4% 0% 24% 0% 0% 20% 4%
% %

Fig. 4-16: Travel Frequency for Passenger vehicles at Km – 81+500

40%

30%

Mini Bus
Percentage Share

20%

Bus
10%
Car
0%
Daily Daily > Daily Weekly Weekly > Monthly Monthly > Yearly >Yearly
Once Twice Twice Once Twice Weekly Once Twice Monthly Once Once
Twice Twice
Trip Frequency

Table 4-32: Trip length distribution of Passenger Vehicles at Km – 81+500

Total Average
Vehicles 21 - 51 - 101 - 251 - 501 - > Trip
Vehicle Type 0 – 20
/ Km 50 100 250 500 1000 1000 Length
Range (Km)
Car 763 108 189 197 53 136 38 42 308
Mini Bus 80 0 4 34 12 22 4 4 144
Bus 25 2 2 4 9 6 2 0 324

Final Detailed Project Report | Revision No. 1 | Page | 114

45%
40%
35%
30%
Percentage Share

25% Mini Bus

20%
15% Car
10% Bus
5%
0%
0 – 20 21 - 50 51 - 100 101 - 250 251 - 500 501 - 1000 > 1000

Trip Length in Km

Fig. 4-17: Trip length distribution of Passenger Vehicles at Km – 81+500

Table 4-33: Composition of passenger vehicle with their purpose (Km-81+500)

Car Mini Bus Bus
Purpose
1 2 3
Work 41% 14% 20%
Business 2% 0% 4%
Education 3% 10% 16%
Social 0% 0% 0%
Shopping 1% 5% 0%
Religious/Tourism 52% 76% 44%
Others 0% 5% 8%
Total 100% 100% 100.0%

Table 4-34: Travel frequency of Passenger Vehicles at Km – 85+800

Travel frequency (In Percentage) - Km 85+800

>
Total Dail Dail > > Year
Dail Week Week Mont Mont >Year
Vehicl No of y y Week Mont ly Tot
y ly ly hly hly ly
e Type Vehicl Onc Twi ly hly Onc al
Twi Once Twice Once Twice Once
es e ce Twice Twice e
ce
17 100
Car 645 10% 3% 18% 5% 1% 15% 1% 0% 29% 0%
% %
Mini 33 100
18 0% 0% 17% 0% 11% 22% 0% 0% 17% 0%
Bus % %
100
Bus 7 0% 0% 0% 0% 0% 0% 57% 0% 0% 43% 0%
%

Final Detailed Project Report | Revision No. 1 | Page | 115

60%

50%

40%

Mini Bus
Percentage Share

30%

20% Bus

10% Car

0%
Daily Daily > Daily Weekly Weekly > Monthly Monthly > Yearly >Yearly
Once Twice Twice Once Twice Weekly Once Twice Monthly Once Once
Twice Twice
Trip Frequency

Fig. 4-18 : Travel Frequency for Passenger vehicles at Km – 85+800

Table 4-35: Trip length distribution of Commercial Vehicles at Km – 85+800
Total
Average
Vehicles 0– 21 - 51 - 101 - 251 - 501 - >
Vehicle Type Trip Length
/ Km 20 50 100 250 500 1000 1000
(Km)
Range
Car 645 135 69 132 118 60 38 93 346
Mini Bus 18 3 0 3 3 9 0 0 329
Bus 7 0 3 4 0 0 0 0 60

60%

50%
Percentage Share

40%
Mini Bus
30%
Car
20%
Bus
10%

0%
0 – 20 21 - 50 51 - 100 101 - 250 251 - 500 501 - 1000 > 1000

Trip Length in Km

Fig. 4-19: Trip length distribution of Commercial Vehicles at Km – 85+800

Final Detailed Project Report | Revision No. 1 | Page | 116

Table 4-36: Composition of passenger vehicle with their purpose (Km-85+800)

Car Mini Bus Bus
Purpose
1 2 3
Work 26% 6% 0%
Business 5% 0% 0%
Education 8% 28% 43%
Social 0% 0% 0%
Shopping 1% 0% 0%
Religious/Tourism 58% 67% 57%
Others 2% 0% 0%
Total 100% 100% 100.0%

4.3.10.10 Travel Characteristics for Commercial Vehicles

For Goods trip, the travel characteristics involve the travel frequency, commodity carried and the
trip length distribution.
Table 4-37: Travel frequency of Commercial Vehicles at Km – 81+500
Travel Frequency (In Percentage) - Km 81+500
>
Total Dail Dail > > Year
Vehic Dail Week Week Mont Mont >Year
No of y y Week Mont ly Tot
le y ly ly hly hly ly
Vehicl Onc Twic ly hly Onc al
Type Twic Once Twice Once Twice Once
es e e Twice Twice e
e
33 100
LCV 43 0% 0% 42% 5% 12% 7% 2% 0% 0% 0%
% %
2 100
179 2% 6% 2% 58% 18% 5% 2% 2% 4% 2% 0%
Axle %
3
0 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Axle
M
0 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Axle

70%
60%
Percentage Share

50% 2 Axle
40%
3 Axle
30%
20% M Axle
10%
LCV
0%
Daily Daily > Daily Weekly Weekly > Monthly Monthly > Yearly >Yearly
Once Twice Twice Once Twice Weekly Once Twice Monthly Once Once
Twice Twice
Travel Frequency

Fig.4-20: Travel Frequency for Commercial vehicles at Km – 81+500

Final Detailed Project Report | Revision No. 1 | Page | 117

Table 4-38: Trip length distribution of Commercial Vehicles at Km – 81+500

Total
Average
Vehicles 0– 21 - 51 - 101 - 251 - 501 - >
Vehicle Type Trip Length
/ Km 20 50 100 250 500 1000 1000
(Km)
Range
LCV 32 3 13 17 4 4 2 0 293
2 Axle 179 3 17 13 15 68 60 3 336
3 Axle 0 0 0 0 0 0 0 0 0
M Axle 0 0 0 0 0 0 0 0 0

Fig. 4-21: Trip length distribution of Commercial Vehicles at Km – 81+500

60%

50%

40%
LCV
Percentage Share

30%

20%
2 Axle
10%

0%
0 – 20 21 - 50 51 - 100 101 - 250 251 - 500 501 - 1000 > 1000

Trip Length in Km

Table 4-39: Vehicle wise Commodity Composition (%) (Km-81+500)

LCV 2 Axle 3 Axle M Axle

Cod
Commodity Sampl Percen Sampl Percen Sampl Percen Sampl Percen
e
e t e t e t e t
Food grains
1 1 2% 4 2% 0 0% 0 0%
and pulses
2 Cash crops 0 0% 0 0% 0 0% 0 0%
Vegetables
3 3 7% 1 1% 0 0% 0 0%
and Fruits
Processed
4 2 5% 2 1% 0 0% 0 0%
Food Items
Packed Food
5 0 0% 2 1% 0 0% 0 0%
Items
Fishery,
6 Poultry and 1 2% 0 0% 0 0% 0 0%
Animal feed
Building
Materials, Iron
7 , sheet, 1 2% 35 20% 0 0% 0 0%
Aluminium
products, Iron
Final Detailed Project Report | Revision No. 1 | Page | 118
Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach
Roads with Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access
Road at Zojila East Portal
LCV 2 Axle 3 Axle M Axle
Cod
Commodity Sampl Percen Sampl Percen Sampl Percen Sampl Percen
e
e t e t e t e t
coil and Iron
Pipe
Industrial Raw
8 0 0% 1 1% 0 0% 0 0%
Materials
Consumer
9 15 35% 2 1% 0 0% 0 0%
Goods
Fertilizers,
Chemicals and
10 0 0% 0 0% 0 0% 0 0%
Pharmaceutica
ls
Machinery
11 and 1 2% 0 0% 0 0% 0 0%
Automobiles
Petroleum
12 0 0% 25 14% 0 0% 0 0%
Products
13 Parcel Goods 0 0% 0 0% 0 0% 0 0%

14 Empty 19 44% 107 60% 0 0% 0 0%

Industrial
15 0 0% 0 0% 0 0% 0 0%
Outputs
Liquor and
16 0 0% 0 0% 0 0% 0 0%
Cool Drinks
Total 43 100% 179 100% 0 0% 0 0%

Table 4-40: Travel frequency of Commercial Vehicles at Km – 85+800

Travel frequency (In Percentage) - Km 85+800

>
Total Dail Dail > > Year
Vehic Dail Week Week Mont Mont >Year
No of y y Week Mont ly Tot
le y ly ly hly hly ly
Vehicl Onc Twic ly hly Onc al
Type Twic Once Twice Once Twice Once
es e e Twice Twice e
e
100
LCV 3 67% 33% 0% 0% 0% 0% 0% 0% 0% 0% 0%
%
2 100 100
440 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Axle % %
3
0 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Axle
M
0 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Axle

Final Detailed Project Report | Revision No. 1 | Page | 119

120%

100%

80% 2 Axle
Percentage Share

60% 3 Axle

40%
M Axle
20%
LCV
0%
Daily Daily > Daily Weekly Weekly > Monthly Monthly > Yearly >Yearly
Once Twice Twice Once Twice Weekly Once Twice Monthly Once Once
Twice Twice
Travel Frequency

Fig. 4-22: Travel Frequency for Commercial vehicles at Km – 85+800

Table 4-41: Trip length distribution of Commercial Vehicles at Km – 85+800

Total
Average
Vehicles 0– 21 - 51 - 101 - 251 - 501 - >
Vehicle Type Trip Length
/ Km 20 50 100 250 500 1000 1000
(Km)
Range
LCV 3 1 0 2 0 0 0 0 65
2 Axle 440 16 8 20 39 228 129 0 438
3 Axle 0 0 0 0 0 0 0 0 0
M Axle 0 0 0 0 0 0 0 0 0

70%

60%
Percentage Share

50%
LCV
40%
2 Axle
30%

20% 3 Axle

10% M Axle
0%
0 – 20 21 - 50 51 - 100 101 - 250 251 - 500 501 - 1000 > 1000

Trip Length in Km

Fig. 4-23: Trip length distribution of Commercial Vehicles at Km – 85+800

Final Detailed Project Report | Revision No. 1 | Page | 120

Table 4-42: Vehicle wise Commodity Composition (%) for Km – 85+800

LCV 2 Axle 3 Axle M Axle
Cod
Commodity Sampl Percen Sampl Percen Sampl Percen Sampl Percen
e
e t e t e t e t
Food grains
1 0 0% 0 0% 0 0% 0 0%
and pulses
2 Cash crops 0 0% 0 0% 0 0% 0 0%
Vegetables
3 0 0% 108 25% 0 0% 0 0%
and Fruits
Processed
4 0 0% 0 0% 0 0% 0 0%
Food Items
Packed Food
5 0 0% 0 0% 0 0% 0 0%
Items
Fishery,
6 Poultry and 0 0% 0 0% 0 0% 0 0%
Animal feed
Building
Materials, Iron
sheet,
7 Aluminium 2 29% 53 12% 0 0% 0 0%
products, Iron
coil and Iron
Pipe
Industrial Raw
8 0 0% 10 2% 0 0% 0 0%
Materials
Consumer
9 2 29% 0 0% 0 0% 0 0%
Goods
Fertilizers,
Chemicals and
10 0 0% 0 0% 0 0% 0 0%
Pharmaceutica
ls
Machinery
11 and 0 0% 0 0% 0 0% 0 0%
Automobiles
Petroleum
12 0 0% 42 10% 0 0% 0 0%
Products
13 Parcel Goods 0 0% 0 0% 0 0% 0 0%

14 Empty 3 43% 227 52% 0 0% 0 0%

Industrial
15 0 0% 0 0% 0 0% 0 0%
Outputs
Liquor and
16 0 0% 0 0% 0 0% 0 0%
Cool Drinks
Total 7 100% 440 100% 0 0% 0 0%

Final Detailed Project Report | Revision No. 1 | Page | 121

4.4.1 CAPACITY AND LEVEL OF SERVICE GUIDELINES

Capacity Analysis of the project road has been carried out in order to define the level of service
offered by the project road sections under prevailing roadway and traffic conditions during the
study period. Capacities for various lane configuration as specified by IRC – SP: - 73-2018.

Capacity analysis is fundamental to planning, design and operation of roads. Among other things
it provides the basis for determining the number of traffic lanes to be provided for different road
sections having regard to volume, composition and other traffic parameters.

It is assumed that 2019-2022 will be the construction period. In the above table comparison for
10 years (2027) and 15 years (2032) capacity is shown. From the table, it is seen that the cells
highlighted in red colour needs up gradation after 10 and 15 years as the projected capacity
exceeds the design capacity.

Table 4-43: Capacity Analysis for different sections

LOS (Level of Service) as per IRC SP 73 :2018

Section
LOS C
Year Traffic (PCU) LOS B

2018 3854 9000 12600

Section - 1 2027 5418 9000 12600
(Km-81+600)* 2032 7219 9000 12600
2037 9361 9000 12600
2018 3346 9000 12600
Section - 2 2027 6496 9000 12600
(Km-85+900) 2033 9206 9000 12600
2037 11369 9000 12600
2018 2737 9000 12600
Section - 3 2027 5104 9000 12600
(Km-94+800) 2032 6769 9000 12600
2038 9207 9000 12600
*The construction of Sonamarg bypass is under progress and it is assumed that it will cater
certain traffic and the distribution is considered based on O&D analysis.

Table 4-44: Design Service Volumes at Different Level of Services

4 lane with paved 6 lane with paved
Level of Service 2 lane
shoulder shoulder
A 10350 24000 36000
B 17250 40000 60000
C 24150 56000 84000
D 29325 68000 102000
E 34500 80000 120000

Final Detailed Project Report | Revision No. 1 | Page | 122

Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach
Roads with Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access
Road at Zojila East Portal
4.4.2 TRAFFIC AT INTERSECTION
As per IRC: 92-1985
The criterion for grade separation at intersection is based on IRC: 92-1985 "Guidelines for the
Design of Interchanges". The guidelines suggest that a grade separated intersection besides other
warrants is justified when the total traffic on the intersection is in excess of 10000 PCUs per hour.
To assess the requirement of grade separation at intersections, peak hour traffic was projected
and type of improvement presented in Table 4-45 and 4-46.

Table 4-45: Projected Peak Hour Traffic at Intersections and Improvement Proposals
Year in which
Sl. Name of Chainage Peak Hour
9000PCUs Improvement Proposal
No Intersection (km) PCUs
Exceeds
No Improvement is
1 Nilagrar Km 89 416 2042
required.
No Improvement is
2 Ranga Mor Km 95 181 2056
required.

Table 4-46: Interchange proposal at Intersection

Sl. Name of Chainage Cross road ADT After 5 Proposal of
No Intersection (km) (Fast Vehicles Only) years Interchange
No Interchange is
1 Nilagrar Km 89 3149 3827
required.
No Interchange is
2 Ranga Mor Km 95 1629 1980
required

IRC:62-1976 gives the Guidelines for control of access on Highways, Grade Separation should be
provided at intersection if the ADT (fast vehicles only) on the cross road within next 5 years
exceeds 5000. So, from the analysis, it can be stated that grade separated facility is not required,
only Geometric improvement is required.

Growth rates for various modes at the junctions have been taken on the basis of growth rates
arrived at for the homogenous sections. As in case of the homogeneous section, traffic at the
junctions has also been considered to be contributed from various influence zones identified
earlier. This has been done considering the fact that the traffic at the junction and the section
will have similar characteristics. The projection of traffic has been done for the peak hour.

4.4.3 IMPROVEMENT PROPOSALS

Capacity analysis for different sections is done for 10 years and 15 years. Capacity analysis is
done for LOS B & LOS C. Improvement proposals considered are shown in table 4.47 below:

Table 4-47: Improvement Proposal

Based on 2 Lane with paved shoulder
Proposed Capacity Guidelines
Sections
Configuration
LOS B LOS C

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Two Lane with paved

Section - 1 (Km-81+600) 2037 2043
shoulder
Two Lane with paved
Section - 2 (Km-85+900) 2033 2040
shoulder

Two Lane with paved

Section - 3 (Km-94+800) 2038 2045
shoulder
From Table 4-47traffic on Sections 1, 2 & 3 will exceed the capacity of 2-lane with LOS C in 2043,
2040 and 2045 respectively and after that widening will be required.

