Professional Documents
Culture Documents
A DREAM REALIZED
Concept
V. K. Gupta
Project Initiation & Co-ordination
B. D. Garg
Working Group
Achal Jain
Vijyant Bhardwaj
Kumar Ravi Shankar
NORTHERN RAILWAY
Presented by
Published by
Northern Railway
Concept
V. K. Gupta
Working Group
Achal Jain
Vijyant Bhardwaj
Ex. DGM/GC-Rites
DGM/IRCON
Contributors
R.S. Poonia
Chief Engineer/SECRly
Dr. F. Prinzl
GeoConsult Austria
P.C.Pardhan
Asstt. Engineer/IRCON
Sharanappa Yalal
Vikas Goyal
Manuscript Typing
Santosh Kumar
Manjit Singh
Printed At
KOJO Press, New Delhi
Designed By
Arpit Printographers
Copyright@2013
Northern Railway
Contents
Preface
1.
2.
xiii
Udhampur-Srinagar-Baramulla Rail Link (USBRL) Project A Historical Perspective
1.1
1.2
1.3
1.4
1.5
1
3
5
8
8
16
2.1
2.2
2.3
2.4
16
16
33
2.5
2.6
3.
4.
Background
Selection of The Alignment of The Railway Line
Geology and Terrain
Pir Panjal Railway Tunnel (T-80)
Construction of the Banihal Road Tunnel in Kashmir
Background
Evaluation/Description of different Tunnelling methods
NATM : Detail & Design
Appointment of the Detailed Design and Construction Supervision Consultant (DDC)
A New Initiative
Main Deliverables Required from DDC
Salient Features of Pir Panjal Tunnel
50
50
52
54
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
54
55
56
56
58
58
61
65
Introduction
Collection of Data/Information
Site Topography
Alignment and Layout
Tunnel Drainage and Waterproofing
Geotechnical Design
Geotechnical Instrumentation and Monitoring
Design of Outer Lining
Design of Inner Lining
Tunnel Safety
89
89
91
93
94
104
106
111
112
114
115
5.
6.
7.
8.
9.
10.
116
5.1
5.2
5.3
5.4
116
116
118
120
General
Need for Strategizing the Construction
Early works
Main Tunnel Contracts
139
6.1
6.2
6.3
6.4
6.5
6.6
6.7
6.8
6.9
6.10
6.11
6.12
6.13
6.14
6.15
6.16
6.17
139
139
140
162
168
170
171
175
176
176
179
190
195
196
203
204
205
212
7.1
7.2
7.3
7.4
7.5
7.6
7.7
7.8
212
215
216
223
226
227
228
229
231
8.1
8.2
8.3
8.4
231
231
233
234
General
Compliance with the UIC 779-9 R provisions
A Short Description of the System
Electrical and Mechanical Installations:
246
9.1
9.2
246
246
Safety Concept
Main Scenarios And Required Measures
256
Appendix A :
Geodetic Survey
301
Appendix B :
310
Appendix C :
314
Preface
Chapter
1.1 Background
1.1.1 With a view to provide a reliable alternative transportation system to the Kashmir Valley, the Government
of India sanctioned the construction of a 326 Km long railway line to the States Summer Capital, Srinagar, taking off
from its Winter Capital, Jammu.
