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DIRECTOR CENERAI, CENTRAL DESIGN OFFICE'GOVERNMENT OF THE STATE OF AZAD JAMMU & KASHMIR

MUZAFFARABAD

PRE-FEASIBILITY AND FEASIBILITY STUDYoF TWO (2) NOS. TUNNELS

WITH REALIGNMENT OF ROADS INAJK

Kahori Tunnel (Chellabandi - Patika Road)

Aueusr 2013

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DIRECTOR GENEML, CENTRAL DESIGN OFFICE,GOVERNMENT OF THE STATE OFAZAD JAMMU & KASHMIR

MUZAFFARABAD

PRE-FEASIBILITY AND FEASIBILITY STUDYoF TWO (2) NOS. TLTNNELS

WITH REALIGNMENT OF ROADS IN AJK

HIN\IATFBASNHLIT'YRB-PORT"Kahori Tunnel (Chellabandi - Patika Road)

Ausust.2013

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DIRECTOR GENERAL, CENTRAL DESIGN OFFICE,GOVERNMENT OFTHE STATE OF AZADJAMMU & KASHMIR

MUZAFFARABAI)

PRE.FEASIBILITY AND FEASIBILITY STUDYoF TWO (2) NOS. TUNNELS

WITH REALIGNMENT OF ROADS IN AJK

FINAL FEASIBILITY REPORT(Chella Bandi to Patika Road)

AUGUST.2Ol3

CHUNIL ENGINEERING CONSULTANTS CO. LTD.SAMAN CORPORATION JOINT I'ENTURE

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ASrF ALI ASSOCIATES (PVT.) LTD.

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EXECUTIVE SUMI\IARY

A. BACKGROTJI{D AND OBIECTIVES OF TIIE PROJECT

A-1 Background of the Project

ChellaBandi-Patika road is about 23kn running along the bank of Neelum River. ChellaBandi islocated near chella bridge in Muzaffarabad. The proposed road is the part of the main roadconnecting Muzaffarabad with Athmuqam (L:80hn), Sharda, Kel and Jalkhad located innorthem area of Neelum D strict resulring in linking S 1(Gilgit_skardu Road, L:167km) andN35(Hassanabdal-Abbottabad-Thakot-Gilgit-Khunjrab, L:806hn) upto china. The proposedroad is main road linking Muzaffarabad with Neelum District. This route is gateway to Nielumvalley as well as important military road.

However, Kamsar to Kahori Landslide and further to Patika area with constantly tlreateninglandslides result in closure of chella Bandi-patika road and loss of life and goods every year.Therefore' a tunnel about 4 km length was envisaged to provide all-weather connection.

A-2 Objectives ofthe Project

Closure of main roads during persisting rainfall is the root causes of poverty, illiteracy and socioeconomic development of this region. ln this context, construction of road tunnels is one of themost appropriate tecbniques not only to overcome this problern, but also to minimize totaltransport cost leadrng to overall economic development in this regron.The main objectives ofthe project are given as under :

r To provide an all-weather u Eportation link between Muzaffarabad and rest of thecormtry for passengers and cargo t'affic.

o To reduce poverty and provide better access for population to markets and social servicesby improving and rehabilitating the rural access road network.

. To reduce cost ofall supplies and cost ofliving index.o To provide incentive to tourism and access to marketing of arts and crafts and dwelop

tourism related facilities like hotels, motels and rocreation facilities etc.

B. TrafEc Study

B- I Trallic Survey

The suvey of tafEc volume has been performed at 6 posts for 2 days o minimize weekly deviationand the average value is applied for analysis. Tuming traffic volume of the intersection has beenexamined by analyzing the u'affic volume of each direction, and then estimatins the total trafEcvolume in the intersection From this analysis of nrming tzfic volume, the levll of service wasdeterrnined. o/D survey was carried out to investigate origin, destination, vehicle composition,purpose of tip, and nurnber ofpassengers by the interviews conducted on the road side.The Survey results ofthe 24 hours traffic volume are as follows:

Vehicle Type MotorCycle

PassengerCar

MiniBus

LargeBuc

SmallTruck

MediurETruck

LargeTruck

TotalVolume

CbellBandi -Patik& Route 557 't43

391 477 l5l 3 1 8 350 3,189

The consultants have selected corridor analysis to forecast the future traffic demand for this project. Inorder to forecast the future t'affic volume for the target years, grouth estimates of GDP, populatior D

and vehicle ownership ofAzad Jammu and Kashmir (AIK) h;ve been utilized by usingsocioeconomic indicators of Pakistan. Normal growth rate of traffic volume was based on theestinated growth rate ofvehicle ownership. The number ofvehicles is assumed to increase at the rateof 5.3% dwing 2010 - 2015, 4.26% d\rm92015 - 2020,3.58% during 2020 - 2025, ard 3.10o/odurins 2025 - 2030.

Estimated Traffic Vohtme for Years VehicleYear 2009 2014 2018 2023 2024 2033

ChellBandi - PatikaRotrte

3,189 4,t29 4,879 5,817 6,776 '7,893

The required number oflales was calculated as a two - Iane road.

C. RO[]'TE SELECTION

C - 1 Prepamtion of Alternatives

1. Approach to Preparation ofAltematives

A total of Tbree (3) viable altematives were prepared to review based on the following principalcontrol points.

. Route altematives for guarantee of the road function and balance between mobility andaccess

. Route altematives for maximum utilization of existing road if possible

. Route altematives conforming to topographic characteristics

. Route altematives ofblpass of hmnel/bridge optiors ata large scale landslide arear Route altematives corsidering the related projects around study area i.e. west bank bypass

Prqec! Patrind hydro-power plant project and Muzaffarabad Athmuqam road Project'. Route altematives considenng the landslides as the major control points.

Proposed alignment No. I consists of two turmels almost 3.7 km and 0.6 km long. Tunnel No.l(L-3.7 km) starts from Kamsar at its south portal and culminates at Harama More at its North Portal.Kamsar area is located at a distance of 10 lan from Neelurn Bridge. Road distance fiom Kamsar toHarama More is 5.5 kn. This portion of road from Kamsar to Harama More is characterized withunavoidable land slide area.

Proposed alignment No. 2 consists of two hrnnels almost 6.2 hn and 0.6 lcn long. It starts fromchella Bridge at its south portal and culminates at Harama More at its North Portal. The proposednorth portal of alignment No .l and 2 is more or less at the same place adjacent to Harama More. Thisalignment alternative of 8.1 kn redrrce the road distance by approximately 1.4 kn and avoids theKahori land slide hazards along the road.

Propos€d alignment No. 3 consists of two hurrels almost 1.8 kn and 0'6 km long It starts fromKamsar at its South Portal and culninale at Dunkakas bridge at its North Portal. Kalrsar area slocated at a distanc€ of 1 0 lcn from Neelum Bridge.

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C-2 Route Selection

Item Alternative I Alternative 2 Alternative 3

Oudine of RouteCorridor

.Route conidor dir€$ed davoidanoe of m4icr landslide.

'Route coridor utilizing o<istingroad maxirrttlrl

.Route conidor dlected atavoidance ofrather lage ardlargeralc lcdslide.

'Route corridor having goodhorizorrbl align-'Inmt tlconn€d MZD dir€ctly.

.Route ccrrid0 dir€cted davoidance ofextosireKamsar landslide only,

,Route {uridor giving prioriq,to the const-{uction cost oftunel-

Route Length L=IJ-JXII| IF13.okn L=l J.-'Cll

MajorWorks

Tunnel Lr=3.7hq tr{.6lon Lr+.2kn, Lr{.6kn Lr=l .8krr Ld.6kn

Bridge lplace/l50n l placesl150m lplaceVI50mFrtfurated

ConBhustiol Cdt5,063 Million PalcPs. 8,006 Million PakRs. 3,026 Million Pak.Rs.

ReviewA!pects

TrafficAspoct

.Good for accessibility toCtrcllaBandi area,

.VOC & VOT sa,/ing is not muchco[D€r€d to Alr2.

'Oood for mobility given &eroad fiDcrion of llain aturialrcad,VOC & VOT saving issignifcanl

'Bad for mobrlif given dre roadfindim ofmain arterial ro€d

'VOC & VOT saviDg jsinsigmficant.

Socio- ,Road will be seldom blocked Sladslide, whidr cm rEduc€ lhesocio€co0omic co6t

'Road will be seldom blocked byladslidg which can rcduce thesocio<conomic co6t

.Rod will be fiequent blocke4which incrcase tre socio-rylorniccortArD€ct

TechnicalAsp€ct

.In spite ofs-cuae th€ genetalatignDflt is good

.Tunnel slope (S=2olo), Acc€ssrud slqo(Sl:F/q 52= l0olo)

,Rdhtr slrcrt tnfl€l(L:3-6knr) aoryarcd toAltenatirc2,

€ood horizonal,/vqticalaligffisrt o(oept wherE thet-suel accEss rud

'Tunnel slope S=29l0, Acc€ssrud slope (Sl=147q SFl0/o)

'Long tuffEl (L<.2&m)

.Poorhorizonhl aligrrnent

.Turmel slope ts27q Accesrcad slope (Sl{,17qs>3%)

'Short tmnel (L=l .8krn)

tr'l.nnnmir{onstuction c61is tath€r low.IvlatntenarE cost of€)dgir€ rcadis rath6low,

'Corstuclion cog is highMaintenance co ofo<i*ingrcad is low but mainerynce06l oftutnel ishietr.

Consudion mst is Iow'Maintenance cod ofed{i,?gred ishugaAsp€ct

RevieVComrnents

'Alternafive I is feasble atd r€co

hdffd rcad nd\eork aeect,.Alternrtiye 2 has disadvanbge ofhigh construdion and rnaintenanoe cost.,AlterEative 3 has adlanbge ofconstuclim co$ but in log turns maintenanc.e 4d soclc€conofluc

co$ will be enoffDus,

Alt€mative I is primarily dirccted at avoidance of major landslides such asChelpani area. Givexr the construction costs and maintenance costs andAltemative I is the most feasible and cost effective route.

Irl case of albematives 2, hunel l€ngth is almost 6.2lor which is very costly. The marginal advantageof this alternative 2 over 1 appears small. Altemative 3 has the shortest tunnel tensth or t.s k"however this option is not technically feasible, since rcad will be frequently blocked due to land slide.

Kamsar, Kahori andgmlogical condition,

I

D. Engineering Investigation

D - I Developing Topographic Map by Sttellite Imagitrary & DEM.

The Project site is such a rugged and mountainous area that conventional suwey cannot cover thebroad band of corridor to study route alternatives. However broad band and accurate topographtc dataare prerequisite. As such considering accuracy, Geo Eye - I satellite imagery with DEM was used todevelop topographic map whose scale is l:1000. A Geo Eye I Satellite imagery of 0.5m resolutionwas procured with the provision of DEM with contour intewals of I meter.

D - 2 Geological / Geotechnical Investigation.

l. Screen Line Survey for Geological Mapprng

The preliminary topographic survey (screen line survey) in sufticient detail was carried out along theproposed tunnel alignrnen! Alternative I and 2, to enable uo geological mapping.

Along with the suwey, a closed t-averse has been carried out which connects the portals of theproposed tunnel. The haverse provided a verification of relative coordinates and elevation of turmelporbls.

2. Geologrcal Mapping

The investigated area lies at 4lon from Muzaffarabad city in the base ofNeelum Valley. Gorerally thereliefofthe area is the north-eastem and south-eastem parts. Steep slopes are characteristic features ofthe area. The weathering of the rocks depends upon the climatic conditions, s0uchues, topognphy,vegetation and slopes of the area. Both types of weathering i.e. mechanical weathering and chemicalweathering are prominent in the area. Rainfall is the main weathering agent. Weathering ispronounced in carborntes rocks (dolomite and limestone) exposed in the localities.

The lithostratigraphic units exposed in the area are ranging in age from Precambrian to recentand consist mainly of sedimentary and metamorphic rocks. Hazara formation is the oldestformation and Murree formation is the youngest. The sedimentary rocks cover more than 60 o/o

of the total area.

Geological mapping of Alignment 1 and 2 has been carried out. Given main strike direction andtururel axis, excavation conditions ofAlignment 1 is geotechnically favourable and good toachieve the tunnel stability with small amorurt of reinforcement.

3. Geotechnical Interpretation(D Gcotechnical Character and Classffication of Rock Mass

The rock mass for lhe tunnel section is the most imporbnt influencing fictor in constuction costs,being connected direcdy to the hmnel support pattern. Therefore, bedrock classification should beachieved after understanding data, such as checking the stength of local bedroc! the state ofdiscontinuity, state ofweathering, whether or not fracture zones exisg fault sections, etc.

This phase of shrdy is the feasibility phase, so visual inspection was implemented along the task lineand the tunnel was designed by applyine Geotechnical Unit (GTI), Rock Mass Type fiMf) andRock Mass behavior Type (RBT) according to Austian Guideline for Geomechanical Design.

E. Design criteria

E - 1 Classification of Road

A collector road fi.mctioning as arterial road

E - 2 Design speed and Geometric Desigtr Standards

Design speed and geometic design standard were adopted "A Policy on Geometric design ofHighways and Strees, AASHTO" The adopted geometric design criteria are given below.

Geometric Design Criteria

Item L'nitDesi€lr Speed (Kn4l)

ReDrarks80 50 30

Mi!. Length of Horizontal Cuwe

t e'F-Min. curve Lengrh

t e.5.

m 280 90

m .150i0 300/e 200/e

m 90 60 40

Max. Vcrtical SlopeFlat % 6 7 J

MouuEin o.to 9 t 0 t 2

Termimtion Rate ofV€rtical Clrrve

Cr€st n:Jo/o 26 7 )

sag tloJot6 30 t 3 6

Mi.n. Le|rstl of venical Cruve tu 10 40 25

Stopp.int si€Crt DismEce tll 1 3 0 65 3 5

Cross Slopes 9/o 2 2 )

Cross slopes of Shoulder o/o 4 4

Min. Lensth of Trallsitioo Curve m 44 28 l 7

MiL Clearancc m 5 . 1 5 . I 5 . 1

The rugged terrain dicaes dre use of steep grades and sharp curves in existing road. These arecompatible with the prer'ailing moutainous terrain, and the low level of traffic would not produceuser benefit sufficient to justifr the high cost of tumel and access road construction In considerationof the predominant terranr, naffc ctaractaistics, and AASHTO guide, design speed was adopted as30lsn/h - 80h/b-

E - 3 llpical cross Section

-- Carriageway width was adopted 3.5m given expectod tramc vohme and characteristics of projectroad. The slodder width was adopted i.5m for pedesrian and non-modorized traffic. The elemerrts

'. ofcross section adooted is as follows.

Item Ro{dwsI Bridge TtrDBel

Roadway widh 2@3.5=7.Orr 2@i.5=?.0lD 2@ 3.5=7.0m

shouldcrRigl 1.5|lr 1.5lu l.orn

LeII l I l .5m 1.orn

Mediatrs 0.5rrr 0.5!l 0.5l]l

Total Roadway Wid.h l0.5ur I L4ur 9 5 m

F. Preliminary Design

F-l Road design

1. Earth Works

Tlre guantity-ofearth work for access roads was estimated based on the following typical cross sectionto calculate the conshucuon cost.

Tlpical Cross Section

2. Pavement Design

The lnvement desip for the access road bas been carried out based on the methodology given inAASI{TO guide for pavement design . The pavement stuchre consists of asphdtic concrete wearing,asphaltic base course, aggregate base couse and granular subbase coume.

l

3. DrainageDesign

The study covered the principal task i.e.

(r) Study of precipitation data (ii) Processing and analyzing data for determining rainfallintensity by the retum period and (iii) Study of surfrce drainage with regard to catchmentarea characteristics, time ofconcentration and rainfall intensity. On the basis ofthis shrdy,design discharge ofbox / pipe culverts was calculated and capacity was daermined-

F- 2 Tunnel Design

1. Excavation MethodDrill & Blast and TBM (Tuonel Boring Machine) method were reviewed and Drill & Blastmethod was applied for following reasons.

(t To go for TBM excavation requires that the tunnel must have reasonable length (aboutmore rhan 5^-6ikrns) to motivate the large investnent in a turmel boring machine

(ii) Given low traffic volume is characteristics of the project road, labor-based and low-cost approach are reasonable.

(iii) Lowari Kohat tunnel having similar topographical, geological features werecorstucted by drill-and-blast trmneling method.

(lv) Considering the variable gmlogical conditions, cost effectiveness, and trmnel lengt],Drill and Blast er(cavation is recommended. ln poor rock conditions, Road Headersball be utilized.

2, Typical Cross SectionAn optimum cross section was studied aking into consideration of width, space for facilitiesand marginal space for consEuction

e Carriageway: 7.0mQ@).5m)o Shoulder : I .0 me Vertical clearance: 5.1 m. Comer clearance 1.0 m @) x l.l m (H)

(KAHORI TUNNEL) (CHELLPANI TUNNEL)

| ' .ers I leo l lobl s.slo lr.rrz Ir----.--------]I--l- ' i _ 1 - 1 , ' -

lr.se6l r.,aso l jcbl r.rlo lr.erolr----..------. '3ft-l__=_-|ft7r-

G, Estimation of Construction Cost and Implementation Plan

G - 1 Date of Estimation

o Date of Estimation: Decernber, 2012.o Exchange rate: I USD=l00Rs

G - 2 Cost Estimate Sunmary

The cost of the project bas beeir prepared including all variatiors, prevailing national market ratesand CSR provided by NIIA. Atl the unit prlc€ has been prcpared in accordance to market survey,other similar' rcc€nt ploiects.

Other similar recent projects referred to this project are "Lowari Trmnel and Access Roads Project"and "Rehabilitation and Reconstuction ofMuzaffarabad-Athmuqam Road Project".

COST ESTIMATE SUMMARY

BILL NO. DESCRIPTIONAMOUNT

(Rs')

1 Earthwort 3,700,000

2 Sub+se and Base CouFe 2,5flt,000

3 Surface Courses and Pavement s,800,000

4 Structures 164,100,000

5 Ancillary Works 500,000

6 Tunnel Works 4,?,25,7OO,OO0

A Constuction Cost (Blll I to 0) 4,O2,300,000

B Provbional Sum for Contingencies (5% of A) 220,115,000

c Total Construc'tion Goct 4622,415,OOO

D Pdce Contingencies (10% of A) .140,2:10,000

E Total Project Cost 5,062,6/15,000

aG -3 Implementation Schedule

1. Starting and Completion Date ofthe Projec'ta Starting Date : Iamary,20l4o Coryletion Date : Dece.mber, 2016

2. Itemwisg Yearwise Implementation Schedule

The tine period for hrnnel excavation wod Elecho-Mechanical work, Portal Facilities will be 36months. The scheduled cornpletion ofthe Project is stipulated to be year ending 2016. Irnplementationschedules are as follows.

Work Schedule of Kahori & Chellpani Tunnel

Kahori Tunel

Chellpani Tunnel

t l

Wo* mt4 mt5 ml62 a l 0 t2 2 6 t0 t2 2 4 8 l0 t2

Prwdatory wo*s

Prqor-atory ofPortal Works

TuDrEl Excwationard Sutport wo*

waterpoof,Drainage &

Concrete LiniogWo*s

Tuuel Po.talWork

Paventent Wor*.

H€cto-Mechrnical

Wo*s

OpFa[ionBuildingWorl<s

Amillary Works

H. Economic Analysis

costs in benefit - cost analysis can be divided into consft.lction cos! land acquisition cosgcompensation cosg auxiliary cost and maintenance cost. Benefits caused by infrastruchne investnentproject can be divided into direct benefits and indirect benefits. Direct benefits can be subdivided intoreduced t'avel time, reduced vetricle operation cost, reduc€d t-affc accident cost and reducedqrvironmental cost. Economic analysis was canied out in terms of benefit cost ratio (B/C) Net presentvalue (NPV), and Intemal Rate ofRetum (IRR). The results ofeconomic evaluation are as follJws:

Descriptiol Krhori Tutrtrel

Economic Evaluation

Bemfit - Cost Rrdo(B/C) t.23

Net Precert ValueNP11 E67 Mil Pak. Rs.

lnternal Rste of Returtr(IRR) l l . 8 %

L Conclusion and Recommendation.

I - | Conclusion

The project is economically and tecbnically feasible (B/C 1.23, NPV 867 Mil. Pak. Rs, IRR I 1.8%)

I - 2 Reconrmendation

Muzaffarabad-Atbnugam road prcject was done along the existing road as a part program ofrehabilitation and restoration infi-ashucbrc damaged and destroyed by the earthquake in 2008. Theproposed route is a part of Muzaffarabad-Athmugam road.

In its present location, design, constsuction and condition of maint,enance the existing road willrepeatedly self-distuct at numerorb locations during the current and subsequent Monsoon seasons.Unless several major changes in locatioq design, and constnrction are accomplishd and a sustainedprogram of proper and timely maintenance is achieved, the annual and cosdy efforts at piecerneal,open-ended recorstruction which has characterized the project to date will continue indefinitely.Furthermore, the current typical p:actices of undercutting of landslides, indiscriminate r;6o35ting ofexcavated soil and rock and inadequate drainage and erosion contol will have a progressivelyincreasing, long+ernr, advers€ economic and social impact.

Therefore, it is proposed that a decision for the inprovement of alignrnent and landslide protectionfrom ChellaBandi to Patila Road excluding proposed two trrnnels should be considered forundertaking to enhance the economic impact of Wo tmnels and the overall impact on the regionaleconomy.

L2

TABLE OF CONTENTS

Chapter l. Introduction

1.1 Project Backgrounds and Objectives

1.1.1 Project Backgrounds...

1.1.2 Objectives

Outline of the Project

1.2.1 Chella Bandi to Patika Road .. . . . . . . . . . . . . . . . .

Work Plan

1.3.1 Main Activities of the Assignment

1.3.2 Schedule of Deliverables

1.4 Organization and Staffing

L4.I Team Organization

1.4.2 Staffing

1.4.3 Work Assignment Schedule

Chapter 2. Technical Approach and Methodolory

2.1 Conceptual Flow of Work

2.2 Objectives of the Study 12

2.3 Methodology for Pre-Feasibility Study L2

2.3.1 PreparatoryWork... . . . . . . . . . . . 12

2.3.2 Data Collection and Site Reconnaissance 12

2.3.3 Socio-Economic Study

2.3.4 Economic Study on Agriculture, Forestry, etc. ................... . . .

2.3.5 Traffrc Survey and Traffic Forecasts 14

2.3.6 Signifrcance of the Project 14

2.3.7 Route Selection . . . . . . . . . . . . . . . . : . . . . . . . . 15

2.3.8 Route Refinement . . . . . . . . . . . . . . . . . . 16

2.3.9 Mapping and Topographic Survey .. . . . . . . . . . . . . . . . . . . . . . . 17

2.4 Methodology for Feasibility Study .............. 18

2.4.1 Technical Investigation I . . . . . . . . . . . . . . . . . . . . . . . 18

t .2

1.3

I

I

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z

3

J

3

5

5

6

7

l l

I J

13

t3

2.4.2 Prel iminary Road and Tunnel Design (Stage D .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.4.3 Technical Investigation II ..................... 20

2.4.4 Preliminary Road and Tunnel Design (Stage II) .............................. 2l

2.4.5 Project Evaluation .. . . . . . . . . . . . . . . . . . . 22

2.4.6 Implementation Program 23

2.5 Methodology for Initial Environment Examination (IEE) 23

2.5.1 IEE Process 23

2.5.2 Kick off Meetins .. . . . . . . . . . . . . . . . . . . . 25

2.5.3 Scoping Study .. . . . . . . . . . . . . . 25

2.5.4 Initial Environmental Examination ................... 26

2.5.5 Description of the Baseline Environmental Conditions 27

2.5.6 Prediction of Imoacts 27

2.5,7 Evaluation of Impacts 27

2.5.8 Mitigation, Management & Monitoring 28

2.5.9 Final IEE Report . . . . . . . . . . . . . . . . . . . . . . 30

Chapter 3. Site Reconnaissance

3.1 Introduction 31

3.1.1 Desk Study 31

3.1 .2 Site Recoruraissance Trip 31

3.1.3 Geological / Geotechnical Field Survey 32

3.2 Chella Bandi to Patika Road .. . . . . . . . . . . . . . 33

3.2.1 Description of Existing Road 33

3.2.2 Geology Along the Existing Road ..............-. 35

3.2.3 Landslide 37

3.2.4 Alignment

3.2.5 Anticipated Tunnel Portal

3.2.6 Pavement

3 .2 .'7 Retaining Structures

3.2.8 Bridees... . . . . . . . . . .

J - J

II

42

46

48

48

50

General Comments and Recommendation 53

3.3 .1 Genera l Comments . . . . . . . . . . . . . . . . . . . . . . 53

3.3.2 Location of Route Corridor.. . . . . . . . . . . . . . . . . . . . 54

3.3.3 Road Alignment 54

3.3.4 Road Design 55

3.3.5 Road Construction .. . . . . . . . . . . . . . . . . . 58

3.3.6 Maintenance 58

3.3.7 Recommendation for Drainage Protection of Unstable Area .......... . 59

Chapter 4. Traffic Analysis

4.I Overview of Traffic Analysis 63

4.1 .l Objectives of Traffic Analysis 63

4.1.2 The Proposed Roads and Road Network of Muzaffarabad .............. 63

4.2 Survey and Analysis of the Current Traffic Conditions ....... . ........... 65

4.2.1 Overview of Traffic Survey 65

4.2.2 Description of Traffrc Survey 65

4.2.1 The Result of Street Traffic Volume Survey 68

4.2.4 Survey Results of Intersection Tuming Traffic Volume ......................... 80

4.2.5 Analysis of Level-of-Service for Street 86

4.2.6 Analysis of Intersection Level-of-Service.. 90

4.2.7 Survey Results of Road Side O/D interview 98

4.3 Traffic Demand Forecast 101

4.3.1 Approaches to Traffic Demand Forecast 101

4.3.2 Socio-economic lndicators & Forecasts I02

4.3.3 Traffic Demand Forecast of the Project Route 109

4.3.4 Calculation of Number of Lanes and Capacity for the Project Route ........ 113

Chapter 5. Field Survey for Engineering Design

5.1 Topographic Survey

5.1.l Khori Land Slide Tunnel

l l9

119

IC

134

t34

134

141

143

168

180

5.4

5.5

5.2 Procurement of Satellite Imagery with DEM

5.2.1 Introduction

5.2.2 Remote Sensed Satellite Imases

5.2.3 Satellite Imagery & DEM

5.2.4 About GeoEye-1

5.2.5 lm Contour Topo Map Produced by Geo-Eyel Satellites Dem

5.3 Geology & Geotechnical Survey

5.3. 1 General Geological Description...,..,

5.3.2 Chella Bandi - Patika Road Tunne|.........

Meteolog5r and Ilydrology Survey.............

Construction Material Survey.............

Chapter 6. Route Alternatives

Related Projects around the Study Area 183

6.1.1 West Bank Bypass Project 183

6.1.2 Patrind Hydro-power Plant Project .......-........... ...... 186

6.I.3 Muzaffarabad-Athmuqam Road Project 187

6.1.4 Road Network of Muzaffarabad......---........... 188

Tentative Design Standards f90

6.2.1 Review of Design Criteria 190

6.2.2 Functional Classif icat ion of Road and Design Speed... . . . . . . . . . . . . . . . . . . 190

6.2.3 Geometric Design Standards .. . . . . . . . . . . . . . . . . . . . . . 191

6.2.4 Cross Section Elements 191

Alternatives Preparation and Preliminary Route Selection .............. 193

6.3.1 Basic Concepts for Alternatives Preparation 193

6.3.2 Methodology of Preliminary Route Selection 195

Route Selection of Chella Bandi to Patika ............. I91

6.4.I Description of Route Altematives ............... 197

6.4.2 Major Control Points of Route Selection 199

6.4-3 Preliminary Route Selection ......... 212

t J )

t37

140

141

6.1

6.2

6.3

6.4

Chapter 7. Preliminary Design of Access Roads

7.1 Earth Works ...

7 .l .1 Cross Section of Access Road

7 .l.2 Earth Works

Chapter 8. Tunnel Design

8.1 General

8.1.1 Salient Features ofTunnel

8.1.2 Case Study on Existing Tunnel in Pakistan

8.1.3 ExcavationMethod

2r52t5

2t5

_ 7 .2 Pavement Works ......... 217

7.2.1 ComparisonofPavementType Zl7

7.2.2 Design Criteria for Pavement 218

7.2.3 Design of Pavement Layer 2lB

7 .3 Drainage Works ...... . . . .. 223

8.2

8.3

Typical Cross section ofTunnel

J '<

225

226

227

228

232

233

234

237

241

266

266

266

270

272

272

274

277

279

281

28r

Rock Mass classification

8.3.1 Geotechnical Unit (cTU)

8.3.2 Rock Mass Types (RMT)

8.3.3 Rock Mass Behavior Types (RBT)

8.3.4 Excavation classes (ECL)

8.4 Excavation method

8.4.1 Outline

8.4.2 Classification of excavation method

8.4.3 Muck removal

8.5 Tunnel Support

8.5.1 Tunnel Support types and main functions

8.5.2 Shotcrete

8.5.3 Rock Bolt

8.5.4 Steel-rib

Blasting8.6

8.6.1 Inffoduction

t7

8.7

8.6.2 Blasting method classification 281

8.6.3 Cut blasting method comparison 283

8.6.4 Explosives 283

8.6.5 Solution ofblasting pollution 288

Auxiliary construction method 290

8.7.1 Classification according to reinforcement purpose 290

8.7 .2 Tunnel crown stabilization 294

8.7.3 Stabilization of Tururel Face 298

8.7.4 Applied auxiliary method .................... 299

Waterproofing and drainage ..................... 300

8.8.1 Waterproofing 300

8.8.2 Waterproofing of open cut tunnel 304

8.8.3 Drainage during operation....... . . 305

8.8.4 Drainage during construction 307

Inner concrete l ining and open cut tunnel ............ -.. 309

8.9.1 Introduction 309

8.9.2 Decision of placement time and thickness 3l I

8.9.3 Main turmel design criteria 312

8.9.4 Open cut tunnel(portal) sections design criteria 313

8.9.5 Lining construction ................ . . 314

8.10 Portal design 316

8.10.1 Introduction 316

8.10.2 PortalArea'sproblem 317

8.10.3 Design criteria ....... 317

8.1I Tunnel Excavation Facilities 319

8.11.1 BasicPolicy 319

8.11.2 TunnelDisasterPreventionPlan.................. 319

8.11.3 Plan for Major Disaster Prevention Facilities.. 325

8.12 Venti lation Plan ............... 326

g.12.1 Out1ine............ 326

8.12.2 Design Procedures ..................... 32'1

8.8

8.9

/8

8.12.3 Venti lat ion System Classif icat ions... . . . . . . . .

8.12.4 Comparison of Available Ventilation Systems

8.12.5 Venti lat ion System Application .. . . . . . . . . . . . . . .

Chapter 9. Bridge Design

9.1

9.2

9.3

9.4

328

329

330

33r332

333

334

334

JJ+

335

336

337

3 t I

338

Des ign Concept . . . . . . . . . . . . . . . . .

Bridge Design Process

Bridge Location

Design Criteria

9.4.1 Clearance of Bridee

9.4.2 Usaee Standard for Materials

9.4.3 Design loads and load combinations . . ........ . . .

9 .4.4 Design Method

9.5 Bridge Design

9.5.1 Type ofapplicable bridge

9.5.2 Chella Bandi - Patika Road

Chapter 10. Economic Analysis

10.1 Overview of Economic Analvsis

l0.l.l Economic Analysis Procedure

10.1.2 Economic Analysis Method

10.2 Costs Evaluation

10.2.1 Concept ofCosts

10.2.2 Costs Evaluation Details

10.3 Benefits Evaluation

10.3.1 Benefits Evaluation Details ................

10.4 Economic Analysis

10.4.1 Results of Economic Analysis ...............

10.4.2 Results of Costs and Benefits by Year

10.5 Sensitivity Analysis

10.5.1 Overview of Sensitivitv Analvsis

341

341

342

343

343

343

346

346

353

353

354

357

357

358

lq

10.5.2 Result

Chapter 11. Conclusion and Recommendation

I 1.1 Conclusion

11.2 Recommendation

Appendix: Drawings

a

Chapter 1. Introduction

1.1 Project Backgrounds and Objectives

1.1.1 Project Backgrounds

Azad Jammu and Kashmir (AJK) is mainly comprises of hilly/mormtainous terrain particularly t}le

northem part have steep sloping lofty mountain peaks. The main inter-District and some sub divisional

roads have to traverse over quite high elevations / peaks which remain covered with snow in the winter.

Moreover, fragile geological formations along some routes are constantly threatening for huge

landslides and debris and mud flow. Closure of these main roads in the winter and during persisting

rainfall is one of the root causes of poveny, illiteracy and socio-economic development of this region.There is also immense potential ofcultural exchange and tourism developmant in AJK through Neelumvalley with Gilgit & northem areas. But very peaky mountairs between these two areas are still denyingroad access to connect these areas direcdy with AJK. Construction of road turmels is one of the mostappropriate techniques not only to overcome these problems, but also to minimize total fianspofi costleading to overall economic development in the concerned region

There is a huge potential of road tunneling to cut short distances and minimizing traveiing cost onAJK road network and provide safety to life and property.

Howwer, to begin wit! nvo (2) sites to avoid land slides hazards are identified under this projecr,

feasibility of these sites has to be ascertained under this project to achieve the objectives ofsocioeconomic and tourism development of this region by having all weather roads with minimum totaltransport cost between the cormecting destinations and to provide safety.

With respect to landslides hazard, two (2) sites are included in this scheme. The two (2) sites areLohar Gali Landslide on Abbottabad road and Kamsar to Kahori Landslide on Neelum Vallev road inDistrict Muzaffambad.

Salient Features of Kahori Tunnel Sites

Sr,Name of Site

Location(District)

PeakElevation

(R.L)

Approx. RLof TunnelCrossing

Approx. Lengthof Tunnel Remarks

IKahori Neelum

Valley RoadMuzaffarabad Land slides

tunnels2500-3000 ft. 4-5 KIn

Land SlidesHazards

Kamsar to Kahori landslide and f,rther to Patika area with constrantly thrcatenibg landslides result inaccident and loss of life and goods every year. Therefore, a tunnel in 4 kn length is anvisaged to avoidthe accidents and to provide all-weather corurection.

Pre-Feasibilitv and Feasibilitv ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

I.,:; PRE-FEASIBILITYREPORT

1.1.2 Objectives

Closure of main roads during persisting rainfall is one ofthe root causes poverty, illiteracy and socio-

economic development of this region.

To provide all weather elficient and teliable road communication for Neelum valley for its socio-

economic and tourism dwelopment, constuction of road tunnels is one of the most appropriate

techniques not only to overcome this problenr, but also to minimize total transport cost leading to

overall economic dwelopment in the concemed region

1.2 Outline of the Project

With respect to landslides hazard two (2) sites are included in this scheme. The two (2) sites are

Inhar Gdi Landslide on Abbottabad road and Kamsar to Kahori Landslide on Neelum Vallw road in

Distict Muzaffarabad.

l2.l Chella Bandi to Patika Road

The road connecting Chella Bandi with Kalrori Bridge, the sterch in which the proposed tunnel will

be locatd is part of the main road connecting Muzatrarabad (Capital of AJK) with Neelur4 the Distict

of AJIL The langth of road from Chella Bandi to Kahori Bridge is about 12.5 km running along the

bank ofNeelum River. This is a two lane road but is not in good condition The road is used by all kinds

of public and private t'affic. The density of traffic on this road was noticed to be moderate during tlre

site visit.

The mad was followed northward where several large landslide scars could be seen on the slopes.

Whilst most of the landslides ap'peared to be shallow debris avalanches. They had considerable surface

area.

Most of the length of Ore road between Chella Bandi and Kahori Bridge is subjected to frequent

landslides during monsoon season blocking the flow of traffic on the section sometimes continuously

for two to thnee days. In order to overcome these frequent long intenuptions, it has been proposed in

RFP to have a nrnnel of 4 to 5 kn length between these two destinations bypassing the landslide

affected stetches of the road to pmvide an improved all-weather link betrveen these two destinafions. It

was however observed during the site visit that as an altemate to a long tunnel in ttris stretc[ the

ptovision of galleries in the affected stetches to avoid the intemrption in the road traffic due to

landslides, coupled with other slope protection measures, shall also have to be examined.

The project area falls within Seisrnic Zone-4 as per IIBC 1997 (most swere zone). Landslides in

some offhe stetches caused by the eardrquake ofOctober 2005 are still visible.

I Chapter l. Intrcrtiuction

The poposed road trumel is located at

Chella Bandi to Patika roa4 distict

Muzaffarabad. The main water body of the

area is River Neelum that meets River Jehlum

making junction at Domel, which is linked

with Distict Neehnn (Kel, Shormter and

Rattu) by metaled and fair weather road.

\

I

n

I

1.3 Work Plan

1.3.1 Main Activities of the AssigDment

There may have to be some flexibility in the timing of field work depending upon the project

conunencement date. The constraint on the conmencemelrt of the fieldwork is the completion of the

desk study. The Consr tants have scheduled the fieldwork only after the desk study is completed so the

field team can use the collect€d dat4 mapq etc to their best advantage. Following the fieldwork there

would be period of office based work in order to conpl*e the Field Work Report.

The selection of humel alignmentq portal locations, erc. would corlmence after zubmission of the

fieldwork report to ensure tlrat all parties including the consultant's project team have access to tlre data

Following an agreement in principal regarding the two or three tunnel options, the schematic plans and

drawings would be prepared to allow a comparative cost estimate ofthe options to be made.

1.3,2 Schedule of Deliverables

The deliverables which me proposed to be provided during the Pre-Feasibility Study and Feasibility

Study are detailed as below. The Consultants have also indicated the typical contents for each although

it is possible there may be some variability depending upon the tunnel in question. Delivery dates ae

indicated on the programme presentod.

Schedule of Deliverables

Stage Deliverable Typical Contents

Inception Inception Report

rMethodology with regards to the specifictunnel site.rConfirmation of staffing inputs.rConfirmation of programme.

Pre-Feasibiliry and Feasibility Study of Two (2) Nos. Tunnels with Realignment ofRoads in AJK.

Pre-Feasibility

Pre-Feasibility

Reconnaissance Report

rPrevalent site conditions including anychanses since initial visit.

rAcce-ss constraints.rLogistics for Field Work.

Topographic Survey oResults of sunrey in ACAD or ARCView Format.

Field Work Report oDraft. . Preliminary engineering geologicalmaps/plans.

Interpretive

GeologicaVGeotechnical

Report

.Summary of the desk study.

.Satellite knagery.rFinal Preliminary engineering geologicalmapVplans.

rldeirtification of seohazards and recommendationsfor tunnel portal areas and link access roads.

rldentification of areas of complex or difficultsround for tuffieling.

o'Recommendations for fuither fieldwork andground investigation.

Pre-Feasibility Report rSummary of the work undertaken and findingsof the fieldwork.

.Findings of the Soil and ConsouctionMaterials Sources Assessment.

oFindings of the Traffic Survey and socio-economlc survey.

oFindings of the Seismic Hazard RiskAssessment.

.Presentation of two or three tunnel alignment

three options.

Feasibility

Topographic Survey.Resule of survey in ACAD or ARCViwe FormatoPresentation of base line environmental dataincluding physical, biological, socio economicand cultural information.

IEE Report

rResults of any field tests carried out.rldentification of Environmental impactsduring construction and operational stages ofthe proiect.

.Enviroilnental Mitigation and Management Plano Environmental monitoring plan.

Draft PC-l

.Description and justification of project

.CaDital cost estimatesrDehand and supply analysisoEconomic analysis

Feasibility RePortoFindings of additional fieldwork carded out atFeasibilitv Staee.

.Developrirent ind application of a rock massclassification system.

'l

+ nnels with Realignment of Roads in AJK'

Chapter l. Inhoduction

1.4 Orgxnuttion and Stafring

1.4.1 Team Organization

The Chunil & Saman joint ventue office in Muzaffarabad and local parher Prime Engineering &

Asif Ali are resoonsible for the orsadzation and execution ofthe field works.

Study Team

based in Korea

Home Office Support

StudyTearrOffice MuzaffarabadExpatiates & Locals

Study Team Local

Office Muzaffarrabad

Support for field wo*s

The Consultants proposed team strucnrre is shown as an organization chart.

Members of the proposed team for the project include a number of specialists who have worked

together and participa'ted in similar pre-feasibility and feasibility lwel shrdies.

The Study Team are firlly familiar with the requirernents of major feasibility studies to the

intemational standards-

Azad Government of the State of Jammu & Kashmir

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

PRE.FEASIBILITY REPORT

1.4.2 Staffing

The Study Team is composed of the following experts of Chrmil Engineering Consultants Ltd and

Saman Coryoration and PakisAn local support staff:

CEC & SC Staffs Position Name

r Proiect Director Kyung- Bum Shin P.E-

o Team kader / Civil Engineer Young- Han Park P.E.

r Geotechnical Exoert Oh- Hyun Kwon P.E.

r Geotechnical Eneineer Hyoung-Sup Kim

o Truurel Soecialist Kyoo- Bong Jung P.E.

o Turmel Eneineer Chul-Sung Park

r Engineering Geologist Yong- Kyu Chung P.E.

r IEE Expert Taek- Ho Kim P.E.

. Structural Ensineer Won- Sub Jane P.E.

o Higlrway Engineer Deok- Gon Kim P.E.

o Highway Engineer Sane-Wook Park

. TransDort Economist /Traffrc Ensineer Cheol- Gyu Eun P.E.

. TransDort Economist /Traffic Ensineer Sans-Chul Lee P.E.

Local Staff Position Name

r CEO of Prime Engineering Consultants Amir A. Ghori. P.E.

o Survey Specialist Israr Muhammad

r Survey Specialist Shair Azam

o Senior Geologist Shokat

r Junior Geolosist S. K. Waaar Rabbani

r Junior Geologist M.Shazad. Waris

r Junior Geologist Muhammad Nasir

I

l

6 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter l. Introduction

1.4.3 Work Assignment Schedule

For the irplerrentation of the work assignnent by the Study Teanl total 42.2 man-month inputs

shall be made by the Chunil & Saman expatriate experts and total l2.l man-months inprns by the local

staffs as follows:

Staff TifleMan-Month

Field Home Office Total

Expatriate Experts

Project Director 1 .0 I . t , 2.0

Tean Leader / Civil Engineer 4.5 5 .0 9.5

Geotecbnical Expert 1.5 ,1 < 6.0

Tumel Specialist 3.5 J - f'7.O

Highway Engineer 3.0 3 .5 6.5

Transport Economics / Traffic Engineer 0-7 5.0 5.7

Stuctural F.ngineer 1.0 4.5 5.5

Total 15.2 27.O 42.2

Local Staff

Senior Geologist 2.7 2 ;7

Junior Geoloeist ) 1 2.7

Junior Geologist 2.7 2.7

Surveyor 2.0 2 .0

Surveyor 2.0 2.0

Total 12.1 12. l

Grand Total 27.3 27 -0 54.3

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

doEXPATRIATE STAFFING SCHEDULE

WORK IN PAKISTANWORK IN KOREAFLEXIBLE WORK SCHEDULE IN KOREA

Iv7'"v77V)

Staff Title Name2009 2010 Man-Months

6June

7July

8Aus

9Sep

l0Oct

l lNov

t2Dec

IJan

2Feb

J

Mar4

Aprf

MavMZDOffice

HomeOffice

Total

Team Leader Young Han Park m4.5 5.0 9.5

Geotechnical ExpertOh Hyun KwonHyung Sup Kim

I @t .5 4.5 6.0

Tunnel SpecialistKyoo Bong Jung

Sung Chul Parkm

J . ) J . ) 7.0

Highway Engineer Deok Gon KimSang Wook Park

777723.0 3.5 o.J

TransportEconomics

Cheol Gyu EunSang Cheol Lee

I T w m 0.7 5.0 J . t

Structural Engineer Won- Sub Jang 7^ 1.0 4.5 ) . )

Proiect Director Kyung Bum Shin I t1 .0 1 .0 2.O

Reporting+

Inception Report I

PRE-FEASIBILITY AND FEASIBILITY STUDY OF LOHAR GALI & KAHORI TIINNELS WITH REALIGNMENT OF ROADS IN AJK

WORK PLAN

DESCFIPTION /ACTWTTY

Fl.rl+;"J*.!,']F ' t

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2.2 Objectives of The Study

The objectives of the study of Pre-Feasibility and Feasibility Study of Two (2) Nos. Tunnels with

realignment ofroads in AJK are:

To assess economic and technical feasibility of the Project and carry out comprehensive evaluation of

the hoject, based on the three main iterns of studies as follow:

E Socio-economic Data and Their Analysis

With due effect of new flrnnel constuction on the increased overall economic activities in the

influence zones in future as well as any possible effects of future ptojects in nearby are leing taken into

account.

E Traffic Data and Their Analysis

With the effecl of new tunnel constuction and resulting increased demand of taffic in and near the

Prcject area being taken into account

O Preliminary Road & Tunnel Desig! and Cost Estinate

Taking due consideration on technical diffculties such as steep topography, unfavorable geology, hard

rainfr[ erc. foreseenable in the Project implemenation.

2.3 Methodology for Pre-Feasibility Study

2.3.1 Preparatory \Vork

Prior to the mobiliztion and dispatch of the Study Team to Pakistaq the following preparatory work

has beor completed by the Srudy Team:

r Collection ofdaa and previous reports related to the Project

r Preparation of questionnafes

o Preparation ofwork schedule

2.3.2 Data Collection and Site Reconnaissance

The Study Team will collect data and information necessary for the study and carry out a review on

these items. In parallel with these activities, the Study Team will conduct site reconnaissance on the

Proiect site to familiarize themselves with.

I:

12 Pro-Fcasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

Chapter 2. Tecbnical Approach and li.Iethodology

2.3.3 Socio-Economic Study

Socio-economic data are the basis of confirming the necessity of estimating future traffic volume and

the development effects to be derived form the proposed Road. Analysis of socio-econonic frame work

concems mainly with the following items:

o Distribution and tend ofpopulation

o Trend ofgross regional product by sector

o Trend oferrployment by sector

. Export and irnport by conirnodity

o National development programs by secor such as agriculture, forestry and transportation

r Ongoing and fuhtre programs on rellional development

r Determination of influence zonc

. Zoning

Based on the analysis of data collected, possible future development plals, etc. firture projection of

socio-economic fi'ame work within the area !o be studied will be developd as for population, numbers

ofemployees, amount & quantity ofproduction, income, number ofvehicles retained etc.

2,3.4 Economic Study on Agriculture, Forestry etc.

This str:dy is cafried out in order to obtain basic data to estimate development benefit due to

agriculttual, forestry and other development that will become possible due to the tururel constuction.

Some large amount of development benefit will defnitely accnre, occupying some Iarge portion of the

total benefit derived from the road construction itself, in addition to the road users benefit.

The items to be studied will include as follows.

Quantiy of agriculhre production

Producer's (loco) prices of agricultural products

Production costs &reclamation costs

Present usage of land

Topogpphy & soil conditiors

Planning of future land usages

Forecasting of future production

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Twrnels with Realignment of Roads in AJK. 13

FINAL FEASIBILIry REPORT

(Similar study will be conducted as for foresty and other possible industrial development to be

anticipated in the Project area),

2.3,5 TraIIic Surveys and Traflic Forecasts

E Traffic Surveys:

The following traffic surveys will be conducted to det€rmine the present taffic conditions.

o Survey for present traffic facilities

o Traffc volume counts

o Road side O-D survey

e Running speed srnvey

o Road network inventory survey and

r Vehicle operation cost suw€y

E Traffic Forecasting:

The futr:re traffc volumes will be estimated taking the following iteins into consideration

o Undersanding on & grasping oflocal economic issues '

o Understanding on & grasping ofuansporhtion issues on local economy

. Futr{e prospects oflocal development projects, including projects already wrder way

. Future prospocts oftransportation projects, including projects aLeady under way

o Opinions and intention ofofficer in charge oftransporhtion planning

Traffic forecasting procedures generally include:

. Forccast oftaffic ganeration and attraction

o Forecast of futurc O-D tables and

o Classification and assignmant of futr.ue n-affic

2.3.6 Significance of the Project

The sigrificance of the Project implementation is going to be skessed by studying dre following merits

of rather unquaatitafive nafife.

. Developm€nt stategy ofnational road network

o Impact ofroad conskuction on regional development

o Reduction ofeconomic disoadties

I

14 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 2. Technical Approach and Methodology

2.3.7 Route Selection

Conceivable route alternatives will be selected on available topographic maps to a scale of l/50,000

360, with the following work items included:

E Study on design standards

Tentative desrgn standards for road and fimneV bridge will be established rn dre light of standards

applied intemationally such as AASIITO, Korea Road Standards erc.

O Study on route selection

The objective of this shrdy is 1o carry out preliminary route selection among conceivable route

altematives for turmels on topoga.phic map (scale 1/50,000) and satellite imagery. The work items

included in this study are as follows.

. Preparation of conceivable route altematives

On the basis of field recormaissance and taking present and fttw€ socio-economic activities and

dwelopment plars into account, conceivable route altematives will be prepared on topographic rnap to a

scale of l/63, 360 and satrellite imagery.

0 Landslide investigation

In order to identify the possibld existing locations of large-scale landslides as the major & possible

control poinfs for route selection, landslide specialist, after int€rpreting the satellite imagery presently

availablg conducts geological investigation on foot in order to confinn, the following items.

r Distribution of soils & geology

r Location offaults and possible slides in large scale

o Location and distribution ofuncemented deposits

r Location and extmt of erosion and sedimentation alone riv€rs

E Approximate cost estimate

An approximate estimate of consfruction costs for each conceivable route altemative is to be maoe as

for the cost comparison purpose, based on the cost per a linear l<rn of similar project in Pakistan.

O Selection of preliminar5r route alternatives

The alternatives are to be mmpared with respect to the following items in order to determine

preliminary routg through discussion with the client.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads ir AJK- l5

FINAL -FEASIBILITY REPORT

r Economic viewpoint

- Corshuction Cost

- Maintenance Cost

o Technical viewpoint

- Asswned landslide during conshuction or in future

o Fua[€ road network plan

o Socio economic viewpoint

- Funre development plan

- Econornic impact to be induced

2.3,8 Route Relinement

The objective of this study is to refine the preliminary roule by using topographic map and o select

optimum route for further road and tunnel design works. The work itenrs io be included in this study are

as follows.

E Establishment of Design Criteria:

The sUrdy team will establish ihe design criteria to apply in the Study, in due consideration of future

tr.affic volume, rcquirenrent ofthe project road and the design criteria of the existing road in Pakistan.

The principal design critmia will include the following:

. Roadway eleraents;

Design speed, lane width, shoulder width, number oflanes, gradient, horizontal and vertical alignment,

pavement composition (tentative) etc.

o Loading conditions for bridge & stuctures

Shtdy on tumel and other works and related road works. Design elements of road and hurnel will be

scrutinized as for

o Turnels & oiher works:

- To determine locatiors of urmels required

- Fmdamental design of turmel, ventilation and other facilities

- To estimate work quantities

I

I

I

Study ofTwo Nos. Tunnels with Realignment o

Chapter 2. Technical Approach and Methodology

I e r Road Works:

- To determine locations ofroad where widening, raising etc. are required

- To determine prelimimrily pavement design

- To detennine drainage including cross pipes & pipe (or box) culverts

To determine other stucture such as rctaining walls, river raining or bank prot€ction

: - To estfunat€ v/ork quantities

tr Optimum route selection

Preliminary route selected will be refined takmg mainly the following technical control poinb inlo

, u"ao*t.

; . Location oflandslides and talus deposits

' . Location of turmels

, . lncation ofbridges

o High water level ofrivers' o Esablished design criteria

I o Geological conditions

' Cost estfunate, consi5ting of construction costs, naint€nance, land acquisition costs erc- is to be made

' for the respective altemative by using cost daa of similar project

The optimum route will be selected taking inlo account the technical, economical and socio-economic

aspects.

After the route refinement, the optimum route will be delivered to the survey team who will

comple,rrent topographic maps.

' 2.3.9 Mapping and Topographic Survey

, The Mappmg Grorry will conduct following surveying work, after respective order for surveying is' issued by the Road Planning Grory.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. t7

FINAL' ^. .-FEASIBILITY REPORT

2.4 Methodology for Feasibility Study

Main work items in the Feasibility Study will include;

E Technicallnvestigation-I

E Preliminary Road & Tunnel Design (StageJ)

E Tecbnical Investigation-Il

E Preliminary Road & Tunnel Design (StageJI)

O Project Evaluation

E Preparation of Implementation Schedule and

D Conclusion & Recornmendation

2.4.1 Technicallnvestigation-I

This work item consists of meteorological, hydrologicat riverbd seismic investigation and soiV

nnterials investigation.

O Meteorological data collection

Rainfall, wind velocity and temperatue daa recorded at the meteorclogical observatories located

closely to the Project area will be collected to establish design condition such as rainfall inteffity,

snowfrll (ifany) required for the desioing ofdrainage system of the road, thermal effects and wind load.

O Hydrological Investigation

This investigation mnsists of two items of studies & investigation as follows:

- Investigation as for traces ofold floods, or hearing the merrory of old pmple at the bridge sites erc.

- Collection ofriver flow data at flow gauging stations in (or near) the Project area, or calculation of

possible flood based on rainfall data etc. obtained fomr data collection as stated in meteorological

daca collection.

E River bed investigation

The purpose of riverbed investigation is to obtain as much stability of the nver bed and bank after

completion of the Project (structur€s), both against erosion and sedimentation, so as to bring about long

and srsured lives of structures and roadwav.

E Seismic Studies

A complete review analysis of published data, research work carried by various national and

intemational agencies, will be carried out io arrive at an acceptable gound acceleration and remedial

I

(

18 Pre-Feasibility and Feasibility Study ofTwo (2) Nos- Tunnels with Realignment of Roads in AJK.

measure for slope stability.

D Soil/lltaterials fnvestigation:

The objective of this investigation is to provide required soiVrnaterials data along the project rout€ an{i

at borow pit and quarry site for further preliminary road and turmel design work.

The study Gam will carry out the survey of the construction mat€rials for ernbankrnent as well as forpavement and shuchlres. Location of quames shall be properly identified and marked. A chaptermvering naturally occuring construction nnterials such as fill, agg€gates, sands etc, as well as thernanufactrued materials such as asphalt, cemen1 reinforcing steel shall be include.

2.4,2 Preliminary Road and Tunnel Design (Stage I)

After dre design criteria and design mnditiors are confirmed based on snrdy results of technicalinvestigation-I prelimirury road and turmel design will be conducted with the use of topographic map ofl/1000 scale.

D Alignment design:

The vertical and horizontal alignment will be elaborated based on the following surdies.

. Height ofcut or fill slope

. Stability ofcut or fill slope

o Balance ofearthwork volume

o Estimated high-water level and requfu€d height ofstuctures

E Pavement design

The pavernent will be designed according to the criteria on the estimated fuhue tmfEc volume andsubsoil survey results.

Tunnel Design

The turmels will be selected based on the pre-Feasibility snrdy for firther detailed andaugmented topographic survey of portal areas and accass roads, refnement of GeologicalMapping along the selected alignment

Rock classification in tem of GTU, RMT & RBT and adjusted preliminary Design of numelswith services & utilities and major components of the tunnel-

tra

\

FINAI FEASIBILITY REPORT

E Bridge Design

In the light of desip crituia and conditions, type of bridge & span distribution will be refined and

standard bridge type for short span bridges will be established, based on the use of topogaphic map of I :

1000 scale.

The supentuctr,ue and substruchue of the long span bridges and standardized strort span bridges will

be scrutinized.

E Drainage facilities Design

On the basis of ihe results of hydrological investigatio4 cross dminage stuctwe including inlet and

oudet treatnent and type of side ditch will be desigred.

Roadway shuchrre such as retaining wall, slope protection work, riverbank protection wolk etc. will

be designed taking into account the following aspects.

r Soil condition

o Terrain

r Availabilig of local materials

r Structural stability

r Erosion ofbanls, ifany anticipated

E Design Drawings

Preliminary desip drawings consist of as follows.

. Standard crDss section

. Plar& profile

. G€ntral view oftunnel

. Standard drawing ofretaining wall, culve4 slope Fotection, sideditch

o Feasibilities drawing such as t'affic line, traffic sign etc.

2.4.3 Technicallnvestigation-Il

Technical investigation-tr is fie1d investigation for proposed route alignment in steep te[ain areas,

which will be conducted by the team of surveyor and Highway Plarurer.

Highway Planner will pinpoint the area which might require field check on foot of the proposed

alignment by the previous study (Preliminary Road &Tunnel Design, stage-I). And Suweyor will

conduct cengering and cross-sectional survey in steep terrain areas to be checked by the Highway Plarmer.

2.4.4 Preliminary Road and Tunnel Design (Stage II)

E Review of Preliminary Design

On the basis of the results of technical investigationJl, preliminary design will be modified, if

necessary with respect io vertical andlor horizontal alignment and cross section design.

D Quantities Calculation

Based on the resglts of preliminary design, work quantities will be estimated on work (or pay itern)

basis.

fl Construction Sequence, Method and Schedule

Because of geogp.phical remoteness of the Project and much difficulties to be anticipated even in

access to the Project site especially in the initial period ofconstuction, the Study Team has !o pay much

attention to the sequance, method and schedule of constmction, so as to bring about general economy il

construction For this purpose, the Sn-rdy Team will review say for irstance, some measrres such as:

. Standardization ofshort (and middle) span bridge, to save construction period

o Apprcpriate apportioning ofconstruction sections to make their progress optimum and

o Use of local malerials (sands & stones) as much as possible, etc.

E Cost Estimate

The preliminary cost, which will comprise constuction cost, maintenance cost, land acquisition and

compensation cost will be estimated in accordance with the outcome of the preliminary design and the

construction method.

o Construction Cost:

The constucXion cost will be assessed by summing up the respective cost elements of equipmen!

materials and labour.

The cost breakdown is to be pfepal€d for the rnajor work items. The general expenses and the

contingency reserves will be estimated by referring to those of similar projects in Pakistan and abroad and

to the trend ofthe prevailing inflation rate.

2L

FINAL.,II , FEASIBILITY REPORT

. Maint€nance Cost:

The maintenance cost will include maintenance and repair cost for rcads and turmels, overlay cost in

consistence vr'ith the future tzffic increase and cost due to possible landslides anticipated.

r Land Acquisition and Compensation Cost:

This cost is estimated based on approximate area of land acquisition and number of houses to be

removed due to the project imple.mentation.

o Engineering Cost:

A certain appropriate percentage to the constuction cost.

2.4.5 Project Evaluation

The project will be evaluated fiom the aspects of viability in the Iight of mrsnuction cost, economy

and finance.

E Economic Evaluation

The evaluation indexes of economic benefit cost ratio, economic intemal rate ofretum and net pres€nt

value will be calculated and ernployed for the justification of the project.

The economic cost will be the financial cost minus fansfer payment like taxes. The economic benefits

will come from saving of vehicle operation cost and time saving cost of passengers plus development

benefits due o possible increase in primarily, agricultural and foresty production.

O Social Impact and Development Impact

The social and development impacts will be sh:dies separately from the economic evaluation.

Social Impact and Development Impact:

The social and the development impacs will be shrdies separately form the economic evaluation.

E Financial Evaluation:

The financial cost including taxes and duties, will be capitalized to the present value, which will cover

all the costs arising from the detailed desigrl constuctiorl land acquisition, compensation, constuction

supervision and any other experses related to the project.

t

22 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 2. Technical Approach and M,-thodology

2.4.6 ImplementationProgramme

, The implementation programme will be prepared fiom practical and realistic vie*point and will

compnse:

, . Description ofthe project (major work iterns with quantities will be clarified)

: t ImPlernentation time schedules

,, o Fund disbursement schedule

: t Organization chart for implementation

\ 2.5 Methodology for Initial Environment Examination (IEE)t

: 2.5.1 IEE Process

r I APPROACH&METEoDoL0GY

, The IEE will require the following activities:

: t Kick-offmeeting with Project Team.

o Obtaining of information including the nmnel description, feasibility shrdy, rcsowc€

requirement, background information, schedule and constuction and operations pmgram to, produce an TFF according to regulatory rcquirements.

,) . Investigation ofregulatory requir€.m€nt.

o Identification of any major issues and in particular tlpse which may have all impact on

plarming; design, consfiuction and operation.

, . Assessnent ofpotential impacts and identification of mitigation measures to rcduce any impacts.

, . Development of an environmental management plan to moniior the implementation of the'

Foposed mitigation measurcs to ensure regulatory compliance.

: t PreParation of final IEE rePort

, Key tasks are described in the following sections; the overall IEE process is shown in the following

: o*'

:

:

I

:

tre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK. 23

'

FINAI - 1[...,-FF.ASIBILITY REPORT

ht)

(]ct)

c)

q)

€

6)

The IEE Process

24 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 2. Technical Approach and I'lSthodology

2.5.2 Kick-Off Meeting

A kick offmeoting will be schedule with client and/or rnanagement consultant to discuss the proposed

program ofactivities based on the methodology described in this document. It is anticipated that the kick-

offmeeting will also be used to collect the following types of information:

o Plarming and design data

. Project description related to constuction and operations

. Resouce requirement during constuction and operations

o Feasibility study for the project

o f,xisting baseline data for the strdy area

r Geophysical investigations for the shrdy area

r Other specific details regarding project.

After the kick-ofr meaing, the field visits will be schedule and will make logistical arrangements for

the subsequent field efforts.

2.53 Scoping Study

Following the Kick-off meeting wi0r client and preliminary data collection task described abovg a

scoping exercise will be underaken in parallel with a regulatory review. The regulatory review will

consider and sunmarize relevant local, regional, national and intemational regulations and criteria

applicable to the project.

IEE scoping is esablished good pa-actice. The scoping process identifies the key issues upon which the

assessment in the IEE should focus and it provides the information necessary for environmental

acceptability of the project and to suggest ways in which poteirtial benefis can be enhanced. Properly

undertaken it ensures a focused and fit for purpose IEE. Once these areas of focus are agreed the most

important potential impacts associated wift the proposed project can be assessed in detail. A srrccessfirl

and effective IEE process is directly dependent upon a core prctocol that entails the following:

. A clear undemtanding of ttre development, including the altemative design concepts that are

available for evaluation and assessment.

o Sufficient undenanding of the physical, biological and social baseline environment of the area

that will be affected by the proposed project - in addition to cunent knowledge.

. A clear mandate for the development of effective mitigation measures and providing an accurate

representation of impacts.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignmert of Roads in AJK. 25

FINAL. FEASIBTLTTYREPORT

2.5.4 InitialEnvironmentalExamination

E Overview

The IEE will be firlly corryliant with the AJK Regulations on EIA/IEE and will include the following , :o Description ofthe proposed project

o kgislative requirement of the projec!

o Description ofthe existing physical, biological and socioeconomic envincnment;

. AssessDeDt of impacts, including a clear statement of sipifcance criteria;

o Recommending mitigation measures to eliminatdminimize or reduce the impacts to aslow-as-

reasonably p:actical (ALARP) levels

o An Environmental Management Plan (EMP) specifying how the commitnents fiom the TFE will

be implernented and monitored during constuction and operations phase.

o An executive sunrmary ofthe above.

El Project Description

The description of fte project forms one of the foundation stones of the IEE process. It will include

information on all aspects of the proposed project and associated support facilities, like:

o Land use ofthe proposed project

o Schedule and planned procedures for design, plarming, constuction and operation ofthe goposed

proJect

o Details ofall infrastuctures necessary to support all phases of the project.

o Resowce use during project activities.

A thorougb project description tied with an accurate description of the baseline anvironmatt provides

the necessary basis for a robust impact assessment for the full project lifecycle. It is essential that

sufficient information is made available by EMS in a timely manner for the project description to be

compiled.