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5 CHAPTER-5 PAVEMENT DESIGN

5.1 INTRODUCTION
The design of pavements in high altitude snow bound region tends to thick in order to sustain
frost heave and particularly uneven settlements at spring thaw. Typically most roads in cold
region only carry limited amounts of traffic. Keeping in view the distress potential of climate as
also the relatively low volume of vehicular traffic on the roads in high altitude snow bound
regions, the performance of pavements will essentially be affected more by the changing thermal
regime of the ground than by the axle loads. This calls for a paradigm shift in the approach
generally followed for designing pavements. Instead of designing for axle loads, the road
pavements in high altitude snow bound regions should be designed primarily on the
consideration of extremely varying climatic and geotechnical conditions of the ground. Such
designs will invariably be found adequate for the vehicle axle loads, which the pavement is
expected to carry during its design life. This basically aims at determining the total thickness of
the pavement structure as well as the thickness of the individual structural components.
The effects of frost action introduce many challenges in the design and construction of roadways
in cold regions. The penetration of frost into pavement structures can lead to differential frost
heave during winter and thaw weakening during spring. Both of these damage mechanisms lead
to premature pavement distress, structural deterioration, and poor ride quality.
The thickness of a pavement structure can play an important role in the performance of a
roadway, especially in cold regions. If the frost penetration depth exceeds the thickness of the
pavement structure in areas with frost-susceptible soils, frost heave, thaw weakening, and
freeze-thaw cycling can cause substantial damage to the roadway.
In high altitude areas which are subjected to heavy snowfall, sub-zero temperature, frost action,
snow drifts and avalanche activities, design and construction of pavement require special
consideration. The performance of conventional type of flexible pavements, comprising viz GSB,
WMM etc, may not be found satisfactory due to factors like:-
(a) Frost heaving and thawing action

(b) Intensive snow and avalanche activity

(d) Damage by movement of tracked vehicles during snow clearance operations.

(e) Loss of ductility of bitumen due to sub-zero temperatures

(f) Blocking of drainage system

(g) Glacier and avalanche movement on the road

Final Detailed Project Report | Revision No. 1 | Page | 125

Fig. 5-1: Formation of ice lens and frost heave in frost-susceptible soil

The above result in excessive maintenance requirement and even destruction of pavement and
allied structures. Roads in high altitude areas should be designed to retain their stability and
serviceability inspite of yearly relentless cycle of freezing and thawing and occurrence of
avalanches.
As per IRC:SP:48-1998, The various alternate specifications that may be adopted for heavy snow
accumulation/avalanches sites requiring clearance by heavy mechanical equipment are as under:

(a) Flexible Pavement:

(i) This may consist of a layer of Dense Bituminous Carpet, over Bituminous Macadam/Dense
Bituminous Macadam on a crushed stone base Laid on Non-frost susceptible sub base.

(ii) If conditions warrant only lesser thickness, the thickness may be restricted to not less
than 450mm by reducing sub base thickness.

(b) Stone set pavement:

This is a semi rigid type of pavement. The stone is set over a layer of lean cement concrete (1:4:8)
and crushed stone base. The sub base should be non-frost susceptible material.

(c) Precast concrete block pavement:

Where construction time is limited and road is to be kept open during the construction stage,
small size high density precast concrete blocks laid on sand over crushed stone base and non-
frost susceptible sub-base is suitable.

(d) Rigid Pavement:

Rigid pavements should be used only where favourable subgrade conditions exist, such as over
non-frost susceptible subgrades and possibly uniform subgrade soils from groups F1 and F2.

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5.2 FROST SUSCEPTIBILITY OF SOILS

From the point of view of pavement design and construction, the need will for a simple set of
criteria to distinguish whether a given soil will frost susceptible or not. Such criteria, in empirical
form, incorporating the principles of freezing of soils and formation of ice lenses been evolved by
Casagrande essentially based on grain size to serve as a useful guide. Soil have been divided in to
4 groups F1 to F4 (By US Corps of Engineers).

Table 5-1:Grouping of Soils Based on Frost Susceptibility

Group Description Characteristics
F1 Gravelly soils containing between 3 to 20 percent Least frost susceptible and least thaw
finer than 0.02 mm. by weight. weakening.
F2 Sands containing between 3 and 15 percent finer Increased frost-susceptibility and thaw
than 0.02 mm. by weight. weakening.
F3 (a) Gravelly soils containing more than 20 percent Frost susceptible and high thaw
finer than 0.02 mm. by weight. (b) Sands, except weakening.
very fine silty sands, containing more than 15
percent finer than 0.02 mm. by weight. (c) Clays
with plasticity indexes of more than 12. (d) Varved
clays existing with uniform subgrade conditions.
F4 (a) All silts including sandy silts. (b) Very fine silty Frost susceptible and high thaw
sands containing more than 15 percent finer than weakening.
0.02 mm. by weight. (c) Clays with plasticity
indexes of less than 12. (d) Varved clays existing
with non-uniform subgrade conditions.

5.3 EXTRUDED POLYSTRENE SHEET

Soil insulation is a means of protecting in ground construction from the ravages of frost action.
The concept itself is borne of the insulating principles common to the design of building above
ground.

Insulation in the upper level of the soil, its unique combination of properties will effectively
prevent harmful sub soil frost action. EPS sheets has been used in engineering construction in
Canada, U.S.A., Japan and throughout Europe. On roadways, rail lines, airport pavement,
buildings and transmission tower foundations, drainage works in ground utilities. EPS
insulation sheets has proven to be an economical, long term solution to ground frost
problems. It conserves the natural heat in the subgrade, retarding frost penetration during
winter and, in turn, eliminating frost heave and spring break-up.

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It performs the inverse task of retaining the frozen state of the subgrade during summer
months to prevent a warming influence in the subgrade which would result in thaw
weakening.
It is an ideal defence against the damage brought by frost heave and spring break-up on
projects including roadways, airports runways and rail lines.

5.4 DATA COLLECTION AND CALCULATIONS

As per IRC: 37-2018, to estimate the cumulative number of standard axles to be carried by the
pavement during the design life. To do this the following calculations need to be done:-

• Traffic intensity in terms of commercial vehicles per day;

• Traffic growth rate;
• Design life;
• Vehicle damage factor (VDF);
• CBR % for subgrade soil; and
• Cumulative MSA (CMSA) for the design period

5.5 DESIGN LIFE

The design life of a pavement depends on a lot of factors including rainfall, traffic loading,
construction quality and material quality. The design life is considered as 20 years for Flexible
pavements as per IRC 37: 2018 and 30 years for Rigid Pavement Design as per IRC:58:2015.

5.6 VEHICLE DAMAGE FACTOR

The following IRC guidelines are used in calculation of Vehicle Damage Factor (VDF) for
estimation of cumulative MSA and design thickness of proposed pavement.
The Vehicle Damage Factor (VDF) is a multiplier to convert the number of commercial vehicle of
different axle loads and axle configuration into the number of repetitions of standard axle load of
magnitude 80 KN. It is defined as equivalent number of standard axles per commercial vehicle.
The VDF varies with the vehicle axle configuration and axle loading.
The equations for computing equivalency factors for single, tandem and tri-dem axles given
below should be used for converting different axle load repetitions into equivalent standard axle
load repetitions. Since the VDF values in AASTHO Road Test for flexible and rigid pavement are
not much different, for heavy duty pavements, the computed VDF values are assumed to be
same for bituminous pavements with cemented and granular bases.
axle load in kN 4
Single axle with single wheel on either side = ( )
65
axle load in kN 4
Single axle with dual wheels on either side = ( )
80
axle load in kN 4
Tandem axle with dual wheels on either side = ( )
148
axle load in kN 4
Tridem axles with dual wheels on either side = ( )
224
VDF is arrived at carefully by carrying out specific axle load surveys on the existing roads.
Axle load survey has been carried out without any bias for loaded or unloaded vehicle. It is
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observed there is significant difference in axle loading in two directions of traffic. The VDF is
evaluated direction wise. Higher VDF is taken into account for design since it is difficult to
provide different thickness for two lane roadThe Axle Load survey was carried out at Km.
81+500 and Km. 85+800 to appreciate the loading characteristics of goods vehicles and the
damage potential of these vehicles have been estimated using a metric called Vehicle
Damage Factor (VDF). The sample were taken randomly for goods vehicles (LCV, Truck and
MAV). Detailed calculation sheet of vehicle damage factor has been represented in design
report chapters. Adopted VDF value for computation of design traffic are as follows:
Table 5-2:Vehicle Damage Factor
Vehicle Damage Factor (VDF)
AT CH. 81+500 AT CH. 85+800 Final Adopted
Vehicle Type
Maximum VDF Maximum VDF VDF
LCV 1.41 0.14 1.41
BUS 0.99 2.85 2.85
2 AXLE TRUCK 3.45 2.95 3.45
3 AXLE
TRUCK/ARMY 4.03 4.03 4.03
VEHICLE

5.7 CUMULATIVE MSA FOR THE DESIGN PERIOD

Traffic Survey were conducted at two locations along the project road. Following equation is
used for calculation of Cumulative number of standard axles.

N = 365 x [(1+r)n - 1] x A x D x F
r

Where,

N = Cumulative number of standard axles to be carried during the design in terms of MSA,

A = Commercial Vehicles per Day (CVPD),

D = Lane distribution factor,

F = Vehicle damage factor,

n = Design life of road,

r = Annual growth.

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Table 5-3:CMSA for project road

MSA
Chainage
Calculated Adopted for Design

Km 81+600 18
Km 85+900 17.18 20 msa
Km 94+800 16.98

Since, the computed design traffic is less than 20 msa, as per the provision of IRC:SP-73-2018,
minimum design traffic of 20 msa has been adopted.

5.8 SOIL CBR

Test pit investigations were done and Soil samples were taken along the project stretch and the
samples were tested to evaluate 4 days soaked CBR value. Summary of CBR test results are
represented below:

Table 5-4:CBR Test Results

SL. No. Chainage CBR
1 0+200 5.8
2 0+400 6.2
3 0+900 3.6
4 1+000 5.2
5 1+500 5.9
6 2+200 4.0
7 2+400 5.3
8 2+800 3.6
9 3+000 3.4
10 3+100 3.8
11 3+700 5.1
12 3+900 5.4
13 4+400 4.1
14 4+700 3.5
15 4+800 6.2
16 5+500 12.8
17 6+100 11.8
18 10+300 5.5
19 11+000 5.0
20 11+900 4.7
21 16+700 5.4
22 17+100 4.6

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Based on the CBR test results and soil characteristics, the project stretch could be divided into
three homogeneous sections. The 90th percentile CBR was computed for each homogeneous
section, which is represented below
Table 5-5: CBR
Sl. No. Chainage 90th Percentile CBR Adopted Effective CBR
for Design
1 Km 0+000 to km 5+000 3.6 8%
2 Km 5+000 to km 10+100 11.9 8%
3 Km 10+100 to 17+814 4.5 8%

Further from the soil characteristics, it is noted that soil strata in section 1 and 3 mostly consist of
clay and silt. Clayey and silty soils are susceptible to frost and thaw. Thus, the soil in these strata
shall be excavated and replaced with non-frost susceptible soil or stabilized by mechanical or
chemical means to achieve effective CBR greater than 8%. Stabilization may be done by using
borrow area material or using cement or lime stabilization. For design purpose, the effective CBR
of 8% has been adopted.

5.9 PROPOSED PAVEMENT COMPOSITION

For the subjected project package, Flexible Pavement with bituminous surface course with
Cement Treated Sub - Base, Cement Treated Base and granular crack relief layer and with
Expanded Extruded Polystyrene have been proposed.
Table 5-6: Proposed Crust Composition
Chainages Extruded
Effecti Aggregat
MS Subgrad Polystyren
ve BC e Inter CTB CTSB
From To A e e Sheet
CBR % Layer
(EPS)
0+00 50 115 235 500 mm 50 mm
17+853 20 8 100 mm
0 mm mm mm
0+00 50 115 235 500 mm 50 mm
0+660 20 8 100 mm
0 mm mm mm
*Expanded Extruded Polystyrene shall be used for insulation in the upper level of the soil and shall
be placed at top of subgrade layer.
Bitumen of VG-10 grade has been proposed

5.10 DESIGN CHECK

The above pavement crust composition was checked using IITPAVE and it was found that stains
at critical locations was less than the allowable strains. Thus, the adopted pavement crust
composition is safe.

5.11 PAVEMENT COMPOSITION FOR TUNNEL

Rigid Pavement has been proposed for the section under tunnel, with design life of 30 years with
following composition.

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5.12 TABLE 5-7: PROPOSED CRUST COMPOSITION FOR TUNNEL
Desig Cumulati Debondin Dowel Bar (Round) Tie Bar (Deformed)
Subgra GSB DLC PQC
Sectio n Life ve CV g Layer
de CBR (m (m (m Dia Spacin Lengt Dia Spacin Lengt
ns (Year (Both (Polythen
(%) m) m) m) (m g h (m g h
s) ways) e) (µm)
m) (mm) (mm) m) (mm) (mm)
2451839
Tunnel 8% 30 200 150 125 µ 240 30 300 360 12 740 640
6

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6 CHAPTER-6 GEOLOGICAL ASSESSMENT AND

AVALANCHE PROTECTION WORK
6.1 INTRODUCTION
The ~18km long highway between East Portal of Z-Morh tunnel west of Sonamarg Township, and
West Portal of Zojila tunnel close to Shrine Board camping site at Baltal, remains closed for
almost six months due to severe winter conditions that entail heavy snow falls and snow
avalanches. This segment of the highway assumes great importance in the all-weather
connectivity of Kargil-Leh to Srinagar of which the 6.6km long Z-Morh tunnel is already under
construction and the 14km long Zojila tunnel is in pre-construction stage. As per detailed
investigations by SASE (Snow Avalanche Study Establishment), as many as twenty-four avalanche
routes have been identified in this project area.
All-weather connectivity of the road must ensure availability of the highway on all the 365 days
of the year considering its strategic importance.

6.1.1 OBJECTIVE
Given the difficult geo-hazard prone condition of the highway, techno-economic selection of the
alignment is indeed a complex problem to say the least. Ideally, the search for an alignment must
focus on finding the most techno-economic solutions circumventing the known and suspected
geo-hazards. However, the strategic importance of this route in the context of the Kargil War of
1999, and uncompromised all-weather connectivity of the selected alignment, add other
dimensions to the task in hand. The geological and engineering analysis of the highway area,
undertaken and discussed in this report, has helped achieve these objectives. Prima facie, the
philosophy of the alignment selection is based on the premise that the more the alignment stays
over-ground the more it would be prone to the uncertainties of geo-hazards. Yet, at the same
time, also considering the overall cost of the project and tourism quotient of the pristine Sindh
Valley, efforts have been made to keep the alignment over-ground as much as possible,
particularly in the most picturesque segments around Sonamarg and Sarbal-Baltal area.

The preliminary geological studies in the area reveal that the area may be prone to other geo-
hazards like debris flows along nallas and gulleys.

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from Sarbal to Baltal. The connecting highway stretch between these two segments negotiates
the narrow valley, and hence, has been negotiated through two tunnels.

The geology and the geo-hazards are shown in the geological and geo-hazard map of the project
area appended in drawings as 7061520-GEO-008 and 7061520-GEO-009 in the drawing volume.
The snow avalanche sites are listed in Table 6.1.

6.1.2 SALIENT FEATURES

The salient features of the proposed alignment are as follows:

Salient Features of the Alignment of Approach Road-1 are as follows:

• Total Length- 17.853 Km

• Tunnel Length- 2.366/2.403 Km (Tube 1/Tube 2)

• Cut & Cover Length- 2.36 Km

• Snow Gallery Length- 0.45 Km

• Bridges - 5 Nos

Salient Features of the Alignment of Approach Road-2 are as follows:

• Total Length- 0.66 Km

6.1.3 METHODOLOGY
To achieve the objective, preliminary studies on Google Images were carried out to assess the
overall condition of the area followed by multiple field visits and data collection. Geological work
comprised fairly detailed examination of the highway alignment on the Srinagar-Leh road and
Baltal road. Geological traverses were taken all along the existing road between Sonamarg and
Baltal, and along foot tracks and accessible mountain slopes adjoining the proposed alignment.
Special attention has been paid to lithological variation, suspected major geological weakness
zones like faults and shears, and groundwater conditions. Also, delineation of geomorphological
features, different material types, slope assessment and categorization of ground types has been
done. Studies emphasized on identification of avalanche sites other than the identified by SASE
on the left bank of Sindh River and also close to the Baltal area (Table6.1).

