on design, build, finance, operate and transfer (dbfot)...

cpDEVELOPMENT OF CIRCULAR SHAPE AUTOMATIC/ROBOTIC TYPE MULTI LEVEL CAR PARKING, INCLUDING ROOF TOP RESTAURANT, COMMERCIAL UNITS, DRIVE IN RESTAURANT, CHILDREN’S PARK

AND BUS PARKING BAY, AT SIRUSERI NEAR SIPCOT JUNCTION IN OMR, CHENNAI

On Design, Build, Finance, Operate and Transfer

(DBFOT) Basis

June 2016

VOLUME – III – Techno-Economic Feasibility Report

This section contains the Techno-Economic Feasibility Study conducted to validate that the project is viable. This document shall be as guidelines for reference.

Tamil Nadu Road Development Company Ltd.

Corp. Office: 171, Tamil Nadu Maritime Board Building,

2nd Floor, South Kesavaperumal Puram, Pasumpon Muthuramalingam Road (Greenways Road),

Raja Annamalai Puram, Chennai – 600 008, Tamilnadu, India. Phone: +91-044 – 2495 2800 / 2495 3800

Fax No. +91-044 – 2495 3800

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TABLE OF CONTENTS

S. NO.

DESCRIPTION PAGE NO.

1. PROJECT BACKGROUND ............................................................................................... 01

2. NEED FOR MULTI-LEVEL CAR PARKING ........................................................................ 01

3. CITY PROFILE ................................................................................................................. 01

4. PROJECT DESCRIPTION ................................................................................................. 04

5. SURVEY ANALYSIS ......................................................................................................... 05

6. GROWTH IN VEHICLE REGISTRATIONS WITHIN CHENNAI CITY .................................... 10

7. DEVELOPMENT CONTROLS AND REGULATIONS .......................................................... 11

8. PROPOSED INFRASTRUCTURE FACILITY ....................................................................... 11

9. TIE-UP ........................................................................................................................... 11

10. CONFORMANCE TO BYE-LAWS ..................................................................................... 11

11. PERFORMANCE ............................................................................................................. 11

I. STANDARDS & SPECIFICATIONS OF THE SELECTED OPTION ................................... 12

1. DESIGN BASIS ................................................................................................................ 12

2. MULTI-LEVEL PARKING ................................................................................................. 13

3. SPECIFICATIONS FOR MULTI-LEVEL PARKING .............................................................. 13

4. FULLY AUTOMATED ROBOTIC TYPE SINGLE SHAFT – CIRCULAR SHAPE MULTILEVEL CAR PARKING SYSTEM .............................................................................

14

5. COST OF THE PROJECT .................................................................................................. 20

6. ADDITIONAL AMENITIES AND COMPONENTS OF THE MLCP PROJECT CONCEPT PLANNING IN ARCHITECTURAL DESIGN .......................................................................

20

7. ROLE OF DEVELOPERS .................................................................................................. 24

8. TOLL BOOTH ................................................................................................................. 26

9. CIVIL AND STRUCTURAL REQUIREMENTS .................................................................... 26

10. SERVICES AND FACILITIES ............................................................................................. 26

11. FIRE FIGHTING FACILITIES ............................................................................................. 27

12. LIGHT AND VENTILATION ............................................................................................. 27

13. FUNCTION OF ENTRY / EXIT AREAS .............................................................................. 27

14. SOUND EMISSIONS / VIBRATIONS ................................................................................ 28

15. GRAPHICAL USER INTERFACE / ON-LINE SUPPORT ...................................................... 28

16. AUTOMATION AND PROCESS CONTROL ...................................................................... 28

II. MAINTENANCE AND PERFORMANCE STANDARD .................................................. 30

1. GENERAL ....................................................................................................................... 30

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S. NO.

DESCRIPTION PAGE NO.

2. DIAGNOSTICS ................................................................................................................ 30

3. SPARE PARTS PACKAGE ................................................................................................ 30

4. MAINTENANCE / OPERATOR ........................................................................................ 30

5. O&M MANUAL.............................................................................................................. 31

6. PERFORMANCE STANDARDS ........................................................................................ 31

7. PERIODIC MAINTENANCE PERFORMANCE STANDARDS .............................................. 32

III. PROHIBITED ACTIVITIES ....................................................................................... 33

1. GENERAL ....................................................................................................................... 33

2. ENVIRONMENT RULES & REGULATIONS ...................................................................... 33

IV. STRUCTURAL DESIGN BASIS ................................................................................. 34

V. FINANCIAL VIABILITY ........................................................................................... 44

t9999999

PART - 1

Standards & Specifications of the Selected Option

“Development of Circular Shape Automatic/Robotic Type Multi Level Car Parking, Including Roof Top Restaurant, Commercial Units, Drive in Restaurant, Children’s Park and Bus Parking Bay, at Siruseri, Near SIPCOT Junction, in OMR, Chennai, On Design, Build, Finance, Operate and Transfer (DBFOT) basis”

Techno-Economic Feasibility Report (TEFR)


TECHNO-ECONOMIC FEASIBILITY REPORT (REVISED)

1. PROJECT BACKGROUND The city of Chennai is the emerging hub of technology and modern lifestyle in India. It is known as the largest city in the state of Tamil Nadu. Siruseri is a south eastern suburb of Chennai, in Kanchipuram district, Tamil Nadu, located around 25 km south of the city, along Old Mahabalipuram Road. It is located between Navalur and Kelambakam. Siruseri roughly marks the end of the IT Corridor of Chennai along Old Mahabalipuram Road. Numerous IT companies are situated along the IT corridor like Tata Consultancy Services, Cognizant Technology Solutions, Accenture India, etc.,

2. NEED FOR MULTI - LEVEL CAR PARKING The number of vehicles in the state has grown sharply with the growth in Trade and Commerce. Though there are parking lots available, the capacity of the parking lot is not sufficient to cater to the present demand and at the same time the location of the parking lot is questionable. In the absence of adequate parking facilities, the vehicles are parked on the side of the street leading to a major bottleneck in the smooth flow of the traffic. This on-street parking occupies a sizeable portion of motorable road. Multi-Level parking lots at strategic places and a rational parking fee are inevitable for solving the problem of finding parking space for the growing number of vehicles.

3. CITY PROFILE Chennai, originally known as Madras Patnam, was located in the province of Tondaimandalam, an area lying between Pennar river of Nellore and the Pennar river of Cuddalore. The capital of the province was Kancheepuram. In 1996 the state government officially changed the name to Chennai. The growth of the city is significant and closely linked with the development of British Institutions and administration.

3.1 LOCATION Chennai, one of the four metropolitan cities, is located on the South Eastern coast of India in North Eastern part of the Indian state of Tamil Nadu. Its geographical coordinates is 13°04'N latitude and 80°17'E longitude. It is bounded in the west by Vellore district and Thiruvannamali district, in the north by Thiruvallur district and Chennai district, in the south by Villupuram district and in the east by the Bay of Bengal. It is located along the shorelines of Coromandel Coast, with the gorgeous Marina beach adorning its beauty. The two rivers flowing through Chennai, the Cooum which flows through the centre and the Adyar River to the south, are linked by the Buckingham Canal which runs parallel to the coast. While the third river, the Kortalaiyar, flows through the outside boundary of the city before draining into the sea of Ennore. Besides these, there are many lakes of different sizes located on the western fringes of the city. The city is known as the “Detroit of India” for its automobile industry.

3.2 CLIMATE The climate varies depending upon the season. The temperature hovers between 48.8ºC maximum and 20.1ºC minimum during the summer and 38.7ºC maximum and 10.0ºC minimum during the winter. During normal monsoon, it receives a rainfall of 1200mm.

3.3 TOPOGRAPHY Natural topography of the site reflects flat terrain. The present site’s EGL is about 0.7 to 1.1M below ERL of OMR in front of the site. Within the site a pond is present near the borehole 2. Bottom level of the pond is about 4.4M below the ERL of OMR. Many well grown coconut trees

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are present in the western end of the site. In other parts of the site many bushes and shrubs are present. On the south side, fencing demarcates SIPCOT corner land whereas on the north side huts and small houses with no proper fencing or compound wall demarcate the boundary.

3.4 EXPLORATORY BORINGS & GROUNDWATER Soil conditions at the site have been explored by drilling boreholes 1, 2 & 3 Nos. A 1.2M diameter and 5.4M deep open well is present at a distance of 86.7M from Borehole 1 just outside the site. In this open well, groundwater level is about 4.5M below EGL.

3.5 POPULATION The site location is near to the OMR road and hence it will be accessed commonly by the people. The population of the Kanchipuram district is about 3,998,252 whereas of Chennai is about 8,696,010 making it the fourth most populous city in India. Sex ratio in the Chennai city is 986 females per 1000 males.

3.6 INFRASTRUCTURE Roads & Railways: Kanchipuram district is well connected by Rail, Road and Air to all major cities in the state and country. The Chennai International Airport is located in Tirusulam in Kanchipuram district. The major district roads and State Highways connects the city to important towns all-round the District.

3.7 ECONOMY Chennai is currently rated the fourth largest economy in India and third highest GDP per capita. The metropolitan area includes the city and the nearby industrial zones of Sholinganallur, Siruseri, Oragadam and Sriperumbudur. Chennai has an economic base anchored by the automobile, software services, medical tourism, hardware manufacturing and financial services. Other important industries include petrochemicals, textiles and apparels. The Chennai Port and Ennore Port contribute greatly to its importance. The city has a fully computerized stock exchange called the Madras Stock Exchange. A sound economic base has been developed which needs to be maintained. The city has become an important trade centre for trade and commerce. Chennai has emerged as an Offshore Engineering hub due to the presence of Offshore Technology and Renewable Energy research institutions like Indian Institute of Technology Madras (IIT-M), National Institute of Ocean Technology (NIOT), Center of Wind Energy Technology (C-WET), Indian Maritime University (IMU), Tamil Nadu Energy Development Authority (TEDA), Anna University School of Energy, etc.

3.8 PLANNED DEVELOPMENT OF THE CITY The first Master Plan for Chennai Metropolitan Area comes into force from the year 1975. The Master Plan laid down policies and programmes for the overall development of the CMA. The land use plan designated the use to which every parcel of land in CMA could be put to. The land use plan was enforced through a set of regulations under Development Control Rules, which formed part of the master plan. The land use pattern in the year 1975 and the existing land use pattern of the year 2006 are as follows. From the data it is evident that residential use is more rather than others. Subsequently the need of infrastructure will be increasing accordingly.

