NATIONAL HIGHWAYS AUTHORITY OF INDIA (Ministry 0 Road Transport & Highways Government of india) EPC Contractor: GAMMON Gammon India Four Laning of Udhampur - Ramban Section of NH-1A from Km 67.00 to Km £89.00, Km 130.00 to Km 151.00 in the Design Basis Report APRIL 2016 ‘Sutited By DETAIL DESIGN CONSULTANT EPC CONTRACTOR EC nen Ramblin Pt i Cannon na ined , Teer, Bul No OLF Oybar Cy ‘our Savraer,Pratace, in. Gatgaon = 12002 nda meat 0028 indi,‘CONTROUED DOCUMENT anor neaeaanemneanes DOC- oF sous [no ony no Name ‘Sonoure Date Prepares ‘She abla ° aeows6 heced ohinae Nanaia a zs0H16 ifort proved ‘Sender agora * 26046 evson cord fen | ome | oy Summary of ranges ond [Aer ms y Avs ripe Shien HE Deshpewte) nn Judi. Ud, emi=. our laning of Ua mpu Ramin section of NILA (Now Nam kn 67.00 {]Kim.9.00 and in 150<0 tom 15L00 ou EPC mode intestate fanmade Ree ahi under NDP Phase“ ‘TABLE OF CONTENTS: BA INTRODUCTION cnn ve 1.2 OUTUNE OF THEPROIECT sen 41.3. PROJECT ROAD DESCRIPTION... : 14 TERRAIN LAND US. a, 1s cunare - seven 1.6 BUSTING ROADFEATURES nu 17 Rightot way (FO) — 2 18 Uttte. SS 2 ERATE: -DESIGN STANDARDS AND SPECIRCATIONS GHAY| - BA GENERAL enn ns 2.2 Tabulr resenavonofMaor Design Parameter 23. GEONETRICDESGN CONSIDERATIONS nmnnnn er 231 Desig SP eee eee 1s 222. Yokel G08 £0010 enn = 18 22.22 Lane Wits. so sen 22.2 Medlan Withee — vn 18 222.3 C08 Fl 1) een sevens I 2224 Shoulder Wit . eT 2.2.25 Sie Slopes and Back Slopes .nnssnnnnennsnnn 2.23. Sih Distances nnn 2.24 Worlzontal Algrment. : : —— aw 2.2.44 Minimum horizontal ads. nt fanaa 2.242 Spiral Tensions _ ene 225 Veta Profle nnn — 9 2.25.1 Minimum Vertial Curve Radi. » 2252 Vera dearaee! ~ se 20 2.25.3 Maximum Gradent ns : eral 23 GRADE SEPARATORS nen 2 Page 10106= DESIGN BASIS REPORT Reniteen our lasing Uarpar' Ram section of M14 How 4) fom km 7.00 {shing9 and 58.0 of T9400 on ENC mde nthe te aon 24 PAVEMENT DESGN cones = a 2 22 Pavement OpER a wr 2.4.1. Fleibe Pavements with granular base and sub-ba5@ svn 242 Pavement design consideration on — 23 243 isting Solsterath = a 2 2.44 Design methodsogy ———————— ary 2.5. EMBANKMENT DESIGN AND SLOPE PROTECTION nnn 24 2.6 INTERSECTIONS. teense 2.6. Minor ntersect0n8 noe a 26 262 Ramps nen ———— 26 2.7 HIGHWAY FACITIESsoonnnnnne - 26 2.74 Trafic Control Devices and Road Safety Works. si 2.72 Raadlde Furr owner neers 2 273 Rest Aen : — see 27M BS BAYS ere nea 2.78 Pedestian Facies a 2.7.6 Landscaping 8 Tree Pantin nn — eas ‘NPE TROON SPOMOTION-SROGESITHUCTIR » BA INTRODUCTION sess eee) 32. GENERAL DESCRIPTION OF THE STRUCTURES. =") 3.2.1 Recanstrutionof Exiting Cuber nn = 30 3.22. Additional New Cuber = 35 4.2. 2Additional Major Bdge oon — sd 3.24AdEitonal Minor Bde5nnnn 2.2.SRepal & Rehabilation of Bridge. rn 3.2.6ROB/RUB nnn a oe sen A Road over bridges shallbe constructed as per patel gen a the table belo nen AB 3.2.76rade Separator : —— se A Grade Separator sal be constructed as per particulars given inthe table below 46 3.2 BU erp 88565 nn in sn Cattle and pedestrian underpasses/ overpass shall be constructed as per particulars given inthe table below: 46 ne 2 0f 106= DESIGN BASIS REPORT saritesnt Four ning homo etn ow M4) rm bm 7.00 tot in 10000 PE mde nts tome 3.3. DESIGN REFERENCES AND UNIS smn = 7 34 MATERIAL CHARACTERISTICS... v8 34.1Conerete vs 49 3.4.25teel reinforcement : 3 3.43tructural Steel oo aoe ess) 3.44Prestestng Stee a 83 35 QUALTY/WoRKMANSHIP 2 —— 36 DESIGN LOADS nn ns : so 5 3.61044 1945 (01) ao sen A '3.6.2Suparimposed deat loads (S10). — 4 3.6. 3Water Current Foren sv sennnee 58 BEALE 8S en ee 55 3.64.1 Telfic ve loa (U). 55 3642 For Transverse Atay (Ueno eer 3.643 Vertical impact fr lrgituinal and transverse aa} nnnonrnnnnnennnann 3644 Longitudinal face of Live Load (LF) 59 34645 Contrtgal forces CF) nnn = 0 3546 Fatigue Check. pment ime 60 3647 Wind eadsonstructure (W) : : 60 23:7 TEMPERATURE (7) a 6 13:7.1Structure ueiform temperature variation (TU) nnn sen 6L 3.120eck temperature gradent (6) 62 3.8 CREEP AND SHRINAGE (C88) sssnnnnnnnnn 7 2 3.9 EARTHQUAKE (E, eee ee e '3.9.1Selsmic Analysis ang Longitudinal Direction e '3.9.2Selsmie Analysis abng Transverse Directlon coon se 3.9.35 Analysis lng Vertical Direction, a = 6 '38.4Uiquetaction potential if any) 7 so 3 9.SSFREEE enna sen se 168 3.9.6Response Spectrum Definition... es 53 3.9:7Basic Design Response Spectrum. ee ve 8 3.9.Selemie Accelerathn, a page $0106Fou ann of UdhamparioRamban ection ofM-1A (ow N44 om bm 67.00, Kashmir weer HD Pha ae $3.9.9Seisie Combinations wns 64 53.10 EARTH PRESSURE ON ACCESS BRUOGE ABUTMENTS ve 8 £1.11 EFFECT OF SINKING OF SUPPORT OF SUPERSTRUTURE own 6 3.12 VEHICLE COULSON LOAD... _ 6 3.13 MISCELLANEOUS ve ss 66 2:14 CONSTRUCTION LOADS, eet enn neers vo B01 Normal verti 0265 nan nn 6 3.15 Design Combinatcn. a en 3.5. Partial safetyload 40" smn : 66 23.46 STRUCTURAL VERIFICATION FOR MAIN BRIDGE rene sn 6 3.16.1 Superstucute... oe 7 so 69 3.162 Bearings and pints. eo a 69 2.17 DESIGN METHODOLOGY OF STRUCTURAL ELEMENTS. a °° 3474 superstructure a 5 pn 6 BATA Longitudinal Anas nnn 2 : ms 68 3.47.12 TWansverse Anal o 373 Utinate Stength nnn 34744 Senvice Lit state an to | oa os i 5 Seana sear seme vemreasoeeT a A Te -ROLDT AND RANA * age 40106DESIGN BASIS REPORT our ain of Uhampurte amb ztionofMH-1A (ow N44 fromm bn 67.20 {okn-9.00and kn 9040 toe 131.0000 EPC ode fate state fama eS ee . —_, fa eens Fj rd i ee a — Fy ren umes - a uae ace 2 Sp eeaeey ean tae Fi coal enact i eos = aa a essa acto ae = a1 Support Design een a Page 5 0f106CHAPTER-1 PROJECT APPRECIATION esarioeDESIGN BASIS REPORT Fou ang of aampuro Rabon ston of 911A Now NI-44fom hn 67.00 {kim and kin 1040 elem 151.00 on EPC mode inthe ste ofan ashe under nD? Phase ew fc enone z= ATION 1.4. INTRODUCTION ‘The Ministry of Road Transport and Highways (MoRT&H) has taken up the development of the North-South Corridor connecting Srinagar (J & K) to Kanyakumari (Tamilnadu)-The National Highways Authority of India (NHAN) has been entrusted with implementation ofthis development