Discontinuity survey was also conducted to collect the discontinuity data for rocky stretches.
A detailed first stage investigation plan was formulated followed by geological mapping of the
area. Further, in second stage after the finalization of highway alignment and selection of
structures in light of the identified geo-hazards, second stage investigation plan was formulated
and is in progress.
A geological map of the area and geological section along the alignment have been developed
and are appended with this report.

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Table 6-1: List of Identified Avalanche Sites
Avalanche ID Location Frequency

SL-25 Left Bank, Sonamarg Bridge Occasional

SL-26 Left Bank, Near Sonamarg Bridge Frequent

SL-27 Right Bank, Near Fish Pond Frequent
SL-28 Right Bank, At Fish Pond Frequent
SL-29 Left Bank, Opposite HAWS Frequent
SL-30 Left Bank, Opposite Nilgrar Village Frequent
SL-31 Left Bank, Opposite Nilgrar Village Frequent
SL-32 Right Bank, Just Upstream of Kokaran Nar Frequent
SL-33 Frequent
Right Bank, In between Kokaran Nala and Sarbal Village
SL-34 Frequent
SL-35 Right Bank, Opposite Sarbal Village Occasional
SL-36 Frequent
SL-37 Right Bank, In between Sarbal Village and Ranga Morh Occasional
SL-38 Occasional
SL-39 Right Bank, At Ranga Morh Occasional
SL-40 Occasional
SL-41 Frequent
Right Bank, In between Ranga Morh and Bajri Nala
SL-42 Frequent
SL-43 Frequent
SL-44 Right Bank, At Bajri Morh Frequent
SL-45 Frequent
SL-46 Frequent
Right Bank, Upstream of Bajri Morh
SL-47 Frequent
SL-48 Frequent

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6.2 REGIONAL GEOLOGY

A geological section across the Panjal Volcanics by Wadia (1919) illustrates a folded sequence of
Cambro-Silurian (Phyllitic/Schsistose rocks, Slates, Arenaceous/Calcareous beds; greywackes)
rocks at the basement followed by Devonian (Muth Quartzites), Panjal Traps overlain by Triaasic
(Shales and Limestone) (Fig6.1). The Panjal Volcanics are found to occur in the core of an
anticline with overlying upper Triassics towards west and in the core of a syncline overlying Muth
Quartzites and conglomerate.

Fig. 6-1 : Geological Section by Wadia (1919) illustrating disposition of Panjal Volcanics
with reference to adjoining rock formations.
Fuchs (1987) describes the base of the Panjal Traps to be formed by 8-10m thick band of darker
and hardened quartzites with partings of black silty argillite. It has been considered as the
influence of the magmatic contact. Fuchs has also reported conglomerate and breccia layers in
the very hard white, green or grey quartzites. The Traps overlie the older formations with an
undisturbed angular unconformity. The stratigraphic sequence in a part of Kashmir valley based
on works of Wadia and Fuchs with Special Reference to Panjal Volcanics is given in Table6.2.
Table 6-2: Stratigraphic Sequence in Part of Kashmir Valley with Special Reference to Panjal
Volcanics (Based on Geology of India, D N Wadia, 1919)

Age Litho Types

Recent Colluvium, Debris Fans, River Terraces/RBM
Triassic Shales/Limestone
Permian Shale/Black Shale, Limestone (Zewan Series)
Permo-Carboniferous Limestone, Shale, Sandstone
Upper Carboniferous Panjal Volcanics and Conglomerates-Slates
Middle Carboniferous Shales, Quartzites, Snadstone and Limestone
Devonian Quartzites (Muth)
Silurian Shale, Sandstone with Yellow Limestone
Cambrian? and Ordovician Slates and Arenaceous/Calcareous Beds (Grewackes),
Phyllites/ Schistose Rock

In general, therefore, the lithostratigraphic sequence along the proposed alignment from east
portal of Z-Morh Tunnel to West Portal of Zojila Tunnel comprises about 15 km combined length
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of recent deposits, followed by hard limestone with occasional bands of phyllites belonging to
Triassics for a length of about 2.5 km. The general stratigraphic sequence along the proposed
tunnel is given in Table6.3. The lithostratigraphic sequence established at the site is in general
aggrement with the geological models of Panjal Volcanics by Wadia (1919) and Fuchs (1987).
Table 6-3: Stratigraphic Sequence along Sindh River from Sonamarg to Baltal (Bed on Field
Traverses, 2012)
Age Litho Types
Recent Colluvium, Debris Fans, River Terraces/RBM
Triassic Shales/Limestone with occasional bands of
phyllites

The proposed alignment is aligned through wide valley along the River Sindh and high mountain
relief in the middle stretch. Alignment starts close to the East portal of Z-Morh Tunnel on the left
bank of the River Sindh at El. 2650.395m and ends at El. 2900m at West Portal of Zojila Tunnel
close to Baltal.

The existing Srinagar-Leh road is located close to the river on its left bank in Sonamarg area and
crosses the River Sindh close to Signal Dett. Predominance of foothill colluvium with a prominent
debris fans at the base of major gulleys/streams/avalanche sites is noticed.
The site is located within Tethyan zone and is dominated by Panjal Volcanics that are flanked by
Cambro-Devonian metasediments towards Srinagar and by Triassic metasediments towards
Sonamarg. Further eastwards, in Sonamarg area, the Triassics are folded in to a major antiformal
structure and the River Sindh follows the axial plane making itself an antiformal valley. Proposed
alignment lies completely in recent deposits with a middle stretch of about 2.5km which lies in
Triassic rocks.

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6.3 SEISMICITY
As per the seismic zoning map of India (IS 1893 (Part-1), 2002), the proposed alignment falls in
Zone-V, and hence, the seismic parameters are taken accordingly (Fig6.2). The list of major
earthquake is given in Table6.4 and locations are given in Fig6. 3.

Project Area

Fig. 6-2: Project located in Zone-V as per seismic zoning map of India.

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Project Area

Fig6. 7-3: Major earthquake in the vicinity of the project area.

Table 6-4 : List of major earthquake in the area in last 100 years.
5/9/2018 6.2 mww 17 36km NW of Ishkashim, Tajikistan
1/31/2018 6.2 mww 17 37km S of Jarm, Afghanistan
4/10/2016 6.6 mww 17 42km WSW of Ashkasham, Afghanistan
12/25/2015 6.3 mww 17 42km WSW of Ashkasham, Afghanistan
9/17/2010 6.3 mwb 30 Hindu Kush region, Afghanistan
10/22/2009 6.2 mwb 16.2 Hindu Kush region, Afghanistan
3/20/2008 7.2 mwc 25.9 Xinjiang-Xizang border region
12/12/2005 6.5 mwb 20.5 Hindu Kush region, Afghanistan
10/8/2005 6.4 mwc 21.4 Pakistan
10/8/2005 7.6 mwc 21.1 Pakistan
8/10/2004 6 mwb 46.1 Hindu Kush region, Afghanistan
4/5/2004 6.6 mwb 18.3 Hindu Kush region, Afghanistan
11/20/2002 6.3 mwc northwestern Kashmir
11/23/2001 6.1 mwc Hindu Kush region, Afghanistan
2/25/2001 6.2 mwb Hindu Kush region, Afghanistan
7/17/2000 6.3 mwc Hindu Kush region, Afghanistan
11/8/1999 6.5 mwc Hindu Kush region, Afghanistan
2/20/1998 6.4 mwb Hindu Kush region, Afghanistan

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Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach
Roads with Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access
Road at Zojila East Portal
12/17/1997 6.3 mwc Hindu Kush region, Afghanistan
5/13/1997 6.5 mwb Hindu Kush region, Afghanistan
11/19/1996 6.9 mwc Kashmir-Xinjiang border region
10/25/1994 6 mwb Hindu Kush region, Afghanistan
6/30/1994 6.3 mwb Hindu Kush region, Afghanistan
9/18/1993 6.3 mwb Hindu Kush region, Afghanistan
9/4/1993 6 mw Hindu Kush region, Afghanistan
8/9/1993 7 mwb Hindu Kush region, Afghanistan
5/20/1992 6.3 mwb Pakistan
7/14/1991 6.7 mw Hindu Kush region, Afghanistan
7/13/1990 6.4 mw Hindu Kush region, Afghanistan
3/25/1990 6.3 ms Hindu Kush region, Afghanistan
3/5/1990 6.2 mw Hindu Kush region, Afghanistan
2/5/1990 6.3 mw Hindu Kush region, Afghanistan
7/24/1989 6 mw Hindu Kush region, Afghanistan
8/6/1988 6.3 mw Hindu Kush region, Afghanistan
10/3/1987 6.1 mw Hindu Kush region, Afghanistan
7/6/1986 6 mw western Xizang
8/2/1985 6.4 mw Hindu Kush region, Afghanistan
7/29/1985 7.4 mw Hindu Kush region, Afghanistan
2/16/1984 6.4 mw Hindu Kush region, Afghanistan
1/27/1984 6.1 mw Hindu Kush region, Afghanistan
9/12/1983 6.2 mw Hindu Kush region, Afghanistan
9/12/1981 6.2 mb northwestern Kashmir
5/2/1981 6.3 mb Hindu Kush region, Afghanistan
2/13/1980 6.1 mb Kashmir-Xinjiang border region
11/27/1976 6.1 mb Hindu Kush region, Afghanistan
4/28/1975 6.3 ms Kashmir-Xinjiang border region
1/19/1975 6.8 ms Kashmir-Xizang border region
12/28/1974 6.2 ms Pakistan

Final Detailed Project Report | Revision No. 1 | Page | 140

Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach
Roads with Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access
Road at Zojila East Portal
7/30/1974 6.5 mb Hindu Kush region, Afghanistan
9/4/1972 6 mw northwestern Kashmir
9/3/1972 6.2 mw northwestern Kashmir
1/20/1972 6.2 mw Hindu Kush region, Afghanistan
11/24/1969 6.1 mw Tajikistan
1/25/1967 6 mw Tajikistan
6/6/1966 6.6 mw Hindu Kush region, Afghanistan
1/28/1964 6.6 mw Hindu Kush region, Afghanistan
6/26/1963 6 mw Kashmir-Xinjiang border region
9/2/1957 6.1 mw Hindu Kush region, Afghanistan
6/27/1955 6.2 mw Kashmir-Xizang border region
2/13/1948 6.3 mw Xinjiang-Xizang border region
11/6/1946 6.4 mw western Xizang
6/22/1945 6.5 mw Himachal Pradesh, India
11/15/1937 6.4 mw Kashmir-Xinjiang border region
8/6/1926 6.3 mw Kashmir-Xinjiang border region
10/12/1920 6.7 mw Xinjiang-Xizang border region
10/9/1914 6.3 mw Himachal Pradesh, India
4/4/1905 7.9 mw Himachal Pradesh, India

6.4 GEOLOGY OF THE PROJECT AREA

6.4.1 GEOMORPHOLOGY
The valley of the SE-NW flowing Sindh River is generally U-shaped flanked by precipitous
mountain ranges (Fig 6.4) that reach elevations of 6000m above msl, i.e. a relief of over 3000m
above the River. The mountain ranges are dissected by deeply entrenched perennial and
seasonal drainages. In the project area, while the left bank of the River is drained by one major
perennial drainage joining it at Sarbal village (Fig 6.5), the right bank is drained by five main
perennial tributaries that join the River at Signal Dett opposite Sonamarg Market, Nilagrar village,
Kokaran Nar (Fig 6.6), Ranga Morh (Fig 6.7) and Baltal (Fig 6.8). The one at Baltal drains the Zojila
area and forms a major confluence with expansive river terraces hosting the Amarnath Shrine
Board pilgrimage settlement with helipads. Apparently, the River Sindh has been pushed to the
left bank for which while the right bank valley slopes are comparatively gentler to the right bank
slopes that are mostly steep (Fig 6.9).

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Fig. 6-4: Steep difficult slopes on left bank (U/s of Sarbal Village)

Tunnel Portal (Proposed)

Sarbal Village

R. Sindh

Fig. 6-5: Major drainage at Sarbal Village

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Fig. 6-6: Kokaran Nar

Fig. 6-7: SL-39

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Fig. 6-8: Baltal bridge site and right bank terrace

SL-45 SL-46
Slate
Limestone
Colluvium
SL-43
SL-44
River Terrace

Fig. 6-9: Sindh River low terraces and debris fans (SL-44 in main)

In general, the valley bottom is filled up with overburden material contributed mainly by the
drainages from both sides of the River (Fig 6.10). The rock line lies considerably above the valley
floor and runs erratically depending upon the disposition of the overburden deposits. While the

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river bed of the Sindh is occupied by river borne material (RBM) comprising rounded to sub-
rounded material embedded in gravelly and sandy matrix, the deposits on the flanks comprise
mainly the river terraces, debris fans and colluvium. Almost all the drainages have their debris
fans with the magnitude depending upon the discharges they carry. Significantly, debris fans of
SL-29 to SL-31 appear to have overshot to the other bank and later cut through by the River
Sindh (Fig 6.11). The debris fan of SL-31 even exhibits an Oxbow channel. In general, the debris
fans on the right bank tend to be enormous compared to those on left bank (Fig 6.12). that tend
to drop down in to smaller heaps due to steeper valley slopes. Significantly, large debris fans
include those of Ranga Morh (SL-39) (Fig 6.13), Bajri Morh (SL-44) (Fig 6.14), SL-43 (Fig 6.15), SL-
34 (opposite Sarbal Village), etc.

SL-29 SL-27
SL-30
SL-31

Oxbow Channel

Debris Fan Over Shoots

Fig. 6-10 : SL-29 to 31/ left bank debris fans extending beyond river (cut through by river/
that of 31 has an Oxbow)

Final Detailed Project Report | Revision No. 1 | Page | 145

Fig . 6-11 : Steep difficult slopes on left bank

SL-32

SL-34

SL-39

SL-33

Fig . 6-12 : SL-32 to 34 and 39

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SL-40 Zojila W Portal

SL-42

SL-43
SL-41

Fig. 6-13: SL-40 to 432/ Zojila West portal/ Ranga Morh N. in foreground

Fig. 6-14: SL-44 (Bajri Morh)

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Fig. 6-15: SL-43

The remnants of the snow are found as trails along the nala beds and as deposits on the debris
fans at the trail ends (Fig 6.16). Invariably, the snow in such deposits consists of sugary and fluffy
snow and, characteristically, is devoid of any debris material (Fig 6.17 & 6.18).

Fig. 6-16: SL-26

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Fig. 6-17: Sugary snow at SL-43

Fig. 6-18: Typical snow deposit at SL-43

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6.4.2 LITHOLOGY
Lithologically, Palaeozoic limestone represents the bulk of the rock formations having gentle to
steep dips into the right bank. The limestone is hard, blocky, slightly to moderately weathered at
surface, thickly bedded and jointed. The rock formations are tightly folded for which they form
an antiformal valley at Sonamarg (Fig 6.19). The limestone is the underlying unit for which it
occupies the lower portions of the valley with the overlying slates occurring in the upper slopes
on the right bank. Intercalations of other rock types like phyllites, quartzites, etc. are found
associated with the main lithological unit. In general, the rocks have steep north easterly dips, i.e.
into the right bank. With such a disposition, the limestone beds are sub-parallel to the river flow,
thereby, making a rather small angle with the direction of the river flow.

Dips Into Left Bank

Dips Into Right Bank

Fig. 6-19: The antiformal Sonamarg valley

6.4.3 STRUCTURES
In general, the rock mass is dissected by three sets of major discontinuities, viz. J1: N214/88
(Bedding), J2: N113/81 and J3: 245/16 (Fig 6.20). Discontinuities, in general, have a persistence of
more than 10m, widely spaced, tight and unfilled. The engineering properties of the
discontinuities are given in Table below. No major shear zones/faults have been found in the
area. However, a local synformal fold has been found in the Kokaran Nar area where in general
steep dips are changing into gentle dips.

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Joint set Dip Dir./Dip Persistence (m) Spacing (cm) Opening (mm) Infilling

J1 N214/81 >20 20-60 Tight Nil

J2 N113/81 10-20 20-100 Tight Nil

J3 N245/16 5-10 50-100 Tight Nil

Stereoplot of the Discontinuities is given in Figure 6.20

Fig. 6-20: Stereoplot of the Discontinuities

6.4.4 GEO-HAZARDS

6.4.4.1 Debris Flows

The overall mode of occurrence of overburden deposits strongly suggests that off-winter mass
wasting processes like debris flows, sliding, seasonal runoff with bed material, etc. are more
likely to have contributed to the formation of the bulk of valley fill in the form of conspicuous
and long-lasting land forms. There are reports of two major recent debris flows in the project
area that include one from SL-27 disrupting the highway and the other from SL-45/46 engulfing a
part of Baltal Camp area in peak season. The snow avalanches, on the other hand, are believed to
be generating moving masses of dry snow along the drainage paths culminating in to vast
deposits at valley floors. These are short lived as they melt away with rising temperatures at the
end of the winter and, consequently, not expected to leave significant landforms once they are
gone.