As part ofthe project description data will be gathered on all potential sipifrcant aspect that have their

impact in terms ofdischarge to the different envfuonmental media (air, wat€r and land). The list will be

used as the basis for assessing environrnental impacts from the project and proposing the mitigation

measures.

26 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realigrment ofRoads in AJK.

Chapter 2. Technical Approach anC ivfethodology

. 2.5.5 Description of the Baseline Environmental Conditions

- tr Deektop Studies

.- Deslcop studies are anticipated to be adequate to cover many aspects of the baseline. The available

data of baseline would be coUected tom publishes, non- published docume,ntVreports and if available

and would be reviewed. This desktop study would be used to develop the baseline.

E Assessment of Impacts

Identifl,ing impacts starts in scoping and continues tbrough assessment.

Ev rdo Midgrtn/Enhance

What could hqpenas a consequence ofdoing uitd is

Is it importaf?(Signifrcmce)

What cm be done

2.5.6 Prediction of Impacts

Prediction of impacts is essentially an objective exercise to determine what could potreotially happ€n to

the environment as a @nsequ€nce of the project and its associated activities. The divene nnge of

potential iryacts considered in the IEE process results in a wide range of prediction methods being used

including quantitativg se.rriquantitative and qualitative techniques. It is important to note that iryact

prediction takes into accouDt any mitigation or conhol measures that are part of the project design.

Additional mitigation measur€s aimed at firther reducing predicted impacs will be proposed where

necessary or appropnate.

2.5,7 Evaluation of Impacts

In evaluating the sipificance (i.e. importance) of impacts, the following factors will be aken into

coruideration:

. Impact Severity:

r The severity of an impact is a fimction of a range of consideratioos including irnpact magnitudg

impact duration, iryact extent, legal and guideline compliance and the characteristics of the

receplor/ rcsowce; and

o Likelihood of Occurrence: How likely is the impact (this is a particularly important mrsideration

in the evaluation ofunplarmed/ accidantal events).

Prc-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Rcalignment ofRoads in AJK. 27

FINAI:' . FEASIBILITYREPORT

E Severity Criteria for Environmental Impacts

In evaluating the severrty of environmental funpacts, the following factors will be taken into

consideration

. Receptor/ Resouce Characteristics

o The nature, importance (i.e. is it of local, national, rrgional or intemational importance) and

sersitivity to change of the receptors or resources ttnt could be affected;

o Inrpact Magnitude;

o The magnitude ofthe change that is induced (ie. % ofa resource that is lost; the predicted increase

in ambient pollutant levels etc.);

. Impact Duration: The time period over which the impact is expected to lasq

o Impact Extent The geogra.phical extent ofthe induced change; and

. Regulations, Standards & Guidelines: The status of the impact in relation to regulations (e.g.

discharge limits), standards (e.g. environmenlal quality criteria) and guidelines. Where

quantification ofpotential impacts is possible, derived severity criteria will be based on numerical

values, representing regulatory limits, project standards or guidelines (eg. noise and air quality

iryacts).

2.5.8 Mitigation, Management & Monitoring

The IEE process is intended to r€duce the negtive impacts and enhance the benefits of an intended

activity by identiffing impacts and benefits and the ways 6f d66ling with them during the planning and

design stages of the projecr Plarmed mitigation measures will be described; additional mitigation

measures/ controls will be recommended where irnpacts are corsidered unacceptable- Recommended

post project monitoring will be identified and included in the monitoring section of the IEE.

Close corsultation with management of EMS during the mitigation measures waluation is imporant

to ensure that any significant adverse or potentially adverse impacts identified by the IEE process are

avoided or eliminated by incorporating mitigation measures.

It is important to demonstrate in the IEE Report that project is applying Best Available Techniques

(BAT) and Best Practicable Environmental Option (BPEO) and that all residual impacts are as low as

reasonably practicable. All mitigation measures will be discussed with Environmental Management

Services at the earliest possible time !o ensw€ that their implementation is technically and economically

feasible.

28 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. TLuurcls with Realignment of Roads in AJK.

Chapter 2. Technical Approach and I i .ithodology

The mitigation hierarchy for planned wents is as follows:

project so that a featLfe causing an impact is designed out or altered

, ,. Abate on Site: This involves adding something to the basic design to abate the impact - pollution

' controls fall within this category

| . Abate at Recepior Ifan impact cannot be abated on-site then measrues can be implemented off-

. Repair or Remedy: Some impacts involve unavoidable damage to a resource. Repair involves

restoration and reinstatement type measures

. Compe.nsate in Kind,i Compersate Through Other Means: Where other mitigation approaches are

not possible or fully effective, then compensation for loss or damage might be appropriate. The

nature ofthe project is such that there is a risk of something unforeseen happening even after the

likelihood bas been reduced to as low as reasonably practical through control measures and

recovery measures must also be planned for. The mitigation hierarchy for unplarmed events is as

follows:

e Contol The objective is to reduce the risk to as low as reasonably practicable (AI-ARP) which

can be achiwed by rcducing the likelihood of the initiating event or by reducing the corsequence

or by a combination of both.

o Recovery: Tlpical contingency measures include Emeryency Response Plans and Pmcedures and

Spill Contingency Plars and Equipment

E Specilic Impact Tasks

e SocioeconomicAssessmgnt

Socioeconomic impacts resulting fiom the project (e.g. transportation impacts, real estate impacts,

public health issues, general nuisance and impacts on cultral or historical areas) will be assessed

subjectively by review of existing published infomration and site visil

Issues to be considercd will include:

o knpacts to norradic groups, ifapplicable

. Displacement oflocal residences or businesses, ifany;

. Estimated change in ernployment/income characteristics during constuction pbase.

Pro-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK. 29

FINAL. : FEASIBILITYREPORT

E Environmental Management Plant

Outline for the EMP will be developed. It should be emphasised that the EMP is a living document,

which will be developed over the life of the project. The EMP will include the following sections.

E Outline of Environmental Management Plan:

An environmental management plan (EMP) to be implemented during constuction and operation will

b€ obtained. This outline plan will define roles and responsibilities in generic terrns, identifr potential

significant waste streans (accordmg to volume ard hazafi), describe their characterization and

classification, evaluate poterrtial teatnent and disposal options and make appropriate recomrnendations.

2.5.9 Final IEE Report

The information gathered during the IEE process will be collated and condensed into one Draft IEE

Report. Wherever possible, information collected during the environmental baseline characterisatton

(desk and field studies) and anvironmental impact assessme,nt will be docume €d in a format suitable for

tnmediat€ inclusion in the IEE Report. This will avoid duplication of effort during report preparation,

and allow the project schedule to be achieved.

It is assumed tlat Management ConsulantVclient will provrde one consolidated set of reueu/

comments on the draft IEE within 0 I week of submission by the Consultants. Comments and suggestions

will be incorporated into the Final IEE Reports to be submitted to the Client.

30 Pre-Foasibiliry and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

Chapter 3. Site Reconnaissance

Chapter 3. Site Reconnaissance

3.1 Introduction

3.1.1 Desk Study

The desk study compiled existing available and relevant data, including topographic and geological

mapping published literatue, existing project reports and available satellite imagery etc. The desk study

identified the following parameters relevant to this stage ofthe PFS (Pre-Feasibility Study):

r The overall topogaphy of the trunel sites (from publistred topogaphic map made arailable

and later from DEMs obtained through satellite imagery).

. The geological outcrop pattem and structural geology of the site from publistred geological

maps, satellite imagery and any available aoial photographs.

The presence ofsuperficial depositg such as alluvium and colluvium fiom published mapping,

satellite imagery and any available aerial photographs.

The climate regime of the area and its likely influence on the design and geo-hazarrds, namely

rainfall pattemg river hydrolory and ground wat€r conditions.

The presence of geo-hazards, which could affect the turmel, portal areas and link access roads.

At this stage, The Study Team envisage what these are most likely to include landslideg debris

flow and the presence of shear zonel thrust faults.

3.1.2 Site Reconnaissance Trip

Based on the desk study, a detailed and interdisciplinary reconnaissance survey is the most irryortant

prerequisite for a successfi.rl Pre-Feasibility Study. It is essential to investigate the project area or the

proposed alignment corridors in a joint reconnaissance trip. It is not to split the mission into several'fields of engineering teams' or disciplines, but to carry out a joint reconnaissance trip to promote

immediate technical discussions with differei:t fields exoerts.

An experienced field geologist and geotechnical expert investigated the corridors and record details.

Geological data hydrological data as well as particular details of infrastructrue leading up to the

potential sites of the project will be assessed. The work input of the highway design expe4 the

tunneling expert and stuctural expert will mainly depend on the results ofthe recoruraissance trip.

But as their expertise will not inlluence the general alignment, they are not considered to be essential

during the on-site reconnaissance, e.g. the tunnel alignment is based on the expertise ofthe geologist and

the geotechnical exper! the o,pen road alignment is based on the expertise of the geologist, the geo-

Pre-FEasibility and Feasibility Study of Two (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL FEASIBILITY REPORT

hazmd expert, and the bridges are based on hydraulic requirements and geotechnical expertise.

The reconnaissance includes physical aspects for the different variants or alignment conidors. This

contains important geological and hydrological aspects of the alignments as well as economic aspects

Iike logistics (existing roads), land use (agricultrual areas) and environmental or social aspects (populate

areas, habitats, tourist rcsorts).

A very important reconnaissance issue is the detection and evaluation of potential geo-hazard or

other risk areas (covering rockfall, landslide, slope erosiorl mud and debris flows, flooding, river

erosion etc. areas) including ttre appreciation ofgeological geotechnical and hydrological conditions and

rhe identification of problematic area-

3.1.3 GeologicaU Geotechnical Field Survey

The site reconnaissance of experienced geologists who always focus on dre feasibility of tunnel and

open track alignment and the additional local geological mapping including sampling of rocks will

provide sullicient information for this stage of study. The main investigation targets will be:

. Localization ofmajor stuctural features (far-rlts, fractured zones, etc.)

. Identification ofpredominant ground types (litholory, pefography, etc.)

o Identification ofpredomhant rock mass types (overall assessment ofrock mass quality)

o Localization of crucial areas relating to difficult and/or hazardous geologicaVgeotechnical

conditions, such as gypsum deposits, rocldalls, landslides etc.

. Identification of hydro-geological situation.

The results will be presented in a geological map, which shall cover feasible alignment corridors.

Finally the geologist advises the alignment and tmneling engineer as regards the best alignment and

elaborates rough gmlogical-gmtechnical longitudinal sections of tunnels. The extent of preliminary

geological and geotechnical field survey is limited to the areas along the proposed nmel alignments and

the portal areas.

)z Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 3. Site Reconnaissance

3.2 Chella Bandi to Patika Road

3.2.1 Description of Existing Road

There ane tlrree main roads that join Muzaffarabad to other districts which are, Muzafarabad-Kohalla,

Muzatrarabad-Chakothi and Muzaffmabad-Neelurn These roads are most vulnemble regarding

landslides in heavy rains. These roads often face landslides which causes breakaee of communication

and t"ansport systern.

Cunently, there are potential threats of road blockage due to landslide at Dunka Kas, Harrama,

Chhon. These all slides are on Muzafarabad-Neelum road.

The project area is located in the North-east of Muzaffarabad. Ifuhori landslide ranges 12.5kn from

Chella Bandi to Kahori Bridge. The road connecting Chella Bandi with Kahori Bridge, the stretch in

which the proposed tunnel will be locatd is part of the main road connecting Muzaffarabad (Capital of

AJK) wittr Neelurq the Distict of AJK. The road is used by all kinds of public and private taffc. The

dersity of traffic on this road was noticed to be moderate during the site visit.

The road was followed northward where several large landslide scars could be seen on the slopes.

Whilst most ofthe ladslides appeared to be slnllow debris avalanches. Ihey had considerable surface area-

Most of the length of the road betr,veen Chella Bandi and Kahori Bridge is subjected to frequent

ladslides during monsoon season blocking the flow of taffic on the section sometimes continuously

for two to three days. In order to overcome these frequent long intern4tions, it has been proposed in

RFP to have a tunnel of 4 to 5 lcn length between these two destinatiors bl4rarsing the landslide

affected sbetches ofthe road to provide an improved all-weather link between these two destinations.

The projeA area falls within Seismic Zone-4 as per UBC 197 (most swere zone). Landslides in

some ofthe stretches caused bv the ofOctober 2005 are still visible.

The proposed road tunnel is located at

Chella Bandi to Patika road, district

Muzaffarabad. The main water body of the

area is River Neelum that meets River Jehlum

making junction at Domel, which is linked

with Dstrict Neelum (Kel, Shounter and

Rattu) by metaled and fair weather road

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. J J

*81.

EI

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Chapter 3. Site ReLunnaissance

3.2.2 Geology Along the Existing Road

O General

The investigated arca lies at 4lar from Muzaffarabad city in the base of Neelum valley and is a part

of the oldest metasedimentary rocks of the Himalayan zone, named as Salkhala series. Major

lithological units of the area are Schist's, (comprising of micaceous, gamtiferous and graphitic shales)

metalimestones, gneisses and arryhiboliteq quartz veins have intruded the cormtry rocks from south

west diretion to north east direction due to swing aftrr regional metamorphisn and others are the

product of metamorphic differentiation during the process ofmetamorphisrn

Regional structural tend of litlrological rmits is southeast northwest near at Yadgar section at Dhani

village. The area is located in humid region within the reaches of Monsoon. Winters are chilling cold

but summen are much hot Mechmical weathering is common in this area because there is no

vegetatioq, plentifiil rainfall disintegra:tes the rock which causes the landslide.

Kamsar Landslide Murree Forrnation

tr Geological Description

r Alluvium

They are corrposed of boulders and gravels errbedded loosely in a marix of sand and silt. Some of

these dqosits form very big and high terraces i.e. Chella Bandi tenace.

. Muree Formation

Murree formation consists of re4 ttinly laminated siltstone and shale, thick bedded to massive clays

band subordinate amount of greywacke nature. The beds of sand stong clays and shale are aftemare

with each other. Calcite veirs are common in sandstone photographically, sandsto,ne is fine to medium

gra.ined containing quarE, calcite and rock fragrnorb.

:s

FINAL. , . ,FEASIBIL ITYREPORT

36 Pre-Feasibility and Fea-sibilrty Study of T\\'o (2) Nos Tunnels with Realignment ofRoads in AJK

Chapter 3. Site Reconnaissance

3.2.3 Landslide

E General

The greatest benefit in rmderstanding landslide producing processes and mechanisms lies in the use

ofunderstanding to anticipate and devise measures to minimize and prevent major landslides. The term

major should be underscored here because it is neither possible nor feasible, nor even desirable, to

prevent all landslides that can be handled more effectively and at less cost after they occur. Landslide

avoidance through selective locationing is obviously desired-even required in many cases.

Therefore, the study team put emphasis on the following two main points during the site

reconnaissance.

r Major landslide areas and landslide prcne area were investigated to avoid there geo-hazard

areas.

o Minor landslide areas were investigated to understand the lurdslide-producing process and to

find the remedial measures.

Landslide may be conected or controlled by one or any combination of four principle measures;

modification of slope geomety, drainage, retaining stuctures and intemal slope reinforcement,

0 Stope Failures Categories

The different types of landslides that are responsible for causing damage to existing road are as

follows;

r Falls:

Different type of falls e.g. earth fall, rock fall and debris fall are frequent. The rock fall can be

teated in most cases but the rockslide is like a landslide and may become difficult to stabilize. Falls

generally occur along ste€p slopes. The material is detached from the parent one usually by

weathering and jointing-

- Trcatrnent Stabilization work can be carried out only at those sites where teatnent is possible.

For earth/ debris fall, series of gabion check dam can be constructed and the water will be

diverted by surface and subsurface drains. For rock fall, gabion retaining walls will be built.

Bosides combination ofvegetative hrfing and jute & coir netting can be also used.

Topple:

It is a type of fall. It generally involves pivoting or forward motion of rocks, debris or soil. It is

difficult and expensive to stabilize the topple falls. Hence such sites will be usually avoided.

Rotational Landslide:

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignrnent ofRoads in AJIC

FINAL',, FEASIBILITYREPORT

Rotational slide is that form of failure which occun along a distinct more or less semi-cicular or

curved shear slip surface (spoon shape) and usually occurs in shales, mudstones and clays.

It is very diflicult to contol the deep-seated rotational slide and is quite expensive too.- Treatrnent It usually consists of a combination of slope dressing, surface and subsurface

drainage and provision of retaining stuctures (such as soil nailing, bolting and anchoring).

Retaining wall (cement masonry / Gabion wall) application at the toe of the landslide area is

quite common in roadside slopes.

o Translational landslide (Plane failwe)

Translational slides occur on surfaces of weakness, such as faults and bedding planes or at the

contact betwe€n firm rock and overlying loose spoils. The shallow deposit above the bed rock slips

down due to the loss ofinterface shear stength,

- Treafinent: It usually consists of a combination of slope dressing, surface and zubsurface

drainage and provision ofreaining stuctures Gabion wall, breast wall).

o Debris Flows:

Debris flow is a common landslide in project site. It is usually associated with the high intensity of

rainfall. Debris flow is movements in which loose soils, rocks and organic matters combining with

enbained water to form slurries.

- Treatnr€nt Management of surface and subsurface water comes under the first priority to control

all types oflandslide- Gabion check dams can be built to conrol.

E Landslide from Kamsar to Yadgar due to October 8, 2005 earthquake

An earthquake measuring 7.6 on Richter scale occurred October 8, 2005. Muzaffarabad city, the

capital of AJlq is located close to the epicenter ofthe eathquake. In project site rock units are sandstone,

shalq limestone and dolomite. Dolomitic rock unit is intensively sheared and this unit is thought to be

constihrting the fault fracture zone. The surfrcial slope failure in dolonute rock was spectacular and

continued for several kilometers as thev are clearlv noticed in satellite imaee.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 3. Site iieconnaissance

The scars of October 2005 earttrquake still rernains along the Chella Bandi-Patika Road. In the

project area there are many cracks developed after 2005 earthquake. These cracks range 10cm to 50cm

in widtlr"

e Crack developed try earthquake. o Crack develooed bv earthquake.

A-fter the many dead slips have reactivated and some new ones have also appeared.

Ultfunate natual consolidation ofsuch slide prone zones will take and excessively long time.

Major Landslides from Kamsar to Yadgar

Characteristic of The Area Rocks

Dolomite is moderately to higttly jointed fine grained, cracked, sheared, brittle and b,recciated.

Fracture mostly cut the bedding planes perpendicularly. The cracks range from 1 to 3 cm or at

diffe.rent places. The rock dip angle between 3f to 89'. The matenal in the cracks and joints of

dolomite is mainly clay, calcite and quare. At different places chert is abundant which affect the

tra

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL -,.:',,FEASIBILITY REPORT

geotechnical propenies of the rock.

- Limestone is fure to medium grained, jointed and frachrd nodular, higbly fossiJiferous and highly

tenacious. Fractures are mahly oblique to the bedding plane. The rock dip angle between 40" to g9".

The material in the cracks and joints of limestone is mair y clay and calcite, quartz veins are also

present.

The type of sliding in the area is debris flow with rock slide.

. Debris Flow with rock slide

A debris flow with rock slide is a form of rapid mass movement in which a combination of loose soil,

rock and water mobilize as slurry that flows down slope. Debris flow with rock slide include <50% fines.

Debris flows are commonly caused by intense zurface-water flow, due to heavy precipitation or rapid

snoumelt that erodes and mobilizes loose soil or rock on steeo slooes.

Major Landslide of The Kahori

Characteristics of The Area Rocks

The rocks of the area consist of clay, shale and sandstone of Muree Formation. Sandstone beds are

dominating in the study area altemating with shalg clay, mudstone and siltstone, The sandstone is very

hard to slightly hard. It is highly jointed, fractured and cracked. The cracks are 1cm to 6cm wide open or

more at place in the study area. The fractures are along the bedding planes and cut obliquely at places.

Texturally, sandstones are medium to coarse grained, micaceous and at places soft and crumble when

crushed in hand.

The mudstone and shale loosely cernented and get sticky when wet. The water penetrates in the

fractures and extensively swells the clayey rocks. Due to swelling and shrinkage of the rocks fractures

are opened and trigger the slide. The rocks dip angle between 35o 0o 85o.

D

40 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 3. Sile Reconnaissance

Debris flow and Rock tnpple is dominant in this area.

o Debris Flow

A debris flow is a form of r4id mass firovement in which a combination of loose soil, rcck

fragrnents and water mobilize as slurry ihat flows down slope. Debris flow ue commonly caused by

intense surface-water flow, due to heary precipitation or rapid snow melt that erodes and mobilizes

loose soil or rock on steep slopes.

. I-andslide at Kahori area-Dehris flow.

o Rock Topple

Rock topple is a form of failure of rock, which occurs from end motion of rocks on a down slope.

Often resulting from closely spaced sub-vertical jointed rock outcrops.

r l^andslide at Kahori area- Rock opoles-

Pre-Feasibility and Feasibility Study ofTwo (2) Nos, Tunnels with Realignrnent ofRoads in AJK.

FINAL.,;ii FEASIBILITY REPORT

fl Major Land Stides fiom Chellpani to Harama Moare

o Characteristics of The Area Rocks

Along the road Chellpani area is made of alluvial deposib. Alluvial deposits composed ofgravelg :cobbles, pebbles and boulders of varied lithology (composed of slrales and sandstone ofpreaominanay buffcolour, howwer, grey, green and puple facies are common and some gra.vels and

boulders of grreiss and granite ate also found. These gravels, cobbles, pebbles and boulders of varied

lithology ernMded into the matrix of sand and silt. lntense rainfall helps these gravels, cobbles,

pebbles and boulders ofvaried lithology to come out ofthe matrix and slide down on the road.

. Aluvial d+osits at Chellpani alolrg the road

3.2,4 AHgnment

E Overview of the Erisiting Road

Existing road section is a part of Muzaffarabad-Athmuqam road, located in District Muzaffarabad of

Azad Jammu and Ifusbnir (AJK) and raverses in hilly areas on the bank of River Neelunr-

At present Rehabilitation and Roconslruction of Muzaffarabad-Athmuqam road is under constnrction

On 8 October 2005 an earthquake measuring 7.6 on the Richter scale stuck. Damage to the

mountainous roads in AJK is largely due to landslides precipitated by ttre earthquake. These include the

Neelum Valley road, and to a lesser extent the Jehlum Valley road, which are the primary arterial roads r

in AJK- Muzaffarabad-Atbmuqam rcad project is a part program of rehabilitation and restoration

infasnuctue damagod md destoyed by the earthquake.

Efsting road is a non-standard dual carriageway road with a paved width of 5m -8m. Landslide

occuned in wide range form Kamsar to Kahori and Chellpani area.

42 he-F€asibility and Feasibility Study ofTwo (2) Nos. Tunncls with Realignmcnt ofRoads in AJK.

Chanter 3. Site iiuconnaissance

At difiicult landslide tenain bi-directional pass is impossible. The geometric alignment is in very poor

conditions having a lot of hairpin cruves. The overall conditions ofpavement are very bad and wear and

tear is considerable. Almost of the pavement along the route is totally destroyed. Due to the increasing

traffrc volume and absence of any barrier and safety facilities on the road, accidents are common.

o View of Chella Bridge. r Existing road condition is good.

. The rchabilitation and Reconstruction ofMuzaffarabad-Athrnuqam Road haverses the sarne route of existingroad. The assessment ofapproach roads and turutelalisrments shall be reviewed accordinslv.

Beginning point of "The Rehabilitation andReconstruction of Muzaffarabad-Athmuqam RoadProiect"-

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 43

tFINAL ,: , - - ,FEASIBILITY REPORT

. Panoramic view of existing road (problematic area).

. Panoramic view of existhg road. (Large scale oflandslide area, Detouring alignments isreruired).

. Panoramic view ofexisting road (Anticipated n-rnnel portal)

44 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Roalignment ofRoads in AJK.

Chaoter 3. Site Reconnaissance

E Comments on Design Standards

In order to cater to the road fimction of existing road, it needs improvement of alignment and

upgading. Designing the access roads, local criteria (NHA, NWFP standards) will be as design

standards. In additio4 the design will be based on the criteria and specifications set out by intemational

design rules and regulations or as otherwise agreed with the client.

According to TOR (Terms of Reference) AASHTO will be considered for the geometic design of

stuctues. Road Design Criteria is as follows:

r Pavement width :

o Shoulder width :

7.3m

3.0m

(Either side) Treated

. Design speed : 50krn/ hr (Mountainous Terrain)

The described deign criteria must be reviewed since the road with over specifications, like

extraordinary carriageway or formation widt[ would entail heary side hill cut, thereby generating huge

volumes of spoil, increased destabilization of shaken slopes and other soil strata. Adoption of

unnecessarily wide and exc€ssive desigr speed will be neither feasible nor desirable.

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FINAL ',;','- FEASIBILITY REPORT

3.2.5 Anticipated Tunnel Portal

E Alternative l. Tunnel Portal

. South Portal (Chella Bandi Side)-

O Rock Identification

The rock rmits are identified fine-grained dolomite. This dolomite is moderate to hig$y weathered on

surface outcrops and fractured and sheared surface condition is strained and weathered, filling of clay,

calcite and quartz visible.

Pre-Feasibility and Feasibility Study of TVo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapta 3. Site Rc; onnaissance

E Behaviour of Rock Mass

The rock mass is stable to sliglrtly unstable at surface. Higbty stressed and fractured rock with

potential ofshallow stress induced shear failure in combination with discontinuity and gravity contolled

failure of the rock mass. Rockbolt reinforcement helps to stabilize the portal slope.

. North Portal (Kahori Side).

fl Rock ldentification

The rock unie are identified shales, clay and sand stone, which color of the shale is geen, red and

purple and sand stone is greeq brownish and pale gray. The weathering condition is moderate to highly

weathered on surface outcrops.

Spacing of discontirnrities is very close (2cm-6cm) to medium (20cm-60cm).

E Behavior of Rock Mass

UCS of rock is estimated 25-50Mpa in shale and 100-150Mpa in sandstone.

Higbly stessed and fractured rock with potential of shallow stress induced shear failure. Rock bolt

and soil nailing help to stability rlrc portal slope.

E General Comments and Discussions

The south and north portal don't have any problems to make the tr.uurel portal. Moreover cormecting

tunnel access road to existing road is easy and cost-effective.

. Given to the characteristics ofrock units, rock mass behavior and hydrolory at portal arca, the

alignment linking these two soudr, norh portal site can be orre ofthe feasible route altematives.

Pre-Feasibility and Feasibility Study of Two (2) Nos. Tunnels with Realignment ofRoads in AJK. 47

FINAI .].'FEASIBILITYREPORT

3.2.6 Pavement

fl General Comments and Discussion

The overall conditions of pavernent are very bad and wear and tear is considerable. Almost of the

pavement along the route is totally destroyed. Given Rehabilitation and reconstruction of this road

section is scheduled by Mwaftarabad-Athmuqam road projec! the study team will review the design

drawings and PC-l ofthe mentioned projects.

The black top pavement is lacking maintenance with numerous surface damages. Therefore, it

has been planned to improve the enti.re pavement of Chella Bandi to Patika road section to

enhance stabilrty of the road structure and in view of the projected taflic volume gowth and

user benefits.

A common practice for the design of new pavement in Pakistan is to follow the procedure,

reconmended in Overseas Road Note 31(Fourth Editioa Overseas Center, TRL 1993), titled

"A Guide to the structural design of bitumen-surfaced road in tropical and sub-tropical

countries". In this project, recommended pavef,nent sf,uctures in Road Note 31 or AASHTO

will be adopted for the pavement design.

. Pavements are completely deteorated due to the heavyaxle load- Door maintenance and poot &ainage system.

. Bitumen and fine aggegates are completely segregated.ReDavement is required.

3.2.7 Retaining Structures

E General Comments on Retaining Walls

Several cases were observed of masonry wall mder construction in which the base was partially

placed on firm bedrock and the remainder on colluvium subject to large settlements. It is therefore likely

that difFerential setdement will crack the un-rehforced masonry. Several failures of retaining walls were

obsewed which displayed obvious signs of piping both under the structure and around the end wing

walls. Cracks indicative of overhming suggest that the wall design was inadequate for the materials

used as bacldll, inadequate provision was made for previous gravel dmbs to dissipate high pore

48 Pre-Feasibility and Feasibility Study of Two (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 3- Site P.econnaissance

pressues- In no case were ground wat€r int€rc€pt henches observed under consnrrction which would

reduce seepage pressure and increase the effective stsength of the bacldll by lowering pore prcssures.

Not one case was observed whoe any design measures were erployed to attenpt to control landslides.

c In the middle ofrnortared masonry rctaining wall,conveir planes can be seen. Reinforcement is requiredimmediately axle load, poor maintanance and poordrainase system.

o Two deep and wide longitudinal cncks have developed.Some parts was missing. If the retaining waU is high,mortared masonry wall carurot su$ain the loads.

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FINAL 'I ,FEASIBILITY REPORT

Bridges

50 Pre-Feasibility and Feasibility Study of Two (2) Nos. T\rnnels with Realignmcnt of Roads in AJK.

Chapter 3. Sitt il-econnaissance

E General Comments on Bridges

If economic evaluation option is improvement of whole alignment with trmnel constuctioq the

repair/ reconstuction and maintenance cost of existing bridge should be included, In this regard the

overall condition survey ofexisting bridge was carried out.

. The general condition of existing Quaid-+Azam Birdge (Prestressed Concrete Girder) Bridge

is good. Only minor repair is required such as concrete barrier, expansion joint, slab deck

pavemenL erc.

o The general condition of Dunkakas Bridges (Prestessed Concrete Girdo) is good. But partial

failure of wing wall drd s€vere scour at abutnent foundation are required to repair.

. Kahori Bridge (Prestessed Concrete Box Girder with Gerber) was damaged at Gerber beam

ledges due to 2005 earthquake, which is repairing by Chinese Contractor of Muzaffarabad

Athmuqam road project. The access road of the first tunnel is to be corurected to the present

Kahori Bridge location.

. Chellpani Bridge (Phi-Type Rahman) was completely damaged by 2005 earthquake.

Reconstruction of this bridge is scheduled by Muzaffarabad-Athmuqam Reconstruction

Program. The new location of Chellpani Bridge will be reviewed to comect the access road of

the second nurnel.

Quaid-e-Azam Bridge Chella Bandi Bridge

o Qtraid-e-Azam Bridge is gaber PSC box gird type.General condition ofthe bridee is fair-

. Ascon d€sk slab shows a couple of potholes andr€pairment is urgent to prerrent conosion of reinforcingste€l and conqste block failure. General conditions ofChella Bardi Bridee is fair.

Pr€-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

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Dumkas Bridqe Chellpani Bridse

. Super Structure type of the Dumkas Bridge is PSCbeam bridse remaininc cood condition-

o View ofn shqe Rahman bridge to qoss a small deeprallev. Chellpani Bridee.

Che[pani Bridge Chelpani Bridee

r Ascon of desk slab lave been completely fallen outand desk slab has numerous broad cracks

Chellpani Bridge is completely damaged by 2005Muzaffarabad eadhquakes. Pier concrete is exfoliatedand reinforcing bars yielded.

Kahori Bridee Kahori Bridee

o This bridge t'as 3-+an PSC box gider bridge sryended intpmid sran

. At p€salt rclBbilitaion ofbridge is underway..

52 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 3. Site Reconnaissance

3.3 General Comments and Recommedation

3.3.1 General Commenk

During site reconnaissance trips of existing Bararkot to Lohar Gali and Chella Bandi to Patika road,

the study team had the opportrmity to see all or at least portions of the roads which have been or are

presently being constructed such as 'Rehabilitation and Reconstuction of Muzaffarabad-Athmuqam

road project including five major bride' in Chella Bandi-Patika road sectior5 Muzaffarabad{hakothi

road and maintenance works at Muzaffarabad- Kohala road.

On the basis of site reconnaissance of these road constuction sites and maintenance conditions of

existing road, the Study Team may comment on the existing Bararkot to Lohar Gali and Chella Bandi to

Patika road as follows:

In its present locatioq desigrr, consfruction and condition of maintenance the existing road will

repeatedly self-distuct at numerous locations during the current and subsequent Monsoon seasons.

Unless several major changes in locatiorq design, and construction are accomplished and a sustained

program ofpmper and timely maintenance is achievd the armual and costly efforts at piecemeal, open-

ended reconstuction which has characterized the project to dae will continue indefinitely. Fwthennore,

the current typical practices of undercutting of landslides, indiscriminate sidecasting of excavated soil

and rock and inadequate drainage and erosion contol will have a progressively increasing, long-tem1

adverse economic and social impact.

In tenain such as the Siwalik Hills and Lower Himalayas, landslide processes are the prirnipal and

decisive factors effecting the feasibility, cost, performance and impact, of roads and other engineering

$rucnues.

Experience in mountainous areas tkoughout the world provides numerous examples of the critical

role of landslides in determining the feasibility, cost and performance of engineering projects. It is not

unusual for unanticipated landslides and/or improper$ diagnosed conditions of instability to increase

the cost of construction by one or wen two orders of magritude (10 to 100 times). Developed industrial

economies can occasionallyjustifo such unanticipated cost over-runs because ofthe surplus productivity

of the economic sector, which the road serves. The overall economy rnay occasionally sustain such

luxury waste.

On the other hand, in the case of developing countries with very limited resources, and marginal

economy, it is especially important that zuch hazards be adequately waluated at the sage of the

Pre-Feasibility and Feasibilrty Study of Two (2) Nos. Tunnels with Realignment ofRoads in AJK. J J

FINAL. ., FEASIBILITYREPORT

feasibilify study to avoid the prospect of the road costing far more in long-term maintenance and

environmental costs than the economy can zustain. An exteme example of this situation may be found

in northem Guatemal4 where in 1957 a newly-paved, 4O-mile mountainous stretch of Inter-Amencan

Highway was closed by landslides one week after the formal opening ceremonies and has since never

reopened.

3.3.2 Location of Route Corridor

Given, Chella Bandi is a fixed starting poinl an4 Patika is a fixed ending poing three relatively stable

altemative routes were identifiod in our sMy. However these altematives are still studying.

3.3.3 Road Alignment

Given the selection ofthe road corridor, however unsupported by geologic data, considerable latitude

nevertheless remained to pennit adjustrnent of the detailed alignment to the major constaints imposed

by the tenain. The great majority of the landslides traversed by the road were dormant slides which

existed prior to road construction Of the several types of slides encountered, most are highly

responsible to the particular route and marurer by which they are crossed. For example, slides with a

sigrificant rotational component may actually be fully stabilized or have their factor of safety increased

by a properly placed and designed road cut or fill. In general, the stability ofrotational slides is actually

increased by the placement of properly designed fills in their toe zones and by removal of material in

their cmwn zone.

Unfortunately, the routine engineering practice of attempting to balance cuts and fills typically leads

to the constuction of cuts across bulges or ridges on slopes which are often the toe deposits of rotational

slides. This practice is, of course, systematically adverse to stability. Similarly, the placement of fills

across swales, declivities or depressions on slopes which have been produced by the displacement of

slide material further reduces the stability ofthe slope through increases in the driving moment.

Given the characteristic bias for firll bench cuts in consruction, it is apparcnt that many of the slides

were tigger€d and others reactivated by irnproperly situated cuts with respect to the preexisting slides

geometry. In many cases, a shift in detailed road alignment of less than 100 m could have entirely

avoided crossing some landslides or could have crossed them in a marmer which would have

contibuted to their stability.

Pre-Feasibitity and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 3' Site Reconnaissance

3.3.4 Road Design'

Q Design "standards" (Width, Grade, Turn Radii)'

The desigrr standards which have r€ached advanced stages of consfiuction appear to be intemally

inconsistent. while there has generally been at attempi to keeP longitudinal grades to 8 percent or less'

longstretchesofroadhavebeenconstuctedatgradesof6percentorlesswithinrmstablezones.This

inconsistentandinappropriatedesignhasdiscardgdavaluableopportunitytogainelevationsoasto

minimize the length of road within slide prone areas'

Similarly,unnecessarilywidestetchesofroadarecombinedwithbarelyminimumtumradii,and

overly wide sections have been cawed across the lulnerable toes of large, pre-existing rotational slides'

E D€sign of Road Cuts

In the coruse of our investrgation we have observed not a single case in which the desigrr of the

roadcutatalands| idecrossingwasinanywaymodif iedtodealwithaproblemofinstabi l i ty.

Particularlyinlandslide-pronetefrai'litisnecessarytorecogrrizethelimitationsandconstraints

imposed hy nature and to avoid unnecessarily ambitious road standards'

The road design, including its detailed alignment, must be primarily directed at landslide avoidance'

stabilization and the non-aggravation of existing or potential landslide Hazards; whenever necessary' the

road grade should be "rolled" to conform to the terain insofar as possible, and cuts and fills must not be

..balanced,,inasimplisticwaybasedonanillusory@onomyinhaulandexcavationcosB.Whenever

landslides are anticipated on the basis of a geotechnical study of the selected rcute corridor' the design

for that section of rcad must then be primarily directed toward the solution of anticipated stability

problems.

D Drainage ofRoad Surface'

The existing road has been uniforrnly in-sloped with the surface drainage directed toward drainage

ditches constructed at the base ofthe road cut'

An in-slope road presumes that the drainage ditctr will firnction as designed. This presumption has

been consistently erroneous. Raveling of the road cut, even in the dry season' has obsftrcted and even

buried the inner edge of the road as well as tho drainage ditch. These ditches were plugged at numerous

localities. With the fust heaw Monsoon rains, when fimctioning drainage ditches are requird

superficial slides or more massive failures of the cut face have insured their non-performance' If

essential maintenance cannor be accomplished during the dry seasoq how can it be guaranteed during

55

I

FINAL- .FEASIBILITY REPORT

Monsoon storms when portions of the road will not even be assessable.

One ofthe claimed theoretical advantages of in sloping is that erosion is reduced by preventing

runoff from reaching the natural hill-slope surface below the road. Instead, it is supposed to be

controlled in specially designed ditches and culverts. In real-world applications, however, with real

rock cuts, which are subject to small failures during the mission, the runoff is free to erode and

saturate not only the road surface but the native material at the base ofthe cut.

The runoff, d.eived from both direct rainfall interception by the road surface, ol'erland flow

coming from the ground surface at the top of the cut and seepage fiom draining uniformly offthe

outer edge of the road. Instead, the cumulative flow has been directed generally along the aris of

the road for distances up to 100m due to inadequately spaced and unprotected cross drains. In the

case of almost every significant mapped landslide crossed by the existing road, cumulative road

drainage was firnneled into the landslide mass due to the practice of in-sloping, inoperable plugged

drainage ditches, and plugged cross drains. The irrigated landslide material of course has a lower

effective stength than it would have under conditions of normal interception and information.

In contrast, were the road outsloped, a lower road cut would be constructed, and runoff would

not be cumulative regardless of superficial failures of the cut. Even if portiors of the road were

completely inaccessible for maintenance during periods of intense storms, the road would not self-

destruct as it now does. Stability would not progessively deteriorate even if access and

maintenance were ternporarily impossible.

B Culverts and Cross-Drains

Major problerns are progressively developing at the $eat majority of culverts and cross drains

prirnarily as a result of grossly improper design. Accepted enginee.ring practice, especially in steep

mountainous terrain with high stream discharge bedload, requires that the culverts be so positioned that

their gra.dient approximately matches the gradient of the natural channel in order to minimize the height

ofthe free drop at the outfall.

At alrnost all of the culvert installations on the existing road, the gadients are substantially less than

the natural slope, resulting in free drops which commonly o<ceed 5 m and occasionally exceed 8 m. the

enhanced scouring power of zuch outfalls has already caused severe erosion problems on the general

slope and channel below the road. Furthermorg the sharp reduction n gaAierrt of fue flow entering the

culvert has generally caused the deposition of bed load which has partially or completely plugged the

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 3. Site Reconnaissance

culvert entrances- This has frequently caused piping failures in the culvert backfill and severe erosion of

the roadway with zubsequent failure ofthe adjacent road cut.

Another design problem frequently connected with the orientation of culverts and especially cross

drains is the frequently observed sharp bend in axis (plan view) at their enrance. In some cases the cross

drain is nearly at right angles to dre road axis which fi.rther encourages deposition and plugging of

drafus.

Not a single culvert or cross drain has been equipped wittr a debris rack, despite the obvious problem

ofplugging by tree branches, logs, boulders, cobbles, and finer sediments accumulating behind the dam.

Rarely has any provision been made for effective energy dissipaters at the outfall ofculverts and cross

drairs to control erosion. Many cases of obvious over sizing of culverts were observed without any

apparent rationale. Most of these same culverts were nevertheless plugged due to the other design

deficiarcies described above.

O Retaining Walls

Although very impressive in their scale, number and amount oflabor invested in construction, many

of the masonry retaining walls are improperly designed for their foundations. Most of the retaining walls

appear to have been designed as gravity walls with a sharp increase (cantilever) in their back slope near

the top. No reinforcing steel was used in those which we observed under corstruction.

Several failures of retaining walls were observed in both sites which displayed obvious signs of

piping both under the structure and around the end wing walls. Cracks indicative of overtuming suggest

that the wall design was inadequate for the materials used as backfill, inadequate provision was made

for previous gravel drains to dissipate high pore pressures, and inadequate and poorly placed weep holes

and inadequate keying-in ofthe ends of the walls in native material, so as to intemrpt and resistance to

Several cases were observed of masonry walls under constuction in which the base was partially

placed on firm bedrock and the remainder on colluvium subject to large setdements. It is therefore likely

that differential settlement will crack the unreinforced masonrv.

In no case were ground water intercept henches observed rmder constructior5 which would reduce

seepage pressure and increase the effective stangth of the bacldrll by lowering pore pressures.

F€asibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK-

Q Stope Stabitization

Not one case was obsewed where any design measures were employed to attempt to contol

landslides except breast gabion wall.

Q Subsurface Drainage

The haphazard use of weep holes in a variety of stuctures ranging ftom poor placement near the top

retaining walls, irregular qpacing or their complete absencg combined with the absence of gravel drains

which the holes were intended to serve, suggests a general lack of understanding ofthe role ofpore and

seepage pressrues and the importance of subsurface drainage desigr in earthwork engineering.

3.3.5 Road Construction

Q Lack of Adequate Construction Specifications and/or Compliance Inspection

Numerous examples were observed of uncontolled fills being placed by hand or by bulldozers as

backfill over culverts and behind retaining walls. Tree tunks, limbs, lenses of organic topsoil, and of

coarse rock fragnrents may be observed. lf the retaining walls have a high enough safety to

accommodate such indiscriminate conslruction practices, they are unnecessarily over-desigrred. If not

they are very badly constructed.

Q Culvert Construction

The common practices of indiscriminate side casting of debris, the lack of erosion conffol and

drainage energ' dissipaters, lack of gully contol, the tiggering of new slides and the reactivation of

dormant slides, coupled with the complete lack of any landslides stabilization measwes have produced a

very significant adverse environmental effect on stream sediment loads.

3.3.6 Maintenance

To this date there has been no program ofpreventive maintenance. On the other hand, many sections

of existing road, particularly where landslides are crosse4 have experienced sweral cycles of seasonal

cons'huction and reconstruction. This has also been the situation at many culverts and retaining walls.

The most alarming conditions were found at cuTvert and, cross drain entrances, the great majority of

which were inoperable just prior to the Monsoon season as a result of being completely or partially

plugged widr logs, boulders cobbles, and finer debris. The urgent need to clean out these drains and to

protect the entrances with suitably designed debris racks is required.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chaoter 3. Site I | )onnaissance

3.3.7 Recommendation for I)rainage Protection of Unstable Area

During our recoruraissance trip, in no case were drainage facilities observed except culverts and

bridges. However only drainage facilities can do protect the unsable area efficiently without hampering

the economy. A briefofdrainage protection ofunstable area are described in the following paras:

0 Spacing and Placement of Culverts and Water Bars

Il order to reduce the infiltratio4 ground water pore pressures and erosion of unsnable materials

during critical storm periods, it is highly desirable to intercept drainage along the axis of the road at

frequent intervals and to carry the discharge across the road at spill points most able to resist landslide

failure and erosion. The flow volume which is discharged at any single point on urstable, unprotected

slopes should be contolled by the out sloping ofthe road with frequent use of water barq slope drainage

intercept trenches and culverts. Wherever roads are in-sloped, crossroad drains should be provided at

intervals of 30m or less. Where distance to the nearest culvert exceed 30m water bars should be

constructed to limit the cumulative volume of longitudinal drainage.

E Hilside Surface Runofr Diversion

Landslides usually develop open fractue systems which unfortunately have the capacity of rapidly

infiltrating and transnitting large quantities of water, which may grcatly elevate pore pressures along

critical slide surfaces. One of the most effective and least expasive methods of enhancing slope

stability is to reduce the amount and rate of infiltation of surface nmoff by appropriate surface water

diversion stuctures. Depending on local soil and rock conditions, slope inclinatioq and the availability

and cost of materials and labor, open unlined diversion trenches, trenches lined with flexible membraneg

trenches bacldrlled with highly pervious rubble with or without pervious pipe may be employed.

E Subsurface Groundwater Intercept Drains

Such measures, desigred to intercept subsurface goundwater flow and to reduce pore prcssures

within a limited "downslope" of the dmin are effective in applications such as increasing the effective

strength of the critical toe of a landslide or to redirect seepage paths and remove adverse seepage

pressure form the free face ofan artificial cut.

An example of a simple intercept drain which would be feasible on the existing road consists of a

deep trench lined with a permeable membrane and backfilled with select highly pervious rubble. Where

large flows are to be intercepted, a perforated pipe may be placed near the bottom of the trench. A

longitudinal gradient of at least l5 percent should be maintained.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignm€nt ofRoads in AJK. 59

FINAL FEASIBILITY REPORT

E Counterfort Drains

These structures, commonly called "French drains" or'rtrench drains", are often effective in

achieving a limited reduction in pore and seepage pressures on the face of exposod cuts, The trenches,

normally limited to a width of 1m to 1.5m are usually oriented perpendicular to the slope or

appmximately normal to the road axis. The tenches are filled with highly pervious, more or less

uniforrnly sorted rubble. A perforated pipe sub drain may be installed where large discharges are

expected. When necessary to prevent progressive piping, a filter membrane or graded aggregate filt€r

may be placed between the native material at the sides and base of the tench and the coarse rubble

bacldll.

Altlnugh the maximum possible grormdwater draw down is, of course, limited to the depth of the

tenclL significant impovement in sfength may nevertheless be achieved by localized lowering of pore

pressures and by redirection ofseepage forces toward the drain rather than downslope.

To stabilize large masses, several counterfort drains may installed in a parallel array with spacing

varying between 3m and lOm depending on the permeability of the native materials and the general

draw down of pore pressures that is required. It is necessary to provide and adequately desigred open

charmel and/or zubsurface drain to safely and effectively handle the crmulative maximum discharge of

tlre drain system

E Horizontal Drains

Horizontal drairs have much the same function as counterforl draim but consist of bore holes 8cm to

l5crn in diameter lined with perficrated pipe. They are typically irstalled perpendicular to the face ofthe

cut they are pfotecting, are inclined at an angle ofat lesst 5 to 10 degrees so as to insute free draining

toward the exposed face. ftr ordinary applications, they are typically 30m. or morc in length and are

spaced at 3m to 6m intervals. P.V.C. plastic is an increasingly popular material for such irstallations due

to its corrosion resistance. Provision is made for access by high pressure water jets used to periodically

flush and clean the pipes.

E Drained Buttesses

These sfructures are usually desigred to serve several simultaneous flnctions, each of which add to

the factor of safety against sliding.

o The mass of the butfesses is usually constructed of dense, high frictional strength, well-drained

aggregate materials. The resulting mechanical swcharge mobilizes frictional strength while

providing, in the case of deep rotational slides, a mechanical movement which counteracts the

Pre-Feasibility and Feasibility Study wo (2) Nos. Tunnels with Realignment ofRoads in AJK.

tr

Chaoter 3. Site Reconnaissance

driving movement generated at the head ofthe slide.

Deliberate interruption of the failure surface itself with artificially placed high stenglh material

subject to strain hardening. Particularly in the case of slip surlaces lined with clay or other low-

stength materi4 a mass of dense, high frictional strength aggregate is placed so as to replace

weak material and force future shear displacements through the aggregale. Sufficient buttress

height is designed to insure adequate confining pressure (nomal stress).

The placement of an embanlcnent without special provision for basal and intercept drairs would

result in the general rise in the water table oward and into the ernbalknent This would destoy

a significant portion of the strenglh (as much as 50%) gained through the increase in confning

pressure along the base of the retaining wall. In fact, undo hydrogeologic conditions corffnor y

encountered near the toes of landslides. On the other hand, the incorporation of a properly

designed blanket drain extending along the base and up against its upslope contact with the

native material will insure the safe dissipation of all excess pore "uplift" pressures, whether

"normal hydrostatic" or artesian.

Fully-Drained Buttresses

The use ofgabion modules, already being effectively used to a limited extent on the existing road,

is an admirable example of a cost-effective "appropriate technolory" well suited for corstruction

in landslide terrain. Gabion retaining walls and buttesses not only permit the placement of a high

suengtb high-density buttress on stee? slopes in excess of the angle of repose of ordinary

ernbanknent materials, but have the major design advantage ofbeing free draining. Although we

observed gabions in currtrrt use as retaining walls and as entire supporting structures for the

roadbed itself, we were puzzled to not a single example of their application as a buttress or

landslide control structu€. We stongly recommend their extensive use on the cut slope side of

the road as a method ofdraining and supporting unstable cutslopes and landslide toes.

In additio4 low gabion buttresses or platforms may be utilized in an funovative procedure which

would be particularly applicable to those situations in which the sliding surface daylights above

the level ofthe road

Slide debris is removed from the cut slope and a platform excavated above a surface inclined

slightly upward which projects from the road platform into the slide material. Such excavation

should be perfonned during the middle of the dry season when the local water table is

approaching its minimal annual level.

- A low broad gabion buthess is constructed from the planned inner edge of the road toward the

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunncls with Realignment ofRoads in AJK. 6l

FINAL . .- -FEASIBILITY REPORT

maximum inner edge of the excavated slide debris. The buttress may range from one to two or

more layers in height, depending on the specific geotechnical properties of the material and the

geometric configwation of the site.

Any funre slide displacements will deposit debris over the low gabion embankment, partially

burying it and insuring its effrcient dewatering.

The slide rubble will thus be provided with a basal drain and given a reasonable range in its

permeability, will fir(rction as is own growing buttess as fi;rther slide incremene tansport

additional material to and over the buttess. (See accompanying sketch)

New Positionol Walerlabl€ Boundary ol E)lcavat€d Sl;de oeoosit

Original Posilion ol Road Cut

Origlnal Posilion ol Toe ol Slide Debris

SlLdo mEbbl€- ^/ OJtslooed Boad Suttace_ Foa4

Natura, S,ooes

LandSlide

Section sidn' s{,i*

F u b b r o t t | . n h r . . c 6 r d d r l n " _ _ _ _ - _ \ " - - -

New Position ot Stide Toe

62 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels 'xith Realignment ofRoads in AJK.

Chapter 4. Traffic Analysis

Chapter 4. Traffic Analysis

4.1 Overview of Tralfic Analysis

4,1,1 Objectives of Tralfic Analysis

The objectives of this project are to solve a regional isolation during winter and monsoon

seasons by constucting a tunnel to connect mountainous tenzin between Muzaffarabad in AJK

and outer regions and contribute to the regional development through providing safe and rapid road

networks and reducing distribution cost.

This site, where tle earthquake occuned in 2005, requires safe regional road networks because

ofthe possibilities ofthe landslides and the frequency ofthe earftquakes.

Accordingly, the tra{Iic analysis has purposes to forecast the future traffic volume for the target

year through analysis of the curr€nt faffic conditions, and to determine the optimal number of

traffic lanes and construct efficient road svstem.

4.1.2 The Proposed Roads and Road Network of Muzaffarabad

Bararkot - Lohar Gali road is the portion of the main highway connecting Muzaffarabad with

Gari Habibullah (L=26km). The starting point of Bararkot is located near the border line of

Pakistan and AJK tenitory and the ending point is Lohar Gali connecting to the Muzaffarabad city.

The pmposed road connecting to Abbottabad and Mansehra (NWFP) is one of four main roads of

Muzaffarabad city such as;

- Muzaffarabad - Kohala Road (L=35km)

- Muzaffarabad - Chakothi Road (Ld2km)

- Muzaffarabad - Gari Habibullah Road (L=261ro;

- Muzaffarabad - Athmuqam Road (80km)

lf Muzaffarabad Kohala road is blocked, this route is the only way linking Islamabad,

Rawalpindi, Lahore with Muzaffarabad.

Chellah Bandi Patika road is about lSkm running along the bank of Neelum River. Chellah

Bandi is located near Chellah Bridge in Muzaffarabad. The proposed road is the portion of the

main road connecting Muzaffarabad with Athmuqam (L=80km). ln other words the proposed road

is main road linking Muzaffarabad with Neelum District. This route is a gateway to Neelum Valley

as well as imoortant militarv road.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels uith Realignment ofRoads in AJK. OJ

FINAL' . . - .FEASIBILITY REPORT

Current Conditions of tle Road Network in Muzaffarabad

Pre-Feasibil i ty and Feasibil i ty Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 4. Traffic Analysis

4.2 Survey and Analysis of the Current Traffic Conditions

4.2,1 Overview of Traffic Survey

The purpose of traffic survey is to analyze the current level of service by investigating the

curent trafftc conditions, the road geometry, and the curent traffic flow ofthe project area.

The result ofanalysis for the cunent taffic conditions is used as basic data in forecast the future

traffic demand, which include traffrc volume, tuming traffic volume for the intersections, and O/D

survey.

The survey of traffic volume has been performed at 6 spots for 2 days to minimize weekly

deviation, and the average value is applied for analysis.

Tuming traffic volume of the intersection has been examined by analyzing the traffic volume of

each direction, and then analyzing the total ffamc volume in the intersection. From this analysis of

tuming traffic volume, fte level of service was determined.

O/D survey was carried out to investigate origin, destination, vehicle composition, purpose of

trip, and number ofpassengers by the interviews conducted on the road side.

4.2.2. Description of Traffic Survey

E Traffic Volume Counts by Street

r Objective of the survey : Identifying peak hour and traffic delay rate for each road in the

networh conection oftraflic volume in intersection, basic data in forecast of future traffic

volume.

o Survey Dates : June 30, 2009(Tuesday) - July l, 2009(Wednesday) : 2 Days

Survey Method : Traffic counts for 16 hours(06:00-22:00)by Surveyor

Survey Location r 6 (Domel Bridge, Tanga Adda Road, Neelum Valley Road, Alama

Iqbal Bridge(Neelum Bridge), Chellah Bandi Bridge, Lohar Gali)

Vehicle Composition : 7 Vehicle types(Motor cycle, Passenger car, Minibus, Large bus,

Small truc( Medium truck, Large truck)

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL. -' FEASIBILITY REPORT

E Intersection Turning Traffic Volume Survey

r Objective of the survey : ldentiffing traffic detay rate, imprcvement of road geometry,

basic data in forecast of future traflic volume.

e SurveyDate: July 3, 2009(Friday)

. Survey Method : Traffic counts for total 6 hours(Moming : 07:00-09:00, Midday :

l2:00- l4:00, Evening : l7:00- l9:00)

. Surve.y Location : l0 (Domel Chowlq Gari Band Chow( G.p.O Chowls Chattar Chowk

Neelum Chowk A, Neelum Chowk B, Bala Pir Chowlg Cemagh Chow( Blate Chowk,

AJK University Chowk)

r Vehicle Composition : 7 Vehicle types (Motor cycle, Passenger car, Minibus, large bus,

Small truclq Medium truclg Large truck)

E Road side O/D Interview Survey

o Objective of ttre survey : Analysis oforigin and destination, analysis ofcurrent traffic

situation. collection of traflic data

. Survey l)ates : June 30, 2009(Tuesday) - July l, 2009(Wednesday) :2 Days

. Survey Method : Road side interview for l6 hours(06:00-22:00) by surveyor

o Survey Location : 3 (Domel Bridge, Lohar Gali, Chellah Bandi Bridge)

o Survey Questions : Origin, destination, vehicle composition, purpose of trip,

number of passengers

66 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

fl Traffic Survey

otr

\

FINAL FEASIBILITY REPORT

4.2.3 The Result of Street Traffic Volume Survey

Site survey has been performed for 2 days, 16 hours in total, for the 6 roads connected to the

project route, in order to determine their peak hours.

Average traffic volume derived from 2-day survey is applied in the analysis to minimize the

deviation in weekly traffic volume.

E Traffic Volume by Vehicle Type for Each Roads

r Survey results show that the peak hour varies by road. The | 6-hour average traffic

volume by vehicle type and road is as follows.

Traffic Volume at "Domel Bridge"

( Unit : Vehicle/hour/two-way )

Vehicle type Motor-cycle car

Minibus

Largebus

Smalltruck

Mediumhuck

Largetruck

TotalVolume

06:00-07:00 5 l 3 b f, 4 8 t49

07:00-08:00 93 l ) J 5 l t o 7 t4 271

08:00-09:00 146 213 l 5 l 9 t 5 29 449

09:00- l0:00 t97 zv) 28 zo 20 2 l 618

l0:00- I l :00 2t l 317 34 J J 27 24 39 683

I I : 00 - l 2 :00 212 304 39 35 . ' I 30 35 685

l2:00 - l3:00 2 lz 312 42 36 3 l 38 701

I3:00- l4:00 271 45 J I 30 39 733

l4:00- I 5:00 43 36 29 28 3 5 7?5

l5:00- l6:00 230 328 40 34 29 28 29 7t ]

l6:00- l7:00 l 9 l 290 1 1 32 22 20 6 1 3

l7:00- l8:00 t78 259 33 l9 t6 22 550

l8:00- l9:00 170 253 36 26 l 6 t 7 27 544

l9:00-20:00 I 8 3 257 40 zo 22 38 587

20:00-21:0O t7 l 2 1 7 30 l 5 l 8 2 l 36 506

2l:00*22:00 94 l l 9 t7 8 10 l? 20 278

Total Volume 2,725 ? q { ( 4 8 1 395 325 317 460 8,807

Pre-Feasibility and Feasibility Study ofTwo (2) Nos, Tunnels with Realignment ofRoads in AJK.

Chapter 4. Traffic Analysis

Vehicle typeMotor-cycle car

Minibus

Largebus

Smalltruck

Mediumrucl(

Largehuck

ToaIVolume

06:00-07:00 60 58 E 8 A 8 l0 156

07:00-08:00 I l 0 1 0 5 t 4 t 4 8 l5 l9 284

08:00-09:00 232 t4 l 45 4 l t7 t3 5 l I

09:00- l0:00 356 218 / f 52 30 l 8 24 773

l0:00- I l :00 451 273 l 3 l 75 r8 l 3 l 5 974

I | :00- l2:00 498 313 t2l 77 l5 8 l0 1,040

| 2:00- l3:00 4 1 8 300 t z J < A l 0 7 't 917

l3:00- l4:00 oz.t 401 l J ) 89 l l 2 1,283

l4:00- l5:00 604 374 t2l OJ 6 J 2 | ,172

l5:00- l6:00 489 381 1 3 8 47 l l 6 7 1,076

l6:00- l7:00 422 283 i l9 6 l l l 7 t 904

l7:00- l8:00 )1i J I 1 8 6 8 9 t9 885

l8:00- l9:00 329 z5) 55 29 7 6 662

l9:00-20:00 313 230 25 l l 8 l0 626

20:00-21:00 303 z5> 49 l 4 t 6 9 22 646

2l:00-22:00 166 t29 27 7 9 5 t2 355

Total Volume 5,646 3,885 1,259 829 184 127 t75 t2,261

)

Traffic Volume at "Tanga Adda Road"

( Unit : Vehicle/hour/two-way )

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 69

( Unit : Vehicle/hour/two-wey )

Vehicle typ€Motor-cycle ctr

Minibus

L,argebus

Smallfuck

Mediumtruck

Largehuck

TotalVolume

06:00-07:00 t02 43 28 9 l 4 l 0 7

07:00-08:00 1 8 5 78 5 l l 7 2J l 9 1' . ) 387

08:00 -09:00 251 l 1 9 95 ) 1 J O 3 l 25 583

09:00 - l0:00 326 t94 l 5 l 36 77 62 871

l0:00- I l :00 364 726 130 25 69 J O 880

I l :00- l2:00 517 282 149 25 68 38 1 , 1 0 9

l2:00-13:00 483 284 l5 t 30 63 40 . ' I 1,080

l3:00- l4:00 581 347 229 36 73 38 27 1,330

l4:00- l5:00 602 355 34 74 l o 2 l |,364

l5:00- l6:00 474 294 187 25 f,f, 26 27 | ,086

l6:00- l7:00 5 0 1 286 96 40 7 l 4l 28 1,065

I 7:00- 18:00 393 87 30 52 36 844

l8:00" 19:00 327 197 68 t8 3 l t7 699

l9:00^20:00 265 ?03 o+ zo 41 zo 20 649

20:00-21 :00 284 203 100 26 46 20 702

2l:0O-22:00 r56 l l l 55 l 4 )s I . ' 386

Total Volume 5,706 3,400 1 ,85 t 405 8 1 5 498 355 r3,245

Traffic Volume at "Neelum Vallev Road"

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Traflic Volume at "Alama Iqbal Bridge(Neelum Bridge)"

( Unit : Vehicle/horr/fwo.way )

Vehicle typeMotor-cycle car

Minibus

Largebus

Smallhuck

Mediumfuck

Largefuck

TotalVolume

06:00-07:00 87 26 28 l9 7 l0 o 184

07;00-08:00 1 5 9 48 52 34 I J t9 I I

08:00- 09:00 2 t8 ) t 106 48 23 72 l 6 488

09:00- l0:00 345 133 152 69 53 48 29 E27

l0:00* I I :00 496 l2l 239 152 102 69 43 t,220

I l :00- l2:00 475 109 loo t82 I 1 5 59 44 1,249

l2:00-13:00 522 247 l o J 74 t49 2 l |,307

l3:00- l4:00 617 t75 z)u 205 56 4 l 2 l 1,364

l4:00- l5:00 578 197 2.56 201 ) t J O 22 1,340

l5:00- l6:00 564 203 226 191 t 6 44 1 8 1,303

l6:00" l7:00 566 206 l b ) l ) J 7 l 40 I 4 t ,2t4

l7:00" 18:00 375 1 6 8 n7 99 38 37 l 8 8 5 1

l8:00- l9:00 JOZ 1 5 3 84 72 28 J f l 0 741

19:00-20:00 324 125 73 70 t3 650

20:00-21:00 382 t72 104 40 38 24 832

2l:00-22:00 2t0 95 57 40 22 2 l I J + ) t

Total Volume 6,190 2,091 2,391 | ,749 / oJ 678 314 r4,358

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL ,. FEASIBILITY REPORT

Vehicle type Motor-rycle car

Minibus

Largebus

Smalltruck

Mediumtruck

Largetmck

Tot4lVolume

06:00-07:00 l8 30 12 t7 l 0 l 0 29 l z )

07:00-08:00 32 54 zz 3 l t a l 8 53 228

08:00-09:00 48 27 45 2 l 22 221

09:00- l0:00 l l 50 30 l7 l 8 t6 182

l0:00- I I :00 26 45 20 zo 't4 o 9 1 4 8

I l :00" 12:00 25 34 2 l 27 l f l 0 l 3 144

l2:00" l3:00 5 l l 8 3 l t 9 l 7 l 6 1 8 8

l3:00- l4:00 28 39 25 24 l2 t2 1 5 0

l4:00 - l5:00 30 34 l9 l 2 l l I ' 139

| 5:00 - l6:00 43 40 2 l l 4 t5 t5 t69

l6:00 - l7:00 29 39 25 I 4 l 0 8 145

l7:00 - l8:00 J J 5 5 t 7 t 4 1 8 5

l8:00- l9:00 39 46 28 26 l 9 t o 10 l 8 ?

l9:00-20:00 37 44 22 28 t4 l 6 l 3 173

20:00-21:00 34 43 29 27 26 20 t9 196

2l:0O-22:00 l8 l 6 l ) l 4 l l r0 108

Total Volume 480 640 404 242 2t8 240 2,680

Traffic Volume at "Chellah Bandi Bridge"

( Utrit : Vehicle/hour/two-wNy )

72 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

ChaDter 4. Traffic .\nalvsis

( Unit : Vehicle/hour/two-way )

Vehicle type Motor-rycle cor

Minibus

Largebus

Smalltruck

Mediumtruck

Largehuck

TotalVolume

06:00 -07:00 23 24 22 5 t2 t0 l 0 103

07:00-08:00 4 l 43 40 o t9 l 8 1 8 8

08:00-09:00 74 95 49 9 J J 23 T7 299

09:00- l0:00 oz+ 60 55 o 36 22 l ) 255

l0:00- I l :00 96 t 27 90 83 t6 453

I l :00- l2:00 l0 l 108 109 0 t4 25 429

l2:00- l3:00 80 r09 92 0 68 .)J 20 400

l3:00- l4:00 84 89 48 0 47 25 2 l J I J

l4 :00- l5 :00 62 46 45 J 22 l6 8 202

l5:00" l6:00 l ) 53 42 26 t7 l 6 208

l6:00- | 7:00 48 60 +J , 25 25 t5 z t o

l7:00- l8:00 6 t 5 l 30 J I l 6 2 t l

l8:00- l9:00 62 o) 46 J 40 t7 260

l9:00 -20:00 89 2 24 35 17 304

20:00-21:00 59 oz +) 27 22 248

2l:00 -22:00 34 I J I l 8 l 5 t2 136

Total Volume I ,005 1,093 799 J J ) ) / 380 253 4,224

Traffic Volume at "Lohar Gali"

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 73

FINAL *.,-FEASIBILITY REPORT

tr Trip nistriUution Map by Road and Time Zone

-c

800

700

600

500

400

300

200

1 0 0

00 6 - 0 7 0 7 - 0 8 0 8 - 0 9 0 9 - 1 0 r 0 - 1 r | - 1 2 1 2 - 1 3 1 3 - . 1 4 1 4 - 1 5 t 5 - t 6 1 6 - 1 7 1 7 - 1 8 1 8 - 1 9 1 9 - 2 0 2 A - 2 1 2 1 - 2 2

Trip Distribution by Time Zone(NO.l Domel Bridge)

- - l I r

I IIr I

T

I TIT

1 ,400

't ,200

'1 ,000

800

600

400

200

0

Trip Distribution by Time Zone (NO.z Tanga Adda Road)

06-07 07-03 03-09 09 r0 10-11 11 t2 12- t3 13-14 14-15 15-15 1€- r7 17-1A 1A 19 19-2D 2A-21 21-22

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

1 ,600

1 ,400

1 200

I

E 800

oE 6006

400

06- 07- 08- 09-07 08 09 10

Trip Distribution by Time Zone (NO.3 Neelum Valley Road)

1 0 - 1 1 - 11 1 1 2

2- 13- 14- 15- 16- 17- 18-1 3 1 4 1 5 1 6 1 7 t 8 1 9

19-20 22

1,600

1 ,400

1,200

o

ID

o

oE;

1,000

800

600

400

200

0

Trip Distribution by Time Zone (NO. 4 Alama lqbal Bridg{Neetum Bridge))

06- {7 07- {3 03-09 09-10 r0 - l i t1 -12 12- i3 t3 - t4 I4_ t5 t5 - t6 t6 -17 17_13 t i_1s 1F20 20 '21 21_22

Pre-Feasibility and Feasibiliry study ofrwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

F INAL , .FEASIB IL ITYREPORT

2- 13- 14- 15- 16- 17- 18- 19- 20- 21-1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2

Trip Distribution by Ttme Zone (NO.5 Chellah Bandi Bridge)

'10- 1 1- 11 1 1 2

06- 07- 08- 09-07 08 09 10

E 150

2220-2120

r 2 - I 3 - 14 - I 5 - 16 - 1 7 - 18 -1 3 1 4 1 5 1 6 1 7 1 8 1 9

Trip Disaibution by Time Zone (NO.6 Lohar Gali )

1 0 - 1 1 -1 1 1 2

06- 07- 08- 0$-07 08 09 10

o

66 ZCU

E zvu

9 ,uo'100

76 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chanter 4. Traffic Analvsis

E Total Street Traffic Volume in the Project Area

o Traffic volume average for two days shows that the peak hour for urban areas is

different from that of suburban areas. For the entire project area, peak hour is

found to occur between I 3:00 - 14:00.