2

https://en.wikipedia.org/wiki/Sholinganallur

https://en.wikipedia.org/wiki/Siruseri

https://en.wikipedia.org/wiki/Oragadam

https://en.wikipedia.org/wiki/Sriperumbudur

https://en.wikipedia.org/wiki/Software

https://en.wikipedia.org/wiki/Medical_tourism

https://en.wikipedia.org/wiki/Financial_services

https://en.wikipedia.org/wiki/Chennai_Port

https://en.wikipedia.org/wiki/Ennore_Port

https://en.wikipedia.org/wiki/Madras_Stock_Exchange




3.9 MASTER PLAN – 2026

Chennai is one of the high-density cities in India. Its density varies from 180 persons per hec. in Saidapet and Mylapore Corporation zones and 368 persons per hec. in Kodambakkam zone within the Corporation limits and the gross density for Chennai City is 247 persons per hec. FSI is the main tool used in urban planning to regulate the densities of population with reference to

3




infrastructure provision. Density of population needs to be regulated for various reasons including carrying capacity of infrastructure (existing as well as proposed), sociological reasons such as crime rate etc and other physical factors. In order to encourage amalgamation of smaller plots into larger size and construction of buildings with large open space around, a higher FSI of 2.5/2.75 is allowed in multistoried developments. Considering availability of land for development and infrastructure (now and also in the Plan period), land use, travel and traffic aspects, optimum density of population, onslaught of private real estate developers on the small house 297 owners/tenants in the central parts of the City, affordability etc., any experimentation in changing already fixed FSI without proper detailed study on this may have to be discouraged. In the present condition, any negative impact triggered due to increase in intensity of population/FSI cannot be reversed. After examining the issue in detail, it is proposed to retain FSI almost as existing and follow it.

4. PROJECT DESCRIPTION

In order to reduce the on-street parking along the Old Mahabalipuram Road and also to make a smooth traffic flow in IT corridor region, TNRDC has proposed to construct Circular Shape Automatic / Robotic Type Multi Level Car Parking on DBFOT basis in OMR Road.

4.1 SITE APPRECIATION TNRDC has identified site for the construction of circular shape automatic \ robotic Multi-level car parking at Siruseri, Chennai and has earmarked 4.91 acres for the development of multi-level car parking complex to accommodate 632 ECS under DBFOT basis. The site is surrounded by many IT companies. The proposed site for the development of the Multi-Level Car Parking including Roof top Restaurant, Commercial Units, Drive in Restaurants, Bus Parking Bay, Security Shelter, etc., is near the junction of the OMR and the First Main Road for the SIPCOT IT Park. The terrain of the site is a sloping gradually downwards from the entrance road towards the pond (almost at the middle of the Land) and thereon the terrain is relatively flat. The site is located at the beginning of the IT Park making it a significant location for the development of such a structure

4




incorporating all the parking needs, bus stop requirement of the Park and making it an attractive commercial destination in the area. The Project Site location is shown below,

4.2 STATUS OF THE LAND The site for Multi – Level Car Parking along with its other components is under Tamil Nadu Road Development Company. The site is free from air traffic zone. In terms of height restriction no barriers are found.

4.3 SITE APPROACH Entry & Exit Point The entry and exit to the site is through OMR

Road. Land Use At project site, the predominant land use is for

commercial purpose. 5. SURVEY ANALYSIS

The following are the parking surveys conducted: ∗ Parking Space Inventory ∗ Parking Usage Survey by Patrol ∗ Questionnaire type parking usage survey ∗ Cordon Count

5.1 PARKING SPACE INVENTORY This survey was carried out at a radius of 2 km all around Siruseri & OMR keeping the Site location as the centre. The first steps in deciding the types and locations of the parking surveys are to collect data with a simple parking space inventory survey. The data on parking facilities were recorded on the plans using suitable symbols,

∗ Length of the Kerb ∗ Number of Parking Spaces ∗ Street Width ∗ Location of Bus Stops, bus bays, etc. ∗ Traffic management measures in force

5.2 PARKING USAGE SURVEY BY PATROL This survey was also carried out at various locations in and around Siruseri & OMR. The purpose

5




of this survey is to obtain data on the existing parking facilities mainly on-street type. This survey also constitutes taking readings for the duration of parking for each of the vehicles parked within the selected locations. In addition to the above, details of the capacity of off-street parking including the duration of parking were taken down from the representatives of each of the companies with the SIPCOT-Siruseri Campus.

5.3 QUESTIONNAIRE TYPE PARKING USAGE SURVEY The Questionnaire type of Parking Usage Survey has been carried out in and around SIPCOT Siruseri. The Willingness to Pay Survey was carried out on a random sample basis and the feedback was also received for the various project components. Various questions/queries were made including the rates comfortable for the sample to pay for parking a car. The feedback obtained helps in the decision making for each of the project components. The questionnaire type parking usage survey involves interviews with the drivers who use the parking facilities. As a result, it is possible to collect information on the extent, to which the existing facilities are being used, the parking requirements at the prices existing at the time of the survey, the parking demand at different prices, the distribution of demand over area and time and the journey purposes of car parkers. The survey has been made by making enquiries among the car owners living / working in the vicinity of the survey area and by making enquiries among the drivers of cars seen to park in the area at the time of the survey. In the former method, a sample of car owner is selected from the list of car owners and the questionnaires are delivered to them. Non-respondents can be followed up and the requirements of the sample are grossed up to the requirements of the whole population. The second method suffers from a disadvantage that it misses information about potential parkers who never bring their cars to the survey area for want of space, but this can be overcome by a supplementary sample. In the interview of actual parkers, the information collected should include:

(i) Address of origin of the trip (ii) Address of destination of the trip (iii) Trip purpose (iv) Time of arrival at the parking place (v) Time of departure from the parking place (vi) Type of parking space used (vii) Type of vehicle.

Normally one interviewer is required to cover about fifteen spaces. All the parkers in a 8 or 10 hour period are interviewed. The duration of' the survey' was a single day (working day) spread over a number of days.

5.4 CORDON COUNT This survey has been carried out at 2 km radius keeping the Site location as the centre thereby covering most of SIPCOT-Siruseri. A team had been allocated at each of the locations and the team noted the numbers of each of the vehicles passing (both in & out) the location at the same time interval for a period of 12 hrs. The main objective of the survey is to determine the volume of vehicles retained within the cordon lines for a specific hour.

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FORMAT USED & RESULTS NOTED DOWN FOR WILLINGNESS TO PAY SURVEY

Willingness to pay survey (WTP)

Sl.no Name Occupation

Car

Owner / Driver

Vehicle type

No of trips per week (approx)

Purpose of visit Existing parking difficulties

Parking situation

Rs.30 / Hour

Rs.150 / Day

Rs.600/Week

Rs. 2000 / Month

1

Soundaralingam Manager Owner Qualis 6 Working

On street parking - no safty - In peak hour no space for waiting

Parking available in free space

Medium High High High

2 Mariyappan Business Owner Polo 5 Business On street parking - no safty



3 R.Sivamayam Rented Owner Scorpio 7 Business On street parking - no safety



4 Achuthar

Travels owner cum driver

Owner Indica 5 For pick up and dropping of IT professionals

On street parking - no safety - In peak hour no space for waiting - some time police fine charged for no parking area in OMR


High High High High

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5.5 PARKING DEMAND & SUPPLY ANALYSIS 5.5.1 ON-STREET CAR PARKING VOLUME & AVERAGE ACCUMULATION

The table below indicates the no. of parked cars per hour at each location and the average accumulation per hour.

TIME Total Car Parking Accumulation in

OMR road

Total Car parking inside SIPCOT

08:00 AM TO 09:00 AM 50 15 09:00 AM TO 10:00 AM 68 20 10:00 AM TO 11:00 AM 62 10 11:00 AM TO 12:00 PM 78 31 12:00 PM TO 01:00 PM 83 38 01:00 PM TO 02:00 PM 100 65 02:00 PM TO 03:00 PM 98 85 03:00 PM TO 04:00 PM 69 51 04:00 PM TO 05:00 PM 79 36 05:00 PM TO 06:00 PM 66 46 06:00 PM TO 07:00 PM 61 36 07:00 PM TO 08:00 PM 70 5

Total Turnover from 8 a.m. to 8 p.m. on OMR Road = 884 Vehicles Total Turnover from 8 a.m. to 8 p.m. inside SIPCOT Roads = 438 Vehicles

0

20

40

60

80

100

120

08:00 AM TO 09:00 AM

09:00 AM TO 10:00 AM

10:00 AM TO 11:00 AM

11:00 AM TO 12:00

PM

12:00 PM TO 01:00

PM

01:00 PM TO 02:00

PM

02:00 PM TO 03:00

PM

03:00 PM TO 04:00

PM

04:00 PM TO 05:00

PM

05:00 PM TO 06:00

PM

06:00 PM TO 07:00

PM

07:00 PM TO 08:00

PM

Vehi

cles

Time

Hourly variations of Car parking accumulation in OMR road (up to 2 km surrounding)

Parking Accumulation

Total Turnover from 8 a.m. to 8 p.m. = 884 Vehicles

8




The above figure denotes the Accumulation Curve for cars within the project area which shows that the peak hour lies between 2.00 PM to 3.00 PM with an accumulation of 20 cars.

0

10

20

30

40

50

60

70

80

90

08:00 AM TO 09:00 AM

09:00 AM TO 10:00 AM

10:00 AM TO 11:00 AM

11:00 AM TO 12:00

PM

12:00 PM TO 01:00

PM

01:00 PM TO 02:00

PM

02:00 PM TO 03:00

PM

03:00 PM TO 04:00

PM

04:00 PM TO 05:00

PM

05:00 PM TO 06:00

PM

06:00 PM TO 07:00

PM

07:00 PM TO 08:00

PM

Vehi

cles

Time

Hourly variation of Car parking accumulation inside SIPCOT Roads

Parking Accumulation

Total Turnover from 8 a.m. to 8 p.m. = 438 Vehicles

0

5

10

15

20

25

08:00 AM TO 09:00 AM

09:00 AM TO 10:00 AM

10:00 AM TO 11:00 AM

11:00 AM TO 12:00

PM

12:00 PM TO 01:00

PM

01:00 PM TO 02:00

PM

02:00 PM TO 03:00

PM

03:00 PM TO 04:00

PM

04:00 PM TO 05:00

PM

05:00 PM TO 06:00

PM

06:00 PM TO 07:00

PM

07:00 PM TO 08:00

PM

Vehi

cles

TIME

Average Accumulation of On-Street Car Parking within the Project Area

Average Accumulation

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5.5.2 ANALYSIS OF WILLINGNESS TO PAY SURVEY & FEEDBACK ON DEMAND FOR THE PROJECT In the manner stated above, all the data has been collected using the above willingness to pay format and analysis carried out on such data indicates the following,

S. No. Willingness for Rs.30/- per hour payment towards Car Parking

Number of People out of 100

Percentage

1. Low 2 2 % 2. Medium 74 74 % 3. High 24 24 %

From the above table, it can be clearly seen that people are generally willing to pay upto Rs.30/- per hour towards car parking at current levels i.e. 2015 prices. However, considering the economy & duration of construction (3 years), we suggest that Rs.50/- only for working hours (9.00 am to 17:00 pm) and Rs.40/- per hour (for the remaining hours) be collected towards car parking. The same may be incorporated in the calculation towards Financial Viability. Furthermore, with regard to the feedback collected on the demand for the project, the trip purposes taken from nearly 100 drivers/owners have been identified and tabulated as shown below,

S. No. Activity No. of

Samples Percentage Remarks

1. Official Business (Other than IT Staff)

60 60 %

These are outsiders visiting IT Companies in

SIPCOT, Siruseri/neighbourhood.