6.4.4.2 Snow Avalanches

The SASE team has identified 24 snow avalanche sites in the project area and have named them
as SL-25 to SL-48. Barring SL-25, SL-26 and SL-29 to SL-31, that are on left bank of River Sindh.
Other avalanches are located on the right bank of the River Sindh. The runout zones of the snow
avalanches are expected to be along those of the debris flows, viz. along the drainage routes.
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Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach
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The SASE studies have also recorded the damage to infrastructure and fatalities mainly due to air
blast effect of the snow avalanches on left bank (SL-25, SL-26 and SL-29 to 31) (Table 6.2). It may
be noted that the effect of snow avalanches is reported from inhabitated areas across known
snow avalanche sites and such effect across other sites may not have come to notice for lack of
inhabitation. Hence, air blast effect from hitherto benign avalanches on the left bank cannot be
ruled out.

SASE have defined all snow avalanches as “Direct” meaning thereby that the avalanches trigger
during the snowfall or within few hours after the cessation of snowstorm. Further, the snow
avalanches have been categorised as “Occasional” and “Frequent” where occasional avalanches
are those which trigger once in four to six years and frequent avalanches are those that trigger
every or alternate year (Table 6.6).

6.4.4.3 Ground Creep

Ground creep forms another geo-hazard and has been interpreted in the sprawling debris fan
deposit of the nalla at Ranga Morh. The cluster of trees in the fan deposit on the left bank of the
nalla is in conspicuously tilted state suggesting creep movement (Fig 6.21).

Fig. 6-21: SL-39, creep in debris material (tilted trees)

6.4.4.4 Nala borne material

Nalas are occupied by thick material, particularly in Nilgrar Nala and Kokran Nala. Drilling
confirmed that the material is about 102m thick in Kokran Nala.

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Table 6-6: Damage and Human Fatalities Caused by Natural Hazards

Damage Causing
Sr. Damage to Property Human Fatality
Hazard Hazard ID Year
No. Factor
1 Snow Avalanche SASE Observatory, TA Camp, Injury to Army Personal, 03
1985, Air Blast
SL-25&26
2012 Buildings Roofs of Signal Dett. Casualties
2 Debris Flow SL-27 & 28 - Debris Flow Debris deposit on Highway NIL
3 Snow Avalanche 1980,
06 Army Barracks, HAWS 02 Persons
SL-29 1984, Air Blast
accommodation
1989
4 Snow Avalanche SL-30&31 - Air Blast Felt in Nilgrar Village NIL
5 Snow Avalanche SL-32 to 38 No Info.
6 Snow Avalanche SL-39 1987 Debris Flow BRO Det. NIL
7 Snow Avalanche SL-40 to 44 No Info.
8 Debris Flow/Cloud Highway, Baltal Road,
Debris Flow/Cloud
Burst SL-45/46 - Pilgrimage Camp (Parking No Info
Burst
Area)

9 Snow Avalanche SL-47 to 48 No info.

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6.5 SUB-SURFACE INVESTIGATIONS, FIELD AND LABORATORY TESTS

The proposed alignment has been extensively investigated through exploratory bore holes and
exploratory pits. During the alignment optimization stage, investigations included 21 bore holes, 42
exploratory pits for pavement composition and soil properties, laboratory tests on material
suitability and 03 plate load tests for bearing capacity. After the finalization of alignment, 30
exploratory bore holes, 20 pits for soil testing and 08 soil gradation tests have been proposed.
Moreover, geophysical surveys in tunnel portal locations have also been proposed. Investigation for
assessment of creep in debris fan soil 03 inclinometers have also been proposed. The soil and rock
samples from exploratory pits and exploratory bore holes have been collected and tested in
laboratory for their engineering properties.
The exploratory bore holes have been logged and photographic record of the core boxes are given in
Annexure A to Volume II Design Report. Similarly, the results of pavement composition and soil
properties are given in Annexure B to Volume II Design Report. Results of Plate load tests are given
in Annexure 5 to Material Report. Laboratory tests on rock core samples are given in Annexure 4 to
Material Report.

6.6 HIGHWAY ALIGNMENT SELECTION

From the point of view of alignment selection, the configuration of the Sindh Valley in the project
area can be divided into three distinct segments. Two of these include the open valley segments
from Z-Morh East Portal to Sonamarg and from around Sarbal village to Baltal. The third segment
comprises a rather narrow valley between Sonamarg and Sarbal. In general, therefore, the highway
structures would be basically governed by the openness or narrowness of the valley. While, over-
ground structures like at-grade road and avalanche galleries, and shallow sub-surface structures like
cut & cover and box, are envisaged in the open valley segments, the narrow valley segments may
need negotiations through tunnels in combination with over-ground structures. The available
alignment options, therefore, have the open valley segments from Z-Morh to Sonamarg and from
Sarbal to Baltal as common elements and have been designated as Segment-1 and Segment-2,
respectively. The connecting highway stretch between these two segments negotiates the narrow
valley and opens up different alignment options on both the banks.
Based on geological and engineering considerations, six highway alignments have been identified.
Segment-1 (Z-Morh to Sonamarg) and Segment-2 (Sarbal to Baltal) are common to all excepting the
at-grade alignment along the existing highway/Ranga Morh-Baltal road. The difference in the
alignment options, therefore, lies in the alignment and highway structures in the narrow valley
section between Sonamarg and Sarbal. Besides the six alignments, there could be a possibility of
long tunnels on either bank of River Sindh circumventing all the problematic geo-hazard zones, but,
in consideration of the objectives defined in the preceding section, these have not been considered.

Based on the above, six alignment options were assessed and were duly discussed in the Final
Alignment Report (R1).

6.7 ENGINEERING GEOLOGICAL ASSESSMENT

In general, the proposed alignment passes through the wide Sindh valley and partially through
Triassic rocks. As most of the alignment is proposed on the recent deposits, the rocky stretch has
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been negotiated by two tunnels. The valleys are negotiated by minor to major bridges and viaducts.
The debris fan area have been negotiated by cut & cover tunnels of less than 500m length and snow
galleries.
As discussed earlier the River valley fill and debris fans due to mass wasting processes is very thick
and bedrock appears to be exceptionally deep. Exploratory bore holes have intersected this material
to about 40m depth.

The limestone occupied steep ridges have been negotiated by two short tunnels of 433m and
1928m long tunnels. The subsurface condition of the rock mass along tunnel stretches, in general, is
considered largely favourable. All the exposed limestone is hard and blocky with moderately
compressive strengths. Tunnel-2 is aligned across the major Kokran Nala. Exploratory bore holes at
the tunnel crossing indicated that the Nala Borne Material is about 102m thick deposited over the
limestone.

6.7.1 GROUND TYPES AND ASSOCIATED RISKS

The project area can be divided into following ground types based on their geomorphic mode of
occurrence and material content:

6.7.2 GT-1: LOW GROUNDS COMPRISING RIVER TERRACES/DEBRIS FANS COALESCING ZONES
These are nearly flat surfaces on river banks/Slopes comprising semi-consolidated to consolidated
river borne material (RBM) (Fig 6.22).The shear strength and bearing capacity are expected to be
moderate. Geo-hazard risks to the stability of the surface structures are very low. River
Terraces/RBM, consolidated to semi-consolidated with good binding in matrix. Material is bouldery
in silty to sandy matrix. Percentage of clay is very less. As most of this is confined to River bed area
and is negotiated by bridges, investigations are in progress (Table6.7).

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Fig . 6-22 : Sub-rounded boulders and pebbles in river terrace material

Table 6-7 : Engineering properties for GT-1

Ground Types Geotechnical Parameter Unit
Unit Weight (Dry) gm/cm3 1.84
C KPa 0
GT1
Phi (°) 30
2
Bearing Capacity T/m 20

GT-2: Low grounds comprising debris fans

These are gently sloping grounds comprising unconsolidated heterogeneous deposits formed due to
debris movement along the drainage Fig 6.23.The shear strength and bearing capacity are expected
to be low to very low (Table6.8). Geo-hazard risks of moving debris to the stability of the surface
structures are high.

Fig. 6-23: Unconsolidated heterogonous material in debris fans

Table 6-8: Engineering properties for GT-2

Ground Types Geotechnical Parameter Unit
Unit Weight (Dry) gm/cm3 1.84
C KPa 0
GT2
Phi (°) 30
2
Bearing Capacity T/m 10

GT-3: Low to moderately sloping grounds comprising colluvium deposits

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These are gently to moderately sloping grounds comprising semi-consolidated to unconsolidated

heterogeneous deposits formed due to mass wasting of rocky slopes (Fig 6.24). The shear strength
and bearing capacity are expected to be low (Table6.9). Geo-hazard risks to the stability of the
surface structures are low to moderate.

Fig. 6-24: Semi-consolidated material in Colluvium

Table 6-9: Engineering properties for GT-3

Ground Types Geotechnical Parameter Unit
Unit Weight (Dry) gm/cm3 1.85
C KPa 0
GT3
Phi (°) 30
Bearing Capacity T/m2 10

GT-4: Sloping grounds in bedrock

These are moderately to steeply sloping grounds in limestone (Fig 6.25). The rock is found in
different stages of weathering. The rock mass strength and bearing capacity are expected to be
high. Geo-hazard risks to the stability of the surface/ sub-surface structures are very low. Further,
GT-4 has been categorized into two sub-ground types, viz. GT-1: Weathered Limestone and GT-2:
Fresh Limestone. GT-1 is expected to occupy the stretches close to slopes and beneath the Nala
stretches (Table6.10).

Final Detailed Project Report | Revision No. 1 | Page | 157

Fig.6-25: Jointed limestone

Table 6-10: Engineering properties for GT-4

Ground Types Geotechnical Parameter Unit

Unit Weight kN/m3 27
UCSintact Mpa 17
GSI - 30
mi - 9
Disturbance factor, D - 0
Intact Modulus, Ei Mpa 15,300
GT4a: Limestone
UCSrockmass (from Roclab) Mpa 1.765
(Weathered)
Deformation modulus, Erm (from Roclab) Mpa 1245.16
Tensile strength, strockmass Mpa -0.01
Hoek-Brown Criterion
mb - 0.739
s - 0.0004
a - 0.522
Unit Weight kN/m3 27
UCSintact Mpa 30
GT4b: Limestone GSI - 65
(Fresh) mi - 9
Disturbance factor, D - 0
Intact Modulus, Ei Mpa 27,000

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UCSrockmass (from Roclab) Mpa 7.083

Deformation modulus, Erm (from Roclab) Mpa 17056.42
Tensile strength, strockmass Mpa -0.238
Hoek-Brown Criterion
mb - 2.579
s - 0.0205
a - 0.502

6.7.3 SELECTION OF STRUCTURES

The identified ground types and associated risks as above are considered the primary governing
factor in selecting the types of structures along the highway alignment. The proposed highway may
involve construction of the following civil structures in different ground types:

• GT-1: Open Highway/Embankments with Avalanche Protection Structures

• GT-2: Cut & cover/ Box

• GT-3: Snow galleries

• GT-4: Tunnels

• Bridges/Viaducts across the River/ Nalas/ Depressions

Salient geotechnical features of surface and subsurface civil structures are discussed in brief below.

6.7.3.1 SURFACE STRUCTURES

First and foremost, the surface civil structures would be prone to the direct impact of the geo-
hazards like snow avalanche, heavy snow fall and debris flows, etc. and consequently would have to
be safeguarded against any such eventuality.

Further, in consideration of the site geology where the valley floor is predominantly overburden
covered, most of the surface civil structures like the present highway would rest on the overburden
deposits with varying foundation conditions. Slope cuts would be in overburden. As the maximum
slope cut height is not more than 10m, these will be stabilized by breast walls with drainage holes.

6.7.3.2 SUB-SURFACE STRUCTURES

6.7.3.2.1 Tunnels
The geomorphic configuration of the project area is characterized by presence of several major
drainages on the right bank and rather low relief for considerable distances from the River Sindh.
The drainages include the one opposite Sonamarg near Signal Dett, Nilgrar Nar, Kokaran Nar, Ranga
Morh Nala, Bajri Nala and Baltal Nala, etc. On the other hand, the left bank is in high relief right from
the river bank itself and the drainages are not major and either are seasonal or have low discharge.
The only major left bank tributary at Sarbal village lies upstream of all tunnel options under
consideration. Further, alignment passing through the high relief area on the right bank through
rocky ridges, negotiating with tunnels remained the only feasible option.

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Considering the above, two tunnels viz. Tunnel-1 and Tunnel-2 are proposed to negotiate the
narrow valley stretch of River Sindh and direct impact of SL-29, SL-31 & SL-32, and two significant
drainages of Nilgrar Nala and kokran Nala on the right bank of River Sindh. Tunnel-1 starts (West
Portal) behind the HAWS in rocky slopes and ends in the shallow colluvium zone on the right bank of
Nilgrar Nala (East Portal). West portal of Tunnel-2 starts on the right bank of the Nilgrar Nala (West
Portal) in rocky slopes and ends (East Portal) before the SL-32 and just after crossing the Kokran
Nala. The east portal lies below the existing highway and in rocky slopes.
Lithologically, the tunnels are aligned through the rocks of limestone with occasional bands of
phyllite and quartzite. While Limestone occupies about 95% of the whole atreetch, Phyllite and
quartzite occupies the rest. Rock mass is steeply bedded in most of the tunnel alignment, but, gently
dipping towards the East Portal of Tunnnel 2 indicating local synformal folding along the Tunnel
alignment. Apart from bedding, rock mass is dissected by 2 sets of major discontinuities as discussed
earlier.

The solution effect on limestone – a known hazardous feature, has not been found in the area
during the detail geological mapping. Further, from the reported geological conditions along the
under construction Z-Morh tunnel, such an eventuality is not apprehended.

In consideration of predominant presence of rocky slopes and very thin layer of surficial overburden
at the portal locations, the development of the tunnel portals is not of major concern.
The major issue along the Tunnel-2 is the crossing of the Kokran Nala which has significant discharge
and exceptionally thick bed material - proved to be about 100m thick. Tunnel has a ground cover of
about 125m above the tunnel crown, out of which only 20m of effective rock cover is expected at
the tunnel crown in nala crossing. It is anticipated that this stretch of tunnel may have weathered
limestone and eater ingress corroborating to the mentioned ground type of Limestone. Special
precautionary measures like pre-grouting would be required in this stretch to avoid any tunnel
collapse or sudden water ingress.
In general, GT-4 has been categorized into 2 sub ground types viz. GT-4a and GT-4b. GT-4a
corresponds to weathered limestone and GT-4b corresponds to fresh Limestone. GT-4a is expected
to be encountered to a limited length along tunnel at portals and in a stretch of more than 100m in
the Kokran Nala crossing. In rest of the tunnel alignment, dry conditions corresponding to GT-4b are
expected. However, the presence of perched water table cannot be ruled out.

No stress related conditions are expected along the tunnel alignment.

Structurally controlled failures can occur at the portals and inside the tunnel, and hence, will be
supported with suitable supporting arrangement.

Cut & Cover (Pre-cast/Box)

These structures are proposed across active debris fans (GT-2) that are prone to moving mass of
rolling blocks during debris flows. The open excavations involve un-consolidated material for which
the depth of the excavations is being kept at a minimum and therefore, the maximum slope cut is
about 20m from the foundation level. Temporary slope excavation will be in overburden and hence,
has been proposed to be protected using suitable pile system. However, slope cuts of less than 10m

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height close to cut & cover portal location would be supported temporarily with gabions. Piles will
be provided only in the stretches where slope excavation will be more than 10m.

In particular, the cut & cover/ box structure across ground creep affected debris fan at Ranga Morh
may involve provision of shear keys. The structures have been designed for the assessed bearing
capacity of 10 t/m2.
The monitoring of the ground creep at Ranga Morh is proposed through inclinometers in the drill
holes both on short and long term basis. Although, evidences for ground creep are not found in
other fans. It is proposed to monitor this feature in major debris fans. At present, 03 nos. of self-
recording type inclinometers have been proposed in debris fans of Ranga Morh (SL-39), SL-43, Bajri
Morh (SL-44).