Total Street Traffic Volume & Peak Hour Identification( Unit : Vehicle/hour/two-way )

Street nameDomelBridge

I angaAddsRoad

N eelumVallevRoed

AlamaIqbal

Bridee

CheuahBandiBridse

LoharGali

Total

06:00-07:00 t49 156 t 8 4 t25 103 930

07:00"08:00 27r 284 3E7 334 228 1 8 8 1,692

08:00-09:00 449 5 l l 583 488 221 299 2,550

09:00" l0:00 6 1 8 871 827 't82 255 1 s t S

l0 ;00- I l :00 683 974 880 |,220 t48 453 a all

l1:00- l2:00 685 1,040 l ,109 r249 144 429 4,654

l2 :00- l3 :00 ?01 9t1 1,080 't,307 IEE 400 r' so1

l3:00- l4:00 1,283 1,330 r,364 150 313 5,t72

l4 :00- l5 :00 ?25 t , 1 7 2 |,364 1,340 I39 202 4,941

l5:00- l6:00 ? t 7 |,076 I ,0E6 1,303 169 20E 4,558

l6 :00- l7 :00 6 t 3 904 I ,065 | ,214 1 4 5 2t6 4,157

l7 :00 ' lE:00 550 885 844 8 5 1 1 8 5 2t l I 5 ? {

I8 :00- l9 :00 544 662 699 741 lE2 260 3,087

l9:00-20:00 5E? 626 649 650 t?3 304 2,988

20:00-21:00 506 646 ?02 832 196 24E l t r o

2I:0O-22:O0 278 355 386 457 1 0 8 1 3 6 | ,721

Total 8,807 t2,261 13,245 14,358 2,680 1r ))4

Note : The shade area rep€sents tle pezk hour of the entire su'eet

Trip Distribution by Time Zone (Total Volume)

5,500

5,000

4,500

4 000

3,500

3,000

25AA

2,000

1 ,500

1 ,000

500

005-07 07-03 03-09 09-10 1o- f i 1 r -12 r2 '13 l3 -1{ 14-15 15-16 16-17 17-14 1A-19 19-20 2A-21 21-22

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

FINAL 1 .FEASIBILITY REPORT

E The Current Traflic Volume Condition for the Project Area

o Peak hour (13:00- l4:00) traffic volume for the entire project area is as follows.

r The traffic volume of the Alama Iqbal Bridge was found to be the heaviest

followed by that ofthe Neelum Valley Road and the Tanga Adda Road.

Current Map of the Street Traffic Volume at Peak Hour(13:0(F14:00)

+

ieetun nd

cl{H B0

]oiar6alll

I_qry!.f4dr !9!d-

llomalErtbt

.1, DorEl clrtrrl(C Gdl Band Chowk@ 0xr cmvtrO ctEttar ctDul5) teetutl chowk A

- East ot l€elfn 8fldga ChorJlO le€lun Chouk B

- uest o[ ileelum EdqFO 8da Ptr (lDrlr.O cemash cm|tO Brste cmwkE Nr unrverdu cnour

78 Pre-Feasibitity and Feasibility Study ofTwo (2) Nos. Tunnels with R€alignment ofRoads in AJK'

E Estimation of Night Time Traffic and Daily Traffic Volumes

e PTPS(Pakistan Transport Plan Study) shows rhar 24 hours daily traffic is

estimated as 1.25 times of 16 hours daily traffic (06:00 - 22:00) and for rrucks

conversion factor is estimated as 1.46 times, which is greater than the average forall types of vehicles.

o Therefore, according to the survey, the night time(22:00 - 06:00) traffic volume is

20.3o/o and the night traffic volume for trucks is 31.5% of the daily traffic volume.

o The 24 hours daily traffic volume including the night time traffic volume is asfollows.

The 24 Hour Daily Traffic Volume of the Project Area

The Ratio of 24-Hour Traffic Volume to 16-Hours Traffic Volume

Vehicletwe car

Minibus

Largebus

Pickuphuck

Z-Axlehuck

3-Axletuck

Con-tainertruck

Agri-cultureftactor

Total

Ratio l . l 6(14.0o/o)

l . l I( l 0 . l % )

1 .30(22.9%)

t . ) z

(24j%)1 . 5 3

(34.7o/o)t .5?

(34.0%)t .4 l

(2e.3%)

t.2l( t7. to/o)

t . z5@3Y")

1 .18(15.60/o)

1.46(31.5o/o)

Source : Pakistar TraDsport Plan Study in The Islamic

( Unit : Vehicle/day )

Vehicle tlpe Motorcycle

Passen-gercar

Minibus

Largebus

Smalltruck

Mediumtruck

Largetruck

TotalVolume

Chellah Bandi -

Patika Rotte557 743 391 i 1 '7 J ) J 3r8 350 3, r89

Pre-Feasibility and Feasibility study ofrwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL. . FEASIBILITY REPORT

4.2.4 Survey Results of Intersection Turning Traffic Volume

E Intersection Turning Traffic Volume Survey Locations

Intersection NO.l Domel Chowk

Picture of Intersection Point Volume (2009, Vehicle/hour)

gt

t_

lr

Intersection Analysis Result

Average Control Delay

(Second/vehicle)LOS

15.2 c

Intersection NO.2 Gari Band Chowk

Picture of Intersection Point Volume (2009, Vehicle/hour)

F

AI

I

I

NC

Intersection Analysis Result

Average Control Delay

(Second/vehicle)LOS

20.0 (-

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK-

Chapter 4. Traffic Analysis

Intersection NO.3 G.P.O Chowk

Picture of Intersection Point Volume (2009, Vehicle/hour)

o:

t,

Intersection Analysis Result

Average Control Delay

(Second,/vehicle)LOS

13 .5 B

Intersection NO.4 Chattar Chowk

Picture of Intersection Point Volume (2009, Vehicle/hour)

6

Irttt\

\-zrsf-223

lr

lntersection Analysis Result

Average Control Delay

(Second/vehicle)LOS

15.6 C

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with R€alignment ofRoads in AJK.

FINAL -, , .FEASIBILITYREPORT

82 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 4. Traffic I'nalysrs

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL. ,,. FEASIBILITY REPORT

Intersection NO,9 Blate Chowk

Picture of Intersection Point Volume (2009, Vehicle,4rour)

Intersection Analysis Result

Average Control Delay

(Second/vehicle)LOS

12.0 B

Intersection NO.10 AJK University Chowk

Picture of Intersection Point Volume (2009, Vehicle/hour)

Intersection Analysis Result

Average Control Delay

(Second/vehicle)LOS

I 1 .4 B

84 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 4. Traffic Analysis

E Intersection Turning Traffic Volume of the Project Route

The tuming traffic volume of intersections at the peak hour (13:00-14:00) of the entire project

area is as follows.

Current Map of the Intersection Turning Trafrc Volume at Peak Hour(13:01F14:l[)

J/ oom€l ChorvlO cart Ba|d CNrow[3i 6ltr ChowkO cnanar Chof,k:5) ile€tm Ctbf,( A

- Eggt 0l le€|trn ofise Cmvrk'O il€€tur ctDm I- f88t 0f lleslum Eddge

O Bs r clrflt3l c€lEgh chof,tO Ehtc cnofiE x untvsrsg cm|t

+

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL, ...,.,FEASIBILITY REPORT

4.2.5 Analysis of Level-of-Service for Street

. Due to the characteristics of the road network in the project area, it is deemed

inapplicable to use "Percent Time Spent Following" and "Average Travel Speed"

as criteria in evaluating the level of service in accordance with the "Two-lane

Highways" analysis method of the rHighway Capacity Manual, 2000t . It is,

therefore, decided to assess the level of service based on the FKorea Highway

Capacity Manual, 2005t , which provides the two-lane highway analysis

methodology applicable to the project area.

E Two-Lane Highwuy Analysis Methodolos/

1) Summary of Road & Traffic Conditions

o Analysis procedure of the general terrain of twoJane highway is as follows. First Total

Delay Pate(TDR) under ideal conditions is estimated based on converted peak hour traffrc

volume. This TDR is corrected and TDR under current conditions is estimated. Level of

s€rvic€ can then be estimated.

Road Conditions Traffic Conditions

Lare Width and Lateral Clearance(m) Twcway Trafficvolum{Wh)

Design Speed(kph) Tramc flow Raie

No-Passing Zones(%) Peak Hour Facto(PHF)

Type of Terrain(Level, Rolling) Vehicle Composition

Length of Road Section(km) Directional distribution

So|nce : Korcan Higlxvay 200,5

2) Adjustment for Peak Hour Tralffc Volume

PHF : Peak hour factor(determined from site survey)

f* , Heavy nehicle adjustment factor

fx, =l l l l+ Pu(En - l)+4(8, - l) l

where, Eo'4 , P^r"nger car equivalent for heavy vehicles for fuck/bus and trailer

Pt '4 'propo,llon ofheavy vehicles for truck/bus and trailer

passeng€rSource : Korean Highway Capacity Manu4 2005

Passenger-Car Equivalents on Two-Lane Highway in Level Terrain

Division ofVehicle Lrvel Rolling

Truck and Bus l . )n 1

Trailer 1 . 9

Note : For zones, car for sectioru with

86 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 4. Traffic Analysis

3) Estination of Traffic Flow Rate

v^= VPHF x f,,

., where, 'r; Converted peak hour traffic volume(ltcph)

4) Capacity Assessment

. Peak hour one-way traffic volume is estimated by applying the larger of the

directional distribution ratio to the peak hour traffic volume. And this peak hour

one-way traffic volume is then compared with one way maximum capacity (1,700

pcph) and two-way maximum capacity (3.200 pcph) of two-lane highway. If any

of these capacity is exceeded, the level of service is evaluated as "F" and the

analysis procedure is ended. lf not, the process could continue.

5) Calculation of Total Delay Rate(TDRi) under ldeal Condition

. Total Delay Rate(TDRI) under ideal conditions is calculated from the equation

elow based on converted peak hour traffic volume.

Road Type I :TD&=0 '0 l2xv Road Type n :TDRI =0 '0 l55xv

where, DRt , Totul D"luy Rate of road type I under ideal condition(%)

DRn : Total Delay Rate of road type II under ideal condirion(7o)v : Flow rate(pcph)

6) Adjustment for Total Delay Rate(TDR)

Fdw : Adjustment for lane width and lateral clearance for total delay rate(TDR).

fdD-p : Adjustment for combined effect of directional distribution of traffic and

percentage of no-passing zones for total delay rate(TDR).

Adjustment for Lane Width and Lateral Clearance

on Twel,ane Highway in Level Terrain

a

a

--r-..._ Lane Width(m)Lateral

-""\.\

Clearance(m) ---'-..- > 3.50 > 3.25 > 3.00 > 2.75

> 1 .5 1 .00 I .03 1.06 1.09

> 1 .0 1 .03 1.06 1.09 l . t 2

> 0.5 l.06 L09 1 . 1 2 l . l 5

Soure : Korean HiBhway C@city Manual, 2005

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL '." FEASIBILITY REPORT

TSo-WayFlow Rate

(pcph)

Adjushent Factor

NoPassing Zone(7")

0 <20 <40 s60 <80 s 100

Directional Solit 50/50< 400 1.00 L0 l | .02 1 .04 1 . 0 5 1.06

< 800 1 .00 | ,03 1 .05 1.07 I .09 | . 12< 1,200 1.00 L l l l . l 4 t . 16 l . l 8 1.20< 1,600 l 00 1 .08 t . t 0 t . I 2 l l 4 L 1 6

< 2,000 1.00 1.06 r .08 l l 0 | . 12 t . t 4< 2,400 1.00 1.03 t .05 L06 1.07 1.08

< 2,800 L00 1.02 t .03 I .04 1.05 1.06< 3,200 1.00 1.00 1.00 L00 1.00 1.00

Directional Split 60/40< 400 1.00 L0l | .02 1.05 1.06 |.07< 800 1.03 1.04 1.06 1.08 l . l 0 t . l 3

< I ,200 1.06 | . t 2 l . l5 t . t7 l . l 9 t .2 l< I,600 1.05 1.09 L l l l . l 3 l . l 5 t . t7< 2,000 1.04 1.07 1.09 l . l I l . l 3 L t5<2,400 1.03 1.04 1.06 1.07 1.08 1.09< 2,800 r.00 1.00 1.00 t.00 1.00 1.00

Directional Split 70/30< 400 r.00 1.02 1.03 1.05 1.07 1.08

< 800 1.04 1.05 t .07 1.09 l . l I l . l 4

< I,200 L07 t . l 3 L l6 l . l 8 1.20 1.22< 1,600 1 .06 l . l 0 t . t2 l . l 4 I . 16 l . l 8

< 2,000 t .05 r .08 Lt0 | .12 l . l 4 l l 6

< 2,400 1.00 | .00 1.00 r .00 1.00 1.00Directicnal Split 80/20

< 400 1.00 l 03 1.04 1.06 1 . 0 8 L09< 800 1 . 0 5 L06 1 .08 L l0 l . t 2 l l 5

< 1,200 L08 t-14 | . 17 L19 | . z l< I ,600 t .07 l . l I t . t3 t . l 5 1 . 1 7 1 . l 9

< 2,000 1.06 r.09 l . l I t . l J I . I 5 t . t7<2,200 1.00 r.00 1.00 1.00 1.00 1.00

Directional Split 90/10< 400 1.00 1.04 L05 1.07 1.09 l . l 0

< 800 1.06 t .o7 L09 l . l I l . l 3 l . l 6

< I,200 l .09 l . l 5 L l8 t .20 1.22 1.24

< t,600 1.08 t . l 7 l . l 4 t . l 6 l . l 8 1.20< t,900 1.00 r.00 1.00 1.00 1.00 1.00

Nol,e : Wh€n not qven the values of and Ue percentage ate

Adjusfinent for Combined Effect of Directional Distribution of Traffic and

Percentage of NePassing Zones on Two'Lane Higbway in Level Terrain

glv€n

Source : Korean Highway Capacity Mmual,2005

88 Pre-Feasibility and Feasibitity Study ofTwo (2) Nos Tunnels with Realigoment ofRoads in AJK.

Chapter 4. Traffrc Analysis

7) Estimation of Total Delay Rate(TDR)

TDR=TDR.x fa* x .fro-,

Where , ZDR : Total Delay Rate in highway and traffic conditions

DR, : Total Delay Rat€ of road type in ideal condition

/rt ' Adjurtrn"nt for lane width and lateral clearance for total delay rate

r/D-P: Adjustment for combined effect ofdirectional distribution of

traffic and percentage of no-passing zones for total delay rate

8) Level-of-Service Criteria

r The level of service can be determined for each road type based on the Total

Delay Rate(TDR) calculated above.

Section Total Delay Rat€ : TDR(%)Flow Rate@cph)

Level of Service Road T)?e I Road Tlpe II

<8 < l 0 < 650

B < 15 <20 < | ,300

C <23 <30 < t ,900

D s30 <40 3 2,600

E < 38 <50 < 3,200

F )38 >50Soulce : Korean Manual,2005Capacity

E Analysis Result of Level-of-Service of Two-Way Highways

. Two-way highways analysis shows that the Total Delay Rate(TDR) is 4.0 *30.9%.

e The Level-of-Service(LOS) of the two-way highways are shown to be in the range

of "A" - "D", which indicates that the service level is satisfactory.

. The results of the Level-of-Serv ice(LOS) analysis for the project area are

presented in the table below.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK-

PINAL i.;iI FEASIBILITY REPORT

Result of Level-of-Service Analysis of Two-Way Highways

Road Section

Two-wey

TrafficVolume

(vph)

P€akTineFlowR.te

(pcph)

Split

(sh)

FrlwTDR

(%)

LOS

t. Domel Chowk e 2. Gari Band Chowk 733 9 t5 0.52 |.06 t . t 4 t7.2 B

3. G.P.O Chowk <, 5. Neelum Chowk A |,290 | 461 0.55 r.06 t . l 7 28.1 (-

5. Neelum ChowkA e 6. Neelum Chowk B |,364 1629 0.50 1.06 1 . l 6 30.9 D

6. Neelurn Chowk B e 7. Bala Pir Chowk 313 414 0.50 r.06 1.06 7.?

8. Cemagh Chowk ., 9. Blate Chowk t ,330 1506 0.51 r.06 t . t7 ?8.9 C

19, AJK Universiry e rr Kahori BridgeChowk Chowk

151 225 0.s6 r.06 1.07 4.0

4.2.6 Analysis of Intersection Level-of-Service

o The level of service(LOS) for the intersections of the project area is evaluated in

accordance with the Unsignalized Intersections Analysis Procedure provided in

the rHighway Capacity Manual, 2000.1 since the intersections in the project area

are all unsignalized ones.

E Process of Unsignalized Intersections Analysis

. There are three types of unsignalized intersections addressed generally, including

two-way stop-controlled(TwSC), all-way stop-controlled(AWSC), and

roundabouts.

o Level of service of two-way stop-controlled(TWSC) intersections which is the

most typical unsignalized intersections has been analyzed using a methodology

presented in rHighway Capacity Manual, TRB, 2000.r .

I Two-Way Stop-Controlled(TWSC) Intersections

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK-

Chanter 4. Traffic .\nalvsis

o ln this section a methodology for analyzing capacity and level of service of

TWSC intersections is oresented.

1) Input Data Requirements

. Data requirements for the TWSC intersection methodology are similar to those for

other capacity analysis techniques. Detailed descriptions of the geometrics,

control, and volumes at the intersection are needed.

2) Conflicting Traffic

. Each movement at a TWSC intersection faces a different set of conflicts that are

directly related to the nature of the movement. These conflicts are shown in

Figure, which illustrates the computation of the parameter vc,x, the conflicting

flow rate for movement x. that is. the total flow rate that conflicts with movement

x(veh/h).

9 l

TWSC Unsignalized Intersections Methodology

. lnput- Geometric data- Hourly turning movement volumes- Heavy vehicle percentages- Pedestrian data- Upstream signal data

. Compute

" Identify c

f low rate

cnfl icting traffic f low

" Compute gap times- Critical gap times- Follow-up times

Compute potential capacity

Adjust potential capacity and

compute movement capaclt].

Compute queue lengths

Compute control delays

Determine levels of service

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignmeot ofRoads in AJK.

FINAL J ., FEASIBILITY REPORT

StnFdlldmi

ai!t6G, tt,

lqatl

.----1-6----.

i--t---

6)- r .1.vg+1,F|11r,

2_re- _ _ _ _ - . ,

I t

fr , t=rfrrt3g+qt

mrmI

r3i

I

.----T

,.,r=$.os{tl*r,3.r,3

]|nEl|l

$Fl 16

\-5<-5t-a

r.g.2q r g +rsFl +q5

l-t

3-\ t5

Itr l tr=at+12rvlBfvrs

.. . . -l-5-. -. -

I@l

I

r.6 =2v1rrq +05501+ 16

loI

...__-t..--t6

rcrn = 2tr r rs + OSr|II + rr:

Itr. LI

Sb0r I Jl'I

13 :

I

r.r:.2rr. # + Oirfl r OSvoltsl +O5[1 r !3

I

: l{

IJt,ff'"att' f - os".F' o*Ptl'

.----!9---t

dv47 =?q +12 r o5vfl rq5

@lt

*""rj i-- '- l---i

r41=Q rr3 + OSqIl + v15

Definition rnd Computation of Conllicting Flows

92 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 4. Trafi., . .ralysis

3) Critical Gap and Follow-up Time

r The critical gap, tc is defined as the minimum length time interval in the major

- atreet traffic stream that allows intersection entry for one minor street vehicle.' Thus, the driver's critical gap is the minimum gap that would be found acceptable.

, . The time span between the departure of one vehicle from the minor street and the

departure ofthe next vehicle using the same major street gap, under a condition of

continuous queuing on the minor street, is called the follow-up time, tf. Put' another way, tf is the headway that defines the saturation flow rate for the

approach ifthere were no conflicting vehicles on movements of higher rank.

Base Critical Gaps and Follow-up Times for TWSC Intersections

Vehicle Movernent

Base Critical Gap, tc,base(s)Base Follow-up Time, tf,base(s)

2-Lane MajorSfteet

4-Lane MajorStreet

Leff tum from major 4 . 1 4 . 1 2.2

Right tum from minor o.z 6.9 J . J

Through traffic on minor 6.5 o.) 4.0

Left tum from minor 7 .1 7.5 3.5

Souroe : Highway Capacity Manual,2000

4) Potential Capacity

. The gap acceptance model used in this method computes the potential capacity of

each minor traffic stream in accordance with under Eouation.-v- . t" " /3600

e-" 'L p , *

= V" , t l - -v . . r . . /3600l - e ' ' ' '

where,

a- P'x : Potential capacity of minor movement x(veh/h)

Conflicting flow rate for movement x(veh-ftr)

Critical gap (i.e., the minimum time interval that allowsintersection entry for one minor sheam vehicle), q for minormovement x

Follow-up time (i.e., the time between the departure of onevehicle from the minor street and the departure of the next under acontinuous queue condition), s, for minor movement x

t t '

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK, 93

FINAL . ]' .FEASIBILITY REPORT

5) Movement Capacity

. The potential capacity of a movement is denoted as cp,x (for movement x), and is

defined as the capacity for a specific movement, assuming the following base

conditions:- Traffic from nearby inters€ctions does not back up into the subject intersection.- A separate lane is provided for the exclusive use ofeach minor street movement.- An upstream signal does not affect the arrival pattem ofthe major street traffic.- No other movements ofrank 2, 3, or 4 impede the subject movement.

r The potential capacity, cp,x, minor street movements is given in Figure for a two-

lane major road, and in Figure 4 for a four-lane major road.

. The potential capacity is expressed as vehicles per hour (veh/h). It can be seen

from the exhibits that the potential capacity is a function of the conflicting flow

rate vc,x expressed as an hourly rate, as well as the particular minor street

movement being analyzed.

@ Impedalce Effects

- Vehicle lmpedance- Pedestrian Impedance

@ Shared-Lane Capacity

- Where several movements share the same lane, and cannot stop side-by-side at the stop

line ofthe intersection, Under equation is used to compute shared-lane capacity.

where,

C,,

l"

Capacity of the shared lane(veh./h)

Flow rate ofthe y movement in the subject shared lane(veh,/h)

Movement capacity of the y movement in the subject

shared lane(veh/h)

94 Pre-Feasibiliry and Feasibility Study ofTvro (2) Nos. Tunnels with Realignment ofRoads in AJK.

Potential Capacity

TWO-LANESTREETS

g.F5

Ed

-- RI lJrmr' ' ' f i M E r---- tT llir

1500 20m

Cdl|icting Flow kte, vc r (uch/h)

FOUR.LANE

STREETS

?

.=:

..1-

a

1000 1500 2000

Confllcling tlow Rite vsr (vdvh)

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL i .ii-,FEASIBILITY REPORT

6) Confrol Delay

o Control delay includes initial deceleration delay, queue move-up time, stopped

delay, and final acceleration delay. With respect to field measurements, control

delay is defined as the total elapsed time from when a vehicle stops at the end of

the queue until the vehicle departs from the stop line.

. This total elapsed time includes the time required for the vehicle to travel from the

last-in-queue position to the first-in-queue position.

where,

Average control delay(Vveh)

FIow rate for movement x(vefuh)

Capacity of movement x(veh/h)

T Analysis time period, h (T = 0.25 for a l5-min period)

7) Level-of-Service Criteria

. Level of service for a TWSC intersection is determined by the computed or

measured control delay, and is defined for each minor movement. Level of service

is not defined for the intersection as a whole.

Level-of-Service Criteria for TWSC Intersections

Level ofService Average Control Delay (second/vehicle)

B

c

D

E

F

0 - l 0

l 0 - 15

t5 -25

?5 -35

35 -50

50

2000HighBay C4acity M&ual,

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

I

96

Chapter 4. Traffir Analysis

O Result of Intersection Level-of-Service Analysis

Two-way stop-controlled(TWSC) Intersection Analysis Method is applied since

the intersections in the project area are all Unsignalized Intersections.

The analysis of the traffic delay rate shows the Average Control Delay to be 8.2

sec/veh * 33.6 sec/veh.

The Level-of-Service(LOS) for the intersections is found to be within 'A" *'D"

range, which indicates that the level of service is satisfactory.

The results of the Level-of-Service(LOS) analysis for the project area are shown

in the table below.

Intersection Level of Service Analysis Results (13:00- 14:00)

Intersection NameFlow Rate

(vph)Average Control Ilelay

(second/vehicle) Level of Service

l. Domel Chowk L,447 15.2 c

2. Gari Band Chowk | ,574 20.0 L

3. G.P.O Chowk |,261 | 3.5 B

4. Chattar Chowk 1 7 4 ) 15.6 c

5. Neelum Chowk A | ,649 23.7 C

6. Neelum Chowk B 1,860 33.6 D

7. Bala Pir Chowk 207 8.2

8. Cemagh Chowk I ? < t 2.8 B

9. Blate Chowk 1,071 t2 .0 B

10. AJK University Chowk l ,0 l I t l .4 B

Pre-Feasibility and Feasibility Study oftwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL , , I'.FEASIBILITYREPORT

4.2.7 Survey Results of Road side O/D Interview

O Result of O/D Interview Survey in Location l(Domel Bridge)

o Map and Direction of O/D interview survey in Location 1 are shown below.

ililt

Harlpur

o The following summarizes result of O/D interview survey in Location I (Domel

Bridge).

Origin-Destination (O/D) in Location l(Domel Bridge)

Totalhafncvolume

Through Tlaffic Volume(unit : veh./32h)

A-A A-+B A-+C A+I) C*A C+B C-+D D-A

5,284 386 t,741 29 2,734 344 8

100% 0.07o/o 2.19o/o 9.88v" 0.t6% t5.s2% 1.96% 0.17o/o 0.04%

T h r o u g h D - A ,( 8 v e h . 3 2 h ,

0 . 1 4 % )

T h r o u s h C - D ,( 3 1 v e h . 3 2 h ,

0.58% )

T h r o u o h A - A ,( 1 1 v 6 h . 3 2 h ,

o.22%)

T h r o u c h C - 8 ,(344ve h .32h ,

6.52%)T h r o u o h A - 8 ,(386veh.32h,

7 31!trl

T h r o u g h C - A ,(2 ,734v e h .32h

, 51 .74%l

T h r o u g h A - C ,[1 ,741v€ h 32h

, 32,95?()T h r o u g h A - 0 ,(29ve h 32h,

0.55*)

98 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

E Resutt of O/D Interview Survey in Location 2(Lohar Gali)

. Map and Direction of O/D interview survey in Location 2 are shown below.

Balal(ot

Muree

o The following summarizes result of O/D interview survey in Location 2(Lohar

Gali).

Origin-Destination (O/D) in Location 2(Lohar Gali)

TotalfrafEcvolume

Thmugh Ttaffc Volum{unit : veh.82h)

A+A A-B A-+C B-C C-+A C-+B C*C

2,562 I t2 576 585 602 593 18,6

100% 0.30% 0.46% 22.50o/o 22.83% 23.50o/o 23.15o/o 7.27%

T h r o u c h A - 4 ,(8ve h . /32h ,

0 ,30* )

T h r o u g h A(12veh, /32h,

0 .46%)T h r o u o h C - C ,(186ve h./32h ,

7 27%)

T h r o u g h C(503veh -/32h,

23 .15* )

Through C-4,(602ve h -/32h,

23.50*)

Throuoh A-C(S76vsh

"/32h,22.50%l

h r o u c h B - C ,(585veh. /32h,

22 A3/"1

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 99

FINAL ,i ,. FEASIBILITY REPORT

E Result of O/D Interview Survey in Location 3(Chellah Bandi Bridge)

r Map and Direction of O/D interview survey in Location 3 are shown below.

r The following summarizes result of O/D interview survey in Location 3(Chellah

Bandi Bridge).

Origin-Destination (O/D) in Location 3(Chellah Bandi Bridge)

Totaltraffic

volume

Through Trallic Volume(unit : vehJ3Zh)

A-rB B-+B B+C C-rB

1,607 32 1,440 bJ 72

100% 1.96% 89.600/o 3.95o/o 4.49%

T h r o u g h C - 8 ,(72veh. /32h,

4.49%lT h r o u g h B - C ,(63vehJ32h,

3.95 % )

h r o u g h A - 8 ,

Throuoh B-8 ,(1 ,44ove h./32h ,

89.60%)

Pre-Feasibility and Feasibilig Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

I

Chapter 4. Traflic Analysis

3) Number of Vehicles

O Past Tr€nd

o The number of the total vehicle registration including motor cycles in Pakistan is

reported to increase from 2,713,000 in 1990 to 6,167,000 in 2008.

o The number of the Motorcars jeep & Station wagons increased from 682,000 in

1990 to 1,487,000 in 2008 and the number of the trucks increased from 105,000 in1990 to 207,000 in 2008.

Number of Registered Vehicles

SuueyNote: * Etimated by MTDF

(Ulit : Vehicle Fleet)

CslendarYear

Motorcarsjeep &stationwlSons

Motorcrb6/trxis Bus€s Truck

Motorcyde

(2 wheets)

motorcyclc

(3 wb€els)Oller Total

1990 682,636 32,304 84,016 t05,245 1,250,749 50,862 507,025 2,712,837

l99l 73t,960 ? ? t ? ( 89,094 107,17 | l , 3 8 1 , 1 3 652,439 528,878 2,923,913

1992 E 19,350 4l,245 94,988 r l r ,391 |,497,017 56,267 558,926 3,t79,t84

t993 868,t 59 47,897 9E,6El I t4,394 |,5?3,370 59,510 589,281 ? ? { t ? 4 ,

t994 902,654 52,444 107,440 I18,389 t,6?9259 62,183 6t5,497 3,53?,866

r 995 923,577 53,400 I 1 3 , 5 1 6 tt9,t74 |,754,737 63,370 642,t74 3,669,948

1996 966,747 54,501 I 14 ,415 r23,65t |,842,531 69,756 666,549 3,83t ,157

1997 1,068,1 l6 E3,182 |9,365 t3t,322 1,995,421 76,224 700,318 4,t73,94s

1998 1,085,969 E3,687 l , < oto t32,895 2,068,730 8t,777 724309 4,303,296

t999 t,t62,t76 E3,8,14 150, r08 1 4 5 , 1 I I 2,175,488 95,345 746,718 4,559490

2000 |,t82,307 83,892 154,401 148,569 2,260,772 99,376 7?2,279 4,70t,596

2001 t,20t,738 93,940 15E,694 t57,027 2,346,056 103,407 797,840 4,E43,702

2002 |,282,37 | 83,954 t62,672 170,6152,407,466 I 1 5 , 9 1 9 825,552 5,048,549

2003 |,292,888 84,277 t62,957 I7E,EE3 2,444,567 122,448 846,017 5,132,037

2004 1,301,40684,31 | 163,242 l 8 l , 1 5 0 2,6Et,066 t24,076 E60,480 5,395,731

2005 t,32t,590 85,619 t65,775 t83,962 2,722,645 t26,004 E73,825 < a1q a.l1

2006 t,37 5,4t9 89,105 172,530 19t,454 2,833,540 l3 l , t34 909,4t6 5,102,598

2007 t,444,190 93,560 l 8 l , l 5 7 201,027 2,975,217 r37,691 954,887 5,987,729

2008 t,487,519 96,367 186,892 207,05E 3,064,474 t4l,822 9E3,534 6,t67,363

Eoonomic

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. I 05

FINAL FEASIBILITY REPORT

@ Increase of Vehicles

o Forecast of the number of the vehicles in Pakistan is made by the Regression

Analysis with GDP as independent variable.

Trms?orl Pldr Study Republic of PakistaD

and buses is shown to increase from 3.277.000 inr The number of cars, trucks,

2010 ro 7.256.000 in 2030

o The growth rate of the numbers of cars, trucks, and buses is shown to be 5.30%

during 2009-2015, 4.26% during 2015-2020, 3.58% during 2020*2025, and

3.10%o durins 2025 -2030-

Future Vehicle Fleet in Pakistan

Vehicle Growth Rate

Regression Equation of Number of Vehicles on GDP

VehideTvpe

Regression F4uation CorrelationCoefficient (R)

Car Y=2198.89Ln(X l) - 247 .7 t9.7 t9Ln(Xz) - 17423.6 0.9799

Truck Y= 0.0554s2X1 - 70.5714 0.9707

Bus Y= 0.024867X I - 37 .t298 0.956s

Y= No. of Vehicle (1000 unit)Xl : GDP (Rs million at 2005 price)X2 : Dummy variable (l .0 for year 1996 to 2000 and 1.0 for other year)

S.'rfte : Pakis{ff| Plan in The Ishmic of Pakistan

{ Unit : 1000 Vehicle Fle€t )

Province Car Truck Bus TotNl

2010 2,645 440 l9? 3,277

2015 3,338 628 4,24?

2020 3,978 865 382 5,226

2025 4,567 t , t52 5 l l 6,230

2030 5,104 1,490 662 7,256SourE€ : Pakistan TransDort

Year Car Truck Bus Total

2005 -2010 6.82% 8.47Yo 8.79o/o 7 . l4yo

2010 - 2015 4.76% 7.37% 7.53v. 5.30%

20t5-2020 3.57o/o 6 .6 t% 6.720/o 4.26%

2020-2025 2,80% 5.90% s.99% 3.58%

2025 - 2030 2.2s% 5.28% 5.31% 3.10%

t06 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 4. Traflic Analysis

E Trend of Socioeconomic Indices in Azad Jammu and Kashmir(AJK)

1) Economic Growth

O Recent Economic Grotth

. The economic growth rate in Azad Jammu and Kashmir(AJK) in recent years is

2.80% in Muzaffarabad ^nd 2.41o/o overull.

Recent Economic Growt} Rate in AJK

Province Economic Growth Rate(7o)

AzadJammu and

Muzaffarabad

Muzaffarabad 2.80Neelum

sum 2.80

Mirpur 2.09

Bhimber 2.60Kashmir(AJK)

Kodi t ( o

Poonch

Baeh and Haveli 2.00

Sudhnati t .99total 2.41

Source : wurw.ajkgov.pkNot€ : Data based fi 2009

2) Population

O Past and Recent Population

e The population of Muzaffarabad in Azad Jammu and Kashmir(AJK) has increased

from 0.746 million in 1998 to 0.754 million in 2009 and the overall population

has increased from 2.973 million in 1998 to 3.798 million in 2009.

Past and Recent Population in AJK

ProvincePopulationMillion)

1998 2002 2Ut9

AzadJammu and

Kashmir(AJK)

M uzaffarabad

Muzaffarabad 0.746 0.833 0.7 54. Neelum 0.126

Sum 0.746 0.833 0.880Mirpur 0.334 U.JOJ 0.746

Bhimber 0.302 0.335 0.352Kotli 0.563 0.624 0.656

Poonch 0 .41 I 0.449 0.469Bash and Haveli 0.393 0.425 0.443

Sudhnati 0.224 0.242 0.252Total 2.973 3.271 3.798

.pk

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. lO7

FINAL FEASIBILITY REPORT

@ Population Forecast

. The population of Muzaffarabad in Azad Jammu and Kashmir(AJK) is expected to

increase from 0.754 million in 2009 to |.007 million in 2033 at the rate of l.2lyo.

The overall population is expected to grow from 3.798 million in 2009 to 5.082

mif lion in 2033 at the rate of | .22%;o.

Future Population Forecast in AJK

hovince

Population(Million) AverrgeAnnual

PopulationGronthRrtq%)2009 2014 2018 2023 z02a 2033

AzadJammu

andKashmir(AJK)

Muzaffarabad

Muzaffarabad 0.754 0 .8110.853 0.904 0.955 r.007 t .2.1%

Neelum 0.t26 0. 136 0 . 1 4 4 0 . t53 0.162 0 . l 7 l t ,z8%

Sum 0.880 0.947 0.997 1.057 1 . t17 I . 178 1.22%

Mirpur 0.746 0.803 0.845 0.895 0.945 0.997 1.22o/o

Bhimber 0.352 0.379 0.399 0.423 0.447 0.472 1.23o/o

Kotli 0.6s6 0.706 0.743 0.787 0.831 0.876 t . z t%

Poonch 0.469 0.505 0.532 0.564 0.596 0.629 | .230/o

Baeh & Haveli o.443 0.477 0.502 0.532 0.562 0.593 | .22o/o

Sudhnati 0.252 0.271 0.285 0.302 0.319 0.337 1,22%

Total 3.798 4.0884.303 4.560 4.8t7 s.082 |,22Yo

108 Pre-Feasibility and Feasibility Study ofT o (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chaoter 4. Traffic Analvsis

4.3.3 Traffic Demand Forecrst of the Project Route

B Traffic Demand Forecast of the Route Alternatiyes

Future traffic volume forecast of the route altematives has been performed for 2014, one year

after the completion ofthe road and also for 2018,2023,2028, arrd 2033, every five years after the

completion. The inluence zone for each route altematives has been estimated to forecast the kamc

volume for each route altematives. Traflic volume is assumed to be increased normally in line with

the srowth trend in Pakistan.

In order to forecast the future traffic volume for the target years, we have utilized the figures and

growth estimates of GDP, population and vehicle ownership of Azad Jammu and Kashmi(AJK)

using socio-economic indicators of PakisAn. Normal growth rate of traffic volume of the target

route is based on the estimated erowth rate ofvehicle ownershio.

Vehicle Growth Rate

Year Passenger car Truck Bus Total

2010-2015 4.76% 7.37% 7 .53% 5.30o/o

2015 -2020 3.57% 6.61Yo 6.72% 4.260/o

2020 -20?5 2.80% 5.90% 5.99% 3.58vo

2025 -2030 z.2s% 5.28o/o 5 . 3 l % 3.10%

The number ofvehicles is assumed to increase at the rate of5.30% durins 2010 * 2015.4.26%

during 2015 - 2020,3-58Yo during2020 - 2025, and 3.10% during 2025 - 2030.

Future traffic volume for each route is estimated by applying the growth rate of vehicle ownership

to the 24 hour daily traffic volume in the project area.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 109

FINAL - ' ,FEASIBILITYREPORT

1) Chellah Bandi - Patika Route

Chellah Bandi - Patika Route Proposed Alipment

o Estimated the ffaffic volume for each route altematives is below-

Traffic Volume of Chellah Bandi - Patika Route bv Alternatives

( Unit : Vehicle/dry )

Year 2009 2014 2018 2023 2028 2033

AIt. I 3,1 89 4 l t o 4,819 5 , 8 1 7 6,775 7 ,893

Alt. 2 2,838 3,67 5 4,342 5 , 1 7 7 6,03l 7 ,025

Alt. 3 3,253 4,212 l q11 5,933 6,9t2 8,051

| | 0 Pre-Feasibility and Feasibility Study of Two (2) Nos. Tunnels with Realigoment of Roads in AJK.

Chapter 4. Traffiu .',nalysis

2) Traffic Volume for the Opfimlm Route

o Traffic volume for taget years of the optimum route is below.

Traffic Volume for Target Years of the Optimum Route

( Unit : Vehicle/day )

Yefi 2009 2014 20r8 2023 2024 7fr33

Chellah Bandi - Patika Route 3 ,189 4,t29 4,879 5 , 8 1 7 6,776 7,893

r Chellah Bandi - Patika Route

9,m0

&m

zm

6,m

s,m

4,m0

3,0m

2,0@

trom

0

Pre-Feasibility ard Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL ; i. .FEASIBILITY REPORT

E Annual Tralfic Volume of the Alternative l(Optimum Route)

Traffic Volume Forecast by Vehicle Type(Chellah Bandi - patika Route)

( Unit : Vehicle/day )

VehicleTyPe

Motorcycle car

Minibus

Lrrgebus

Smalltruck

Mediumfruck

Largetuck

TotalVolume

2014 721 962 506 618 457 4tz 453 4,t29

2015 752 t,003 528 644 477 429 472 4,305

2016 784 |,046 550 671 497 448 493 4,488

20 l7 817 t,090 574 700 5 t8 + o l 514 4,679

2018 852 |, t37 598 730 540 487 ) J i 4,879

20t9 883 r , r78 620 't56 559 504 555 5,054

2020 9t4 1,220 o+z 783 579 s22 ) / ) s t?{

2021 947 1,263 665 8n 600 5 4 1 595 5,422

981 r,308 689 840 622 s60 616 5,516

2023 l ,0 r 6 1,355 713 870 644 580 638 5 ,8 t7

2024 |,047 1,397 735 897 664 598 658 5,99',7

2025 1,080 | ,441 758 92s 684 617 679 6,183

2026 t , l r3 1,485 782 954 706 636 700 6,375

2027 I ,148 1 ,531 806 983 728 o55 721 6,573

2028 1 ,184 t,579 831 | , 0 1 4 750 676 744 6,776

2029 |,220 t,628 857 1,045 773 697 767 6,986

2030 t,258 1,678 883 |,077 797 718 790 7,202

2031 |,297 t,730 910 l l l 822 740 815 7,425

2032 1,337 1,784 939 l ,145 847 to3 840 7,6s5

2033 |,379 1,839 968 | , l 8 t 8',t4 787 865 7,893

ll2 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 4. Traffic Analysis

4,3.4 Calculation of Number of Lanes and Capacity for the Project Route

The highway capacity can be defined as the maximum volume ofvehicles or people passing a

spot over a certain period of time under given conditions. This is used for determining the number

oflanes and the level ofservice.

Also, the number of lanes should be calculated with regards to the level of service, the future

traflic volume and the traffic characteristics. In this project the capacity and the facility size are

determined in accordance with the 0Korean Highway Capacity Manual.r

Process of Calculation of Number of Lanes

Service Flow( S{ )

SF, = C, x(V / C), x N x f,' x f*

Service flow in level-of-sewice " j "

Capacity in design speed level " r "(pcphpl)Ratio oftraffic volume by capacity in level-of-service "i "

Adjustrnent for lane width and lateral clearanc€

Heavy vehicle adjustment factor

(F

cj

(v tc),f"

(LeveDll + P"](En -D + Pr2(Er2 -Dl

l

ll + Prr(E rr - l)l(Rolling, Mountainous)

Adjustment for D€sign Hourly Volume by Peak Hour Factor

PDDHY =DDHI/ =PHF PHF

PDDHI/ ' Peak directional design hourly volume(vph)DDW ' 9ir"6ional design hourly volume(vph)PIIF . peak h6u.16g161

AADT ; Prrlrrtla,l ayerage daity traffic(vpd)K : Design hourly factorD : Heavier direction factor

AADT x Kx D

Compute of Number of Lanes(N)

PDDHV(F

CapacityAnalysis

RequiredNumber

ofLanes

Pre-Feasibility and F€asibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. I l - t

FINAL ;',..; FEASIBILITY REPORT

E Calculation of Number of Lanes

l) Design Hourly Factor(K), Ileavier Directional Factor@) and Peak Hour Factor(PHF)

Design Hourly Facto(K) is the ratio of Design Hourly Volume(DHV) to Annual Average

Daily Tmffic(AADT). Design Hourly Volume (DHV) is obtained fiom Design Hourly Facro(K)

through AADT.

It is generally encouraged to use K3o(the ratio of tlre thirtieth highest hourly volume to the

highest one when traffic volume is measured every hours for I year) as a design hourly factor but it

is allowed to use up factors up to Kroo depending on local road characteristics

If the design hourly facto(K) is set too high, road construction might be implemented in an

uneconomical way since the design hourly traffic volume would be much higher than the hourly

traffic volume. If the design hourly factor(K) is set too low, there could be frequent traffic

congestion since there would be many time zones where fte hourly traffrc volume is greater than

the design hourly volume.

Heavier Directional Factor(D) is the percentage of the one way volume in the predominant

direction of travel in the design hour. If it is set too high, road might be constructed in an

uneconomical way and if it is set too low, traffic congestion might occur frequently.

Peak Hour Factor(PFIF) is ratio ofthe peak hour traffic volume to the value, where the value is

obtained by multiplying the peak lS-minutes traffic volume within the peak hour by 4. PHF is used

as the basic data to determine Peak Directional Design Hourly Volume (PDDHV).

where,

PHF= V

Vux4

Peak hour factor

One hour traffic volume(vph)

Peak l5 minutes traflic volume(veh/l5min)

PHF

v

f/, t 5

ll4 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 4. Trafii,. '.nalysis

2) Calculation of Design Ilourly Volume

The directional design hourly traffic volume at peak hour is calculated as follows, based on

directional design hour and traffic characteristics ofpeak hourly fuctor.

PDDHY = AADTxKxDI PHF = DDHV / PHF

where,

AADT

/\

D

DDHV

PHF

Annual average daily traffic

Design hourly factor

Heavier direction factor

Directional design hourly volume

Peak hour factor

3) Calculation of Service Flow

Service flow is calculated based on the proportion of volume to capacity at the service level i in

the ideal condition, the lane width and lateral clearance, the effect ofheavy vehicles. The equation

for calculating the service traffic volume is as follows.

SFt = C j x(T I C),x N x f , ,x f , ,

where.54 ' M*i.r. service flow for the highway and traffic conditions in level-of-service

'1"(vph)

c. ̂-, : Capacig in design speed level " J "Ocphpl)

" -i : Ratio oftrallic volume by capacity in level-of-service "t "A/

.f,.Number of lanes

Adjustment for lane width and lateral clearance

Heavy vehicle adjushnent factor

.f ,, fl + 4lErt -l) + Prz(Er2 - l)J lkvet)

I

[] + PHI(E Hv - l)J iRolling, tr.lounrainous, Specific Grade)

D Dt rt" 12 i Proponion ofmiddle and large vehicles (%o/100)D D"rt'Lr2 : Passenger car equivalent for middle and large vehicles

D' flr : Proportion ofheavy vehicles (7ol100)

"l'/ : Passenger car equivalent for healy vehicles

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL' FEASIBILITY REPORT

4) Calculation of Number of Lane

The number of lanes for the project is calculated based on the level of service "D", which is

applied to the general roads in urban and suburban areas, and the equation, for calculating the

number of lanes is as follows.

where,

^t _PDDHVSF,

Number of lanes

Peak directional design hourly volume(vph)

Service flow in level-of-service "D"(vphpl)

N

PDDHI/

sr;

E Number of Lanes Calculated of the Project

r The calculation of number of lanes shows that the appropriate number of lanes in

2033 is two-way two-lane tunnels and roads.

SectiooAAI}T(vpd)

PDDIIV(vph)

SFr(vph)

N(one.wry)

NuDber of l,ro€sfor Desigo(two-waD

Chellah Bandi

Patika Route

2014 A l J A 1 7 7

I ,230

0.14 2

20tt 4,879 209 0.17 2

2023 5,817 249 0.20 2

2028 6,776 290 0.24 2

2033 7,893 0.27 2

1 16 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 4. Traffic Analysis

E Analysis of Level-of-service for the Project Route

r The road planned in the Project is two-lane road. Consequently, we have analyzed

the level ofservice based on the method of analysis for two-way highways.

o The Level-of-Service for the main line is found to be appropriate, belonging to the

ranee of ,'A'' - ''B'..

Itoject lloute

Ttvo-WayTr4ffcVolume

(vph)

Peak TimeFlow Rrte

(pcph)

Sprt

(sh)

Fdw FdD+IDR

("/")

LOS

Chellah Bandi

Patika Route

20t4 177 240 0.52 1.00 1.06 3.1

2018 209 2E3 0.52 t.00 1.06 3.6

2023 249 337 0.52 r.00 1.06 42

202t 290 393 0.52 1.00 1.06 5

2033 337 457 0.52 t.00 1.07 5.9 A

Pre-Feasibility and Feasibility Study ofT\ryo (2) Nos. Tunnels with Realignment ofRoads in AJK. ll7

Chapter 5. FieH Survey for Engineering Design

5.1 Topographic Survey

5.1.1 Khori Land Slide Tunnel

(1) Introduction

Azad Jarrrnu and Kashmir (AJ&K) is mainly comprises of hilly/mountainous terrain

particularly the northem part have steep sloping lofty mountain peaks. The main inter-District

and some sub divisional roads have to traverse over high peaks and fragile geological formations

results in huge land slide, debris and mud flow along some routes.

Khori land slide along the route from Muzaffarabad to kamsar and further to Patika is one of

such area with constantly threatening land5tjdes results in accidef,t and loss of life and goods

every year. Therefore, a tunnel between 4 km to 8.5 km is envisaged to avoid the accidents and

to provide all weather connection through the Khori Land slide area.

(2) Brief Scope Of Topographic Survey As Per Consultancy Contract

The scope of work of Topographic survey is mentioned in clauses A2 (2,3), A,4 and A'5 of

Appendix A of the Consultanoy Contact.

Pursuant to clause AZ (2-3), Consultants are required to carry out the Topographic survey to

delineate the identification of tunnel and link access road alignment, vertical grade of proposed

access road supported with general topographic in descriptive form.

Pusuant to clause A4 at the pre-feasibility study (phase-Ustage), the Consultants are required

to carry out preliminary topographic suwey of proposed portal arca artd link access road and

Pre-Feasibility and Fcasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. l 19

FINAI FEASIBILITY REPORT

wherever required at this stage. The approximate area envisaged is 20 hectares for each tunnel

project.

Pursuant to clause A5 at the feasibility study (phase-Il/stage), the consultants are required to

carry out further detailed and augmented Topographic survey of portal areas and link access

roads about l0 hectare for each Tunnel Proiect.

(3) Topography

l) General

The investigated area lies at 4 km from Muzaffarabad city in the base of Neelum Valley.

Generally the reliefofthe area is the north-eastem and south-eastem parts. The main focus of the

project area is the Khori land slide along the road connecting Chella Bandi to Kamsur and frrrther

to Pafika on Neelum Road. Physiographically, the area is characterized by rugged mountain

including major "V" shape valley developed by river Neelum.

The area axis of the project area is NE and SE. Moreover, fragile geological information in

that area mostly with steep sloped mountains is the characteristic feature of the area. The

weathering of the rocks depends upon the climatic conditions, struchlres, topography, vegetation

and slopes of the area. Both t1pes of weathedng i.e. mechanical weathering and chemical

weathering are prominent in the area-

This road starts at Ne€hrm Bridge in Muzaffarabad. The total road distance from the Neelum

Bridge in Muzaffarabad to Patika along the existing road traversing tbrough Khori Land slide is

approximately 23 Km. The Tururel site starts at Chella Bridge is located on this road at a distance

ofabout 6 km from Neelum Bridge.

The area at the Tunnel site is mountainous with srrall streams along the exposed rock surfaces

and covered with trees and vegetation. The streams are intermittent to ephemeral to some extent

and carry varying amount of water during rainy season depending upon their catchment area.

Three alignments are envisaged for the Neelum land slide project. The preliminary

topographic survey in sufEcient detail is carried out along the proposed Tunnel Alignment

Aliernative 1, 2 & 3, their portal areas and proposed link access roads.

120 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK-

Along with the survey a closed traverse has been carried out which connects the Portals of both

the proposed Alignments ofthe proposed hrnnel. This traverse provided a verification ofrelative

coordinates and elevations of Tunnel Portals.

2) Description of Tunnel Alternative Alignment No. 1, 2 & 3

Proposed Alignrrent No. I consists of two Tunnels almost 3.7 km and 0.6 km long- Tunnel No.

1 which is 3.9 km starts from Kamsar at its South Portal and culrninates at Harama More at its

North Portal. Karnsar atea is located at a distance of l0 kn frorm Neelum Bridge. Road distance

from Kamsar to Harama More is 5.5 }m. This podion of road from Kamsar to Harama More is

characterized with "navoidable larrd slide area.

Road distance from Harama More to Kahori Bridge is 0.5 kn and road distance from Kahon

Bridge to Chella Pani is almost 2 kn. Tunnel No. 2 which is 0.6 km stads from Chella Pani at its

South Portal and culminates at Donea Nala at its North Portal. Road distance from Chella Pani to

Donga Nala is 1.5 km.

Therefore the total road distance from Kamsar to Donga Nala is 9.5 km. The road distance

along the proposed Aliguent No. I with two tunnels (3.9 km & 0.6 km) and 2.5 km of road

between Harama More to Chella Pam is 7.0 km. Therefore, this alignment No. I reduces the road

distance by approx. 2.5 km and completely avoids the land slide hazards along the road.

Proposed Alignment No.2 is almost 8.1 km long. It starts from Chella bridge at its south

Portal and culminat€s at Hurama Mor at its North Portal. Challaha Bridge is 6 m from the

Neelum Bridge. The proposed North Portals of Alignment No. I and 2 are more or less at the

same place adjacent to Harama Mor. The North Portal of Alignment No. 2 is located at a road

distance of approximalsly 9.5 km from Soudr Portal at Chella bridge. Therefore, this alignment

altemative 0f8.1 km reduces the road distance by approx. 1.4 km and avoids the Khori land slide

hazards along the road. Since this alignment has 8.1 lan of Tunnel which is very costly. The

marginal advantage of this alignment 2 over I is appears small therefore, this alignment is not

considered for further study.

Pre-Feasibility and Fcasibilily Study ofT\ryo (2) Nos. Tunnels wirh Realignment ofRoads in AJK. l2l

FINAL' FEASIBILITYREPORT

Proposed Alignment No. 3 is almost 1.6 km long. It starts from Kamsar at its south portal and

culminates at Dunkakas bridge at its North Podal. Kamsar area is located at a distance of 10 km

frorm Neelum Biidge. The proposed South Portals of Alignme.nt No. I & 3 more or less are at

tle same place. The North Portal of Alignment No. 3 is at Dunkakas Bridge which is 5.5 km

from south Poral at Kamsar area. Therefore, this alignment No. 3 reduces the road distance by

approx. 3.9 km but it crosses through the sliding unstable rock zone and also unable to avoids the

Khori land slide hazerds along the road, therefore, this alignment is not considered for further

study.

Tbree alignmens, their respective por0als and the extent of survey carried out along the

alignment, at portals and access roads are delineated in Fig. No. l.

t22 Pre-Fe$ibility and Fesibility Study ofTwo (2) Nos. Turmcls with Realignmcnt ofRoads in AJK.

3) Survey Of Pakistan Bench Mark (SOPBM) and Datum

The obtained coordinates of survey of Pakistan bench rnarks from FWO are shown in the table

below which forms the basis of the suwey of Tururel and thereby linked the survey to the

benchrnarks surveyed by the Survey of Pakistan. The datum of all reduced levels is mean sea

level and conformed to Survey of Pakistan Bench rnark levels.

4) Survey Monuments

The survey bench marks are installed at Khori Land slide Tunnel using the SOP Bench Marks

as above by double/close faverse. The tpe and dimensions of Survey monuments installed at

site along-with the coordinates are shown below. Besides start and at the end, as required the

markers are fixed in the traverse.line at an interval of about 300 to 400 meters or as required by

the topography of the area. These are fixed at such locations that these are least susceptible to

disturbance and damage.

monument will be reestablished and correct values will be provided during Phase - II survey.

S. No. Easting Northing Elevation (m)

P-3 f244800.13 1132300.25 718 .851

P-4 3245006.39 1132398.69 732.153

S. No. Easting Northing Elevation (m)

KS-I 3245310.456 1139032.872 729.965

KN-2 3245324.182 1t38725.031 753.097Please note that the monuments were disturbed due to the construction activity. The

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL- . FEASIBILITY REPORT

ALIGNMENT.l

South Potal

lLJ- l

E 3245370.4s6

N 1139032.872

z 729.96s

ALIGNMENT-I

South Portal

KS-2

E

N

z

ALIGNMENT-1

North Portal

KN-1

E.

N.

z-

ALIGNMENT.l

Norh Portal

KN-2

E 3245324.182

N 1138725.031

z 753.097

t24 Pre-Feasibility and Feasibility Study ofTwo (2) Nos- Tunnels witb Realignment of Roads in AJK.

Chapter 5. Field Survey for Engineeri.- Design

5) Control for Traverse

The conlrol for traverse is established with dre Survey of Pakistan Grid Lambert Conical

Projection with Everest datum. Total statioo sets are used to connect the Traverse with the

Survev of Pakistan Bench Mark.

6) Survey corridor

The detailed topographic survey are carried out near dre proposed locations of the both the

portals for the envisaged alignments I in a corridor of20 m along the atgnment. Survey strip

may even be reduced to l0 m in case where the access is not available due to shear fall or

vertical cliff adjacent to the proposed alignments. At locations of crossing rivers, nalas the detail

of suwey is extended to appropriate distance.

7) Mapping (Unit of Measurement)

Metric units are used throughout.

E) Scale

Mapping of drawings is plotted to a scale of l:1000 (Horizontal and vertical)

9) Contours

After digital data collection of survey points at site, the conlour generation is done by using

computer software. The contour interval is I m. The smoothness factor is defined in the software

which avoids distorting the ground contour representation. The contours are well labeled. During

data collection, break lines on the ground should are very well picked that affects the contour

generation. In the steep slopes areas the reflector less total stations are used to record the co-

ordinates.

10) Total Surveyed Area

The area suweyed by the Consultant is shoum in Figures I above. The survey was carried out

along the Alignment No. I, their respective Portal Areas. Area surveyed at the portals is

approximately 16 Hectares, area surveyed along the Alignment is approximately 3l Hectares and

Pre-Feasibility ard Feisibility Study ofTwo (2) Nos. Tunn€ls with Realignment ofRoads in AJK. t25

FINAL. FEASIBILITY REPORT

the area surveyed along the existing road is aprprox. 12 Hectares. Therefore, the total area

surveyed for this Tunnel Project for Alignment Altemative I is approximately ?8 Hectares.

I l) Survey Team Composition

Two surrrey teams were deployed to carry oui the suwey of Tunnel Alignment No. I Each

team was composed ofone survey specialist, two rod mans and one helper. A power set 2x total

station was provided to the survey specialist along with prisms, staffs and all the accessories. The

field survey work was completed in around 45 days.

12) Equipment Used

13) Following is the list of Equipment used

L Total Station Set 2030 R3

2. Tripod

3. Prisms

4. Prism Rods

5. Kenwood Walky Talky sets

6. Compass

7. Rod Catcher

8. Staff

9. Measuring Tape etc.

14) Accuracy ofthe Equipment

Precision (Accuracy)

Reflector less Distance

Internal memory

:350m

=i0,000 pts

t z o Pre-Feasibility and Feasibili! Study ofTwo (2) Nos. Tunnels with Realignment ofRoads iD AJK.

(4) Topography along the Alignment No. I and its Portal Areas

l) Alignment No. I - Tunnel No. I

The Topography along the alignment is mountainous with a variation of overburden from l0

meter at station 0+300 km to 487 meters ar l+420 station lffi along the alignment The average

slope of the mountain is 407o from Soulh Potal at station 0+220 km to station 1+420 km where

the overburden is highest, and then the mountain descends down at an average slope of 360lo

from station l+420 km to station 2+540 km where the overburden is 77m. Form this point the

monntain ascends up with an average slope of 80% at 2+920 where the overburden is 290 m and

then mountain is again descends down at an average slope of30m at North Portal. The mountain

is covered with green grass and bushes with many trees along the alignruent. The relatively plain

areas along the alignment are being used for cultivation by nearby resident. The whole alignmsaf

is crossed by one or two Nalas and streams which are mostly ephemeral and runs almost

perpendicular to the direction of the alignment. On right side ofthe alignment and the Khori land

slide tunnel, Neelum River is flowing and is making a big meandering at Kamsar area.