2. Shopping 10 10 % - 3. Business 10 10 % - 4. Personal Affairs 2 2 % - 5. To eat in restaurants 5 5 % - 6. School/College/University 10 10 % - 7. Service Passenger 3 3 % -

Total 100 100 % - From the above table, it may be seen that nearly 60% of all visitors to Siruseri are outsiders. This shows promise that users require car parkings.

6. GROWTH IN VEHICLE REGISTRATIONS WITHIN CHENNAI CITY The vehicle growth in the Chennai city is as follows: • Overall growth – 8.4% • Two Wheeler – 8.6% • Car – 6.3% • Auto – 15.64% • Trucking entering the city daily – (5000 Nos - approx.)

6.1 GROWTH IN PARKING DEMAND The traffic projections made by the recent CCTS study shows that Chennai experiences an exponential traffic growth and the parking demand has also increased exponentially. The following table illustrates the parking demand realized as of 2008 in comparison with the demand in 1993, for major roads within Chennai,

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The above situation poses a challenge to the newer generation and this will need essential re-thinking of effective transportation within the country.

7. DEVELOPMENT CONTROLS AND REGULATIONS: The provisions of the Development Control Rules for Chennai Metropolitan Areas shall form the guiding factor for the development of the parking facility. The facility should be planned with adequate features of safety, fire safety, ventilation, power backup, maintenance, etc. TNRDC requires the planning, designing, construction and management of multilevel parking structure. The best use of land is to be made for the commercial viability as well as for harmony with surrounding development. The bidder needs to ensure that the technology chosen is: • Appropriate to the site and ground conditions • Accommodate the number of cars proposed • Sufficiently supported by technology/service providers for design, supply, implementation

and ongoing maintenance • Should not create interference to the smooth flow of traffic in and around the facility.

8. PROPOSED INFRASTRUCTURE FACILITY: Minimal/essential public convenience, drinking water facility will be provided in the parking space, apart from those in the commercial space. All kind of basic infrastructures are found nearby area for construction phase and operational phase too. The developer shall arrange for the power supply requirement including DG set etc., for required power back up, on its own and shall be solely responsible for all aspects related to it.

9. TIE-UP: Bidder shall ensure & demonstrate that the automatic / robotic parking system (proven technology) /agency chosen by him for tie-up is appropriate to the given site and its requirement. Also, that the parking system technology provider possess the desired capability for design, supply, implementation & ongoing maintenance support.

10. CONFORMANCE TO BYE-LAWS: Bidders shall ensure that the design of entire parking facility confirm to the provisions of Development Control Rules for Chennai Metropolitan Areas, Bye-laws, requirements of all statutory/regulatory bodies in respect of fire hazard, ventilation & lighting requirement safety, security, evacuation during disaster, alarm etc.

11. PERFORMANCE: Lowest acceptable standard will be availability a minimum of 90% of design Equivalent Car Spaces (ECS) functional all the time. Shortfall/performance standards below that level will attract penalty.

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I. STANDARDS AND SPECIFICATION OF THE SELECTED OPTION The following sections of this schedule indicate the details of minimum amenities and facilities but not the least to be provided on the Project as part of the scope of work under this contract with an aim to cater to the envisaged demand till the end of the Concession Period. All standard facilities as required for Multi-level car parking shall be provided by the Concessionaire. The Concessionaire shall review the adequacy of the proposed facilities at regular interval of 3 years and accordingly provide additional facilities with necessary approvals from the concerned departments in order to meet the demand of users till the end of the concession period. The Concessionaire shall provide the details of proposed facilities during execution for approval of the Development Authority. All these facilities with all permanent structures shall be handed over to Development Authority (TNRDC) on the expiry of concession period. The facilities will include but not limited to the followings.

a) Automated Parking Facility b) As per specification c) Toll Booths adequately computerized d) Commercial space as permissible under the bye-laws

The design criteria like loading standards, permissible stresses and quality standards, to be followed for the preparation of design and drawings will be as per the latest standards, codes and recommendations of the Indian Bureau of Standards. The design shall not only satisfy the functional requirements but also consider the service condition and provision is to be made for future expansion. The work will follow the latest standards, codes and recommendations of the Indian Bureau of Standards. The latest in this context means latest with respect to the tender with up to date amendment till the date of receipt/ submission of the bid. If any IS number indicated is superseded by another IS, the later will be applicable. Statutory rules for any particular region are also to be adhered to. In case of absence of suitable IS specifications and code of practices, other recognized international standards and codes such as International Standards’ Organization (ISO), Euro Norm (EN), British Standards Institution (BSI), Deutsche Industries Norm (DIN) be used. For items other than those used in civil and structural engineering, conformation to ISO, EN, BSI, DIN, ANSI, AFNOR or equivalent standards will be acceptable, even if there is a IS for the item. The following specifications and standards cover only some of the minimum requirements for the development. The developer shall design, finance, construct, maintain and operate the proposed Multilevel car Parking strictly conforming to the relevant Indian Standards, the best Industry practices and internationally acceptable norms. Whether the requirements are explicitly stated or not in the RFP documents, the bidders must note that Government of TN envisages a world class facility in all respects and expects a truly international quality and standards from the selected developer as the binding contractual obligation. 1. DESIGN BASIS

■ All equipment should be derated for and ambient temperature of 45°C for indoor and 50°C for outdoor. Maximum relative humidity to be considered is 90% or as specified.

■ Continuity of power supply is the first consideration. The design shall be such as to provide facilities to simplify inspection, testing, maintenance, cleaning, and general repairs at site.

■ Special care to be taken to make the enclosed equipment proof against entry of rats, lizards

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and other creeping reptiles, which may create electrical, short-circuit. All ventilation opening shall have suitable screen protection,

■ All equipment shall be complete with approved safety devices wherever a potential hazard to personnel exists and with provision for safe access of personnel to and around equipment for operational and maintenance functions. Design shall include all reasonable precautions and provisions for the safety of operating and maintenance personnel.

■ The detailed design concept is provided in Section III in the pages below. 2. MULTI-LEVEL PARKING

■ Multilevel Parking with a capacity of 632 ECS (two units of 316 ECS each) and additional parking space to accommodate the parking requirements for permissible commercial space as per the building bye-laws

■ Multi Level Car Parking facility should be fully automated and the use of standards and specifications for use of material, construction technology and operations shall adhere to the national and international set of specifications and the best practices in the industry.

■ All basic necessity like drinking water, toilets, DG sets, Fire fighting facility, security should be provided

■ Retrieval Time: Not more than 2 minutes ■ The Multi-level Car Parking shall be planned in accordance with the Development Control

Regulations applicable on the site in CMDA zone. 3. SPECIFICATIONS FOR MULTI-LEVEL PARKING

■ The parking system shall be designed for permitting cars with the following characteristics: Max Length 5.20 M Max Height 2.05 M Max Width 2.10 M Weight 3000 Kg

■ The design criteria shall be as per latest standards and codes. ■ The design should be considering the standards for Automated Multi-level with lift ■ 3 number of car lifts each for entry and exit with at least one lift each for entry and exit as

stand by ■ A modern state of the art toll collection system such as Automated Parking Ticket Issuing

Machine shall be designed for computation and collection of toll. The toll shall be collected from the vehicles at the exit point. A mechanized barrier gate shall be designed and synchronized with the toll collection system for regulating entry/exit of vehicles into and out of the parking area. The Ticketing Station or access system shall be located outside the Entry and Exit Areas on the right side of the inbound traffic.

■ The entry/exit point shall be located away from the traffic junctions and exit locations. The entry/exit of vehicles shall be provided so that it does not hinder pedestrian movements and shall under no circumstances be from Walkways

■ The minimum clear width of Entry Area shall be designed according to the respective needs and leaving adequate space to the left and right of the car for passengers to leave/enter the car

■ Adequate area for queuing of the inbound and out bound vehicles shall be provided. ■ The Entry areas shall be equipped with sensors to ensure the right positioning of the vehicle

to be transported as well as determine the presence of oversized vehicles, protruding mirrors or racks, which exceed the size limitations of the system.

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■ Motion detectors and CCTV cameras or similar devices shall be installed inside the Entry and Exit Areas to ensure that no person or animals are inside the Entry and Exit Areas or the vehicle when the machine starts moving.

■ Cameras shall be installed to record digital photos of the physical condition of the car entering and exiting the premises. The images are also helpful to locate cars for drivers with a lost ticket and to validate damage claims.

■ All Entry and Exit Areas must comply with disability requirements. 4. FULLY AUTOMATED ROBOTIC TYPE SINGLE SHAFT – CIRCULAR SHAPE MULTILEVEL CAR PARKING SYSTEM. BRIEF DETAILS OF OPERATION OF THIS MECHANISM In this option, the multilevel car parking system will have a single central vertical shaft (Lift) which will have operating Lift Transporter system on two sided of the central Vertical shaft. This operating lift transporter will cover 180° operation and cover all the floor levels so that x,y,z directional movement of shuttles and dolly are controlled by the computer operated mechanism. This MLCP also can be constructed fully As Steel Structure or reinforced concrete structure. This is fully automated Robotic type car Parking System and according to the requirement of the project this can be developed as custom made to suit the specific needs of the clients. Similarly, the entry and exit platform, number of levels can be designed based on the number of car to be parked.

OPERATION MECHANISM AND SEQUENCE The operation mechanism and sequence of operating is similar to the I – option for automated car parking system controlled by system software and micro control sensors interfaced with the computer for ticketing and smart card KIOSKS. Only limitations are 2 Entry and Exit points. When there is large ‘Q’ System for parking during peak hours, the waiting time is the major constraint. In this option Entry and Exit terminal are limited to two only. However, in general, the parking and retrieval time for one car is limited to 180 seconds (i.e. 3 minutes).During non rush or clear period, this is an effective automatic system. SALIENT DETAILS In the site location for MLCP, this single shaft circular shape is fit into the foot prints of the layout leaving the space for drive way, setbacks and smooth flow of traffic .In this option, as per site condition, it is seen that 316 nos of car spaces can be accommodated is Ground + 15 floors accounting for totally 316 Nos of car in Phase – I.

THE OTHER SALIENT DETAILS OF THIS OPTION ARE, • First Floor Level to 15th floor Level

20 Car Spaces Per Floor

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U-Shaped Photo

Sensors

Seven Segment Display

8051 Microcontroller

Serial Interface with PC

Stepper Motor One

Stepper Motor Two

Area : 605 Sq.m Total Built-up area : 10732 Sq.m

• Number of floors – Ground +15 floors • Numbers of cars accommodated in Each floor

Ground floor – 16 Nos First floor to 15th floor – 20 nos in each floor Total capacity – 316 nos

• Total height of the structure – 43.30 m (Approx.) • Car bay size shall be minimum – 2.50 m x 5.40 m • Floor clear height shall be minimum – 2300 mm

SYSTEM OVERVIEW: The software for operation of different kind of MLCP is developed by various software development companies worldwide like SIEMENS and are custom made to the requirement of the developer of MLCP. The parking system is based around a micro-controller and U-shaped photo sensors. It is quick and efficient in operation. The micro-controller is interfaced to the PC by serial port through ICL232 which is a dual RS-232 Transmitter/Receiver. Photo sensors, four-phase stepper motor and micro-controller control the entire operation of the car parking control system collectively. The seven segment display and serial interface is used to display the number of cars in the parking lot. Block diagram of the system is shown in figure.