6.7.4 DISTRIBUTION OF THE GROUND TYPES ALONG ALIGNMENT

In general, the highway is aligned through open to narrow valley from Z-Morh East Portal to Zojila
West portal. The valley till Sonamarg and after Koakaran Nar is wide and the stretch in between, i.e.
from Sonamarg to Kokaran Nar, in particular is a narrow valley. The alignment has been proposed
considering the geo-hazards identified in the area.
The selection of structures for the road alignment has been carried out based on the ground
conditions and associated geotechnical issues as discussed earlier. Geologically, area is occupied
mainly by four ground types GT-1, GT-2, GT-3 and GT-4, which are composed of RBM/Coalescing
debris fans zones, debris fans, colluvium, and bedrock (limestone) respectively. Major debris fans
along the alignment are located in this segment include the debris fans at SL-34, SL-35, SL-36, SL-39
(Ranga Morh), SL-43, and SL-44 (Bajri Morh), SL-46 & SL-47. These debris fans comprise
heterogeneous nala transported material with rock blocks ranging in size of 4-5m. Proportion of the
large size blocks, however, is low, particularly in the SL-44 (Bajri Morh) debris fan where finer
material predominates. Keeping surface structures in such zones is not safe for which sub-surface
structures have been proposed. Since, the debris fans across the alignment are gently sloping,
shallow cut & cover tunnels have been provided. As discussed earlier, underground structures are
safe in view of the direct impact from big rolling blocks and debris flows particularly in the debris fan
areas. Wherever, the risk from the identified geo-hazards is low, the alignment has been kept at-
grade/embankments with the protection measures like snow galleries as and where required.
The distribution of various types of structures along the alignment along with identified geo-hazard
and ground types are shown in Table 6.11.
Table 6-11 : Ground Types along Alignment
Chainage (m) Identified Ground
Component Remarks
From To Type

0 2150 Open Highway GT-2+GT-1

2150 2325 Bridge GT-2+GT-1 Across Sindh River to connect to
S B R d
2325 3450 Open Highway GT-2+GT-1
3450 3490 Bridge GT-2+GT-1 Across Signal Dett. Nala
3490 4200 Open Highway GT-2+GT-1+ GT-4
4200 5340 Open Highway GT-3
5350 5490 Bridge GT-1 Opposite Avalanche Sites SL-27

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Chainage (m) Identified Ground

Component Remarks
From To Type

5490 5795 Open Highway GT-1+GT-3

5795 6285 Viaduct GT-1+GT-3 Opposite Avalanche Sites SL-28
6285 6573 Open Highway GT-3 Access road to West Portal
6573/6568.5 7010/7012 Tunnel 1 GT-4 Rocky Ridge
7010 7113.5 Open Highway GT-4 Access road to East Portal
7113.5 7148.5 Bridge GT-1 Across Nilgrar Nar
7148.5 7181 Open Highway GT-4 Access road to West Portal
7181/7186 9110/9145.5 Tunnel 2 GT-4 Rocky Ridge
9110 9780 Open Highway GT-1
9780 10120 Cut & Cover GT-2 Across Avalanche Sites SL-32
10120 10360 Open Highway GT-1+GT-3 Across Avalanche Sites SL-33
10360 10570 Cut & Cover GT-2 Across Avalanche Sites SL-34
10570 11295 Open Highway GT-1+GT-3
11295 11545 Cut & Cover GT-2 Across Avalanche Sites SL-35
11545 13045 Open Highway GT-2+GT-3
13045 13445 Cut & Cover GT-2 Across Avalanche Sites SL-39
13445 14045 Open Highway GT-2+GT-3 (R M )

14045 14395 Cut & Cover GT-2 Across Avalanche Sites SL-41
14395 14695 Open Highway GT-2+GT-3
14695 14895 Cut & Cover GT-2 Across Avalanche Sites SL-43
14895 15345 Open Highway GT-2+GT-3
15345 15805 Cut & Cover GT-2 Across Avalanche Sites SL-44
15805 16395 Open Highway GT-2+GT-3 Across Avalanche Sites SL-45
16395 16695 Snow Gallery GT-2 Across Avalanche Sites SL-46
16695 16845 Cut & Cover GT-2 Across Avalanche Sites SL-47
16845 169995 Snow Gallery GT-2 Across Avalanche Sites SL-47
16995 17211.5 Open Highway GT-3
17214 17344 Bridge GT-1+GT-3
17344 17814 Open Highway GT-2+GT-3

6.8 AVALANCHE PROTECTION MEASURES

In view of the identified geo-hazarads falling in open highways and embankments, avalanche
protection measures are required. The major geo-hazards where protection measures would be
required are as follows:
1. Avalanche/Debris Flow: Catch Dam/Deflection Dam of maximum 8m height as suggested by
SASE.
2. Air Blast: Wall of maximum 4m height as recommended by SASE.
3. Avalanche Galleries
Final Detailed Project Report | Revision No. 1 | Page | 162
Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads
with Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at
Zojila East Portal

Draft Report on Conceptual Layout of Avalanche Protection Structures recommended by SASE is

attached as Annexure-I to this report.

6.8.1 CATCH DAMS

Catch dams are in general provided in run out zones to catch the very slow moving avalanche debris.
Five major catch dams are required along the alignment particularly in open road stretches. The
locations of these dams are listed in below Table6.12.

Table 6-12: Chainages for catch dams

Chainage (km) App. Catch Dam Length (m) Avalanche Site ID
2.4 to 2.65 250 N1
2.72 to 2.95 230 N2
3.3 to 3.45 150 N3
15.79 to 16.39 600 SL-45
16.99 to 17.14 150 SL-48
17.39 to 17.69 300 N-14

6.8.2 DEFLECTION DAMS

Deflection dams are in general provided guide the moving avalanche debris in a particular direction.
Along the alignment, these are required to deflect the debris from the cut & cover section portal
locations, snow gallery’s start and end point locations and protection of major bridges. Thirteen
locations have been identified by SASE where deflection dams are required. The locations of these
dams are listed in below Table6.13.
Table 6-13: Chainages for deflection dams
Chainage (km) App. Dam Length (m) Avalanche Site ID
9.8 to 10.05 Two Dams each of 50m length Portals of Cut & cover at SL-33
10.5 to 10.6 100m Portal of Cut & cover at SL-34
11.15 to 11.6 Two Dams each of 100m length Portals of Cut & cover at SL-36
13 to 13.4 Two Dams each of 75m length Portals of Cut & cover at SL-39
14 to 14.35 Two Dams each of 75m length Portals of Cut & cover at SL-42
14.6 to 14.9 Two Dams each of 100m length Portals of Cut & cover at SL-43
15.3 to 15.75 100m Portal of Cut & cover at SL-44
16.9 150m SL-47, Baltal Bridge Protection

Typical Section of Catch/Deflection Dam is shown in Figure 6.26.

Final Detailed Project Report | Revision No. 1 | Page | 163

Fig. 6-26- Typical Section of Catch/Deflection Dams

A detailed Design Report of Catch/Deflection Dam is attached as Vol II D- Design Report Avalanche Protection
Structures.

6.8.3 AIR BLAST PROTECTION WALL

This is in general provided for protection from direct impact of air blast on moving vehicles. Along
the alignment, these are required in the open highway stretches. Seven locations have been
identified by SASE where these walls would be required. The locations are listed in below Table6.14.
Table 6-14: Chainages for Air Blast Deflection Wall
Chainage (km) App. Wall Length (m) Avalanche Site ID
4.02 to 4.2 175 SL-26
9.11 to 9.26 150 N4
10.11 to 10.36 250 N6
12.14 to 12.34 200 N7
12.54 to 13.015 475 N8
13.44 to 14.04 600 N9
14.39 to 14.69 300 N10
14.84 to 15.34 450 N11 and N12

Typical Section of Catch/Deflection Dam is shown in Figure 6.27.

Final Detailed Project Report | Revision No. 1 | Page | 164

Fig. 6-27- Typical Section of Air Blast Wall

A detailed Design Report of Blast Wall is attached as Vol II D- Design Report Avalanche Protection Structures.

6.7.2. Avalanche Gallery

Two numbers of Avalanche Galleries are proposed to protect from SL-46 (300m straight snow gallery) and SL-
47 (150m curved snow gallery) as recommended by SASE.
Typical Section of Avalanche Gallery is shown in Figure 6.28.

Fig. 6-28- Typical Section of Snow Gallery

Final Detailed Project Report | Revision No. 1 | Page | 165

Detailed Design of Avalanche Gallery is give in Volume II D Design Report of Avalanche Protection
Structures.

6.9 CONCLUSIONS
Based on the geological mapping, investigations and assessment, following conclusions have been
made:
1. Existing highway is passing through 22 identified avalanche sites (By SASE) in between
Sonamarg and Baltal. Highway remains blocked during winter season due to heavy snow,
avalanche triggering, debris flow along most of the drainages and debris slides during
winter/monsoon.

2. All-weather connectivity of the road is to be ensured of the highway on all the 365 days of
the year considering its strategic importance by ensuring snow shelter and avalanche
protection.

3. Proposed Highway alignment is a composite structure comprising tunnels, cut & cover
sections, high embankments, open highway, snow galleries, bridges and a viaduct.
4. Selection of structures is based on the identified ground types and geo-hazards.
Underground structures are preferred in major geo-hazard prone area.

5. Open highway stretches are protected with suitable avalanche protection structures like
catch/deflection dams against the avalanche flow, and air blast protection wall.
6. Geologically, tunnels will be driven through the rocks of steeply bedded limestone with
occasional bands of phyllites and quartzites. Tunnel 2 is aligned beneath the perennial
Kokran Nala with an effective rock cover of only 20m, and hence, pre-grouting has been
proposed to tackle any kind of debris flow (if any) and tunnel instability issues in nala reach.
Tunnels portals are either located in rocky slopes or in very shallow bedrock locations. No
major geological issue is anticipated in tunnel excavation except moderate seepages in nala
crossing. Most of the tunnel will negotiate through better ground except at portals where
slightly weathered rock mass can be intersected.
7. The cut & cover sections are proposed in debris flow identified stretches. The slope cuts
would be in overburden, and hence, suitable protection measures for temporary slopes with
piles have been proposed. The foundation of the section will be on overburden with a
bearing capacity of 10 t/m2, and hence, has been designed with raft foundation.

8. Snow galleries have been proposed in identified avalanche sites of SL-46 and SL-47, where
its foundation will lie on overburden with a bearing capacity of 10 t/m2, and hence, have
been designed with raft foundation. The backslope cuts will also lie in overburden and
suitable temporary measures will be provided.

9. The foundation of bridges and viaduct will lie in RBM (River Borne Material), and hence, are
designed accordingly.

10. High embankment zones founded either on RBM or debris fans are designed appropriately
for low bearing capacity of 10 t/m2.

Final Detailed Project Report | Revision No. 1 | Page | 166

11. The slope along the highway in open stretches will be cut mostly in overburden of colluvium
and debris fans. The maximum height would be about 10m and stabilisation with
breast/retaining walls is proposed.

Final Detailed Project Report | Revision No. 1 | Page | 167

7 CHAPTER-7 DESIGN OF TUNNEL

7.1 MAIN TUNNELS
The major components of the Zojila approach tunnel includes two twin tube uni-directional tunnels:

• Tunnel 1- Tube-1 437m (Ch. 6+573 to 7+010)/ Tube-2 443.5m (Ch. 6+568.5 to 7+012)
• Tunnel 2- Tube-1 1929m (Ch. 7+181 to 9+110)/ Tube-2 1959.5m (Ch. 7+186 to 9+145.5)

Typical Cross Sections adopted for the Tunnels are shown in Figure 7.1 and 7.2:

Fig. 7-1: Typical Section of Tunnel RHS Tube

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Fig. 7-2: Typical Section of Tunnel LHS Tube

Detailed Design Aspects of Tunnels are covered under Volume II C- Design Report of Tunnel.

7.2 CUT & COVER TUNNELS

8 Nos. of Cut & Cover Sections are identified along the project road to protect from Avalanches. The
details of the cut & cover sections are as follows:
Chainage (m)
Length (m) Component Remarks
From To

Cut & Cover Across Avalanche Sites SL-32

9780 10120 340

Cut & Cover Across Avalanche Sites SL-34

10360 10570 210

Cut & Cover Across Avalanche Sites SL-35

11295 11545 250

Across Avalanche Sites SL-39

Cut & Cover
(Ranga Mor)
13045 13445 400

Final Detailed Project Report | Revision No. 1 | Page | 169

Chainage (m)
Length (m) Component Remarks
From To

Cut & Cover Across Avalanche Sites SL-41

14045 14395 350

Cut & Cover Across Avalanche Sites SL-43

14695 14895 200

Cut & Cover Across Avalanche Sites SL-44

15345 15805 460

Cut&Cover Across Avalanche Sites SL-47

16695 16845 150

Typical Cut & Cover Section adopted is shown under:

Fig. 7-3: Typical Cut & Cover Section

Detailed Design Aspects of Tunnels are covered under Volume II D- Design Report of Avalanche
Protection Structures.

Final Detailed Project Report | Revision No. 1 | Page | 170

8 CHAPTER-8 ENVIRONMENTAL IMPACT ASSESSMENT

8.1 OBJECTIVES OF THE ENVIRONMENTAL IMPACT ASSESSMENT (EIA)
The main objective would be to alleviate the current unsafe and congested conditions of the
identified road network connecting the villages and towns by providing better quality and safe
roads to the users in a sustainable and environment friendly manner.

Environmental Impact Assessment (EIA) has been conceived as an integral part of developing
the project road as Green Highway, so that the project can facilitate economic stimulation and
improvement to community and cultural assets by integrating environmental enhancement
measures along the project corridors through community partnering.

A detailed Environmental Impact Assessment (EIA) Report and Environmental Management Plan
(EMP) is attached as a separate volume Vol IV A.

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9 CHAPTER- 9 SOCIAL IMPACT ASSESSMENT REPORT

9.1 BACKGROUND
This report covers the findings of the Census and Socio – Economic Survey of the project which is an
integral part of any project planning process. A team of Social Development Professionals undertook
survey, consultation and focus group discussions to assess the impacts, identify the hot spot and
sensitive social receptors along the project roads. This primary survey will aid to select the project
corridors and quantify the extent of the impact.

The SIA report has been prepared based on the suggestions and recommendations of NHIDCL and
state Government officials. The details of the SIA report for the project road highlights the following:

• Census and Socio-economic survey findings.

• Highlights of the Public Consultation meetings.
• Highlights of the Focus Group Discussion.
• Perceived benefits of the project.
• Mitigation measures adopted for realignment / road design and resettlement

A detailed Social Impact Assessment (SIA) Report and Resettlement Action Plan (RAP) is attached as
a separate volume Vol IV B.

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10 CHAPTER-10 COST ESTIMATE

10.1 GENERAL
This Chapter deals the Cost Estimate for the preparation of Detailed Project Report and providing
Pre-Construction Activities:- (i)For construction of Approach Roads with Avalanche Protection Works
to West and East portal of the proposed Zojila Tunnel (between Baltal and Minamarg) from Km
82.000 to Km 95.000 on Srinagar-Leh Road (NH-1) and;(ii).For making the NH-1 from Z-Morh Tunnel
to proposed Zojila Tunnel (approx. 20 km) all weather road in the State of Jammu & Kashmir.

As discussed in the previous chapters the project would construction of Approach Roads with
Avalanche Protection Works, construction of cross-drainage and road appurtenances etc. This cost
estimate has been worked out using TCS drawings, Gad Drawings, quantities for different items of
works derived from the design and unit rates derived from the schedule of Rates/Market.

10.2 METHODOLOGY
The following procedure has been adopted for the estimation:
• The rates of various items of construction work have been analysed as per procedure laid
down in the “MORT&H Standard Data Book”-2003 (Fourth Revision, Reprint 2006) and
guidelines set there in.
• Machinery rates rentals of as per J&K Revised Schedule of Rates 2020.
• The unit rates of Labour is considered as per Schedule of Rates, Public Works Department,
Jammu and Kashmir year 2020.
• The rates of cement, Steel and Bitumen which have been provided as per current market
rates.
• Computation of quantities of earthwork and other components of road worked out from
TCS drawings and computed.
• Computation of cost of bridges from their General Arrangement Drawings by working out
the quantities.
• Estimation of cost of land acquisition, resettlement and rehabilitation costs, utility relocation
and environment mitigation measures as per detailed assessment of their costs.
• Estimation of allowances for contingencies and supervision charges as percentage of civil
cost.
• Estimation of total project cost.