1.1.2 Terminating at Baramulla, near Srinagar, the railway line connects Jammu with Udhampur, then Katra,
Reasi, Banihal, Qazigund and Srinagar en route (Fig 1.1). It is one of the largest and toughest mountain - railway
project undertaken in the country since independence. The railway line traverses the young Himalayas, which is
tectonically very active and dotted with many Thrusts and Faults. Work on the Jammu Udhampur section (53 Km)
was completed and commissioned in April, 2005. Then the section from Baramulla to Qazigund (119 Km) was
completed and opened to traffic in October, 2009. Work in the remaining stretch from Udhampur to Qazigund,
totalling 154 Km, is in various stages of construction. The Udhampur-Srinagar-Baramulla rail link (USBRL-273Km)
was declared as a Project of National Importance. Some of the important salient features of USBRL Project are as
follows:
Item
Route length
Ruling gradient
Sharpest in - plan Curvature
No. of Bridges
Max. height of Bridge
Longest individual span length
Aggregate Bridge Length
No. of Tunnels
Aggregate Tunnel Length
Aggregate Tunnel length as % of
section length
Longest Tunnel length
Max Depth of Cutting
Rly. Stations
Udhampur
Katra Section
Katra
Qazigund Section
Qazigund
Baramulla Section
Total
25Km
1 in 100
2.75o
38
85 m
154m Steel Girder,
over river Jhajjar
1488m
10
10.90 Km
129Km
1in 80
4o
62
359 m
467 m Steel Arch,
over river Chenab
7310m
36
105.00 Km
119Km
1in 100
2.75o
811
22 m
45 m
273
4210m
0
13008m
46
115.90Km
43.60
3.15 Km.
20 m
3
81.40
11.27 Km
40 m
10+1
0
12 m
15
28+1
911
-
Alt.1
Alt.2
Alt.3
Udhampur-Qazigund
1 in 40 (C)*
1 in 100 (C)*
1 in 100 (C)*
Qazigund-Srinagar
1 in 80 (C)*
1 in 80 (C)*
1 in 100 (C)*
Fig. 1.2
BANIHAL
Fig. 1.3
Fig. 1.4
1.5.1 History
Before the partition which followed the independence declaration in 1947 and the resulting division into the Indian
Union and Pakistan, all tourist and commercial traffic into the Kashmir Valley was nearly totally served by the
Jhelum Valley Road on which Srinagar, the capital of Kashmir, could be reached from Rawalpindi via Murree or from
the railway station Havelian above Abottabad along the Jhelum river in about one-days journey (picture no. 1). At
that time also existed the possibility to travel from Jammu via the Banihal road into Kashmir, however, this road was
only open during summer-time and because of the tedious pass crossings and the vulnerability due to damages
caused by rain this route was only seldom in use. Originally built in 1913 - 1915 as a private road of the Maharaja for
a change between his summer residence in Srinagar and winter residence in Jammu, this road was opened to traffic
for the public in 1922, after completion of the short tunnel on the Banihal pass, but it was used mainly for the local
exchange of goods.
After partition, however, this route of approx. 450 kilometers length from the railway station Pathankot via Jammu
and the Banihal pass represented the only approach to Kashmir besides the air connection served by Indian Airlines
from New Delhi into Srinagar which, during winter-time, could sometimes be interrupted for even weeks. This
route now declared to a national highway has a daily long distance traffic of 300 - 500 vehicles in each direction
which, due to the mountainous part between Udhampur, south of the Kud pass, and Qazigund, north of the Banihal
pass, still have to travel in convoys since the one-lane road with a number of by-passes and the long serpentines
and numerous blind curves and narrow passages in areas of landslide call for a one direction traffic. The mighty,
more than 4000 m high range of the Pir Panjal, which encloses the 1800 m high Kashmir Valley in the south and
southwest is pierced by the old pass road only about 100 m below the approx. 3000 m high Banihal saddle with a
220 m long and only scarcely lined top tunnel.
11
meteorological and seismological tests were commenced simultaneously. Already in summer 1952 the German
advisors and the Indian geologists commenced field investigations which were supported by the Chief Engineer
D.N. Gupta and Divisional Engineer S. Narboo of Public Works Department, Jammu & Kashmir.
Originally, four alternatives, no. I IV, were investigated, however, only no.II and IV were followed up closer in
accordance with the agreements of the German and Indian groups, and based on the geological findings they were
converted into the proposals IIIa and Iva (picture 2)
13
three years and until the first temporary take-over for traffic only five years had lapsed while nowhere in the world
a tunnel of comparable size would have required less than eight to ten years to complete the local investigations
and planning only. Such a short timing, however, necessitated that the contract drawings were only of general
nature and the Joint Venture had to execute with the Consulting Engineer and the Central Public Works Department,
besides the execution of the work, a number of designs and alterations and was in many cases in difficulties to
receive in time approved drawings for the execution.