Fig 1.1: Block Diagram of System Overview

Basic Components: • Stepper moter • U-shaped Photo Sensors • Seven segment Display • Serial Interfacing

STEPPER MOTOR: A stepper motor is a digital device. In that digital information is processed to accomplish an end result, in this case, controlled motion. It is reasonable to assume that a step motor will faithfully follow digital instructions just as a computer is expected to. This is the distinguishing feature of a step motor. In essence, step motors are electrical motors that are driven by digital pulses rather than a continuously applied voltage. Each pulse equals one rotary increment, or stem (hence, step motors). Which is only a portion of one complete rotation. 8-WIRE CONFIGURATION: 8-wire configuration of stepper motor used in Automatic car parking projects, the control is

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consisting of micro-controller 8051 and some other components in this post you will learn how to configure a stepper motor with 8 wire. Some useful circuit diagram of the stepper motor are also shown in the figures below

STEP GREEN BROWN BLUE RED 1 ON OFF OFF OFF 2 OFF ON OFF OFF 3 OFF OFF ON OFF 4 OFF OFF OFF ON

Upward arrow shows counterclockwise stepping sequence. Downward arrow shows clockwise stepping sequence

U-SHAPED PHOTO SENSORS: This device has a compact construction where the emitting-light sources and the detectors are located face-to-face on the same optical axis. The detector consists of a phototransistor Transmitter is positioned opposite the receiver used for small distances and narrow objects

SEVEN SEGMENT DISPLAY: The seven segment display is found in many electronic devices. It is just 7 LEDs that have been combined into one case to make a convenient device for the displaying numbers and some letters

Fig 3.3: Seven Segment Display

SERIAL INTERFACING: Thermo-controller is interfaced to the PC by serial port through ICI232 logic level converter. An IBM compatible computer and 89c51 microcontroller interface is used in RS-232 serial communication.

RS-232 SERIAL COMMUNICATION: RS-232 is a serial communication standard which enables data to be transferred in serial from between two devices. Data is transmitted and received in serial ‘bit stream’ from one point to another. four parameters specify an RS-232 link between two devices. These are baud rate, data width, parity and stop bits and are described below. • Baud rate: The baud rate (bits per second) determines how much information is transferred

over a given time interval. A baud rate is usually be selected between 110 and 76800 baud, e.g. a baud rate of 9600 corresponds to 9600 bits per second.

• Data width: The data width can be either 8 bits or 7 bits depending upon the nature of data being transferred.

• Parity: This parity bit it used to check the correctness of the transmitted or received data. Parity can either be even, odd, or no parity bit can specify at all.

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• Stop bits: The stop bit is used as the terminator bit and it is possible to specify either one or two stop bits.

DISPLAY AND SERIAL INTERFACING OF AUTOMATIC CAR PARKING:

Seven Segment Display: This hardware is used to display the number of cars in the parking lot. basically, this board has six-segment display but using only one display can do our work. Microcontroller Port2 is use to handle the display unit. Serial Interfacing: This unit is to display the number of cars in parking lot on the computer. The computer may be placed in any control room. serial cable is used in null modem mode. We use the DB9 connector for serial interfacing. In null modem mode pin 7,8 and pin 6,4 are shorted with each other. while pin 3 is used for transmit data and pin 2 for reception

HARDWARE WORKING: In car parking control system the basic emphasis on the control of stepper motor by blocking the sensors beam. Three sensors are used to control one motor. Remaining hardware is use to display the number of cars in parking lot. or in other words how many times laser beam is blocked. The 8051 is the brain of this whole hardware. It reads the input signals and start sending the stepping sequences to the motor. When the input beam of S1 is blocked motor start rotating in clock wise direction. This direction indicates the opening of the barrier. Where S1 indicates that a car has come. The S2 sensor is used as the gate open limit sensor i.e. when S2-on it means gate is completely opened. then a delay routine is called so that a particular time is adjusted for car to cross the gate. after that motor start rotating in counter clockwise direction. Which indicates that gate, is closing now. Finally, when S3=on it indicates that gate is completely closed now. So motor will stop rotating. A display is provided at the ground floor which is basically a counter that displays number of cars in each floor. It informs whether the floors are fully filled with the cars or it having place in a particular floor or not. There is facility of lift to carry the car to up and down. Movement of lift is controlled by stepper motor. An indicator with a green and red LED is kept in all the floors to indicate whether the lift is busy or is it ready to take the car up or down. If the red LED glows that means the lift is already engaged and the person has to wait for the green LED to glow.

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After this the seven segment display incremented its value. Which indicates that a car has entered in the parking lot. This display is basically for the people. Which are driving the car. Similarly, serial interfacing is also used to display the number of cars in the parking lot. this display is for the person in control room. The exit gate motor will also work on the same pattern.

But after this the seven segment display and PC decreased the display number. This indicates that a car has left the parking lot. When a person needs to come down from a particular floor to ground floor, he is expected to focus the headlight onto the LDR placed in that floor. Now sensor section sends singnal to motor that the lift has to be send back to that particular floor and sends a signal to glow RED LED indicating that the lift is busy. As soon as the lift reaches that particular floor car should come inside the lift, the display counter at the ground floor decrements by one as to indicate the floor capacity has increased by one. Lift comes back to its normal position and that time, the motor that drives it, also stops. Now processor sends signal to glow GREEN LED indicating that lift is free. If there no parking taking place, the processor carries out the job according to the following priority:-

1. It checks whether any password is entered. 2. It checks whether any car is entered to lift.

3. It checks whether any car headlight is pressed in front of LDR placed in each floor

FOLLOWING ARE THE MAIN SECTIONS IN THIS MODEL. Display section Keyboard, indicator & Beeper section Lift & motor section Sensor section LCD section

DISPLAY SECTION: This section displays the floor number along with the number of cars which has been already parked in that particular floor. So whenever a car is ready to either come down or go up, the program either decrements the count or increments the count automatically according to the going up or coming down of a car. Display section is done by interfacing with 8255(PPI) of 8051. Here 3 ports of 8255 are connected to three 7-segment display. Block diagram of this section is shown.

Fig4.1: block diagram of display sec

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KEYBOARD, INDICATOR & BEEPER: In this section, 12 switches are connected in matrix form and it has three LED’s RED, GREEN & YELLOW. The person, needed to enter the password has to wait until the GREEN LED glows and when it glows, he has to press the “START” button first. This time the RED LED glows. Then the person has to enter the password. As soon as it is entered, the program checks it with the already stored passwords. If it is correct. YELLOW LED glows. If the entered password is wrong, beeper starts beeping signifying the incorrectness of the password entered. The indicator section contains 2 LED’s, RED & GREEN which are present in all the floors. RED LED signifies that the lift is presently busy and shall not entertain any car to enter but if GREEN LED glows, it suggests that the lift is ready and the car can enter the particular floor. Beeper and LED’s are connected to port C upper of 8255. One more advantage of beeper is that; when a person tries to enter the lift irrespective of finding the display section to be FFF (means the floors are already filled), program sends a signal to Beeper section and it starts beeping indicating that he is not supposed to enter the lift since all the floors are already filled.

LIFT AND MOTOR SECTION: In lift section, there is a light beam and LDR to know whether a car has entered the lift or not. When the GREEN LED of indicator section glows, that means the lift is ready for the car to enter. When the car enters the lift, the light beam falls on LDR present in the lift gets cut and it gives a signal that a car has entered the lift. Then program decides which floor lift has to go and gives a signal to motor section. The motor section is a mechanical part of the model which is used for taking the lift up/down. When the lift has to go up, program gives the signal and the motor rotates clockwise and if it has to go down, it rotates anticlockwise.

SENSOR SECTION: Sensor section contains LDR's .These LDR's are connected to each floor to give information if any car has to come down. When a person needs to come down from a particular floor to ground floor, he is expected to focus the headlight the car onto the LDR placed in that floor. When light falls on LDR its resistance decreases.

LCD SECTION: LCD is used to display some messages which is useful to car owners. Here 2X16 LCD ( Liquid Crystal Display) is used. This is used to display messages like

WELCOME TO CAR PARKING SYSTEM LIFT IS BUSY PLEASE WAIT

PLEASE ENTER YOUR PASSWORD CONCLUSION:

Automatic car parking is one of the important factor in traffic areas, multiplexs, apartments, etc; Car parking system that is fully is automated without human being that means if the driver leaves it at the starting of this system the elevator takes the car to the parking slot. We have to use the equipments of microcontroller, Infrared transmitters and infrared receivers for each and every parking slot, IR receivers should be connected to the microcontroller. Stepper motor plays a vital role in this system for lifting the car and display i.e; seven segment displays is used at each and every floor. Sensors are used for sensing the car when it enters the area and when it leave. Automated car parking is very useful in this modern world where finding a small place have

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become a big problem. This system for the parking cars comes into operation in all cities in India and there is vast scope for multilevel automated car parking facilities in tier II & tier III cities also. Most advanced safety surveillances systems integrated in the computerized operate of MLCP.

5. COST OF THE PROJECT The project is estimated to cost Rs 192.64 Crores. Commercial Consideration In consideration of the designated plot of land given on lease for a period of 25 years, the Successful bidder shall pay, to the Concession Authority, annual payment (to be increased @ 10% each year cumulative – from end of year 4) as quoted by him in the financial proposal to be paid on each year of the concession period including construction period. The concessionaire shall pay to the concession authority a lease rental at every quarter of the year per square meter of land for the entire concession period of 25 years. 35% of the total constructed area will be allowed for commercial space development. Bidders may please note that in case of failure of the bidder in completion of the project, as mentioned in the scope of work and as per the minimum standards and specifications as per the technical schedule appended with this document in Draft Concession Agreement (DCA), within 24 months, the performance security furnished on the execution of the Agreement shall be forfeited by TNRDC and blacklisted, as per the Provision of the draft concession agreement. Additional measures as the Govt, may deem fit would be applicable on such a bidder. However, bidders may note that in case the work is being executed as per the minimum technical specifications in Draft Concession Agreement (DCA) but delayed due to Force Majeure Event as defined in the Draft Concession Agreement, the remedies pertaining to such Force Majeure Event shall be applicable as per the provisions in the Draft Concession Agreement. 6. ADDITIONAL AMENITIES AND COMPONENTS OF THE MLCP PROJECT CONCEPT PLANNING IN ARCHITECTURAL DESIGN The main additional amenities in this MLCP proposal consists of shopping complex Hyper mart, children’s game, Food Courts, Mall and Multiplex. The amenities planned to develop in this shopping complex covers the land on East wing of the total Land area of 4.95 acres at SIRUSERI. The following general guide lines were observed in the preparation of architectural concept scheme design and drawings.