10.3 UNIT RATES

The rates of various items of construction work have been analysed as per procedure laid down in
the “MORT&H Standard Data Book”-2003 (Fourth Revision, Reprint 2006) and guidelines set therein.
For road embankment borrow areas have been identified along the project road. For stone metal
quarries have been identified along the road. Average lead has been worked out for earth and stone
metal and cartage cost has been provided at State Schedule of Rates. The unit rates have been
worked out by taking the cost of materials as provided in the State Schedule of Rates (except for
cement steel and bitumen for which market rates have been provided). The component of labour,

Final Detailed Project Report | Revision No. 1 | Page | 173

material and machinery has been provided as per Standard Data Book of the Ministry of Road
Transport and Highways.

10.4 CONSTRUCTION QUANTITIES

For study the quantities of pavement have been worked out as per proposed TCS drawings. Detailed
Cut and fill volumes are generated from MX Road software and taken into earthwork consideration.
Quantities of culverts and Minor/Snow Gallery/cut & cover Structures have been worked out from
respective drawings. The cost of land acquisition, resettlement and rehabilitation costs, utility
relocation costs and environmental mitigation measures have been provided as per preliminary
assessment of their costs. Estimates for allowances for contingencies and supervision charges have
been provided as percentage of total cost.

10.5 PAVEMENT DESIGN OPTIONS

Flexible pavement has been considered for main carriageway as per the recommended proposal and
Pavement Composition. Rigid pavement has been considered for Tunnel portion.

10.6 COST COMPONENTS

The estimated cost has been worked out under the following sub heads: -
Site clearance and dismantling
Under this sub head provision has been made for removing the roots of trees of girth more than 300
mm and dismantling the structures, which are proposed to be reconstructed.
Earth Work
This sub head provides for items of earth work in excavation, embankment, sub grade and
shoulders.
Sub Base and Base Courses
The items of cement sub base, cement base and Aggregate Inter Layer have been provided under
this sub head for flexible pavement.(option-1)
The items of granular sub base, wet mix macadam have been provided under this sub head for
flexible pavement.(option-2)
Bituminous Courses/Cement Concrete pavement
This sub head provides for items of bituminous courses for flexible pavement. Rigid Pavement for
Tunnel portion.
Culverts
Additional new Culverts is provided based on hydrological investigation. The schedule of widening
and providing new culverts are fixed up and accordingly the different types of culverts (box)
quantities are worked out from the standard drawings or from the available drawings of the
particular project. Further the abstract of Quantities is prepared for all the culverts and the Abstract
of cost is prepared by multiplying the rates.
Minor /Major Structures
The quantities for reconstruction/widening/rehabilitation of Minor / Major Structures are
considered under this head.
Cut & Cover /Snow gallery
The quantities for Construction of Cut & Cover/snow Gallery are considered under this head.

Final Detailed Project Report | Revision No. 1 | Page | 174

Tunnel
The quantities for Construction of Tunnel are considered under this head.
Traffic signs, Markings & Road Appurtenances
The road traffic signs and road markings for the project are provided as per IRC standards. This
includes the quantities of road markings, road signs (all kinds), crash barriers and street lightings
required for main highway as well as service roads.
Drainage and Protective Works
All works relating to longitudinal drainage requirements, lined and unlined drains/ditches,
embankment slope protection works are covered here.
Traffic management system
This section includes the items required for providing Traffic Management System.
Miscellaneous items
Under this sub head provision has been made for the following main items.
Routine Maintenance During Construction
Under this sub head provision has been made for the following main items.
Miscellaneous items (snow clearance, Maintenance etc)
Under this sub head provision has been made for the following main items.

10.7 CONTINGENCIES AND SUPERVISION COSTS

The following provision has been made for contingency and supervision cost:
• Contingencies - 2.8%
• Supervision Charges - 3%
• Agency charges - 3%
• GST - 12%

10.8 PROJECT COST

The total cost includes Contingencies, Supervision charges, Agency charges. General Abstract of cost
is enclosed as follows:
Table 10-1: Summary of Cost

Bill No. Description Amount (Rs.)

1 Site Clearance & Dismantling

Final Detailed Project Report | Revision No. 1 | Page | 175

6 Major Bridges & Minor Bridges

1,57,19,25,615
7 Drainage & Protection Works
57,19,38,715
8 Traffic Signs, Road Markings & Appurtenances
5,16,30,548
9 Routine Maintenance During Construction
1,46,63,298
10 Catch Dams and Deflection Structures
37,31,72,777
11 Cut And Cover
3,28,73,59,938
12 Snow Gallary
41,90,11,239
13 Snow Clearance
21,63,44,765
14 Tunnel
7,18,71,35,352
15 Idle Charge
57,45,63,892
Total Construction Cost --- (A) 15,99,08,48,670

GST @ 12% of (A) 1,91,89,01,840

Total Construction Cost --- (B) 17,90,97,50,510
Length (Km) 18.51

Civil Cost (A) per Km (In Crores) 96.74

16 Contingencies @ 2.8% of (A)

(i) Shifting of utilities

7,32,52,036
(ii) Environment Mitigation Cost
4,06,09,892
(iii) Provision for LA and FC
67,38,14,014

Final Detailed Project Report | Revision No. 1 | Page | 176

Total Capital Cost (INR) 21,99,62,16,081

Final Detailed Project Report | Revision No. 1 | Page | 177

11 CHAPTER-11 ECONOMIC AND FINANCIAL ANALYSIS

11.1 ECONOMIC ANALYSIS
Any infrastructure project, which is in terms of improving the existing facility, is subjected to
economic and financial analysis, to establish its viability and ensure that the investment proposed
would yield appropriate return either to the national economy of the private/ public investor. The
present study envisages the use of Highway Development and Management model hereafter
referred as HDM-4 for undertaking economic analysis of the implementation of improvement
proposals on the said project Corridor.

11.2 METHODOLOGY FOR APPRAISAL

The appraisal has been carried out within the framework of ‘with’ and without’ the project
situations. ‘Without’ the project situation is the one in which the projected traffic would continue
to move on the existing two-lane road which will require certain minimum routine and periodic
maintenance for upkeep of the facility. In the case of ‘with’ project situation, the traffic would use
the improved facility, which is two lane carriageways with paved shoulders facility.

The benefits due to improvements are the saving in vehicle operation cost, saving in time and other
caused benefits. The cost of the project is subtracted from benefits accruing year wise and
discounted to work out the Economic Internal Rate of Return with the help of HDM-4 software. In
the economic appraisal, all the financial estimates of costs and benefits are converted to economic
costs by applying necessary factors.

11.3 BASIC INPUT DATA

Implementation of the project road improvements is conceived to be carried out in three packages
as follows:-

Table 11-1: Project Detail Package-wise

Start Chainage End Chainage Length (km)
Approach Road-1 0+000 17+853 17.853
Approach Road-2 0+000 0+660 0.660

Economic Analysis has been exercised as a whole project.

11.4 GENERAL DATA

Physical characteristics data of each link pertains to altitude/rainfall, existing road geometry,
pavement (structure, strength and condition) sub grade strength and construction/maintenance
history and derived from field survey and investigations carried out for the project and presented in
the earlier Chapter. The data reveals that the physical characteristics for entire project length are
quite uniform and homogeneous.

11.5 PROJECT COST

Project costs based on engineering design have been worked out and given in earlier chapter. A
conversion factor of 0.85 has been used to convert financial costs to economic costs. For economic

Final Detailed Project Report | Revision No. 1 | Page | 178

evaluation, base costs have been taken as factor costs of civil works and other costs related to
social, environmental and utility relocations. Link-wise economic and financial costs are given below:

Table 11-2: Package – wise Costing in Rupees

Economic Cost Financial Cost
Project 18,69,67,83,668 21,99,62,16,081
In addition to project cost routine and periodic maintenance cost has been worked out for the
project road. A construction period of 5 years (2018, 19, 20, 21 and 22) has been envisaged with a
phasing of 30%, 40%, 20%, 5% and 5% respectively. The proposed improved project road will have
2.8 Km of rigid pavement and 15.03 Km of flexible pavement. Based on the ratio following table
gives the maintenance cost of the project.

Table 11-3: Maintenance Cost in Rupees

Sl No. Maintenance Cost
1 Reconstruction @ 10 IRI 20000/ Sq. m.
2 Drainage 1000/ Sq. m.
3 Routine Edge 5000/ Sq. m.
4 Potholes 4000/ Sq. m.
Patching 4000/ Sq. m.
5 Crack Sealing 1000/ Sq. m.
6 Shoulder Repair 10000/ Sq. m.

11.6 EXISTING ROAD ROUGHNESS AND GEOMETRY

Prevailing road conditions have been provided in Appendix 7.2. Physical condition of project road
used for economic analyses is derived from road condition survey. The inputs used for economic
analyses are provided in table below:-
Table 11-4: Package-Wise Present Road Condition
Project
End of Year 2017
IRI 3.0
All structural Cracks 2.0
Ravelled Area 2.0
Number of Potholes 1.00
Edge Break Area m2/km 6.0
Mean Rut Depth 1.00
Texture Depth 0.30
Skid Resistance 0.40
Drainage Very Poor

11.7 ECONOMIC COST OF VEHICLE PARAMETERS

Economic Costs of vehicle and tyre are derived from the online market data of Jammu and Kashmir.
Representative retail price for each category of vehicle have been collected. Elements of taxes and
duties applicable have been removed to arrive at the economic costs.

Details of derived economic costs for each vehicle category are presented in Table 12.8. Summary is
given below:
Final Detailed Project Report | Revision No. 1 | Page | 179
Preparation of Detailed Project Report (DPR) and providing Pre-Construction activities in respect of the Approach Roads
with Avalanche Protection Works in between Z-morh Tunnel East portal to Zojila Tunnel West Portal and Access Road at
Zojila East Portal

Table 11-5: Details of Vehicle Category

Multi
Categor Two Three Medium 2 Axle 3 Axle
Bus LCV Axle
y
Wheeler Wheeler Car Truck Truck Truck
Vehicle 40000 60000 250000 1050000 654000 1800000 2300000 2600000
Tyre 1000 328 3000 14000 6000 14000 18000 20000

11.7.1 MAINTENANCE LABOUR AND CREW COSTS

Based on the market survey and inquiries from the various organisations in Jammu and Kashmir, the
maintenance labour cost/hr and wages/hour has been evaluated. Rates have been compared with
that adopted for the recent studies before arriving at reasonable values.
Table 11-6: Maintenance Labour and Crew Costs Details
Two Medium LCV 2 Axle 3 Axle Multi Axle
Category Bus
Wheeler Car Truck Truck Truck
Maint. Labour 40.61 60.92 126.93 101.54 101.54 101.54 101.54
Crew Wage 0 25.38 116.97 45.69 76.15 91.38 91.38

11.7.2 PASSENGER TIME-DELAY COSTS

Time value of passengers (Work trips and Non Work Trips) is arrived based on “Manual of Economic
evaluation of Highway Projects in India (“IRC SP:30-2009”). The Values of 2009 are upgraded by
considering Whole Sale Price Index Ratio for the year 2009 and 2015. Non work time value of
passenger is considered 15% and work time value of passenger is considered 85% of time value of
passengers as suggested in IRC SP:30-2009”. The adopted values are summarised as given in table
below.
Adopted time delay cost for the project in year 2018 is given below.
Table 11-7: Maintenance Labour and Crew Costs Details
Eq. Work- Eq. Non-work Eq. Work- Eq. Non-work
Time Value in Time Value in *Time Value in *Time Value in
2009 2009 2019 2019
Car/ Taxi 55.9 14.0 98.52 28.98
2 W/ 3W 28.0 8.0 27.20 8.00
Minibus 33.6 9.8 33.58 9.88
Bus 21.4 5.3 36.98 10.88
*Taking Consideration of WPI
Interest
An economic interest rate of 12% has been adopted based on opportunity cost of capital

11.8 SENSITIVITY ANALYSIS

Two critical factors could affect the viability of the project and these are the Capital Cost and traffic
level. The capital cost can increase or the expected traffic growth could not materialise or both
factors could occur simultaneously sensitivity check using the following parameters has been carried
out:

 Sensitivity Option S1 Base Scenario

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 Sensitivity Option S2 New Scenario with increase in cost by 15%

 Sensitivity Option S3 New Scenario with reduction in base benefits by 15%
 Sensitivity Option S4 New Scenario with increase in cost by 15% and reduction in
base benefits by 15%

11.9 ECONOMIC ANALYSIS RESULTS

The EIRR and NPV (at 12%) for each link and section along with sensitivity analysis was carried out
and it was found that the project is considered as economically unviable. Though the factors like
Tourism and Defence governs this project, hence the project is recommended in the national
interest

11.10 CONCLUSIONS
Due to defence and national interest this project has critical importance though the project is not
showing any economic viability but overall it is strategic in nature and therefore recommended for
construction.

Final Detailed Project Report | Revision No. 1 | Page | 181

12 CHAPTER 12: WINTER ROAD MAINTENANCE

12.1 WINTER MAINTENANCE MECHANISM IN SNOW BOUND AREAS
Driving in snowy regions like Zojila is certainly affected by increased braking distance, reduced tire-
traction, slow reaction of tires to the steering, poor visibility, less fuel efficiency, etc. Often, when it
snows, traffic is often paralysed for about 4-5 months in this area. To ensure, a reliable and safe flow of
road traffic during the winter season, the road should be maintained and cleared with a proper
mechanism. A proper mechanism consists of collecting road and weather information, analysing the
condition, taking necessary action and informing the respective authorities and users. Thus, an effective
winter road maintenance with proper mechanism can save cost with other benefits like increased
safety on the roads, increased flow of traffic and decreased environmental negative impacts in winter
time. This chapter deals with an overview of winter maintenance mechanism being performed of snow
bound areas in some of the cold countries.

12.2 WEATHER INFORMATION SYSTEM

Effective management of winter road maintenance is only possible on the basis of relevant information
about current and future road weather and surface conditions on specific road sections. Along with this,
the information about the real-time movements of maintenance vehicles create the basis for support of
winter maintenance decision process and for efficient fleet management. For this purpose, a Road
Weather Information System is proposed for such areas.

Fig. 12-1: RWIS – Road weather information system (Source: Snow and ice data book 2006)

A general working mechanism for Danish Road Weather System (Figure 12-1) clearly indicates the
flow of maintenance system. It comprises of the following part:

Final Detailed Project Report | Revision No. 1 | Page | 182

A. Weather forecasting and Control and Monitoring: Parameters like air and surface
temperature, wind direction and strength, weather effectiveness, precipitation, snowfall etc.
are to be measured and forecasted. These parameters are measured with the help of
recording stations and controlled with the help of servers. This information is needed to make
decisions concerning the start, duration and end of winter maintenance action.

B. Call-out/ Snow Clearance Mechanism: Snow clearing of carriageway should begin, when the
snowfall has reached to 3-5 cm snow and there is prospect for continuous snowfall. If the
snowfall has already taken place or the weather forecast indicates snowfall, the duty engineer
decides the priority of snow clearance. The responsibility of the officials is to take the decision
depending on the field conditions and to ensure safe and smooth flow of traffic. The officials
callout for the snow clearing mechanism and with respect to this the information is passed to
road operators and users. The snow clearance mechanism is discussed in detail in section
12.2.3.

C. Information and Road Users: The data obtained from the automatic weather stations is
processed and used for forecasting and to inform or warn the road weather condition to the
road operators and users. This information is used by road operators for clearance and other
maintenance call, while the users make the decision of travelling through the path.
The figure 13-2 shows the basic components of winter road maintenance management in Slovak
conditions, which includes Current Data Module(CDM) and Maintenance Decision Support System
(MDSS).

Fig. 12-2: The basic components and scheme of intelligent winter road maintenance
management
The RWIS is a is a software tool which collects all relevant available data which can be used by
dispatchers to support decision making in winter road maintenance management. The dispatchers
continuously monitor the development of weather and road weather conditions, deciding on
deploying maintenance crews in certain parts of given region and determining appropriate
technology and intensity of maintenance (e.g. technology used, amount of spreading). The
maintenance vehicles usually consist of spreaders, plow and graders, and the driver plays an
important role for the actual performance of maintenance in the field.