project. ‘The project road, construction of 4 lane divided carriageway from Udhampur to Banihal (ke 66 t0 km 188) of NH-LA in the State of Jammu and Kashmiris divided into 5 packages. The start of first package is from km 67 (Udhampur) where the existing Udhampur Bypass joins NH-1A and it ends at Chennani (Start of Patnitop Tunnel), Udhampur Bypass is at a lower elevation than the proposed vertical aligamentof the package. At grade junction has been proposed at thislocation which will cater to the traffic going towards Udhampur Railway station, Main NH-LA and ‘Udhampur Bypass. The project road under consideration constitutes of Package I starting from end of \Udhampur Bypass (Km 67.00) to Chennani (Km 89.00) and then Package-Il from Nashri (km 136.0) to Ramban (km 151.0) There isa tunnel of about 888m long on ‘north bound carriageway and a proposed bypass to Chanderkot town, ‘The project roa is designed for 4 anes divided carrkageway and It is tobe executed bby private entrepreneurs on Engineering, Procurement & Construction (EPC) mode. [NHI has awarded Udhampur-Ramban (Package-I and Package-It) Starting from ‘existing Km 67.000 - Km. 89.000 (22 Km) and existing Km. 130.000 to 151.000 (21 km) to M/S Gammon Ltd. on EPC mode through Competitive Bidding. EPC contractor M/S Gammon Ltd. has appointed "M/S Ramboll India Pvt.Ltd” as Design consultant” for the work of detailed engineering design vide Letter of ‘Award No. EDMS/9402/1D/418 Dated 13% October, 2015. 1.2 OUTLINE OF THE PROJECT ‘The scope of Srvices to be done by consultant are as per the Terms of Reference (Tor) issued tothe Consultants forthe project Le. Development of 4 lane divided carriageway Package-1 and Package-Il Starting from existing Km 67.000 - Kr, 189.000 (22 Kin) and existing Km. 130.000 to 151.000 (21 Kim) in state of Jammu & Kashnir, The consultants required to conduct engineering surveys, Preparation of detailed project report preparation of detailed working drawings and bill of quantities, Design suppor: during construction and preparation of GFC & As-Built drawings. Page’ 0f106As a part of design Consultancy, the following reports are to be prepared and submitted tothe Client. > Submission of detailed Work program Goality Assurance plan(QAP) document ‘Design Basis Report / Note, ‘Submission of Topographic Survey Report. Pavement Design. Flan and Profile for Main carriageway &nterchanges Cross sections of Main carriageway Co-ordinate data for Main carriageway Drainage works oad Safety and furniture, oad marking, signage ete. Way side amenities, Rain water harvesting, other design and cravings relevant to road work Highway Lighting/ilumination ‘oll Plaza facility and Buildings & structures, rest areas and roadside amenities and facilities vyvvvyvvvyyY vy > GAD’s ofall structures along with detailed design & drawings. > Good for construction & As-Bullt drawings 1.3 PROJECT ROAD DESCRIPTION ‘The project road, which is a part of NH-1A (Now NH-44), is vital for providing connectivity between Jammu & Srinagar. ‘The entire proect road from Udhampur to Banihal traverses through the steepest terrains and most complex geological conditions. Package I: Udsampur Bypass Junction to Start of Patnitop Tunnel from km 67 to ‘km 89, The length of road is 22.0 km. This package of the project road starts from ‘Udhampur byrass junction and ends at stat of Patitop tunnel. Package I: Starts from ond of Patntop tunnel (em 129.70) to Ramban village (em 150.0) There sa tunnel of about 888m long on north bound carriageway with a proposed bypess to Chanderkot town, ‘The location map ofthe total project road is given in figure 1.1 Page 8.0106‘our laning of Udhampur to Rabon section ofA (Now NL) fom kn 67.00 {rXin9.0andKant'000 to 19100 onEPC ode inthe sate offen & ashmirender NDP Phace-t ates. 26-04-2086 Figure1.1: Index map showing the Project road 3 IDESIGN BASIS REPORT. ampurto Ramban scion of I-A Mow NH) mn hen 67.00 pate 26062016 {eXin.9.00 and Kan 9000 tale 121.00 on BPC mode fate station BE? ashmiwnder NDP Phase“ 14 4s ‘TERRAIN & LAND USE. ‘The terrain o‘ths stretch cam be termed! as mountainous throughout. The project road in Package I passes through hillslope varying from 20 to 60 degrees with an average slope of 30 degrees, ie. the cross slope across the alignment Is 58%, However, in case of Package'll the slopes are more steeper. Thus the initial section ofthe project road passes through mountainous terrain and thelatter one being in Steep terrain The land use along the road is mostly barren or forest land with some agicultural areas. cuMATE Climate is sub-tropical and generally dry except during the south west monsoon season. Summer temperatures do not cross 40 degrees while in winters mercury generally dips to 2 degrees or even sometimes to zero. The lowest humidity is recorded in tre month of May and highest in July and August. Heavy downpour is also experierced. The annual rainfall is 900em mainly in monsoons and winters due to Western Disturbances. Ramnagar town nearby experiences heaviest annual "rainfall in a year. Udhampur rarely experiences snow while there may be snow in upper reaches. However due to changing climate patterns snowfall has been ‘experienced in some years. nthe year 2011 it snowed and there was about 15cm ‘snow. Heavy hailstorms with piles of hil can be experienced in February and Marc. (On the basis monthly temperature recon! available for the town, the year map is divided into four zones; Climate Data for Uahampur Month | Jan eeReBe oct [ov pec [Year Record high °c 42) cam 5) 8s ay aod] | 263 | 0 | su ssi | 19 | aa 1.969} 344 (1.035) 0.63 2039) (1.3) 0.459) 661) ala]f«o]- «|2][a en | ay | a do ME om | co | an at age 10 0106DESIGN BASIS REPORT = ourlaningof Vamp in Ramon section of I-AA (low KI-4) rom mn 67.00 pate 26:062016 {oKn.69.00 and 13000 wien 151.00 on PCmode fnthestateoffammu Rot 4. The cold Zone (November to February) 2. The hot season (March to June) 3. The south west Monsoon {July to September) 4.The post monsoon (October) 1.6 EXISTING ROAD