2) South Portal - Tunnel No. I

The Elevation of existing road is El. 765.00 meters at the Souttr Portal. The depth of

overburden is 10 meters approx. at a distance of 20 meters along the alignment direction from

the existing road. Therefore, the South Portal is located at the across Kamsar NaIa at an

Elevation of765.40 meters. Ground surface Elevation at this point is 782.87 meters. Topography

at the South Portal is rugged and mountainous and most important topographic feature at this

Portal is the Kamsar Nala. Kamsar crushing plant is very close to south portal and the alignment

of the turnel. On the right side of the tunnel alignment Neelum river is flowing with flushing

water. The Kamsar Nala is mostly ephemeral carries rain water (flood waterl) from its catchment

area and ends into the Neelum River. A Bridge is required on the existing road where the Kamsar

Nala crosses it along the link access road to cross this Nala before entering hto the South Portal.

Terraces are not available in front of this Portal and adjacent to the Kamsar Nala which are

required to be constructed for the Placement of Portal Facilities. The area around the Portal is

covered with hard dolomitic lime stone rock, some grass with some trees. A small link access

road of about 300 m is required at South Portal by improving 280 m ofexisting road in terms of

Pre-Feasibility and Feasibitity Sndy ofTwo (2) Nos. Tunnels with RealigDment of Roads in AJK.

FINAI:" , -FEASIBILITYREPORT

grade and width and also by providing a bridge. Approximate location of south Portal is marked

on the pictr.ue below.

3) North Portal - Tunnel No, I

The Elevation of existing road is El. 778.00 meters at the North Portal. The depth of

overburden is 30 meters approx. at a distance of 60 meters along the alignment direction from

the existing road. Therefore, ttre North Portal is located at the across Hurama more at an

Elevation of 791.95 meten. Ground surface Elevation at this point is 809.65 meters. Topogaphy

at the North Portal is rugged and mountainous and most important topographic feature at this

Portal is the Hurama More. On right side of the tunnel alignment Neelurn river is flowing with

flushing water. This Nala at Hurama More is mostly ephemeral carries rain water (flood waterl)

from its catchment area and ends into the Neelum River- Small terraces are not available in front

of this north Portal and adjacent to the Hurama more which are required to be constsucted for the

Placement of Portal Facilities. The area around the Portal is covered with Shale, silt stone and

Murree sand stone rock. The mountain is covered with green grass and bushes with many trees

along the alispment. A snall link access road of about l20m is required at North Portal by

Picture No. 1: South Portal Area at Kamsar Nala - Tunnel No. I

128 Pre-Feasibility and Feasibility Snrdy ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

improving 60 m of existing road in terms of grade and width. Approximate location of North

Portal is marked on the picture below.

Picture No. 2: North Portal Area at Harama More - Tunnel No. I

4) Tunnel Gradient - Tunnel No. I

The Elevation difference between the South Portal (El. 765.40 m) and North Portal (El. 791.95 m)

is 26.55 meters over the length of 3.900 km resulting into gradient of less than 1.00% in the Tunnel.

(5) Topography alorg the Alignment No. 2 and its Portal Areas

l) Alignment No. I - Tunnel No. 2

The Topography along the alignment is mountainous with a overburden of98 meters at 0+220

station lnn along the alignment The average slope of the mountain ts 260/o from South Portal at

station 0+220 km to station 0+380 hn where the overburden is highest, and then the mountain

descends down at an average slope of l7o/o from station 0+400 km to station 0+410 km where

the overburden is 100m. Form this point the mountain ascends an average slope of l7% at 0+410

where the overburden is 100 m and then mountain is again descends dolrn at an average slope of

Pre-Feasibility and Feasibility Study of Two (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL- -FEASIBILITY REPORT

l7m at North Portal. The nountain is covered with green grass and bushes with many trees along

the alignment. The relafively plain areas along the alignment are being used for cultivation by

nearby resident. A small link access road ofabout 320 meters is required to be made to connect

this proposed portal to the existing road

2) South Portal - Tunnel No. 2

The Elevation of existing road is El. 771 meters at the South Portal. The overburden is 100

mete,rs approx. A link access road of about 280 meters is required to be made to coDnect this

proposed portal to the existing road. Therefore, the South Portal is located at the across

chellapani at an Elevation of 825.43 metem. Ground surface Elevation at this point is 843.13

meters. Topography at the South Portal is mountainous and most important topographic feature

at this Portal is the chellapani NaIa. On the top of this mountairL a plane area is present beign

used by the resident cultivation. Small terraces are required to be developed for the placement of

Portal Facilities. The area around the Poral is covered with alluvial deposit which are consist

cobble, pebble, boulder gravel, sand, silt and clay soft rock, with grass big trees. Approximate

location of south Portal is marked on the oicture below.

Picture No, 3: South Portal Area at Chella Pani - Tunnel No. 2

130 Pre-Feasibility and Feasibility Study ofTwo (2) Nos- Tuonels with Realignmcnt ofRoads in AJK.

3) North Portal - Tunnel No. 2

The Elevation of existing road is El. 844 meters at the North Portal of the Tunnel No. 2. T[re

overburden is 100 meters approx. Therefore, the North Portal is located at the across Donga at an

Elwation of 841.76 meters. Ground surface Elevation at this point is 859.46 meters. Topography

at the North Portal is mountainous and most important topogFphic feature at this Portal is the

Donga Nala. Small terraces are required to be developed for the placement of Portal Facilities.

The area around the Portal is covered with alluvial deposit which are consist cobble, pebbfle,

boulder gravel, sand, silt and clay soft rock, with grass big trees. Approximate location of Noitl

Porlal is marked on the picture below.

4) Tunnel Gradient - Tunnel No. 2

The Elevation difference between the South Portal (El. 825.43) and North Portal (El. 841.76)

is 16.33 meters over the length of 0.600 km resulting into gradient of 3.007o in the Tunnel.

Picture No. 4: North Portal Area at Donga Nala - Tunnel No. 2

Pre-Feasibility and F@sibility Study ofTwo (2) Nos. Tunncls with Realignment ofRoads in AJK.

Bu

FINAL -FEASIBILITY REPORT

5.2 Procurement of Satellite Imagery with DEM

51.1 Introduction

As per the scope of work defined in the TO& a satellite imagery of 0.61 minimum

resolutions will be procured with the provision of DEM (Digital Elevarion Model) orDTM Digital Terrain model with contorus with intervals of lm.

Therefore, the providers of satellite imagery were contacted and imagery with theprescribed resolution was obtained after processing for ortho-rectification and

atmosphere and temperature correction. For DEM from the same provider a pair of

stereo-image was obtained which made processes for the development of DEM with one

metef contour-

5.2,2 Remote Sensed Satellite Imaqes

Rerrote Sensed satellite images provides an economical, accurate and rapid means of

obtaining quick assessment for any significant construction or engineering project, e.g.,

airstrip, bridge, danr, water, power plant, sewer, industrial park, canal and storm utilities,

etc., the first phase of site selection and evaluation. One goal of this phase is to obtain

information about surficial materials (granular, cohesive, permeable, non-uniform, etc.),

thickness of the soil mantle, nature of the bedrock, drainage, presence of unstable

materials and conditions, presence of subsurface solution cavides, fractures, joints, faults,

stc.

Remote sensing data from Satellite Senson such as GeoEye-l, Worldview-2,

QuickBird, IKONOS, LANDSAT, SPOT-5, ASTER, aerial photography and LIDAR is

used in a variety of civil and environmental engineering applications, including site

selection, resource mapping, water quality and quantity monitoring, geotechnical

measurements, and non-destuctive testing. Satellite Imagery analysis of surficial

materials measures and provides inventory on land and water resources. It embodies

134 Prc-Feasibjlity and Feasibility Study ofTwo (2) Nos. Tunr:els wjth R€ajignDeDt ofRoads in AJK_

traditional engineering disciplines of data analysis, photogammetry, and surveying, as

well as emerging areas of image processing, geographic information systems (GIS) and

global positioning systems (GPS) technologies.

5.2.3 Satellite Imagery & DEM

E Remote Sensing

Both of the project sites are rugged and mountainous area

Conventional Survey cannot cover the broad band of corridor to study route

altematives

For alternative route study, broad band and accurate iopo- data are prerequisite

Remote Sensing a6>zJ=Geo-Eyel

700-90okm

, i l

AerialPhotography^ i i j-Wi i i-<^ : i

i ! i iro-tzkmi : r l

1.2-i.5hn i I i i

Aerial Television i i i I

@iiii+ i i i i

Prc-Feasibility and F€asibility Study ofTwo (2) Nos. Tunnels with Realignmcnt ofRoads in AJK.

FINAL FEASIBILITYREPORT

E Selection Remote Sensing

. Considering the accuracy, Geo-Eyel Satellite Imagery with DEM was used

E Resolution by Satellite

. Launch September. 2008

. Features Highest resolution sensots

commercially available

. Sensor Resolution 0.5m resolution

Satellite Name Geo-Eye I QuickBird IKONOS SPOT-5

Resolution 0.5m 0.6m 2m-5m 5rn-l0m

136 Pre'Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

5.2.4 About GeoEye-1

O Resolution

GeoEye- I has lhe highest resolution of

any commercial imaging system and can

collect images with a ground resolution of

0 .4 I -meters or 16 inches in the

panchromatic or black and white mode. It

collects multispectral or color imagery at

L65-meter resolution or about 64 inches, a

factor of two better than *isting

commercial satellites with four-band multispectral imaging capabilities. While the

satellite collects inagery at 0.41-meters, GeoEye's operating license from the U.S.

Govemment requires re-sampling the imagery to 0.5-meter for all customers not

explicidy granted a waiver by the U.S. Govemment

E Accuracy

Besides unsurpassed spatial resolution of 0.41-meters or about 16 inches, GeoEye-l

offers exceptional geolocation accuracy, which means that customers can map natural

and man-made features to betier than five meters (16 fee| of their actual location on the

surface of the Earth without ground control points. This degree of inherent accuracy has

never been achieved in any commercial imaging system and will remain unchallenged

even when next-generation commercial systems are launched in the coming years.

B Agitiry

GeoEye- I, a polar-orbiting satellite, can revisit any point on Earth once every three

days or sooner. Though it stands two stories high and weighs more than two tons,

GeoEye-l is designed to deftly tain the ITT camera on multiple targets during a single

orbital pass and is able to rotate or swivel forward, backward or side-to-side with robotic

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. I37

FINAI . - *,-FEASIBILITYREPORT

precision. This unrivaled agility enables it to collect much more imagery during a single

pass.

B Frequency

GeoEye- I makes 15 orbits per day flying at an altitude of68l kilometers or 423 miles

with an orbital velocity of about 7.5 km/ses or 16,800 mi/hr. Its sun-slmchronous orbit

allows it to pass over a given area at about 10:30 a.m. local time every day. Given its

altitude and sun-synchronous orbit, field of view and superior resolution GeoEye-l can

"revisit" any point on the globe every three days or sooner, depending upon the required

look angle. The satellite complements GeoEye's current IKONOS system and will collect

imagery about 40 percent faster for panchromatic and 25 percent faster for multispectral

collections. Together, the IKONOS and GeoEye-l satellites collect alnost one million sq

km of imagery per day.

Q Volume

In the panchromatic mode the satellite collects up to 700,000 square kilometers in a

single day, an area about the size ofTexas, and in the multispectral mode 350,000 square

kilometers per day; the equivalent of photographing in color the entire State of New

Mexico. This capability is ideal for large-scale mapping projects. Our customers have

assured access to high-resolution, high-quality commercial imagery well into the 2015

timeframe.

O Camera

GeoEye- I 's optical telescope, detectors, focal plane assemblies and high-speed digital

processing electronics are capable of processing 700 million pixels per second. GeoEye-

I's agile camera allows for side-to-side extensions of the camera's 15.2 kilometer (9.44

miles)-wide swath width or multiple rmages of the same target during a single pass to

create a stereo picture. The camera and electronics represent a S-times gain in power

efficiency, a l0-times improvem€nt in weight efficiency and 3-times advance in cost

efficiency.

138 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK,

O Products

GeoEye-l customers have a choice of ordering basic, ortho-rectified or stereo irnagery

as well as imagery-derived products, including Digital Elevation Models (DEM's) and

Digital Surface Models (DSM's), large area mosaics and feature maps. GeoEye- I

products will serve a wide variety ofapplications for:

. Defense

o National and Homeland Security

o Air and Marine Transportation

o Oil and Gas

. Enefgy

o MininB

. Mapping and Location-based Services

. State and Local Government

r Insurance and Risk Management

o Agriculture

o Nahrral Resources and Environmental Monitorine

E Ground Stations

GeoEye upgraded a centralized command and control ground station facility at its

headquarters in Dulles, Virginia. This operations center sends tasking and operating

commands to the satellite and receives data downlinks from it. Tbree other stations are

operated or leased by GeoEye in Barrow, Alaska; Tromso, Norway and Troll, Antarctica.

The four ground stations provide the primary data reception needed due to the large

volume of imagery that is captured by the satellite. The Thomton, Colorado regional

operational facility has also been upgraded as a back-up grormd station for GeoEye- I .

Pre-Feasibility and Feasibilify Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 139

FINAL PRE-FEASIBILITY REPORT

5.2.5 lm Contour Topo. Map Produced by Geo-Eyel Satellites DEM

140 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Turnels with R€alignment ofRoads in AJK.

Chapter 5. Field Survey for Engineering Design

5.3 Geology & Geotechnical Survey

5.3.1 General Geological Description

(l) Geographical Situation

The investigated area lies in the Nort(Chella Bandi-Patika) of Muzaffarabad. Physiographically

the area is characterized by rugged mountains including a major "V" shaped valley developed by river

Neelum River- Moreover, fragile geological formations along some routes are constantly t}reatening

for huge landslides and debris and mud flow. Constuction of road tunnels is one of the most

appropriate techniques not only to overcome these problems, but also to minimize total transport cost

leading to overall economic development in the concemed region

(2) General Geological Description

Geologists believe that about ten crore years have passed when Kashmir Valley which was once a

lake called Satisar, the lake of goddess Sati, came inio its present form. For hundreds of million years

Kashmir Valley remained unda Tethya Sea and the high sedimentary-rock hills seen in the valley

now were once under water. Geologists have come to believe that Kashmir Valley was earlier affected

by earthquakes. Once there was such a devastating earfiquake that it broke open the mountain wall at

Baramulla and the water of the Satisar lake flowed out leaving behind lacustrine mud on the margins

of the mountains known as karewas. Thus came into existance the oval but irregular Valley of

Kashmir. The karewas being in fact.the rcrnnants of this lake confirm this view. The karewas are

formd mosdy to the west of the river Jhelum where these table-lands attain a height of about 380

meters above the level of the Valley. These karewas protude towards the east and look like tongue-

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJI( t4l

FINAL FEASIBILITY REPORT

shaped spun wilh deep ravines.

The investigated area is part of the sedimentary cover of Precambrian age. Sweral names have been

given to this formation as Slate s€ries ofHazara and Hazara slate fornation.

Hazara formation is exposed on Muzaffambad - Mansehra road and on the right bank of Jeblum Rrver.

The Formation consists of slate, phyllite and shale with minor occurrence of limestone and glpsurn

The fresh color.r of slate and phyllite are black and green to dark greeq weathering colour is brown

and yellowish The sedimentary stuctures like fine laminatioq slumps, g"ded bedding and cross

bedding can be seen in the slate. In the mapped area the principal sedimenary lamination of clay and

silty size material, but gra.ded bedding can be found.

ln MuzaJfarabad area the relationship between the Hazara formation and the Murree formation and

the Abbbttabad formation are not conformable. There is a gypsum units and a limestone rmit appear to

lie in conformable stratigraphic position with the sunounding slate. A Late-Precambrian age has been

suggested by previous workers.

Pre-Feasibility and Feisibility Study of Two (2) Nos. Turnels with Realigunent ofRoads in AJK.

Chapter 5. Field Survey for Engineering Desigrr

5.3.2 Chella Bandi - Patika Road Tunnel

(l) 13t Road Tunnel

1) Overall l"t Tunnel Geolory

The investigated area lies at 4kn from Muzaffarabad city in the base of Neelum Valley. Generally

the relief of the area is the north-eastem and south'eastern parts. Steep slopes are characteristic

featues of the area. The weathering of the rocks depends upon the climatic conditions, structures,

topography, vegetation and slopes of the area. Both types of weathering i.e. mechanical weathering

and chemical weathering are prominent in the area. Rainfall is the main weathering ag€,!t. Solution

weathering is pronounced in carbonates rocks (dolomite and limestone) exposed in the localities.

Heavy rainfall, high refiee highly sheared and fractured rock rmis have made mass wasting an

important degadation process in the area.

The lithostratigraphic units exposed in the area are ranging in age tom hecambrian to recent and

corsist mainly of sedimentary and metamorphic rocks. Hazara formation is the oldest formation and

Murree formation is the youngest.

Chella Bandi - Patika I't Road Tunnel Proposed Alignment

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. t43

FINAL -.-FEASIBILITY REPORT

The sedimentary rocks cover more than 60plo of the total area. The Formations found alons the

tunnel a.lignment area is as follows

o Abbottabad Formation

In the project area, the formation is exposed in the east ofJehlum fault in the core of Muzaffarabad

anticline.

The Abbottabad formation is mainly composed of dolomite, quaftite and phyllite. The dolomite is

thickly bedded. weathered colour is light brown and grey and fresh colour is grey to dark grey. The

dolomite is fine grained- The rock is associated with chert bands. These rocks are characterized bv

sodimentary breccia and skomatolites. The cracks and veins are filled with argillaceous material.

The upper contact of the formation is not exposed in the area. The lower contact with the Murree

formation is faulted and is, therefore, not possible to measure the true thickness ofthe formation.

Topographically it forms cliffs, and steep to almost vertical slopes. A Cambrian age has been designed

to these rocks.

At some places, basal conglomerate is overlain by quartozose sandstone followed upward by

altemating dolomite and limesone which is mainly ft'actured with white, gey, creamistL off white

and blue in colour. The large sizd stromatolites up to one meter radius are present at basod bedding

plains especially in Yadgar area of Muzaffarabad

oPaleocene Eocene Limestone

This formation is composed of grey, dark grey to black limestone with subordinate greenish grey

Shale. The limestone is frne to medium grained, thinly to thickly bedded and highly fi'actured. The

modularity is well developed in limestone found within the limestone. The formation is highly

fossiliferous.

oMurree Formation

The Munee formation occupies the major extent ofthe project area. It has a faulted contact with the

Abbottabad formation and Hazara fonnation.

The formation is composed of red thinly laminated siltstone, shalg clay, with zubordinate

int'aformational conglomerate. The sandstone is fine to medium grained, pale green to grey, maroon

coloured, calcareous and greywacke in natr.ue The beds ofsandstong clay or shale alternate with each

other. This pattem strows a cyclic deposition In sandstone veins ofcalcite and quartz are comnon At

few places beds of calcareous sandy conglomerates are calcareous, flattsned and squeezed in vanous

shapes. Some of which are tapered to point on one er1d. Evidently these pebbles originally were soft

calcareous and balls formed at the site of depositions rather than the detritus material brought from

744 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

\

Chapter 5. Field Suwey for Engineering Desigrt

elsewhere.

The age of the formation is Early to Middle Miocene

oAlluvium

In the area along the Neelum River the alluvium is present These deposis are confned to river and

few main streams. They are mainly composed of gravel, pebbles, cobbles and boulders embedded in

the matix of sandsone and siltstone.

The age ofthe alluvium is Recent.

o Characteristics of Major Rock Unit

The rocks types along the alignment are Dolomite (light to da* grey), Limestone (dark grcy to

black), Shale (green and red) and sandstone (greerU grey and purple).

Dolomite is moderately to higlrly jointed, fine graine{ cracko{ sheare4 britde and brecciated.

Weathered colour is light brown and grey and fresh colour is grey to dark grey. The rock is generally

dipping north eastward and dip angle between 30' to 89p. The joint planes dip at an angle of 30" to

9f.Fracture mostly cut the bedding planes perpendicularly. The cracks range from 1 to 3 cm or at

different places. The material in the cracks and joints of dolomite is mainly clay, calcite and quartz. At

different places chert is abundant which affect the geotechnical propenies of the rock The calcite and

quartz are the cementing material in dolomite.

Limestone is fine to medium grained, jointed and fractrue4 nodular, highly fossiliferous, hard

compact and highly tenacious. Fractues are mafu y oblique to the bedding plane. Limestone colow is

grey, dark grey, to black. Weathered colour is light brown. The rock dip angle between 40o to 89o. The

joint planes dip at an angle of 35" to 89'.The material in the cracks and joints of limestone is mainly

clay and calcitg quare veins are also present.

Shale are fine grained. Weathering is obvious on outqops. Along the alignment the rocks are

higl y stressed due to these stresses folding and sheared z)nes are predominant formd in Shale.

Foliation is found. Quartz veins are also present. The rock dip angle between 35" to 85". The joint

planes dip at an angle of 14'to 89".

Sand stone is fine to coarse grained and is highly fractured andjointed. At places it is thick beddd

hard and shows high tenacity. The rock dip at an angle of30P to 87 in a northward direction. Joint

planes dip fiom 25" to 85'mostly in southeast direction. The cracks range fiom 0.5mm to 3mm. The

material in the cracks is mainly clay and silts. Calcite and quarE vefus are also present.

o Hydrological conditions

According to investigation on surface oukrops JoinB and other discontinuities of almost all rock

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJIC 145

FINAL FEASIBILITY REPORT

are closed to open. This would indicate water inllow for Kahori road tururel-l.The water ingress into

the tunnel is therefore possible when crossing the fractured rock and shear zones. The water inflow

could b€ 0.2 to 0.5 Vs at diffrrent chainages.

o Slope Debris

Along the immediate alignment of Kahori Road Turmel-l slope debris and colluviums are usually

fomd in the vicinity of portal areas and far above the tunnel, where it is not of big interest.

o Discontinuities

Main joints direction is SSE-NNW, NNRSSW E-W, N-S and S-N.

o Fault and Shear Zones:

One local fault is possible in befween chainage 2500rnto 2600m (65o) and shear zones are likely to

found in stong to weak rock. The expected orientation of fault and their occunence at tunel level is

shown in the "Structural Map and Layout Map".

o Folds:

Due to high stresses in the area folding is also found. The types of folds observed are anticline,

syncline etc.

146 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with R€lignment ofRoads in AJK.

Chapter 5. Field Survey for Engineering Design

2) Engineering Geological Mapping Unit

Main geological unit of Altemative 1 can be specified gpically as dolomitg shalg clay and sand

stone. Characteristics of each geological rmit is described as follows:

o Micaceous slat€

Item Description

Rock types Dolomite

Colour Grey to Dark Grey

Texture Fine Grained

Spacing of discontinuities Modoate(20-60cm) to Close (6cm - 20cm)

Persistence of discontinuities Medium

Roughness of discontinuities Rough

Surface of discontinuities Stained and weathered, frlling of clay, calcite and quartz visible.

Weathering Moderate to higl y weathered on surface outcrops

Sensitivity to water Sensitivity of dolomite indicated

Water Conditions Nil or Water ingression possible (0.5l/min, Gr700)

UCS of rock samole 100 | 50Mpa

o Limestone

Item Descdption

Rock types Limestone

Colour Grey ,Dark Grcy to Black

Texture Fine to Midium Grained

Spacing of discontinuities Close (6-20cm) to medium(2Ocm - 60cm), to Wide(60cm-200cm)

Persistence of discontinuities Medium

Rouehness of discontinuities Rough

Surface of discontinuities Stained and weathered, filling ofclay, calcite and quartz visible.

Weathering Moderate to highly weathered on surface outcrops

Sensitivity to water Sensitivity of Limestone indicated

Water Conditions Nil or Litde possible (0.2 Vmin, l+100)

UCS of rock samDle 100 - 200Mpa

Pre-Feasibility and Feasibility Study of Two (2) Nos. Tunnels witb Realignment ofRoads in AJK.

FINAL .I FEASIBILITY REPORT

o Shale, Clay and Sand Stone

Item Description

Rock types Shale, Clay and Sand Stone

Colour Varied colour, shale (green, red and purple) Sand stone (green,brownish and pale grey)

Texture Shale (fine grained) Sand stone (fine to medium grain)

Spacing of discontinuities Very close (2 cm - 6 cm) medium (20 cm - 60 cm)

Persistence of discontinuities Medium to High

Rouglness of discontinuities Smooth (shale) rough (sandstone)

Surface of discontinuities Weathered (filling of clay quartz and calcite visible.)

Weathering Modefate to highly weathered on surface outcrops

Sensitivity to water Sensitivity of Shale and sandstone indicated

Water Conditions Nl or Little possible (2+500, 3+350)

UCS of rock sample Shale (25 - 50MPa), Sandstone (100 -l5OMPa)

(

Pre-Feasibility and Feasibility Study ofTVo (2) Nos, Tunnels with Realignment ofRoads in AJK,

Chapter 5. Field Survey for Engineering Design

o Tunnel Geology along Alignment

Chainage 0+000 0+500 0+700

Rock types Dolomite Dolomite Dolomite

Colour Grey to dark grey Grey to dark grey Grey to dark grey

Texture Fine grained Fine grained Fine grained

Spacing ofdiscontinuities

Moderate (20 - 60cm)

to Close (6cm - 20crn)

Moderate (20 - 60cm)

to Close (6cm - 20cm)

Moderate (20 - 60cm)

to Close (6cm - 20cm)

Persistence ofdiscontinuities Medium Medium Medium

Roughness ofdiscontinuities

Rough Rough Rough

Surface ofdiscontinuities

Stained and weathered,filling ofclay, calcite and

quartz visible.

Stained and weathered,filling ofclay, calcite and

quartz visible.

Stained and weathered,filling of clay, calcite and

quartz visible.

WeatheringModerate to highly

weathered on surfaceoutcrops

Moderate to highlyweathered on surface

outcrops

Moderate to highlyweathered on surface

outcrops

Fault, Fold,

Sheared Rock

Fractured and ShearedRock.

Fractured and ShearedRock.

Fractured and ShearedRock.

Sensitivity

io water

Sensitivity of Dolomiteindicated

Sensitivity of Dolomiteindicated

Sensitivity of Dolomiteindicated

WaterConditions

No water No waterWater ingression possible

(0.5 I / min.)

uus ot rocl(sample

100 - 150MPa

(strong to very strong)

100 - l5OMPa

(sfong to very shong)100 - 150MPa (skong to

very strong)

RMT 7 7 7

Remarks

Highly sfessed andfractured rock with

potential of shallow stressinduced shear failures in

combination withdiscontinuity and gravitycontrolled failwe of the

tock mass.

Highly stressed andfractured rock with

potential of shallow sfessinduced shear failues in

combination withdiscontinuity and gravitycontrolled failure of the

rock mass.

Highly stressed andfractured rock with

potential of shallow stressinduced shear failures ir

combination withdiscontinuity and gravitycontrolled faihue of the

rock mass.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

FINAL -; .FEASIBILITY REPORT

Chainage I +100 t+400 1+600

Rock types Limestone Limestone Shale, Clay and Sand stone

Colour Grey. dark grey, to black Grey, dark grey, to black

Varied colour, shale(green, red and purple)

Sand stone (green,brownish and oale prev)

Texture Fine to medium grained Fine to medium srainedShale (fine gra.ined) Sand

stone (fine to mediumgram)

Spacing ofdiscontinuities

Close (6 cm - 20 cm)to wide (60 - 200cm)

Close (6 cm - 20 cm)medium (20 - 60cm)

very close (2 un - 5 cm)medium (20 cm - 60 cm)

Persistence ofdiscontinuities Medium Medium Medium to high

Roughness ofdiscontinuities Rough Rough Smooth (Shale) rough

(sandstone)

Surface ofdiscontinuities

Stained and weathered,filling ofclay, calcite and

quartz visible.

Stained and weathered,filling of clay, calcite and

quartz visible.

Weathered (filling of clayand calcite visible.)

Weatheringmoderate to highly

weathered on surfaceoutcrops

moderate to highlyweathered on surface

outcroDs

Moderate to highlyweathered on surface

outcropsFault, Fold,

Sheared RockSlightly Sheared rock Slightly Sheared rock

Shale (Sheared rock)Sandstone (Iiacrured)

Sensitivityto water

Sensitivity of limestoneindicated

Sensitivity of limestoneindicated

Sensitivity of Shale andsandstone indicated

WaterCondiiions

Little Possible (0.2 I /min)

No water No water

UCS of rocksample

(100 - 200MPa)(strong to very shong)

(100 - 200MPa)(strong to very shong)

Shale (25 - 50MPa)Sandstone ( I 00 -l50MPa)

RMT 6 o 9 & l 0

Remarks

Highly Fractured rock-Deep reaching,

discontinuity controlled,gravity induced falling and

sliding ofblocks,occasional local shear

failure.

Highly Fractured rock.Deep reaching,

discontinrity controlled,gravity induced falling and

sliding ofblocks,occasional local shear

failure.

Highly stessed andfractured rock with

potential of small localshear failure.

150 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 5. Field Survey for Engineering Design

Chainage l+800 2+500 2+900

Rock types Shale, Clay and Sand stone Shale, Clay and Sand stone Shale, Clay and Sand stone

Colour

Varied colour, shale(green, red and purple)

Sand stone (green,brownish and pale srey)

Varied colour, shale(green, red and purple)

Sand stone (green,brownish and pale srev)

Varied colour, shale(green, red and purple)

Sand stone (green,brownish and pale grey)

Texn:reShale (fine grained) Sand

stone (frne to mediumgrain)

Shale (fine grained) Sandstone (fine to medium

graln)

Shale (fine grained) Sandstone (flrne to medium

gain)

Spacing ofdiscontinuities

very close (2 cm - 6 cm)medium (20 cm - 60 cm)

Very close (2 cm - 6 cm)medium (20 crn - 60 cm)

very close (2 cm - 6 cm)medium (20 cm - 60 cm)

Persistence ofdiscontinuities

Medium to high Medium to high Medium to high

Roughness ofdiscontinuities

Smooth (Shale) rough(sandstone)

Smooth (Shale) rough(sandstone)

Smooth (Shale) rough(sandstone)

Surface ofdiscontinuities

Weathered (filling of clayquartz and calcite visible.)

Weathered (filling of clayouartz and calcite visible.)

Weathered (filling of clay,calcite and quartz visible.)

WeatheringModerate to highly

weathered on surfaceoutcrops

Moderate to highlyweathered on surface

outcroDs

Moderate to highlyweathered otr surface

outcrops

Fault, Fold,Sheared Rock

Shale (Sheared rock)Sandstone (fractured)

Shale (Sheared rock)Sandstone (fractured)

Shale (Sheared rock)Sandstone (fractured)

SensitivityIO Waaer

Sensitivity of Shale andsandstone indicated

Sensitivity of Shale andsandstone indicated

Sensitivity of Shale andsandstone indicated

WaterConditions

No waterWater ingression possible

(l I / min)No water

UCS of rocksample

Shale (25 - 50MPa)Sandstone ( 100 -150MPa)

Shale (25 - 50MPa)Sandstone (100 -l50MPa)

Shale (5 - 25MPa)Sandstone ( 100 -l00MPa)

RMT 9& l 0 9& l 0 9 &10

Remarks

Highly snessed andfractured rock with

potential of small localshear failure.

Highly stressed andfiachued rock with

potential of shallow stressinduced shear failures in

combination withdiscontinuity and gravitycontrolled failure of the

rock mass,

Highly stressed andfractured rock with

potential of shallow stressinduced shear failures in

combination withdiscontinuity and gravitycontrolled failure of the

rock mass.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL -FEASIBILITYREPORT

Chainage 3+350 3+600 3+E00

Rock types Shale, Clay and Sand stone Shale, Clay and Sand store Shale, Clay and Sand stone

Colour

Varied colour, shale(green, red and purple)

Sand stone (green,brownish and pale grey)

Varied colour, shale(geen, red and purple)

Sand stone (green,brownish aad pale grey)

Varied colour, shale(green, red and purple)

Sald stone (green,brownish and pale $ev)

TextureShale (frne grained) Sand

stone (fine to mediumgrain)

Shale (fine gained) Sandstone (fine to medium

grain)

Shale (frne grained) Sandstone (fine to medium

grain)

Spacing ofdiscontinuities

Very close (2 cm - 6 cm)medium (20 cm - 60 cm)

very close (2 cm - 6 cm)medium (20 crn - 60 cm)

very close (2 cm - 6 cm)mediurn (20 cm - 60 cm)

Persistence ofdiscontinuities Medium to high Medium to high Mediurn to high

Roughness ofdiscontinuities

Smooth (Shale) rough(sandstone)

Smooth (Shale) rough andstained (sandstone)

Smooth (shale) rough andstained(sandstone)

Surface ofdiscontinuities

Weathered (filling of clayand calcite visible.)

Weathered (filling of clay,ouartz and calcite visible.)

Weathered (frlling of clayand quartz visible.)

WeatheringModerate to highly

weathered on surfaceoutcrops

Moderate to highlyweathered on surface

outcroDs

Moderate to highlyweathered on surface

outcrops

Fault, Fold,Sheared Rock

Shale (Sheared rock)Sandstone (fractured)

Shale (Sheared rock)Sandstone (ftactured)

Shale (Sheared rock)Sandstone (fractured)

Sensitivityto water

Sensitivity of Shale andsandstone indicated

Sensitivity of Shale andsandstone indicated

sensitivity of Shale andsandstone indicated

WaterConditions

Water ingression possible(0.2 I / min.)

No water No water

UCS of rocksample

Shale (25 - 50MPa)Sandstone (100 -l50MPa)

Shale (25 - 50MPa)Sandstone (100 -l5OMPa)

Shale (25 - 50MPa)Sandstone (100 -150MPa)

RMT 9&10 9 & l 0 9& l 0

Remarks

Highly stressed andfractured rock with

potential of shallow stressinduced shear failures in

combination withdiscontinuity and gravitycontrolled failure of the

rock mass,

Highly stressed andfrach:red rock with

potential of shallow shessinduced shear failures.

Highly stressed andfractured rock with

potential of shallow stressinduced shear failures.

152 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Ghella Bandi - Patika Road 1st TunnelGelogical Map(Section View)

Longltudlnal Sectlon(Sta. 0+61r0-Sla.1 +540)

."s

SECTION C.D

Longitudlnal Section(Sta. 1+540-Sta.2+1 80)

SECTION E.F

Longitudinal Sectlon(Sta. 3+1 80-Sta.4+060)

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Chapter 5. Field Survey for Engineering Design

4) Structural Analysis of Discontinuities

Diagram ofpole points and direction ofdiscontinuities are shown below.

Given main strike direction and tunnel axis, excavation conditions of ltt tunnel is geotechnically

favourable excluding minor strike which is parallel to trmnel axis and rockfall due to vertical joint may

not be anticipated. Generally excavation condition of 1$ tunnel is good to achieve the tunnel stability

with small amount of reinforcement.

Geotechnical DescriptionPole Points ofjoints

vertical joints. High possibility of rockfall

Strike direction of Joitrtg Geotechnical Description

strike direction of joint is WN-ES,

ionship between strike direction and tumel a.xis

excludins some minor strike direction.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos- Tunnels with Realignmcnt ofRoads in AJK.

FINAI . : , ,FEASIBILITYREPORT

5) Rock Mass Characteristics

Rock Mass Type

The use of a rock mass classification scheme can be of considerable benefit. At its simplest, this

may involve using the classification scheme as a check-list to ensure that all relevant information has

been considered. At the other end ofthe spectrum, one or more rcck mass classification schemes can

be used to build up a picture ofthe composition and characteristics ofa rock mass to provide initial

estimates of support rcquirements, and to provide estimates ofthe strength and deformation properties

ofthe rock mass.

Prime parameters governing rock mass property

Joint Parameters Material Parameters Boundary Conditions

Number ofjoint setsOrientation

SpacingAperture

Surface roughnessWeathering and alteration

Compressive strengthModulus of elasticity

Groundwater pressure and flowIn situ stress

Item RMT6 RMTT

Rock Type Limestone Dolomite

Strenglh UCS (Mpa)Shong to very strong Strong to very strong

(100 - 200Mpa) (100 - l50Mpa)

Weathering Moderately Weathered Moderately weathered

Spacing of discontinuitiesMedium to Wide Close to Moderate

(20 - 60cm) (60 -200cm) (6 cm - 20 cn) (20 - 60cm)

Properties of discontinuities Stained, rough Stained, rough

Item RMT9 RMTIO

Rock Type Shale, Clay and Sandstone Shale, Clay and Sandstone

Strength - UCS (Mpa)Medium Strong to Strong weak to sfiong

(2s - soMPa) (100 -l50Mpa) (s - 2sMpa) (s0 - l00MPa)

Weathering Moderately to highly weathered Highly weathered

Spacing of discontinuitiesClose to Moderate Very close to Moderate

(6 - 20cm) to (20 cm - 60 cm) (2 - 6cm) to (20 cm - 60 cm )

Properties of discontinuitiesSmooth (shale) rough and stained

(sandstone)Smooth (shale) rough and stained

(sandstone)

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 5. Field Survey for En.',,. ing Design

Item RMTI2

Rock Type Shear Zones / Fault / Crushed rock of any origin.

Strenglh - UCS (Mpa)Extremely weak

( l - 5Mpa )o rn /a

Weathering Completely weathered

Spacing of discontinuities Disinteerated to Sheared

Prooerties of discontinuities

Descriptive Classilication of Rock Mass Types

RMTs Typical LithologiesUCS

(Approximate)Intact Rock

SfrenglhDefects

RMT- 6

Homogeneous or fineto medium grained

Limestone withintrusion of quartz and

calcite.

100 - 200MPa strong tovery stfong

Joint spacing (20cm-60cm),(60cm - 200cm), surfaces rough.

Sheared shattered or crushed zonespossible but not ftequent.Thinly to thickly blocky.

RMT.7Fine grained Dolomite

with intrusion of calciteand quartz

100 - lSOMPa strong tovery stong

Joint spacing close to medium 6-20cm, 20 - 60cm surfaces rough and

stained.Crushed or shattered zones possible.

Some bedding sheared, Blocky /Some Darts disturbed.

RMT- 9

Shale and clay (finegrained) Sand stone

(fine to medium grainwith intrusion of quartz

calcite)

Shale(25 - 50MPa)

Sandstone(100 -

150MPa)

MediumStrong

ro $rong

Joint spacing close(6 cm - 20cm) to

moderate (20 - 60cm).(Shale) Surfaces

Smooth and Clean. Sandstone (stainedand rough)sheared, crushed or

shattered zonesSheared zones parallel lo bedding

Dresent'

RMT-l0

Shale and clay (finegrained) Sand stone

(fine to medium grainwith intrusion of quartz

calcite)

Shale(s - 2sMPa)Sandstone

(s0 -l00MPa)

weakto srong

Joint spacing close(2cm - 6cm) to moderate

(6cm - 20cm).(Shale) Surfaces Smooth and Clean.

Sandstone (stained and rough)sheared crushed or shattered zones.Sheared zones parallel to bedding

present

RMT.t2

Disintegratedto Sheared

(l - 5Mpa)o rn / t

Extremelyweak

Shear Zones / Fault / Crushed rock ofanv origin.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 159

FINAL ...h,i .FEASIBILITY REPORT

(2) 2'd Tunnel Geology

1) Overall 2"d Tunnel Geology

The Project area has rugged topography with high altitude up to 2100 meters. Due to rugged

topography of the area accessibility is a problem, the main rivers Neelum of Azad Kashmir run

through the arc4 the roads mainly leads along the river. In addition to these Jeepable roads, foot tracks,

mule trackq suspension bridges and rope bridges ar€ means of communication. During raining

seasons the roads are sometime blocked and create traffic Droblems.

The stratigraphy ofthe area range in age from Cambrian to recent. Mostly these sediments are non-

marine deposits. The stratigra.phic succession of Pakistan indicates that in the past geological periods,

the environments of deposition within through (Tethyan Sea) were not uniform and thus different

basins of deposition were established Gatif 1970). These basins show different pattem of events and

indicate the existence ofdefinite cycles oftransgression and regression.

The tunnel Alignment passes through the alluvial deposits of Muree formation. The alluvium is

composed mainly of gravel cobbles, pebbles and boulder of igneous metamorphic and sedimentary

Chella Bandi -Patika 2oo Tunnel Proposed Alignment

160 Pre-Feasibilig and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 5- Field Survey for Engiaeering Design

rocks. Alluvium composed of varied lithologr (Shale and sandstone of predominantly buff colour,

however, gay, green and puple facies are also common and some boulders of gneiss and granite

embedded loosely in a matrix of sand and silt.

Some of these deposis form very big and very high terraces. The Norasari ten-ace which is about

945 meters in thickness and the tunnel will pass through this terrac€. The cementing material is mainly

argillaceous and calcareous. Thes€ deposits provide the fertile lands for agricultue purpose. The age

ofthe Alluvium is r€cent to sub rec€nt

Soudr Portal is completely made of alluvial deposits. Alluvial deposits composed of gravelq

cobbleg pebbles and boulders ofvaried lithology (composed ofShale and sandstone ofpredominantly

buff colour, however, grey, green and puple facies are also common and in the cenfie part some

gravels and boulders ofgneiss and granite are also found.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels wirh Realignment ofRoads in AJK.

FINAL :':'., .FEASIBILITY REPORT

Along the alignment there is rock body only at north pofal of the tunnel. Which is drinly jointed

and the joints are highly intersected. The rock types are fine grained to medium grained sand stone

and Shale. The rock types are also covered with slope debris. Weatlrering is obvious on outcrops.

Rock mass strength is very weak. Near the alignment almost at I00m on Ieft side rock is highly

stressed due to these stresses folding predominant found-

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 5. Field Survey for Engincering Design

o Hydrological conditions

Ground water is store.d beneath the land surface in the zone of saturation, Within this zone a.ll voids,

or pore spaces, are filled with water. The upper surface ofthe zone of satumtion is called the "water

table".

Ground water in the alluvial deposifs in Norasari is generally under water-table conditions. In some

parts of the alluvium, coarse sand and gravel is overlah by a thick section of less permeable silt or

clay which acts as a confining bed, and artesian mnditions result.

According to investigation on surface of alluvial deposits of Noriasari would indicate more water

inflow for 2nd Road Tunnel. The water ingress into the tunnel is therefore possible. There is possibility

of drying of springs above the alignment.

Pre-Feasibility and Feasibility Study ofT\ryo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL I ,' , .FEASIBILITY REPORT

164 Pre-F€asibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 5. Field Survey for En;rrreglilg f)s5ign

2) Engineering Geological Mapping Unit

Main geological unit of 2no tunnel consist ofalluvial deposit along the tunnel alignment and shale/

sandstone with alluvial deposit at north portal area,

The characteristics of this alluvia.l deDosit are as follows.

o Alluvial deoosit

Item Description

Soil types Alluvial Deposit

Colour Varied lithological colour(red, brown, green etc.)

Texture Gravels, cobbles, pebbles and boulders

Weathering ComDletelv weathered alluvial material

SensitiYitv to water Sediments are sensitive to water

Water Conditions Flowing 0.1^"0.3 Vs or Dry

UCS of rock sample 0.1 - 0.5 MPa

o Shale and sandstone with alluvrum

Item Description

Rock types Shale and sandstone with alluvium

Colour Varied lithological colour (red, brown, green etc.)

TextureFine grain shale and fine to coarse gtain sand stone.

Gravels, cobbles, pebbles and boulders

Weatherins Completely weathered alluvial material

Sensitivify to wat€r Sediments are sensitive to water

Water Conditions Flowing 0.3 l/s or Dry

UCS of rock sample l -5MPa(veryweak)

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL ,.] I]-FEASIBILITY REPORT

o Tunnel Geology along Alignment

Chainage 0+000 0+200

Rock types Alluvial deposits Alluvial deposits

ColourVaried lithologica,l colour

(red, brown, green etc.)

Varied lithological colour

(red, brown, green etc)

Texture Gravels, cobbles, pebbles and boulders Gravels, cobbles, pebbles and boulders

Spacing ofdiscontinuities No joints No joints

PeBistence ofdiscontinuities No joints No joints

Roughness ofdiscontinuities No joints No joints

Surface ofdiscontinuities No joints No joints

Weathering Completely weathered Alluvial material Completely weathered Alluvial malerial

Fault, Fold,

Sheared RockNil Nir

Sensitivity

lo walerSediments are sensitive to water Sediments are sensitive to water

WaterConditions Flowing 0.1 l/s Dry

UCS of rocksample 0.1 - 0.5MPa (Stiff to hard) 0.1 - 0 .5MPa

RMT l l I I

RemarksDue to Stiffto hard alluvial deposits thearea is slightly unstable with potential of

small and big rock fragments falling.

Due to Stiffto hard alluvial deposits thearea is slightly unstable with potential of

small and big rock fragments falling.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 5. Field Survey for Engineering Design

Shale and sand stone with alluvialdeposirs

Varied lithological colour(red, brown, green etc)

varied lithological colour(red, brown, green etc)

Gnvels, cobbles, pebbles and boulders _Fine grain shale and fine to coarse grain

sand stone. gravels, cobbles, pebbles andboulders

Completely weathered Alluvial material Completely weathered Alluvial material

Sediments are sensitive to,tvater Sedimen6 are sensitive to water

l- 5MPa (very weak)

DueJo Sriff to hard alluvial deposits thearea rs.slightly unstable with potential ofsmall and big rock fiagments falline.

Highly lveathered and stressed rock withpotential ofsmall local shear failure.

3) Geological Tunnel LayoutChella Bandi - Patlka Road 2nd Tunnel

Geloglcal Map(Plan View)

E C E E 9 F : . E F F f i R ' E F H f i 3 F f ; ::E g E g E EC

CLIEIIT

AZAD OOVERI{I{CI{T OF T E STATEoF JA itU I XATSHfltR

cot{SULTA T(DgI!l! <) 91I3n t'ru

oF IWO (21 O8. TUNNE| S wrH REALtcltENf OF ROADS fi{ AJt(PRII{E ENGINEERING & TESTINO CONSULTANTS PVT. LTD.

&ASIFALI ASSOCIATE PVT. LTD

Ch.ll! Bendl . Pa{ka Rord2nd TsnnolGdoglc.lUaplPhn VL{,1

DIRECTOR GENERAL GETITRAL DESIGN OFFICEiIUZAFFARABAD

t R e v . . f | * a e a q @ N

Chella Bandi - Patika Road 2nd TunnelGeologlcal Sectlone & Layout Map

G.

E E A a a a a a S a a a 8

EnE a FUToES e ra.!g saiD arols

CLIENT

AZAD OO/ERNMENT OF THE STATEOF JAT'IilU E MSHMIR

URECTOR GEiIERAL CEIITRAL DEEGiI OFFICEIIUZAFFAMEAD

EqNruLrANr @$yyr .} $tlan rwr

PRIME ENGINEERIT{G & TESTING COi{SULTAI{TS PVT. LlD.&

ASIF ALI ASSOCIATE PVT. LTD.

PRE.FEASIEILITY AND FEAEIBILITY STUDYOF TWO (2} NOS.TUNNEL8 MTH REALICI{MENT OF ROADS IN AJK

Chelh Blndl. Prtlk Ro.d 2nd Tunn.lG.olookrl S.dlon. I rlyo|r| ltp

F' tiEv. f I rqr:asffi

R.

FINAL, , ,-.FEASIBILITY REPORT

5.4 Meteology and Hydrology Survey

NOMAL F'OR THE PERIOD I97I-2OOO

station Name : MUZAFARABAD wMo No: 43532 ICAO ID:opMF Elevation: 701mLatitude: 34o 22'N Longitude: 73o 29'E Established in 1954

Height of barometer cistern amsl = 2303ft (702m)

Year

Atmosph€ric Pressure (hPa/gpm) Dry Bulb

Temperature (t)Relative Humidity

(%\Station Level Sea Level

00

UTC

03

UTC

t2UTC

00

UTC

03

UTC

12

UTC

00

UTC

03

UTC

12

UTC

00

UTC

03

UTC

t2UTC

I ) 3 4 f, 6 7 8 9 t0 l t 12 l3

January

February

March

April

May

June

July

August

September

October

November

Decernber

933.0

933.2

929.5

928.7

925.5

92t.0

919.6

921.2

926.0

930.3

933.4

934.8

935.5

933.9

932.s

929.7

926.2

921.6

920.4

922.1

921 .0

q?? 5

935.3

936.6

932.6

931.0

929.0

926.1

922.5

917 .6

917.1

918 .8

923.2

928.7

931.6

933.3

1015,6

1 0 1 5 . 2

l 0 l 0 . l

1008.2

I003.4

991.6

99s.9

997.8

1003.7

1010.0

1014.8

t0 t7 .9

1018 .6

1016.2

1013.2

1008.5

1003.6

997 .5

996.3

998.3

1004.4

1012.2

1017 .1

1019 .6

1013 .1

1010.6

1007 .4

t002.4

997.l

991.3

991 .1

993.l

998.1

975.2

t010 .3

1013 .7

5.8

7.8

n.2

l 5 . t

19.5

22.7

23 .7

23.4

20.3

14.8

9.9

4.8

6.9

l l . 5

t7 .5

26.0

25.4

22.1

r 5.8

9.5

5 .6

12.8

15 .1

19 .6

25.8

30.7

34.0

31 .8

31 .0

30.1

25.1

t8.7

t3.7

/ d . )

73.5

69.s

72.6

64.6

65.5

83.9

87.6

83.3

79.5

79.7

79.0

8 1 . 3

78.9

72.6

63.8

54.6

54.3

"77 .3

82.4

75.9

73.4

78.6

8 1 . 6

5 1 .3

46.6

42.2

38.4

34.2

34.9

54.6

fv.J

49.2

43.3

49.5

55 .1

Annual 927 .5 929.4 926.0 1006.7 1008.81000.3 I ) - O 16.0 24.O 74.2 72.9 46.5

I 6 8 Pre-Feasibility Feasibility Study ofTwo (2) Nos. Tunnels with Realignnent ofRoads in AJK.

NOMAL FOR THE PERIOD I}7I.2OOO

Station Name : MUZAFARABADLatitude: 34. 22'N Longitude:73.

WMO NO: 43532 ICAO29'E

ID:OPMF Elevation:701m

Established in I954

Height of Steven$on screen amsVagt = 2300 tt eIlm) l.2m

169

ycrr

pRECIpITATION (|tlr|.)

Totd cloud {Okros)wcttesr moDth 1 ni"Iilll Hcrviest frll il 24hrMcaa

AmouDt Ycrr A|noutrt Ycsr

traloy

Dey Mcr! Extrcme Drac00

UTC

03

UTC

l2

UTCza 29 30 3 I 32 33 34 33 36 37 3t 39

J,rly

August

, " / , "

t91

l98l

l 9 . l 199(

t4 7-

7 9.(

l2.l

l0.l

lo.2

t0.3

t7 .8

t l ?

8.8

4.'7

2.9 2

2:

"r I

88.e lt4/te?6

41.3 | 107.4 | 26/t9el

4_3

3.9

4.3

4.9

45.3

25.0

79.2

51.9

r8.8

0.5

182.7

737.7

89.8

23/1993

2t/1981

02J tng 2.6

4.6

4.3

5.3

4.8

1.0 4.4

3.9

5. t

4 . 1

0.6 ? )

2.0 2.4

92.2 tat986 | 2.5 3,8

AnnuNl l S l T 7 2(|11 1 t976 tt97.7 1974 1t 6 .0 39.1 I 10/09200.5 |

| /19923,2 4.0

-

FINAL FEASIBILITY REPORT

NOMAL FOR THE PERIOD T97I-2OOO

StationName: MUZAFARABAD WMO NO:43532 ICAO ID:OPMF Elevation: 701mLatitude:34" 22'N Longitude:73" 29'E Established in 1954

t

Height of anemometer above ground:2lft (6m)

y€ar

Me{D

Tcntperature

(t)

MiDimum TernperrturE(t) Mexirnurn Tempereture(T)Wind Spe€d (knots)

Mean

Lowest

Meao

Highest

Mean Extreme Drta M€an Extreme I)rte00

UTC

03

UTC

l 2

UTC

t4 l 5 l6 I t I 9 20 21 22 24 25 26

January

February

March

April

May

June

July

August

September

October

Nov€mber

December

9.6

1 1 . 6

t5.6

21.4

26.O

29.6

28.5

28.0

26.3

21.6

16.0

1 1 . 0

3.3

5.3

9.4

14.2

18.5

21.8

22.6

19.4

13.3

7.8

4.2

0.6

1.7

5.2

9.3

16.8

19.2

I E.7

1 5 . 5

9.5

4.3

1.4

-2.0

- 1 . 0

1 . 0

6.5

7.0

12.0

1 5 . 5

1 6 . 0

t2.4

6.5

1 . 0

-0.6

28tr977

20/1979

09/19'79

08/1996

09/1997

02/1979

25/1993

28/1997

30/1991

23n990

30/r978

2t/1984

15.9

17.8

2r .9

28.6

33.5

37.4

34.5

33.7

3 3.3

29.9

24.2

t'7.9

22.s

24.8

30.3

36.2

39.9

42.9

39.9

3?.1

J6.4

34.0

29.2

23.0

27.0

29.0

37.O

40.5

46.5

46.2

43.5

39.5

39.0

37.2

27.O

05/1988

28/1985

2s/r977

29t1988

3l l19E8

17/199s

0s/198'7

12/1987

07 /t987

tu197 |

01t1999

Mn988

0.4

0.6

1 . 8

1.2

1.2

0.8

03

0.2

0.2

0.3

0.1

Annual 20.4 I 1 . 5 9.6 -2.02ElOL

1197727.4 33.0 46.5

3t/05

/ t 9880.E

170 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

NOMAL FOR THE PERIOD I97I-2OOO

Station Name : GARHI DUPAITA WMO NO: 43533 ICAO ID:N/ALatitude: 34' l3'N Longitude:73" 37'E

Elevation: 8l2mEstablished in 1954

Height of barometer cistern amsl = 2668ft (813m)

Yerr

Atmospberic Pressure (bPa/gpm)Dry Bulb Temperature (C)

Relative Humidity

(n/n)Station LeYel Sea l,evel

00

UTC

03

UTC

t2

UTC

00

UTC

03

UTC

l2

UTC

00

UTC

03

UTC

t 2

UTC

00

UTC

03

UTC

l 2

UTC

I 4 5 6 7 8 9 1 0 l l l 2 13

January

Februrry

March

April

May

Jun€

July

August

September

Octobcr

November

Dccember

9t9.3

916.2

9 l 1 . 8

909.9

912.1

916.7

925.1

923.7

922.3

919.9

9t6.7

912.2

9 1 1 . 1

9t2.7

917.4

922.7

925.5

922.7

921.1

919.6

916.9

9t3.7

908.7

908.1

909.8

914.1

91,9.2

922.1

923.5

1464.6

t446.9

14t2.9

1404.0

1 4 1 8 . 5

1453.4

1496.0

t4t7.2

14E5.6

14E0.8

1460.5

t426.0

L4r3.4

t428.l

1466.1

t 501.9

l 5 l 0 . l

1506.E

1489.3

14t0.8

r476.7

1465.1

t445.6

1406.6

1396.2

t4r0.7

1449.0

l4E5.E

1498.6

t499.1

17.9

z l .4

23.0

22.6

19.0

4.9

10.9

t6.4

22.2

25.6

25.4

24.6

2 1 . 8

15.9

9-6

5.7

10.9

t3.2

17.7

24.1

29.1

33.0

30.8

29.9

28.2

22.9

16.7

I l .9

80.6

1) A.

70.7

86.0

90.5

88.0

7 5.9

78.5

77.8

68.9

56.2

55.1

76.2

8 1 . 7

7 5 . 1

70.6

77.4

78.8

54.0

) t . l

50.6

43.8

37.4

5E.5

64.0

55.4

48.2

52.1

56.2

Annual 9t9.6 916.6 147 |.9 1458.6 15.8 22.4 72.7 50.7

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. T[nnels with Realignment of Roads in AJK. T7 I

FINAL. FEASIBILITY REPORT

NOMAL FOR THE PERIOD 197I-2OOO

Station Name : GARHI DUPAITA WMO NO: 43533 ICAO ID:N/ALatitude:34" l3'N Longitude: 73" 37,E

Elevation: 812mEstablished in 1954

Height of Stevenson screen amsl/agl = 2665ft (tf2m) 1.2m

year

PRECIPITATION(mm)Total cloud (Oktas)

Mean

W€ftest motrth Driest MotrthRainy

Day

Heaviest fall in 24hr

Amount Year Amount Year Mean Extreme Date00

UTC

03

UTC

12

UTC

a 1 28 29 30 3l 1 t 33 34 35 36 J8 39

January

February

March

April

May

June

July

August

September

October

November

Deccmbcr

r09.6

r 3 1 . 6

190,5

|7 -3

8 l . 0

I 1 8 . 8

265.6

235.8

104,3

47.7

47.1

7 t . l

320.9

34r.2

401.4

301.4

r87.7

490.0

516_E

482.3

44t.9

r28.3

222.9

338.4

t992

1998

1978

1998

1987

197 |

19E8

197 |

1992

t9'12

t986

1990

12.0

t6.7

3-8

30.8

) 1 4

E9.4

1 0 1 . 4

0.0

0.0

0.0

t9E7

1985

t97 |

2000

r ooo

1992

t9E2

r996

r994

r978

3

yeaJs

3

years

7.2

9 . 1

12.4

10.5

10.3

10.9

16.3

1 5 . 8

8.3

4.4

2 .?

5 .6

41.5

43.5

4'1.9

35.5

25.1

34.5

53. t

56.7

45.0

20.8

26.8

28.3

l 1 0 . 7

109.5

112.0

89.3

50.3

106.7

1 2 8 . I

151.4

25',7 .l

58.4

182.0

fi5.2

2U1972

tl/1991

17 /1978

26/1998

19t1983

0l l '197 |

30^989

02/19'7 6

t0/t992

12/1989

29/199s

29^990

3.0

2.5

2.3

+.o

4.5

3.8

3.9

3.1

2.3

2.r

4.2

4.2

2 . 1

t .2

t .7

3.0

4.1

4.7

4.7

4.5

3 . 8

4.4

4.2

2.9

2.2

2.r

Annual t512.5 2082.6 t97 | 992.r t9'74 1 1 3 . 5 3E.2 25'7 .ll0/09

n9922.9 3.E

r72 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJIa

Station Name :

Latitude: 34"

NOMAL FOR THE PERIOD I97 I-2OOO

GARHIDUPAIA WMONO:43533 ICAOID:N/A13'N Lonsitude:73" 37'E

Elevation:812mEstablished in 1954

Ileight of anemometer above ground = f9.6ft (6m)

yerr

Mean

Temperature

(t)

Minimum Temp€rature(t) Maximum Temperature(t)Wind speed (knots)

Mean

Lowest

M€rn

Highest

Mean Extreme Drt€ Mean Ertrcme Datc00

UTC

03

UTC

12

UTC

t4 t5 16 t7 l 8 l9 20 2l 24 25 25

January

February

March

April

May

June

July

August

September

October

November

I)ecember

8 .4

10.0

13.8

19.4

24.4

28.1

27.7

27.O

24.9

19.8

14.4

10.0

2.8

4 . 1

7.7

t2.l

16.7

20.2

22.0

21.6

1E.0

l l . 8

6.6

-o.'7

0.3

3.5

7.0

12.0

15.5

1 8 . 3

r7.5

r3.4

'7.9

3.0

o.2

-6.0

-'1.2

-2.E

2.8

8 . 1

5.0

r1.'7

r1.'7

7.8

2.8

22/t974

03n988

IEN9EE

t6/1991

09t1997

0l /1988

15n988

28/1988

3 0n 98E

z0n9E7

28/1987

26/t987

14.0

l 5 . E

19.9

26.6

32.0

36.r

33.4

3 1 . 9

27.E

16.4

19.6

22.5

27.9

34.O

38.5

41.7

38.6

35.8

34.8

32.3

27.2

2t.I

23.4

33.0

37.8

42-8

45.8

42.8

38.9

37.7

35.3

31.4

23.9

25/1990

lt/1993

20/tg't4

30t1999

3ll1984

20n986

o5t t987

12/1987

04/1998

01n998

10n996

05n988

o.7

0.8

0.6

0.5

0.4

0.4

0,0

0.2

1.4

t . ?

0;1

0.7

0.8

l . l

o.7

o.7

0.6

0.4

0.4

0.5

0.9

Antrual l9_0 12.3 8.2 -7.203/02

n98825.',I 3t.2 45.8

20t06

tr9E60-7

Pre-Feasibility and Feasibitity Study ofTwo (2) Nos. Tunnels with Rcalignment ofRoads in AJIC

FINA.L I, . -FEASIBILITY REPORT

Station Name : I(OTLI WMO NO: 43563

Latitude:34" I'N Longitude: 73' 4'E

NOMAL F'OR THE PERIOD 197T-2OOO

ICAO ID:N/A Elevation: 615m

Established in | 952

Height of barometer cistern amsl = 2017ft (615m)

Year

Atmospheric Pr€ssure (hPa/gpm)

Dry Bulb T€mperrture (C) Relative Hu]nidity (Yo)

Statior Level S€N Level

00

UTC

03

UTC

t2

UTC

00

UTC

03

UTC

12

UTC

00

UTC

03

UTC

l2

UTC

00

UTC

03

UTC

12

UTC

I ', 3 4 5 6 7 8 9 10 l l l 2 IJ

Jatruary

February

MNrch

Aplil

May

June

July

August

September

()ctob€r

November

December

939.1

935.6

931.5

9 3 1 . 1

933.0

937.2

947.7

945.O

943.2

940-0

936.5

932.5

932.0

933.8

938.2

943.5

946.5

947.7

944.7

943.l

941.1

937.7

933.9

929.4

929.4

931.3

935.7

941.0

944.0

945.6

r010.0

1005.0

1000.0

999.s

1000.7

I007.0

r02t.2

r018.7

1015.5

1010.6

100s.6

1000.5

1000.2

1001.3

\o07.7

l0l4_5

1019.6

1022.4

t 015.9

10t4.4

1 0 1 1 . 2

1006.1

1 0 0 1 . r

995.6

996.4

998.8

1003.4

1009.5

1014.4

10t7.4

t t .0

22.6

25.3

25.1

21.8

6.4

8.9

13.7

t9.7

24.8

2',7.',l

26.4

25.4

23.2

r7.9

l 1 . 8

6 .9

14.9

21.9

28.1

33.0

35.3

3 1 . 5

30.4

30.0

27.0

21.5

16.5

60.1

l l . o

57.1

E I.E

8 8 , 1

79.9

Annuel 940-5 938.1 1 0 1 1 . 5 1007.1 17.7 25.6

174 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

NOMAL FOR THE PERIOD I97I-2OOO

ICAO ID:N/AStationName r jqEI WMONO:43563Latitude: 34' l'N Longitude:73" 4'E

Elevation: 613m

Established in 1952

Height of Stevenson screen amsVagl = 2012ft (613m) 1.2m

year

PRECIPITATION(mm)Total cloud (Oktas)

Mean

Wettest month Driest MonthRairy

Day

Heaviest fell in 24hrs

Amount Year Amount Year Mecn Extreme Date00

UTC

03

UTC

t2

UTC

)1 2a 29 30 3 l 32 33 34 35 36 37 38 39

January

February

March

April

Mry

June

July

August

September

October

November

December

't9.o

95.4

12'1.2

73.7

46.8

91-6

285.E

297.6

92.1

3r.7

25.2

49.5

2 | . 4

2 3 t . 3

328.0

274.0

243.3

7 1 1 . 0

54?.5

2 1 2 . 1

93.8

93.7

309.3

1992

t976

l 9 8 l

1983

t987

t97l

r988

t976

t992

1983

1986

1990

2.0

) .9

0.0

0.0

3.0

4.8

78.0

94.0

0.0

0.0

0,0

1984

197'7

t977

t999

1993

1985

t996

t993

t9'7 |

3

years

o

years

7

years

o.J

8.4

7.2

o .J

9 . 1

l6.E

15.6

8.0

2.8

1 . 9

J . J

32.9

43.0

42.4

28.9

19.5

37.1

76.7

88.s

3 5 . 1

18.2

t6.4

24.6

84.3

119.4

155;7

90.4

52.6

1 1 8 _ l

326.9

333.5

1 1 5 . 0

72-9

75.0

t57.6

221r972

0t/r9?2

17 /1978

l3l1983

lv1977

30/1978

09t1972

06/1972

091t992

14/1983

t6/t982

29/1990

2..8

2-3

4.8

4.6

2.4

-1.0

3.5

3.0

2.1

2.1

4.7

4.5

2.4

1 . t

I . 6

3 . 1

3.9

4.3

4.4

3.8

3.5

3.0

4 . 1

4.0

2.4

1.4

1 . 8

3 , 1

Annual r295.7 1929-3 t976 794.5 1987 9t.9 3 8,6 333.506/08

/t9723,0 3.3

Pre-Feasibility and Feasibility Study of T\.vo (2) Nos. Tirnnels with Realignment ofRoads in AJK. 175

FINALIi. FEASIBILITYREPORT

Station Name : KOTLI WMO NO: 43563Latitude:34' l'N Longitude: 73" 4'E

NOMAL FOR THE PERIOD I97I-2OOO

ICAO ID:N/A Elevation: 613m

Established in 1952

Height of anemometer above ground = f9ft (5.75m)

year

Meen

Temperrtur€

(c)

Minimum TemDeratur€(t) Maximurn Temperature( t )Wind speed (knots)

M€cn

Lowest

M€an

High.st

Mean Extreme Dst€ Mean Extreme Dste00

UTC

03

UTC

l 2

UTC

l4 r5 t6 l 7 l8 l9 20 2l 23 24 z5 26

January

February

March

April

May

June

July

August

September

October

November

December

1 1 . 1

1 3 . 1

r7.5

23.5

28.r

10.7

28.6

2',7 -9

26-8

23.1

t7.6

12.6

6.9

1 1 . 3

to.o

21.0

24.1

23.9

23.2

20.9

t5.7

9.7

5.2

1.6

3 . 1

1 1 . 3

15.6

1 8 . 3

20.1

20.o

17.2

l l . 8

5.5

1.8

-2.8

1.0

l . t

5.3

5.0

2.2

17.2

17.8

l 3 . E

5.8

2.8

- t . t

06/1986

06/t994

01/1994

02^9t6

t8/1993

0ln 993

12/t986

23tr985

30/1982

29/1985

30/1998

25/t999

t7.7

19.4

23.8

30.4

3s.4

37.7

33.6

32.5

30.4

25.5

20.1

22.6

) s a

30.?