• The Land use Zones for residential, commercial, educational, recreational and other purpose has been accounted in the Architectural Planning,

• Certain Areas reserved for parks, playgrounds and other recreational uses and area reserved for new civic developments were observed.

• Drive ways, setbacks, Complete street pattern, road width, immediate and further requirements with improvement proposals were taken care.

• For Phase II, Phase III and for future development and expansion areas were allocated. • The 10% Reservation of land area i.e. 21,383 Sq.ft for the purpose of Central

Government, CMDA, State Government, Planning Authority and other Concerned authorities was reserved of for Public Purpose, and provided in this plan.

• A Floor area ratio of 2.21 was achieved Declaring certain areas, as special control area and development in such areas being subjected to such regulation in regard to Building line, Floor Area Ratio (FAR), Architectural Structures and such other particulars have been observed.

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SHOPPING COMPLEX The Shopping Complex comprises of G+9 floors with 1 basement floor. The Total Built up area provided for the shopping complex is 51,143 Sq. m. Basement Floor

• Hyper Market • Hyper Market Store Room • Unloading Dock / Checking & Sorting area • Stalls (4 Nos.) • Kiosk (2 Nos.) near trolley bank • Main & Fire Staircases (2 Nos. each) • Passenger Lifts (12 Nos.) • Goods Lift (4 Nos.) • Blower Room (2 Nos) • AHU Room (2 Nos.) • Escalators (4 Nos.) • Check out Zone and External Escalator • Vehicular Ramps (2 Nos.)

First & Second Floor Level • Anchor Store 1 • Anchor Store 2 • Shops (19 Nos.) • Boutique Shops (2 Nos.) • Electrical Room • Male & Female Toilets (2 Nos. each) • Common Circulation Area • Kiosk (2 Nos.) in Circulation area • Main & Fire Staircases (2 Nos. each) • Passenger Lifts (12 Nos.) • Goods Lifts (4 Nos.) • AHU Room (2 Nos.) • Service Corridors (2 Nos.)

Ground Floor Level • Anchor Store 1 • Anchor Store 1 Escalators (1 pair) • Anchor Store 2 • Anchor Store 2 Escalator (1 pair) • Shops (18 Nos.) • Unloading Dock • Boutique Shops (5 Nos.) • Male & Female Toilets (2 Nos. each) • Common Circulation Area • Kiosk (3 Nos.) in Circulation area • Atrium Escalators (2 pairs) • Service Corridors (2 Nos.) • Main & Fire Staircases (2 Nos. each) • Passenger Lifts (12 Nos.) • Goods Lifts (4 Nos.) • ATM • Electrical Room • AHU Room (2 Nos.) • Ramps to and from Basement • Exterior Escalators (1 Pair) • Service Corridors (2 Nos.)

Third Floor Level • Art Gallery/Exhibition hall • Terrace Garden • Salon for women • Salon for men • Yoga/meditation hall • Lounge • Sauna 1 & 2 • Consulting room • Back office • Aerobics studio • Gymnasium. • Shops (19 Nos.) • Boutique Shops (2 Nos.) • Electrical Room • Male & Female Toilets (2 Nos. each) • Common Circulation Area • Kiosk (2 Nos.) in Circulation area • Main & Fire Staircases (2 Nos. each) • Passenger Lifts (12 Nos.) • Goods Lifts (4 Nos.) • AHU Room (2 Nos.) • Service Corridors (2 Nos.)

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Fourth Floor Level • Bowling Alley / Billiards with store &

toilets • Children's Play Centre / Game Arcade • Shops (21 Nos.) • Boutique Shops (2 Nos.) • Electrical Room • Male & Female Toilets (2 Nos. each) • Common Circulation Area • Kiosk (2 Nos.) in Circulation area • Main & Fire Staircases (2 Nos. each) • Passenger Lifts (12 Nos.) • Goods Lifts (2 Nos.) • AHU Room (2 Nos.) • Service Corridors (2 Nos.)

Fifth Floor Level Multiplex - 4 Screens • Screen 01 • Screen 02 • Screen 03 • Screen 04

• Dish Washing • Dining Area • Service Corridor • Male & Female Toilet (1 No. each) Common Amenities • Common Circulation Area • Atrium Escalators (2 Nos.) • Main & Fire Staircases (2 Nos. each) • Passenger Lifts (12 Nos.) • Goods Lift (2 Nos.) • AHU Room (2 Nos.)

Sixth Floor Level • Banquet Hall 1&2 • Pre Function Area • Main Kitchen • Service Corridor • Store Room • Party Lawn Are (2 Nos.) • Male & Female Toilet (1 No. each) • Outdoor Dining Space with 2 Nos. of

Kitchens • Ticket Counter & Frisking zone (2 Nos.) • Theatre Back Office • Male & Female Toilets (1 No. each) • Electrical Room • Movie Gallery / Museum • Theatre lobby • Coffee Shop • Coffee Shop Seating area • Waiting Lounge (2 Nos.) • Circulation Area • Service Corridor Restaurants • Specialty Restaurant 1 • Specialty Restaurant 2 • Specialty Restaurant 3 with terrace garden • Specialty Restaurant 4 with terrace garden • Specialty Restaurant 5 • Specialty Coffee Shop with bar counter

and terrace garden • Kitchens (4 Nos.) Food Court • Food Stalls (11 Nos.)

• Service Terrace • AHU room • Projection Areas for 4 Nos. of theatres • Main & Fire Staircases (2 Nos. each) • Passenger Lifts (12 Nos.) • Goods Lifts (2 Nos.) • Electrical Room

Seventh, Eighth & Ninth Floor Levels • Large Office with store room and Male

& Female Toilets (2 Nos each) • Office (7 Nos) • Male & Female Toilets (2 Nos. each) • Common Circulation Area • Main & Fire Staircases (2 Nos. each) • Passenger Lifts (10 Nos.) • Goods Lifts (2 Nos.) • AHU Room (2 Nos.) • Store room & Electrical Room (1 each) • Service Corridors (2 Nos.) • Terrace Garden

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The abstract Built up area statement of the various floors are provided in the drawings. MLCP

The multi-level car parking provision is mainly aimed for the visitors of Mall, Food Court, Multiplex Theater.

BUS PARKING BAY Huge number of people travel from Chennai city to SIRUSERI & back to their work. From the observation and study made at the site, it is seen that large number employees travel in busses. This has led to a large number of buses being parked on-street. Hence the provision of Bus Parking Bay has been proposed for 14 Nos of Buses.

DRIVE - IN RESTAURANT Another component of the project is the Drive-in Restaurant. Since, the site is on the main road and hence the vehicles can access the restaurant easily.

ROOF TOP RESTAURANT A novel idea to attract the niche crowd, especially crowds from the nearby IT companies, is a quality Roof-Top Restaurant capable of living up to World-class standards. This will be an artistic / futuristic place for quality dining and the same is expected to be analyzed for viability & feasibility.

COMMERCIAL UNITS, SPA, WELLNESS CENTRE, MULTIPLEX Shopping Spaces are planned as a convenience for the local people. This is proposed near the car parking which forms the main commercial unit, because no other mall is found in the surrounding area of Siruseri 4 Nos of Screens have been provided. Some of the other components are as follows. ATM

The provision of ATM will be useful and the possibility of using it will be more because the proposed site area is situated on the IT corridor.

DRIVER’S RESTROOM & WAITING ROOM The drivers who park their car can be sheltered in the waiting room till they retrieve their vehicle. This provision attracts the people because of its convenient. The visitors who come to park the car or the visitors of the restaurant can also be sheltered here until they retrieve the car from parking area.

SECURITY SHELTER Shelter will be provided at the entrance in order to provide shelter to the security of the car parking.

CCTV SURVEILLANCE 24x7 CCTV camera surveillance will be provided to the entire MLCP and MALL layout.

MAJOR REVENUE STREAM The main revenue generation for the Investor / developer are, 1. Collection of Car parking fees 2. Advertisement fees 3. Shops rental charges 4. Hyper mart, Mall Shops, eatery KIOSKs, rental charges 5. Food court, Restaurant Rent and lease charges 6. Roof Top Restaurant Rent and lease 7. Children’s Play games area Rental charges 8. Spa, Wellness centre, Boutique shop Rental charges

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IMPACT OF MLCP DEVELOPMENT Once the MLCP parking facility is developed in this SIRUSERI – IT Park junction, then the volume of traffic and number of trips in different times increase at this Location. The impact of this MLCP facility on the adjacent Roads need to be studied at that time. Besides the future road development Activities in OMR Road IT Junction (Elevated Structure), adjacent road widening & improvement plans will play major Role on the impact in traffic flow patterns and sure will affect traffic density and road width capacities Detailed traffic Management planning at this junction development & improvement is to be taken up during that stage and preparation of DFR. To ascertain the impact of MLCP development traffic during movement counts at the intersection points to be carried out for future projection to assess the significant impact on the roadway Network in this vicinity. 7. ROLE OF DEVELOPERS: The role of the Developer would include but not limited to

• Design, finance, construct, operate , maintain and manage the facilities including supporting ancillary infrastructure

• Meet the requirements laid down by the Competent Authority STANDARDS AND SPECIFICATION: In the MLCP site the proposed facilities will include but not limited to the followings

• Fully Automated Parking Facility – MLCP – 632 cars in phase I • Adequate Car Lifts – for MLCP • Bus bay for 14 buses parking • Smart card Booths adequately computerized and with advanced software operation for

parking & Retrievals • Commercial space such as Mall and Multiplex, Food court children play area, Games

zone as permissible under the byelaws of Local Body or CMDA The design criteria like loading standards, permissible stresses and quality standards, to be followed for the preparation of design and drawings will be as per the latest standards, codes and recommendations of the Indian Bureau of standards. The design shall not only satisfy the functional requirements but also consider the service condition and provision is to be made for future expansion. Sub-surface and geo-technical studies as per IS standards for MLCP Site constraints structures such as trees, labour shed, existing pond to be modified as

children’s park suitably and prepare its tentative cost estimate. Sub-soil investigations will be done as per IRC: 78-2000

CIVIL AND STRUCTURAL REQUIREMENTS: • The building shall be designed in accordance with the latest Indian Standard Codes and • Shall be designed to resist wind and seismic forces. • RCC Structures shall be designed as per IS 456:2000. • Steel Structures shall be designed in accordance with the provision of IS 800-1984. • Structural steel shall conform to IS 2062. Tubular section shall conform to IS 4923. • Architectural design norms as per NBC (National Building Code – 2005). • Structural Design norms as per NBC and BIS (Bureau of Indian Standards) The specifications and standards cover the minimum requirements for the development. The

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developer would be required to design, finance, construct, maintain and operate the proposed Multilevel Parking strictly conforming to the relevant Indian Standards, the best Industry practices and internationally acceptable norms and the developer is advised to carry out its own tests and investigations related to soil condition, strata, bearing capacity and other characteristics.