FEATURES ‘Summary ofthe existing features is given in table below: Table 1: Summary of Exiting Fastures Package I- Km 67.000, 1 | start Km Package Il-Km 130.000 Package Kn 83000 2 | Bnd Km Package Il-Km 151.000 5 | Toalitng Package 22 Km Length Package I-21 km F | Distiees ai iihampur, Doda & Ramban Terrain Mountainous/ Steep ‘Two lane road Tmwide with earthen shoulder 0.5 Im wide on either side forthe entice length 6 | carriageway Wajor Bridge i Ai Kin 75 ‘inor Bridge 30 Taderpass 7 10 [Culverts 280 Ti | Minor Fanetions z 2 | Major function z ‘At Km 67+000 & Km 135+000 TS [Level Cossings 7 Pace 110106our ang of Uhampur io Ram seton of NH-1A (Now M8) {9.0 and km 100 151.0098 EPC mode inthe tte of fame asheander MDP Phase 47 18 im 7.00 pate .2604-2016 Right-OF Way (ROW) ‘The existing avalable ROW for the project road was enquired from local BRO authorities and was informed to be in between 7m to 12.0m, but no definite Information is available about the existing ROW. si Graber | | as a Teves 1 «x00 | e000 |g? ying 2 ranow | i000 [P*ng? vate ‘The utlties requiring shifting from the proposed ROW comprise the following 1 Shifting of OFC Cables pertaining tothe Indian Army 2, Shifting of DFC Cables pertaining to the BSNL, 3. Shifting of 33 KVA Cables. 4. Shifting of U1 KVA Cables. 5, Shifting of Public Health Utilities (Water Line) Dpae 120106{ini ndn in 81000 Pe mode ate sae CHAPTER-2 DESIGN STANDARDS AND SPECIFICATIONS -HIGHWAY ia Drage 13 ot 106DESIGN BASIS REPORT our ang of aha {oKim09.00 and 15040 fim 151.0008 EPC mode fate sta of 19 Ramban scion of NI-IA Now M4) from in 67.09 pater 26-06-2015. mu Reve 2A 22 Gina DME GENERAL Design standards for detalled design ofthe project road will be adopted based on ‘the guidelines setout in EPC Agreement; The Indian Roads Congress has produced several publications which address the issue of geometric design for roads. Some of these deal specifically with rural roads, or roads through fill terrain, The pertinent source documents investigated in setting standards for the project road Include: ‘© IRG-7:-1980: Geometric Design Standards for Rural (Non-Urban) Highways ‘© IRC52-2001: Recommendations about the Alignment Survey and Geometric Design of Hill Roads (2nd Revision) © IRCSF 20: Rural Roads Manual, 2002 # IRCSP 48:1998: Hill Road Manual + IRCSPB4:2009 In addition, she NHAI has prepared additional guidelines for the -laning for North-south and Eastwest Corridors, in two circulars: NHAI/PH- H/NUDP/ADB/GM(NS)-I dated 19 April 2004, and NHAI/PEI- /NHDPADB/GM(NS)-1, dated 19 May 2004. These guidelines have been duly followed in the present design. ‘The geometrcs determined using the above sources for this project have also been ‘compared to an internationally accepted modern standard - the American "AASHTO Standards" ‘Tabular Presentation of Major Design Parameters {A presentation of selected main parameters associated with each ofthe above- referenced design standards for this dual eariageway natlonal highway through ‘mountainous and steep terrains is presented in Table below: ‘Table: Geometric Standards - Mountainous Terral TRCSP:48 | IRC:S- | IRCA. | TRCSP:BE. | Adopted for pense 1998 | 2001 | 1980 2009 | the Project alg 30 wr [Soke | — 50 mii] 60 RT [60 Kv Min Deh | AO ir] —aO late] — 40 Kav 40 Ko Ruling Min Rad 30 0 30 150 oy ‘About Min Radon 30 30 30 75 30 ‘Max supeelevaton 0% 7 | am | ame ‘Min Vet Curveradi(Crea)] Plate-485] Plate?) —Table-T | —IRC-73 | IRCSP25 mesp23 ‘Min Ver Guveradi Gag) | Plaea&S | Pinte? | Table-t | IRC | IRCSPaS RCSP23 “EXE ——————Ci«*«C*i estas‘DESIGN BASIS REPORT a mpurto Raman section ofNILAA (Row HH) rm a 67.0 {eka and 109k 1s. boonEPC noe thea ome ‘Min Lang of Cave @ Bw we Ruling Gadient 0) 3 3 3 imiting Gradient é 6 ¢ Exceptional Gradient 7 7 T Cross T7-23_| 30-25 _|_17-20 ‘Shoulder Wii (a 08 oo [tats ‘Shoulder Crossali 30 3 30 Table: Geometric Stmdards- Steep Terrain neces TRGSE | IRCA | IRCSPIRE: | Adopted for 2001 1980 2009 | the Project alin Okawr [ adie [a0 emir | 60 Kir | 60 Kove ‘Minima 3Oinvir | 30 kmibe | — 30 kev | 40 Kmvnr | 40 Kove Ruling Min Radios 30 30 30 130 30 Absolute Min Kaas 30 30 3 5 30 ‘Max syprlevation (7) 10% 7 Te | aM | SRT Min Ver Guneradi(Ceat)| Pate443 | Pte?) Table |IRC-7S | IRSP23 RRCSP.23 Min Var Curve nl Sg) | PAICARS | Pte? | Tablet | IROAY | TROSPAT IResP223 ‘Min Langih oF Ou w w 20 30 Ey Rating Gradient 0) 6 5 6 6 3 Timiting Gradient 2) 7 7 7 7 7 ‘Exceptional Gradient ©) 5 5 5 5 z ‘Crest 6) 17-23_| 20-335 | 17-20 [25 25 Shoulder Wich ay 09 09 [14s 23 z ‘Shoulder Crosfall 30 30 30 30 30 23 GEOMETRIC DESIGN CONSIDERATIONS 23.1 Design Speed ‘The IRC stardards recommend design speeds based on functional classification and terrain. The Consultants Field trip revealed that the project road traverses terrain witha natural ground slope of typically 40 degrees. Hence, design speeds were selected froma review of standards for mountainous (cross slope 25-60%) and steep (cross slope 36096) terrains. For hill roads, the IRC also provides both a ruling and a minimum design speed. ‘The ruling speed” is defined as the guiding criterion for coordination of geometric features, an¢ "minimum speed” may be adopted in sections where site conditions Including costs dictate the lower value.