36,6

40.9

42.6

3 9.0

35.8

35.2

33.6

29.4

24.7

26.9

30.8

34.0

4l.l

46.7

46.1

43.6

40.9

3'1.0

37.0

32.0

29.7

05n9E8

l4/t993

(3)/r977

3011999

31/1988

t9/1972

05/t987

02^9E7

09n980

04/1979

03/1981

0E/199E

3.0

4.7

6.0

6.4

6.3

5.9

2.2

1.8

4.0

2.r

3.3

3.4

2.6

3.6

4.7

5.6

i - l

4.6

1 .9

1 .5

4.0

3.0

l . )

2.2

2.7

2.9

J . O

2.4

l . E

1 . 7

1 . 4

0.9

0.9

Anoual 21.7 15.3 I r . 1 -2.806/01

/t98628.3 33.0 46.7

3r/05

n9884.7 3.5 2.2

176 Pre-Feasibility and Feasibiliry Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

o Precipitation(mm) - MUZAFARABAD

o Temperature - MUZAFARABAD

Pre-Feasibility and Feasibility Study ofT\tro (2) Nos. Tunnels with Realignment ofRoads in AJK.

Jan-

urry

Fcb

ruary

Mar-

chApril May June July

Aug-

ust

Sept-

eber

Oci-

ober

NoY-

ember

Dec-

ember

MeNtr 105.9 136.1 lE l .8 103.3 t22 .1 359.4 227.4 108-l 39.6 10.3

Weatesa 273.8 293.4 534.37 204.5 241.5 380.2 721 531.2 335.2 94 176.1 327.1

Driest to.z 25.5 3.6 l 9 . l t9.4 142.2 59.8 18.3 0 0 0

MUZAFARABAI)

7N

600

? 500

E

i'6 300

200

0AusE Scplstrbs OEbhs Norahfi D!..ddlrdEry F.bndt Ntaich

Jan-

uary

Feb-

ru{ry

Mar-

chApril May June July

Aug-

ust

Sept-

eber

Oct-

ober

Nov-

ember

Dec-

ember

Mc!n 9.6 I l . 6 15 .6 2t .4 26 29.6 28.5 2t 26.3 2t.6 l 6 l l

W€ttest 3.3 5.3 9.4 t4.2 18.5 2t.8 22.4 19.4 l J .3 7 .8 4.2

Driest 17 .8 21.9 28.6 33.5 37.4 34.5 33.1 29.9 24.2 t1 .9

MUZAFARABAD

l 5

30

P_ 25

g ? 0

r 0

5

0

JaEry F€bMry March AW61 SqL'ds O.robd Ndridd DEda

FINAL -.;.. FEASIBILITY REPORT

r Precipitafion(mm) - GARHIDUPATTA

Jan-

urry

Feb-

ruary

Mar-

chApril May June July

Aug-

usa

Sept-

eber

Oci-

ober

Nov-

ember

Dec-

ember

Mean 109.6 l 3 t . 6 190.5 1 1 7 . 3 8 1 I t 8 . 8 165.6 23s.8 104.3 47 .1 7 t . l

W€ttesa 320.9 341.2 401.4 301.4 t87 7 490 5 t6 .8 482.3 441.9 | 28.3 222 9 338.4Driest 3 .3 l 2 16.7 1.8 30.8 89.4 t 0 t . 4 ? 1 1 0 0 0

GARHT DUPATTA

?00

600

€ i00

E€ 400

E

20Q

t00

0

AL$$! S.plmter O.tobcr Nor€n$er DaeED.r

tr Temperature - GARHIDUPATTA

Jan-

uary

Feb-

ruary

Mar-

chApril Mry June July

Aug-

ust

Sept-

eber

Oct-

ober

Nov-

ember

Dec-

ember

Mcr|| 8-4 l 0 13.8 t 9 4 24.4 28.1 27.7 21 24.9 t9 .8 \4.4 l 0

Wettest 2.8 4 . 1 7.7 t2 . l 16.7 20.2 22 zt.6 l 8 .8 6.6

Driesl 1 4 15.8 19.9 36.1 27.8 22.3 t6.4

35

3o

t ! t

i , oE

t 0

Ie@ry F.bMry March Algut S.pidbd Ocrob* NoEFbq De.erb*

CARHI DUPATTA

178 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

o Precipitation(mm) - KOTLI

Jan-

uary

Feb-

ruary

Mar-

chApril Mey June July

Aug-

ust

Sept-

eber

Oct-

ober

Ncv-

ember

D€c-

ember

Meatr'79 95.4 127.2 73.7 46.8 9 l .6 285.8 297.6 92.1 3t.7 25.2 49.5

Wett€st 211.4 231.3 328 274 r 33.2 243.3 l r l 2t2 .1 93.8 9j.7 309.3

Driest 2 0 0 3 4.8 78 94 t7 . l 0 0 0

600

e 5ooE

e 400

E: roo

100

r00

0lanDry FcbnE y Mdch aad Septcmbd Odobd Nold$d Den$d

tr Temperature - KOTLI

Jatr-

uary

Feb-

ruary

Mar-

chApril May June July

Aug-

ust

Sept-

eber

Oct-

ober

Nov-

ember

Dec-

ember

Mean I l . l 1 3 . 1 t7 .5 l J ) 28.1 30.7 28.6 27.9 26.8 t2.6

Wettest 4.6 6.9 I 1 . 3 t6.6 2 l 24.1 23.9 20.9 t5.7 9.1

Driest 1 7 7 19.4 2 3 8 30.4 35.4 37.7 33.6 32.5 30.4 25.5 20.1

KOTL

l 5

i0

E t i

5

a,{ld seprsibdr otubs Nos.bg DsI6r

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 179

FINAL .. FEASIBILITY REPORT

5.5 Construction Material Survev

construction Material such as coarse aggegate, fine aggregate(for concrete), steel, cement and

biflmen are not available in the vicinity of the project.

1) Coarse aggregates

Coarse aggregates complying with the specification requirement for use in cement concrete and

asphalt concrete works are not available in the vicinity of the project area. Coarse aggregates for

use in cement concrete and asphalt concrete works will have to be obtained from Margallah

quarries, located in the vicinity of Taxila and Hasan Abdal.

2) Fine Aggregates(Sand)

Fine sand obtained by pulverization of sandstone is available in local nallahs & streams and also

as local sand deposits in the outcrops ofrocks, exposed along the side of ttre road. The quantity of

such deposits is however less and its quality also does not comply with the AASHTO/ASTM

Standard Specification requirement. Its use is therefore limited to the construction of minor and

unimportant concrete structures.

For major & important concrete structure sand will have to be procured from Lawrencepur sand

quarries located at around 50Km from Islamabad

3) Water

Water will be available from natural springs emanating from top of the mountains and whose

outcrops are exposed along the side of the road. Water can also be obtained by installing tube wells

at different stations in the strearn/river rururing along the road for most of its length

4) Steel

Standard quality steel of different grades and types complying with AASHTO Standard is being

manufactured at

Fazal Steel, Islamabad

Park Steel, Islamabad

Pre-Feasibility and Feasibility Study of Two (2) Nos. Tunnels with Re.lignment of Roads in AJK.

5) Cement

cement for the Project road, complying with AASHTO and ASTM standards can be procured

fiom the following cement factories located in and around the vicinity of Islamabad citv

Fecto Cerrent, Margallah

Fauji cement, Margallah

Askari Ceement, Wah Cantt

All the cement factories mentioned above are producing ordinary portland cement. othervarieties of cement., namely sulphate resistant cement and slag cement will have to be procured

from other cement factories. Sulphate resistant cemenf can be obtaned from Maple Leaf Cemenrfactory

6) Bitumen

Asphalt cement/bitumen is manufactufed at Attock Refinery Limited, Morgab, Rawalpindi. AIIgrades of bitumen are available which can be procured and transported to site dfuecfly fromMorgan, Rawalpindi. Cut backs for use in both prime coat and tack coat, are also manufactured bvAttock Refinery Limited.

7) Typical Cross Sections

The road consists of 6.lm wide carriageway and lm wide PCC shoulder where ever required oninner and outer side ofthe road. The pavement stucture comprise of asphalt concrete wearing andbase course, aggregate base and granular subbase course.

Material Properties & Strength:

Fo.llowing un.it weights of various structural materials have been used

. Reinforced Bars

. Reinforced Concrste

. Lean Concrete

. Mortar

. Asphaltic Concrete

. Stone masonry

77.0KN/nr'

23.6KN/nI

22.6KN/m'

22.6KN/m'

22.6KN/m

18.8N/m'

Pre-Feasibiliry and F.a"iuitity st@ent of Roads inArK.

FINAL FEASIBILITYREPORT

Following strengths of the construction materials have been used in design and detailing

Concrete at 28 days cylinder strengths:

. Prestressed Concrete (Class D)

. Reinforced Concrete (Class Al)

. Reinforced Concrete (Class ,A3

. Lean Concrete

34.5KN/n'

2l N/m'

28N im

l:4:8 nominal mix

Reinforcing Steel:

Deformed billet steel bars (Grade-60 and Grade-4O conforming to ASTM A-615 or High yield

deformed bars with minimum yield or characteristic strength of 425/460 N/nff conforming to BS

M6l

Prestressing Strands:

strand confordng to ASTM 4'416 Grade 2?0

Structural Steel:

All structural steel, plates, angles etc. conforming to ASTM ,4.-36 Steel

I82 Pre-Feasibility and Feasibilrty Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

Steel for prestressing is either seven-wire low relaxing strand or seven-wire normal relaxation

Chapter 6. Route Alternatives

Chapter 6. Route Alternatives

6.1 Related Projects around study Area

6.1.1 West Bank Bypass Project

D General

After the earthquake on 8 October 2005, JICA conducted "Master Plan Study of Rehabilitation

and Reconstruction in Muzaffarabad City" from February to August 2006 in order to propose

appropriate measures for rehabilitating and reconstructing the city. The master plan selected the

Project as an urgent and the highest priority project among nine proposed projects.

The main existing road in Muzaffarabad city is the Neelum Valley road, which is congested

during daltime and has reached the capacity ofthe road, it is expected to increase traffic volume

when the reconstruction and rehabilitation work start in full scale.

The project intends to provide additional capacity through by a new bypass road in the westem

part of the city. The project expects to enhance rehabilitation and r€construction activities in the

damaged anea not only inside the city but also outside the city in terms ofproviding and altemative

corridor to ease congestion as well as improving the transporting convenience between the

periphery and the city to reduce travel time.

The proposed bypass mainly passes through residential and commercial areas. Main settlements

are Naluchi, Bela Noor Shah and Chella Bandi. The existing road is insufficient for the inter city

transport needs ofthe present population of project area.

To meet the requirements of increasing traffic volume, which will have a remarkable increase

after the rehabilitation of Muzaffarabad city as per Master Plan, PWD planned to upgrade the

existing road and to constructed a new road section into a dual carriageway with a bridge and a

viaduct at Naluchi, which is about 5.0 Kilometeres long. The existing road will be widened from

about 8m to 1 1.3m.

E Location of the Project

The Project road is situated in Muzaffarabad city. The proposed road runs through the westem

river terrace ofthe Neelurn Valley ascending north fiom the intersection of Muzaffarabad - Kohala

Road near the Supreme Court, AJK, through a proposed Naluchi Bridge to Chella Bandi its end

Doint-

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 183

FINAL FEASIBILITY REPORT

E Project Components

The project includes improving of the

existing road section from Naluchi to Chella

Bandi with some new construction portion

and the construction of a new bridge and a

viaduct at Jehlum River at Naluchi. After the

completion of the Project, the existing road

will be improved to a dual carriageway.

The Bypass provides an impoltant

communication link to meet the growing

traffic demand and enhance road safety. The

construction and rehabilitation will

comprise: (i) widening and improvement of

3.95 km of the existing road section; (ii)

construction of new alignment section 650

meters (iii) construction of Naluchi Bridge

and a viaduct of 414 m: (iv) rehabilitation

and construction of small size bridges at

three location; (v) counter measures for land

slide sections; (vi) slope stability measure at

climbing section; (vii) intersection

improvements at four (4) Iocations.

There was a plan to construct a bridge

over Jehlum River at Naluchi and part of

foundation works of a Naluchi bridge across

the Jehlum River had been carried out.

However, since the said bridge was not

designed to consider large-scale seismic

force, the construction of the bridge was

cancelled after the October 8 Earthquake in

2005. The project proposes a new Naluchi

Bridge and a Viaduct and it should be a core

Pre-Feasibil i ty and Feasibil i ty Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

Chapter 6. Route Alternatives

component in the Project. The following table shows the main specification of the bypass. ln the

typical cross section design, the formation width of the hoject road is I 1.3 m consisting of 7.3m

wide carriageway, and 1,0 m shoulder and 1.0 soft shoulder both side.

E Main Specification of the Road

Name Road Catesory Road Leneth Design Speed Traflic Lane Lane WidthWest BankBtpass Road

Provincial roadPrimary Road

5km 50 km /hr 2 lanes 3.65 meters

This project is being executed by National Highway Authority(NFlA) and the project is nearcompletion. The bridge type is PC E*radosed BOX Girder bridge(2@84m=168m) and theapproach bridge is 4 span continuous PC BOX Girder bridge.

-^.c. w@.hg ca.!. (56)Ac Bi^d? Cou'r (?.5cn)

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL. -..FEASIBILITYREPORT

6.1.2 Patrind Hydro-Power Plant Project

r Name of the Project: Patrind Hydropower Plant Project

. Location of the Project: Muzaffarabad, Patrind.

r Preliminary & Detailed Deisgn: Preliminary and detailed design was expected to commence

in Sep.2009. The estimated completion date would be May.20l0.

. Construction Schedule: From completion of preliminary and detailed desigr, approx.imate

construction time will be 54 months.

. Typical Cross Section ofHeadrace Tunnel . Typical Cross Section ofPressure Trmnel

fl Relation to Project road

If the Study Team review the route altematives Via Talhatta - Gari Habibullah road, proposed

Patrind Hydro Power Plant should be considercd.

186 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

D Location Map showing each Project

6.13 Muzaffarabad-Athmuqam Road Project

o The pmject

On 8, October 2005 an earthquake measuring 7.6 on the Richter scale struck. Damage to the

mountainous roads in AJK is largely due to landslides precipitated by the earthquake. These

include the Neelum Valley road and to a lesser extent the Jehlum Valley road, which are the

primary arterial roads in AJK. Muzaffarabad - Athmuqam road project is a part program of

rehabilitation and restoration infrastructure damaged and desftoyed by the earthquake. The

proposed Chella Bandi to Patika road section is a part of Muzaffarbad - Athmuqam mad. Date of

starting was 26, December 2008. The project was completed in 201 l.

r Design Criteria- Design Speed- Formation Width

. Sta.Okrn - Sta. l5km

. Sta. l5kn - Sra 24km

5Okm,hr

B = lm + 2@.05m + lm =8.1m

B= lm + 2@2.75m + lm =7.5m

. Relation to Chella Bandi to Patika Road

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL " -FEASIBILITY REPORT

The proposed Chella Bandi to Patika road is a part of Muzaffarabad - Athmuqam road project.

The Study Team will review the design drawings and criteria carefully.

6.1.4 Road Network of Muzaffarabad

E The proposed Roads and Road Network of Muzaffarabad

o Baral<rkot - Lohar Gali road is the portion of the main highway connecting Muzaffarabad

with Gari Habibullah (L+6km). The starting point of Bararkot is located near the bonder

line of Pakistan and AJK territory and the ending point is Lohar Gali connecting to the

Muzaffarabad city. The proposed road connecting to Abbottabad and Mansehra (NWFP) is

one offour main roads of Muzaffarabad city such as;

- Muzaffarabad - Kohala Road (L=35km)

- Muzaffarabad - Chakothi Road (L=62km)

- Muzaffarabad - Gari Habibullah Road (L=26km)

- Muzaffarabad - Athmuqam Road (80km)

If Muzaffarabad - Kohala road is blocked, this route is the only way linking Islamabad,

Rawalpindi, Lahore with Muzaffarabad.

Chella Bandi - Patika road is about l9km running along the bank of Neelum River. Chella Bandi is

located near Chella Bridge in Muzafarabad. The proposed road is the portion of the main road

connecting Muzaffarabad with Athmuqam (L=80km). In other words the proposed road is main road

linking MuzaiFarabad with Neelum District. This route is a gateway to Neelum Valley as well as

important military road.

o Rehabilitdion and Reconstuction of Muzaftrabad -

road Proiect has started.The assessmeht of approach roads and tunnel

was done based on ihis

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chanter 6. Route Aliernatives

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 189

FINAL .,I: FEASIBILITYREPORT

6.2 Tentative Design Standards

6.2.1 Review of Design Criteria

. Esfablishment ofdesign criteria considering design criteria ofexisting road.

. Establishment of design criteria given to characteristics of planed road, firnction,

topography, regional conditions, estimated traffic volume, service level etc.

r Review of design speed, typical cross section, minimum horizontal radius considering the

various conditions of planned road.

o Establishment ofdesign criteria considering existing road design dat4 maintenance data and

AASHTO design manual.

6.2.2 Functional Classification ofRoad and Design Speed

0 Classification of Road

A Collector road functioning as an arterial road

E Design Speed

Design speed is used to determine individual design elements, such as stopping sight distance

and horizontal curvature. Therefore, a design speed exception is an exception to all the various

design element affected by it and should bejustified on that basis.

A few points to remember when evaluating design exceptions are follows:

-Consideration should be given to the effect ofthe variance on the safety and operation of the

facility and its compatibility with adjacent sections ofthe roadway.

-Consideration should be given to the functional classification of the road, the amount and

character ofthe traffic, the type ofproject, and accident history ofthe road.

-The cost of attaining full standards and any resultant impact on the other environmental

features should also be examined.

E Appticable Criteria (Unit : Km/h)

Note: Ifnecessary, (he design for low speed may be applicable in case roads are located in hilly or

mountain regions and road and topographic conditions are difficult.

TermAASHTO Application

Flat Mountain FlatMountain

Earth TunnelRural Road 60-100 30-60 80 30-s0 80

190 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

Item UnitDesign Speed (Km/h)

Remarks80 50 30

Min. Leneth of Horizontal Curve m 280 90 30

Min. Curve Lengthe< 5" m 450/Q 300/e 200/g

A> <o m 90 60 40

Ma"x. Vertical SlopeFlat % o 7 7

Mountain % 9 l 0 l 2

Termination Rate ofVenical Curve

Crest m/Vo 26 7 2

Sag mlYo 30 l3 6

Min. Leneth of Vertical Curve m 70 40 25

Stopping Sight Distance m 130 b5 35

Cross Slopes % 2 2 2

Cross Slooes of Shoulder % 4 4

Min. Leneth of Transition Curve m 44 28 17

Min. Clearance m 5 . 1 5 . 1 5 . 1

Chapter 6. Route Altematives

6.2.3 Geometric Design Standards

A detailed geometric design criterion has been prepared for the facility based on "A Policy on

Geometric Design of Highways and Streets, AASHTO". The adopted detailed geometric design

criteria are given below.

6.2.4 Cross Section Elements

In selecting the appropriate cross section elements and dimensions, designers need to consider a

number offactors, including the following:

r Volume and composition (percent trucks, buses, and recreational vehicles) of the vehicular

traflic expected to use the facility).

o Climatic conditions (e.g., the need to provide storage space for landslide debris).

r The presence of natural or humanmade obstructions adjacent to the roadway (e.g., rock

cliffs, large trees, wetlands, buildings, power lines).

. Type and intensity of development along the section ofthe highway facility that is being

designed.

The most appropriate design for a highway improvement is the one that balances the mobility

needs of the people using the facility (motorists, pedestrians, or bicyclists) with the physical

constraints of the conidor within which the faciliW is located.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. l 9 l

FINAL.'"'. .FEASIBILITY REPORT

E Cross Section Elements

Item Roadway Bridgc Tunoel

Roadway width 2@3.5=7.0m 2@35:7.0m 2@3.5=7.0m

ShoulderRisht I . )m l . 5 m l . 0m

Left l .5m l . 5 m l .0m

Medians 0,5m 0.5m 0.5m

Total Roadway Width 10.5m I l .4m 9.5m

Roadway

Bridge

Tunnel

('&)-'<-----^

,1,@)<-=,"-

Note : l. Drawings ofcross section elements only show width ofcarriageway, mediaru and shoulder.

2. For detail, refer to gpiel cross sectionin7.1.2.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos, Tunnels with Realignment of Roads in AJK.

Chapter 6. Route Alternatives

tr

6.3 Alternatives Preparation and Preliminary Route Selection

6.3.1 Basic Concepts for Alternatives Preparation

0 Basic Concepts

. Route altematives for Guarantee of the Road Function & Balance between Mobility and

Access

. Route Altematives for Maximum Utilization of Existing Road if possible

. Route Altematives conforming to Topographic Characteristics

. Route Altematives ofBypass or Tunnel /Bridge options at a Large Scale landslide Area

Approach for Alternatives Preparation

Improvement of Existing Road:

-Utilizing the existing road only if it can be improved without a lot of construction and

maintenance cost.

-Review oftunnel alignment which can be improved existing road effectively.

-Minimum land acquisition by planning to use the existing road.

New Access Road:

-Planning ofnew access road where the alignment ofexisting road is very poor to conform to

the design speed (V=30-50km/hr) in mountainous terrain.

- Planning ofnew access road considering the location oftunnel portals.

Tunnels:

-Tunnels where a large scale landslide occuned.

-Tunnels where the horizontal and vertical alignment ofthe existing road is very poor.

- Tunnels where the existing road traverses the landslide or landslide dormant area.

E Route Alternatives for Landslide Area

. Short-term Measures

Satellite ald/or aerial photographs provide useful information about geotechnic€l hazards along

existing roads. Extracting high-risk points, quick and thorough investigations are to be conducted at

these high-risk points.

Unstable soiUrock masses remaining above the road are to be removed. If impossible, a possible

distal and of landslide masVdebris is to be estimated. Existing debris deposits will give and

important hint. If road is to be constructed over debris deposie and/or landside masses, stabilize

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 193

FINAL ."sr. .FEASIBILITY REPORT

them. When a meandering river erodes the toe of the landslide rnass, the toe must be protected by

putting gabions etc.

. Long-term Measur€s

Long-term measures will be expensive, but surely reduce the maintenance costs.

E Landslides as the Major Control Points

In tenain such as Siwalik Hills, landslide prcc€sses are the principal and deceive factors

effecting the feasibility, cosg performance and impact of roads. Therefore route altemalives must

be primarily directed at landslide avoidance.

Larse Scale of Landslides Small Scale of Landslides

r Viaduct (Not Feasibleo Should be keot to the Minimum. Retainins Wall (Gabion. Breast

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

Chapter 6. Route Alternatives

6,3.2 Methodolory of Preliminary Route Selection

The objective of this study is to carry out preliminary route selection among conceivable route

altematives on topographic map and aerial photograph map. The work items included in

preliminary route selection are as follows.

O Methodology of Preliminary Route Selection

. Preprration of Conccivtble Rout€

Alternative

-ryo Preliminary Route Selection

r Site Reconnaissancec Present & Future Socioeconomic

ActivitiesI lan

. Identification ofLarge scale landslide

as Maior Control Points

r Based on the Cosi&m of similar

Project

o Economic Aspects. Technical Aspectso Road Network Aspectso Socio-Economics Asoe

E Preparation of conceivable route alternatives

On the basis offield reconnaissance and taking present and future socio-economic activities and

development plans into accoun! conceivable route altematives were prepared.

fl Landslidelnvestigation

In order to identifo the possible locations of large-scale landslides as the major & possible

control points for route selection, landslide specialist, after interpreting the aerial photos presently

available, conducts geological investigation on foot in order to confirm, the following items.

e Distribution ofsoils & geology

e Location offaults and possible slides in large scale

r Location and distribution ofuncemented deposits

. Location and extent oferosion and sedimentation alons rivers

o Landslide & Tunnel Portal Investisation

. Approximate Cost Estimation

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 195

FINAL .,I. ,FEASIBILITY REPORT

E Approximate cost estimate

An approximate estimate of construction costs for each conceivable route altemative is to be

made as for the cost comparison purpose) based on the cost per a linear km of similar project in

Pakistan.

E Selection of preliminary route alternative

The altematives are to be compared with respect to the following items in order to determine

preliminary route, through discussion with the client.

Methodolory for Route Selection

. Economic Aspecb- Construction &- Maintenance Cost- VOC & VOT Savings

- ReductioD or ofAccidenb

r Technicrl Aspecb

- Guarantee ofthe Road Function

& Safety Access

- Identifcarion oflandslide &

Major Bridge

Preliminary RouteSelection

. Road Network Aspects- Regional Road Network- Master Plane of MZD- Relative Road Project

(MZD-Athmuqamlv€st Bank Bwass)

r Socio-EconomicAspects

- Futue Development Plane

- Economic Impact to be Induced

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels witi Realignment ofRoads in AJK.

Chaoter 6. Route Alternatives

6.4 Route Selection of Chella Bandi to Patika

6.4,1 Description of Route Alternatives

E General

A total of 3 viable altematives were reviewed given economic, technical, socio-economic and

road network aspects. Three routes are classified depending on the plan for tunnel or earth work

form Chella Bandi to Patika. Given the characteristics of topography and slope stability, etc. road

section ofeach alternatives can be divided as follows:

Road Section and Description

SectionSr. #

Location Description

, Section

#LChella Bandi -Chitha Katha

The starting point of Chella Bandi is the flat and open area.

Section # I is located in built-up area along the existing road.

. Section4a

. Chitha katha-Kamsar

. Existing road of section #2 is entering into the mountain side.

. The slope is high and steep so medium sized failure or major

landslide occuned (Chitha Katha landslide)

. Section

#3. Kasmar - Dumkas

The slope is high and steep as well as defective vegetation so

it has high possibility of risk for slope failure.

This section has larse-scale landslide (Kamsar Landslide).

, Section

#4. Dumkas - Kahori

The slope consists of weak shale and mudstone, which is

weathering easily if climate change or rainwater is

infiltrated.

This section has large-scale landslide (Kahori Landslide).

Kahori villaee is locaied at the end ofthis section.

. Section

tt3Kahori - Chellpani

. The slope is not so high and small-scale failures are

observed.

. The slope condition is rather stable.

. Section

#6. Chellpani-Harama Moare

This section has substantial risk of failure on the alluvium

layer, formed with sand, gravel and conglomerate.

This section has large-scale landslide (Chellpani landslide)

. Section Harama Moare -Patika

The slope of this section is rather gentle but some part ofthe

slope is steep and high.

Patika Bazar is located at the end ofthis section.

Pre-Feasibility and Feasibility Study of T\,vo (2) Nos. Tunnels with Realignment of Roads in AJK.

FINAL., -.FEASIBILITYREPORT

El Description of Route Alternatives

. Alternative l. @oute Lcngth IF l33km)

- Route Corridor: Kamsar and Kahori area is directly linked by proposed tunnel. Tumel

length is 3.6km.

- Description: This route corridor is dir€cted at avoidancs of major landslides such as

Kamsar (section #3), Kahori (section #4) and Chellpani (section #6) landslide.

o Alternative 2. (Route Length L : l3.0km)

- Router Corridor: Chitha Katha and Kahori area is linked by proposed tunnel. Tunnel

length is 6.2km. Altemative I and 2 are exactly same corridor except starting section of

altemative 2 from Chella Bandi to Kamsar.

- Description: This route corridor is primarily directed at avoidance of all the major

landslide such as Chitha Katha (section #2), Kamsar (section #3), Kahori (section fl4) and

Chellpani (section #6) area.

I Alternative 3. @oute Length L :133km)

- Route Corridor: Kamsar to Dumkas area is linked by proposed tunnel. Tunnel length is

l.6km.

198 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunn€ls with Realignment of Roads in AJK.

Chapter 6. Route All:.natives

- Description: This route conidor is directed at avoidance of extensive Kamsar landslide

(section #3) only in order to make short funnel.

All the Altematives include the 2nd tumel located at Chellpani landslide (section #6).

6.42 Major Control Points of Route Selection

A. Landslide

E Section #l (Chella Bandi - Chitha Katha)

This section is the slope of existing road from the route start point to Altemative #2 of tunnel

start point. The rock unit consists ofthe metamorphic limestone as referred to Salftala series.

In general, the starting point is the flat and open area wilh low slope height. It would not have

much issue of slope, and small scale of failure of some weat'rering mne would be reinforced with

soil nailing or moderating the angle of slope. It is considered ftat there is no special problem in

utilizing the existing road.

E Section #2 (Chitha Katha - Kamsar)

This section is the slope of existing road fom Altemative #2 of the tunnel start point to

Altemative #l of tunnel start point, and as the route entering into the mountain sidg the slope is

high and steep. Medium-sized failure or major landslide occurred (Chita Katha Landslide).

General geology is stuctured with the metamorphic limestone or mudstone. Considering the

landslide size and fsquency ofrhe slope failure, it may review to detour by tunnel. In this case,

tunnel length is almost 6.2km, which would expect the problems in ventilation, evacuation

facilities together with the dmstic increase of construction cost. The geotechnical survey would

have to be implemented on the existing slope and then commence the stability analysis of rock

anchor reinforcement and others.

Pre-Feasibility and F€asibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL -'I'I -FEASIBILITY REPORT

E Section #3 (Kamsar - Dumkas)

This section is the slope ofexisting road from Altemative #1 and #3 oftunnel start point to the

Altemative #3 of tunnel end point. The rock unit consists of sand stone, mud stone, shales.

Generally, the slope is high and steep as well as defective vegetation so that it has high possibility

ofrisk for slope failure and this section has large-scale landslide (Kamsar Landslide).

The size of the landslide reaches to the slope height of 50-150m and in order to rcinforce the

slope, drainage facilities preventing rain-water infiltration and reinforcement of rock anchor are

required at entire landsliding area, therefore huge amount of reinforcement costs are required so it

is considered too difticult to reinforce entire slope in realistic view points. It is nor feasible and nor

desirable. Accordingly it is recommended to bypass this landslide area by tunnel.

I

200 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

Chapter 6. Route Alternatives

El Section #4 (Dumkas - Kahori)

This section is the slope of existing road from Altemative #3 of tunnel end point to Altemative

#l and #2 oftunnel end point. The rock unit consists ofshale, mudstone and sandstone.

In general, the slope is high and steep. Furthermore the slope consists of weak shale and

mudstone, ifclimate change or rainwater is infiltrated, weathering speed increases. That is the main

reasons ofmedium/ large-scale landslide throughout the entfue route (Kahori Landslide).

The size oflandslide reaches several l0s-100s meters ofslope and landslide area is so wide that

reinforcement method such as rock anchor could not stabilize the existing failure slope.

Accordingly it is reasonable to bypass this Kahori landslide area by tunnel.

O Section #5 (Kahori - Chellpani)

This section is the slope of existing road from Altemative #1 oftunnel end point to 2nd tunne..

The rock unit consists of sand stone, mudstone and shale.

The slope is not so high and small-scale failures are observed, and reconstruction works have

been undertaking since last year. It is considered that existing road can be utilized iffailure slope is

reinforced by soil nailing or rock anchor.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL :.',, ;: FEASIBILITY REPORT

E Section *6 (Chellpani - Earama Moare)

This section is the slope of existing road from 2nd tunnel start point to 2nd tunnel end point. The

rock unit consists of sand stone and mudstone as the base rock and the alluvium of substantial

thickness (10-20m).

This section has subsantial risk of failure on the alluvium layer, formed with the sand, gravel

and conglomerate on the upper part ofthe slope. Since the shength ofalluvium layer is reduced in

rainy season and rock mass is also severely weafiered. During rainfall clayl shale absorb water and

fine gra.in e.g. clay starts oreeping to slope dircction this buildup more pr€ssure results in slumping

of loose material. This process is more active where the fine grained material clay or shale is in

dominant, where rocky slata slope stability is mor€, That is the major reasons of extensive

landslide occurenc€.

For thiq reduction of slope angle together with drainage method could be recommended.

However the slope is so st€ep that reduction of slope angle is impossible. In that case rock

anchoring method would be applied in general .but it is doubtful of ib reinforcing effect.

Consequently it is desirable to bypass the Chellapani landslide area by tunnel altemative.

202 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

E Possibility of Utilizing Existing Road

Comprehensive opinion for each alternatives

Fragile geological formation along the Chella Bandi to Patika is constantly threatening for

huge landslides. In terrain such as this route, landslide processes arc the principal and

decisive factors effecting the feasibility, cost and impact ofroad.

Alternative 1 is primarily directed at avoidance of major landslides such as Kamsar

(section #3), Kahori (section #4) and Chellpani (section #6) landslide, slope condition is

better than that of other risky landslide area. Accordingly the existing road section #2 is

planned to be utilized, if the Chitha Katha landslide area could be stabilized by remedial

measures through detailed geotechnical investigation. Civen to the construction and

maintenance cost and geological condition ofslope, Altemative I is the most feasible and

cost eflective route.

Alternative 2 is primarily directed at avoidance of all the major landslide such as Chitha

Katha (section #2), Kamsar (section #3), Kahori (section #4) and Chellpani (section #6)

area. However this tunnel (L=6.lkm) is so long that construction cost will be too high.

Alternative 3 is directed at avoidance of extensive Kamsar landslide only in order to

make short tunnel, but it is considered that altemative 3 is not technically feasible because

tra

SectionName

Status ofslope Slope failure Reinforcement method Utilizingexisting

roadSlopeheisht

Slopeansle

Failuresize

Failurefreo uencv

Applicablemethod

Costs

Secfion#l

Low Moderate Small LowReduction ofslope angle

Soil nailLow o

Secfion#2 High Steep Medium High Rock anchor High

Section#3

Very high Verysteep Large Very high

Drainagefacilities

Rock anchor

veryHigh

X

Section#4

Very high Verysteep Large Very high Rock anchor very

HighX

Sectionttr

Relativelylow

Relativelymoderate

Small LowSoil nail

Rock anchorLow o

Section#6

High Steep Large Very high Rock anchorVeryHigh

X

Section#7

Relativelyhigh

Relativelymoderate

Medium HighReduction ofslope angle

Rock anchorMedium A

204 Pre-Feasibility and Feasibilig Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FEASIBILITY REPORT

Review of Portal Site and Route Alternative l.

Item South Portal (Kamsar side) North Portal (Kahori side)

. RockIdentification

. Dolomite intruded with quartz and

calcite fine-grained, dark gray in

color.

Shale, clay and sand stone intruded

with quartz and clay.

. Rock MassBehaviour

. The rock is moderately to thinly

jointed.

. The rock mass is stable to slightly

unstable.

. The rock is moderately to thinly

jointed.

. The rcck mass is slable to slightly

unstable.

. SlopeStability

. Rock slope stands very steep so

plane and toppling failure of rock

sloe is anticipated

. Rock anchor method is planned to

secure the rock slope,

The slope ofthe portal is not so steep

and tunnel alignment and slope

contour intersect by angle of 30o,

portal

rather favorable condition.

. TunnelSupport

Considering the joint direction, it is

not favorable condition for

tunneling but rock stength is high.

Fore polling reinforcement can

guarantee the tunnel safety.

. Weathering of exposed rock and

eccentric earth pressul€ are

expected.

. Steel pipe with grouting method can

be applied to get the tunnel stability.

. Hydrolory &others

High water level of the bridge

proposed by "Rehabilitation and

Reconstuction of Muzaffarabad -

Athmuqam road Project" is

required.

. Headrace facilities are requir€d to

drain out the water form the small

non-perennial stream.

. There is no sign of water leakage

from the rock ioints.

. Review

The portal sites have not much of the problem in geological, hydrological

aspects. The risk factors associated with tunnel construction arc variety oI

geological formation and possible water ingress at Dumkas valley. To

teduce these risk prepantion of detailed construction schedule is

prerequ is ite.

Access road of south portal can smoothly connect to the bridge proposed by

Muzaffarabad -Athmuqam Road Project.

The portal sites and route corridor are technically feasible as altemative.

Further study is needed to select the optimum route.

FTNAL --FEASIBILITY REPORT

Route kngth: L:13.3km

Tunnel slope: S{.3%

Max.Overburden: Hmax:294m

Tunnel Length:

Access Road:

Slope

L:1.6km

sr{.1%

sfl%

tra

Tunnel Portal of Alternative 3.

Salient Feafures

r Review of Portal Site and Route AlGrnative 3,

Item West Porbl (Chella Bandi side) East Portal (Kahori side)

. PortalLocation

Profile

. Review

Main rock units of this route conidor is same with the altemative I and 2. This

route corridor is primarily directed at avoidance of major/ extensive Kamsar

landslide only excluding Kahori major landslide.

Main risk for tunneling arc that the route corridor is located at close range of

existing road. Assessment of existing slope stability is required as far as blasting

vibration endangers the slope stability. Blasting vibration may trigger another

landslide of existing slope. Altemative 3 has more risks associated with tunnel

construction lhan altemarive I and 2.

Ifthis route conidor becomes feasible, remedial measure of Kahori landslide area

needs to be scrutinized. As this route conidor has the shortest tunnel, firrther

study is required about effects and cost of remedial measures.

208 Pre-Feasibility and Feasibility Study ofT$/o (2) Nos. Tunnels with Realignment ofRoads in AJK.

FINAL - ,FEASIBILITY REPORT

e Review ofPortal Site and Route Alternative

Item WestPortal (Chellpani) East Portal (Ilarama Moare)

. RockIdentification

Alluvial deposit mixed with gra.vels,

cobbles and boulders.

Shale, clay and sandstone intruded

with quare and clay.

. Rock MassBehaviour

. Not available . The rock mass is slightly unstable at

surface

. SlopeStability

. The slope of portal is steep and

composed ofalluvial deposit, so a lot

of reinforcement is required.

. To guarantee the tunnel stability

geophysical survey is recommended

to get the picture of horizontal

geological formation.

. The slope of portal site is gentle.

Tunnel alignment forms 25" angle to

the slope contour, which is fair

condition of portal location.

. Eccentric cutting for portal

construction is anticipated, so it is

desirable to reinforce the slope by soil

nailing.

. TunnelSupport

. Given poral area is composed of

alluvial deposil it is desirable that

portal site is to be located at rock

mass, if necessaq/, large diameter

steel pipe with grouting method

could be adopted

Weaftering of exposed rock ancl

eccentic earth pressure are expected.

Steel pipe with grouting method can

be applied to secure the tunnel portal.

. Hydrology &others

Water ingress is about 0.1 Vs Water insress is about 0.3 l/s

. Review

Because geological portal condition is poor, extensive cut and fill slope

failures occurred along the existing road. Given the possibility of additional

landslide, the steep slope of embankment is liable to collapse due to river

erosion, tunnel altemative is feasible and desirable.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realigrment ofRoads in AJK.

FINAL .FEASIBILITY REPORT

6.4.3 Preliminary Route Selection (Chella Bandi -Patika)

Item Alternative I Alternative 2 Alternative 3

Outline of RouteCorridor

,Route conidor directed atavoidance of majorlandslide.

'Route corridor utilizingexis-ting road maximum.

'Route conidor directed atavoidance of rather largeand large-scale landslide.

'Route coffidor havinggood horizontal align-ment to connect MZDdirectlv.

,Route coridor directed atavoidance of extensiveKamsar landslide only.

'Route conidor givingpdority to the const-ruction cost oftunnel.

Route Length L:l3.3km L=l3.0km L-13.3km

MajoIWorks

Tunnel Lr=3.7km, La=0.6km Lr=6.2km, Lz:O.6km Lr=l.8kn, Lr=0.6kn

Bridge I place/200m lplaceV200m I places/200m

EstimatedConstruction Cost

3,300 Million Pak.Rs. 5,300 Million Pak.Rs. 1,800 Million Pak.Rs.

ReviewAspects

TrafficAspect

'Good for accessibility toChella Bandi area.

,VOC & VOT saving is notmuch compared to Alt.2.

'Good for mobiliry giventhe road function of mainarterial road.

'VOC & VOT saving issisnificant.

'Bad for mobility given theroad funcrion of mainarterial road.

,VOC & VOT saving isirsimificant.

Socio-'Road will be seldomblocked by landslide, whichcan reduce the socio-economic cost.

'Road will be seldomblocked by landslide,which can reduce thesocio-economic cost.

will be frequentblocked. which in-creasethe socio-economic cost.

'Road

Aspect

Tenhnicql

'ln spite of S-curve the gene-ral alignment is good.

'Tunnel slope (S=2"4,Access road slope(sl:7%, s2: ttr/")

'Rather short tunel(L:3 .6km) compared toAltemative 2.

'Good horizontal/ verticalalignrnent except wherethe tunnel access road.

'Tunnel slope S=2o/o,Access road slope(sl=14%, s2=10%)

'Long tunnel (L=5.2km)

'Poor horizontal align-ment.

'Tunnel slope S:7YqAccess road slope(sl:0.r%, s2:3% )

'Short tunnel (L:l.8km)Aspec't

t'.connmir

'Construction cost is ratherlow

'Maintenance cost ofexisting road is rather low.

'Construction cost is high'Maintenance cost ofexisting road is low butmaintenance cost of turirelis hieh.

'Construction cost is low'Maintenance cost ofexisting road is huge.

Aspect

RevieVComments

Atternative 1 is feasible and recommended based on economic, technical, socio-

economic and traffic/ road network aspects.

Alternative 2 has disadvantage ofhigh construction and maintenance cost.

Alteroative 3 has advantage of construction cost but in long terms maintenance and

socio-economic cost will be enormom.

Note: . Estimation of Consh uction is base on 2 lahe road and similar project in AJK.

- Tunnel : ?50,000 Rsim - Bridge: 600,000 Rsi m

- Road Imprcvement: 30,000,000 Rskm -New Road : 85,000,000 Rs,&m

Realisnment of Roads in AJK.Two (2) Nos. Tunnels

P\r"

laI

Chaoter 7. Route Altematives

l .

2.3 .

Chapter 7. Preliminary Design of Access Roads

7.1 Earth Works

7.1.1 Cross Section ofAccess Road

7.1.2 Earth Works

. Standard Slope(Korean Standards) . Lowari Tunnel Project (Pakistan)

Note : Application of standard slope should be conformed to the topography and soil taturc inthe field-Proposed standard slope is only recommendations for preliminary design.Application of standard slope should be conformed to reasonable standards consideringthe site condition and actual consfiuction practice in Pakistan,

Item Roadway

Roadway width 2@3.5:7.0n

ShoulderRiCht l .5m

Left 1.5m

Medians 0.5m

Total Roadway Width 10.5m

Item Slope Remarks Item Slope

Cutting

Soil 1 : 1 . 2 each 5m Berm lm

Cutting

Silry, clayey l :0.5

Ripping 1; l .o each 5m Berm lm Granular l :0 .5

Blasting l :0 .5 each 20m Berm 3m Rock l :0.25

Fillingabove 5m l : 1 . 5 each 5m Berm lm

FillingOver 2.0m height

below 5m l : l - 8 each 5m Berm lm Under 2.0mheiqht l : 0 .5

Pre-Feasibility and Feasibilif Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 2t5

s= l : 100

TYPICAL CROSS SECTION

ROAD WAY

t500 500

lf.{4'*

TUNNEL

(CHELLAH-BANDI TUNNEL) (PATIKA TUNNEL)

r0,500

3 500 500

CLIENT

AZAD GOVERI{lilEtfT OF tHE STATEOF JATTIU & KASHIN

DIRECIOR GEI{E'I,AL CEI{TRAL OESIGT{ OFFICEMUZA'FARABAD

CONSULTAI{Tr glyli: t:gHn (w)

PRIME EI{GINEERING & TESTIIIG COI{SULTANTS PVT. LTD.&

ASIF ALI ASIiOCIATE PVT. LTO.

PRE+EASEIUTY AXO FEASBIUTY STUDYoF lVtO (4 t{OS. IUI{NELS ll'mr REALTGiTXEI{T OF ROATNi r{ AJK

TYPICALCROAS AECTION

N-s\

7.2 Pavement Works

. For selection ofpavement type, factors are examined and analyzed such as traffic features,

subsoil conditions and climates, reuse of materials and construction costs, in consideration of

durability, performance, constructability and maintenance.

7.2.1 Comparison of Pavement TyPe

Item Asphalt Pavem€nt Plain Concrete PaYement

Section

FeahlreA total pavement layers bears load

and makes wheel load distribute

Concrete slab bears load and

responds to temperature change

Maintenance . Hieh maintenance cost Low maintenance cost

Performance

. Quick to open traffic immediately

after construction

. Slow to freeze and quick to melt

Long period of curing(more than

l4 days)

Quick to freeze and slow to melt

Applicable

Road

. Road based on soft ground

. Snow Area

. Downtown Area

High Temperature Area

Less Noise Area

Suggestion

Pavement of existing road is asphalt pavement and the project road lies in

monsoon rainfall and landsliding area. Asphalt pavement is recommended to

resist the soft ground and climate change.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FEASIBILITY REPORT

7.2.2 Design Criterir for Pavement

The pavement design for the project access road has been carried out using the methodology

given in AASHTO Cuide for Pavement Design 1993.

The pavement structure consists of asphaltic concrete wearing and asphaltic base course,

aggregate base course and granular subbase course.

7.2.3 Design of Pavement Layer

Application of Equivalent Single Axte Load Factor(ESALF). Condition of Estimation for ESAL factor

- Combination Ratio between Loaded and Empty Trucks

Loaded : Empty : 80Vo :20o/o

- Aflowable Maximum Total Truck Load :43.2ton

- The data ofpassenger car, buses and other small trucks are applied with the values

prescribed on the AASHTO

fl ESALF

LOADED:EMPTY=80:20

Passengercar

Bus TruckRemarks

small normal small medium big special

0.0008 0.001 0.6806 0.0052 2.7462 5.8429 4.6688

NOTE: I . The ESALF based on Pakistan Data is obtained from the calcularion

2. Axle Load Study on National Highways published by NTRC, July 1995 was utilized.

(Lr+Lz)a t' l6cr/Pl t. ESALF =

( l 8+l )4 7eL24 13

l6ct/Pi

0.081(L;+L2)3 23' P= 0 .4+

(sN+ I )s reL23 23

. Ll:Axle Load L2=Axle Form(Single Axlrl, Tandem=1, Tridem=3)

2l 8 Pre-Feasibility and Feasibility Study of Two (2) Nos. Tunnels witb Realignment of Roads in AJK.

Chapter 7. Route Alterr.z.tives

E Future Traffic Volumedav)vehicles/

Year PassengerCar

Bus TruckSpecialTruck

Total

Snall Nornal Small Medium Big

2014 721 962 506 6r t 457 412 453 4,129

2015 752 1,00J 528 644 477 429 4,305

2016 784 r ,046 550 671 497 448 493 4,489

2017 8 1 7 1,090 700 5 1 8 467 514 4,680

2018 852 1, t37 598 730 540 487 535 4,879

20t9 883 | ,178 620 756 559 504 555 5 0 1 5

2020 914 1,220 642 783 579 522 575 { r l {

202r 947 1,263 bt)) 8 l l 600 541 595 5,422

2022 9 8 1 t ,308 689 840 622 560 616 5,616

2023 r , 016 1,355 7t3 E70 644 580 638 5,816

2024 |,047 |,397 735 89',1 664 59E 658 5,996

2025 r,080 t,441 75E 925 684 6t7 679 6,1E4

2026 l . l l 3 t,485 782 954 706 636 700 6,376

2027 t , t 4 8 1,531 806 983 '128o J ) 721 6,572

2028 r , t 64 |,579 8 3 1 1,o14 '7 50 744 6,778

2029 |,220 |,628 857 1,045 773 697 6,987

2030 1,25E t,67E 883 I s1'l 797 7 l E 790 't,201

2031 1,297 |,730 9t0 l . l l l 822 740 8 r5 7 L)\

2032 r,337 t,784 939 1,145 841 840 7 6aa

2033 t,379 1,839 968 1 , 1 8 1 874 787 866 7,894

2t9Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignm€nt ofRoads in AJK.

'- ..FEASIBILITYREPORT

Year PassengerCsr

Bos TruckSpecialTruck

ESAL(Dry)

ESAr,{r01(Year)

AccumuLtedESAL(101

Smsll Normal Smrll Mcdium Big

ESALF 0.0008 0.00r0 0.6806 0.0052 2.1462 s.E429 4.6688

2014 0.6 1 .0 344.4 3.2 r,255.0 2,401.32,115.0 6t26.3906 2.236

20t5 0.6 1 . 0 359.4 1,309.9 2,506.6 2,203.7 6384.5253 2.330 4.566

2016 0.6 t . 0 374.3 J . ) r,364.9 2,611.6 2,30t.7 6663.6914 2.432 6.999

20t'7 0.'7 l . l 390.7 3.6 1 d,'r) a 2,728.6 2,399.E 6946.9771 2.536 9.534

2018 0.7 l . l 407.0 3 .8 1,482.9 2,845.5 2,49't.8 7238.8617 2.642 12.177

2019 0.7 t_2 422.0 3.9 2,944.8 2,591.2 7 498.9190 2.131 t4.9t4

2020 0.7 1.2 436.9 4 .1 t,590.0 3,050.02,684.6 7767.57l6 2.835 l7.749

2021 0.8 1.3 452.6 4.2 |,647.7 3 , t6 t .0 2,111.9 8045.s0r 7 2.937 20.685

2022 0.8 468.9 4.4 t,708.1 3,212.02,816.0 833t .5354 3.041 23_726

2023 0.8 t.4 485-3 r,768.6 3,388.9 2,978.7 8628.0888 3.149 26.476

2024 0.8 1 . 4 500.2 4 .7 |,823,5 3,494.l 3,072.1 8896.74t4 1.247 30.t23

2025 0,9 t . 4 515.9 4 .8 t.878,4 3,605.1 3 ,170. t 9176 s9sl 3.349 33.472

2026 0.9 1 .5 532.2 5.0 r.938,8 3,', lt6.l 3,268.2 9462.62',10 3.454 36.926

2027 0 9 1 . 5 548.6 5 . 1 1.999.2 3,821.1 3,366.2 9'148.6625 3.558 40.485

2028 0.9 1 .6 565.6 2,059.7 3,949.8 3,473.6 t0056.4 t52 3.671 44.t55

2029 1.0 t , 6 583.3 5.4 2,122.8 4,0't2.5 3 ,581.0t0367.5957 3.784 47.939

2030 1.0 l 1 601.0 5.6 2,188.1 4,t95.2 3,688.4 r068 | .5302 3.899 5 r .838

2031 1.0 1 .1 6t9.3 1.5 7 7a'1 4 a 1 )1 7 3,805.1 I1014.0852 4.020 55.858

2032 l . l 1.8 639.1 6.0 2,326.0 4,458.1 3,921.8 I1353.8471 4.t44 60.002

2033 l . l 1.8 658.8 6. t 2,400.2 4,598.4 4,043.2 | 1709.6261 4.274 u.276

O Equivalent Traffic Yolume(lSKips) (AP)

220 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignrnent ofRoads in AJK.

Chapter 7. Route Altematives

E Asphalt Pavernent Thickness Based on AASHTO 1993

Clsssificction Input Calculation Remark

Growth Rate(o/o) 4.03 F/S data

Cumulative ESALS(10 6) 64.28 Basic Traffic Volume based on 2009 Calculated

DirectioDal Factor 0.5

Lane Distribution Factor I

ESALs for Design Lane 32.14 Cumulative ESALS x DD x DL

CBR(Subgrade) l 0

SSv(Subgrade) t - t SSV=3.8xlog(CBR)+1.3

SSV(Subbase) 7.E SSV=3.Exlog(CBR)+1.4, Subbase CBR=50

al (surfacc) 0.165 Layer Coefficient

a2(middle layer) 0 . 1 5 3 Layer Coe{ficient

a3(Base) 0.055 Layer Coellicient(a.3=0.249(toCEbs)-0.977), Ebs:kl @12

a4(Subbas€) 0.049

ml I Drainage Coefficient

rrr2 I Drainage Coefficient

m3 I Drainage Coefficient

PSI(initial) 4.2

PSI(terminal) 2.5

APSI 1.7

Reliability (%) 95

zk -t.645 Standard Normal Deviation

s 0.45 Standard Deviation

Mr(Asphalt) (psi) 400,000

M(Base) (psi) 30,000

M(Subbase) (psi) 18,000

M(Subgrade) (psi) 15,000

Mr(Roadbed) (psi) Mr=1500*CBR, 00000

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 221

FEASIBILITY REPORT

Calculation for SN

logro(W I rri*)=Zr x So+9.36 x logro(SN+ I )-0.20+log(APSly(0.4+ 1094(SN+ l)^t 't)+2.32 x log(Mr) -8.07

logl(W;skips)=

SN l(Surface)=

SN2(base)=

SN3(Subbase)=

SN4(Subgrade)=

7 .5047

|.387

3.847

4.6t8

4.9t3

log(W;)=

log(W1s)=

log(W;s)=

log(W 1)=

7.507

7.507

1.507

1.507

Calculation for Asphalt Pavement Thickness

Lryers Ltc Thickness(cm) Calculation based Design SN Requirement

Asphalt Surface 0.165 f, 0.825

Asphalt binder 0.153 7 1.071 1.387

Aggregate Base 0.055 40 2.2 1.847

Subbase 0.049 20 0.98 4.618

Sub total(subgade) 4.9t295070234|63<5.076 . . OK 5.076 4 . 9 t 3

Total 72

E Section of Pavement

Trck Corting loooy'o Werring Course (T=scm)

Trck Coatitrg 50ol/o Binder Course (T=7cm)

PriBe Coating 1007o Base Course (T-40cm)

Sub.base Course (T=20cm)

222 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

7.3Drainage Works

The hydrological investigation was carried out such as rainfall data" rainfall patterns and

intensities with recurrence periods, catchment area, estimation of run off for use in cross

drainage design. The study covered the following principal activities:

- Study of Precipitation Data,

- Processing and analyzing data for determining rainfall intensity by the retum period,

- Study ofsurface Drainage with regard to catchments characteristics, time of

concentration and rainfall intensity.

The bridges and culverts could be designed for design discharge corresponding to return period of

100' 25 and 15 years respectively. The procedure for discharge estimation depends upon data

availability and different frequencies adopted for this purpose.

The data fiom station and other information gathered from the client were utilized for estimation

ofpeak discharge. Other design discharges would be synthesized using precipitation data.- Frequency Analysis

Frequency Analysis was carried out to estimate design discharge.- Calculate Design Discharge

. Prelirninary Design Process

. Calculale

. Calculate

. Calculate

calchment areaarrival timealttude ditlerence

Hflv

' Halional lormula (A<4km?). Standard run-oll m€thod

(A<40km?). Hydroora0h roulin0 rnelhod

(A>40km?)

. Flood quantity O=A . V

. Existing Flood level survey

. Existing river Cross s€ctionreview

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 223

p t\J

Chapter 8. Tunnel Design

8.1 General

8.1.1 Salient Features of Tirnnel

This 'Pre-Feasibility and Feasibility Study of Two (2) Tunngls with roads realignment in AJK'

deals with two tunnel sections: the Barmkot to Lohar Gali and Chella Bandi to Patika in District

Muzaffarabad. The existing roads are located in a rugged topography and graceful nature. The

tunnel was planned to avoid the landslide ofthe existing road. The tunnels were designed aiming at

preservation of the ecological system and minimizing the landslide. There are strong issues of

construction difficulty due to slope stability. However construction of road tunnel is one of the

most appropriate tecbniques not only to overcome landslide problem, but also to minimize total

transport cost leading to overall economic development in this region. The salient features of

tunnel is described as under.

Tunnel Detail Plan

Division Chella Bandi to Patika Road

Tunnel Name Kahori Tunnel Challpani Tunnel

Tunnel Length 3,7 46m 560m

Horizontal Alignment Curve*Straisht+Curve Straight line

Slope 0.9469% J.0%

Cross-Sectional grade -2.0% -2.0%

PortalType

StartingPoint

Arch shape Arch shape

EndingPoint

Arch shape Arch shape

Ventilation Svstem Jet Fan Longitudinal Ventilation Natural Ventilation

Tunnel excavationtMethod NATM NATM

Refuge facilityEmergency Parking Bay

+Emergency Shelter

Emergency Shelter

Pre-Feasibitity and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

] FEASIBILITY REPORT

E.I.2 Case Study on Existing Tunnel in Pakistan

At present, there exist the Lowari road tunnel, Lakpass tunnel and Kohat tunnel in Pakistan.

Lowari road tunnel is currently under construction. Taking into account tunnel length and the

importance ofexcavation method, a case study oflowari and Kohat tunnels was carried out. :

Case Study on Existing Tunnels in Pakistan

Section Lowari road tunnel Kohat road tunnel

Status

kt - ij ' t

Location Dir - Chitral. NWFP Peshawar - Kohat. NWFP

TunnelLength

0.9km(Under construction) l .885km

ExcavationMethod NATM NATM

Maxinumgrade 5.0o/o 2.2%

Verticalclearance

5 . l m ) . 1 m

Carriagewidth 7.3m I . J M

Walkway oneither side

0.85m 0.75m

Shoulderwidth

0.3m 0.3m

Lining Single shell Double shell

Pavement Asphalt concrete pavement Concrete oavement

VentilationJet fan

Loneitudinal ventilationJet fan

Longitudinal ventilation

Client NHA NHA

226 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK

Chapter 8. Tunnel Dc-igi:

Drill & blasting(Conventional tunneling)

o Heading of varying cross sectiono Equipment can also be used for otherpurposes and can be easily replaced

o Low installation costs. Adaption to geological condition is

easy

. Personnel are relatively unsecuredclose to the excavation face

o Advance rate is limited to approx.3-5m/day

o Heading in difficult conditions(especially below groundwater level)is only possible if combined withexpensive precautions

E.1.3 Excavation Method

tr Drill & Blast vs. TBM

Overview

Cross

section

Advantage

Disadvantage

(Mechanized tunneling)

o Soft soil, also below groundwaterLevel, can be excavated

o Prescribed cross section is preciselyexcavated

o High advance ratesr Suflicient safety, as the face is

supported immediately

o High installation cost. Limited to circular cross sections of

constant diameterr Expensive drive-in operationso Long leaming phase ofthe crew. Adjustment to varying ground

conditions is difficult

r To go for TBM excavation requires that the tunnel must have reasonablelength (about more than 5-6kms) to motivate the large investment in a tunnelboring machine

o Considering the variable geological conditions, cost effectiveness, and tunnellength, Drill and Blast excavation is recommended. In poor rockconditions, Road Header shall be utilized.

I

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 227

- , . - . - FEASIBILITY REPORT

8.2 Tlpical Cross Section of Tirnnel

The tunnel's cross section is the most important factor in designing the tunnel as construction

costs vary greatly accordingly. Therefore, an optimum cross section was planned taking into

consideration, amount of width, space for instituting everything, and marginal maintenarce space

according to required clearance and horizontal alignment conditions.

l) The minimum clearance outline was designed as follows, comparing and anatyzing the current

Lowari road tunnel and Kohat tunnel in Pakistan.

. Caniageway : 7 .0m (2 @ 3.5 - two lanes )

" Shoulder : left - 1.0m, right - l.0m

. Inspection passage: the margin from the minimum clearance is 1.000m (left), 0.g5m

(right)

" Venicalc learance: 5. lm

" Corner s ize ofclearance (widthxheight) : l .0mxl. lm

. Lights and cable duct are installed.

The egg-shape, which is structurally stable, was selected, taking the above factors and tunnel's

cross-sectional slope of -2olo into account.

TypicalTunnelCross

Section

:L

228 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK

Characteristics of tunnel shape

DivisionShape

Cross Section Strong points Weak Pcints

Egg-shaped

stable structu rally

stable to uplift

pressure

more economical than

round shape

less economical than

the horseshoe due to

larger excavation

requirement

o

Round

' most stable structurally

' stable to uplift pressure

excavation work is

diflicult

uneconomical due to

large excavation

Horseshoe

. good excavbtion

workability

' economical due to

smaller excavation

unstable structurally

unstable to uplift

pressure

3)

2) 200mm margin for lights and construction errors and l00mm for the interior (300mm as

marginal width)

Ventilation space: In case of forced ventilation, the necessary space should be secured. I1

applying the Jet-Fan ventilation method, at least 200mm marginal space between the lower

Jet-Fan and the construction limit should be secured so that the Jet-Fan (o1030) can be

installed.0.5D (over 600mm) was standardized as the distance between the Jet-Fan outside

diameter (D=l200mm) and the crown.

The con'c slab was finished with a cross slope of 2Vo. A perforated drain pipe (s400) is

installed in the center for drainage.

The side wall drain, which influences tunngl maintenance, is designed as fabric and water

proof sheeting installed between the Shotcrete face and the concrete lining, with a spiral seam

duct (o300) installed at the left and right ends.

\

4)

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tirnnels with Realignment of Roads in AJK. 225

. FEASIBILITY REPORT

6) The side wall drain, having high-density polyethylene perforated drain pipe (o100) protected

by filter concrete is installed between the shotcrete face and the second concrete lining.(C.T.C 10m)

7) To drain surface water, P.V.c. perforated drain pipe (o50) is connected to the drainage ditch

by C.T.C 10.0m.

o Typical Tunnel Cross Section

ChellaBandi foPatikaRoad

Chella BandiTunnel

Patika Tunnel

230 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK

Chapter 8. Tunnel Design

E.3.1 Geotechnical Unit (GT[I)

A Geotechnical Unit in terms of geotechnical interpretation reflects a section of tunnel where

relatively consistent ground conditions are anticipated. Thus tunnel alignment is divided into l0

units (Geotechnical Units, GTU) where the combined effects of engineering-geological conditions,

initial stress situation and ground water conditions, including variations, are predicted to present

consistent tunneling conditions.