THE MLCP DESIGN BASIS: The MLCP must be modern, aesthetic, functional, safe a fully automatic for MLCP structure special care to be taken to make the enclosed equipment proof against entry of rats lizards and other creeping reptiles, which may create electrical, short-circuit. All ventilation opening shall have suitable screen protection all equipment shall be complete with approved safety devices wherever a potential hazard to personnel exists and with provision for safe access of personnel to and around equipment for operational and maintenance functions. Design shall include all reasonable precautions and provisions for the safety of operating and maintenance personnel. The developer also to furnish the software for operation of MLCP which should be simple, latest technology and most effective in nature

PRELIMINARY MULTI-LEVEL PARKING OPERATING FRAMEWORK: In Multilevel Parking with 632 cars capacity in phase I and additional parking space to accommodate the parking’s requirements in II & III phase and for permissible commercial space as per the building bye-laws are considered The Multi Level Parking facility will be fully mechanized automated and the use of standards and specifications for use of material, construction technology and operations shall adhere to the national and international set of specifications and the best practices in the industry. Retrieval time: Not more than 3 minutes The Developer is required to plan the Multi-level Parking in accordance with the Development Control Regulations applicable on the site as per CMDA Development control Rules.

SPECIFICATIONS OF MULTI-LEVEL PARKING: A modern state of art toll collection system such as Computerized Parking Ticket Issuing Booths shall be designed for computation and collection of toll. The toll shall be collected from the vehicles at the exit point. A Automated barrier gate shall be designed and synchronized with the toll collection system for regulating entry / exit of vehicles into and out of the parking area. The Ticketing Station or access system shall be located outside the Entry and Exit Areas on the right side of the inbound traffic. Adequate area for queuing of cars inbound and out bound vehicles shall be provided The Entry areas shall be equipped with sensors to ensure the right positioning of the vehicle to be transported as well as determine the presence of oversized vehicles, protruding mirrors or racks, which exceed the size limitations of the system. Motion detectors and CCTV cameras or similar devices shall be installed inside the Entry and Exit Areas to ensure that no person or animals are inside the Entry and Exit Areas or the vehicle when the machine starts moving. Cameras shall be installed to record digital photos of the physical condition of the car entering and exiting the premises. The images are also helpful to locate cars for drivers with a lost ticket and to validate damage claims. All Entry and Exit Areas must comply with disability requirements.

Maintenance and Performance Standard It is planned to Establish a maintenance list for planned operation and maintenance to follow an orderly program so that maximum operational efficiency is attained.

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Diagnostics and Alerts for Technical & Mechanical flaws The MLCP parking facility will have an installed, real time, on-line connection to the manufacturer / technical operator which allows for resolution of most errors remotely with a short response time in reaction to any trouble alarms generated by the system The parking facility shall be capable of reporting alarms in different classes according to their severity for the System functionality. A hotline (support line) shall be implemented to enable a remote system support and timely rectification of any technical fault. A full proof timely and quick defects rectification plan will be sought from the manufacturer for continual and uninterrupted operation of MLCP

Maintenance / Operator The Developer shall perform routine and periodic maintenance activities for the project infrastructure viz, civil, mechanical and electrical works and equipment, furniture for meeting the specified performance standards. Also, the developer is required to furnish the emergency operation plan for retrieval at times of accidents and emergency situation. A safety plan is required from the manufacturer / developer.

8. TOLL BOOTH ■ It is proposed to provide toll booth at suitable distance from entry & exit. However the final

location and layout of toll plaza shall be finalized in consultation with the Development Authority.

■ ‘Closed’ system of toll collection shall be adopted for the Project. ■ Toll collection is proposed to be fully automatic Multi-level tolling system comprising

registering of vehicle classification, ticket issuing, data processing etc. The multiple numbers of toll lanes shall be provided so that not more than 3 vehicles per lane queue up during the peak hours.

■ The design for toll booth shall conform to the standards. The toll booths layout shall be prepared by Developer and got approved from the Development Authority.

9. CIVIL AND STRUCTURAL REQUIREMENTS ■ The building shall be designed in accordance with the latest Indian Standard Codes and shall

be designed to resist wind and seismic forces ■ RCC Structures shall be designed as per IS 456:2000 ■ Steel Structures shall be designed in accordance with the provision of IS 800-1984. Structural

steel shall conform to IS 2062. Tubular section shall conform to IS 4923 ■ Architectural design norms as per NBC (National Building Code - 2005) ■ Structural Design norms as per NBC and BIS (Bureau of Indian Standards) ■ Developer is advised to carry out its own tests and investigations related to soil condition,

strata, bearing capacity and other characteristics 10. SERVICES AND FACILITIES

■ A fully automated Multi-level parking lot shall be designed for a minimum capacity of parking as defined above.

■ Adequate underground water storage shall be provided to cater for one day requirement of domestic flushing requirements. An additional separate underground storage shall be provided exclusively for fire fighting purposes. The design and detailing for the provision of plumbing and sanitary facilities for the parking complex shall be done in accordance with National Building Code & Hand Book of Water Supply & Drainage SP: 35 (S&T)-1987.

■ Adequate public convenience and drinking water facility should be provided for the support

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staff as well as the drivers ■ Drainage facilities shall be constructed and designed in such a manner that there is no

stagnation of water in the Project Site. The internal drainage system shall be connected to main common drain at an appropriate location in accordance with the existing network

■ Worker/ employee amenities shall be provided in accordance with Good Industry Practice ■ Safety barriers, at appropriate locations, shall be provided to effectively manage pedestrian

and vehicular traffic. ■ Illuminated signage in accordance with National Building Code (NBC)/ Indian Road Congress

(IRC) Norms shall be provided at suitable locations within the Parking Facility. 11. FIRE FIGHTING FACILITIES

■ The developer shall provide the required fire fighting equipment and facilities conforming to relevant standards and the applicable rules and regulations.

■ Fire safety measures as recommended in applicable codes (Indian as well as International) listed in Point 3 shall be implemented. Specifically, the fire fighting system shall be adequate to control petroleum fires.

■ Construct the Parking Facilities’ structure with non-combustible material without a specified fire resistance. In addition, those portions of the facility used for the transport and / or storage shall have a finish of non-absorbent, non-combustible material.

■ Specifically, the fire fighting system shall be adequate to control petroleum fires. Provisions shall be made in an Automated Parking Facility that leakage of gasoline tanks or other flammable fluids are collected during transportation and storage of the vehicle.

■ Where the Automated Parking Facility is located below a building, a 2-hour fire resistance rated separation shall be provided between the Automated Parking Facility and the adjacent space use.

■ As the nature of an Automated Parking Facility provides the means to transport a vehicle without human interference, provisions shall be provided to detect a vehicle on fire and to transport it to a fire extinguishing cell at a space on ground- floor, easily accessible for fire-fighters.

12. LIGHT AND VENTILATION ■ Proper ventilation should be provided for all parking floors. A mechanical ventilation must

be provided to permit a minimum of 15 air- changes per hour for normal ventilation and 30 air changes per hour in case of fire or distress call

■ Adequate lighting system in parking facility area will have to be provided to achieve a minimum lux level of 70 for ramps, parking and pedestrian movement area and a minimum lux level of 100 for stairways, toilets, entrance and exit areas of parking

■ The Entry Areas for Parking shall be provided with auxiliary emergency lighting system such that in the event of failure in general power supply the auxiliary emergency lighting system is activated immediately.

■ Power back-up adequate for 100% of the designed power load of the Parking Facility (except Walkways) and Toilet Area shall be provided. The generator shall be equipped to have a switch-over mechanism so as to be activated automatically in the event of power failure. The generator shall be installed in a separate sound-proof enclosure.

13. FUNCTION OF ENTRY / EXIT AREAS ■ The Entry Area is the exchange point between drivers and machine or authorized operators

as the case may be, as applicable, based on the technology provided and therefore special

27




attention shall be paid to the smooth functioning of this exchange center. ■ Each of the entry locations to the parking facility shall be provided with electronically

controlled real time bay availability positions ■ Inside and outside Entry and Exit doors shall be provided to prevent drivers and animals

from coming into contact with any moving elements of the system. ■ Means for catching of debris and drippings from the incoming cars shall be applied to avoid

such drippings to cars and machinery inside the complex, during transportation and storage inside the system.

■ If the system has installed a radio frequency access system, the readers shall have enough range to detect approaching vehicles from at least 9 Meter outside of the Entry and Exit Areas.

■ The Automated Facility where authorized parking operators/assistants are utilized to park and retrieve the vehicles from the parking bays, shall be equipped with sufficient lobby space to hold the expected peak accumulation of drivers waiting for retrieval of their cars. The pay stations or other access readers shall also be located inside the Lobby. Also sufficient electronic message centers shall be provided to guide the drivers to the respective location to meet their car.

■ The operator room shall be located near the lobby to enable the operator to assist drivers and to oversee the operation of the Parking Structure.

14. SOUND EMISSIONS / VIBRATIONS ■ The surrounding walls of the Automated Parking Facility shall cover any sound emission of

more than 40 dba emanating outside the structure, measured at the boundaries of the Project Site.

■ Not only sound but also vibrations resulting from the machinery need to be considered for potential negative impact to the rest of the building and their influence shall be kept to a very minimum

15. GRAPHICAL USER INTERFACE / ON-LINE SUPPORT ■ Automated Parking Facilities shall be furnished with a Graphical User Interface (hereafter

referred as "GUI”), or Human Machine Interface (hereafter referred as “HMI”). This interface shall be positioned in the control-room. The GUI shall show the geometry of the entire System with occupancy and all installed machines moving in real time. The GUI shall be capable of running fully automated without human assistance; it shall have manual and maintenance mode and the capability of System Diagnostic of all critical mechanical, electrical and electronic equipment.

16. AUTOMATION AND PROCESS CONTROL ■ The automation system shall be suitable for acquiring data / information from various

systems / sub-systems and process them to execute the functions as required for the operations.

■ The level of automation shall satisfy the requirements of the promised specification for the Parking system like human interface, ticketing, tracking of the car, choice of least time critical path for parking, retrieval and metering etc.

■ A computer CPU with appropriate software will act through the PLC. ■ The software will be based on the state-of-the art operating system and will be time tested

for the type of parking installed. ■ The required UPS (Uninterrupted Power Supply) will be provided.

28




■ The equipment and component parts shall conform to the relevant standards by Bureau of Indian Standards wherever available. They shall further conform to the latest Indian Electricity Rules. In addition they can conform to some of the standards or codes as follows:

ANSI American National Standards Institution CCITT Consultative Committee for Telephone and Telegraph EIA Electronic Industries Association EN Euro Norm IEC International Electro-technical Commission IEEE Institute of Electrical & Electronic Engineers ISO International Organization for Standardization NEC National Electric Code NEMA National Electrical Manufacturer’s Association

29

t9999999

PART - 2

Maintenance and Performance Standards




II. MAINTENANCE AND PERFORMANCE STANDARD 1. GENERAL During the period of operation, the Developer shall maintain all the Facilities in accordance with performance standards and maintenance requirements, as mentioned below:

■ Perform maintenance on a routine and periodic basis. ■ Identify potential problems early within the context of the planned maintenance system so

that corrective action may be planned and completed in a timely manner. ■ Establish a maintenance list for planned operation and maintenance. Follow an orderly

program so that maximum operational efficiency is attained. 2. DIAGNOSTICS

■ The Parking Facility may have an installed and real time, on-line connection to the manufacturer/ technical operator which allows for resolution of most errors remotely with a short response time in reaction to any trouble alarms generated by the system.