‘ashmeunder NDP Phase“ ‘The IRCstandards recommend a ruling/minimum design speed of 50/40 kph for ‘mountainous terrain, and aruling/minimum design speed of 40/30 kph for steep terrain 232 Typicaleress section 2.2.24 Lane Widths ‘The cross-secion designis consistent with guidelines indicated inall RC standard references for multilane facilities. Generally this will consist of ‘+ 2x3.5m traffic lanes for the dual carriageway sections, mountainous and steep terrain 222 — MedianWidths Of the four IRC references used, only IRC: 73-1980: Geometric Design Standards for Rural (Non-Urban) Highways provides guidance on the widths of medians. ‘Thisreference calls fora minimum median width of 3.0m where land is restricted. Circulars NHAI/PH-II/NHDP/ADB/GM(NS)-I dated 19 April 2004 and 19 May £2004 cal for 3 4.Sm minimum width median for corridor roads. {As such mecian widths would greatly increase the construction costs in the projeet’s mountain and steep terrain areas itis proposed toadopta reduced width ‘of 1.2m (Including the lane clearance tothe median), The median width therefore varies with the topography. However the median width will be largely dictated by the topography, since ‘individual ca-riageways are very often proposed to beat different levels along the route 2.2.2.8 — Cross-Fall (9%) ‘The cross slopes recommenced in IRC references, areas follows: ‘+ 22.596 for AC roadway surface (IRC: $2-2001) + 1.7209 for AC roadway surface (IRC: 73-1980; IRC: SP: 48-1998) + 3-3.596 for AC roadway surface (IRC: SP20-2002) ‘The standard which should give the most relevant value is that ifthe hill road standard, Le IRC: SP: 48-1998, However, itis noted that the road project isin a ‘atively high rainfall area, and hence the value chosen should be on the high side. Ieis also noted that often In this terrain a uni-directional cross fall rather than a normal crown camber across both carriageways may be specified, furthering the need to remove the volume of runoff more quickly. AASHTO indicates a range of 2 to 2.5% under the project conditions. A value of 2.0% erosshill (unidirectional) has been adopted in the DPR, however, as the Ee ————C*iCéi torsos= DESIGN BASIS REPORT eee Four ang of Udampur'9Rambsn section ofNH-1A (Now N48) oon tm 67.90 pate, 26:08-2016: achmieunder NDP Powe“ project les inthe high rainfall region and pavement type being Rlexible we are of the opinion to provide 2.5% for the purpose of design 2.2.2.4 — Shoulder Widths {A shoulder Is the portion ofthe roadway contiguous to the carriageway for the accommodation of stopped vehicles; traditional and intermediate non-motorized ‘traffic, animals, and pedestrians; emergency use; the recovery of errant vehicles; calision avoldance; and lateral support ofthe pavement courses. Earthern shoulder varies from 1.5m to 2.0m as per Schedule B. 22.25 Side Slopesand Back Slopes 22.8 224 Site investigation and analysis has revealed that slope protection measures are necessary for most side slopes and back slopes. Both hillside and valley side slopes are tobe protected with recognized techniques, such as gabion walls facia gabfons ‘with mesh system, etc. In addition to the same, rock bolting /nailing along with sgeo-textile mesh can also be reviewed with short creting ver the rock facta, depending uoon the Geological requirements of the stretch. Masonry stone retaining and revetment walls are to be used for downhill and river protection works. Sight Distances. ‘The safe stopping sight distance for divided carriageway for Mountainous and Steep terrainare givan in Table 21. The desirable values of sight distance shall be adopted unless there are site constraints. A minimum of safe stopping sight distance shal be available throughout. ‘Table2.1 Sight Distance TRC | IRC | IRC 52 | spas- Selected 2001 | 1998 | 1980 Ruling | 60 | 60 | 60 | 60 [sowing [a¢—-~aas a8 Ruling | 45 | 45] 45 | 45 {__ seco [itn —$9—[—$9-30- a9 Horizontal Alignment 22.41 Minimum horizontal radius “The same formula is used in all references for computing the minimum horizontal radius, and agrees with AASHTO usage. Itis dependent upon the maximum super- elevation rate employed, and the friction factor. In the final selection for this radius parameter, the following have been noted: GSES ——~———Ci*iéi settDESIGN BASIS REPORT Four lain of hsmpareRamban section 041-1 Now NH) from km 67.00 Seatac ere aoectatant niracttramnra™ Bae 3606an16 ashi wnderNHDP Phase" + IRC references indicate a 7% maximum super elevation rate, The project road traverses lower elevations, and hence snow and ice are not a factor duringthe winter months ‘Heavily loaded trucks, and particularly timber trucks, are in danger of overturning on super elevations above 7%. Hence, certain parameters suggested 2.2.42 — Spiral Transitions “The IRC references state that spiral curves are a requirement. AASHTO states that in some instances they may be appropriate: in practicality, they are more often specified than not. In mountain and steep terrain, they often become dificult to Incorporate in the design, with insuficient tangent lengths between curves. In such terran, although sharper curves would auger for ther use, the lower speeds, together with wideningat curves, mitigate tis requirement. “The spiral curves are used as describ in the IRC references, 22.43 Maximum Super elevation For normal conditions, IRC specifies 7%. AASHTO has values between 6-89%. Values of 8% can create problems with overloaded trucks having protruding loads. The AASHTO values are comparatively high, and based on rather dated test references. Maximum super elevation is selected as 796, but in case of radius greater than the desirable minimum, maximum super elevation shall be restricted 105%, A Design of Hair Pin Bends Hair Pin bends wherever unavoidable shall be either designed as circular curves with transitions o as compound circular curves. The following criteria shall be followed : 1 Minimuts Design Speed = 20Km/he 2. Minimum Radius for the Inner Curve - 140m 3. Gradient Maximum = Lindo (2.5%) 4. Minimum Gradient = 11n200(059%) ‘Where number of hair Pin bends have to be introduced, a minimum intervening «distance of 60m shall be provided between successive bends.DESIGN BASIS REPORT oe ning of Uamparte Kanban secon ofMI-1A (ow M8) rom tm 6700 py, 2604-2016, tom.9.00and km 000 tok 151.00 on PC mode fathestateatfamma ye anhmirwnder NADP Phase“ 2245 Extra widening at Curves At sharp horizontal curves, tis necessary to widen the carviageway to facilitate the safe passage of vehicles. The widening has two components Le. Mechanical ‘Widening & Psychological widening. Both the components are tobe considered in double lane, Radius of | Upto Gite | 101to | Above 21040 | 41060 Curve(m) | 20m 100 | 300 | 300 Twolane| is | 1s | 12 | 09 | o6 | Nib Extra width shall be