In this project, Geotechnical Unit Criteria (GTU) are defined as presented in the following table.

On the basis ofthis rock mass characterization ofsignificant rock mass types, the distribution of

Geotechnical Units along the tunnel alignment is shown in the longitudinal section of the

"Geological Tunnel Layout" drawing.

Geotechnical Units (GT[I)

GeotechnicalRock

StrensthWeathering(Considering

discontinuities)

WaterIngress

Problematic StructuralGeoloryUnits Approx.

UCS

I >250 Fresh (unweathered) Nil Ni l

, 100-2s0 Slightly weathered Nil Nit

3 50-100 Moderately weathered Nil Ni l

4 25-50 Highly weathered Nil Ni l

5 5-25 Completely weathered Nil Ni l

6 25-50 Highly weathered Yes Nit

)-z> Completely weathered Yes Nit

E 25-50 Highly weathered Ni l Fault, Shear or Fold

9 5-25 Completely weathered Ni l Fault, Shear or Fold

10 0-5 Completely weatheredand gavels, cobbles etc.

Yes Alluvial Deposit

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

..FEASIBILITY REPORT

8,3,2 Rock Mass Types (RMT)

Rock Mass Types are selected and defined according to their characteristic geotechnioal feaiures.

Rock mass characterization includes: intact rock oharacteristics (lithology, physical properties),

. Discontinuities (frequency, surface properties)

. Influence of weathering,

. Properties of faulted rock.

On the basis of this rock mass characterization,

presented in the following table.

significant rock mass types are defined as

The use ofa rock mass classification scheme can be ofconsiderable benefit. At its simplest, this

may involve using the classification scheme as a check-list to ensure that all relevant information

has been considered. At the other end of the spectrum, one or more rock mass classification

schemes can be used to build up a picture of the composition and characteristics of a rock mass to

provide initial estimates of support requirements, and to provide estimates of the strength and

deformation properties ofthe rock mass.

Prime Parameters Governing Rock Mass Property

Joint Parameters Material Parameters Boundary Conditions

Number of joint setsOrientation

SpacingAperture

Surface roughnessWeathering and alteration

Compressive strengthModulus of elasticity

Groundwater pressure andflow

In situ stress

234 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK

l) Chella Bandi - Patika 1$ Road Tunnel

Rock Mass Types

RIVITsTlpical

Lithologies

UCS

(Approximate)

Intact Rock

StrengthDescripfion

RMT- 6

Homogeneous

or fine to

medium grained

Limestone with

calcite and

quartz intrusion.

100 - 200MPastrong to

very slrong

Joint spacing 20cm-60cm to

60cm - 200cm, surfaces rough.

Sheared, shattered or crushed

zones possible but not

frequent.

Thinly to thickly blocky.

RMT- 7

Fine grained

Dolomite with

calcite and

quartz intrusion

100 - l50MPasrong Io

very strong

Joint spacing close to medium

6-20cn,2O - 60cm surfaces

rough and stained.

Crushed or shattered zones

possible.

Some bedding sheared.

Blocky / Some parts disturbed.

RMT-9

Shale and clay

(fine grained)

Sandstone

(fine to medium

grain with

calcite and

quartz intrusion)

Shale

(2s - s0MPa)Sandstone

(100 - lsOMPa)

Medium

Strong

to strong

Joint spacing close6 cm -

20cm to moderate 2O - 60cm.

Surfaces Smooth and Clean.

Sandstone (stained and rough)

sheared, crushed or shattered

zones-

Sheared zones parallel to

bedding present.

RMT- 10

Shale and clay

(fine grained)

Sandstone

(fine to medium

grain with

calcite

and quartz

intrusion)

Shale

(5 - 2sMPa)Sandstone

(s0 - l00MPa)

weak

to $rong

Joint spacing close 2cm - 6cm

to moderate 6cm - 20cm.

(Shale) Surfaces Smooth and

Clean.

Sandstone (stained and rough)

sheared crushed or shattered

zones.

Sheared zones parallel to

bedding present

RMT. 12Disintegrated

to Sheared

(l - sMpa)

orn /a

Extremely

weak

Shear Zones / Fault / Crushed

rock ofany origin.

Pre-Feasibility and Feasibiliry Study ofTwo (2) Nos. Tunnels with Rsalignment ofRoads in AJK.

- ..FEASIBILITY REPORT

2) Chella Bandi - Patika 2nd Road Tunnel

Rock Mass Types are correlated to Engineering Geological Units. The estimated distribution of

RMTs along the alignment is shown in the longitudinal section of the "Geological runnel

Layout" drawing

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK236

Rock Mass Types

RMTsTlpical

Lithologies

UCS

(Approximate)

Intact Rock

StrengthDescription

RMT-9

Fine or very fine-

grained Shale

with Sandstone

with quartz

intrusion

I - 5MPa Very weak

Joint spacing 2-6cm and

surfaces smooth, rough and

stained.

Crushed or shattered zones.

Some bedding sheared. Some

parts disturbed.

RMT|-

1 l

Completely

Alluvial material,

d is integrated

0.1 - 0.5Mpa

orn /a .Stiffto Hard

Crushed rock ofany origin or

gravels, cobbles, pebbles and

boulders embedded loosely in a

matrix of sand and silt.

Chapter 8. Tunnel Design

8.3.3 Rock Mass Behavior Types (RBT)

The rock mass behavior was determined by the results of the combined analysis of rock mass

types including the expected influence of system factors and the unsupported tunnel. The result

had a number ofpossible failure modes that could be related to one single rock mass type or which

might cover several. The rock mass behavior types were based on basic behavior types but were

adopted to cover the specific local geotechnical conditions within the corridor area.

A general indication ofthe reaction of the rock mass to tunnel excavation is given by means of

Rock Mass behavior Types (RBT).

Besides the rock characterization as described by RMTs, assessment of stress conditions in the

ground was equally important for rock mass behavior appraisal behavior during excavation.

Geological factors influencing initial stress conditions are:

Height of overburden, position of water table,

Morphology,

Lithology (changes in weak and strong rocks),

Rock structure, in particular bedding or foliation,

Ceological history of the region.

By empirical methods or simple analytical models the magnitudes of stress and rate of

deformation can be predicted along with potential failure phenomena. Besides the mechanical

properties of the ground, the location and orientation of zones of weakness relative to the tunnel

axis will influence rock mass behavior. RBT does not take the effect of support measures and

subdivision of the cross section into account. Rock Mass Behavior Types are correlated to

Geotechnical Units (GTU). The estimated distribution of RBTs along the alignment is shown on

the longitudinal section ofthe "Geological Tunnel Layout" drawing.

Rock Mass behavior also depends on the size ofthe excavation cross section. The cross section

for the Tunnel is in general approx. 93 nf.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

--r.. .- .' FEASIBILITY REPORT

The following RBTs, defined according to the Austrian Guidelines for Geomechanical Design,

are applicable to rhe this Project. In rhis project, RBT-6 is added to 'Rock

Mass Behavior Types'

because there are alluvial deposits in the chealla Bandi-Patika 2"d Road Tunnel south Mouth.

The typical provisions for excavation and primary support as indicated in the detailed RBTs

description will guarantee the required stable system behavior.

Rock Mass Behavior Types

Rock Mass Behavior Type (RBT)Description of potential failure modeVmechanisms

during unsupported mck mass excavation

RBT I StableStable rock mass with the potential of small local gravity

induced falling or block sliding

RBT2

Stable with the potential

ofdiscontinuity

controlled block fall

Deep reaching, controlled discontinuity, gravity induced

block falling and sliding , occasional local shear failure

RBT3

Shallow spalling and

shear failure mechanism,

raveling material from

the crown

Shallow stress induced shear failures in combination with

discontinuity and gravity controlled failure ofthe rock

RBT 4Deep seated shear

failure

Deep seated stress induced shear failures and large

deformations

RBT5 Rock burst

Sudden and violent failure ofrock mass, caused by highly

stressed brittle rocks and rapid release ofaccumulated

strain energy

RBT 6 Collapse

Collapse due to insufficient bearing capacity in alluvium

(or colluvium) deposit. Excavation method using rock mass

bearing capacity could not be used.

The expected project-specific rock mass behavior is described for

excavation, assuming smooth blasting by skilled workers. Rock mass

excavation and support provisions are described below:

drilling and blasting

behavior and typical

238 Pre-Feasibiliry and Feasibitity Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK

Chapter 8. Tunnel Design

n RBTI

Stable (intact) rock mass is characterized by the potential of small local gravity induced block

falling or sliding. After scaling, rock mass remains more or less stable. In the long term smaller

portions can fall, if unsupported, but overall stability will not be affected. The joint pattern is

usually medium to wide and closed joints with a rough surface prevail. Very small displacements

of tunnel layout can be expected, which subside soon after blasting. The presence of water has no

effect on rock mass stability.

. Spot bolting and shotcrete will be required occasionally during construction. Shotcrete and

wire mesh will be required for long term crown protection in case of close and unfavorable joint

pafierns.

. Type ofexcavation: Full face excavation. Possible round lenglhs > 3 m.

o RBT2

Small rock portions may fall or slide quite soon after blasting, induced by discontinuities and

gravity. Small displacements usually subside quickly. Joints are developed. The presence of water

has some influence on rock mass stability.

. Bolting, shotcrete with wire mesh required.

. Type ofexcavation: Full face excavation. Possible round lengths 2 to 3 m.

n RBT3

Small to medium large rock portions may fall, induced by discontinuities, gravity and

occasional local shear failures. Shear failure propagation and development ofshallow plastic zones

can occur. Displacements continue for some weeks but show a significant decrease in

displacement rate after a short time. Joints are well developed. The presence of water has a

negative effect on rock mass stability.

. Steel ribs (or better lattice girders), systematic bolting and shotcrete with wire mesh required.

Occasionally forepoling will be necessary.

. Type ofexcavation: Full face excavation with occasional face bolting and sealing of face with

shotcrete, Possible round lengths 1,4 to 2 m.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos, Tunnels uith Realignment ofRoads in AJK. 239

FEASIBILITY REPORT

tr RBT4

Development of deep plastic zones. Large and long lasting displacements. Presence of water

leads to further reduction ofrock mass stability.

' Opening of face (if required in sections) with immediate application of shotcrete. Use of

steel ribs (or lattice girders) and forepoling necessary. Systematic rock bolting, shotcrete with wire

mesh and invert are required to establish equilibrium after a few months. In special cases

temporary invert also required, underpinning of top heading footings, face bolting, etc. may be

required.

' Type of excavation: Division into top heading, bench and invert or full face excavation with

Iong systematic face bolting, Possible round lengths 0,8 to 1,4 m.

o RBT5

Rock burst. Sudden and violent failure of rock mass close to excavated surface, caused by

highly stressed brittle rock and the rapid release of accumulated strain energy. Usually only occurs

in sparsely jointed rock mass under high overburden.

. Dense short bolting and shotcrete, possibly with steel fibers required for safety reasons.

. Type ofexcavation: Full face excavation.

o RBT6

Collapse due to insufficient bearing capacity in alluvium (or colluvium) deposit.

. Excavation method using rock mass bearing capacity could not be used.

' Opening of face by ring cut with immediate application of shotcrete. Use of high graded steel

ribs and self-drilling steel pipe with cement grouting necessary. Shotcrete with wire mesh and

temporary invert required to achieve equilibrium after excavation. Permanent invert concrete

lining, elephant foot, face bolting, etc. may be required.

' Type ofexcavation: sequential ring cut remaining, core, bench and invert with long systematic

face bolting required. Possible round length 0.8m

l

240 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK

Chapter 8. Tunnel Design

8.3.4 Excavation Classes @CL)

Based on the determination of Geotechnical Units and Rock Mass behavior Types and the

consideration of given constraints and requirements for the tunnelling operation the details of

excavation procedures and support provisions, including auxiliary measures, are defined. Also, the

performance of the composite system of tunnel support and rock surround is evaluated and

compared with the requirements.

In order to create a manageable design and construction process a limited number of

characteristic systems is identified, related to typical rock mass behavior, excavation method and

tunnel support. These are termed as Excavation Classes (ECL) and are the basis lor the execution

and contractual handling ofthe tunnel excavation works.

As a result ofthe gectechnical design, six Excavation Classes have been developed. They differ

in terms ofround lenglh, excavation sequence, required support, and auxiliary measures, but are all

associated with conventional excavation methods (mostly Drill & Blast). A detailed description of

the Excavation Classes will be given in The Feasibility Report and the corresponding drawings,

which also indicate the related quantities per m oftunnel.

The particular Excavation Classes and their relationship to the Rock Mass behavior Types as

defined in section 5.1.3 are presented in the table below. In addition, from the evaluation of the

system behavior for each Excavation Class the expected maximum deformations of the tunnel

support have been derived, which are also included in this table.

Excavation Class Related RBT Max. Deformation(m) Description

I RBTI 0.05

l a RBT5 0.05

RBT2 (r.UJ

1 RBT3 0.10

4 RBT4 0.15

f RBT4 0.25

6 RBT4 o.25 Reinforced Class(Mouth Area)

6a RBT6 0.30 Ring Cut

6b RBT6 0.30 Closed InvertLinins

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

. FEASIBILITY REPORT

The preliminary support categories, as displayed in next table, are complied for the proposed

construction method (drill, blast and tunnel excavation) and the intended support method (NATM).

The categories were defined by combinations of NATM support elements ard constitute a

selection of suitable support elements based on geotechnical considerations.

Description of Proposed Preliminary Support Categories forAlignment Comparison

Preliminary SupportCategories

Definition ECL

Low amount of supportrequired

Thin layer ofshotcrete, no or one layer ofwire mesh,installation ofrock bolt locally

I

Medium amount ofsupport required

Two layers of shotcrete and wire mesh, steel ribsoptional, installation of rock bolts in systematical

Dafiems.la,2, 3

High amount of supportrequired

Two layers of shotcrete and wire mesh, steel ribs,installation of rock bolts in systematical patterns, facesupport, forepoling pipes/lagging sheets/pipe roofl jet

grouting.

4 5

High amount of supportrequired, combinedspecial measures of

ground treatment and/orspecial support systems

Same as above, with optional and/or combinedapplication ofdrainage measures ahead ofthe tunnel

face, grouting, self-drilling pipe, installation oftemporary top heading, invert, subdivided cross

sections

6,6a, 6b

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK

I Excavrtlon Classes of Matn Tunnel & Disaster Drevention Tunnel

DMslorMrh Turr.l ED€rg cyPrrHtrg Bry Emsrgetrcy Shdter

ECLI ECT-1 ECI,3 ECI-4 ECLs ECI.6 ECI,{A ECI.6B ECI.IB ECL2B ECLlS ECr-2S ECr-3{;

lCycle Advance/SuFport lntcrval

(UDjtt m)3 5t1.0 3.5t3.5 20t20 Uppefll.5/L 5

Lowcr:3 0/3.0Upter:12l1.2La\\crt.U |.2

Uppcri l .0/1,0Lowcnl.0/1.0

Upper:0.E/0.8Lowcrio E/0.E

Upper:0.8/0.3Lowc.:0 E/0 E ? 4 t 2 0 Upp€i l .r l .2

Lowqt12tl.2 2.012.0 2.012 0 1 5 / t 5

Excavation Type Ful lFncc Ful lFncc FL ' l lFnccBench CuL

Top I l€ading/Bcnch Cul

Top llcaLling/Bcnch Cut

R ingColl{insCtrt/ Iop IladiDs

Bcnclt CutTop Ile(ling/

Bcnch Cul Full lacc Full Ficc

Shotcrete fiickness 5cnrtNon Fibcrl

5cn)(Stccl Fibcr) (Stccl Fibcr) {StcclFibcr) (Stccl Fibct

20cm(StcclFibcr)

25cm(SrcclFibcr)

25cnl(SrcclFibc.)

Lzcn(Stccl Fibcr) (SlcclFibcr)

8cln(Stccl Fibcr) (S tcc lF ibcr l (Slcol Fibct

RockBol t

Length 3rn lnr Nil 5'n 5nl 3m 3nr 3In

Inter-val

Longi-ruoe

2.0m 2.Om l 5 m l.2m l 0 m 0 8 m NiI 2.0m 2 0'n 2.0n' 2.0m l 5 n

Trans-2 0 m l .5m l .5nr I 5nt l 5 m Nil l .5m l .5n) 2 0'n I 5 m l.5m

Steel Ribl t -125x 125 x6 5x9 l l - 1 5 0 ' 1 5 0 \ 7 ' l 0 l t . l 5 0 ' t 5 0 l ? . t 0

Con'c LrningThickness

3ftm 30cm 30cm locm 30cm 30cm

CTU I 2 3 5 , 6 , 1 , 1 3 6 , 9 t 0 l 0 t , 2 . 3 4 , 5 , 6 , E , 9 2 3 , 4 5 , 6 , 7 , ' t , 0

RMT

Muzatlhrabad l { ) l l 8 9 , l 0 8 ,9 , t 0 l 0

Chella BaDdi 6 7 l{ t l 0 l z 6 . 7 9 . t 0 6 7 ,9 , t 0 t 0

Patika TunDcl l l

RtsT I 6 l

RMR Value > t l E 0 - 6 1 6 0 - 4 1 4 0 - 2 1 2(X (Utpcr Farc r Soil) (Full Fsc€ : Soil)>El E 0 - 4 l

Q Value 4 0 - t 0 t 0 - 4 4 " 1 >40 4 0 - 4

Auxiliary Method S|€el PipeGrourids

Sl€el PiFCroutint

ttcel Pipe Gro in!wirh

Sell Dnl|nrg Type

St€el Pipe Groutinrrvi l

Self Drillirt Type GrcuIng

Fore Poling or SteelPipeGbuling

vsouTLlNE OF TYPTCAL EXCAVATTON GLASS & SUPPORT PATTERN (1)

OivisionECL 1 €cL-2 ECL-4 ECL 6 €CL 6a ECL 6b

G I U 2 J 5,6.7,A 6,9

t l

ro 1 0 12

6 I O 1 0 't2

B B T l , ? 2,! J.4

6 0 - 6 1 1 0 " 2 1

.r0 - lo 1 0 - 4

Top Hc.dhg/o...h Cul roP H@diftg/o.n.h cut rop H6dtng/B.Eh cut dr'g cuvr{porery lrcn

S,rnnnd lntaru'l{llni : ml 1.3/3.5 2n/2O 1,2 /1 ,2

Jver ereak ihickness (mm) r50 200 2QO 2(,0 2@ 2(l0

lSealrno)

3rd

5'o ! 0

BoltJ ,5 2.O t , 5 1 .O 1.O

2 0 t , 5 r , 5

H- | 00x 1o0x6x6 H-1ooxto0x6x€ H- | (lox 100x6xa H - I25X|25X6,5X9 H 125X125X6.5X9

t , 5 1,2 o aCon'c Unhs Thrckn€sstcn) J0,0 10,0 to,o J O O

0

CLIENT

AZAD GOVERNIUENT OF THE STATEOF JAMITIU * KASHMIR

__ ___ oDglllx! a: IFn (JV)

PRIME ENGINEERING & TESTING CONSIJLTANIA PVT. LTD.

PRE+EASIBILITY AND FEASIBILITY STUDYoF IwO (2)NOS. TUIINELS W|TH REAL|GI{MENT OF ROADS tN AJK

ffi;;OUTLINE OF TYPICAL EXCAVATIOH CLASS A SUPPORT PATTERN {1)DIRECTOR GENEML CEITTRAL DESIGN OFFICE

MUZAFFARABADa

ASIF ALI ASSOCIATE PVT. LTD.lRry. a l scALE=lse

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G ] U 1,2 ,3 4,5,€,€,9 5 ,6 ,7 ,4 ,9

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lSeallnq)

2^.1

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L€ngth (m) 5 ,0 J O J O

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5 2_O 1 5 1 , 5

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ouTLtNE OF TYP|CAL EXCAVATION CLASS & SUPPORT PATTERN (2)

ULIEN I

AZAD GOVERNME}IT OF THE STATEOF JAMMU & KASHiIIR

OIRECTOR GENERAL CE IRAL DESGI{ OFFICETUZAFFARAEAD

"on""to"t@ lI:I j: + $lgan (JV)

PRIME ENGINEERING &TESTING CONSULTANTS PVT. LTD.&

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PRE+EASIBILITY AND FEASIBILITY STUDYOFTWO (2INOS. TUNNELS WNH REALIGNMENT OF ROADS IN AJK

OUTLIT{E OF TYPICAL EXCAVATION CLASS A SUPPORT PATTERTT I2I

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PROFILE OF EXCAVATION CLASS & SUPPORT(CHELLAH.BANDI TUNNEL}

PATTERN (1)

5 <

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AZAO GOVERI{MENT OF TTIE STATEOF JAlYllilU & KASHMIR

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PRIME EIIGINEERING g TESTIiIG COiISULTANTS PW. LTO,&

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PRE+EAEIBILITY AND FEASIBILIfi STUDYoF TWO (2) NOS. TUNNELS W|TH REALTGNMENT OF ROADS |l,t AJK

PROFILE OF EXCAVAIION CLASS & SUPPORT PATTERN (1IICHELLAH€ANDI TUNNEL)DIRECTOR GENERAL CENTRAL DESIGN OFFICE

f,IUZAFFARABADo g t @ n t s c A r € : I : , 0 ! 0

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PROFILE OF EXCAVATION CLASS & SUPPORT(CHELLAH.BANDI TUNNEL)

PATTERN (2)

U 94 =

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AZAD GOVERNIIENT OF TIIE STATEOFJA MU A KASHIiIIR

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PRIME ENGINEERING & TESTING CONSULTANIS PVT. LTD.a

ASIF ALI ASSOCIATE PVT. LTD.

PRE+EASIBIUTY AND FEASBIUTY STUDYoFflvo(2) ltos.ru NELS vuTH REALTGI|MENT OF ROADS t AJX

PROFILE OF EXCAVATION CLASS ASUPPORT PATTERN I2I(cHELLAH.BAi{0t TUilNEL)

or5 tr*. !.t 3c4Er.:r.@0

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PROFILE OF EXCAVATTON CLASS & SUPPORT PATTERN (3)(CHELLAH.BANDI TUNNEL)

d P

3;

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AZAD GOVERI{iiIENT OF THE STAIEOF JA}IiIU E KASHMIR

DIRESIOR GEI{ERAL CEI{TRAL DESIGN OFFICEIl|UZAFFARABAD

CONSULTANT

@$YH: t:ggan (re

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PRE+EASIBIIJTYAND FEASIAIUTY STUDYOF TWO 12) NOS. TUNNELS WIIH REAIIGI{IilEiIT OF ROADS IT AJK

PROFILE OF EXCAVATIOI{ CIASS I SUPPORT PATTERT FIICHELI.AH€ANd TU NEL)

- . - -

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PROFILE OF EXCAVATION CLASS & SUPPORT(CHELLAH-BANDI TUNNEL)

PATTERN (4)

E;lk-iaiEwrcilfni.Adt,rtl

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AZAI} GOVERI{iIENT OF THE STATEOF JAiIIIU & KASHIIIR

DIREGTOR GENERAL CENTRAL DESIGT{ OFFICEI'UZAFFARABAD

to"""t*tq):rlli! o:g,3n (Jv)

PRII'E E}IGIIIEERIT{G & TESTII{G CONSULTANTS FvT, LTD.&

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PRE{EASISIUTY AND FEASIEIUTY STUOYoF rv{o (21 r{oa. TUil [ELs $,mt REALtGf{tc T oF RoADs t A.tK

PROFILE OF EXCAVAIIOT{ GLASS & SUPFORT PATTERI{ (4IlcHELL ll€A DI TU)r{EL)

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PROFILE OFEXCAVATTON CLASS & SUPPORT PATTERN (5)(PATIKA TUNNEL )

PRE+EASIBILITY AND FEASIBIUTY STUOYOF III/O 12) NOS,lUNNELS WITH REALIGNMENT OF ROADS IN AJK

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AZAD GOVERNII,IENT OF THE STATEOF JAMMU A KASIIIIIR

DIRECTOR GENERAL CENTRAL DESIGN OFFICEti4 UZAFFAR^BAD

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FRIME ENGINEERING & TESNNG CONSULTANTS PW. LTD.&

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FROFILE OF EXCAVAIION CLASS E SUPPORT PATIERN 15}IPATIKA TUNNEL I

P{a,

TYPICAL CROSS SECTION OF CHELLAH.BANDI TUNNEL(rYPtcAL CROSS SECTTON)

_ - - - \ - - - ! 1 - - - z - - -

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CLIENI

AZAD GOVERNITEi/T OF THE STATEOF JAT MU & KASHtr,tlR

DIRECTOR GENERAL CENTRAL OESIG}I OFFICEI|lUZAFFAMBAO

CONSULTANI

O$IYL ?:gan (Je

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PRE+EASISIUTY AND FEASIBIUTYSTUDYOF TWO (2) NOS. TUNNELS WTII REALIG}II'ENT OF ROADS III AJK

ftPICAL CROSS SECTIOI{ OF CHEI.LAH.BANDI TUI{NEL(rYPlcAL CROSS SECTTONt

tt

FTYPICAL CROSS SECTION OF PATIKATUNNEL

(wPtcAL cRoss sEcTtoN)

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TYPICAL CROSS SECIIO]{ OF PATIKA TUIII{EL(tYPtcAL CROgS SECTTON)DIRECTOR GEIIERAL CENTRAI DESIG}I OFFICE

MUZAFFARABAD&

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TYPTCAL CROSS SECTION OF EMERGENCY PARKING BAY(TYPICAL CROSS SECTTON)

Cente. of Emergency Porkinq goy

GLIENT

A?ID GOVERNMENT OF THE STATEOF JAMMU A KASHI'IR

DIRECTOR GEI{EML CEI{TRAL OESIGI,I OfFICEUUZAFFARABAS

consu'ANr15) !rl!15 ? iSnan r'ryt

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PRE+EASIBILITY AND FEASIBILITY STUDYOF TWO I2I NOS,TUNNELSWITH REAIIGT.IMENT OF ROAOS IN AJK

TYPICAL CROSS SECTION OF EiIERGE}ICY PARKING BAY(TYPTCAL CROSS SECTTON)

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TYPICAL CROSS SECTION OF EMERGENCY SHELTER(TYPTCAL CROSS SECTTON)

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. FEASIBILITYREPORT

8.4 Excavation method

8.4.1 Outline

When designing and constructing tunnels, excavation method is a important factor in

determining tunnel stability, feasibility, construction period, and other concems. Therefore, the

safest and most economical method should be selected, taking into account cross sectional size,

condition of the tunnel face, the bearing capacity of the ground, geological features, excavation

equipment, transportation method, etc.

8.4.2 Classilication of excavation method

l) Classification according to geological features

Method Condition for applying Strong and weak points

Full Face Cut

General method for small sections

Can be used for medium and

large sections in good ground

conditions.

Where bedrock itself, has a

great bearing capacity due to itsgood rock quality

As stress rearrangement due to

excavation is completed in one

cycle, it theoretically matches

with NATM

' Work is simple' The full section is

reinforced simultaneously.' No possibility of damage to

support for upper portion by

blasting in the lower portion of

the excavation-' Better for fast construction

. Easy to handle the muck

Divided

Excavalion

LongRennh frrt

Ceneral method for medium and

large sections on relatively good

ground

Bench length L>50m

' Parallel work in upper and lower

portion is possible' Easy to use general equipmentmethod method

Short

Bench Cut

method

General method for medium and

large sections on ordinary ground

Bench length 10m<L<50m

Easy to respond to the ground

changes during excavation

Easy to use general equipment

Not enough space for upper face

work

266 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

t',(}.

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EXCAYATION CLASS OFET'ERGENCY SHELTER {2)

Chapter 8. Tunnel Design

Mini

Bench Cut

method

' For medium and small sections on

weak ground, Bench length is

L<l0m or within twice of tunnel

diameter

' When early closed invert is

required on expansible ground

Early closed invert is possible

Can suppress settlement to the

minimum

Less economical than Short

Bench

Multi

Bench Cut

method

If tunnel face's condition is

extremely bad at medium and

large sections

Top heading's height is too high,

and exceeds the range ofthe

excavation capability of applied

equipment.

Easy to secure muck removal

Can use general equipment at

large sections also.

Muck removal and excavation

overlaps at Tunnel heading

A bigger displacement and

settlement than Short Bench

Temporary

Invert

Method

For enlarging Bench length and

suppressing ground displacement

at middle and large sections

Cround is weathered rock or

Worse

Can enlarge work space in

making bench lenglh oftop

heading longer

Top heading construction Speed

reduced

Low feasibility due to necessity

of separated invert shotcrete

Pilot or

Side Pilot

method

' Ifground is relatively bad at large

sections

' When necessary to minimize

Settlement

Minimized seftlement at large

section construction

Possible to drain to the side

wall pilot tunnel

Tunnel face stability is secured

at the large face

High construction cost

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 267

.FEASIBILITY REPORT

2) Classification according to equipment used

According to drilling equipment, excavation is divided into two, by teg drill and jumbo drill.

Lately, the hydraulic jumbo drill has become popular. It requires fewer workers, and has an

excellent degree of drilling precision so that one blasting length can be increased and economical

constuction can be implemented. For small scaled tunnels or refuge connecting gallery sections

however, where thejumbo drill cannot be applied, the leg drill is used.

Jumbo drill according to tunnel size can be selected as follows.

Division ATLAS COPCO(Rocket Boomer XL3C)

SANDVIKTAMROCK(AXERA T10)

VLKOREA(AMV Jumbos)

Equipmentimage

Excavationarea

179m2 l28m2 179m2

Work rangewidth/height

. widt l : l5. lm

. height: I 1.85m

. width: l4. lm' height: 9.8m

width: 13.9-16.0mheight: E.5-l LOm

' 3-Boom' Total length: 17.0m

' 3-Boom' Total length: 16.84m

' 3-Boom' Total length: 17.0m

Excavation method and conditions for application

Excavation methodCross section

Dwg.conditions for application Remarks

Full Face Cut

' Generally used in small

sections' where there are good ground

Conditions

It is necessary to study

other methods as it is not

possible to apply this method

to the whole tunnel.

Part-ition

Long

Bench

Cut

Where the tunnel lace cannot

stand at the full face.

invert closure is unnecessary

during the construction stage

because ground conditions

are relatively stable.

' According to ground

conditions, invert closure can

be used during the

construction stage.

tion

Pre-Feasibility and Feasibility Study ofTWo (2) Nos. Tunnels with Realignment of

Chapter 8. Tunnel Design

Short

Bench

Cut

' Most common method used

from soil to expansible

ground' Generally, invert closure is

used within 30m from

heading or within 30 days.

Iftransformation and

settlement are significant

closure time should be early

Multi

Bench

Cut

' Used iftunnel face is not

stable at the Short Bench Cut' Excavate top heading

after supporting arch portion

according to geological

features

. Completion time delayed due

to multiple bench stages.' Displacement is large.

Mini

Bench

Cut

' For suppressing

settlement in urban tunnels' A solution for change of

geological features in a full

face cut

Tunnel face's stability is the

biggest problem.

Temporary

Invert

' for suppressrng

settlement in urban tunnels. A solution when settlement

is laree in a short Bench Cut

' Tunnel face's stability is the

biggest problem.

Pilot or

Side Pilot

' For suppressing settlement

in urban tunnels' When ground bearing

capacity is not sufficientin relatively large sections

Cannot be applied to large

expansible ground as

temporary structure is

difficult

Center

Diaphragm or

Cross Diaphragm

' For positively suppressing

settlement in urban tunnels. When tunnel face is not

stable in relativelylarge sections

To divide for mid wall, some

sectioning is required

Study of location, shape

and Strength of mid wall

necessary.

PrFFeasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 269

FEASIBILITY REPORT

E,4,3 Muck removal

l) Summary

Muck removal is a factor requiring 1/4-l/3 of tunnel cycle time. It is possible to reduce the

time according to how equipment is combined. This influences the excavation progress each day

and greatly affects excavation costs.

Construction time related to blasting and tunnel support in the total cycle time are determined

according to tunnel diameter, geological features, and other factors. It is thus difficult to reduce

them significantly, but muck removal time can be reduced if the equipment combination matches

the tunnel effectively.

2) Muck removal method

Muck removal methods are generally classified as follows.

- Rail method

The rail method is a method of loading muck into trolleys or other conveyances by reversing the

bucket, which pumps out excavated muck using a shovel moving on rails. The loaded muck is

removed from the pit by battery car.

- Tire method

The tire method is loading muck into dump trucks by crawler wheel loaders and removing it

without rails. There is also a means whereby muck is taken out of the pit aller being loaded by a

proper sized loader. However, when the tire method is applied, the followings should be checked.

'The geological features should be good and tunnel ground should be stable.

'Tunnel diameter should be more than 3.5m

. When it is verified that water is not in excess.

'When gas treatment is perfect.

I

270 Pre-Feasibitity and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

.. N: .'FEASIBILITY REPORT

E.5 T[nnel Support

E.5.1 Tunnel support types and main functions

l) Tunnel support types

To use the support function of the ground surrounding the tunnel, after synthetically

reviewing all design factors such as topography, geological features, dynamic ground character,

whether or not water exists, excavation section size, surface settlement, construction method, etc.,

the tunnel support should be designed reasonably, The types are as follows.

Support types

division Support Concept

1o support

Steel fiber

reinforced

shotcrete

(SFRS)

rock-bolt

steel-rib

This is installed so that the surrounding ground can perform a

support function, and suppress the ground movement so as to be

stable aftet excavation. Ground movement by excavation is

suppressed early so that the bearing capacity and strength ofthe

ground can be used if possible and the ground can be stabilized.

2nd supporl Con'c l in ing

' For drain type tunnels, the I't support is responsible for all ofthe

exerted loads and the lining is responsible for extra

functions such as protecting facilities in the tunnel, maintaining

fresh spaces, etc.

' For water prooftunnels, the water pressure generated must be

supported by blocking underground water discharge.

Auxiliary

Techniques

forepoling,

pregrouting,

Steel pipe

grouting

For bad ground, this is installed at the work face for stabilizing

fractured zone. Theoretically, it reinforces the I't support.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK-

I

Chapter 8. Tunnel Design

2) Tunnel support main functions

Tunnel support should be selected after reviewing their functions. Tunnel support's main

functions according to ground conditions are as follows.

Tunnel support's main functions according to ground conditions

Ground

conditionsSupport concept Support purpose Main support

Extremely

hard rock

and hard

rock

Sunounded ground is

responsible for permanent

suppon

To avoid rockfall' Shotcrete

' Random rock bolt

Hard rock

and

Regular

rock

Support member is a

permanent structure,

Lining increases stability

To avoid rockfall,

To support relaxed Earth

pressure

'Shotcrete

' System rock bolt

Soft rock

Support member is a

permanent structure,

Lining increases stability

To avoid rockfall,

To partially support

initial Earth pressure

'Shotcrete

' System rock bolt

Weathered

rock

Support member is a

permanent structure,

Lining increases stability

To partially support initial

Earth pressure

' Shotcrete

' System rock bolt

Soil

Support member is a

permanent structure,

Lining increases stability

To suppress ground

displacement,

To suppoft relaxed Earth

pressure

Shotcrete

System rock bolt

Crush zone

Fault zone

Support member is a

permanent structure,

Lining increases stability

To suppress ground

displacement,

To support relaxed Earth

pressure

' Shotcrete

' System rock bolt

Pre-Feasibility ard Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK- 273

FEASIBILITY REPORT

E.5.2 Shotcrete

l) Details ofeach tunnel support type

Shotcrete, which is not greatly influenced by the shape of the excavated section, is a tunnel

support that can acquire early strength and is the most important ofthe | "t supports. It is sprayed on

the excavated face at a short time after excavation so that it can be stuck to the original ground.

The main functions are as follows.

- Stabilize the ground early and relieve the stress concentration.

- Form the ground arch and share the load, reinforcing against cracks ofrock mass,

- Suppress rock mass movement, increase shear resistance-

- Suppress the relaxation ofthe excavated face from weathering and protect from softening and

erosion.

2) SHOTCRETE placement method

SHOTCRETE is classified into dry and wet according to mixing and working method. Their

features are as follows.

Dry and Wet SHOTCR-ETE feature

division Dry Type Wet Type

concrete qualityQuality depends on labor's skill andcapacity as water and material are

mixed at the nozzle.

Quality control is easy as the materialscan be weighed precisely in advance

and can be mixed perfectly.

Work restraint Free from material supply Not free from material supply

Transferdistance by

pressureRelatively long distances Not proper for long distances

Dust A relatively large amount A small amount

Machine size small relatively large

Pneumaticpressure

high low

Required airquantity a small amount a nrge anTount

t .7 i Pro-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads inAJK.

Chapter 8. Tunnel Design

3) Construction method

-Dry Type: mix and transfer cement, aggregate and additives in dry state, and jel at nozzle

mixing with water

-Wet Type : mix and transfer cement, aggregate, additives, and water as per mix ratio in

advance, and jet at nozzle with accelerator

The dry method was applied for tunnel design in the past. But, as workability and tunnel

environment are bad worsen due to cement and accelerator dust, good quality can not be secured.

Therefore, the wet method, which has low cost, was applied in this design.

@ Compare dry type and wet type shotcrete

Division Dry Type Wet Type

\ l lmmtFt

Mix cement, zggregate, accelerator in

advance and mix with water at nozzle

Weigh and mix cement, aggregate, and

water in fixed B/P and mix with

accelerator at nozzle

Strong

and weak

points

A lot of experience, low equipment cost,

Too much dust during construction,

precise work such as exact thickness is

not possible

Ingestion ofcement or accelerator dust

may occur. Bad working conditions

Requires many workers. Difficult to

secure high skilled workers,

Low quality control because water

quantity and dry mixed material are

controlled in the middle of the nozzle or

transfer hose manually

Low feasibiliry due to large amounts of

rebound (35% * 45%)

not a lot of experiences, high

equipment cost

work site conditions can be improved

due to low dust. Precise work and

mechanization are possible

Easy construction management due to

improved work site conditions

A few workers are required due to full

mechanlzation stable.

High quality control, high feasibility

Easy quality control due to precise

weighing and good mixing when

making concrete

High feasibility due to low Rebound

(10o/o - l5Vo)

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunn€ls with Realignment ofRoads in AJK.

- -.-, . :. FEASIBILITYREPORT

4) Accelerator

Accelerator is used to make early strength development of shotcrete so that shotcrete can

perform the function ofsupport. It is an additive for concrete and the Qrpes are as follows.

@ according to shape

Division liquid accelerator Powder type accelerator

Adding method

Transferred after water andaccelerator are mixed in advance.

mixed with dry or wet concrete at

Nozzle

Added at shotcrete just before concretebeing transferred and mixed at nozzle

with water

Compressive

strength

Better early strength development

due to short reaction time with cement

Somewhat late early strengthdevelopment as it reacts after

dissolution in waterRebound rate Relatively low Relatively high

Accelerator pH pH 13 pH l0 -13

@ according to component

division Silicate family aluminate family Alkali-free familyCement mineral

family

Cornponent Na2OnSi02 NaAlOz, KAIOz Al(OH)xRy(x+y:3)cr2A7, cr rA7(CAF2),

CSA

MechanismGlue effect bybecoming a gel

Promotes cementhydration

Promotes cementHydration and forms

6 n r i n n ; r a! ! u , r 1 6 , r r

forms ettringite byreacting with

Ca(OH)2 and SO3

Standardamount used

8-l50% of cement 3-8% ofcement 4-87o ofcement 4*8o% ofcement

HarmAccumulated in

body whenbreathing (Si02)

Can be Burnedwhen working

Low pungencySimilar pungency

IO Cemenl

f,'. n wi rnn rn cn trEnvironmentalPollution by

dissolving aldeluting

EnvironmentalPollution by

strong alkali baseeluting water

No environmentalpollution

No environmentalpollutionpollution

Remarks

high early strength

low long term

strength

large amount of

rebound

low early strengtl

low long termstrengthsensitive to

cement featuresand temperaturehigh amount of

rebound

low early strength

high long term

strength

high price, pump

Amendment required

low amount of

rebound

high early strengtt

high long term

pump amendmentrequired

low amount ofrebound

Pre-Feasibility and Feasibilig Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 8. Tunnel Desigu

5) Standard strength in Shotcrete design

Considering ground strenglh and l't support function, 1 day compression strength

fckruverl0MPa, 28day compression strength fck=20MPa, and design strength fck=20MPa are

applied to general shotcrete, and bending strength of fbk=4.5MPa is applied to steel fiber

reinforced shotcrete.

8,5.3 Rock Bolt

ROCK BOLT is a kind of support, which helps ground itself to display strength. It is selected

after considering ground strength, joints, crack and water condition.

l) Elfecb

Its effects have not been evaluated quantitatively yet, but its qualitative effects are as follows

- Sealing: sticks rock mass loosened by excavation to solid rock mass so that rock falling can be

avoided

- Reinforcement: avoids separation and collapse from damaged rock mass caused during

excavation orjoints, cracks, so on.

- Maintaining shape: combines jointed rock with the rock bolt so that friction resistance between

layers inueases and a support complex, composed ofthe unified layers will be formed.

- Supporting intemal pressure: This is mainly considered when reviewing the soft rock tunnel

stability. The tensile force acting on the rock bolt acts as intemal pressure. If the tunnel's intemal

pressure works, it develops a 3-axial stress state. Therefore tangential stress will increase so that

the rock mass surrounding the tunnel will be more stable.

2) Rock Bolt Types

- Point-anchored type

This type gives prestress after fixing the point so tlat rock falling can be avoided. It is mainly

used for hard rock or medium hard rock layers having fewerjoints and cracks

easibilify and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 277

FEASIBILITY REPORT

- face- anchored type

Bonding materials for face- anchoring type are resin, cement mortar and cement milk. They are

classified as resin, frlling and injection t)?es according to used material.

O Rock Bolt summary

- mrxed t)4e

Used as a face-anchored rype after injecting cement milk and other ingredients to point-

anchored type rock bolt. Used to avoid the corrosion of the point-anchored rock bolt and improve

support effects.

3) Application

- After testing rock-bolt, pull-out test, etc., select proper bolt anchoring method and material.

- Point-anchored type was excluded as it is not currently used, the set force can decrease

according to ground conditions and the rock-bolt can conode.

- Resin was excluded as it does not anchor enough where water ingress occurs.

division Summary

Resin

Type

mixed resin and hardener capsule. Insert resin capsule into hole followed by rock-

bolt, screwing it in to destroy the capsule so the rock, resin and rock bolt will be

combined.

classified as normal and foaming resin according to resin type.

tr'illing

Type

' currently widely used for NATM construction. Used in a sequence: drilling-mortar

filling rock bolt.

. classified as SN rock bolt with normal cement and AS rock bolt with high early

strensth cement.

Injection

Type

' cement milk and accelerator are transferred separately by pump and mixed near the

rock-bolt and injected though a pipe set on the rock bolt. To perfectly complete

injection or to fix a rock bolt, packfug material is packed at the entrance of the

drilled hole.

' Can be applied when SN bolt use is not possible due to large water inflow,

or when it is difficult to insert an injection hose or may easily sink due to a

fracture zone developing near the injection hole.

278 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in

Chapter 8. Turnel Desigl

' 8.5.4 Steel-rib

, Steel rib displays a support role at the beginning until the shotcrete hardens, and improves

support with shotcrete after hardening. Steel ribs include U type, H type, and Lattice Girder and

their firnctions are as follows. In this design, the H-shaped rib was selected and Lattice Girder may

be used under consultation with local supervisor's approval

l) Function of steel rib

- Temporary support until hardening of shotcrete is placed

- Direct support to non-suppofied ground and disperses shotcrete lining's load

- Support when auxiliary work such as forepoling, Pipe Roofing, etc. is implemented

- Checking the tunnel diameter. Guide to blasting

2) Steel support feetures

t

@ steel support features

division H-shaped support Lattice Girder

shape ' H-shaped section 3 angles, 4 angles grid type

Material features' yield stress: 240MPa(S5400)' allowable stress: l4OMPa

yield stress: 520MPa (high performance steel)allowable stress : 300MPa

Problemsand

solutionsfunction

void occurs at the back ofsupportbig resistance to displacementdue to high rigidityeasy supply

shotcrete sealing is possiblewater-proof effect due to excellentbonding force with shotcretetunnel safety increased byforming a continuous body withshotcreteavoids unexpected grounddisplacement

(-nnsff|rr'linn

. mechanization is required due toheavy weight

' construction line is loweredwhen auxiliary-work applied(hard to maintain drillingangle at l5')

' easy installation due to lighhess(40-60%)' possible to maintain required

drilling angle when auxiliary-work is applied

line

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 279

!-J(., i FEASIBILITYREPORT

Feasibility

shotcrete rebound is increasedto H-shape steel rib

saves shotcrete placement timesaves time for supportinstallationdecreases shotcrete rebound

Remarks' thorough quality control is

required as allocated axial forceis increased.

Application

better for ground with bad soil orhard rock sround

better in most tunnels wherecontinuous displacement occursbetter in weathered rocktunnelsbetter in tunnels whereshotcrcte thickness is hieh

3) Application

If Lattice Girder is applied, the void on the support's back space is minimized and shotcrete and

support are unified so that tunnel stability is increased, Lattice Girder has better functionality,

workability, and feasibility than H-shaped support. All required amount should be imported

however, as there is no Lattice Girder manufacturer in the project atea. There forms sedimentary

rock in this area, so the Found is not regular and it is expected that big displacements will occur.

Therefore, H-shaped support, with strong rigidity and resistance to displacement, is applied in this

proJ ect.

280 Pre-Feasibility and Feasibility Shrdy ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 8. Tunnel Desigu

8.6 Blasting

8.6.1 Introduction

In blasting design, there are restraints according to local conditions such as excavated rock

features, geological features, utilities location and influence on environment, etc. Therefore, the

blasting effect should be maximized taking those conditions and construction methods into account.

The basic concept selected was that overbreaking should be minimized at the short excavation

advance with soft rock and the blasting effect should be maximized at the long excavation advance

with less support and hard rock, so that tunnel stability and excavation tunnel should be optimized.

The most important thing in hrnnel blasting is that free face where blasting is executed. Whether

or not dnlling is successful is decided according to the blasting results, for making the new free

face. Besides that, explosives and detonator with the best feasibility and workability under the

conditions should be selected, after reviewing the rock features and work conditions.

8.6.2 Blasting method classification

I) Items reviewed when selecting the blasting method

" Influences to surroundings such as blasting vibrations, noise, etc.

. Drilling workability and drilling time

. Fragment scattering distance and muck size

. Blasting effectiveness (drill length/drilling length)

. damage to tunnel heading and surrounding rock (stability of over break and structure)

. Economical feasibility

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 28r

... ...FEASIBILITYREPORT

2) Drilling pattern and blasting mechanism for each cut method

Blasting method Drilling pattern and blasting mechanism

V-CUT

10(}-l5omm

/llllN llllr

compression and shear failurewedge destroyed by synmetry inclined hole

Cylinder-CUT

?0- lzorqb ?S, l?oEE

/lillit()tlllllr

compression and shear failureuse large-diameter non-explosive hole as a free face

SUPEX-CUT

200-500mmft 2 0 0 - 5 0 0 m m

compression and shear failurecrush by vertical hole 2nd after inclined l"t blasting

COPA-CUT

compression and shear failure after tension failureintroduces pre-splitting effect

282 Pre-Feasibility and Feasibility Study ofTwo (2) Nos- Tunnels with Realignment ofRoads in AJK.

Chapter 8. Turmel Desibn

8.6.3 Cut blasting method comparison

division Features and strong points

V-CUT. simple &illing paftem

. effective in one-hole blasting or soft rock blasting

Cylinder-CUT

. possible to increase excavation length

. possible to control vibration

. used for long-hole blasting or hard rock blasting

SUPEX-CUT

. can be used regardless ofrock type and heading area or drilling length

. explosive amount ratio is small with good blasting effect

. good feasibility as the whole drilling work is improved and drilling time

is decreased.

COPA.CUT

. blasting vibration and noise is decreased due to pre-spliting

. increased blasting effect due to pre-spliting

. easy drilling works and fewer drilling numbers due to large inclined angle

. excellent crushing effect due to pre-spliting

. small non-explosive quantity ratio

. excavation cost is low

8-5.4 Explosives

1) Explosives selection criteria

. safe against outside physical forces (heat, friction, impact)

" low blasting vibration and noise

" excellent water-resistance to underground water and excellent following of blasting gas, etc.

. easy.loading and larger loaded density

. minimizes overbreak and loosened zone of surroundins rock

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

] . : I FEASIBILITYREPORT

2) Main explosives comparison

division Dynamite family Emulsion family Slurry family A1\{FO

shape

Explosion

speed(m/sec)

5,600-6,700 4,500-5,500 4,500-4,800 2,800

Waterresistance

excellent Most excellent Most excellent weak

power Most excellent excellent excellent ordinary

Cold

temperatureresistance

(c)-20 -20 -5 -30

Gas amount( 4kc)

880-900 810-890 680-760 970

Features

applied to hard

rock and

medium hard

rock

Large quantity

blasting

tunnel in

mountains

for industry

applied to

medium hard rock

and soft rock

blasting where

vibrations

should be avoided

post slurry

Explosives

applied to

medium hard

rock

and soft rock

blasting where

vibfations

should be avoided

subway tunnel

applied to soft

rock

applied to open

air mines such aslimestone

area with no

water rngresslon

big muck occur

companson

precise explosives are proper when Smooth Blasting is applied to outside holes,

to avoid overbreaks and secure the excavation designed line

dynamite is more effective for tunnels located in mountains where extremely hard

rocks exist as it has stronger power than other explosives (emulsion,

which has less vibration and noise, is proper in residential areas).

emulsion, which has less explosion speed than dynamite, is used in blasting by

manual drilline so that noise and scatterins rocks can be minimized.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 8. Tunnel Design

3) Explosives for outside holes

division Detonating fuse Precise explosives(Finex)

Shape

Erplosionspeed

(m/sec)6,800-7,000 3,900"4,400

WaterresistaDce Excellent Ordinary

Power Excellent OrdinaryCold

temperatureresistance

(t)-20 -20

Gas quantify( rke) 708.8 640-740

decouplingindex(hole

; l ! - /^*-r^- : - ,^-

5.6(45mm / 8mm)

2.6(45mm / llmm)

dia.)

Explosivesquentity

38 N/hole on the base of 3.8mspace drilling

7 N/hole on the base of 3.8mspace drilling

Feature

for SB or blasting on slopecan be ignited by detonator ignitedexplosivesto avoid rock cracking, overbreaksexcellent waterproofi ng and frictionresrstancewhen detonating fuse is not cutcorrectly, explosives can be triggeredon impact.can explod on impact during storage

for control blasting to avoid overbreaks, for use with design excavationIineto avoid rock cracking or loosening atIarge cut sloped excavationfor one hole blasting, precise explosiveis used to avoid ground looseningexplosive dia. is small (l7mm) withhigh sympathetic propagation, leadingto ftequent use for smooth

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK. 285

-: ,.'i l 'FEASIBILITY REPORT

4) Detonator

o detonator feature

division Electric detonator Non-Electric detonator

Shape

Workability. skilled worker is required, easy

handling, excel lent workability

. skilled worker required, excellent

workability

Economy Excellent Higher price than electric detonator

Available

time

difference

combined interval is limited

various differences possible

using multistage blasting device

(better vibration control)

non limit time difference possible via

connector (better vibration contol)

Outside

current

sensitive to electric cause such as

stray current, static electricity, radio

waves, etc.

stable to outside physical cause,

stray current, static electricity, radio

waves, etc,

Check

connecting

' easy to check connection and

resistance (tester)

. visual connection check only

['. ffcofiven acs

' multi-blasting can be applied when

using multiple devices

' excellent blasting effectiveness

' maximize time effect, excellent

blasting effectiveness

' construction period can be decreased

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

Chapter 8. Tunnel Deslgn

5) Comparison of Control Blasting

Division Line Drilling Cushion Blasting Pre Splitting Smooth Blasting

Concept

r l 5 - a t 5 " /i +i

a ,:,

O .

o, :

o :

O C

ao

ao

aaoa

aas/w < 0.5-0.8

principles

and

features

drill along thetargeted ruptureline with shorterintervalshole diameter isthe same or largerthan the blastingdiameter andprepareexplosives, sothat target isdestroyed up tothe unloaded line

to enlarge voidparameler,explosives havingsmaller dia. thanthe drillinghole dia. arelocated inside.Load up to thehole entranceand load sand orpaper up to therupture line facefor cushioning

after drillingalong the rockface like linedrilling, loadexplosivesskipping everysecond hole orload all holes.Blast with thesame timedifference inadvance so that itcannot breakthrough ruptureline

drill with linedrilling alongtunnel outsideface. To enlargethe voidparameters, loadthe lower speedexplosives.so that rock canfall in thedirection ofgravrty bydecreasedblasting pressure

Drillingshape

2*4 timeshole diameter0.5*0.75 timesminimumresistance line

' wide holeDistance

' proportional tohole diameter

' drilling withshorter holedistance than S.B

. S:w:(0.5-0.8):lS:hole distance,W: minimumResistance line

Strongand weak

points

less vibrationrock cracks can beminimizednon-explosivesexcessivedrilling costsskilled workersare required

less drilling holethan L.Deffective withpoor rock qualitypartial explosivesexecution aftermain blasting

effective withregular qualityrockrock cracks can beminimizednoise whenpre-blastingvibration expected

easy loadingsurounding rocklooseningand damage canbe minimizedoverbreakquantity is small

UsageOpen air blasting,

tunnel blastingOpen air blasting Open air blasting

Open air blasting,tunnel blasting

Pre-Feasibility and Feasibility Study ofTwo (2)Nos. Tirnnels with R€alignment ofRoads inAJK. 287

. FEASIBILITY REPORT

8.6,5 Solution of blasting pollution

l) Solution of blasting vibration

- changing explosive type

Blasting vibration waves increase as the dynamic destructive effect ratio decreases. It is thus

preferable to use explosives with a dynamic destructive effect ratio to reduce vibrations (low

specific gravity and low explosion speed). (detonation speed is proportional to explosive density

by the square ofexplosion speed)

- Change ofload method alteration

Decrease the drill hole diameter and use decoupling explosives so that the shock wave can be

relieved by voids and the dynamic destructive effect ratio decreases for a reduction in blasting

vibration.

(use an explosive with controlled blasting: Smooth Blasting, Pre Splitting, etc.)

- Change of detonation method

Duration ofthe blasting vibration is short. Where maximum vibration value is a evaluation unit

such as vibration speed, if simple blasting is implemented, the vibration wave shape will be

separated, and the quantity of explosive is not the total explosive quantity, but the quantity per

delay. So, for planned blasting holes, instant detonators should not be used exclusively, rather

delayed electric detonators or non-electric detonators should be used, so that blasting vibration is

reduced.

- Blocking wave propagation

Vibrations can be reduced through excavation or other means between the explosion point and

frequency-receiving point. It is not commonly used as it requires a lot oflabor for small effect.

288 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 8. Tunnel D,;sigti

2) Solutions of blasting noise

Blasting pressure reduction is similar to blasting vibration. Blasting pressure is greatly affected

by wind and temperature, so blocking propagation is very effective. Blasting pressure may be

reduced as follows.

- complete filling should be implemented, and explosives quantity per delay should be reduced

as much as possible.

- postpone or cancel blasting if weather conditions such as temperature and wind would cause

blasting pressure to focus on nearby structures.

- use the reverse detonation method rather than normal detonation.

- minimize sound propagation by installing a sound-proofwall at tunnel portal. (after

implementing, if pressure still exceeds the criteri4 install a temporary portal for about 2Om and

install a double sound-proofmat at the temporary portal)

- be careful ofgenerated blasting pressure, as the blasting gas leaks through poor rock,

weathered rock, etc. Use effective blocking material.

sound-proof doors and walls (temporary sound-proof walls)

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

;.] .' ] FFASIBILITY REPORT

8.7 Auxiliary construction method

8.7.1 Classification according to reinforcement purpose

It is important to use shotcrete directly after excavation via the NATM method. The safety

premise is that the tunnel face becomes stand up(usually 3-4 hrs). Shotcrete use is usually diffrcult

due to too excess water ingression, so it is necessary to use the main and auxiliary method

simultaneously according to surrounding ground conditions and water conditicn. The auxiliary

method can be classified as follows.

Tunnelstability

Drain-method

Fore Poling

General drilling multi-grcuting with general drillingmulti stage gouting with self drilling

Mini Pipe roof

. Steel sheet piles

. Core (Ring Cut)

. Tunnel Face Shotcrete

Tunnel Face Rock Bolt

Ground improvernent by chernical grouting etc.(Pre-grouting method, etc.)

Freezing method

Chemical grouting method

Freezing me thod

. Pressure method

Deep Well me thod

Well Point method

Pre-boring for drainage

Pre-Feasibility and F€asibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 8. Tunnel Lesign

Fore poling was chosen from among the auxiliary methods, for application to weak rock or

fracture zones as a stabilizing method for crowns and work faces in this project. Multi stage

grouting was applied in weak rock or weathered rock zones at beginning and ending sections oftlre

tunnel, and multi stage grouting with self drilling is applied where the drill hole cannot stand by

itself. Where there is a lot water however, the ground improvement method using pregrouting

should be considered.

Auxiliary method summary

PurposeAuxiliary

methodDescription

Tunnel face

stabilization

method

Forepoling

drilling angle : l5o - 20"

horizontal distance : 40 - 60cm

leng th :2 -3m

material : steel bar(D25), steel pipe(o32mm)

type : mortar injection type

applying to every tunnel face

Pipe Roof

Single stage

grouting

or

Multi stage

grouting

drilling angle: 15" - 20"

horizontal distance : 40 - 60cm

leng th :6 - l 2m

material : steel pipe (o50 - 100mm)

overlaplength:3-4m

- sealing fracture zone by injecting cement milk once to

whole length

- positively sealing fracture zone (use Packer) by injecting

cement milk at each depth many times

Horizontal

high pressure

injection

grouting

drilling angle : 6'

horizontal distance : 40 - 60cm

length : l2m

form cement bulb by mixing unconsolidated ground soil with

cement through extremely high pressure injection

overlap length : about 4m

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 2SI

Vertical high

pressure

injection

grouting

.d i s tance :0 .6 - l . 0m

' injection with 2.5 - 5.0m thickness at upper crown area

Root Milk

method

' after drilling up to planned depth, insert rebar (D25) into

hole, pressure injection using packer, casing, or steel pipe so that

rebar and ground work together to improve ground strength.

' hole interval : l.0m

Tunnel face

shotcrete

Iftunnel face cannot be made stand up, it will be

reinforced by cement placing.

thickness : more than 3.Ocm

implementing with rock-bolt as per the conditions

Water

blocking

method

SGR grouttng

LW grouting

' 2.5m - 5.0m cut offlayer formed on tunnel crown

. install cut-off wall on the left and right

so that ground water inflow is blocked and the outside ground

water level can be maintained.

The importance of each auxiliary method varies according to ground conditions, underground

water condition, tunnel purpose, tunnel size, etc. Therefore, after exactly determining the

application purpose, the proper method for local conditions should be selected according to the

ground inspection.

The following tabte roughly shows the auxiliary method applications mainly applied for tunnel

excavation. For reasonable applications, two or three ground auxiliary methods according to local

conditions are used in conjunction, complying with the reinforcement purpose.

Pre-F€asibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.292

Applicability of auxiliary method

solution method

Original groundcondition rernarkPur PUrr

IIardrock

Softrock

soil

Solutionfor work

facestability

CrownStability

Pipe roof A A

Inclined rock bolt A

Forepoling A AUse steel rods, bars,

pipes etc.

Steel pipe multi stage

( I stage) groutingA C

Chemical grouting C

work face/floor face

Tunnel face shotcrete A C

Tunnel face rock bolt A 1\

Core A A Ring Cut

chemical grouting o

rcmporary mven

archA A

Watersolution

Cut off/drain

chemical grouting A o o

Drainage A o o Including well point,

deep well method

WeIl point C

Deep well oO : relatively common method, : ordinary method

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads inAJK. 293

' ,i . 1 -,

FEASIBILITY REPORT

8.7.2 Tunnel crown stabilization

To secure tunnel crown stability, the tunel support interval or drilling length is reduced so that

arch action, which prevents rock fall, can be expected between tunnel face and lst Lining in the

back. In actual construction however, auxiliary methods are often necessaf,y, and the generally

used methods are as follows.

l) Forepoling method

Forepoling is an effective method to secure crown stability, considering the geological features

of the tunnel face. Overbreak occurrences are reduced and upper face collapse is avoided by

reducing the length of the excavated free face. The items to be considered in construction are as

follows.

. applied ground : when tunnel crown is weathered soil, weathered rock or fracture zone and

when reinforcing the tunnel entrances

" location: within 120' oftunnel crown

" interval : every work face in the Iongitudinal direction, cross direction would be 0.5m

. angle : as horizontal as possible

' length : L:3.0 m

. Hole diameter: Q46mm

. material : $38mm steel pipe

294 Pre-Feasibility and Feasibility Shrdy ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

Chapter 8. Tunnel Dss,gri

2) Mini piperoof method

This is used to avoid ground loosening or falling by sticking pipe to the wall by driving pipe ofa

diameter a little larger than the drilling hole diameter, mainly targeting soil tunnels.

If rebar diameter is increased, handling becomes difficult. Therefore, pipe with good bending

stiffness and workability is selected.

Pipe is selected according to the following table. The main direction pitch is 20-60 cm, and the

length generally 2.0 m, but 3.0 - 5.0m is used at the entrance-

3) Double layered steel pipe with multi-stage grouting method

To avoid ground loosening or collapse, materials (cement milk and polyurethane) are injected

through a double layered steel pipe. Soil and rock layers near the excavated tunnel face can be

reinforced in this way. This is an auxiliary tunnel construction method that can expect an additive

waterproof effect.

Double layered steel pipe specifications, made especially for smooth injection, is as follows.

General double steel pipe Large diameter double steel pipe

Outside pipe Inside pipe Outside pipe Inside pipe

O.D. :60 .5mm+3mmthickness:

4.0mm*lmmlength : 12.0m+20mm

O.D. :42.7mm+3mmthickness :

4.0mmalmmlength : 1 1.9m+20mm

O.D. : I l4.3mm+3mmthickness:

6.0mm+1mmlength : 12.0m+20mm

O.D. : 89.0mm+3mmthickness :

5.0mmflmmleng th :11 .9m+20mm

PIPE specifrcation

Outside dia.D(mm)

thicknesst(mm)

weightW(kg/n)

Section areaA(cm2)

Moment ofinertia (cma)

Sectionmodulus

(cm )

34.0 z , ) 1.80 2,29r 2.89 1.70

A a ' f . A

2.292.393 .12

2,9193,0393,97 |

5.976 .197,77

2.802.903.64

48.63.2

2.63

3.s8

3,1463,4834,564

8.999.32I 1 .80

3.703.834.85

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

,. FEASIBILITYREPORT

Auxiliary method for crown stabilization

division

Multi stsge grouting method

Small diameter steel pipemulti stage grouting

FRPMulti stage grouting

Large diameter steel pipemulti stage

grouting

summarv

Steel pipe or FRP pipe insertion after drilling

equipment drilling machine for tunnels only, crawler drill,horizontal drilling machine, etc.