■ The Parking Facility shall be capable of reporting alarms in different classes according to their severity for the System functionality. Preferably, a hotline support line shall be implemented to enable a remote system support.

3. SPARE PARTS PACKAGE ■ For Multi-level parking systems, enough spare parts shall be stored at the Parking Facility to

ensure an immediate availability of exchange components in any case of a component failure.

■ In order to ensure needed repairs to be performed in a timely manner, a respective maintenance contract shall be entered into with the manufacturer, covering the operating times of the Facility including a sufficient on-site spare parts package.

4. MAINTENANCE / OPERATOR ■ Adequate steps shall be taken for regular maintenance of the equipments in order to avoid

System interruptions as much as possible and to remedy such interruptions in a reasonable time.

■ Under all circumstances without any exception, trained personnel must be available round the clock at short notice. A contract with manufacturer shall be entered into to provide a trained technician for the prevention and remedy of interruptions during the all hours of operation of the Parking Facility. Explicit provisions relating to training and know-how transfer, including sharing of manuals and procedures would have to be reflected in the agreement that may be entered into with the manufacturer. ■ The system shall be designed such, that maintenance personnel has access to all

Parking Facility, machinery and electrical and electronic components in a safe manner. ■ The Developer shall perform routine and periodic maintenance activities for the

project infrastructure viz, civil, mechanical and electrical works and equipment, furniture for meeting the specified performance standards as per table below

Maintenance Requirements Description Required level Facility/Equipment

Power Supply, Electrical Installations, Electrical Equipments

Standby power arrangements shall be made for project facilities. No loose, open, un-insulated wiring in any of the areas. Switch Boards, Electric meters are enclosed in boxes and access to authorized persons only.

Standby power supply by DG sets shall be ready to be operated and should be available 24 hours

30




Natural and Mechanical Ventilation and Illumination for parking complex

Shall meet the required Illumination level as specified in the IS Code and NBC. Shall meet the required Ventilation level as specified in the IS Code and NBC.

Any disruption to mechanical ventilation, if provided, shall be rectified within 24 hours. Arrangements for natural ventilation like skylights ventilators, shafts etc shall be cleaned after every 5 days

5. O&M MANUAL 5.1 Operation The Operation portion of the Manual will at least contain the following information:

■ The full schedule for satisfactory operation ■ The scheme for taking out any individual car manually in case of failure of the software

/ communication with software. ■ Block diagrams for the safety interlocks.

The Operation portion of the Manual will at least contain the following information software: ■ Block diagrams for the software ■ Clear description for the Macros

5.2 Maintenance The Maintenance portion of the Manual will contain at least the following information:

■ Schedule of lubrication with type of lubricants to be used ■ Schedule of topping and oil changes for the gear boxes with type of oil ■ Schedule of bearings replacements

The Maintenance portion of the Manual will contain at least the following drawings: ■ General Arrangement drawing ■ Drawing showing point of Lubrication for grease and oil for centralized lubrication ■ Manufacturing drawing with material for the maintenance items ■ Block diagram for the electrical circuit ■ Circuit diagram for the electrical circuit with identification of control gears and wire

end ferrule numbering ■ Block diagram for the PLC with identification.

5.3 Fire The Maintenance and Operation Manual shall have a write up on the procedure to be followed in case of fire. There has to be a description of the system used for fire fighting and schedule of maintenance and refilling if any. There shall be drawings showing the location of the detectors and nozzles for shall distribution / spraying of the fire-fighting media. 6. PERFORMANCE STANDARDS

■ The performance levels define the level at which the proposed facilities are to be maintained and operated. Performance standards are defined for operation and maintenance of the project facilities and the site environment.

■ The obligations of the Operator in respect of Maintenance requirements shall include: • maintaining site environment so as to cause minimum disturbance to the

environment • ensure that the facilities are operational and rectification of the defects and

31




deficiencies within the minimum time • ensure that the fixed parameters provided in this RFP are abided by at any time

during the concession period ■ Notwithstanding anything contrary to specified in this schedule, if the nature and

extent of any defect justifies more time for its repair or rectification as compared to time specified herein, the Operator shall be entitled to additional time in conformity with good industry practice giving top priority to the safety and security aspects.

■ Notwithstanding anything to the contrary contained in this schedule, if any defect, deficiency or deterioration in the Project poses danger to the life and property of the users thereof, the Developer shall promptly take all reasonable measures for eliminating or minimizing such danger

7. PERIODIC MAINTENANCE PERFORMANCE STANDARDS In order to maintain the quality and operational standards of high quality, the periodic maintenance/renewal activities are proposed for the Project. Periodic Maintenance/Renewable activities

SNo Periodic Renewal Activities Time limit for renewal

1 Repainting of furniture, signages delineators, markings etc.

Minimum once in a year

2 Repainting of Buildings and all other structures.

Minimum once in three years

3 Resurfacing of Pavement

Routine repairs every year and premix carpet every fourth year. In case the pavement is of Rigid type, no periodic renewal would be required except cleaning & filling of joints

4 Mechanical Equipment Minimum once in a year as per manufacturer's installation, operation and maintenance instruction manual

5 Electrical Equipment Minimum once in a year as per manufacturer's installation, operation and maintenance instruction manual

32

t9999999

PART - 3

Prohibited Activities




III. PROHIBITED ACTIVITIES 1. GENERAL

The Bidders must note that the project and facilities to be developed are meant for the indented activities and bona-fide use only. No use or activity, which is prohibited under the law of the land, shall be allowed.

2. ENVIRONMENT RULES AND REGULATIONS No activities and uses which are prohibited under the Environment (Protection) Act 1986 and Environment (Protection) Rules 1986, Tamil Nadu State Pollution Control Board Regulations to the extent applicable shall be allowed.

33

t9999999

PART - 4

Structural Design Basis




IV. STRUCTURAL DESIGN BASIS

REPORT CONTENTS

1. GENERAL PROJECT DETAILS

2. LIST OF REFERENCES

3. MATERIAL, WORKMANSHIP, INSPECTION AND TESTING

3.1 Concrete

3.2 Durability of concrete

3.3 Reinforcement

3.4 Structural Steel

3.5 PT Strand

3.6 Expansion joint

4. FOUNDATION SYSTEM

5. GENERAL DESIGN CONSIDARATIONS

5.1 Method of Design

5.2 Loads &

Forces 5.2a

Dead load.

5.2b load combinations

6. Development Buildings 6.1 Commercial Complex & Car Parking

6.1a Imposed load.

6.1b (ii) Analysis

approach. 6.1c

Seismic analysis.

6.1c (i) General Principles and Design

Criteria. 6.1c (ii) Design Spectrum

6.1d. Wind analysis.

7. CONCLUSION

7.1 Other load.

7.2 Column location

34




1) GENERAL PROJECT DETAILS Structural Design Introduction:

The proposed structure is Circular Shape Automatic/Robotic Type Multi Level Car Parking

and Commercial Complex for Tamilnadu Road Development Company Ltd at Siruseri, Near SIPCOT

Junction in OMR Chennai. This consists of 2 Buildings. i.e. Commercial Complex & Car Parking.

This will have 1 stilt and G+9 floors + terrace floor.

In this brief report we are presenting the data and assumptions related to the project,

which has led to the conceptual design at this preliminary stage.

The document attempts to record all inputs assumed in design and will form the

basis for all future detailed structural work.

The report most importantly clarifies the load criteria assumed in the design and it is

therefore expected that all related consultants, including the architects, would go

through the document and refer to it at every stage of detailed design.

Recommendations or revisions on assumed parameters are requested at this stage.

Besides this the report will also form the outline of the design criteria and methods of both

analysis and design to be adopted in this project with the aim of a c h i e v i n g a d e s i g n

t h a t satisfies all sorts of seismic, and serviceability requirements.

2) List of References

IS 456-2000 Plain and reinforced concrete-code of practice IS 875 Code Of practice for design loads for buildings and structures

Part 1: 1987 dead loads- unit weights of building material and stored material Part 2: 1987 Imposed loads Part 3: 1987 Wind loads

IS 1893: 2002 Criteria for earthquake resistant design of structures IS 13920: 1993 Code of practice for ductile detailing of reinforced concrete structures

subjected to seismic forces IS 800:1984 & 2007 Code of practice for general construction in steel IS 3370 Part 1 TO 4 Code of practice for liquid retaining structures IS 2911 Part 1 TO 4 Design & Construction of Pile Foundation SP-24-2000 Explanatory Hand Book on Indian Standard Code of Practice for Plain and

Reinforced Concrete BS 8110 : 1997 Plain and reinforced concrete-code of practice(British standard) SP-16-2000(Design Aids for Reinforced Concrete)

Design Aids For Reinforced Concrete to IS 456.

SP-34-1987 Hand Book on Concrete Reinforcement and Detailing. IS 1343:2012 Code of practice for pre-stressed concrete (First Revision)

Soil Report

35




3) Material, Workmanship, Inspection and Testing: The proposed RCC structure will consists of concrete, P.T Strands and steel

reinforcement as the three main materials used for construction of the structure. The specifications for these materials are discussed in this chapter. 3.1 Concrete:

The concrete shall be in grades designated as per Table 2 IS 456-2000.Recommended grades for the different members is as follows: Pile/ Pile caps M35 Columns M35/M30 R.C.C. Beams/Slabs M35/M30 PT Beams/Slabs M35 Water Tanks M30 Retaining Walls M35 Lift M35 Lean Concrete M10

Type of Cement: Shulphate Resistance cement or Portland slag Cement shall be used for p i l e s & pile cap. Liners in piles shall be 4mm thk. Coated with anti-corrosive or epoxy paint. Any other structural member will be in general designed in M30.

3.2 Durability of concrete

The structure is located in Siruseri, at Chennai, where the climatic conditions are considered as normal for sub & superstructure. Concrete grade of structural elements will be a minimum of M30. Additionally Fire rating and the nominal cover shall be accordingly provided, as mentioned in table 16A of IS456-2000 and based on the exposure Condition. The Concrete Clear Cover For

Structural Element Clear Cover in mm Slabs 20 Beams 25 Columns 40 Pile/ Pile caps 50 Retaining wall 40 Other Under Ground Structural elements 50

3.3 Reinforcement:

The reinforcement shall be high strength deformed steel bars with yield strength of Fe500D N/mm2

confirming to IS-1786. The reinforcement shall be corrosion resistance steel (CRS-D).

36




3.4 Structural Steel The structural steel to be used shall conform to IS 800.

3.5 PT Strand The P.T strands will be 12.7mm HTS low relaxation of ultimate stress capacity 1860 N/mm2.

Prestressing strands shall be of class 2, confirming to IS: 14268-1995.