given by increasing the width at a uniform rate along transition curve and full width given along circular curve. Entire widening shall preferably be provided in the nner side of the curve and shall be accommodated {in the earthen shoulder by reducing the width of earthen shoulder. It shall be ‘ensured that pavement edge lines are smooth and there is no apparent kink: 22.5 Vertical Profle 22.54 Minimum Vertical Curve Radit ‘Minimum lengths of erest and sag vertical curves have been recommended based fon design speeds and stopping sight distance requirements. They provide for riding comfort, appearance, andl most importantly, safety ‘The design isbased on minimum allowable K values", as defined by the formula: KeL/A ‘Where K = limiting value, horizontal distance required to achieve a 1% change in grade Les length of vertical curve (a) [A= Agebrale diference in approach and exit grades (6) “The approximation of K-values in terms of circular radi is R= 100K ENEGS —~—~—Ci«*«éi et etsFour lingo amp oRamban section of MA {kino 6 ant 00 tom 151.00 nC modes rom hm 7.00 — pyes-2604-2036 fatvatfommes BU? In the IRC standards, crest and sag vertical curves are developed as parabolic curves, butare not expressed in K-values. They are derived from the formulae: Crest (summit) curves ‘Where L> S: Where L<5: LeNst/4. Le25-(4.4/N) Where algebraic difference in grades, 96 angth of curve in meters ight distance in meters Valley (sag) curves Where L>S: Where L30 msa, and VG 40 grade bitumen is recommended to use in BC and DBM. 241.2 Bituminous Pavements with cemented base and cemented sub-base ‘with erack relief interlayer of aggregates/ SAMI Its. also Known as composite pavement, and induced in India wth latest code of IRC: 37-2012. As stated in the name these pavements having stabilized base and sub-base layers, The recommended % of cement to be used in the layers is typically 2% in sub-base and 4% in base layer. The prime concept ofthis option is to keep minimum bituminous layer thickness (50BC+50DBM) and providing the ‘cemented baseas per trafic demand. The thickness of pavements largely effected by axle loads along with the number of repetitions (CVPD), 24.1.3 Bituminous Pavements with cemented base and granular sub-base with crack relief interlayer of aggregates Itis also one of the composite pavements and induced in India with latest code of IRC: 37-2012. In these pavements having stabilized base and granular sub-base layers. It is recommended to use 49 of ementin base layer, and the sub-base isa Conventional GSB. The prime concept of this option is to keep minimum bituminous layer thickness (S0BC+SODBM) and providing the cemented base as per traftc demand, The thickness ofthe pavement highly effect with axle loads than the numberof rptitions (CVPD). 24.1.4 — Foamed Bitumen/Bitumen Emulsion Treated RAP/Aggregates Over ‘Cemented Subbase Itis also one ofthe composite pavements and induced in India with latest cade of IRC: 37-2012, Reclaimed Asphalt Pavement (RAP) option is advisable for the stretches recommended for reconstruction. The scarfied bituminous layers of ‘existing pavement will be pulverized tothe required size and bonded with foamed bitumen/ bitumen emulsion to use itas base layer. Itis recommended to use 2% ‘of cement in sub-base layer. The prime concept ofthis option is to keep minimum bituminous layer thickness (S0BC+50DBM) and providing treated RAP baseas per traffic demand, Paso 2 or106askmiunder NDP Phase“ 2Az 243 24a Pavement design considerations Pavement isthe mast significant component of a road and therefore its design strength must be assured to support the projected/ design traffic loading throughout the design period, It should allow the heavy wheel loads of road trafic {to move with least possible rolling resistance, and also should enable the fast vehicle to move safely and comfortably at design speed along the longitudinal profile. The cest represents largest proportion of the total construction cost Pavement design basically alms at determiningthe total thickness of the pavement structure as well as the thickness of the individual structural components Different methods of currently accepted pavement design guidelines are available, and the approach ofthe consultants has been to work out the requirements by the various methods, compare the results and optimize the recommended solutions based on cheracteristics of available materials, relevant economies and best engineering judgement. ‘New Flexible pavement shall be designed as per latest guldelines ie, IRC: 37- 2012 with Minimum Design CBR of 8 9 fora minimum design traffic of 35 MSA ‘or as per actual traffic whichever is higher. Rehabilitation of the existing pavement shall be done using partial reconstruction / reconstruction method since the culverts are propased at frequent intervals thereby necessitating the requirement of pavement reconstruction, ‘To ensure internal drainage of the pavement, the GSB layer shall be extended ‘tw full with across the shoulder on the sub grade tothe side drain towards the hillside Existing Soil Strength {As the projec: stretch is in the hilly terrain, the soll support value pertains to the strength ofthe subgrade in terms of CBR. Materials from borrow areas ifavallable asthe stretchbeing in Mountainous and steep terrain willbe used for constructing the subgrade or the excavated material from the cutting after due gradation shall bbe used accordingly, the engineering characteristics of these materials shall be considered for pavement design. Design methodology Design ofa four lane divided carriageway confirming to the guidelines of Section 5 of IRC: SP: 84 -2008. > New Rigid Pavement will be designed in accordance with IRC: §8-2011 on principles of design methodology as suggested in the standards. Rigid “‘EXE@S 2 2)7)——— Pawo z3ort0s=. DESIGN BASIS REPORT a ou lanng of UdampurieRamban ection ofMI-1A (Now I-44 fom hin 67.00 fo n9.00 and Km 11000 to Km 151.00 on EPC mode nthe stat ofan ‘ahmiraaderNHDP Paw“ pavement shall be designed for a minimum design period of 30 years or ‘operation period, whichever Is more. As specified in clause 5.42, it will ensure the PQC having a grade not lower than M-40 over DLC sub-base of minimum 150mm. However, AASHTO or other relevant guidelines may be followed if IRC'8 is silenton any aspect > Pavement Shoulders ~ As per Clause 26 of IRC: SP: 84-2009 the composition and specification ofthe paved shoulder shall beas that of the ‘main carriageway (if applicable) However, the earthen shoulder have been proposed in the schedules. 