Regarding stability behavior of the rock the trap was considered mainly as self-supporting which should only, to
minimize friction of the surface, be shotcreted with a 3" layer, all other parts of the tunnel length lying in other
strata were considered to have the necessity of being concrete lined 12", 15" or 18" thick, whereas the last one with
18" was alternately foreseen to receive an invert to strengthen the whole section in case of lateral pressure. In the
course of excavation of the pilot heading a detailed geological charting was undertaken by the Resident Geologist
to compare the results of the previous investigations and on the other side, to decide on the construction elements,
such as thickness of linking, joints, dewatering, insulation, by-passes, etc. which were to be determined on the
finding of the rock conditions. Also the results of the seismological and meteorological investigations influenced
TABLE-I
Rossi Forel Scale
Acceleration in mm s
Srinagar
Stations
Gurez
Gulmarg
Dras
Upto 2.5
II
2.5 to 5.0
III
5 to 10
14
IV
10 to 25
54
V/VI
25 to 50
113
15
46
VII
50 to 100
34
18
VIII
100 to 250
18
IX
250 to 1000
Noted, intensity
not known
Total number of
earthquakes 1909- 1946
231
29
90
19
During the construction period of the tunnel a number of earthquakes were noted in Banihal of which only two on
two subsequent days in spring 1956 must be considered as heavier earthquakes which may have been in the order
VIII of the Rossi Forel scale. As the above table shows the heaviest earthquakes observed in Kashmir were of the
grade IX of the scale. Since Kashmir is located in the seismological area of the Himalaya, the government decided on
an acceleration of 0.1 g for the statical computation of tunnel vault which equivalent to the intensity X of the Rossi
Forel scale.
At the time of construction commencement available meteorogical values with respect to temperature, precipitation,
atmospheric pressure, relative humidity and wind velocities for stations in the Kashmir Valley and in the areas of
the Chenab and Tavi rivers could not be taken into consideration for the design of the Banihal tunnel since the Pir
Panjal range follows own weather and natural laws which show very abrupt differencies which in many respects
deviate from those measured in the Kashmir Valley.
In order to collect information for the tunnel ventilation and water supply the Central Public Works Department
installed on the north and south portal of the Banihal tunnel, meteorological stations. With respect to the avalanche
problem, the Joint Venture could only rely on oral information of the local Public Works Department and their
observations and experiences in the past.
15
The clearance height in the center is 5.54 m, the maximum width at the spring of calotte 5.44 m. The one-lane road
pavement has a slope of 1:70 and is normally 3.20 m wide, on by-passes it widens to 5.64 m, the one-sided walkway
has a railing at 1.25 width, the curbstone on the other side has a width of 0.58 m, both have been executed with a
rounded-off curb as usually used in this country. The clearance height is for Indian circumstances unusually high
and even sufficiently high for particular army vehicles. The design of the cross-section particularly took care of the
possibility, in case of necessity, to allow the installation of a channel for ventilating and fresh air supply. If one
compares this cross- section e.g. with the Lammerbuckel tunnel of the highway Stuttgart-Ulm, which is also used in
one-directional traffic only, the cross-section of the Banihal with about 30 m is not even half as big as the highway
tunnel with approx. 70 m.
The lining of the tunnel in the earlier projects was to be done in stone-masonry with a thickness of 1" per 1
clearance width. For the execution, however, instead of stone-masonry concrete and reinforced concrete was chosen
with a mixing ratio of 1:2:4 and thickness fixed at 12", 15" and 18" respectively, whereby the latter, wherever
required was to be reinforced and even provided with an invert. The Indian government was not satisfied with the
empiric formula of thickness as above mentioned, but insisted on a statical computation of the vault in accordance
with the geological charting and the resulting loadings onto the vaults.