H.T. Strand Specification: Nominal Diameter 12.7mm Nominal Area 98.7 sq.mm Nominal Weight .775 kg/m Min Ultimate Strength 183.6 KN Modulus of Elasticity 195 KN/mm2

Min Braking load per Strand 260KN Relaxation, low Max 2.5% relaxation losses at load of

at 70% MBS after 1000h Identification Metal Tag for each coil Certificates Mill Certificate for each Product Type Un-oiled Strand quality in Accordance with IS 14268

3.6 Expansion Joint a) The expansion joint will be provided in between Part 1, 2 &3 structures. There will be a

dual column system with combined pile cap. The gap in between will be later filled by approved

sealant.

4) Foundation system

As recommended in the Geotechnical report, End bearing pile is proposed as the

foundation system for supporting the structure. Piles should be socketed a minimum of 5D,

socketing depths shall be necessarily start in layer IV ie. Complete to highly weathered rock.

Pile capacities are given below:

Pile dia. In

mm Vertical downward

capacity (Tons)

750 122

900 176

1000 217

1200 313

37




5) General design considerations 5.1 Method of Design

The aim of design is the achievement of an acceptable probability that structures being

designed will perform satisfactorily during their intended life. With an appropriate degree of safety,

they should sustain all the loads and deformations of normal construction and use and have

adequate durability and adequate resistance to the effects of earthquake, wind and fire.

Structures and structural elements will be designed by Limit State Method. Due consideration will

give to the accepted theories, experience and modern philosophy of design.

Retaining walls will be designed to resist backfill loads as per the section at the wall. Saturated

soil density is 20 KN/m3. The angle of shear resistance is assumed to be 30o. The water pressure

due to the static water between the clay and the wall is also considered in design

5.2 Loads and Forces In structural design, account is taken of the dead, imposed and wind loads and forces

such as those caused by earthquake etc., where applicable.

5.2a Dead Loads The dead loads are calculated on the basis of unit weights of materials given in IS

875 (Part 1) the data provided by consultant and other service consultants will be used for the

specific materials/equipment. Unless otherwise specified the unit weight of materials will be

used as follows.

Reinforced Concrete 25 kN/cum Plain concrete 24 kN/cum Brickwork 20 kN/cum Concrete block work 22 kN/cum Floor finishes 20 kN/cum Glass 23.5 kN/cum Structural steel 78.5 kN/cum Water 9.81 kN/cum

38




5.2 b Load Combinations considered:

SERVICEABLITY COMBINATION

1) 1.0 D.L + 1.0 L.L

2) 1.0 D.L + 1.0 W.L – (+X DIRECTION)

3) 1.0 D.L + 1.0 W.L – (-X DIRECTION)

4) 1.0 D.L + 1.0 W.L – (+Y DIRECTION)

5) 1.0 D.L + 1.0 W.L – (-Y DIRECTION)

6) 1.0 D.L + 1.0 E.L – (+X DIRECTION)

7) 1.0 D.L + 1.0 E.L – (-X DIRECTION)

8) 1.0 D.L + 1.0 E.L – (+Y DIRECTION)

9) 1.0 D.L + 1.0 E.L – (-Y DIRECTION)

10) 1.0 D.L + 0.8 L.L + 0.8 W.L (+X DIRECTION)

11) 1.0 D.L + 0.8 L.L + 0.8 W.L (-X DIRECTION)

12) 1.0 D.L + 0.8 L.L + 0.8 W.L (+Y DIRECTION)

13) 1.0 D.L + 0.8 L.L + 0.8 W.L (-Y DIRECTION)

14) 1.0 D.L + 0.8 L.L + 0.8 E.L (+X DIRECTION)

15) 1.0 D.L + 0.8 L.L + 0.8 E.L (-X DIRECTION).

16) 1.0 D.L + 0.8 L.L + 0.8 E.L (+Y DIRECTION)

17) 1.0 D.L + 0.8 L.L + 0.8 E.L (-Y DIRECTION)

ULTIMATE COMBINATION

18) 1.5 D.L + 1.5 L.L

19) 1.5 D.L + 1.5 W.L (+X DIRECTION)

20) 1.5 D.L + 1.5 W.L (-X DIRECTION)

21) 1.5 D.L + 1.5 W.L (+Y DIRECTION)

22) 1.5 D.L + 1.5 W.L (-Y DIRECTION)

23) 1.5 D.L + 1.5 E.L (+X DIRECTION)

24) 1.5 D.L + 1.5 E.L (-X DIRECTION)

25) 1.5 D.L + 1.5 E.L (+Y DIRECTION)

26) 1.5 D.L + 1.5 E.L (-Y DIRECTION)

27) 0.9 D.L + 1.5 W.L (+X DIRECTION)

28) 0.9 D.L + 1.5 W.L (-X DIRECTION)

29) 0.9 D.L + 1.5 W.L (+Y DIRECTION)

30) 0.9 D.L + 1.5 W.L (-Y DIRECTION)

31) 0.9 D.L + 1.5 E.L (+X DIRECTION)

39




32) 0.9 D.L + 1.5 E.L (-X DIRECTION)

33) 0.9 D.L + 1.5 E.L (+Y DIRECTION)

34) 0.9 D.L + 1.5 E.L (-Y DIRECTION)

35) 1.2 D.L+ 1.2L.L+1.2W.L (+X DIRECTION)

36) 1.2 D.L+ 1.2L.L+1.2W.L (-X DIRECTION)

37) 1.2 D.L+ 1.2L.L+1.2W.L (+Y DIRECTION)

38) 1.2 D.L+ 1.2L.L+1.2W.L (-Y DIRECTION)

39) 1.2 D.L+ 1.2L.L+1.2E.L (+X DIRECTION)

40) 1.2 D.L+ 1.2L.L+1.2E.L (-X DIRECTION)

41) 1.2 D.L+ 1.2L.L+1.2E.L (+Y DIRECTION)

42) 1.2 D.L+ 1.2L.L+1.2E.L (-Y DIRECTION)

(D.L = dead load, L.L = Live load, W.L = wind load, E.L = earthquake load,).

Temperature Load is not considered since the lateral dimension of the building is limited as per

Clause 19.5.1 of IS 456:2000.

Software’s for the analysis & design: a. ETABS b. Safe c. Excel program sheet

6) Commercial Complex & Car parking 6.1(a) Imposed Loads:

Imposed loads are assumed in accordance with IS 875 part 2, as follows. The table listed below is a summary of these loads.

Sr.

No. Area Description Floor

Finish Services Live load Super imposed

dead load

Kn/sq.m

Partition

wall

Kn/sq.m

Remark / comment

Kn/sq.m Kn/sq.m Kn/sq.m

1 Ramp 1.5 0.5 3.0 - -

2 Office 1.5 0.5 3.0 - 1.0

3 Reception 1.5 0.5 4.0 - -

4 Lobby/corridor 1.5 0.5 4.0 - -

5 Staircase 1.5 - 4.0

6 Toilet 1.5 0.5 2.0 9.0 1.0 Sunk 450 mm considered 7 Store Room 1.5 0.5 5.0

8 Gallery/hall 1.5 0.5 5.0

40




9 Retail Shop 1.5 0.5 4.0

10 Landscape 1.5 0.5 5.0

11 AHU 1.5 0.5 - 6.0 -

12 Electrical room 1.5 0.5 - 5.0

13

Terrace

2.0

0.5

1.5

- Water proofing.

6.1b (ii) Analysis Approach Structural Geometry:

The structure consists of Basement + G+ 9 slabs.

Structural Frames The proposed building is RCC & PT space frame structure, with columns forming vertical

components. PT beam is proposed for the typical floor system. After taking into considerations

the feasibility of particular system, clear height available for particular floor, mobility of the

services below slab, cost estimation, provision of openings in the slab, approval of architects,

other consultants and client, the final framing system has been arrived.

6.1c Seismic Analysis:

6.1c (i) General Principles and design criteria The structure is located in the seismic zone III. The design lateral force will calculated as

per the method described in the following paragraphs. The structure is primarily column,

beam framing system & PT beam, although due considerations will be given to the major

41




suggestions/clauses from IS13920, the basic frame is assumed to be as Special RC moment-

resisting frame (SMRF), as per Table 7 (IS1893).

6.1c (ii) Design Spectrum Seismic Analysis (Initial analysis for preliminary column sizing) The design Horizontal seismic coefficient for a structure Ah= Z I Sa IS 1893-2002 Clause 6.4.2

2 R g Where,

Z = Zone factor 0.16 for Zone III Table 2 I = Importance Factor (1) Table 6 R = Response Reduction factor (5) For Special RC Moment-Resisting Frame Table 7 Sa/g = Average Response acceleration coefficient

T = 0.075 h0.75 For RC frame building Clause 7.6 Where, T is Fundamental natural period h = Height of the structure = 48.73 m T = 0.075 x (48.73)0.75

=1.383275 Sa/g = 1.36 /T Medium soil site.

Sa/g = 1.36/ (1.7337) Sa/g = 0.9833

Design Seismic Base shear Vb = Ah W Where, W = seismic weight Ah = 0.0157 Vb = 0.0157 W

6.1d Wind Analysis Wind load for design of structures shall be based on the design wind speed arrived from IS: 875 (Part3)-1987. The parameters for calculation of design wind speed as per IS: 875 (Part 3)-1987.

Basic wind speed, Vb : 50 m/ sec. Risk Coefficient, K1 : 1 (If design life of structure taken as 50 yrs.) 42




Terrain, Height, Structure size factor, K2 : To suit the height of the structure for Terrain

category-2 & Class C is 1.083 Topography factor, K3. : 1 Design Wind Speed Vz : VbxK1xK2xK3

=50x1X1.083x1 = 54.15 m/sec. Design Wind Pressure Pz : 0.6x (54.15) 2= 1759.334 N/m2

The external & internal pressure coefficients shall be as per respective clauses of IS: 875 (Part 3) 7. Conclusions

7.1(i) Other loads:

Any other loads like those of services; storage etc. will be obtained from time to time

from the relevant consultants and incorporated. The top slab of the lift shaft will be designed for

lift loads as obtained from the manufacturer.

7.1(ii) Column locations:

The location of the columns has been retained as per conceptual drawings received.

Although additional columns and shear walls are added wherever required, final orientation of the

columns and their sizing has been decided after discussion with the architects and mutually

agreed upon. The frame model will be developed after this process. Any changes with regards to

column sizes or locations requested would have to be studied on a case to case basis with

possible effects on other columns.

This DBR attempts to briefly cover all design related methods and assumptions at this stage of

the project. As the project progresses certain revisions to the DBR might be warranted and such

timely revisions of this report will be promptly provided by us.

43

t9999999

PART - 5

Financial Viability




V. FINANCIAL VIABILITY With the growing on-street parking of cars due to the numerous IT companies in the proposed site location at Siruseri, Chennai, there is increased parking demand for cars at this area. TNRDC has invited RFP for development of Multilevel Car Parks on DBFOT basis. The proposed project shall be designed to cater peak time parking demand for minimum 632 ECS. Project Cost: Total project cost of Circular shape Automatic / Robotic Multilevel Parking facility along with its commercial complex is estimated to be 192.64 Crs approximately. Internal Rate of Return: As per the financial calculations, the internal rate of return for a 25 year period works out to about 14.00 % + 0.50% i.e. 13.50% to 14.50%.

44

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