Drlllingdiameter

105 - 150 mm 125 - 165 mm

Steel pipe (50, 60mm) FRP pipe (60,76mm) Steel pipe (t 14, l39.8mm)material

Injectionmaterial

cement * sodiumbicarbonate silicate

Cement + FRC admixture +sodium bicarbonate silicate

cement * sodiumbicarbonate silicate

Drillinglength L=12- 16m L:12- 24m L: t2 -24m

seq|rence drilling-steel pipe insertion--+caulking-sealing-multi stage grouting

Features

- low construction cost- cavitation occurswhen drilling andremoving slime

- easy supply- easy equipment supply- material cost lowerthan FRP pipe

- use 3.0m single pipe

- a little higherconstructlon cost

- easy handling and goodworkability as reinforcingmaterial is light

- good constructionquality

- weak to flexure due tomaterial brittleness

- excellent chemical andcoffosion resistance

- use 3.0m single pipe

- a little higherconstructron cost

- excellent reinforcementeffect

- use steel pipe withoutconnectron

- transfer in tunnel isdifficult as steel pipeis long

- good drilling precisionusing exclusiveequipment

epplication

- stratum that can maintain drill holes(better stratum than firm soil or weathered rock)

- stratum that canmaintain drillholes (firm soil)

- weathered sections or sections where rock mass isdistributed thinlv on tunnel crown

- where weight(load) isloaded on upperfunnel area

- where upper soil layeris heavily loaded

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 8. Tumel Desigir

Auxiliary method for crown stabilization

divisionMulti strge grouting method with self drilling

Large dia. steel pipeMulti stage grouting

Double steel pipe multi stage grouting

Description

Insert steel pipe simultaneously whendrilling by connecting with bit assembly

lnsert double layered steel pipe after drilling

Equipment drilling machine, crawler drill, horizontaldrilling machine, etc.

Cement * sodium bicarbonate silicate orpolymer polyurethane

Drill holedia. 105 - 165 mm 76 - 150 mm

auxiliarymaterial Steel pipe (60.5, I 14, l39.8mm)

outside pipe: @60.5-1 l4.3mmlnside pipe: (&.2.7 -89.0mm

Injectedmaterial

Cement + sodium bicarbonate silicate

Drillinglength

L:12-24m L=6-12.0m

Sequence(Drilling + steel pipe insertion) -

caulking -multi stage groutingDrilling--- steel pipe insertion

+caulking-sealing- multi stage gouting

feature

- a little higher construction cost- steel pipe with high stiffness can beused

- 3m length connected steel pipe is used- drill hole dia. quality improved bystabilizer attached drilling

- construction angle and workabilityimproved by attaching HI-VP pipe

- stiffrres is high by usingdouble layer steel pipe so beamformation effect is excellent.

- Iess pipe is used than steel pipe multistage grouting by using double layer steelpipe.

- less piping reduces consfiuction time- heavier than existing single pipe(double pipe)

Annlicefinn

- stratum that can not maintaindrill holes (weak soil,crushed rock, boulders etc.)

- where it is hard to maintain drillholes due to upper section composed ofsoil and where a longitudinal archingeffect cannot be expected.

- stratum that can maintain dril-holes (solid soil)

- if the load is exerted on the uppertunnel

- if the upper soil layer fturctions as a largeload

Pre-Feasibility and Feasibility Study ofTwo (2) Nos, Tunnels with Realignment ofRoads in AJK, 297

i FEASIBILITY REPORT

8.7.3 Stabilization of Tunnel Face

To stabilize the tunnel face, the exposed face is minimized by dividing the excavation face. Face

exposure cannot be helped in the work face, so when the work face needs protection, the following

are generally used.

l) Core

Used mainly in ground where the tunnel face has weak stability. The core is maintained to resist

the force acting on the tunnel face. The core length is usually 2-3 m. The drilling method with

remaining core is called the Ring Cut method.

2) Placing shotcrete on the tunnel face

Used to restrain tunnel face loosening and expansion by shotcrete placement. Shotcrete relieves

workface roughness, so that focused stress can be dispersed and moving from the rock mass joint

can be avoided by shotcrete's shear resistance.

3) Reducing the lengtl of excavation

Tunnel face loosening is extended gradually from the upper area. Ifdrilling length extends, the

load reacting on the tunnel face increases. Therefore, load can be reduced by shortening the

excavation length.

4) Reinforcing with Rock Bolts, etc-

For expansive ground or extremely unstable ground, it is possible to use removable rock bolt

like fiberglass vertically on the tunnel face. The installation frequency is usually I piece per I - 2

m2 with a length of 4.0 - 6.0m.

O Pregrouting

The pregrouting method to prevent water is mostly used in expressway tunnel design as an

auxiliary method. A l0% of tunnel length is reflected in the design. The effect, suitability of

application, feasibility, etc. should be generally reviewed compared with other auxiliary methods.

Remarks in applying are as follows

" drill hole should be washed with clean water before grouting.

" grouting pressure may gradually increase according to quantity, with a marimum amount of

1MPa.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

6) Horizontal pilot boring

Parallel drilling in the tunnel longitudinal direction is carried out to determine the tunnel face's

geological features in advance where geological features change greatly. It is usually performed in

1 place on the tunnel face's upper portion and in 2 places on the side wall.

Precise mapping ofthe tunnel face is done in consultation with the supervisor

" Drilling is implemented by 1-1.5m downward from the crown.

" Drilling in the side wall is implemented lm separated from the excavation face on the

spring line.

" proper drilling angle is 0-3" with drilling length of20m.

. diameter uses double trrbe core banel according to NX specifications

. ground changes during horizontal boring, and water quantity per hr should be observed

orecisslv.

8.7.4 Applied auxiliary method

In the NATM metlod, shotcrete and rock-bolt (tunnel support) work are implemented at once

after excavation so that the excavated tunnel ground can be stabilized and the surrounding ground

can become support. It is a precondition for safe construction that the tunnel face should remain

independent until the tunnel support is installed. The tunnel face's stability depends on the

engineering character of surrounding ground condition, excavated section size, and ingress of

water. Sections where geological structure zones are expected, should implement a horizontal

boring test in particular, so that rock quality can be checked and a solution can be prepared. At the

tunnel entrance. the rock mass at the crown could be weak so that a relaxation load can react

excessively when excavating. Therefore, by applying the tunnel auxiliary method after considering

feasibility and workability, such as multi stage grouting, multi stage grouting with selfdrilling, etc.,

entrance safety can be secured.

For excess water when excavating, Pre-grouting should be implemented so that tunnel face

stability can be secured. This auxiliary method is made by limited exploration, so for local

excavation, proper auxiliary and reinforcement methods complying with local conditions should be

selected after precisely analyzing tunnel face conditions and measured results and consulting with

the supervisor.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 299

1 FEASIBILITY REPORT

8.8 Waterproofing and drainage

8.8.1 Waterproofing

1) Introduction

Where tunnel structure is exposed to underground water, underground water can penetrate into

the concrete itself due to its absorptive character and through hair cracks, etc. Therefore material

quality is weakened and the function and durability oftunnel facilities is lessened. It can also cause

driving obstacles such as road face freezing, and falling icicles in wintertime.

Therefore, when waterproofing, to improve durability, maintenance, securing functions,

avoiding erosion of the main structure, etc., multilateral analysis should be implemented in

advance including not only ground conditions and underground water level, but also surrounding

conditions, economic aspects like initial investment and long-term maintenance costs.

2) Waterproofing method

Generally, the main aspects considered when designing a tunnel are as follows.

(1) Ground conditions and underground water level

The surrounding stratum's permeability, underground water level and drain consolidation degree

(2) Facilities surrounding the tunnel

Buried facilities and underground structure types, sizes, condition, and importance

(3) Economic Aspects

Compare and analyze initial investment and long-term maintenance costs

(4) Waterproof technology level

In this design, the currently u/arerproofing method, its technology level, material workability,

etc. were considered. The tunnel will pass through mountains and there will usually be deep tunnel

so it was decided that the geological features would good and there would be no problems from

Iowered underground water levels. The paftial waterproofing with good economic aspect and

workability, was therefore selected.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 8. Tunnel Design

Comparison of Water proof type

divisionPartial waterproofing (Wet System) -

drain

Perfect waterprooling (Dry System) -

non drain

Section

Description

' Install a waterproof layer between the

shotcrete and lining at the tunnel

arch only and side wall, so that water

inflow inside the tunnel can be moved

outside the tunnel through drain pipes

- Install a waterproof layer between the

shotcrete and lining on the tunnel

flexure face, so that water inflow can

blocked perfectly.

Strong

point

also possible through plain concrete

lining

construction of large section is possible

easy maintenance in case of leakage

low construction costs

low maintenance costs

easy management due to clean tunnel

interior

surroundings unaffected by under

ground water level

Weak point' high maintenance cost' surrounding ground settlement

high construction cost

construction of large section

is not economical

in case of leakage, perfect repair is

impossible

rein forced concrete construction is

required

Annlicefion ' Area having good geological feature

and possible of natural drainage

. For tunnels in crowed city where

important structures are located, as

underground water level is high and

geological feature's are bad, it is

necessary to constrain settlement from

underground water lowering

condition

annlicaiion o

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

3) Waterprooling method selection

Leakage in road tunnels comes to a large problem, because it not only affects safety and

endurance but also damages appearance and inconveniences drivers. Even tunnels in the

countryside have frequent leakage because of poor waterproof technology and lack of waterproof

materials, causing large problems in tunnel maintenance. In this design, after comparing and

reviewing the following waterproof methods, the most reasonable and safest sheet waterproofing

method was selected. Its features are as follows.

Features of waterproofing methods

division components method workability feature application

Asphaltwaterproofing

I . brownasphalt

2. asphaltcompound

3. straightasphalt

4- asphalt felt5. asphaltroofing

' implemented byheating, but ifconcrete face isnot dry,aftachment isdifficult

' due to itscomplexprocess, skilledworkers arerequired withcare aboutpollution and fire

constructionis not easy atlow temp.in case ofsteep slope,steep gradefalling occurscomplexprocesslongconstructionperiod

Paint filmwaterprooling

I . pitch: asphalt tar

2. synthesizedResin: epoxy, polyvinyl chloride

3. synthesizedRubber: Poly blend

' waterproof layerwithout joints isformed

' As basetreatment isimportant,primer selectionis important

complexconstructioncan be doneeasilychemicalcompatibilityconstructionperiod reducedweak tomoisture

Sheetwaterprooling

I . synthesizedrubber family

2. synthesizedresin family

3. rubberasphalt

4. specialasphalt

5. refined tar

' a thin sheet ofplastic orsynthesizedrubber is stuckusing a stickingagent orelectric iron

joint treatment isnot easy upperareadisplacementcan occurspecial qualitycontrol isrequired whensticking

chemicalcompatibility,weatheringwatertightnessconstructionperiod reduced

o

Bentonitesheet

waterproofing

1 . sodiumbentonite

(bentonitelwater=gelatin film)

' water andbentonite form agelatin filmthrough waterexpanslon

skilled worker isnot requiredconstruction ispossible belowfreezinggood workability

'excel lentagainst waterpressure,temp.,chemistry

' goodWorkability

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK,

Chapter 8. Tq44g!q9!iC';

Also, as a waterproof material, the reasonable and safe ethylene acetate resin family sheet

waterproofing method was selected.

Waterproofi ng sheet materia.

division Vinyl chloride resin family Ethylene acetate resin family

thickness Over 2.0mm Over 2.0mm

Tensile strength

(untreated,20t)Over 10.2 MPa Over 12.8 MPa

Elongation rate when ruptured

(untreated, 20 C)Over 350% Over 500%

Tearing strength

(untreated, 20 t)Over 4.0E MPa 4.08 MPa

Expansion quantity when

Heated

expansion under 2mm

shrinkage under 4mm

expansion under 2mm

shrinkage under 4mm

Tensile

[unction

after

aging

tensile

strength

ratio

Heat

treatment80-150% 80*t50%

Alkali

treatment80-120% 80-t?0%

Rlnnolf inn

Heat

treetmenfOver 70o/o Over 70o/o

ratio Alkali

treatmentOver 90/o Over 80%

Connected shapeDisagreement from standard line and spalling length should be

under 5mm with no irresularities

Pre-Feasibility and Feasibility Study ofTrvo (2) Nos. Tunnels with Realignment ofRoads in AJK.

I FEASIBILITY REPORT

E.E.2 Waterproofing of open cut tunnel

1) Purpose

Tunnel portal has a structure that can be exposed to external temperature changes or weathering

easily. If water penetrates from outside, lining damage by underground water freezing, icicles, and

freezing on the road face can disturb safe driving. Waterproofing performed to protect facilities

and increase utility value by preventing water penetration.

2) Waterprooling types and features

Waterproofing types and features in open cut tunnel are as follows. In this design, sheet

waterproofing with a low construction cost, high safety and much experience, was selected

(

Trench tunnel waterproofing types and features

division Sheet waterproofing Paint film waterproofing Bentonite

shape' waterproofing sheet

I layer

' waterproofing by liquid

state penetration

' gelatin film(bentonite + water)

Constructionmethod

' thin sheet ofplastic or

synthesized rubber isstuck using a stickingagent or electric iron

' by coating pitch or

urethane family.

' after injecting bentonite

between panels, stick to

structure using concretegel

Workability

. uneasy joint treatmentupper portion

' displacement can occur

' base treatment of

outside is important

' skilled worker is not

required' construction is possible

below freezing

features

chemical compatibility,weathering

watertight, stable to

temperature changes

uneven treatment isrequiredconstruction period isreducedlow construction costsused frequently

easy workability,

construction time is

reduced

chemical compatibility

ifcracks occur in

structure, cracks are

transferred to

waterproofi ng material,high construction costs

excellent against waterpressure, temperature.,chemistrygood workability

if water is contactedduring construction,effect of waterproofingdisappears.high construction costs

suggest o

304 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 8. Tunnel Desigc

3) Waterproofing layer protector

A waterproofing layer protector is installed on the outside ofthe waterproofing material to make

the existing waterproof layer perform its original function properly, with the purpose ofpreventing

damage to the watorproofing material, followed by construction such as refilling, dismantling the

temporary structure, etc.. Polyethylene foam insulator (T:30nm) is used as a protector, with the

following characteristics.

. easy handling and transfer as it is light.

" easy workability (sticking is simple and easy as protector's upper face is treated with agent)

. hardening is unnecessary and work is possible in small spaces.

. easy qtrality control by using existing product

. better protection ofwaterproofing material due to excellent impact absorption

. can be torn by sharp stones or devices and sticking is difficult if there is moisture on the

surface ofthe waterproof layer.

. low construction costs

E.E.3 Drainage during operation

In tunnels, drainage is one ofthe most important features in terms of safety and endurance. It is

classified into \ aterproof tunnels like subways with installed invert, and drain tunnels with

drainage facilities. For mountain tunnels, the drainage tunnel is used to reduce water pressure and

excavated section areas. Project tunnel is a mountain tunnel and partially waterproof is selected.

Water inflow through shotcrete should drain smoothly, so water pressure cannot react with the

structure, Polluted water from washins and water at the lower face should also be treated.

1) Tunnel drainage types

A) Surface drainage

To treat surface water inside of the tunnel and surface moisture: treatment through a drainage

ditch after mixing with underground water, and treatment through a separate passage after

separation from underground water.

B) Back space drainage

To treat water from the back of the waterproof sheet with great effect on tunnel structure.

Longitudinally perforated drainage pipe is installed and connected to the drainage ditch at proper

intervals to be finally treated through the drainage ditch.

Pre-Feasibili| and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 305

FEASIBILITY REPORT

C) Bottom drainage

The drainage hole of underground water is for utility water from the lower portion ofthe tunnel

floor. Installed at center throughout the length ofthe tunnel, so that water undemeath the road bed

can be drained smooth ly.

2) Drainage method

Drainage hole planning is determined after considering the condition ofthe location, amount of

water, longitudinal grade, etc. Details ofdrainage for this tunnel are as follows.

(l) water generated during drilling and construction, should be drained at once using temporary

drainage pipes before shotcrete is placed.

(2) water that flows out from the non-woven fabric installed between shotcrete face and concrete

lining is collected by high-density polyethylene perforated drainage pipe (0100) installed

longitudinally on both sides.

(3) leaking water collected by the high-density polyethylene perforated drainage pipe is drained

into the drainage ditch (spiral seam duct, 0300) separately through P.V.C piping (9100) installed

every C.T.C 10.0m.

(4) water that floods the lower part is drained through the perforated drainage pipe(0400)

installed alons the center.

(5) for waste water flowing into the utility tunnel, the drain pipe (P.V.C Pipe. Q50,

CTC=|0.0m), through which water travels to the drainage ditch, is connected to the drainage ditch

(spiral seam duct, Q300).

(6) the side wall (lower portion) drainage method was selected for drainage in this project- But,

after considering natural conditions, frost penetration depth, water quantity, etc., thorough

construction should be implemented to prevent freezing damage in the winter, which comes from

stagnant water from geological features (soft rock and more) and unevenness during construction.

306 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chuplglt TullgLqqtE"

8.8.4 Drainage during construction

l) Drainage during construction

Tunnel excavation is usually implemented below the underground water level, so underground

water may flow into the tunnel during excavation., It is therefore essential that dry working

conditions be maintained and drainage should be implemented during construction.

(1) Treatment ofwater on the tunnel face

'Weep holes should be installed when underground water flows suddenly. They should be over

25mm diameter, l-2 depth from tunnel face, frontal and radial.

' water spilled when making weep holes or horizontal drilling investigations should be

funneled to a temporary ditch through a flexible pipe.

' radial weep holes should be installed to drain water from the excavated face where the l"'

shotcrete is placed.

(2) Drainage after shotcrete sealing

. when water exists in some areas and is not excessive: Dl20_100 mm pipe is installed on the

shotcrete wall face.

when water is excessive: a protector is attached to the shotcrete wall face for drainage

when the underground water outflow location is apparent: a bundle of pipes or non-woven

fabric is installed to collect and drain area before placing shotcrete.

' when invert shotcrete is necessary: drain using small scale perforated drain pipe

Front View Ctoss Section

Seal'noShotcr€re

Drainage using pipe

Front View Cross Secl ion

Drainage using half divided pipe

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads h AJK.

2) Collection and drainage system during excavation

At most construction sites, drainage is not implemented properly. In particular, if underground

water is neglected and stagnates during excavation at the downward slope, the base ground will

soften. Equipment operation causes ground softening, so ground strength will rapidly decrease. As

a result, the shotcrete lining will settled with the shotcrete base portion softening and subsequent

ground settlement will occur. Therefore, proper drainage measures during construction are very

important and should be maintained until the final drainage system is operational,

The tunnel face is an area where thorough drainage is required, because most utility water is

used there. The tunnel face location changes as excavation progresses, so an underwater pump that

can be easily carried and used at the wall where water is collected is prepared.

- for upward slope excavation

After being drained to a sand basin at the tunnel entrance using both left and right ditches, it

receives treatment.

ary Di tch

- for downward slope excavation

A collected water well drainage method where water flowing into an underground tunnel and

utility water from excavation equipment is collected and pumped, was planned. The required drain

pump head increases as work progresses, so that wells and pumps are installed for relay-drainage

about every 400m.

Drain Pipe

308 Pr€-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

8.9 Concrete lining and open cut tunnel

8.9.1 Introduction

In NATM tunnel design, initial stress is supported first with shotcrete (rock-bolt) and the inner

lining is designed to take on many roles such as strain management, improvement ofdurability and

support, and waterproofing sheet protection. Inner lining stability inspection must determine and

interpret load according to geological conditions, form ofwaterproofing and drainage, tunnel depth

and tunnel scale. The determined load must be accounted for in view of variables caused by any

lining construction errors.

For a drainage(wet system) tunnel, the first supports generally regarded as permanent, so the

first support must retain all ground loads. The lining is designed as a structure which does not

receive external forces except its own weight in draining groundwater.

Although it is a drainage tunnel, water pressure can still have an effect on the lining through

ground conditions, ground water source and drainage system capability. Furthermore, cases where

the load carrying capacity of the first suppon declines or where main tunnel shotcrete ground

loses its ability to support, should be carefully considered are being reported more frequently.

Although there are differing views, whether concrete lining plays a role in tunnel structure or not,

the resolution ofthis issue is decided by the behavior ofthe ground and first support. The drainage

type tunnel concrete lining is designed only to support its own weight because all tunnels will be

stabilized by the first support

It should be considered that the durability of the 1" supporl can decreased for a variety of

reasons such as quality during construction, surroundings, etc. and load sustained by the l" support

finally spreads to the lining if the ground bearing capacity decreases. Through verification, a

practical lining method should be established. Lining is an important element in the tunnel

structure and must stand loads such as earth and water pressure over the long term without causing

cracks, deformation or failure. It must also have properties such as water tightness and surface

inegularity as well as durabilily, to maintain necessary space and function as a tunnel. The lining

has the following role in particular during NATM excavation.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 309

. T, . - . FEASIBILITY REPORT

1) Lining is constructed after tunnel strain is converged, so external forces do not generally

affect the lining.

2) Rock-bolt is not normally waterproofed against corrosion, and shotcrete and lining

ultimately support the load; thereforg the lining safety factor must be increased, in order to

evaluate accounting for imperfect elements such as the rock-bolt corrosion problem, non-

uniforrn ground properties and shotcrete inequalities,

3) Tunnel support for loads occurring after lining completion

Lining supports the surface load later when water pressure, ground creep strain, and, earth

pressure or expansibility ofground which occurjust after lining is completed.

4) Support for all loads

In the traditional method, shotcrete and rock-bolt are treated as the first support, and lining

ultimately supports all loads.

5) Causes and reinforcement of lining cracks

( I ) Cause of cracks

Items Causes

Longitudinal

crack

'Caused by a lack ofcross section from the crown concrete lining, early removal

of form, and rock mass loads (caused by blasting).

Radial crack 'Radial cracks occur by concentrated load when shotcrete clearing is not perfect.

Semi lunar

crack

'Occurs when a form is removed before the concrete lining is fully cured, sc

proper curing time must be maintained.

(2) Causes and measure of cracks

While cracks are structurally sound when their width is within a allowable limit, cracks are

lowering structural durability as they gradually grow. Thus, the development of cracks must be

controlled by thorough quality control under construction or during maintenance.

310 PreFeasibility and Feasibility Study of Two (2) Nos. Tunnels with Realignment of Roads in AJK.

Chaptel J.Tu449LD9t€q

Items Cause Measure

crack thatoccursunder

construction

' lack ofcross section area from thecrown concrete lining

' inject cement milk at the posterior byinstalling a grouting hole

"early form removal' maintain concrete strength by securingthe proper curing time

' increase in rock mass load caused byover blasting

' minimize there relaxation region bycontrolled blasting

' stress concentration phenomenoncaused by lack of shotcrete clearing

' disperse concentrated loads bycarrying out shotcrete clearing

Settlement caused when impurities inthe tunnel ground foundation are notcleaned

'Maintaining of clean ground duringinvert concrete installation

' lack of fixing facilities duringform moving

' install after concrete lining is properlycured

crack thatoccursduring

' crack caused by temperaturedifferences

' longitudinal : install an expansion joint' traverse : steel reinforcement

' increase in rear water pressure causedby weakened water drain and drainagepipe

' Establish measures depending on crackcause by installing piezometer andstress cell

' lack of lateral bearingcapacity of foundation ofthe tunnel

' Increase foundation size and changedrainage pipe location.

8.9.2 Decision of placement time and thickness

The best time for placement is when displacement is converged. Generally displacement is

converged l-3 months after shotcrete is placed. However, placing must be carried out affer

examining the results through monitoring and determining whether to converge it or not as it is

possible that over I year is required for expansible ground,

Because placing thickness is determined after displacement is converged, examination of

allowable stress determines whether or not steel has to be reinforced.

Pre-Feasibility and Feasibility Study ofTrvo (2) Nos, Tunnels vith Realignment ofRoads in AJK.

' . FEASIBILITYREPORT

8,9,3 Main tunnel design criteria

l) Introduction

Structure examination consists of lining structure analysis and stress examination, and the

necessary amount of reinforcement is calculated with the strenglh design method.

2) Materials used

(l) Concrete: design compressive strength (fck) > 24MPa

(2) Steel: SD30.

3) Design load

The load and the ground properties around the tunnel can be classified by tunnel support

pattems.

X B: Tunnel width, Ht: Tunnel height

(1) Dead load: When a dead load is calculated, depending on the thickness ofthe inside lining

concrete, the unit weight of plain concrete is 23.5kN/m3, and the unit weight of steel concrete is

25.0 kN/m'

(2) Blasting and rock mass relaxation load: the area damaged (0.5m) by blasting, classified by

tunnel support pattem and Terzaghi modified rock mass load are treated as the relaxation loac.

l- !Tf!!'

(3) Water pressure: 5'"ry-MPa, 7^^^'o*MPa on tunnel upper portion of each tunnel support

paftern. It is assumed that the pressure decreases to 0 at the tunnel base.

4) Design application

Examining the stress effect on the concrete lining using an allowable stress design reveals that

tunnel support pattern ECL-5 is stable as a self supporting, and the lining stability was secured by

steel reinforoement at the tunnel support pattern ECL-6.

tunnelsupportpattern

rock mass loadResidual water pressure

(MPa)

ECLI^.5 P-0.2). (B + H r)xT r P" ,= f rHr rs*

ECL-6 p:0.{^ 0.6},(B + H r)xv I F" ,= f rHr ry*

P6-la P:0.?x (B + H r)xv r P " , : { r H , r s *

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

Chapter 8. Tunnel \sign

8.9.4 Open cut tunnel(portal) sections design criteria

.- 1) Introduction

. In structure calculations for open cut tunnel, a two-dimensional analysis was performed taking-

into consideration of the ground conditions, the weight ofthe open cut tunnel, the earth pressure

depending on backfill, overburden height and the temperature load, using a two-dimensional beam

element.

2) Materials used

(l) Concrete: design compressive strength (fok) Z 24MPa

(2) Steel: SD30

3) Load

(l) Dead load: When dead load is calculated depending on the concrete lining thickness, the

plain concrete unit weight is 23.5kN/m3, and the reinforced concrete unit weight is 25.0 kN/m3

(2) Backfill, overburden height: applied by dividing it into vertical earth pressure and lateral

earth pressure.

3) Temperature and shrinkage load: differences in temperature between interior and exterior

(r5.C), the temperature load (consider -15 'C (o=l.0xl0-5)) were considered.

4) Design application

Examining stress effects on concrete lining in open cut tunnel using an allowable stress design

reveals that stability was not secured with the concrete strength alone, so lining stability was

secured by steel reinforcement concrete.

Pre-Feasibitity and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK. 313

FEASIBILITY REPORT

E.9.5 Lining construction

1) Form construction

A) In a form structure, amount of concrete placed, placement length and placement speed must

be considered each time with the form structure

B) Form must be designed and produced to have good mobility, access shaft should be installed

in order to check the concrete placement conditions.

C) Form must not exceed I 5m in length for constructability and stability.

D) When removing form, measures must be taken.

E) Form must not be removed until the concrete crown strength can stand a load, and it must be

removed after concrete compressive strength is revealed to be over 3 MPa.

F) Form track must move the form stably, and be installed solidly so as to prevent settlement

when placing or moving concrete.

2) Concrete placement

A) Lining concrete placement should be performed after ground displacement is converged, and

whether or not displacement is converged must be determined by analysis of monitored data.

Placement time must be determined on the basis of displacement quantity and speed when concrete

lining is constructed ifexpansible ground displacement is not perfectly converged.

B) When placing concrete, material must be loaded equally, so segregation and voids do not

occur.

C) First division fixed concrete must be placed continually to prevent cracks due to shrinkage.

Placement speed must be maintained to prevent material segregation.

D) Concrete placement must have bilateral symmetry to prevent reduction in form pressure, and

be tamped in some method such as a vibrator.

3) Expansion joinb

A) Expansion joints must be constructed at intervals of 20-30m within 50m ofthe tunnel entry

and exit, and at intervals of 20-60m inside the tunnel. Additional expansion joints can be

constructed at the changing sections, sudden stratum change sections, steel and plain concrete

junctions and so on.

B) Sealant must be applied after spreading primer paste.

3 1 4 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 8. Tunnel L-sign

4) Quality control

A) 24 MPa is the standard concrete strength, and high-strength concrete can be used if high-

strenglh is required.

B) Average concrete lining thickness must exceed design thickness, with approved errors within

a 1Ocm or I/3 range ofthe design thickness for specific areas.

C) Concrete lining strenglh ofthe 28 days must exceed design strength. Ifnot up to standards on

first examination, a reexamination is made within a 5m range to the left and right of the exam

location. lfthose results are not up to the required strength, they must be modified, supplemented

or reconstructed.

Concrete lining quality control

ItemsManagement

check points

Management contents and

examinationExam frequency

Daily

management

Degree of

construction

precision

Location ofsteel and form

construction conditions

Each time when a form is

installed

Thickness Thickness manasementEach time when a form is

installed

Cracks, strainsCrack and strain conditions after

placementFrequently after placemenl

Regular

management

Slump value Slump valueBased on quality test

standards

compressive

strength testcompressive stength

Based on quality test

standards

Pre-Feasibility and Feasibility study ofrwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

-. . FEASIBILITY REPORT

8.10 Portal design

E.l0.l Introduction

The portal area, where rock often becomes weathered or joints develop has the thinnest

overburden of all tunnel sections and is easily affected by surface water. Load acts as eccentric

pressure depending on the geographical features. Relaxed ground may occur due to portal

excavation, therefore portal is determined after considering geographical features, ground

conditions, weather conditions, the environment, traffic, maintenance convenience, and so on,

before the tunnel poftal is designed.

. Stability: The tunnel portal must stabilize a slope losing balance because ofportal access, and

be designed safe from earth pressure, falling stones and other concerns.

. Workability: Construction must be easy as the tunnel portal is closely related to tunnel

portal area.

. Scenery: A design that relieves drivers offeelings ofpressure and resistance is preferable for a

road tunnel portal- Also, a design with a reduced concave surface is preferable as very concave

surfaces enlarge outside luminance affecting the mood ofthe lighting.

. Weather conditions: Portal must be designed to withstand or prevent meteorological disasters

such as landslides, abnormal water ingression and so on. In snowy areas, it is necessary to consider

whether the inflow and freezing ofsnow is high or low and if snow-removal is easy or difficult.

Safe and smooth traffic flow on highways should be maintained and natural damage minimized,

and the tunnel portal in particular should protect the road safely from falling rocks, avalanche and

landslide during thawing and localized torrential downpours.

J 1 0 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

E.10.2 Portal Area,s problem

" Excess cutting of the upper portion of a portalnatural damage because of a tendency to focusconstruction

Ieads to poor traffic safety and extensive

on econornical efficiency in design and

" covering a open cut tunner, reads to poor compaction ofthe backfi'ed section ofportar (loadon concrete lining, cause ofsliding during rainy season)

" The berr rnouth poftal and a backfi, side wafl portion read to weakness regarding flood rerateddisasters

" A wall type portal leads to oppression at the entryway, and is inadequate for smooth entrv.

E.10.3 Design criteria

l) Determining portal location

" It is preferabre that a portar shourd not cross a vatey waterway, center rine of road orgeographically steep surface which crosses at dght angles.

. Road alignment allowing a crossing angle exceeding 60" is preferable2) Determining portal form' Fast and slow motion in geographically steep surfaces at the upper portion ofa portal is the

main factor in design such as drainage around the porlar, possibirity of faring rocks or randsrides,and harmony with nature.

. Examine portal based on geographical conditions3) Minimize cutting area

" to compry with enviro-poritics, which have become stricter, and to secure safety on the slopesof a portar' the en*ance was standardized and designed to be formed where 3-5 m, of the upperportion ofthe portal cover is secured.

" If forming a portal within 5m of ground surface because soi.r conditions at the portar aredifficult, the design depends on the results ofspeciar examination.

=----pre_Feasibitity an rl7

-

..;: : FEASIBILITYREPORT

4) Portal types

Division Bell Mouth type Bird Beak type Arch face shape t;ipe

Side view

Front view

bird eyeview

-a

Appliedground

naturally steep surface atupper portion ofthe portal: gentle slope (under 30')small effect on the speedof running fluids in rainfalling rocks andlandslides are less seriousground surface 3-5m

naturally steep surface atupper portion oftheportal: Steep slope (over 30')large effect on the speedof running fluids in rainfalling rocks andlandslides are serious: ground surface 3-5m

naturally steep surface atupper portion ofthe mouth: Steep slope (over 30")regions where lateralearth pressure is expectedwhere bracing theretaining wall structure isbeneficial

Strong andweakpolnts

gives a sense of securityto driversbeautiful because itharmonizes with naturesmoothly.artificial banking requiredat the upper portion oftunnel.

gives a sense of securityto driversroad sweeping caused bya falling rocks andlandslides has beenneglected because theoriginal slope is steep.beautiful because itharmonizes with nature.artificial banking requiredat the upper portion ofaopen cut tunnel.

minimizes natural damageat the portal.Aftificial re-filling is lowat the upper portion ofthetunnel.It makes drivers leeloverawed while enteringthe tunnel.It is beneficial in dealingwith swept roads, fallingrocks and landslides.

Application o

3r8 Pre-Feasibil i ty and Feasibil i ty Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 8. Tunnel Design

E.11 Tunnel Excavation Facilities

'- 8.Il.l Basic Policy

t " Providing drivers in the tunnel with a sense ofstability

Safe driving by preventing accidents

. Establish an emergency evacuation plan

. Set up a safety protection plan for evacuees

E.ll,2 Tunnel Disaster Prevention Plan

n Tunnel Crade Classification

Tunnel grades for prevention facility planning are classified according to tunnel length or hazard

index taking into consideration the various risk factors of the tunnel. The criteria of the grades are

defined in the table below.

Criteria ofTunnel Disaster Prevention Grades

9.'9:I

Grade by Tunnel Length (L) Grade by Hazard Index (X)

L > 3,000m x>29

2 1,000m S L < 3,000m 19<x < 29

500m S L < 1,000m l4<x < l 9

4 L < 500m x<14

a Tunnel Ilazard Index Calculation Method

- The tunnel hazard index is calculated with potential risk factors including: total travel distance

(tunnel length x traffic volume), tunnel specifications (longitudinal slope, tunnel height, radius),

heavy vehicle ratio, legal regulations on hazardous materials transportation (heavy vehicle transit

numbers, hazardous material transport vehicle monitoring systems, hazardous material transport

vehicle guidance systems), degree of congestion (unction/branch in tunnel, intersection/signal

lamp/TG before the tunnel) and passing type (facing traffic, one-way traffic).

Pre-Feasibility and Feasibitity Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 319

.FEASIBILITY REPORT

o The methods of calculating h""ard factor indexes are as follows:

@ For hazard index-based grading for facing traffic, the hazard index shall be calculated

separately for tunnel tubes, with the higher index employed for tunnel grading.

@ The total travel distance as a product of traflic volume and tunnel length shall be based on

daily traffic volume per tube, averaged on a yearly basis as expected in the target year (20 years

after tunnel completion).

@ The elevation difference that comprises the clearance between the entrance/exit elevation

and the lowest point of the tunnel is calculated as the total sum of the product of the sectional

gradient and length ofthe tunnel.

@ The slope ofthe approaching section is calculated by the distance weighted average for the

1,000m before the tunnel.

@ The tunnel height is the distance between the road bed and the highest point of the tunnel.

@ The ratio of heavy vehicles shall be the value applied to road design.

@ For calculation oftotal travel distance, heavy vehicles refers to medium trucks, Iarge trucks,

and special trucks. The total heavy vehicle travel distance is the product of the number of daily

heavy vehicle passes per tube averaged on a yearly basis with tunnel length.

@ Monitoring and guidance systems for vehicles carrying hazardous materials are systems

which control the passage of hazardous materials or systems where a vehicle carrying hazardous

material passes under a convoy.

@ Intersection/signal lamps in tle tunnel approach are those within 1,000m ahead ofthe tunnel.

@ Onty road shoulders whose width is 2.0m or wider will be taken into consideration.

O Onty median strips whose width is l.0m or wider and secures safety equivalent to or better

than a double guardrail will be taken into consideration.

o Grade, based on the hazard index, shall be applied by shifting up or down in comparison

with grade based on length, as follows:

O Grade by hazard index can be shifted up or down one level from grade based on length.

@ Shifting up/down in paragraph O above shall be applied to tunnels longer than 500m

(grade 3 or higher by length-based grade).

@ For tunnels whose grades are evaluated to be 2nd or above on a length-basis and 3'o or below

on a hazard index basis, quantitative hazard evaluation can be conducted and grade adjusted

accordins to reevaluation results-

320 Pre-Feasibility and F€asibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Tirnnel Ilazard Evaluation Criteria

Evaluation Item Range Hazard Index

Probability of

Accident

Total Travel Distance(TrafficVolumex Length)

(Veh . km/tube. day)

8,000 or less t - f

8,000 or over -16,000 orless

2.J

16,000 or over -32,000 orless 5.0

32,000 or over -64,000 orless

7.5

64,000 or over 10.0

Tunnellharaclristics

ElevationDifference and

Slope

ElevationDifference

between Entryand Exit (m)

l0 or less 0.5

10 or more -20 or less 1 .0

20 or more -30 or less 1 .5

30 or more 2.0

Slope ofApproach (%)

3.0 or less 0.5

3.0 or more 1 .0

Tunnel Height (m)

7.5 or more t .0

5.0 or more -7.5 or less 2.0

5.0 or less 3.0

Tunnel Radius (m)1,800m or more u.)

1,800m or less t .0

IIeavyVehicles

Hazardous MaterialTransportation

Ratio of HeavyVehicles

(%)

l0 or less 0.5

l0 or more - 17.5 or less 1.0

17.5 or more -25 or less 1 .5

25 or more 2.0

Total HeavyVehicle Travel

Distance(vehicle-

.km/tube-day)

500 or less 0.5

500 or more -1,000 or less I

I,000 or more -2,500 or less 2

2.500 or more -5.000 or less 4

5,000 or more 6

MonitoringSystem

Yes 0

No I

GuidanceSystem

Yes 0

No I

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

. FEASIBILITY REPORT

Evaluation Item Range Hazard Index

Congestion

Service Level

LOS A-LOS C I

LOS D 2

LOS E-LOS F 5

Facine Traffic )

Junction/Branch

in Tunnel

No 0

Yes 2

Intersection/Sig.

lamp/TG

No 0

Yes 2

TralficTlpe

ClassificationFacilities

Shoulder Median Strip

One-way Traffico I

2

Facing Traftic

o o J

o

o K )

X 6

tr Disaster Prevention Facilities Plan by Grade

Tunnel disaster prevention facilities are classified into those on a lengh-based grade and those

on a hazard index-based grade. Their installation criteria are as follows;

O Disaster prevention facilities and a cross passage (marked with "O") specified for

installation shall be installed in accordance with the length-based grade.

@ Disaster prevention facilities which are not specified for installation shall be installed in

accordance with th e hazard index-based grade.

322 Pre-Feasibility and Feasibility Study ofTWo (2) Nos. Tunnels with Realignment of Roads in AJK.

Installation Criteria for Disaster Prevention Facilities by Grade

Tunnel Grad(Preveotion Facilities

Grade 1 Grade 2 Grade 3 Grade 4 Remark

Fire FightingFacilities

Fire Exxinguisher a a a aIndoor Hydrant a I

Sprinkler o

Alarm System

Emergency Alarm System a a oAutomatic Fire Detection System a aEm€rgency Broadcastitrg System o o o

Emergency Telephone o o occTv o o A

Vid€o Surveillalce System A A. A

Radio Rebroadcasting System o o o AA: 200m or

above Grade 4

Information Sign Board o oAccess Cotrtrol System o o

Evacuation andRefuge System

Emergency Lighting a a a ,AA: 200m or,ove Grade 4

Guide Light o o o

EvacuatlotrFacilities

Cross Passage a O aRefuge Tirnnel{r) o A

Refuge{r) o A

Emergency ParkingBry o o

Fire-FightingActivityFacilities

Smoke Ventilrtion Systcm o oAuxiliary Devices for Wireless

CommuDicationa a a at2)

Siamese Connectio|| o aEmergency Receptacle o a a

EmergencyPower Suppbt

UTS a a a a(3)

Emergetrcy GeDerator a oO Basic facilities: according to length-based grade

O Basic facilities: according to hazard index-based gradeA Recommended facilities: according to feasibility study(l) Where cross passage is not applicable(2) In a Grade 4 tunnel, in parallel with the radio rebroadcasting system(3) In a Grade 4 tunnel, install per facility when disaster prevention facilities are installed.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 323

Facility Position and Method of Installation Intervals

Fire(tinguirSystem

Manual Extinsuisher

Cn€-way tmfnc tunnel: 3 or fewer car lanes.nstall on right side wall, for tunnels with 4rr more lanes on both side walls.Facing traffic tunnel: install on both side'valls crosswise. One set of 2 extinsuishersn each box.

Within 50m

Indoor Hydrant

One-way, 3 or fewer lanes: on right sidewall.

Facing, single lane: one per side wall.One-way & 4 or more lanes, and facing 2 or

more lanes each way: on both side walls

Within 50m

Sprinkler On side wall (uniform spray over the entireroad surface)

Spray area: 25m min.,3 areas at the same

time

AlarmSystem

Emergency Alarm System On manual fire extinguisher or indoorhydrant box Within 50m

Fire Detection System At optimal performance positionRequired detection

range by ventilationmethod

Emergency BroadcastingSystem

On the tunnel wall and refuge (refuge tunnel,emergency parking lot) Within 50m

Emergency Telephone

At the entrance and exit, on the tunnel walland refuge (refuge tunnel, emergency

parking lot)Wirhin 50m

CCTV On the tunnel wall (to enable monitoring ofentire refuge and tunnel length)

In tunnel: at 200 *

400m intervalsOut of tunnel; within

500mVideo Suweillance System Entire tunnel length must be monitored At l00m

Radio RebroadcastingSystem Entire tumel length must be covered

InformationSign Board

Entrance Within 500m ofthe entrance

AccessControl

Within 500m ofthe entrance

LaneControlSignal At 400 - 500m

, .r FEASIBILITY REPORT

o The positions and intervals for the tunnel disaster prevention facilities shall be as follows:

Positions and intervals for the tunnel disaster prevention facilities

- l

324 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

Chapter 8. Tunnel Design

Facility Position and Method of Installation Intervals

andRefugeSystem

Emergency Lighting In addition to nishttime switch circuit

Guide LampA Near refuge

B On the evacuation facility wall Approx.50m

Evacuation ancRefuge System

vacuationPassage

Twin tunnels (install fire door) 250 -

300m

vAcuation

In principle, parallel with main tunnel.RefugeTunnel

Refuge Install in a safe space secured on wall otbottom of main tunnel

250 -

300m

Lane shoulder, both walls for facinglanes

Within 750mParkingBav

FireFightingFacilities

Smoke Ventilation System In addition to ventilation system

Aux. Device for RadioCommunications

In addition to radio rebroadcastinssystem

Siamese ConnectionInlet : tunnel entrance/exit

Discharge outlet: in addition to indoorhydrant

Within 50m

Emergency Receptacles On indoor hydrant box Within 50m

Power

UPS By facitity By facllity

Emergency Generator ln a separate room

E.11.3 Plan for Major Disaster Prevention Facilities

ClassificationBararkot to Lohar Gali

Road Chella Bandi to Patika Road

Tunnel Name Muzaffarabad Tunnel Chella Bandi Tunnel Patika Tunnel

Ventilation SystemJet fan

Longitudinal ventilation(Forced Ventilation)

Jet fanLongitudinal ventilation

(Forced Ventilation)Natural Ventilation

EmergencyParkinq Bay

Interval :750m Interval:750m Ni l

Emergency Shelter Interval:250m Interval:250m Interval:250m

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignmert ofRoads in AJK.

, -.

FEASIBILITYREPORT

8.12 Ventilation Plan

8.I2.1 Outline

Road tunnel ventilation methods can be broadly classified into dilution and ventilation. The

dilution method maintains tunnel air within allowable criteria by introducing fresh outside air to

dilute pollutants inside the tunnel, by estimating the required air change volume. The ventilation

method replaces polluted air in the tunnel with fresh outside air, using air flow driven by pressure

differences.

To calculate required fresh air volume, the pollutant generation rate must be estimated precisely.

Regulation of pollutant emissions varies by nation. In this project, the appropriate ventilation

system, disaster prevention system, and smoke ventilation system were planned to maintain the

tunnel environment within allowable criteria and secure the safety of passengers in case of tunnel

disasters such as a fire accident.

Major Tasks Activities

One-wav traffic tunnel. tunnel lensth

Survey & analysis oflong tunnel ventilationsystems.

Secure safety and allowable level ofpollutionin tunnel.

Secure reliability for normal ventilationEstimate pollutant generation in tunnel. Secure I performance.

safety and pleasant environment I Economic efliciency in construction and

Reentry ofpollutants through the portalInstall emergency evacuation tunnel-

Simulate & analyze the impact of pollutantreentry.

fl

326 Pre-Feasibility and Feasibility Study of Two (2) Nos. Tunnels with Realignment of Roads in AJK.

8.12.2 Design Procedures

For design ofthe tunnel ventilation system on the basls of estimated traffic volume and vehicle

emissions, similar systems in road tunnels worldwide were surveyed and their design criteria

analyzed to develop the design standards for this project.

Flow Chart

Review' Tunnel specifications

' Traffic volume analysis, Weather characteristics

Estimate Fresh Air Volume' Calculate applicable factors

. Calculate fresh air volume by travel speed' Calculate pressure increase by travel speed

Determine fresh air volume

Determine Ventilation Method. Estimate natural ventilation capacity

. Compare & analyze ventilation methods. Selecl ootimal ventilation method

Final Ventilation System Determination

Determine Ventilation System Design Standards' Determine design methodology' Allowable pollutant emissions

' Standard vehicle emissions. Air properties and vehicle speed applied to

ventilation. Emissions and estimated allowable emissions

to ventilation

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

FEASIBILITY REPORT

E.12.3 Ventilation System Classifications

Road tunnel ventilation systems are designed taking into consideration tunnel length, location,

climate, environment, disaster, accident prevention and rescue activities, etc. In this project, the

tunnel system was determined considering economic efficiency in addition to the above factors,

thorough survey and analyses.

Road TunnelVentilationSystems

NaturalVentilation

MechanicalVentilation

Longitudinalflow

Semi-traverse

Ventilation

TraverseVentilation

Others,combination

type

Jet Fan Type

Electric Precipitation

Ventilation through shaft

Electric Precipitation + Shaft

Semi-traverse Ventilation withfeed air

Semitraverse Ventilation withexhaust

NaturalYentilation

' Ifrequired fresh air can be supplied by the 'piston effect' ofvehiclespassing through tunnel.

'Generally, applicable to tunnels whose length is 1,000m or less.

MechanicalVentilation

' For long tunnels where natural ventilation is not sufficient.' Many types of systems can be considered according to road conditions,topography, area, traffic direction and volume, ease ofaccident preventionand rescue activity, and economic efficiency.

s28 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment of Roads in AJK.

Chapter 8. Tunnel ! r-:ign

E.12.4 Comparison of Available Ventilation Systems

Methodology Schematic Diagram Features Selection

LongitudinalFlow Type

Jet Fan

Low initial inYestmentEasy installation and expansionEasy response to traffic volumeSmall€r tunnel cross sectionEfncient utilization of ventilationby traffic

o

Elec.Precipitator

Suitable when a large system isrequired due to high ratio ofheavy, diesel vehiclesEfficient utilizatioo of ventilationby trafficSuitable for downtown tunnelswhere outside environment mustbe consideredHigh initial investrnent due tounderground precipitation pit andDreciDitator svstem

Shaft

Efficient utilizarion of ventilationby trafficNot restriqted by tunnel lengthLandscape danage from shaftHigh initial investment inunderground ventilation room,shaft and laree blower

Semi-Traverse

Flow Type

Air SupplyType

Less impact from llatural windDucts require wider tunnel crosssectlonUniform distribution ofconcentration across lanesLarge, s€parate ventilation roomrequiredDelay in reverse rotation ofaxialfan under fire

AirExhaust

Type

Irtegular concentrationdistribution across lanes,lower efficiencyEnvironment at the mouths isgood, but poor at exhaust towerLarge, separate ventilation roomrequired

Traverse Flow Type

Uniform distribution ofconcentration across lanesHigh installation and operatingcost due to ducts and largeventilation equipmentSimple response to fireEmissions conceofiated atexhaust air tower

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

] FEASIBILITY REPORT

8.12.5 Ventilation System Application

In the long Muzaffarabad and Chella Bandi Tunnels, the Jet Fan Longitudinal Ventilation

system is employed for easy exhaustion and ventilation ofpollutants and smoke in emergencies. In

the short Patika Tunnel, the Natural Ventilation System is employed

O Ventilation

DivisionBararkot to Lohar Gali

RoadChella Bandi to Patika Road

Tirnnel Name Muzaffarabad Tlnnel Chella Bandi Tirnnel Patika Tunnel

Ventilation Svstem

Jet fan

Longitudinal ventilation

(Forced Ventilation)

Jet fan

l,ongitudinal ventilation

(Forced Ventilation)

Natural Ventilation

CG&

Pictures

Features

r Smoke can only bedischarged from onnel exit.

o Most economicalt Easy to instal lation. No applicable at morethan lOm./s of wind speedinside of tunnel

. Ventilation through re-supply ofexhausted andcontaminated air

t Environmentallybeneficial

o Not applicable ro co.Noxo High cost to equip.

o Fresh air is injected totunnel by the blower fan,and exhausted air isdischarged to outside

. Best ventilationefficiency

. ExpensiYe constructioncost for vertical shaft

Less than 6km oftunnelr Selection of suitable method is required based on PIARC criteriar Considering the cost-effectiveness, tunnel lenglh and traffic volume, Jet Fan is

recommended

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK-

Chapter 9.Bridge Design

Chapter 9. Bridge Design

9.1 Design Concept

. Easy access to village through improvingexisting road alignmenl

. Bridge conlorming to regional

detailed analysis. Preventron of serious damages

through seismic design

Safe Bridge

Dlanned bridges

Beautitul Bridge. Bddge type selection harmonizing

with sunounding landscape. Consideration of symbol and

for conslruclion. Selection ol bridge material easily

available at local area aEconomic Bridge

' Considering the accessibility oferection equipment and tansportation

problems of steel, Concrete is tumed out to be appropriate material for bddges.

' Two erection methods are adopted according to site condition.

One is cast-in-place method applicable to the site having restrictions for

carrying precast members. The other is crane erection method for the site

where the manufacturing shop can be easily built.

'The footing part of abutnent is designed in consideration ofbedrock slope, in

order to minimize the cutting of slope.

' Along the project road, 4 bridges are located from Chellabandi to Patika i.e.

Chellabandi bridge, Dunkakas bridge, Kahori bridge, and Challpani bridge.

These bridges were constructed in the reconstruction program (EEAP).

Therefore, a new bridge approaching the planned Challpani turnel is required

irrespective of reconstructed Challpani bridge.

Location Bridge No Bridge Type Length

Chellpani BR. I PSC Beam Bridge 5@30.00m:150.00m

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 331

FEASIBILITY REPORT

9.2 Bridge Design Process

. Surrounding lopography,

geological teature, environrnent. Road/traffic situation, land usage. Road cross-sectron and obstacle

Review on related master plan

. Expansion plan for new road

. Land usage plan for nearby location

. Various development plan

oata collection,field study

. Geological investigalion

. Obstacle survey

. Traftic, weather evaluation

Selection of optirnalbridge type

Construction circumstance evaluation

. Natural condition: topography,geological feature, etc

. Social condilion: civil petition,

environment conservation, land usage. Possibility of malerial storage al field. Needs for construclion road and bypass. Conskuction condition

. Durabil ity

. Economic leasibility

. Functionality

. Construciron feasibility

. Aeslhetics

. Mainlenance

. l\4aterial and type' Consideration on span length. Cross-section. Conskuchon method. Substructure and foundalion. Conslruclion cost and duration

332 Pre-Feasibility and Feasibi,ity Study ofTwo (2) Nos. TuDnels with Realignment ofRoads in AJK.

Chapter 9.Bridge Design

Existing and New Bridge Location Map

. Chella Bandi - Patika Road

9.3 Bridge Location

Location Map

II

I

I

I

I

I

I

I

I

I

Pre-Feasibility and Fcasibility Study ofTwo (2) Nos Tunnels with Realignment ofRoads inAJK 333

.FEASIBILITY REPORT

9.4 Design Criteria

9.4.1 Clearance of Bridge

'Road : 4.5m or more (if possible 4.7m or more)

.River : Clearance guarante€ on flooding

estimation

'Railroad : 7.01m or more

Typbaf Cnss Sectionof Bri[e

9.4.2 Usage Standard for Materials

lConcrete

'Standards ofcement concrete to be used for the

.Standard Specifications for Highway Bridges (AASHTO)

Clearance ofBridge Flooding estimation Clearance of Bridge

(m/s) (m)

200 or less 0.6 or more

200 - 500 0.8 or more

500 - 2,000

2,000 - s,000

5,000 - 10,000

| 0,000 or more

.Clearance : Height

bearing

I .0 or more

1.2 or more

1.5 or more

2.0 or more

between of H.W.L and

i

. lI

I

project are as shown in table.

P.C

Class 'A' 'SuDerstructure- Rahmen

Class 'B'

Class 'C'

Class'D'

40

50

24

2 l

l 5

.Substructure, Caisson, Sidewalk, Railing,

Footing, Approach slab, Culvert'Gravity walls, Mass concrete'Leveling, Fill, Lean concrete

I Reinforcing Bar

'Reinforcing bars will conform to AASHTO M3l (ASTM A 615) Grade 60. trz=3ggttu Ourt

will be used for the structure like abutment partially. It is permissible to use ry:500MPa bars. If

ductility or welding is required, bars will conform to ASTM A706M. The mechanical couplers

conforming to Article 5.5.3.4 of AASHTO LRFD Bridge Design Specifications will be used and

develop at least 125Vo ofthe specified yield strength ofthe bar.

Concrete

Strength (MPa)

Aggregates

Max. Size (mm)

Pre.Feasibility and Feasibility study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 9.Bridge Design

9.4.3 Design loads and load combinations

D Dead Load (DC,DW,EW)

The unit weight of material as used for design load purposes shall be as follows.

Material Unit Weight Msterial Unit Weight

Reinforced and pre-stressed

concrete (DC)24.5kN/m3 Asphalt paving (DW) 22.5kN/m3

Plain concrete (DC) 23.5kN/ml Structural steel (DC) 77.0kN/m3

E Vehicular Live Load (LL)

Vehicular live loading on the roadways of bridges or incidental structures, designated HL-93,

shall consist ofa combination ofthe: Desisn truck or lane load

aoomm Gcmrrlffi;iiilffie;ffl

Figure.l Characteristics of the Design Truck

E Earth Load (H : EV EH, ES,DD)

Earth pressure, earth surcharge and downdrag loads shall be considered in accordance with

AASHTO LRFD Bridge Design Specifications.

E wind Loads

The design base wind velocity is l0 minute average wind speed which is determined reasonably

considering wind speed historical of the project area, topography and environment around the

structure, height ofbridge superstructure and etc

E Earthquake Loads

Earthquake loads are given by the product of the elastic seismic response coefficient Csm and

the equivalent weight of the superstructure. The equivalent weight is a function of the actual

weight and bridge configuration and is automatically included in both the single-mode and

multimode methods

O-lgn La|t lam mm

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 335

. . FEASIBILITY REPOR]

tr Load Combinations and Load Factors

LOADCOMBINATION

IIMIT STATE

DC

DI)

Dll

EII

EV

ES

EL

LL

IM

CE

BR

PL

LS

WA WSWL FR

TU

CR

SH

TG SE EQ

STRENGTH

LIMIT STATESTRENGTH- I fp l - t ) I .00 1.00

0.50

t.20

1.00

EXTREME EVENT

LIMIT STATE

EXTREME

EVENT- IfP feq r .00 1.00 1.00

SERVICE

LIMIT STATESERVICE- I 1.001.001.000.30l .00 r.00

1.00

t.20

1.00

0.50

0_50

STRENGTH- I -Basic load combination relating to the normalvehicular use of the bridge without wind

EXTREME EVENT- I -Load combination including earthquake

SERVICE- I - Load combination relating to the normal operational use of the bridge with a 90km,&r

wind and all loads taken at their nominal values.

9.4.4 Design Method

'Structures are designed either with respect to service loads and allowable stresses as ptovided in

Allowable Stress Design Method, or with respect to load factors and strengths as provided in

Strength Design Method.

Allowable Stress Design Method

(Service Load Design)

'Superstructures (steel and prcstressed concrete

girder) preferably are designed with allowable stess

design method.

Strength Design Method

(Load Factor Design)

concrete shuclwes (slab, pier,

retaining wall, box culve4 etc.)

are designed with shength design

'Referenced

abutrnent,

preferably

medrod.

336 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 9.Bridge Design

9.5 Bridge Design

9.5.1 Type of applicable bridge

Bridge

Rahmen

Bridge

RC Slab

Bridge

z -Rahmen

Bddge

. Availability of staging installaion

' Less than l0 m ofheight

' Low possibility ofdiferential

settlement

' Enn'ance and ground road passing

' Availability of *aging in*allation

' Less than l0m ofbridge heiglrt

' Disadvantage ofmaintenance due

to insalling bearing supports and

expansion joints

' location required scenic beauty

' Availability of suging ins'tallarion

' Superiority ofapplicaion in the

deep valley

' Rigid connection between

abutnent and diasonal member.

5-20m

l5-30m

PSC Beam

Bridge

' No availability of staging

installation

' River and valley with high

clearance

' Good construcfability due to

precast method

zf-J)m

' If btidge construction in valley is planned, the proper type of bridge should be determined through

analysis on span, construction condition, method, foundation, etc.

' Steel bridge is excluded, and concrete bridge is selected due to construction condition and material.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Reatignment of Roads in AJK.

FEASIBILITY REPORT

9.5.2 Chella Bandi - Patika Road

I Bridge Location Map

I Plan of bridge

'There is a bridge between Chella Bandi and Patica Road

' Topography where abutrnents and piers ar€ consfucted has a steep slope, and the water fiom the top of

the mountain flows into a river during rainy season. Therefore the location ofpiers must be avoided the

central of river.

'A concrete bridge is planed beceuse the steel bridge causes the decline ofconstructability due to

manufacturg transportation, and the entrance oferection equipment and bent.

I Circumferential bridges

' Chellpani Bridge, r -Rahmen, is nearby deep valley below

planed bridge.

' Chellpani Bridge is completely damaged by 2005

Muzaffarabad earthquakes, Pier concrete is exfoliated and

reinforcing bars yielded

338 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 9.Bridge Design

I Comparison of bridges (BR. | )

Itom Altemative I Alternative 2

Type PSC Beam Bridge PSC BOX Bridee

Plan

-"**' "" .,:': sp

_-d_ffi

Span 5@30.0=150 .0 3@50.0=1s0.0

Method of

constructionInstallation by crane FSM (Full Staging Method)

Profile

"f"r,l1F

Features

. Consfucting a linear bridge due to the

curvatwe radius of 1,300m

' rapid construction

.Excellent Stability for constuction

'Lowcostofconsfi ction

' Possibility for construction regardless of

pier's height

' Excellent constructability for the linear

and curved bridge

' High cost ofconstruction in case that

the height of pier is over 20m.

- Not applicable to the site where the

settine of formwork is difficult.

application o

Result

PSC Beam Bridge is selected because of the excellent stability, the short

duration, the low cost, and the minimum erection equipment when a height of

oier is over 20m.

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 10. Economic Analvsis

Chapter 10. Economic Analysis

10.1 Overview of Economic Analysis

The benefits ofthis project can be assessed by economic analysis. The result of analysis should

show that the benefit ofthe project is greater than its costs, ifit should be beneficial.

The standard procedures for the economic analysis are aprplied in the course of the feasibility

study. The basic unit for benefits calculation can be obtained by all available data in Pakistan and

the estimations from insufficient data is required to execute the analysis.

The period for economic analysis is set to 30 years after opening. The social discount rate is

assumed 9.7% as of2009.

l0.l.l Economic Analysis Procedure

o Economic analysis is appropriate for waluating public investnent projects because rhis can

lead to objective evaluation ofthe project with various altematives.

' Construction cost' Maintenance cost

' Reduced travel time' Reduced vehicle operation cost' Reduced traffic accident cost. Reduced environmental cost

Cunent value ofcosts & benefits

. Benefit-Cost Ratio(B/C)

. Net Present Value(NPV)' Internal Rate of Return(lRR)

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 341

FEASIBILITY REPORT

10.1.2 Economic Analysis Metlods

Economic Analysis rnay be assessed in terrns of Benefit-Cost Ratio@/C), Net Present

Valu{NPV), or Internal Rate of Retum(IRR).

The Benefit4ost Ratio(B/C) is the ratio of total discounted benefit and total discomted cost

and if the ratio is greater than 1, the project is considered to be economical-

The Net Present Valu{NPV) is defined as the diflerence between the total discounted benefit

and the total discounted cost. If the value is greater than 0, the project is corsidered to be

economical.

The Intemal Rate of Retum(IRR) is the discount rate that makes the net present value to be 0,

i.e., the total discomted cost equals the total discounted benefit.

The BenefirCost Ratio(B/C) could be varied depending upon what is regarded as benefit or cost

but it is generally regarded as the standard criterion ofinvestnent.

The Net Present Value(NPV) is not appropriate for comparing the profitability of various

projects because it increases according to the size of the project, while the lntemal Rate of

Retum(IRR) is not affected by the size of the project. IRR is still inappropriate for evaluation ofthe

project v/ith externely large or small profitability.

Summary of Economic Analysis

Section Evaluation Index Criteria

Benefit-Cost Ratio(Bic)

iB,, iC,, t L / 4,=o (I+r) ,=n u.|/.1

Benefit-Cost RatioB / C > I

Net Present Value(NP\)

$8,- fC,t4 \ r+r ) "o p+r)

Net Present ValueN P V > O

Intemal Rate of Retum(IRR)

$8,=*C,,*- (l+1RR)' -.- (l+1RR)'

Intemal Rate of RenrrnIRR ) Social Discor:nt Rate(r)

Note : 8/ : Benefit of'?'year, Cl: Cost of "f'year, / : Social discount ralq , : Project Life qcb

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

I

Chapter 10. Economic Analvs;.s

10.2 Costs Evaluation

10.2.1 Concept of Costs

o The costs in benefit-cost analysis can be divided into the cost of conshuction before the

opening, and cost for the land acquisition, the auriliary facilities, and the maintenance in

serwice.

Types of Costs Evaluation

Iems Details

ConstructiotrCosts

. Construction cost : building and project cost required for constructing

roads

. Land acquisition cost : expense paid for purchasing land property for

road cotrstruction

o Cornpensation cost : the cost for the damage occurred in road

constr:uotion stage, which include general construction compensation

cost and comoensation for business losses

o Auxiliary cost : fees for suwey, design, and supervision

MaintenanceCosts

. Expense required to preserve or maintain the road structure and traffic

function after opening to public

10.2.2 Costs Evaluation Details

E Evaluation of Construction Costs

r Economic feasibility is to be analyzed in terms ofb€nefit and cost. The constuction cost is

armually applied for 3 years. The land acquisition cost is applied for the first 2 ye€.rs of the

constmction period-

. Land acquisition cost is included in construction costs ofthis project-

The Analysis of Costs in Road Construction Proj€ct

Costs Yeor I Year 2 Year 3 Total

Construction Costs 25o/o 45o/o 30% too%

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 343

...' _ FEASIBILITY REPORT

E Location Map showing each Alernatives of Chetla Bandi-Patika

E Consffuctions Costs of Chella Bandi-Patika

. Construction costs in economic analysis of Chella Bandi-Patika are below.

Constructions Costs for each Alternatives of Chella Bandi-Patika

o The following zurnrnarizes annual construction cost based on altemative and yearly input ratio.