Therefore, a calculation with a pressure ellipse according to O. Kommerell of h = 100a/p was taken into account
whereas the deformation of the tunnel top a and the permanent loosening of the rock p in percent were
estimated according to the local conditions of the rock. For the 21" profile with earthquake reinforcement and
reinforced concrete invert selected for the area of clay and debris at the tunnel ends, the calculation showed a
maximum eccentricity of the pressure resultant with the Kommerell load as indicated of only 15 kg/cm, as against
a permissible value of 52.7 kg/cm according to the Indian standard code IS-456-1953 for a mix of 1:2:4, and even
the pressure in the concrete/rock interface joint of the invert was within marginal limits.
Chapter
Tunnelling Philosophy
An Engineering Perspective
2.1 Background
Tunnelling is both a Science and An art that over-arches the many disciplines of engineering - civil, structural,
geological, mechanical, electrical and computer as well as the ecological and environmental constraints. Apart from
being a highly expensive engineering enterprise, tunnels can present very difficult problems in their construction.
As more and more tunnels are built, it calls for continued improvement in tunnelling technology. Tunnel as an
alternative, has to be a cost-effective engineering solution with minimal impact on the ambient environment and
ecology. Although significant innovations have been made over the years in tunnel construction, the substantial
growth in passenger traffic and the consequent need for more efficient rapid transit systems in urban areas
necessitates more and more improvement in tunnel construction practices.
Here an attempt has been made to examine and evaluate the currently practised construction technologies i.e.
Tunnel Boring Machine (TBM) method, Conventional Indian Method of Tunnelling and New Austrian Tunnelling
Method (NATM) for tunnelling through different medium i.e. through soil and rock.
Fig. 2.1
b. Single Shield TBM-For use in brittle or soft rock. The tunnel is lined with concrete segments. To tunnel
forward, the hydraulic thrust cylinders of the Single Shield TBM push against the last installed lining ring
(Fig. 2.2) .
Fig. 2.2
Fig. 2.3
There are two major shield machines available for tunnelling in soft ground in urban areas i.e the earth pressure
balanced (EPB) and the slurry type shield machines. Selection of the appropriate shield machine depends on the
ground conditions, surface conditions, dimensions of the tunnel section, the boring distance, the tunnel alignment
and the construction period available. Both are closed-face type shield machines, meaning the head part of
machine is closed and separated from the rear part of machine. The head has a working chamber filled with soil
or slurry between the cutting face and bulkhead to stabilize the cutting face under soil pressure. The EPB type
shield machine turns the excavated soil into mud pressure and holds it under soil pressure to stabilize the cutting
face. It has an excavation system to cut the soil, a mixing system to mix the excavated soil into mud pressure, a soil
discharge system to discharge the soil and a control system to keep the soil pressure uniform. Therefore, EPBM may
not be applicable for the rocky strata that where it is difficult to turn the excavated soil into slurry. It can be used at
ground which is predominated by clayey soil. The slurry type shield machine, on the other hand, uses the external
Fig. 2.4
Fig. 2.5
Fig. 2.6
Fig. 2.7
vi) Typical site utilization plan for working with EPBM including working shaft, gantry crane, segment stock yard,
tanks, etc. (See Fig. 2.8)
???
Fig. 2.8
Fig. 2.9
viii) Schematic representation of a slurry type TBM shield machine (See Fig. 2.10)
Fig. 2.10
ix) Sketch showing Cutting head of slurry type shield. ( See Fig. 2.11)
Fig, 2.11
Fig. 2.12
xi) Slurry type TBM : Slurry circulation system ( Representative) (See Fig. 2.13)
Fig. 2.13
xii) Slurry type TBM : Slurry circulation system ( Line Diagram) (See Fig. 2.14)
Fig. 2.14
Fig. 2.15
Fig. 2.16
Fig. 2.17
xvi) Section view of the site utilization for working with the slurry type TBM (See Fig.2.18)
Fig. 2.18
Fig. 2.19
Fig. 2.20
Fig. 2.21
Fig. 2.22
ii) Lowering the main body of shield machine into launching shaft ( See Fig. 2.23)
Fig. 2.23
Fig. 2.24
Fig. 2.25
Fig. 2.26
Fig. 2.27
Fig. 2.28
Fig. 2.29
2.2.6 Why the TBM Method was not adopted for construction of Pir panjal Tunnel
High Squeezing Effected Anticipated in the middle portion, with High Overburden almost 1100 to 1200 m.