2.5 EMBANKMENT DESIGN AND SLOPE PROTECTION ‘The height of embankment shall be based on the final road levels, based on the following principles, as per Clause 4.2 of Specification and standard for Four Laning of Highways. > Thetop ofthe sub-grade isatleast .0 m above the high floodevel/high water Table/pond level. However, in exceptional circumstances where itisfound dificult to full this criterion, a minimum difference of 0.6 m bbesween the top of sub-grade and HFL/high water Table/pond level shall be ensured, > To fall the minimum free board requirement and provide smooth ‘vertical profile for portions forming approaches to structures. ‘The support design shall be based on various failure modes and each ofthese shall bbe investigated. For each failure mode an appropriate support system has been ‘established and the most suitable support arrangement provided to stabilize the ‘excavated slope, The General procedure adopted in stability of roack slope is as fallow: > Intially stability of rock slope is analyzed using stereographic projection. The dip and dip direction of slopes and joints are plotted on Stereoplot or DIPs software. Rock slope is then analysed for three diferent failure modes: Planar Failure, Wedge Failure and Toppling failure. > Slope mass tating (SMR) is used for preliminary assessment of the stability of rocks. The approach is based on modification of RMR system using adjustment factors related to discontinuity orlentation with respect to slope as well as fallure mode and slope excavation methods. ‘SMRis calculated as per the procedure given in 5 13365 ~ Part3: 1997. > Ifthe kinematic analysis shows any ofthe three types of failures then proper stability analysis using equilibrium method willbe done for Pave 24 or 106DESIGN BASIS REPORT ou lain of Uhampur io Rambn secton oFMH-1A ow N48) om hm 67.00 pare -2604-20%6 {oing9.00andicm 100 Kim. 151.00 ont mode inthe stateofjanma'e peng ashi ander NDP Powe“ ‘Mnding out the stability ofrock lope. Software can be used to assess the stability of rock slopes like Slope-W / Phase2. > 15 14448:1997- Code of Practice for Reinforcement of Rock Slopes ‘with Plane Wedge Failure; ete. > The design of embankments shall be based on bearing capacity, setlement and stability considerations, Its desired to examine all the corditions and ithas tobe satisfied with an adequate margin of safety foreach ofthe factors. Following references shall be used for high embankment design of slope stability analysis: > 18 12169 -1987 (Realfirmed 1997) ~ Criteria for Design of Small ‘Embanlement Dams; > IS 7094 -1975 (Reaffirmed 2002) - Code of Practice for Stability Analysis OFEarth Dams; > 188237 - 1985 - Code Of Practice For Protection OF Slope For Reservoir Embankment > 1S 12094 - 2000 - Guidelines For Planning And Design Of River Embankments (Levees) > 15 4701 -1982 (2004) - Code Of Practice For Barthwork On Canals; ete > IRC75 ~ 1979 - Guldelines for Design of High Embankments ‘Slope Protection: Based on the above analysis and results of the simulation done by Slope-W / Phase2, the slope will be stabilized ty means of shotcrete and rock bolt, if required. The bolting grid spacing and the area to apply such systematic support will be defined by a detailed rock mechanics study. ‘The following method shall be applied for the slope stabilization based on the topographical, geological and operational conditions atthe site > Excavation and repairs by men of scaling/wire neting ete; > By providing surface and sub-surface drainage arrangement; > Stabilization through support like Steel reinforcement Rock anchor/bolts, shotcreting with or without wiremesh, Soll nailing, eosynthetic reinforcement, retaining walls and gabbions et. } Asper clause 9.2 of IRC: SP: 48-1998, retaining walls shall be provided, In ase of any improvements in Geometric towards valley and breast / gabion walls towards the hill side at toe. Cut slope shall be decided ‘ased on the Geology ofthe area and consultation with the Geologist. Pave 2s or106DESIGN BASIS REPORT ou ang of Uhamparo Kamba secon ofNH-1A (ow 44) frm hm 7.00 fe n-9.00 and km 00 to Ko 151.00 on PC mode nthe stat offamme asheunder DP Pha > Specialized measures shall be adopted for vulnerable spots and land slide areas in consultation with te geologist and if required specialized agency shall be roped in after due consultation & requirement of the dent. 2.6 INTERSECTIONS Major intersections shall be designed as per the provisions of IRC: SP-41 and IRCSP:84:2009 Manual for Four Laning of Highways. 2.6.1. Minor Intersections Minor interseetions shall be designed as per the provisions of IRC: SP-41 and IRCP:84:2009 Manual for Four Laning of Highways. 26.2 Ramps Since the project stretch lies in Hilly terrain, so all the Junctions have been designed as At Grade junctions, Hence, no ramps are required. 