Construction Costs for Yearly Input Ratio of Chella Bandi-Patika

Section Alternfive 1 Alternative 2 Alt€rnsti!'E 3

Route Length L--l3.3km L=13.0km L:13.3km

Majorworks

Tunncl Ll:3-7lcn, L2=0.6km Lld.2km, L2:0-6km L1:l.8km, L2=0.5km

Bridge lplaceVl5Om I places,/l 50m lplaces/150m

Estimat€d Construction Cost 5.063 Million Pak.Rs. t,006 Miltion Pak.Rs- 3,026 Million Pak.Rs.

( Unit : Million Pak,Rs. )

Year Alternative I AftEmaaiv€ 2 Altemrlive 3

20r4 I , l0 l 1,'741 656

2015 1,982 3,134 1,165

2016 1 a)' , 2,o90 792

Total 4,405 6,965 2,633

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

E Evaluation of Maintenance Costs

Maintenance costs can be defined as the costs used by maintenance, managemen! and

repair after opening roads for pleasant driving.

In this project, maintenance costs were considered including items such as road

managernent, administrative labor cost, pavement re,pair, structure examination cost,

stucture repair, slope repair, maintenance cost caused by a disaster and damagg safety

facilities maintenance, snow rernoval and road cleaning cost.

In this project, since there is no reference for maintenance costs, Kofean maintenance

application method is used with correction for AJK region

According to Korean maintenance applicatione maintenance costs in goreral road reaches

20-30% to that of highway

Annual maintenance cosb per hr on this proj ect are shown below.

Annual Maintenance Costs on This Project( Unit : Millior Pak.Rs./km )

Year Mairtenrnce Costs Year Maintenance Costs

I 7 .44 l 6 57.84

2 8.88 l'1 62.48

3 10.48 t 8 66.88

4 12.40 l9 7 t . t3

5 14.56 20 74.97

6 t7 .04 2 l 78.51

7 19.92 22 81.77

8 23.M 84.65

9 26.56 24 87.21

l0 30.40 ?5 89.45

l t 34.56 26 91.45

t2 38.96 27 93 .13

l3 43.60 28 94.57

I 4 48.32 29 95.77

l5 53.04 30 96.81

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

,.,:J FEASIBILITYREPORT

10.3 Benefits Evaluation

10.3.1 Benefits Evaluation Details

E Benefit Items

The bsnefits caused by road facilities inveshnent project can be divided into direct benefits

and indirect benefits. Direct benefits can be subdivided into user benefits and nonuser

benefits, and user benefits include factors such as economy, time and psychology. The

b€nefib of reduced tavel time and vehicle operation cost are important factors since it can

be numerically measured.

It is desirable to analpe both direct and indirect benefits, however, only direct benefits are

presented in this project.

When calculating user benefit, it should include not only people using project section but

also users using all the road, and the road users mean car driver and passenger. At this time,

the sum of benefits is surplus part, this shows the difference between cost that users pay

willingly and cost that user pay actually.

Benefit of reduced travel time is calculated by multiplying the reduced travel time by the

value of travel time. Travel time value is calculated by estimating the value of product or

service that is gained from investing vehicle fiavel time in production activity-

Benefit of reduced vehicle operation cost is calculated by considering fuel, engine oil and

depreciation cost to reflect changes ofroad condition due to the construction ofroad.

Also, the costs for travel time and vehicle operation are used with the correction of inflation

rate based on FBS(Federal Bureau of Statistics).

Section Details

Direct benefits

Reduced travel time

Reduced vehicle operation cost

Reduced traffrc accident cost

Reduced environmental cost

Indirect benefits

Local developmant effect

Expansion of market area

Imorovement of local indusW structure

346 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 10. Economic Anz,iy':s

Period Inflation Rate (%)

1980 .- 1990 7.8

1990 - 2000 9.7

200r - 2010 8.4Bureau

Trends in Inflation

FBS(Federal of Shtistics)

E Benefit of Reduced Travel Time

The value oftravel time can be defined as the conversion ofpsychological damage during

taveling into money and it is a physical cost that a person is willing to pay in onder to

shorten or minimize travel time.

VOTS =VOT,-VOTd

wherc, VOTS : Benefit from total reduced tavel time in a year

ZO{, : Costs of total travel tine without project

,/O4 : Costs of toal ravel time with project

vor = (ZI(r H x p^ x e )) x 365

Z, : Travel time by vehicle in link /

P* : Value of time by vehicle

p, : Travel volume by vehicle in link /

* :Vehicletype(l : Passengercar,2: Bus,3: Truck)

r In this project, the value oftavel time per vehicle provided by rJICA Study Team.1 is used

with the conection for the inflation rat{8.4%) based on FBS.

Noie : The values are combined from that ofminibus and larce bus into "Bus"Sourc€ : JICA SMy Team

Value of Time by Vehicle Type

Seclion Passenger carBus

Work(driver) Work Non-work

Proportion of trip purpose(%) 100.0 20.0 80.0

Number of passengers(person) 1 1 5 . 6

Value of time by vehicle(Pak.Rs.ih) 143 314

Pre-Feasibility and Feasibility Study of Two (2) Nos. Tunnels with Realignment ofRoads in AJK.

,',i... FF.ASIBILITY REPORT

E Benefit of Reduced Vehicle Operation Cost

r Vehicle Operation Cost can be taken in a broad serse that not only includes direct expenses

such as fixed costs, variable costs, but also extemal costs such as time, traffc accident

environrnent for the simplicity. Only direct expenses are considered for the calculation of

Vehicle Operation Cost.

VOCS =VOC"-VOCd

where, VOCS : Benefit from redrced total vehicle operation cost in a year

VOC ,: Total vehicle operation cost in a year without project

VOC o : Total vdticle operation cost in a year with project

voc =1lfP*xvTrx365)

Do, : Vehicle distance ' kn of link /

/70 : Vehicle operation cost by vehicle depending on speed

po, : Travel volurne by vehicle in link /

i : Vehicle type (1 : Passenger car, 2 : Bus, 3 : Truck)

o In this project, the value oftravel time per vehicle providod by rICA Shrdy Tearq is us€d

with the conection for the inflation ratd8.4%) based on FBS.

Average Vehicle Price and Tire Cost

( Unit : PakRs. )

Vehicle TlTeFinancial Hce Economic Price

Yehicle Tire Vehicle Tire

1. Motorcycle 76,228 531 52,47 6 317

2. Ca(< 1000cc) 604,t72 2,013 415,916 1,430

3. Car(> l000cc) |,249,290 3,071 860,019 2,182

4. Wagon 2,253,690 |,399,807 ) \ 4 1

5. MiniBus 3,179,632 s,636 2,396,245 4,004

6. Bus 4,43t,713 9,788 3,317 ,501 6,953

7. Truck(2-Axle) 3,631,500 13,500 2,308,948 9,589

8. Truck(3-Axle) 4,543,088 r4,68 t 2,889,404 r0429

9. Truck(Articulated) 4,165,425 15,863 2,648,423 tl,267

Source: Capital Motorq Azeern Motor\ Hini-Pah Universal Autocq Geneial Tyr€s, Islamabad.

348 he-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chapter 10. Economic AraiTsis

( Unit : Pak.Rs.fliter )

Section tr'lnancial Economic

Petrol(Casoline Super) 76.10 5r.02

Diesel(HSD) 50.30 37.7r

Lubricant Oil

for Petrol Vehicle

for Diesel Vehicle

252.59

260.96

t94.49

200.93

Source: Shell Pvt PSO Pefol Pumo. Caltex

Fuel Cost

Pvl, PSO Pefol Pump, Caltex PetDl Pump

o For the newly established sectioru in this project, the value of

lor the rest ofsection, the value "Very Bad" is applied.

Vehicle Operatiotr Cost(Economic) by Vehicle Type and Road Condition

30.00

25_00

20.00

i rs.oool

10.00

5.00

0.00

L0 20 30 40 s0 50 70 80 90 100

Vehiclespe€d (kt hour)

l 0

20

30

40

50

60

70

80

90

100

1558

tz.fi

r0,89

r0.06

9.80

LX

1050

ll39

12.62

23.t|

15.32

12.24

10.61

9.76

9.45

9.60

10.13

r0.96

t2-19

25.'14

17.'18

14.65

r3.05

12.31

t2.33

1 2 . 8 1

13.80

t5.26

11. t2

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

-' .,. - FEASIBILITY REPORT

Source : JICA Study Team

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJIL

E Benefit of Reduced Traflic Accident Cost

Traffic accidents can be divided into various ways according to road tlpe, shape ofroad etc.

Mostly, these are caused by diverse factors, however, it is possible to reduce the accident

rate by improving road alignment, constucting high quality road and so on

Since there are lacks of data regarding accident costs in Pakistan, the benefit of reduced

tr-dffic accident has been calculated by applying the value presented by rKorean Traffic

Facility Investnent Ass€ssment Guide, 20073with the correction of inflation rate 8-4o/o

based on FBS.

VICS =WC,-VICa

*1er., ZICS ; Benefit from total reduced traffic accident cost

214 , Co.t oftotul taflic accident without project

ZIQ : Cost oftotal traffic accident with project

3 2

vIC:(ZZ(A,xP"xvl^)

"" : The number of raftc injury per I O0million.kn by road t}pe and accident tlpo

D' " : Cost of the traffrc accidant by traffic accident type

' "" : The number ofyearly vehicle per 100 million.lan by road type

,: Road type(l : Highway,2 :National roadway,3 : Local madway)

" : Traffic accident type(l : Death 2 : Iqiury)

Traffic Accident Cost

SectionThe number of

haffic accident per km

The number of deathsby car accident per

llX) million.lot

The number of Iniuriesby car accident per

100 million,km

Highway 1 . 1 l . l 27 .8

National roadway 3 . I 3.7 r40.2Local roadway 0.7 2.8 75.3

Death 45.463.779 Pak.Rs.

Injury 3,773,002 Pak.Rs.Note : I PakRs. = 19.98 KRW(2004.12 Exchange rate)Sourcc : Korean Tmffic Facility Investrnert Assessrnent Cuide, 2007, Minishy ofLTM

Pre-Feasibiliry and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

i,..r ',i r FEASIBILITYREPORT

E Benefit of Reduced Environmental Cost

Benefit of reduced environmental cost can be occurred due to the difference of taftic

volume on each link between before and after constructing new road. Environmental cost

include diverse factors such as air pollutioq water pollutiorq noise, ecology destruction.

Howwer, in this report, only air pollution is dealt.

Since there is lack of data regarding environmenal cost in Pakistaq the benefit of reduced

environmental cost has been calculated by applying ttre value presented by rKorean Traffic

Facility Invesftient Assessment Guide, 20071 with the correction of inllation 1?lte 8.4%o

based on FBS,

Benefit of reduced air pollution was calculated by applying cost of air pollution which is

based on rKorean Traffrc Facility Investment Assessment Guide, 2007s.

VOPCS =VOPC,-VOPCI

where, VOPCS : Benefit from total reduced environmental cost

ZOPC, : Total environmental cost without project

VOPC, : Total envtronmental cost with project

voPC =(Lltr.toxvTox365lI k= l

D,* : The number ofvehicle per km by link and vehicle type

Zf : Environmental cost per km by vehicle type and speed

r : Vehicle type (l : Passenger car, 2 : Bus, 3 : Truck)

Environmental(Air Pollution) Cost by Vehicle Type and Speed

( Unit : Pak.Rs./km )

Vehicle type 101fln/h l0lrrn/h dOlrm/h I lllrrn/h Olllrn/h 100km/htolgll/[ /ulqrvtr

Passenger car 6.91 3.52 2.43 1 . 8 8 l . ) ) | .34 1 . t 7 1.0s 0.95 0.88

Bus 20.87 14.96 t2.30 10.72 9.67 3.7 t 3.58 a 6 ) 3.94 4.64

Truck 31.29 22.65 18.79 16.46 t4.84 13.64 12.76 12 . t4 t1.75 I 1 . 5 4

Note: I PakRs.:19.98 rate)Sourc. : Korean Traffic Facility Inv6tn€nt Ass€ssment Guide, 200?, Minislry ofLTM

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

E Result of Benefit for Chella Bandi-Patika

r The following summarizes the result of benefit of Chella Bandi-Patika by altemative.

Result of Benefit for Each Alternatives of Chella Bandi-Patika( Unit : Millior Pak.Rs. )

Section Altemrtive I Alternative 2 Altemative 3

l. Reduced travel time 12,558.0 14,416.1 7,801.5

2- Reduced vehicle oDeration cost < 4 7 < A 7,451.7 4,220.8

3. Reduced traffrc accident cost 237 .7 317.8 449.6

4. Reduced environmental cost 3,792.8 4,959.E

Total 22,263.9 27,t45.4 15,791.1

10.4 Economic Analysis

10.4.1 Results of Economic Analvsis

D Economic Analysis Results of Chella Bandi-Patika

r Economic analysis results show that altemative l, 3 are economically feasiblg since the

B/C ratio ofalternative 1 and altemative 3 are satisfactorv as more rhan 1.0.

Summary of Economic Analysis Results of Chella Bandi-Patika( Unit : Million Pak.Rs. )

SectionEconomic Analysis Results

Altemative 1 Alternrtiv€ 2 Alternative 3

RoutePlan

Route length L=l3.3km L=l3.0km L:13.3km

Construction cost 4405.0 6965.0 2573.0

Costs&

Benefit

Total discounted costs 3,731.2 5,911.0 2,t76.9

Total discounted benefits L <O1 1 5,813.9 3,186.3

Benefit-Cost Ratio(B/c) t . 23 0.98 t.46

AnalysisResults

Net Present Value(NP9 866.5 -97.1 1,009.5

Intemal Rate of RetumORR)

11.77o/o 9.54 13.55%

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK. 353

, : FEASIBILITY REPORT

10.4.2 Results of Costs and Benelits by Year

E Costs and Benefits Results of Chella Bandi-Patika by Yearo The following shows the arurual costs and benefits for the Chella Bandi-Patika Route by a

process ofcost and benefit calculation

Annual Costs and Benefits Results(Altertrative l)( Utrit : Miuion Pak.Rs. )

S€dim cd Bgrft Wi&&c0.ntrdepJ"/ol

Piojed]rar

Coo*uUimoo6a

Nlsiturrecd Tdl Reduc.d

twdltn

Reducadd|He

arrdqlcd

Rnnrc.dMc

acd.dcd

Rrdrxderrtfre|tr rnd

Cd

Tdl c6 Brnefs

20t4 I , 1 0 1 . 0 0.0 l , l 0 l . 0 0.0 0.0 0.0 0.0 0.0 I,003.6 0.02015 1,9E2.0 0.0 1,982.0 0.0 0.0 0.0 0.0 0.0 |,647.0 0.02016 1,322.0 0.0 1,322.0 0.0 0.0 0.0 0.0 0.0 I ,00t .4 0.02017 0.0 2.5 2.5 260.7 l l l I 1 . 4 77.6 450.E t . 7 3 l 1 . 32018 0.0 3 . 0 3.0 272.7 116.6 I . 9 8 1 . 3 472.5 1 . 9 29'1.42019 0.0 3.6 J . O 284.9 122.0 2.4 84.9 494.2 2 . 1 283.62020 0.0 4.2 4.2 296.9 t27.5 88.6 5 1 6 . I 2.2 270.Q2021 0.0 4.9 4.9 309.0 133.0 3.6 92.2 537.8 256.42022 0.0 5.E 5.E 320.8 138.9 4.2 95.9 559.7 2 . ) 243.32023 0.0 6.E 6.8 332.5 144.7 4.9 99.5 581.6 2.? 230.42024 0.0 7.8 7.8 344.3 150.7 ) . ) 103.0 603.5 2.8 218.02025 0.0 9.0 9.0 356.0 156.6 6 . 1 106;1 625.3 3.0 205.9

2026 0.0 10.3 1 0 . 3 t62.5 6.8 110 .3 647.3 J . l 194.32Q27 0.0 tr.7 tr.'7 380.7 168.5 7.2 I 14.3 6',70.7 1 8 3 . 5202E 0.0 t3.2 t3.2 393.7 174.6 7.7 1 1 8 . 4 694.3 3.3 t73.22029 0.0 14.8 14.8 406.6 I E0.5 8.2 t22.4 7 t'7 .8 1O5.2

2030 0.0 t6.4 t6.4 4t9.6 186.6 8.6 t26.5 74t .3 3.4 1 5 3 . 62031 0.0 1 8 . 0 18.0 432.5 192.5 9.2 I30.5 764.8 3.4 144 {

2032 0.0 19.6 19.6 446.2 200.6 9.5 134.9 7 9 t . 1 3.4 136.22033 0.0 21.2 21.2 459.9 208.6 9 ; 7 t39.2 Et7.4 128.3

2034 0.0 22.7 22.7 473.7 2t6.5 r0 . l t43.6 E,14.0 120.8

2035 0.0 24.2 24.2 4E1.4 224.6 10.4 r48.0 870.3 I I 3 . 5

2036 0.0 25.5 25.5 501 . l 232.6 10.7 t52.3 896.7 3.0 106.6

2037 0.0 5 0 1 . 1 232.6 t0.7 152.3 896.7 2.9 97.2

2038 0.0 27.E 27.E 5 0 1 . 1 232.6 10.7 152.3 896.7 2.7 88.5

2039 0.0 28.7 28.? 5 0 1 . l 232.6 10.7 t52.3 896.7 2.6 80.E

2040 0.0 29.6 29.6 5 0 1 . 1 232.6 10.7 | 52.3 896.7 2.4 73.6

2Ml 0.0 30.4 30.4 5 0 1 . l 232.5 10.7 r52.3 896;l 67.r20/.2 0.0 3 1 . 1 3 r . l 5 0 1 . 1 232.6 10.7 152.3 895.'l 2 . 1 6t.22043 0.0 3 t .6 5 0 1 . l 232.6 r0.7 t52.3 896.'t 2.0 ) ) . r2044 0.0 32.1 32.1 5 0 1 . 1 t0.7 t52.3 896.7 1 . 8 50.8

2045 0.0 32.5 32.5 501.1 232.6 10.7 r52.3 896.7 t . 7 46.3

2046 0.0 32.9 32.9 50r .1 t0.7 t52.3 896.7 1 . 6 42.2

Total 4,405.0 548.6 4,953.612,558.05,67 5.4 237; l 3,792.822,263.91,731.24,59't.7

354 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

Chaoter 10. Economic A,r ' ,,si.

Annual Costs and Benefits Results(Alternative 2)( Unit : Million Prk.Rs. )

Sedim Cos nt.|€ffb Wih discoEt rateoJo/o\

Pruj€d]rar

TtrI Reducedtsrddme

Reduceddddc

qrrdqrcd

Reducrdbiffc

uilotaod

Rfdrd6vireffit

codTdrl c6 Bcnef6

c6 c6

20t4 1,741.0 0.0 t,'74r.0 0.0 0.0 0.0 0.0 0.0 1,587.1 0.0

2015 3,134.0 0.0 3,r34.0 0.0 0.0 0.0 0.0 0.0 2,604.3 0.0

2016 2,090.0 0.0 2,090.0 0.0 0.0 0.0 0.0 0.0 1,583.2 0.0

2017 0.0 4.4 4.4 3 39,1 t46.r 10t .3 590.8 3.0 40'7.9

2018 0.0 5.2 5.2 354.9 153.4 5.3 106.1 619.7 390.0

2019 0.0 o . l 3'70.6 160.5 110.8 648.0 3 . 5 3 7 1 . 8

2020 0.0 7.3 386.4 167.7 7.O I r 5 .6 676-6 3.E 353.9

2021 0.0 8.5 8.5 402.0 174.8 8.0 120.4 '705.2 4.1 J J O . J

2022 0.0 10.0 10,0 417.6 r 82.5 8.4 t25.1 4.3 3 1 8 . 9

2023 0.0 tt.7 I t . 7 433.1 t90.2 8.6 129.9 761.8 4.6 301.8

2024 0.0 13.5 13.5 448.6 19',7 .9 9.0 134.6 190.2 4.9 285.4

2025 0.0 1 5 . 5 1 5 . 5 464.1 205.6 9.3 139.5 8 1 8 . 5 5 . 1 269.5

2026 0.0 17.8 17.8 479.5 213.3 9.7 t44.2 846.7 ) . J 254.1

2027 0.0 20.2 20.2 485.2 22t .3 9.9 t49.4 865.8 5.5 236.9

2028 0.0 22.8 22.E 490;7 229.2 10.0 154.7 884.7 5.7 220.6

2029 0.0 25.5 25.5 496.4 237.2 l 0 . l 159 .8 903.6 5.8 205.4

2030 0.0 2E.3 28_3 501.9 245.0 10.4 165.1 922.5 5.9 191.2

2031 0.0 3 1 . 0 3 1 , 0 507.6 253.0 10.5 t 70.4 941.5 5.9 17'7.9

2032 0.0 3 3.E 3 3.8 5 1 1 . 0 263.5 1 1 , 1 t7 6.2 96t.7 5.8 165.6

2033 0,0 36.5 514.5 2'.73.9 1 t , 5 182.0 98r .9 5.7 154.1

2034 0.0 39.l 39.1 517.9 284.3 t2.0 187.8 1,002.0 5-6 143.4

2035 0.0 4l .6 41.6 521.4 294.7 't2.6 193.6 t,022.2 13].4

2036 0.0 43.8 43.8 524.9 305.2 1 3 . 1 199.4 't,042.6 5.2 124.O

2037 0.0 46.0 46.0 524.9 305.2 1 3 . 1 199.4 |,042.6 5.0 1 1 3 . 0

2038 0.0 47.8 47.8 524.9 305.2 l 3 . l t99.4 I,042.6 4.7 103.0

2039 0.0 49.5 49.5 524.9 305.2 t 3 . 1 199.4 1,042.6 4.5 93.9

2040 0.0 5 1 . 0 5 1 . 0 524.9 305.2 l 3 . l 199.4 1,042.6 4.2 85.6

2041 0.0 52.3 52.3 524.9 305.2 t 3 . 1 199.4 1,042-6 3.9 78,0

2042 0.0 53.5 ) J . ) 524.9 105.2 l 3 , l t99.4 |,042-6 3 ; t 11.1

2043 0.0 54.5 54.5 524.9 305.2 l 3 . l 199.4 |,042.6 3.4 64.9

2044 0.0 55.3 55.3 524.9 305.2 l 3 . l t99.4 |,042.6 59.1

2045 0.0 56.0 56.0 524.9 305.2 1 3 . 1 t99.4 |,042.6 2.9 53.9

2046 0.0 56.6 )o. t l 524.9 305.2 1 3 . 1 r99.4 1,042.6 2.',7 49.l

Total 6,965.0 945.1 7 , 9 1 0 . 114,416.17,45t.7 3r7 .8 4,959.827,145.45,911.0{ f , ] ? O

Pre-Feasibitity and Feaibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK.

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20t4 556.0 0.0 656.0 0.0 0.0 0.0 0.0 0.0 598.0 0.02015 I ,185.0 0.0 1,185.0 0.0 0.0 0.0 0.0 0.0 984.7 0.02016 732.0 0.0 732.0 0.0 0.0 0.0 0.0 0.0 554.5 0.020t7 0.0 1 . 3 1 . 3 160.0 90.7 4.9 56.8 3t2.4 0.9 215.7

2018 0.0 l . ) 1 . 5 160.9 9'7.3 5.3 57.9 32t.4 0.9 202.3

20t9 0.0 1 . 8 1 . 8 t61.9 104.0 5.7 58.9 330.3 1.0 189 -62020 0.0 2.1 2 . 1 t62.8 I 1 0 . 6 o.z 59.9 339.5 l . l r7'7.6202r 0.0 2.5 2.5 163.8 lr'7.2 o.o 60.9 348.4 t .2 t 66.12022 0.0 2-9 2.9 175.8 I 1 9 . 3 7.4 368.3 160.1

2023 0.0 3.4 3.4 187.E tzt.5 8.2 70.5 388.0 r53.72024 0.0 3.9 3.9 199.t t23;7 9.0 75.2 40'7;7 1.4 r47.32025 0.0 4.5 212.O 125.8 9.9 E0. l 42'1.7 1 . 5 140.8

2026 0.0 5.2 5.2 224.0 128.1 10.7 84.8 44'7.5 t .6 t34.32027 0.0 5.9 5.9 234.9 t 3 2 ; l | . 2 89.2 468.0 1 . 6 1 2 8 . 1

2028 0.0 6.6 246.0 I 1 . 9 93;7 489.0 1.6 t22.02029 0.0 7.4 7.4 256.9 142.2 t2.4 9E.0 509.5 1.7 I t5 .8

2030 0.0 8.2 8.2 268.0 146.7 l 3 . l 102.5 530.3 t . 7 109.9

2031 0.0 9.0 9.0 2'1E.9 1 5 1 . 5 13.6 106.8 550.8 t . 7 104.1

2032 0.0 9.8 9.8 287.0 153.0 r 5.4 I 15.4 570.8 t . 7 98.32033 0.0 10.6 10.6 29s.0 t54.6 17.0 r23.9 590.s t .? 92.'.l

2034 0.0 tt.4 l l .4 303. l 156.1 lE.6 t32.5 610.3 1 . 6 87.3

2035 0.0 1 2 . l t2.l 311.2 157.7 20.4 l 4 l . l 630.3 1 . 6 82.2

2036 0.0 t2.7 t2.7 3t9.3 r59.2 22.0 149.6 650.0 1.5 77.3

2Q37 0.0 13.3 1 3 . 3 319.3 t59.2 22.0 t49.6 6s0.0 t .4 70.5

203t 0.0 13.9 1 3 . 9 319.3 159.2 22.O 149.6 650.0 1.4 64.2

2039 0.0 t4.4 14.4 3t9.3 t59.2 22.0 t49.6 650.0 l . J ) 6 . O

2040 0.0 14.8 14.8 3 1 9 . 3 t59.2 22.O t49.6 650.0 1.2 53.4

2Mr 0.0 | ) . 2 t5.2 319.3 159.2 22.0 149.6 550.0 L l 48.7

2042 0.0 l ) . J IJ .J Jr9.3 | 59.2 22.0 149.6 650.0 1 . 1 44.4

2043 0.0 15.E 15.8 319.3 t59.2 22.0 149.6 650.0 1 . 0 40.4

2044 0.0 t 6 . l I O . l 319.3 t59.2 22.0 149.6 650.0 0.9 36.9

2045 0.0 l o . J 16.3 3 1 9 . 3 r59.2 22.0 t49.6 6s0.0 0.8 33.6

2046 0.0 16.4 16.4 3r9.3 159.2 22.0 t49.6 650.0 0.6 30.6Total 2,573.0 274.5 2,847.57,801.54,220.8 449.6 ? 1 1 0 ? t { ? o l I 2,t76.9 3,186_3

Annual Costs and Benefits Results(Alternative 3)( Urit : Million Prk.Rs. I

356 Pre-Feasibility and Feasibility Study ofTwo (2)Nos. Tunnels with Realignment ofRoads in AJK.

;I: ..: .: FEASIBILITY REPORT

Switching Values for Sensitivity Analysis

Ibms Switc.hing Valuec

Cost -2oo/o, -l0o/o, +l0o/o, +20Yo

Benefits -2U/o, -l0%o, +Iff/o, +2OVo

Discout Rate 7 .7o/o, 8.7o/o(9.7o/o), l0 .7o/o, 11 .7o/o

10.5.2 Results of Sensitivity Analysis

. The results of sensitivity analysis shows that altemative I is not feasible in case of

increasing discount mte more than 10.7% and decreasing benefits by 20%

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK'

FEASIBILITY REPORT

( Utrit : Million Pak.Rs. )

Sedim Tdldis. ntdtd

Tdl&cuntdhqft

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B,lC NPV IRR

SocialDiscount

Rate(7.7%)

CostsFluctuation

-200/0 4,9E6-l 7,549.0 l . 5 l 2,563-0 lt.E%

-10% 5,585.1 7,549.0 l . J ) I,963.9 10.6%

+ l0%o 6,783.4 '7,549.O I . I I 765.6 8.'1%

+20y" 7,382.s '7,549-0 t .02 I66 .5 7.9%

BenefitsFluctuation

-20% 6,184.2 6,039.2 0.98 -144.9 7.5o/o

-t0% 6,184.2 6,794.r I . 1 0 610.0 8.5%

+t0% 6,184.2 E,303.9 1.34 2,119.8 r0.5%

+20yo 6,184.2 9,058.8 1.46 t 91A '7 tt.4%

SocialDiscount

Rate(8.7%)

CostsFluctuation

-20% 4,866.9 6,604.r 1.36 1,737.2 tt.8%

-100/o 51s4.9 6,604.1 t . 2 l t,149-l 10.6%

+10% 6,63r.2 6,604.r 1.00 -27.2 8.7%

+20Yo 7 ,219.3 6,604.1 0.91 -615.3 '7.9%

BenefitsFluctuation

-20% 6,O43.0 { t Q ? t 0.87 -7 59.7 7.5o/o

-r0% 6,043.0 14 r ' . 71 0.98 -99.3 8s%

+10% 6,043.0 '7,264.5 t.20 1,22r.5 t0.5%

+20Yo 6,043.O 7,924.9 l , 3 l 1 ,881,9 rt.4%

SocialDiscount

Rate(r0.7%)

CostsFluchration

-20% 4,652.8 5,148.6 l l l 495.8 I I .E%

-t0% 5,219.8 5,t48.6 0.99 -7 t.2 t0.6%

+l0o/" 6,354.0 5,148.6 0.81 -1,205.4 8.7%

+20vo 6,921.1 5,148.6 o.74 t,772.5 7.9%

BenefitsFluctuation

-20% 5,786.8 4 , 1 1 8 . 9 0.7 | -t,667.9 75%

-10% 5,786.8 4,633.8 0.80 1 , 1 5 3 . 1 8.5%

+10% s,786.8 5,661.5 0.98 10.50/o

+20yo s,'186.8 6,t78.4 t .07 39t.5 1t.4Vo

SocialDiscount

Rate(rr-7%)

CostsFluctuation

-20% 4,555.5 4,5E4.8 l .0 l 29.3 1 1 . 8 %

-10% 5,112.5 4,564.8 0.90 -527.6 10.60/.

+10% 6,226.5 4,564.8 0.74 -1 AAl 1 8.7%

+ZlVo 6,783.s 4,584.8 0.68 -2,198;7 '7 .90/o

BenefitsFluctuation

-200/0 5,669.4 3,667.9 u-b) -2,001.s '7.50/.

-t00/o s,669.4 4, t26.3 0.73 -1,543.0 8.5%

+10% s,669.4 5,043 .3 0.89 -626.1 10.5%

+20vo s,669.4 5,501.8 o.97 -16'7.6 It.4%

Sensitivity Analysis Results(Alternative 2)

360 Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK'

Chapter 10. Economic Analysis

Setrsitivity Analysis Results(Alternative 3)( Unit : Million Pak,Rs. )

S€dfoo Totrldimutedcocb

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Rate(1.1%)

CostsFluctuation

-20% 1,829.5 4,183.4 2.29 t ? < 1 0 16.2%

-10% 2,051.1 4,t83.4 2.04 2,r32.3 14.7%

+ljYo ) AOA A L 1 9 7 4 1.68 1,688.9 12.5Y't

+20yo 2,7 t6.l 4 . 1 9 4 a 1.54 1,467 .3 tt.6%

BonefitsFluctuation

-20% ) ) 1 ) 1 3,346.7 1.47 |,o74.0 1t.2%

-10% , ) 1 ) 7 3,7 65.0 1.66 1,492.4 12.4%

+l)Yo 2,2'.72.7 4,601.7 2.02 2,329.1 t4.604

+ZjYo ) ) 1 ) 7 5,020.1 2.21 ) 1 4 7 4 15.7%

SocialDiscount

Rate(8.7o/o)

CostsFluctuation

-200/0 1,788.2 3,639.0 2.03 1,850.8 l6.zYo

-t00/" 2,005.8 3,639.0 l . 8 l 1,633.2 14.7%

+lOYo 2,44t.0 3,639.0 |.49 1,19E.0 t2.syo

+20Yo 2,658.7 3,639.0 | . 3 7 980.3 11.6%

BenefitsFluctuation

-200/0 2,9rt.2 l . 3 l 687.9 ll.2o/o

-100/0 3,275.1 1.47 t ,051.8 t2.4V.

+l0Yo 2,223.3 4,002.9 l .80 r,779.6 14.6%

+20yo ) ) ) 1 \ 4,366.8 r.96 2,143.5 15.1yn

SocialDiscount

Rate(r0.7%)

CostsFluctuation

-20o/o t,7 t3.2 2,807.3 t.64 1,094.1 16.2%

-t00/o |,923.1 2,807.3 1.46 884.2 14.7%

+10y" ) 7 4 ) 0 2,807.3 1.20 464.4 12.5V.

+20Yo 2,552.8 2,807.3 l . l 0 254.5 tt.6yo

BenefitsFluctuation

-20% ' , 1 \ ) O 2,245.9 1.05 I 1 3 . 0 tl.2v.

-r0% t 1 1 ? q ) <74 A l . l E 393.7 12.40/o

+ lQYo t 1 1 ' O 3,088.1 |.45 955 -2 14.6%

+20% 2,132.9 3,368.8 L58 1,235.9 t5.7%

SocialDiscount

Rate(rt.'t%)

CostsFluctuation

-20% 1,678.8 2,487 .9 1.48 809.1 t6.2%

-10% 1,8E5.0 2,48'1.9 1.32 602.9 14.'7%

+10vo 2,297.5 2,48'7 .9 1.08 190.5 t2.5yo

+200/0 2,503.7 2,487.9 0.99 -15 ,8 11.6Vo

BenefitsFluctuation

-20o/o 2,091.1 1,990.3 0-95 -100.8 11.2%

-10% 2,091,1 2,239.1 1.07 148.0 t2.4%

+10% 2,091.1 2,736.7 1 . 3 1 645.6 t4.6%

+20% 2,091.1 ? 0 t { { 1.43 894.4 t5.7%

Pre-Feasibility and Feasibility Study of Two (2) Nos. Tunnels with Realignmant ofRoads in AJK. 361

^\\c{r

Chaoter Il' Conclusion and Recorrunendation

Chapter 11. Conclusion and Recommendation

11.1. Conclusion

Project road section from Chella Bandr to Patika is a part of Muzaffarabad-Athmuqam road

rehabilitationprojectwhichhasbeencompletedin20llandallbridgesoftheprojectsitedamagedby

earthquakeinoctober2005havebeenbuiltinthereoonstuctionandrestorationofffiastucture

program (EEAP)'

Eventhoughreconstuotiodrehabilitationhasbeenperformedintheprojectsites,iniBpresent

locatioq desigtr, constuction and condition of maintenance, the existing road will repeatedly self-

destnrct at numerol.ls locations due to fragile geology during the current and subsequent Monsoon

seasors.UnlessseveralmajorchangesinlocatiorudesigrLandconsfiuctionareaccomplished.anda

sustainedProgramofproperandtimelymairrterranceisachieved,theannualandcosttyeffortswillbeat

piecemealandopen-errdedrcconstructionwhichhascharacterizedtrep'rojecttodatewillcontinue

indefinitely. Furthermore, the current typical practices ofrrndercutting oflandslides, indlscnminate side

casting ofexcavated soil and rock and inadequate drainage and erosion control vdll have a progressively

increasinglong+enrr,adverseeconomicandsocialimpact.AccordinglyinterrainzuchasSiwalikHi[s"

larrdslide processes are the principal and decisive facton affecting the feasibility, costs, performance and

impact of roads- The consultants, therefore, corrcluded that route altemative should be prirnarily

directed at avoidance of major landslide-prone area'

Assuch , tunne lop t i onhasbeenrev iewedand t t resn rdy res r r l t sshowtha t thep ro jec t i s

environmentally, technically, and economically feasible'

tr B/c :1.23

E NPV : 867 Million Pakistan RuPees

O IRR :11 .8%o

11.2. Recommendation

without adequate rural ransport infrastructure, community lack the necessary physical access for

basic domestic chores, agricultural, social and econorfc services and job opportunities without

reliable access ro markets ard producdve resouces, economic developmert stagnates. and poverty

reduction cannot be sustained. The provision of all-weather basic motodz€d access is therefore essential

for rural dwelopment. Given low traffrc volume is characteristics of this road, minimum length of

tunnel was proposed based on the extent ofthe major landslides area'

Thereforeitisrecornnendedthatadecisionfortheimprovementoftheroadsectionsto|inktothe

FINAL,,-FEASIBILITYREPORT

Foposed nlmels i.e. ChellaBandi-Kamsar, Kahori-Chellpani, and Chellpani-Patika should beconsidered for undertaking to enhance the economic impact of Kahori and Chellpani hmnel and overallimpact in the regional economy and geo-political relationship as well.

Frmds for inf:astructure projects can come from various sources. in a very schematic way, at thelevel of a given project funds may come from four main sources as follows;

E Users of the services

E Tax-payers via the govemment budget

E Private participation

E Extemal sources (such as intemational lending institution)

Given site conditions, traffic volume level, and the results of economic evaluation, funding by users

of the services and private participation approach would not be feasible for this project. While bothgovemment budget and extemal sources, donor agencies, would be viable. The consultants recommend

fimding of donor agencies. . However it should always be kept in mind that tappurg extemal sources

usually means financing for a limited period of time and according to the nrles of extemal organization

Pre-Feasibility and Feasibility Study ofTwo (2) Nos. Tunnels with Realignment ofRoads in AJK16

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AZAO GOVERNIIENT OF THE STATEOF JAIYI U A KASHMIR

DIRECTOR GENERAL CENTRAL DESIGN OFFICE

"o""ut-o*tosg!1\ i l3lgqn rwt

PRIME ENGINEERING & TESTING CONSULTANTS PVT. LTD,&

ASIF ALI ASSOCIATE PVT. LTD.

PRE+EASIBILTTY AND FEASIBILITY STUDYOF TWO 12) NOS.TUNNELSWITH REALIGNMENT OF ROADS IN AJK

PLAN&PROFILE{8I

00a lFEv !,

& PROFTLE(g)1 ,000500

Verllca ali0TDtl

Cut rt E|ltonkDnl i C l n

Des 0n Lelrl

Grou Level

Slation c s : r i l i c ! g E E B

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AZAD GOTIERI{flEI{T OF IHE SIATEOF JAIilIIU I KASH||R

DIRECTOR GENERAI- CE}IIRAI- DESIGI{ OFFICEMUZAFFARABAO

"on"u"to*qDgrgli! ?:glm tryt

PRlilE EIIGINEERING & TESTIiIG CONSIILTAI{TS PvT LTD

PRE€EASIBIUTYAND FEAS|aILITYS'IUDYoF r$o (2) Nos, TUilNEt-S U'mt REALTGT{MENI OF ROADS tN AJK

PLANAPROFILqg)aASIF ALI ASSOCIATE PYT. LTD.

ooe la. "l

1 ,000500LLA BANDI.PATIKA PLAN & PROFI 10

@trJ I- ls tgA

Verfical ali0lenl G)_*KC)0 dn Ebdoctl

q q & b ! ! R c e? r ? Y r r

oesi0n Levell 9 € 3! E s s i i E E E i !

Ground Levol

Slat ionE E * t : a a ! 3H fi ;i ii ft 6 E : * g _i

CLIENI

AZAO GOVERiITIIEIIT OF THE STATEOF JAMMU A KASHI'IR

DIRECTOR GEIIERAL CENTRAL DESIGI{ OFFICETUZAFFARABAI)

"o^"uttont6)gry*l! +) ::!La" rJV)

PRIiIE EXGII'IEERNG A TESTIXG COI{SULTANTS PVT. LTD.a

ASIF ALI ASSOCIATE PvT. LTD.

PRE+EASIEILITY AND FEASIBILITY STIJDYOF TWO (2I NOS,TUNNELS IVITH REAITGNMENT OF ROAOE N ruK

PLAr{tPROFILE{r0)

010 lF€'/ rl

S = 1 : 1 0 0

TYPICAL CROSS SECTION

ROAD WAY

(CHELLAH.BANDI TUNNEL) (PATIKA TUNNEL)

l r oso : rso ldodl r+so l r .oss lr ------lw------r a ts I ooso l {ob l r .sso l r . z rz' -36bCdo-- - '

AZAD GOVERIIiIENTOF THE STAIEOF JAlllrtu e KAsHlillR

DIRECTOR GENEML CEI{TML DESIGN OFFICE

oglllll 6 saman (Jv)

PRIME EI{GINEERING & TESIING CONSULTANTS FW. LID.&

ASIF ALI ASS{)CIATE PvT. LTD.

PRE.FEASIBILITY AND FEASIBILITY STUDYoF TWO (2lNOS.TUNNELS tlrnH REALTGNT ENT OF ROADS TNAJK

TYPICAL CROSS SECTION

0'll lie ! l

TUNNEL

DESTGN CRTTERTA (1)

1. Design Load and Clearance Limit

rne ded lodd is *lidoted by *eiqhi or slructure,

. Live Load : tls20-44

. App l ic€ t ion o l D€s ign l le thod

3. Appllcatlon Standard ol Construclion Materialsr Concrel9

Aoolicotion ol Deoiqn Method

Strcmth txriqn rr.|hod

shord€re i r'rlg u.jhg corc.ete Alloru6r. s|re D.itg. M.thod

AlloKbl. 51,G5 D..tF M.tlEd

. lh6 tunrot dncr.t thins d-utd b. .Emin d f* o orobt 6ird! d6i9n n.thod,hll b. crcmin.d Id .L6o9lfi daiq. mtlEd h c@ oa buq ...d.d .dnlo@n.nl

I ne slruclu.e oppli€d 3trength de&ign nEthod i. .rcmircd for eri6o6litr .uch .. .tdl.ctid, croct, .lc

. Height of Clearance Lin i l : 0ver 5. ln

2, Geomelry ol Road

. Classi l ical ion ol Road : Rural Road

I Desisn Speed : 8okn/hr

. TtPtcAL Cn0ss sEcTtolt

xol.) rn€ llidd6 ol ogqrsgote .nsy b. chong.d by si[o dditbns or .quipm.nl,

. Relorc lng BarCHELLAH-BANDI TUI{I']EL PA'I I II''INEL Desiqn Slrenqth ol ADDlicoirion Concrete

4. Measurement of Cross Section and Exlra Excavation

1) lh! h.osu..h.nt iht Nl is..t by sup.pisois in6lructiohs consid.nnq site.ohditions

but lt l. 5m 't it r... not tor sup.disor's instruotions-

2) Ih. cr6.. ...tioi rilh .rtrc .rcdv{{ion oro m€sured $tng

lh.n tn. r.€!lt ol md.ur.h.nt i6 dubmitted to ruDeMsor

)c.ign Strcngtl(MPo) GimI

Tunher Lininq c.ncdte. ir

SubdructvrE of Bidqe, {ing voll of Bddge, Reinlorced con.rete,

R.toi.i.q lydl, Curb, cu&err, Srob ot curErt Joil S€ctioh,

Foundot'ion oa SoundF@f l/vqlls, Fqcitltsl Tunn l hl.t ond Out€t

25v-ttpe o .h, L-typ. oit h, u-rrp€ D,rch. c6g 6r u-vp. Dnch,

Colk li.g Pit of U.don Slrijp, dlould.i Colletinq Pita.r 5

Grevit Reroining xbfl. l|6 contEt€,

Foundoton ol sub.tdiory F@ iti6. Founddtion or tJrlin Phe.

c.nedi.g Pil, u-t ps tx.i, l|ilq y|ol .f omi. Pip.

a

L@rnq Coh.cG. L€6. Cscr.t€

1 9 L typ. Ditch (M.cftin6 Aft6nrdu, B.

l,=5.o pownl !.d. C.mr.te

J2 4"6.4

( ;Lt tNl

AZAO GOVERNMENT OF THE STATEOF JAI'i'U & KASHMIR

DIRECTOR GEI{ERAL CEIITRAL OESIGN OFFICEI'UZAFFARABAD

oon"u"*'oPJHljl +) ig[Fn rrvl

PRIME ENGINEERING & TESTING COI{ITULTANTS PVT- LTD.

PRE+EASIBILITY AND FEASIBILITY STUDYOF TWO (2) NOS. TUNNELS WITH REALIGNMENT OF ROAD6IN AJK

DESIGN CRITERIA{I)&ASIFALI ASSOCIATE PVT. LTD. r t { e E = $ M

ootr4

DESTGN GR|TERIA (2)

5, Rock Clas3ltlcalion and Utlllzatlon 7. Rockbolt1) rh. dotc.iot or..dib.ll i3 4l..t.d to snlrder th. m.ih.ll.cl and rortohilrv, but stdhdord

r) Ercovdtion m€thod '. d.tdrmined bt rock .larril i.orion .rdndo.d, delo'm6d bor ehould be us'd thot lt l! sD35 (tensllc att'nqth l! o.r sooMPa dnd 3lo'oolion

ii d.r 137) ercepr rh6 rcc*bolt ot tn. d.dotlon dnocton to .n8ur. th6 ddf.ty of tunh.r roc..

2) Ih. gaoloElcdl 3urcy of tunndl fdc. oid rock crossili6tio^ dru ihPl.d.nl.d by P.e*ded stohddrd in .rcovotlon

did n hBt obtoih the sup€Bis6/3 oppEvol *h.ther the er..vdtion clo$ dhd support pdttcrh dr. oPp.opnot.

2) P{llot Tcst of Ro.lh.lt

Prb. to th. coFlructio., th. pulloul t€l is *on*d ih o.d.r to 3.t up pultdt fo@ dnd

th. Pullout foc. of @l tln i. po.6 if it b rdchd AOI or ,ulour torce or FEliminory r'il

Ih. fr.qrlncy or l.sr is ne3lrlno 3 ploc6 pcr 20.r ond th. tcl pGition aE slcct.d In

6. Steel Flber Reintorced shotcrete (sFRs) 6pEs.Dlriv6 pdr'rion or €dch po'ri.u.h G 6n. pr.c. or c'o$ retion ond te pro.@ ot Nri.eri6

. General Aapectal) ln. ol.roi. con6lruotion n€thod l. &l.ct.d by the host suitobl. h.thod

in vi.r ol tunn.l Lnqth, cd8 llotion !i2.. .rcovotion n€thod, "olor

ond qeloqicdl conditi.n.

2) Ih. @ntr@tor nost sbmit 'u6tructotr gtor 6&.minq th. d€tcr.t coct {ction mudd md (.!t lilh

o !uD.Bi!or'. opprob.td, lllc cm.i'lctlon plon b indudcd In tn. proc.* plo.inq chorl.

3) Thh stodo.d it oeDlicd to rct sholcr.i.,

. Materblsl) th3 c.h.nt i. Dorrld^d csm€nt

2) Mir of hot€riol : Tne mdtedol is mir.d in b.tch6r pldhi to m.druro rxoctly th€ kight ond

moy b€ moditiad by th! clult ol fi€ld prcporton t.tt olt.r obtoininq tha 6up€di.o/. opprowl

3) Ih. Mar ot .hotcrcte ie bdsed bn tolloplng tobr€,

Standard of Strengthlck (MPo) w/c <x:.Slump

(cm)a h r 3 doy 28 doy

Mlxlng Proporllon

L Lln Ing Concreter General Aspecls

l) cmp..i.i@ str.n4th 6f llnlng concct is 2,1 llPd

2) th. lini.! thidcle i. e. th. deign occ.Dr.d h on ffi ol loch

d lhird ot the d6ign thi.tN in th. locol pGi[on.

r Sttgngth of Llnlng Concrste

Standard of St(ength

(mm) (cm) (i)

Mor, VC d€temin.d byjurobilit d rclr tr9htn6.

tz')

4) Th. St.!l Fiber rcinrorced hoteriol hust b. included over 40t9 Per noand its t.nsil. st..ngth is over 700MPo.

,gign Sb4glr(uPo) G.I (r) (zl

Unn injectio. quoatlty (kglm') hit Admittur€ quo.tity (kqlm(nm) c Fins AqqEqot6lc.o6 @€sqk

CLIET{T

AZAD @VER}I}IEI{T OF THE STATEOF JAf,IXU T KASHIIf,'

coNsulraNr@slli! <) !3lL* tuvt

PRIiIE EIIGINEERII{G & TESIING COI{SULTA TS PvT. LTD,&

ASIF ALI ASSOCI,AIE PYT. LTD.

PRE+EASIBILITY ANO FEASIBILITY STUDYOF TIT{O O TO3. TU}INELS WITI{ REALIOI{MEI{T OF ROAO6 IN AJK

DESIGN CRNERIA (2}DREGIOR GEXERAL CE||IiAL DESIGII OFFICE

I{UZAFFAMBAD E E t t u v u l

cl0\J\

oaOotv|PROFTLE OF EXCAVATION CLASS & SUPPORT PATTERN (1)

(cHELLAH-BANDI TUNNEL)

i 3

ogJII* CElll.an pvr

PRIME ENGIT{EERING A TESTING COI'ISULTANTS PW' LTO.&

ASIF ALI ASSOCIATE PW. LTO.

T - i I i - " r d ! d - i - ( - i - i

PRE+EASIBIUTY AND FEASIBILITY STUDYOF TWO I2I NOS.TUNNELSWITH REALIGNMENT OF ROADS IN AJK

PROFILE OF EXCAVATION CLASS &SUPPORT PATTERN (1){CHELLAH€AIId TU NEL)

AZAO OOVERNMENT OF THE STATEOF JAMMU & KASHIIIIR

OIRECTOR GENERIL CETITRAL OESIGN OFFICEMUZAFFARAEAD

PROFILE OF EXGAVATION CLASS & SUPPORT(CHELLAH.BANDI TUNNEL)

PATTERN (2)

u 9

{ <

[iEnoRvNiiNcuJ ui;l

tt I $ I

d!

J

F F

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GLIENT

AZAD GOVER ME T OF IHE STATTOF JAiIMU I KASHIIIR

OIRECTOR GENERAL CENTRAI. DESIGN OFFICEiIUZAFFARABAO

ton"utt*tc)grlljl c :3pfl (Je

PRIME ENGINEERING A TESTING CONSULTANTS PVT. LTO.&

ASIFALI ASSOCIATE PVT. LTD.

PRE+EASISIUTY AIID FEASIBIUTY STUDYOF IWO (2) 08. TUil}IELS ITITTI REALIG}II|ENT OF ROADS I[ AJK

PROFII.E OF EXCAVATIOI{ CLASS & SUPPORT PAT]ERN I2IICHELLAH.AANDI TUNNEL)

ouaNoNo I or lrd t' l scAE., ?I@

PROFILE OFEXCAVATION CLASS & SUPPORT PATTERN (3)(CHELLAH.BANDI TUNNEL)

> ;

r;lN:!!"'drj*v6ts;i{si

I t 5 J I

f I t $

I F : F E E E ' E ' i i ' : i n ! [ T

B r s S t * l P g t s i ; I t B I i i i E ! ts i ! ! ! s I

CLIENT

AZAD GOVERNMENT OF THE STATEOF JAMMU E KASBMR

DIRECTOR GENERAL CENIRAL DESIGN OFFICE

UONSULIAN I

@:IlH! C:g!:im (JV)

PRIME EI{GINEERITIG & TESTING CONSULTANT6 PVT. LTD.a

AAIF ALI ASSOCIATE PVT. LTD.

PRE+EASIBILITY ANO FEASIBILITY STUDYOF TWO (A NOS. TUI{NELS IVIIH REALIGNMEMTOF ROADS IN AJK

PROFILE OF EXCAVATION CLASS A SUPPORT PATTERN (3)(CHELLAHAANDI TUI{NEL)

or tRry 51 scrE, r : ,@

tooa.tO

pRoFtLE OF EXGAVATION CLASS & SUPPORT PATTERN (4)(cHELLAH.BANDI TUNNEL)

t jl]iindis-rB\!e\r+Ml

i

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F T E E 3 F E t * i 1 l i * { * t ? t i F E i p ? E E p E

3 ; ! t g ! q * f l i I i ! E F F p F

CLIENT

AZAO OOVERI{iIE T OF flC STATEoF JAlmu & xAsHutR

OIRECTOR 6€I{EMT CENTRAL OESIGI{ OFFICEMUZAFFAR^IAD

COIISULTANT

@!Iltr'! f :g!L- t'wt

PRIME ENGINEERING & TESTING COI{SULTANTS PVT. LTD.&

ASIF ALI ASSOCI,ATE PVT. LTO.

PRE+EA8ISIUTY AND FEASIBIUTY STUDYOF IWO (2} NOS. TUI{i{EL8 MTH REAUGI{IIENT OF ROADS IN AJK

PROFILE OF EXCAVATIOI{ CI.A8S E SUPPORT PATTER (4IICHELLAH€AI{OI TUNNEL)

NNGNoI u , lw

PROFILEOF EXCAVATION CLASS & SUPPORT PATTERN (5)

(PANKA TUNNEL )

Ffii*#iilr,-,--t^.6

,, ..;**' " -. ".",a-:i*r9"1i:L-*

Til"T.ffi ::'nffi gq'$"Jiifl i'#.K"#"*l*.'***oglly5 ? *lLan ovr

$a$dqlMsB

PRTIIE ET{6INEERIiIG A TESTTNG COI{SULTAI{TS PW' LTD'

&ASIF ALIAS9OCIATE PW. LTD.

AZAD GOVERI{IUEI{T OF THC STATEoF JAltttU t l(ASHttllR

unEcToR GEI{ERALFGE TRALoOESIGII oFFlcE

fRijH.' or ExcavtlfJl;T;i,fri j'*1"',1' t

TABLE OF EXCAVATION CLASS & SUPPORT PATTERN (1)

ECL J ECL 2 ECL 3 ECL-A ECL 6 ECL-6a ECL-6b

G T I / 1 2 J 5,6,7,4 1 0

B 1 0

Chel€ Band 6 I 1 0

6 I 1 0 1 0 ' t2

R B T 1 2,3

A O - 6 1 1 0 - 2 r

,lO - l0 l 0 - , 1

ToC B.odhglB.rch cur Iop hcoding^.nch Cut lop Beodihg/a€nch c'n Ring Cutlremporcry lNr

Sunoorl lnlaMl(Uhii : m) 3.sn o 2.O/2.O

lvsr Eroak lhlckn9ss (mm) 100 150 200 200 200 200

rs"lirl',ot 100 ($d nb.r)

2nd

3fd

Lenorh {n) t ,0 4,0

Bol lL0n0r- 2,0 1 5 t 2 1 0 0.4

2 0 1 5 5 1 5 1 , 5

St€et RibH-tooxtmx6xa H-tot)xtmx5xa H - | 50X t 50X7X | 0 H - l50xt50x7xr0

\-2 0,4 o3

Con c unrno Thckl6s(dn) 30.o 30.0 J O O J0,0

N ll

s.lf Ddlllni Typ.

CLIET{T

AZAD GO'ERIIEI{T OF THE STAIEOF JAilllU E KASHT{IR

CONSULTAI{T

@:I:u! t:gLm (Jv)

PRIT'E ENGI}IEERII{G & TESIII'IO CONSULIATTS PvT. LTD.&

ASIF AU ASSOCIATE PVT. LTO.

PRE+EASIEILFYAI{D FEASIBILIWSTUDYOF IIrc (2} NOS. TUNNELS WITH REAUGI{ ETT OF ROADS IN AJK

TAELE OF EXCAVANON CLASS & SUPPORT PATTER (1)

I'UZAFFARABAD DM$r6ro I oj, tRn Tt saE.FE

G.ooac

Emsrc€ncv Parhinq B€y

ECL IB ECL-28 ECL-rS ECL-25 ECL-35

G I U r,2,f, 4,5.6.4.e 2 5,4 5,6,7.A,9

a 9.ro 4,9.r0 1 0

Chella Bandi 9 . to 6

8 B T 3 4

60 - ,11

Lp Heddiht/B.n.h Cul Top H@dhg//Brch Cut

S ' h A n h r . N ' r l r h i i I m ) 2O/2-O 2.O/2.O 2,O/2.O 1.5 /1 ,5

lv6r Br€sk Thickness {mml 150 200 100 200

lS€alins) 100 (Si.el Fibad

100 (s1..1 fibed

3d

5-0 5 0 J.O 3,O J.0

BotlL9n9F 2,O r,2 2,O 2.O t .5

2,0 1 , 5 r .5

st6et FibH-1DoX10DX5XA H - l00l100x6xa

1,2 l 5

con c Linillc Thictnssstctn) 400 10.0 J D D 3 0 0

o o o

TABLE OF EXCAVATION CLASS & SUPPORT PATTERN (2)

GLIENT

AZAD OOVERI{IIEI{T (x IHE 8TA1EOF JAiIMU A KASHIIIR

DIRECTOR 6ENERAL CENTRAL DESIGN OFFICEMUZAFFARABAD

"onsur*wggrll! ? sgFn r'rvl

PRIME ENOINEERING & TESTII{G CONSULTANT8 PW, LTO.

AgIF ALI ASSOCIATE PvT. LTD.

PRE+EASIEIUW AI{D FEASIEIUW SIUDYoF TV{O l2l OS, TUNNELS Vrftr REAUO}|i|ENT OF ROAoS lN AJK

TABLE OF EXCAVATION CLA88 A SUPPORT PATTERN (2)

o$ F tu a ts -E. rcE

rabl6 ol Shotcr€l€ Thrckneat

TYPTCAL CROSS SECTTON OF MAIN TUNNEL (1)(CHELLAH.BANDI TUNNEL)

---::-.-_{-;,8

CLIENI

AZAD GOVERIIIEI{T OF TIIE STAIEOF JAIITIU I XAIIHNR

ORECTOR GEiIEMI. CEI{IRAL DESIGI{ OFF]CEIIUZAFFAMBAO

'on'u"*c) gyli! r) =Fgn t'ru

PRIIE ENGINEERING & TESTING COTSULTANTI9 PVT. LID.&

ASIF ALI ASSOCIATE PVT. LTD.

PRE+EA3EIUTY AIIO FEASIBIJTY SIUDYOF IWO (2} I{OA. TUI{NELS V'TTH REAIGNiIE}IT OF ROADS ItI AIK

TYPICAL CROSS SECTTOI| OF rrArfl TUNNEL (1)(CHELLAH€A DIIUI{NEL}

Dqwss. t o I Fw. .d t sca lE ' . s

T6b6 or Sholcrol€ Thickn€ss

TYPTGAL CROSS SEGT|ON OF MA|N TUNNEL (2)(PAT|KA TUNNEL)

i

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AZAD OOVERNMENTOF THE STATEOF JA MU A MSHI'IR

OIRECTOR GENERAL CENTML DESIGN OFFICEMUZAFFARABAD

(DSJH[* O $ngn t'rvrFRIME EI{GII{EERING & TESTING CONSULTANTS PVT, LTD.

&ASIF ALI ASSOCIAIE PvT, LTD

, PRE+EASIBILITY AND FEASIEILITY STUDYoF TWO (2) NOS. TUNNELS |VITH REAL|GNMET{TOF ROAD8 tN AJK

OFI'AIN TUNNEL (2)

s:.*cro

EXCAVATTON CLASS OF MA|N TUNNEL (1)(CHELLAH.BANDI TUNNEL)

ECL-I ECL.2

Sectlon Section B - B

{n 1-G-r!!1S.rt.Wo-e{r,.Wl-l*

:'4, 16 - atu7 ,,: i: i :4 .

CLIENT

AZAO GOIIERI{ITENT OF THE STAIEOF JAffi'U A KASHMIR

DIRECTOR GENERAL CEt{TRAL DE9IGN OFFICEMUZAFFAMSAD

"n""'^*'ft)9r:Ij! ? IgLan (Jv)

PRIME ENOII'IEERINO ! TESTING CONSULTANTS PVT. LTO,&

ASIF ALI ASSOC]ATE PVT. LTD.

PRE+EASIBILITYAND FEASIBIUW STUOYOF TWO {2)NOE. TUTINELS WIT}I REALIGNMENTOF ROADS IN fuK

EXCAVATION CLASS OF MAIN TUNI{EL (1}{CHELLAH.BANDI TUNNEL)

$lo-o

EXCAVATION CLASS OF MA|N TUNNEL (2)(CHELLAH.BANDI TUNN EL)

ECLS ECL4

- ' ts

Sectlon A - A Sectlon B - B

- \ F - __.<.-_r-*e--r

;,i:i l , .!!.: p . . t t

z - E . a ^ 7 | . , i ' : $ . i' r e l .

fh

CLIE T

AZAD GOVERT{MENT OF THE STAIEOF JAI{I$U A KASH IR

DIRECTOR GENERAL CENTRAL DESIGN OFFICEMUZAFFARABAD

@#lH! c;3n3n (JV)

PRIME EI'IGINEERING & TESTING CONSULTANTS PW. LTD.&

ASIF ALIASSOCIATE PVT. LTD.

PRE.FEASIBILITY AND FEASIBIUW STUDYOF TWO 12) NOS. TUNNELS WTH REALIGNMENTOF ROAOS IN AJK

EXCAVATION CLASS OF MAIN TUNNEL {2)ICHELLAH€ANDI TUNNEL)

' f l ,.A-Er i h

--7r t

EXCAVATION CLASS OF MAIN TUNNEL (3)(CHELLAH.BANDI TUNNEL)

ECL-5 ECL-6

j - - - :

Section A - A Section B - B

-\-5--F

CLIENT

AZAD GOII,/ERNMENT OF THE STAIEOF JAIiII'U & KASHMIR

"on""- n'G):rllill

? ;3nm t'rvt

PRIME ENOINEERINO & TESIING CONSULIANTS PVT. LTD.

ASIF ALIASSOCIATE PVT. LTD.

PRE.FEASIBILITYAND FEASIBIUTY STUDYOF TWO (2I NOS.TUNNELS TIIITH REALIGNMENT OF ROADS INAJK

EXCAVATION CLASS OF MAIN TUNNEL (3)ICHELLAH€ANDI TUNNEL}glREgl(,t( qENEi{AL riElt I RAL UEstliN Utr'rUE

MUZAFFARABAD oqwNcNo I d! tev a l

EXCAVATION CLASS OFMAIN TUNNELTUNNEL)

(4)

ECL4A(CHELLAH-BANDI

Section A Section

ECL.6B

H*UB - B

,. -: . :r.

f . * * z__^ ,_ . ' f ,

CLIENT

AZAD GOVERNMENT OF THE STATEOF JAMMU & KASHtrtlR

O:II!:15 ? isLan rwr PRE+EASIBILITY AND FEASIEILITY STUDYoF ryyo {2) Nos. tuNNELs wlTu REAucxti{Et 7 oF RoADS { AJK

PRIME ENGINEERING & TESflNG CONSULTANTS PW, LTD.&

ASIF ALI ASSOCIATE PVT. LTD.

EXCAVATION CLASS OF [4AIN TUNNEL (4)(CHELLAH.SANDI TUNNEL)

DIRECTOR GENERAL CENTRAL DESIGN OFFICEMUZAFFARABAO

Ylryl: | @6 lqd rl s F', s

|fJ

EXCAVATIONCLASS OF MAIN TUNNEL (5)(PATIKA TUNNEL)

ECL.2

Section A - A Section B - B

- - - - J - _ _ _ - 9 _ )

r i f ; ' L k ' ' z + E / i . f i ,i ' t * ; " ' -

, ' i

CLIENT

AZAD GOVERN!'EI{T OF THE STATEOF JAI'iIU & KASHMIR

DIRECTOR GENERAL CENTRAL DESIGN OFFICEI.|UZAFFARABAD

consurraNr6frylJ! c igLan rrvt

PRIME ENGINEERING & TESTING CONSULIAiITS PVT. LTD.

ASIF ALI ASSOCIATE PVT. LTD,

^*"*' r*u.r*slBrrny AND FEAsrBlLtry sruDy

OF TWO (2} NOS.TUNNELS MTH REAUGNMENT OF ROADS IN AJK

EXCAVATIOI.I CLASS OF MAIN TUNNEL {5){PATIKATUNNEL}

oMst rcMi d ' IRE ' . o l rc^ rE '1 :e

ECL-3

_ _ _ _ _ $ _ l

EXCAVATTON CLASS OF MA|N TUNNEL (6)(PAT|KA TUNNEL)

Secrion B - B

ECL.4

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