Heavy Water Flows in the Lime Stone Zones with High overburden
The TBM technology is suitable for excavating through nearly uniform medium with no serious obstacles.
The TBM method with shield is also used for tunnels in pervious ground below water level.
This method of construction is not flexible enough to accommodate required changes to suit ground
conditions/encountered geology like :
o
2.2.8 Why NATM was adopted for construction of Pir panjal Tunnel
NATM provides for more cost effective, flexible and safe tunnelling methodology without the long mobilization
process endemic with TBM procurement. NATM is well suited for tunnelling in ground with varying geology. As
such, the New Austrian Tunnelling Method (NATM), was the appropriate alternative.
The name NATM (New Austrian Tunnelling Method) was introduced by Prof.Rabcewicz in 1962 to
differentiate this new method from the then old Austrian Tunnelling Method which was one of several
tunnelling methods that were developed during the first half of the 20th century. Typical for these old
European methods were small headings with temporary timber support, which were systematically widened
to the full cross section. During the installation of the final lining, usually made of bricks and stone masonry,
the timber strutting was removed but timber lagging often was left in place. Another characteristic was the
use of heavy side walls and foundation beams but no invert (no ring closure), Figure 2.30
Fig. 2.30 : Karawanken Railway Tunnel, Cracking due to missing ring closure
ii) Rabcewicz initiated a new and entirely different tunnel construction procedure and disregarded completely
the generally used state-of-the-art techniques. He also introduced newly developed construction
technologies into tunnelling.
iii) Rabcewicz had collected a profound tunnelling experience between the two world wars when he was
working on hydropower and railway projects in Persia and Turkey. He summarized his knowledge and
understanding of tunnelling in a systematic way in his book Rock Mass Pressure and Tunnelling which
was published in 1944. The books title is characteristic for some of the important topics which he described.
iv) He differentiated very clearly between the pressure from rock mass loosening, real rock (squeezing) pressure
and swelling pressure. He recognized that the development of the loosening pressure is related to the
Fig. 2.31: Original and New Design (after stand still) of the Massenberg Tunnel
vii) With the Tauerntunnel, which started in 1970, the method was applied for the first time in a tunnel with
high overburden and real rock mass pressure. It was also used in the talus section at the portal zones where
It is important to understand that NATM is a construction procedure and the excavation and support have
to be seen always in cross sectional and longitudinal direction. It has been always avoided to limit the
application of NATM by the definition of particular and distinct guide lines. The application depends widely
on the particular conditions of each tunnel project and a generalization and simple copying may lead to an
inadequate design in other conditions. For better understanding some of the basic principles of the method
are summarized below:.
a) The major load bearing member is the rock mass.
b) The primary support shall help to:
maintain the integrity and strength of the rock mass around the opening,
shall be slim but shall have a good contact with the rock mass and shall cover the whole area of the
rock face (shotcrete),
c) Effective ring closure shall be achieved fast. This is provided by the rock or by the installation of an invert,
if the rock strength is too low.
d) Two dimensional stress conditions shall be avoided.
e) The excavation area shall be as large as possible and if possible full face excavation shall be used. Small
partial excavations shall be avoided.
f) Tunnel cross section should have a smooth and rounded shape.
g) The Rock mass and support interaction (system behavior) must be continuously controlled by monitoring.
h) The inner lining should increase the factor of safety of the permanent support and shall be installed only
after complete balance of the stresses when deformations have stopped.