2.7 HIGHWAY FACILITIES 2.7.1 Traffic Control Devices and Road Safety Works 27.4.4 Traffic control devices and road safety works shall be provided in accordance with as per manual, ‘The following items, necessary for traffic safety, shall be provided as per the Manual of Four Laning, relevant IRC guidelines, and international standards (where IRC guidelines ae silent), ‘Traffic Signs and Pavement Markings-as per IRC:67-2012.and IRC:35-1997 respectively. ‘Blinker Signals and Object Markers tobe provided at major intersections and all traffic diversion during construction for night time visibility. ‘© Metal Beam Crash Barriers shall beas per c1.9:7.1 of IRC: $P-84-2009 ‘© Pedestrian Guard Ralls ~ on bridges on outer side of footpath and ‘between main carriageway and service road. However, is also required at other locations such as junctions/Intersections, nthe vicinity of Schools and bus-stops. ‘© Chevron Signboards -on either side of eariagoway at horizontal curvature, Minimum 2Nos of boards shall be visible at al sections of curvature + Road studs - on all curves on both carriageways, at median openings and at intersections as per clause 9.7 of IRC: SP-84-2009, Kilometer and hectometer stones - based on IRC:8 and MORTH circular Road Soundary Stones - at every 200m interval Overhead Gantries- Startand end of Project Highway, Toll plaza Hazard Markers Pave 26 or106DESIGN BASIS REPORT our ang of Umar Kanban setonofNH-1A (ow N44 from kn 67.00, {kina and km 0 anton 151.0 EPC mode nthe state ofan Date: 26-0¢2016 + IRCSP 44 & IRCSP 32 shall be considered while designing the highway. 274.2 Safety in Highway Geometric Design ‘© All narrow and sharp curves shall be improved, except for locations ‘mentioned in schedule or locations having constraints ie. temples, structures ete Vertical curves shal be modified by ensuring sufficient sight distance, ‘© Suggestions for suitable slope stability measures shall be suggested in accordance with site requirements. ‘+ Sultable locations warranting crash barrier shall be suggested at the desired locations. 2.74.3 Specifications ofthe reflective sheeting. ‘© Retro reflective sheeting should be of ‘high intensity grade with encapsulated lens or with micro prismatic retro reflective element in accordance with ASTM Standard D 4956-04. 2.72 Roadside Furniture Roadside furniture shall be provided in accordance withthe provisions ofas per ‘manual ‘+ Road Boundary stone: for the entire Project Highway ‘© Pedestrian Guard Rall: Provide pedestrian guardrail at each bus stop locatien. + Delineators: Delineators forthe entire Project Highway at the locations as ‘per manual for Four lane highways (IRC:SP:84-2009) 2.7.8 Rest Area Restarea shall be provided at the location mentioned in Schedule-Cand as per the provision of IRC-SP:84-2009 guidelines forfour laning of Highway. 2.74 Bus Bays ‘Bus stops with shelter facilites shall be provided at tentative locations mentioned ln schedule-C and as per the provision of IRC'SP:84-2009 guidelines for four Janing of Highway. 278 Pedestrian Fadlities Pedestrian ficlitles shall be designed / provided as per the provisions of IRCSP:84-2009 Guidelines for Four Laning of Highway. HEE ——COCi ez ctcoDESIGN BASIS REPORT ‘our lang of amp Ramon stim ofA (ow NCAA from ki 67.08 {Kn.09.00and in 130.00 eon 151.0008 EPC mode nthe state ofan 2:76 Landscaping & Tree Plantation Landscaping shall be designed / provided as per the provisions of Section 11 of IRC:SP:84-2009, ‘GSEGS ———~“‘(i‘(t:~C~™*C*Si Descsesrcmagerat tommy: 204308 Stovon ere mode tothe steam a CHAPTER-3 DESIGN STANDARDS’AND SPECIFICATIONS - BRIDGES/STRUCTURES Page 29 of 106‘DESIGN BASIS REPORT see ou ang of Uhamparo Ramban sttonofNH-IA (Now NH-44) Romhm 67.00 pues-2604-2016 {okins9.00and km tok 151.00on4PC mode nthe stateatfamma de ee ahi under NDP Phase“ 3. INTRODUCTION ‘The purpose ofthis reports to present the design basis tobe followed for design of the structures within alignment of 4 lane Highway for Udhampur to Ramban section of NH 1A (Now NH-44) from km 67.00 to Km 89.00 and Km 130.00 to Km. 4151.00 on EPC mode in the state of Jammu & Kashmir under NHDP Phase Il ‘This document is to be consldered as the frst reference document when performing desig of structures. t summarises and clarifies all the design criteria that should be applied, I also lists all the codes and specification references that should be followed. Please note that this document could be updated during the diferent design stages 3.2 GENERAL DESCRIPTION OF THE STRUCTURES: Following ste ist of structures in the present scope of work: 3.2.4 Reconstruction of Existing Culverts. ‘The existing culverts at the following locations shall be reconstructed as new culverts: a ‘South Bound No. No.ofeell | Span_| Height 1 1 2 2__| South Bound 2 1 2 2 | South Bound 3 1 3 3 South Bound Ta 1 2 2 [South Bound 3 1 2 ‘| South Bound 6 1 2 ‘3 | South Bound 7 1 2 2 | South Bound 8 1 2 2] South Bound 9 1 2 2] South Bound 10 1 2 2 [South Bound im 4 2 2_[- South Round 12 1 2 2 | South Bound 13 1 2 2 | South Bound 14 1 2 2 | South Bound 1s 1 2 2 | South Bound 16 1 4 5 [South Bound a7 1 2 2 | South Bound 16. 1 2 2 | South Bound Ppare20 0106Fou lingo hmpur'eRamban setonofKH-1A (Now NH) fom bn 67.00 {okn.9.0 ano 190.0 tom 151.00 on MC mode nthe state aa me 19 | 69.597 1 2 2__ {South Bound 20 | 69.637 1 2 2 [South Bound 21 | 69.670 1 z 2 South Bound 22 | 69.753 1 5 4 [South Bound 23 | 69.845 1 2 2 | South Bound. 24 | 69.908 1 2 3__| South Bound 25 | 70.082 1 2 2__| South Bound 26 | 70.247 1 2 2 South Bound 27_| 70331 1 z 3 South Bound 28 | 70534 1 2 2 | South Bound 29 | 70915 4 2 2 | South Bound 30 | 71.020, a 2 2 | South Bound 31 | 71.083) 1 2 3_| South Bound 32 | 71.025 1 4 3 [South Bound 33 | 71347 1 z 3 South Bound 34 [71610 1 2 2 | South Bound 35 | 71.780 1 2 2 | South Bound 36 | 717e8 1 2 2 | South Bound 37 | 71.948) 1 2 2 [South Bound 38 | 72.050, 1 2 2 [South Bound 39 | 724187 1 3 '3__| South Bound 40 | 72.206 1 2 '3_| South Bound aa | 72275; 1 2 3_| South Bound a2 | 72.399) 1 2 2 | South Bound 43 [72.555 1 2 2 [South Bound. 4 | 72.783 1 z 2 | South Bound 45 | 72.969) 1 3 '3__| South Bound 46 | 73.147 1 2 2 | South Bound a7 | 73.237 1 2 2 South Bound 48 | 73.316 1 3 3 South Bound 49 | 73.545; 1 2 3 | South Bound '50_| 73.640 1 A 2 | South Bound 51 | 73.764, 1 2 '3__| South Bound 52 | 73.890) 1 3 3_| South Bound 53 | 73.919 1 2 3_| South Bound 54 [74204 a 2 3 | South Bound 55 | 74457 1 2 2 | South Bound. 56 | 74518 1 z '3__| South Bound 7 | 74536 1 z '3__| South Bound 58 | 74.652 1 2 3 [South Bound 59 | T4723 1 2 3 [South Bound 60 | 74.823; 1 z '3_| South Bound Prove 21 or106our lant of Uampar oan ston 044-18 Now Nt-44 fm hn 67.00 {oxime 0 and 0 Coto Km 151.00 on mode nthe state ofan ate. 26-042016 a | 74873 1 3 3__| South Bound 2 | 74.954 1 2 3 | South Bound 63 | 75.089 1 2 2 [South Bound 64 | 75.178 1 2 2 South Bound. 