Final Detailed Project Report | Revision No. 1 | Page | 183

The RWIS provide a comprehensive overview of historical data, current real-time data and predicted
data about road weather and surface conditions. The RWIS also collects data from Automatic Vehicle
Location System (AVLS) and thus can serve as a tool for registering and checking of maintenance
performance. The RWIS integrates current data from road weather stations, meteorological radars
and satellites, cameras, mobile road weather stations, the National Weather Service (NWS) and
others. For data collection automatic weather stations, also known as Environmental Sensing
Stations, are placed along the roadside at critical locations. These stations consist of three types of
sensors, namely, atmospheric sensors, pavement/subsurface sensors and water level sensors. They
measure real-time atmospheric parameters, pavement conditions, water level conditions, and
visibility. The Environmental Sensing stations and its operation applicability are as shown in figure 12-
3.

Fig. 12-3 : Environmental Sensing Stations

Monitors Ice Sensor

Final Detailed Project Report | Revision No. 1 | Page | 184

Management using real-time images Variable Message board

Fig. 12-4: Road Weather Information System
(Source: https://www.fhwa.dot.gov/publications/publicroads/05nov/04.cfm)

Maintenance Decision Support System (MDSS) is a part of RWIS focused on special linear weather and
road surface status forecast and recommendations on winter maintenance. These are computer
systems which generate predictive outputs on the basis specific inputs. It is a useful assistant for
dispatcher, which can specify the weather situation development. Road weather forecast (road
condition, road surface temperature, freezing point temperature and snow amount) plays an important
role in the timely intervention of winter maintenance. Road weather forecast (RWF) should be
differentiated on the medium-term RWF (over the next two days) and short-term RWF (within the next
12 hours). Medium-term forecast is for the activation of capacities – preparation of maintenance
vehicles, drivers or spreading materials. Short-term forecast is a basis for immediate decision-making in
winter maintenance management.
In addition to the linear prediction the MDSS system can based on constantly ingesting data from road
weather and atmospheric data, reviewing current treatment operations, and analysing the latest road
weather forecasts produce treatment recommendations for winter maintenance operators. It is very
useful tool for non-experienced operators, which can take get recommendations on what treatment
strategies needed to be taken and they can take the right decision where and when road maintenance
should be performed.

Thus, Winter Road Information systems can be divided into two categories: those that support road
administrators in winter maintenance, including snow removal and friction management, and those
that provide road users with information on weather and road-surface conditions.

Therefore, a system is to be developed so that one can create predefined action plans where the length
of routes, methods and amount of salts etc. are decided. In addition to this, depending on the weather
situation, a choice between dry salt, pre-wetted salt and brine can be made. After being called out, the
resources are monitored with the system. The speed, dosage of salt/brine, spreading width, GPS
location, etc of salt spreaders can be done. The centralised system is able to provide statistics on the
number of activities, consumption of salt, duration and time of callout along with the cost of salt and
payments to contractors. This provides the opportunity to monitor and control the work quality, and
eventually to re-organise action-plans if needed. In short, the figure 14-4 can be a representation of
some components of RWIS.

Final Detailed Project Report | Revision No. 1 | Page | 185

12.3 SNOW AND ICE-CONTROL MEASURES

A snow clearance mechanism is to be followed in order to optimise the resources within the least
operation time. The snow clearance mechanism triggers after the callout made by the officials. Some of
the common techniques are as discussed below:

12.3.1 SNOW PLOWING

A snowplow is a device intended for mounting on a vehicle, used for removing snow and ice from the
roads. To maintain the trafficability of Highways and to promote interregional exchanges and living
activities, snow removal on roadways is conducted around the clock in many of the cold countries.

Fig. 12-5 Snow Plowing

12.3.2 SNOW BLOWER

A snow blower or snow thrower is a machine for removing heavy snow from the roadway area.

Fig. 12-6 Snow Blowing

12.3.3 SNOW GRADER

In snow bound regions, graders are used for grading the snow in the snow storage areas and remove
the snow from the carriageway.

Final Detailed Project Report | Revision No. 1 | Page | 186

Fig. 12-7: Snow Grader

12.3.4 SALT/BRINE SPRAY

Salt is spread along the carriageway as a de-icing agent and acts as an alternative for snow removal. The
figure below shows the spraying of salt/brine along the roadway. The salt spraying device is generally
added on the backside of the plow. However, the use of salt / brine has been restricted now a days due
to its detrimental effect on the environment and also due to its corrosive effect on pavement and
structures.

Fig. 12-8: Spreading technique

12.3.5 SAND / ABRASIVE SPRAY

The use of abrasives in winter maintenance is a well-established practice. Typically sand is placed on the
road in amounts up to 1,200 lbs per lane mile (340 kg per lane km). The sand is intended to increase
friction between vehicles and the (often snow or ice covered) pavement. The sand may be applied
“straight” or by pre-wetting the abrasives at the spinner, as they are placed on the road or heating the
abrasives to high temperatures (about 180º C seems to be effective) just prior to being placed on the
road, or by mixing the abrasives with hot water (about 90º C) as they are placed on the road.

Final Detailed Project Report | Revision No. 1 | Page | 187

12.3.6 CALCIUM MAGNESIUM ACETATE (CMA)

Calcium magnesium acetate is an alternative to road salt. Calcium magnesium acetate works by
interfering with the bond between snow particles and the road surface; in contrast, road salt chemically
breaks down snow and ice as it moves downward from the surface. CMA, a solid, has a deicing range
closer to that of salt.

Calcium magnesium acetate is generally used in its granular form and spread on the surface like other
deicers. CMA looks like road salt, a rigid, angular particle that is more likely to stay where it is put. CMA
works by preventing snow and ice particles from adhering to each other or to the road surface. It can be
applied on top of snow and ice like other deicers or 30 minutes to two hours before precipitation
begins. Often, CMA is used as a corrosion inhibitor, sometimes blended with road salt at rates greater
than 20% CMA by weight. CMA costs $650-675 per ton as compared to about $50 Although direct costs
are higher than that of salt, when indirect costs such as pollution and corrosion are factored in, CMA is
much more economical.

Calcium magnesium acetate exhibits very low corrosion rates on metals found in bridges, roadways,
parking garages, other steel and concrete systems and is commonly specified by design engineers for
use on the previously mentioned structures. Commonly described as being about corrosive as tap
water, CMA is often used as the corrosion standard by which other deicers are judged.

12.3.7 POTASSIUM ACETATE

Liquid potassium acetate (CH3COOK) is an organic, biodegradable fluid that is used for de-icing and
anti-icing roads. As opposed to rock salt or other alternative road deicers, such as urea-based or glycol-
based products, potassium acetate has less of an environmental impact, while being more efficient at
removing ice. On top of being a good deicer, it is more effective as an anti-icer, and can also be used as
a “pre-wetter” with other solid deicers to enhance their performance.

12.3.8 ANTI-SKID TREATMENTS

It consists of spreading beforehand de-icing salts on roads and/or anti-icing mixtures (salts and
aggregates) in order to prevent ice formation on pavements, on bridges and viaducts, near tunnels
(entrance/exit portals). A brief of antiskid treatments is as shown in figure below:

Final Detailed Project Report | Revision No. 1 | Page | 188

Antiskid
Treatment

Combination of
Friction Friction enhancing
Thawing
Enhancing material and Thawing
Material

Different types
Sand of Crushed
Rock Sand+Salt

Road Salt

Fig. 12-9: Anti-skid treatments based on purpose

Antiskid Treatment
Methods

Preventive Remedial

Admixture of sugar and

Mixture of salt and Spread on already
Road salt
granite splinters existing snow
(Glucose/Saline)
Spread of
Granite
Salt/Brine before
Splinters
snowfall
Mix of coarse and
fine sand mixed with
hot water
Fig. 12-10: Anti-skid treatment based on type of treatment

12.3.8.1 Promotion of measures for barrier-free winter mobility

Comprehensive snow removal measures have been formulated and implemented to remove barriers to
wintertime mobility, such as the increased danger of pedestrian slip and fall accidents on frozen roads,
reduction of walking space due to snowfall, and other inconveniences. Toward barrier-free mobility,
thorough snow removal on sidewalks around railway stations has been promoted and road heating has
been installed.

Final Detailed Project Report | Revision No. 1 | Page | 189

Fig. 12-11: Measures for barrier-free winter mobility taken in conjunction with various other
projects for snow and ice-control

12.3.9 WORKING SCHEDULE FOR SHIFT WORKING

The service equipment fleet is mainly lorries with snow ploughs, pay loaders and graders. Rotary
blowers are very important in winter service on mountain roads and exposed primary roads. Grader
works, such as removal of hard snow and ice are increasingly overtaken by plough trucks with under
body blades. Graders are however still important to level snow banks on the road shoulder in exposed
areas.

The foreseen activities are normally carried out continuously for the winter period all day long and in
working days and holidays. All such activities are carried out in such a way to give the least traffic
congestion possible. Furthermore, they are all carried out by means of adhoc signals and barriers.

Snow and Ice Control Measures leading to additional cost reductions and environment preservation

Brine and pre-wetted salt is preferred instead of dry salt for most situations except under snowfall. The
advantages of brine are that there is little salt in the solution and almost 100% of the quantity
distributed remains on the road surface. The brine is usually made from a NaCl-solution but sometimes
from a CaCl2 solution, which is more effective and more expensive as well. Brine has proved favourable
for preventive measures on thin ice or on rime.

The purpose of prewetting salt is to increase its weight, bind fine-grained salt, make the salt stick better
and increase its moisture content to hasten its melting.

Final Detailed Project Report | Revision No. 1 | Page | 190

12.3.10 WINTER QUALITY STANDARD

A certain guideline/policy document is needed for the regular operation of winter maintenance of the
road. A representative example of winter road quality standards from Iceland is as shown below:
Table 12-1: Summary of Winter Road Quality Standards
Service Category
Approach Road 1 Approach Road 2
Zojila project road (Sonamarg to ( km 118 at
Baltal) Minamarg)
In town 24-hour service 06:00-22:30
Service hours
20 km from town 7 days a week 08:15-22:00
Critical Snow Depth for service start 2 cm 4 cm
After snowfall, snow removal is completed within 2 hours 3 hours
After road closure, snow removal is completed within - 3 hours
Max. service cycle duration 2 hours 2 hours
Max. length of service route 10.8 km 0.6 km
Maximum snowdepth
General 0.25 0.15
Min. Friction Coefficient Hazardous spots e.g. 0.25 0.25
curves and slopes
Whenever road temperature is too low for effective 2 hours 3 hours
salting (-10°C or lower), then sanding should occur
within
Visual obstructions due to snow-banks at road 24 hours 48 hours
junctions should be cleared within
Clearance of snow banks on the road shoulder within 24 hours 48 hours
Source: Snow and ice data book 2006

12.4 INFORMATION AND ROAD USER

12.4.1 INFORMATION PROVISION TO THE ROAD USER

The road and weather information can be collected from regional administrations by telephone,
electronic transfer or through Road Weather Information System. This is to be processed and
transferred to the road user. Information provided is; condition of road (slipperiness), weather (wind
speed, gust and wind direction, temperature), road temperature, humidity and dew point, traffic (last
10 min, traffic from midnight), estimated time of opening if road is closed, maintenance works, axle-
load restrictions, ferry schedules, on traffic accidents, their causes, traffic conditions etc.:

- Information on traffic accidents and their causes is given to news agencies, radio stations and
television, the press, electronic mass media: on the situation during the day, week, month/s,
year.
- Publications (brochures, leaflets, calendars etc.) are prepared, printed and distributed.

- Measures of safe traffic for children in winter time are taken: education on traffic peculiarities,
skiing and other winter sports and their location etc.
To ensure traffic safety road user should have awareness about the system. It can be achieved by
following measures:

Final Detailed Project Report | Revision No. 1 | Page | 191

- Education (information in mass media, publications on traffic safety, instructing pedestrians,

cyclists and horse drivers how to use reflectors).

- Engineering measures (lighting road sections, fencing, reconstruction of intersections and some
road sections, constructing cycle tracks and pedestrian walkways).

- Control of road users (administrative measures); more attention given to the control of tyres
and lights.

- Special campaigns of traffic safety when education and control is coordinated.

12.4.2 USE OF WEATHER RELATED ROAD SENSOR AND VARIABLE ROAD SIGNS
Most of the weather stations have temperature sensors in the road surface, and some have road
surface humidity sensors for management use only.

Frost depth sensors are used to determine weight restrictions on roads. Variable Message signs are
used to show wind speed, wind direction, temperature and in extremely exposed areas wind gust.
Variable road signs are also used if roads are closed.

Fig. 12-12: Variable Message Sign

The users may also have certain interface as shown in figure below, so that they are able to know
about the road condition.

Final Detailed Project Report | Revision No. 1 | Page | 192

Fig. 12-13: Terminology of Road Conditions

12.5 COST PARAMETERS

12.5.1 EQUIPMENT COST

Cost plays a vital road in the successful operation of winter road mechanism. Certain cost parameters
based on the market rates are as follows:
Table 12-2 Tentative Cost of Equipment
Sr. Equipment Representative image Approximate cost
No.

Total installation costs =

$85231/unit.

Total site commissioning

costs = $3,300 per site

Mapping to Scan Web

software = $180 per sit

1 RWIS This cost included

purchasing four power
modules and the server
costing $100,000 per
module (approx.)

Final Detailed Project Report | Revision No. 1 | Page | 193

US $39,800-44,500 / Units
(INR 27,86,000 – 31,15,000)

Snow Plow with

salt spreader
2 (In case of
normal
snowfall)

US $39,800-44,500 / Units
(INR 27,86,000 – 31,15,000)

3 Snow Blower

US $60,000-80,000 / Units
(INR 42,00,000 – 56,00,000)

4 Motor grader

12.6 ADDITIONAL WINTER MAINTENANCE/FACILITIES REQUIRED IN PROJECT AREA

12.6.1 EXISTING VILLAGES/SETTLEMENT

Along the project road, there are four habitations named as Shitkari, Sonamarg, Nilgrar and Sarbal. The
main source of income for locals of these area is tourism. But this area is remain closed/cut off from
rest of country during winters due to heavy snowfall and no alternate route is available to cross this
area. If winter maintenance mechanism is available to locals, to clean outside area of their
hotels/shops/homes, then they need not to close their works/businesses and relocate themselves to
other different places like Kulan, Gagangir, Razan and Ravil during winters.

Final Detailed Project Report | Revision No. 1 | Page | 194

Fig. 12-14: Existing Villages/Settlements

12.6.2 EXISTING WATER SUPPLY DISTRIBUTION

There are three existing water supply schemes running in this area, to serve water supply demand of
four villages Shitkari, Sonamarg, Nilgrar and Sarbal falls between from km 82 to km 95. One is placed at
Shitkari and two others are placed at Sonamarg. Nala water coming from adjacent glacier is collected
and diverted into these water tanks. Then different connections have been given to different
communities and hotels as per requirement.
At present, these remain closed for three months from December to March. Due to these extreme
climatic conditions, water is not available to serve daily needs of these locals. Hence, they are forced to
look for an alternate home during winters.
1. Water Tank 1 at km 82.4 of Existing NH-1 (Near Shitkari)

Shitkari water tank is located at km 82.4 and capacity of this tank is 24000 gallons.

Fig. 12-15: Water Tank 1 at km 82.4 of existing NH-1

2. Water Tank 2 at km 84 of Existing NH-1
Sonamarg Glacier water tank is at a distance of almost 3km from existing road towards Thajwas glacier.
This is a starting point of water supply at Sonamarg. Actually, it is not a water tank but it acts as a pipe
line which is laid in a small pond. Then after 10 m, a small water tank is made. Thajwas water tank
Capacity of this water tank is 40000 gallons.

Final Detailed Project Report | Revision No. 1 | Page | 195

Fig. 12-16: Water Tank 2 at km 84 of existing NH-1

3. Water Tank 3 at km 85 of Existing NH-1 (Above Police Station)

This water tank is at km 85 and located at a distance of almost 500m from existing road.

Fig. 12-17: Water Tank 3 at km 85 of existing NH-1

Problems of water supply and its usage
There are two local underground water tanks. During winters, these pipelines used to get chocked due
to temperature difference. Capacity of this water tank is 26000 gallons.
Possible Solution

These water pipe lines to be laid underground (may be 1m deep) to remove adverse temperature
effect. A detailed analysis may be required to arrive on depth as per temperature variation at different
locations.

Existing power supply distribution

Final Detailed Project Report | Revision No. 1 | Page | 196

There is power station grid station at Gagangir from where power is being supplied to Sonamarg and
other adjacent villages. Electric poles are placed alongside of existing NH-1

Problems of power supply and its usage

During winters due to avalanche, direct snowfall and wind pressure, electric poles get
covered/damaged and power supply get interrupted and no power is available in this area during
winters. Due to this, the area between Gagangir and Sonamarg is also called as HUNG AREA.