ii) Rock Mass Classification of Lauffer (1962)
a) In 1962 a rock mass classification system was introduced by Dr.Lauffer.
b) The Lauffer diagram (Fig. 2.32) shows the relation between the unsupported effective span (m) and
the standing time (h) in relation to seven Rock Mass Classes which he separated in accordance with the
rock mass behavior. As such, classes A to G represent rock mass behavior types. He also indicated the
characteristic range of application. He proposed that the rock mass classification shall accompany the
project from the design to the final documentation. This system has been used with some modifications
until recently and still provides the basis for the Rock Mass Behavior types which are described later.
Evaluation and classification of the ground conditions with respect to particular project requirements
Design subdivided in phases, staged with the project (and construction) development, which provides the
framework for a range of potential applications
Back-checking of the predictions by geotechnical monitoring and adjustment to the conditions encountered
This phase involves determining the expected Rock Mass Types (RMT) and Rock Mass Behavior, categorized
into Rock Mass Behavior Types (BT), as well as the construction measures derived from the rock mass behavior
under consideration of the actual boundary conditions. Excavation classes are then determined based on
the behavior types and the excavation and support methods.
The design should also contain a baseline construction plan. This plan describes the expected rock mass
conditions, assumptions, and the boundary conditions the design was based on. The plan also has to contain
clear statements describing which measures cannot be modified during construction, as well as the criteria
for possible modifications and adjustments during construction.
The results of all phases of the geotechnical design have to be summarized in a geotechnical report.
B. Phase 2: Construction
During construction geotechnical-relevant rock mass parameters have to be collected, recorded, and
evaluated to determine the rock mass type. Monitoring data together with the rock mass type allows the
behavior type to be determined. Excavation and support measures have to be chosen based on the criteria
laid out in the baseline construction plan.
The geotechnical design and the baseline construction plan have to be continuously updated based on the
findings on site. The improved quality of the geotechnical model allows an optimization of the construction
while observing all of the safety and environmental requirements.
The relevant data and assumptions made for all decisions on site have to be recorded. Relevant information
in connection with the rock mass behavior has to be collected, evaluated and analyzed in both phases.
The guideline shall help to follow a systematic procedure. All concepts, considerations and decisions shall
be recorded in a way, that a review of the decision making process is possible.
f) Definitions
ROCK MASS
ROCK
SOLID ROCK
SOIL
ROCK TYPE
DISCONTINUITY
Rock Mass with similar behavior with respect to excavation, spatial and
time dependent behavior and failure mode, without consideration of
sequential excavation and support.
BASELINE CONSTRUCTION PLAN A summary of the Geotechnical Design, including any limitations or
freedoms for on-site design decisions.
A Rock Mass Type is defined as a geotechnically relevant rock mass volume, including discontinuities and
tectonic structures, which is similar with respect to following properties
- in rock: rock type, mineral composition, strength (intact rock rock mass), rock- and rock mass conditions,
types of discontinuities, discontinuity properties, hydraulic properties
- in soil: grain size distribution, density, mineral composition, parameters of the soil components, matrix
parameters, water content and hydraulic properties
See Table 2.1 for key Parameters in Basic Rock Types.
Different Rock Mass Types have different characteristic parameters that influence their mechanical behavior.
To determine different rock mass types relevant key parameters have to be evaluated and defined. Rock
masses with similar combinations of relevant parameters are distinguished as one Rock Mass Type.
The definitions of the Rock Mass Types have to be based on the current knowledge in each project stage,
considering their importance for the successful completion of the project. The number of defined Rock
Mass Types is project specific and depends on the design phase as well as on the complexity of the geological
conditions in the project area. In general, in early design phases, a rough discrimination will be sufficient,
with increased information in subsequent design phases the distinction between the single Rock Mass Types
will be, and has to be more precise.
The final task in this step is to assign the Rock Mass Types along the alignment.