5 | 76260 1 2 '3__| South Bound 66 | 76.365, 1 2 '3_| South Bound oT | 7656 1 2 2__| South Bound 68 | 76828 1 2 3 South Bound 69 | 76.096 1 4 3 South Bound 70| 76972 1 2 ‘| South Bound 71 | 7.063 1 2 2 | South Bound | 774176. 1 2 3 | South Bound 73 | 77.466. a 3 3] South Bound 74 | 77569 1 3 3 South Bound 75 [77.680 1 3 ‘3 South Bound. 76 | 77.837 1 3 '3__| South Bound 77 | 7909 1 2 2 | South Bound 78 | 7a.264 1 3 3__| South Bound: 79 | Test 1 3 3] South Bound 80_| 78376 1 3 3 South Bound ai | 70510 1 2 2 [South Bound 32 | 70649) 1 3 '3__| South Bound 33 | 78740 1 3 '3__| South Bound at | 7aast 1 3 '3__| South Bound ‘35 | 79.022 1 3 '3__| South Bound, ‘36 | 79240 1 2 2 [South Bound 87 | 79.060) 1 3 '3___|- South Bound. 88 | 79.665, 1 3 '3__|_ South Bound. a9 | 79.690) 1 2 2__| South Bound 90 | 79.855: 1 3 3 South Bound 91 | 79922, 1 3 '3_[- South Bound 92 | aoou 1 3 '3__|- South Bound 93 | 80.150 a 3 '3__| South Bound 94 | 80.208 a 3 '3_| South Bound 95 | 805i6 1 3 '3_| South Bound 96 | 80.595, a 2 2 [south Bouna 97 | 80.839 a 2 2 | South Bound 98 | 81.089 a 3 3 [South Bound 99 | 31.038 a 3 '3_| South Bound 400 | 81.157 a 3 '3__| South Bound 101] 81.357 1 2 {South Bound 102 [21.430 1 3 '3__[ South Bound Pave 32 or106‘DESIGN BASIS REPORT spacer sare Foo lingo hampari Ramban seton of ILA (Now M4) fam kn 6.00 {X90 and 150.0 to Km ISL am EPC mode inthe ste fama & Date 26-06.2016 103 | 6149 1 2 2 | South Bound 104 | 81.629. 1 3 '3__| South Bound 105 | 81.944 1 2 2 | South Bound 106 | 81.041 1 3 ‘3 | South Bound a07 | 92.210 1 6 6 | South Bound 108 | 82.2885, 1 2 2 South Bound 09 [92.416 1 2z 2 [South Bound 10 | 82.545, 1 2 2 [South Bound. ain) 82728 1 2 2 [South Bound 112 | 82.86t 1 3 '3___| South Bound n3 | 83.177 1 2 2 | South Bound nie] 33.245 1 3 3 | South Bound 1s | 83.779 1 2 2 | South Bound 116 | 83.861 1 z 2 [South Bound 117 | 84.026 1 3 3 South Bound nia] e416 1 2 2 [South Bound nis] 84235 1 2 2 | South Bound azo | 84.338 1 2 2 | South Bound raz | a4ses: 1 2 2 [South Bound azz| 84679 1 3 ‘3 | South Bound 123] 84734 1 3 3] South Bound 124] se9u4 1 2 2 [South Bound 125 | 88.110, 1 3 3 South Hound 126 | 85265 a z 2 [South Bound 127 |8s420 1 3 ‘3 | South Bound 126 | ass24 1 3 ‘3 | South Hound 129 | 95.662. 1 2 2 | South Hound 130 05.096. 1 2 2 | South Bound 331] 96.110 1 3 3 South Bound 132] 96.164 1 z 2 South Bound. 333] 86240 7 2 2 | South Bound. 134) a64Te a 3 '3_| South Bound 135 | 86.621 1 2 2__| South Bound, 136 | 86.800 1 3 3__| South Bound 137| e641 1 3 3__| South Bound 136 | 96.993 1 3 ‘3 | south Bound 139 | 87.070 1 3 3 [South Bound 140 87.170 1 3 3 South Bound ai] 97.318, 1 3 '3__|- South Bound. 142 [97.475 1 3 '3__|" South Bound 143 | 97.765 a 2 2 | South Bound 14a] 129570 1 2 2 [South Bound Pave 3 106DESIGN BASIS REPORT our tang of Uamparo Kamba secon ofNH-1A (Now N48) Rom hm 67.00 paes-2604-2016 {okm9.00and km 9040 to 1510008 EPC mode nthe state ofjamma ‘atmirunder MDP Pave“ a 145 | 130100 i 2 2 | South Bound 146 | 130570 1 2 2 South Bound. 147 | 130.720 1 3 3 | South Bound 148 | 130.820 1 3 3__| South Bound 149 | 131.390 1 4 3 | South Bound 150 131.450. 1 2 2_| South Bound 151] 131.600. 1 3 3] South Bound 152] 131.900) 1 4 3 South Bound. 153] 132.200 1 2 2 | South Bound 354) 132270 1 3 3 | South Bound 155 132610 1 3 3 | South Bound 156 | 132.750 1 2 2 | South Bound 157 | 132.830 1 2 2 | South Bound 158 | 133.020 1 4 3 | South Bound 159 | 133.230 1 3 3__[ South Bound 160 | 133.350 1 3 3 South Bound 361 | 133.750. 1 3 '3__| South Bound 162 | 133.850 1 2 2 | South Bound 163 | 134.130 1 2 2] South Bound 164 | 134310 1 2 2 | South Bound 165 | 134.490 1 3 3__| South Bounet 166 | 134.660 1 2 2 [South Bound 167 | 134.940 1 3 3 [South Bound 168 | 135.100 1 2 2_|- South Bound. 169 | 135.290 1 2 2_|_ South Bound. 170 | 135.480 1 3 3__| South Bound 171 | 135.860. 1 A 3] South Bound 172] 135.830 1 2 2 South Bound 173] 136.150. 1 2 2 [South Bound. 174 | 136.320 1 4 4 [South Bound 175] 136.550 1 2 2 | South Bound 176) 136.670 1 3 3 | South Bound 177 | 136.040 1 2 2] South Bound 178 | 137.070 1 2 2] South Bouna 179 | 137.490 1 2 2 [South Bound 180 | 137.790) a 2 2 [South Bound isi | 137.830 1 2 2 | Soutn Bound 182] 138.090 1 2 2_| South Bound 183 138.460 1 2 2] South Bound 184] 138690 1 3 ‘3 | South Bound 185] 138.700 1 3 3] South Bound 186) 138.690 1 3 3 [South Bound Poee 24 or106DESIGN BASIS REPORT. Fou aig of Uamparo Raman secon oA {n9.0 and km 9040 to 15.000 emods hectaterjunman” Bete 26042016 ahmwnder NADP Phase“ ao 17] 139.000, 1 z 2 | South Bound 188 | 139.390 1 2 2 [South Bound 189 | 139.750 1 3 3 | South Bound 390 | 141.170 1 2 2 [South Bound 391 142.060. 1 2 2 [South Bound 192) 142510 1 2 2 | South Bound 193) 142.890 1 2 2_| South Bound 194 | 143.520, 1 3 '3__| South Bound 195 | 143.680 1 2 2__| South Bound. 196 | 143.910, 1 3 3 | South Bound. 197 | 142.682 1 2 3 | North Bound, 198 | 143.077 1 2 3 | North Bound 199 | 143580, 1 3 3 [North Bound 200 | 143.688 1 3 3_| North Bound 201 | 144.133, a a 2_| North Bound 202 | 144.272, 1 3 3 | North Bound 203 | 144372, 1 3 3 | North Bound 204 | 144.553 1 2 2 | North Bound. 205 [177.717 al 3 '3__| North Bound. 206 | 144.926 1 2 2 | North Bound. 207 | 145.203 1 3 '3_| North Bound 208 | 146014 fl 3 '3__| North Bound 209 | 146.298 1 3 '3__| North Bound 210 | 146.456 1 3 '3__| North Bound zu [147.598 1 2 3 |-North Bound} 32.2 Additional New Culverts. Additional new culverts shall be constructed as per particulars given in the table below: ‘Gulvert Location SL.No. [Chainage) side Sem OeseE ‘m) NO.ofeell_| Span | Height i _| 62072 | North Bound 1 z 3 267.187 | North Round 1 2 a '3_| 67.382 | North Bound 1 3 3 4 | 67597 | North Bound 1 2 2 S| 67.665 | North Bound 1 2 3 6 | 67.842 | North Bound. 1 2 3 7 | 68087 | North Bound 1 2 2 ‘8 _| 68208 | North Bound. 1 2 2 ‘9 | 6a401_| North Bound 1 2 2