Possible Solution

Existing electric poles to be shifted to underground facility to safe from snow during winters. By this
arrangement, power supply can be maintained during winters too which is the requirement of locals.

Existing truck parking terminal

There is an existing truck terminal facility available on the existing NH-1 at end of Sonamarg at km
85+300.There is facility available of loading/unloading of trucks and Light commercial vehicle (LCV). It
consists of two parts.

Problem in Truck Terminal functionality

During winter, it is affected from direct impact of avalanche SL 25 and SL 26, and gets submerged due to
airblast effect. Proposed alignment is entered at this location at mid of length of truck terminal.

Possible Solution
Avalanche protection measures to be provided to avert snow debris on Truck Parking terminal. To get
clearance from direct snowfall and to maintain this area functional during winters, snow clearance is
required.

Final Detailed Project Report | Revision No. 1 | Page | 197

Fig. 12-18: Truck Terminal

12.7 RECOMMENDATIONS
Existing NH-1 is being developed to provide an all-weather connectivity between Srinagar and Leh. This
approach road cross through four habitations Shitkari, Sonamarg, Nilgrar and Sarbal. If winter
maintenance mechanism can be extended from main road to cross roads, internal roads and area
adjacent to house/hotels, then locals from this area will not leave their homes during winters. There are
army camps, HAWS area which can be benefitted from this winter mechanism process. Continuous
water supply and interrupted power distribution along with all-weather road will boost socio-economic
profile of this area and they can earn more, as these areas will be made accessible/functional
throughout the year. This mechanism will help in employment generation, increase revenue potential
and provide better connectivity to town through cross roads/internal roads. One more objective of this
road upgradation is to boost tourism in Sonamarg town. If villagers can stay back and hotels are
functional then it will be an advantageous for tourists, who are going to visit Sonamarg to access winter
sports etc. It will directly increase income of locals and every community will get benefitted. Local
Municipal body in coordination with Sonamarg Development Authority (SDA) and NHIDCL can provide a
winter working maintenance mechanism to this area during winters.

Local Municipal body in association with Sonamarg Development Authority (SDA) and NHIDCL can work
together to make it possible.

Final Detailed Project Report | Revision No. 1 | Page | 198

ANNEXURE

DRAFT DPR | Main Report

ANNEXURE-1
SASE REPORT ON
AVALANCHE PROTECTION
STRUCTURES

DRAFT DPR | Main Report

Conceptual layout of Avalanche Protection Structures
between Z Morh & Zojila Tunnels

Snow and Avalanche Study Establishment

Research & Development Centre,
Him Parisar, Sector 37-A
Chandigarh-160036

DRAFT REPORT
New Road alignment between Z Morh & Zojila Tunnels

0.0 Km

Srinagar

17.8 Km

Western Portal
Zojila Tunnel

• Length of the new alignment = 17.8 km

DRAFT REPORT
New Road alignment between Z Morh & Zojila Tunnels

Western Portal
Zojila Tunnel

• Length of the new alignment = 17.8 km (Winter view)

DRAFT REPORT
Avalanche Sites from Both Slopes
New Ava-Sites (N-1 to N-14)
N-1
N21 Old Ava-Sites (SL-25 to SL-48)
N-3 27
28

33 34
Srinagar
32 39
SL-25 36
26 44
43
29 42 45
35 41
30 N-5 37 38
40 46
31 47
N-4 SL-48

N-6

N-7
N-14
N-13
N-8 N-9 N-12
N-10 N-11

DRAFT REPORT
New Avalanche Sites from Opposite Slope
N-4 to N-14

N-14 N-4

Srinagar

DRAFT REPORT
New Road alignment between Z Morh & Zojila Tunnels
0.0 to 2.0 Km

0.0 Km

1.0

2.0

DRAFT REPORT
Z-Z 0.0 to 2.0 km
New Road alignment between Z Morh & Zojila Tunnels
2.0 to 4.0 Km

N2
N3

Catch Dams
7 to 8 m height approx

2.0 4.0
Km DRAFT REPORT
Srinagar Z-Z 2.0 to 4.0 km
New Road alignment between Z Morh & Zojila Tunnels
4.0 to 7.0 Km

4.0
Km

SL 27
5.0
SL 28

Blast Wall
̴ 4 m high

Srinagar

7.0
6.0

Z-Z 4.0 to 7.0 km

DRAFT REPORT
New Road alignment between Z Morh & Zojila Tunnels
7.0 to 10.0 Km

8.0
7.0
Srinagar Km

SL 32 SL 33
9.0 SL 34

SL 30
SL 31 10.0

N4
N5

Z-Z 7.0 to 10.0 km

DRAFT REPORT
New Road alignment between Z Morh & Zojila Tunnels
10.0 to 13.0 Km

SL 34

SL 36
SL 35
10.0
Km
SL 37 SL 39
11.0
SL 38

12.0
Srinagar Culvert
Nallah
13.0

N8 Z-Z 10.0 to 13.0 km

DRAFT REPORT
New Road alignment between Z Morh & Zojila Tunnels
13.0 to 17.8 Km
SL 40 SL 41 SL 44
SL 42
SL 43 SL 45
SL 46
13.0 Km 14.0
Cut-Cover SL 47

N8 15.0 SL 48

Srinagar
N9
16.0
N10
17.0
N11
N12 Standing snow for
N13 gallery roof
2.5m vertical N14
Density = 300 kg/m3

17.8

Z-Z 13.0 to 17.8 km

DRAFT REPORT
• Guide walls for Galleries and Cut-Cover as per Contours
ANNEXURE-2
CONSTRUCTION
PROGRAM
ZOJILA Km:0+000 to Km:17+853 CONSTRUCTION PROGRAM
Month‐1 Month‐2 Month‐3 Month‐4 Month‐5 Month‐6 Month‐7 Month‐8 Month‐9 Month‐10 Month‐11 Month‐12 Month‐13 Month‐14 Month‐15 Month‐16 Month‐17 Month‐18 Month‐19 Month‐20 Month‐21 Month‐22 Month‐23 Month‐24 Month‐25 Month‐26 Month‐27 Month‐28 Month‐29 Month‐30
Calendar Calendar
SEQUENCE OF WORK
Months Days
ZOJILA Km:7+150 to Km:9+706 CONSTRUCTION PROGRAM
Project Total Time 30.00 Months 915
Mobilization & permissions 2.00 Months 61
Site office Installation 1.00 Month 30
Staff & workers accommodation 1.00 Month 30
Site Laboratory installation 1.00 Month 30
Plant & Machinery
Batching plant Installation 1.00 Month 30
Crusher Plant Installation 1.00 Month 30
Hot mix plant Installation 1.00 Month 30
Pug mill Installation 1.00 Month 30
Precast Yard construction 1.00 Month 30
Site Clearance 0.30 Month 10
Clearing & Grubbing 0.30 Month 10
Tunnel 2 (Twin Tube) 27.80 Months 848
Portal excavation (East & West portal) 1.00 Month 31.0
Bench preparation in front portals 2.00 Months 61.0
Tunnel excavation 14.10 Months 430
Tunnel Concrete Lining (overt) 7.00 Months 214
GSB, Lean concrete 7.00 Months 214
Utility Pipes and Foot path works 7.00 Months 214
Tunnel Concrete Lining (invert) 7.00 Months 214
Tunnel Buildings at portal 12.00 Months 366
Ventilation & Electrical work 5.00 Months 153
Cross Drainage Structure Construction 2.80 Months 85
Excavation and Levelling Course 0.30 Month 10
Foundation 0.80 Month 24
Substructure 0.90 Month 29
Super Structure 0.70 Month 23
Unclassified Excavation for Roads 7.20 Months 221
Barrow excavation including reinforced earth, backfilling,
embankment preparation on excavated surface.
11.10 Months
338
Cement Treated Sub Base 0.70 Month 20
Cement Treated Base 0.70 Month 20
Aggregate Inter Layer 0.70 Month 20
Prime Coat 0.30 Month 10
Bituminous Concrete for Road 0.30 Month 10
Stone Pitching and Finishing 2.00 Months 60
BOX GABION Protection 2.00 Months 60
Other Utilities (Kerb, Crash Barrier's, Drain cutes) 3.30 Months 100
Road Marking , Road Studs Fixing & Testing & Open For
0.30 Month
Traffic 10
ZOJILA Km:6+320 to Km:7+150 CONSTRUCTION PROGRAM
Project Total Time 20.00 Months 609
Tunnel 1 (Twin Tube) 16.80 Months 512
Portal excavation (East & West portal) 3.60 Months 110
Bench preparation in front portals 1.50 Months 46
Tunnel excavation 4.00 Months 122
Tunnel Concrete Lining (overt) 3.50 Months 107
GSB, Lean concrete 3.50 Months 107
Utility Pipes and Foot path works 3.50 Months 107
Tunnel Concrete Lining (invert) 3.50 Months 107
Tunnel Buildings at portal 12.00 Months 366
Electrical works 3.50 Months 107
Cross Drainage Structure Construction 2.80 Months 85
Excavation and Levelling Course 0.30 Month 10
Foundation 0.80 Month 24
Substructure 0.90 Month 29
Super Structure 0.70 Month 23
Bridge Construction 6.80 Months 206
Clearing & Grubbing and Site Preparation 0.10 Month 4
Pile Bore drilling and pile casting 1.50 Months 45
Foundation 2.20 Months 67
Substructure 3.00 Months 90
Super Structure 4.80 Months 147
Unclassified Excavation for Roads 2.00 Months 62
Barrow excavation including reinforced earth, backfilling,
embankment preparation on excavated surface.
0.70 Month
22
Cement Treated Sub Base 1.00 Month 30
Cement Treated Base 1.00 Month 30
Aggregate Inter Layer 1.00 Month 30
Prime Coat 1.00 Month 30
Bituminous Concrete for Road 1.00 Month 30
Stone Pitching and Finishing 1.00 Month 30
BOX GABION Protection 2.00 Months 60
Other Utilities (Kerb, Crash Barrier's, Drain cutes) 2.00 Month 60

Page 1 of 4
Month‐1 Month‐2 Month‐3 Month‐4 Month‐5 Month‐6 Month‐7 Month‐8 Month‐9 Month‐10 Month‐11 Month‐12 Month‐13 Month‐14 Month‐15 Month‐16 Month‐17 Month‐18 Month‐19 Month‐20 Month‐21 Month‐22 Month‐23 Month‐24 Month‐25 Month‐26 Month‐27 Month‐28 Month‐29 Month‐30
Calendar Calendar
SEQUENCE OF WORK
Months Days
Road Marking , Road Studs Fixing & Testing & Open For
1.00 Month
Traffic 30

Page 2 of 4
Month‐1 Month‐2 Month‐3 Month‐4 Month‐5 Month‐6 Month‐7 Month‐8 Month‐9 Month‐10 Month‐11 Month‐12 Month‐13 Month‐14 Month‐15 Month‐16 Month‐17 Month‐18 Month‐19 Month‐20 Month‐21 Month‐22 Month‐23 Month‐24 Month‐25 Month‐26 Month‐27 Month‐28 Month‐29 Month‐30
Calendar Calendar
SEQUENCE OF WORK
Months Days
ZOJILA Km:9+760 to Km:17+853 CONSTRUCTION PROGRAM
Project Total Time 22.20 Months 678
MCW works
Unclassified Excavation for Structures 3.20 Months 98
Barrow excavation including reinforced earth, backfilling,
embankment preparation on excavated surface.
6.50 Months
198
Subgrade & Earthen shoulders 5.20 Months 158
Cement Treated Sub Base 0.50 Month 15
Cement Treated Base 0.50 Month 15
Aggregate Inter Layer 0.50 Month 15
Bridge Construction 8.00 Months 244
Excavation and Levelling Course 0.30 Month 8
Foundation 0.90 Month 26
Substructure 1.50 Months 45
Super Structure 5.40 Months 165
Cross drainage construction 2.20 Months 68
Foundation 0.30 Month 8
Substructure 0.60 Month 19
Super Structure 0.80 Month 23
Back filling 0.60 Month 18
Cut & Cover Section 2.35 km 14.30 Months 436
Excavation 3.40 Months 104
Erection of Soldier Piles 3.30 Months 101
Foundation including curing time 1.20 Months 37
Casting of all Precast Arch Segments 3.90 Months 120
Erection of Precast Arch Segments 3.30 Months 100
Retrieval of Soldier piles 3.30 Months 101
Backfill over Cut & Cover reach 3.30 Months 101
Snow Gallery 0.45 km 11.00 Months 335
Excavation 1.20 Months 36
Foundation including curing time 5.40 Months 165
Sub‐structure & Super structure 8.90 Months 271
Protection works over slab & Filter media filling 1.00 Month 30
Lighting Columns & Other Electrical Works 0.80 Month 25
Pipe Trenches and Other Utility Lines 3.00 Months 90
Prime Coat 0.20 Month 7
Mastic Layer & Tack Coat 1.20 Months 37
Bituminous Concrete for Road 0.70 Month 20
DEFLECTION DAM & BLAST WALL 5.80 Months 176
IRI & Other Tests 0.50 Month 15
Stone Pitching and Finishing 2.70 Months 84
BOX GABION Protection 3.40 Months 104
Road Marking , Road Studs Fixing & Testing & Open For
0.30 Month
Traffic 10

Page 3 of 4
Month‐1 Month‐2 Month‐3 Month‐4 Month‐5 Month‐6 Month‐7 Month‐8 Month‐9 Month‐10 Month‐11 Month‐12 Month‐13 Month‐14 Month‐15 Month‐16 Month‐17 Month‐18 Month‐19 Month‐20 Month‐21 Month‐22 Month‐23 Month‐24 Month‐25 Month‐26 Month‐27 Month‐28 Month‐29 Month‐30
Calendar Calendar
SEQUENCE OF WORK
Months Days
ZOJILA Km:0+000 to Km:6+320 CONSTRUCTION PROGRAM
Project Total Time 15.90 Months 486
MCW works
Unclassified Excavation for Structures 2.80 Months 84
Barrow excavation including reinforced earth, backfilling,
embankment preparation on excavated surface.
4.60 Months
140
Subgrade & Earthen shoulders 3.00 Months 90
Cement Treated Sub Base 1.00 Month 30
Cement Treated Base 1.00 Month 30
Aggregate Inter Layer 1.00 Month 30
Bridge Construction 6+030 14.00 Months 426
Clearing & Grubbing and Site Preparation 0.20 Month 7
Pile Bore drilling and pile casting 3.60 Months 110
Foundation 4.30 Months 131
Substructure 6.60 Months 200
Super Structure 10.40 Months 316
Bridge Construction 5+410 9.40 Months 286
Clearing & Grubbing and Site Preparation 0.10 Month 4
Pile Bore drilling and pile casting 1.80 Months 54
Foundation 2.20 Months 67
Substructure 3.50 Months 108
Super Structure 5.80 Months 176
Bridge Construction 2+230 9.40 Months 286
Clearing & Grubbing and Site Preparation 0.10 Month 4
Pile Bore drilling and pile casting 1.80 Months 54
Foundation 2.20 Months 67
Substructure 3.50 Months 108
Super Structure 5.80 Months 176
Cross drainage New Construction (8 no's) 2.20 Months 68
Foundation 0.30 Month 8
Substructure 0.60 Months 19
Super Structure 0.80 Months 23
Back filling 0.60 Months 18
Cross drainage RE‐Construction (10 no's) 3.80 Months 117
Dismatling of Existing culverts 1.00 Month 30
Foundation 0.40 Month 12
Substructure 0.90 Months 29
Super Structure 1.10 Months 35
Back filling 0.90 Months 27
Prime Coat 0.20 Month 7
Mastic Layer & Tack Coat 0.50 Month 15
Bituminous Concrete for Road 0.50 Month 15

Lighting Columns & Other Electrical Works 0.80 Month 25

Pipe Trenches and Other Utilities 8.50 Months 260
IRI & Other Tests 0.20 Month 5
Stone Pitching and Finishing 4.10 Months 125
BOX GABION Protection 1.80 Months 54
Road Marking , Road Studs Fixing & Testing & Open For
1.00 Month
Traffic 30

Note:
i. Winter Break is not shown in the above construction Program
ii. In the above program is based on assumption that all seasons are suitable for executing the work except Winter.
iii. The project is planed to complete in duration of 30 months
iv. Approach road of 660m is a parllel construction work which is not shown in the program

Page 4 of 4

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