Method
- Selected key parameters describe the geotechnically relevant properties of the rock mass. Table 2.1 is
intended to provide assistance for the selection of the relevant parameters for different rock types.
Depending on project specific boundary conditions, weighting of the parameters may be required. In
any case it has to be checked if the selected parameters are sufficient to adequately describe the rock
mass properties.
- The determination of the various parameters shall be based on local standards and regulations. The
reasons for the use of other standards or procedures have to be clearly explained.
- Identical lithological types with significantly different discontinuity and/or intact rock properties have to
be specified as different Rock Mass Types if this difference results in a different behavior type when
considering the variation in influencing parameters.
Table 2.1: Example of selected key parameters for different general rock types
- Different key parameters may be required depending on the type and use of the underground structure.
The number of parameters used for the definition of the Rock Mass Types and their mode of classification
can change as the project progresses.
The rock mass behavior is determined for each rock mass type by evaluating the effect of the influencing
factors on the response of the rock mass with the full excavation geometry. First the orientation of relevant
discontinuity sets relative to the axis of the underground structure must be determined; the appropriate
stress conditions defined, as well as the local ground water conditions for single homogeneous sections
along the alignment. After assigning all relevant properties and influencing factors to each section, the rock
mass behavior (reaction to the excavation) can be evaluated for each section of the underground structure.
The expected rock mass behavior is then categorized into the general types listed in Table 2.2, and the
distribution along the alignment determined.
The Rock Mass Behavior Types form the basis for the design of the excavation sequence and appropriate
support.
Method
- An unsupported and indefinitely long cavity has to be assumed When considering long underground
structures (tunnels). Sequential excavation steps are not considered in this phase. All construction
measures (excavation and support, as well as auxiliary measures) shall be derived from the determined
rock mass behavior determined in a consistent manner.
- For underground structures with a limited length (portals, caverns, lay-bys, etc.) the evaluation should
consider the entire length and geometry.
- The following influencing factors are usually considered for the evaluation of the Rock Mass Behavior:
a) Rock Mass Type (RMT)
b) Virgin stress conditions
c) Shape, size, and location of the underground structure
d) Excavation method
e) Relative orientation of the underground structure and discontinuities as a basis for kinematical
analyses, and the influence of the rock mass structure on the stress redistribution
f) Ground water, seepage force, hydraulic head
For the determination of the rock mass behavior the following evaluations are recommended:
g) Kinematics: Kinematical analyses for the determination of discontinuity controlled overbreak and
sliding of wedges
Stable
Stable rock mass with the potential of small local gravity induced falling or sliding
of blocks
Stable with the potential of Deep reaching. discontinuity controlled, gravity induced falling and sliding of
discontinuity controlled
blocks, occasional local shear failure
block fall
Shallow stress induced shear failures in combination with discontinuity and gravity
controlled failure of the rock mass.
Rock burst
Sudden and violent failure of the rock mass, caused by highly stressed brittle
rocks and the rapid release of accumulated strain energy
Buckling failure
Potential for excessive overbreak and progressive shear failure with the
development chimney type failure, caused mainly by a deficiency of side pressure
Ravelling ground
Flowing ground
10 Swelling
11 Heterogeneous rock mass Rapid variations of stresses and deformations, caused by block-in-matrix rock
with frequently changing
situation of a tectonic mlange (brittle fault zone)
deformation characteristics
Table 1.2: General categories of Rock Mass Behavior Types
c) Records
Each Rock Mass Behavior Type has to be described sufficiently. The following list represents the minimum
requirements:
- Sketch of the expected rock mass structure
- Rock Mass Type(s)
- Orientation of relevant discontinuities relative to the underground structure
- Rock mass strength/utilization
- Ground water, both quantities and influence on rock mass behavior
- Rock mass behavior (behavior during excavation, face stability, type of failure mechanism, long term
behavior) with sketches of expected failure mechanisms
- Displacements, estimate of magnitude, orientation, and development over time
In case more than one Behavior Type is determined in one general category, the delimiting criteria for the
sub types can be:
- Rock Mass Type
- Rock mass structure
- Ground water
- Kinematics, failure mode
- Magnitude and time dependent development of displacements
After the Rock Mass Types and the Behavior Types have been determined, appropriate construction methods
(excavation sequence, separation of faces, support methods, and auxiliary measures if required) are
determined. The following step evaluates the System Behavior (representing the interaction between the
rock mass behavior and construction measures), which is then compared to the design requirements.
Method
- The analysis methods depend on the boundary conditions of the underground structure investigated.
Basically the following methods for analysis of the System Behavior are applicable:
a)
Analytical methods
b)
Numerical methods
c)
- The variability of the influencing factors, as well as the influence of the construction on the environment
has to be considered.
After the final determination of all construction related measures related to the rock mass behavior,
excavation classes must be determined. In Austria this is according to ONORM B2203-1. The excavation
classes by definition are required to specify the underground work, enable a cost estimate, and provide the
basis for compensation. The two parameters, the round length and a support rating (normalized support
quantity value) define the excavation classes.
An excavation class may be assigned to more than one Behavior Type, as the same measures can be
appropriate for different rock mass behavior types. On the other hand it may be required to design more
than one excavation class for one Behavior Type, in case the variation of properties requires a wider range
of support measures. Preferably in such cases separate Behavior Types should be defined, with clear limiting
criteria (for example range of displacements, volume of expected overbreak, etc.). However, if one Behavior
type requires different excavation classes depending on local influencing factors then the criteria should be
reevaluated and new behavior type determined with clear limiting criteria (for example the expected range
of displacements, volume or location of expected overbreak, etc.
To establish the bill of quantities a prediction of the distribution of excavation classes is required. This
distribution has to be established for the most probable distribution of Behavior Types, and should also
show the likely variations of excavation classes resulting from the distribution (variation, spread) of
influencing factors. When establishing the distribution of excavation classes along the alignment the
heterogeneity of the rock mass has to be considered. In very heterogeneous ground, frequently changing
the excavation and support methods in many cases will be technically and economically unfeasible.
f) Geotechnical Report
The results of the geotechnical design have to be summarized in a Geotechnical Report. In this report, the
single steps outlined in this guideline have to be shown in a way to allow a review of the decisions taken.
The individual reports submitted by the various expert teams involved in the project form the basis for the
Geotechnical Report. Experts, geotechnical engineers and the tunnel designer should prepare the report in
a joint effort.
Step#2
Applying layer of shotcrete on reinforcement
mesh and thereafter Rockblt
Step#4
Final lining applied.
Step#5
Completed Tunnel
2.4
2.4.1 The detailed design and construction of the new Rail line project in Pir Panjal range of the Himalayas (a
relatively young Geological Formation) was a big challenge for Engineers. It is well known that Himalayan
geology is complex full of frequently changing formation and surprises. Folds, thrust zones and Faults are
common. The strata comprises Fluvioglacial deposits, Limestone , Quartzite , Slate and Tuff , Volcanic traps
and bands of Shale, Sandstone and Limestone. The geology along the chosen alignment comprises rocks
with unconfined compressive strength ranging between 60MPa to 140 MPa, and at places laden with
considerable amount of trapped water.
2.4.2 All Underground works are prone to unforeseen problems. Geological and Geotechnical investigations can
only provide some clues to these problem but their gravity can best understood only when encountered. In
Pir-Panjal tunnel the defined alignment shows it commencing in soft ground with low overburden at each
end. This low cover was due to the nallahs flowing over the tunnel alignment. Both nallahs are perennial in
nature and are situated at tunnel meters 220 and 442 at its North and South ends respectively. The tunnel
alignment passes under populated villages, NH-1A, and an Aquifer with considerable charge of water. These
make the construction more difficult.
2.4.3 It is also to be noted that the region falls in seismic Zone-V of the country ,which experiences severe tectonic
movement and seismicity.
2.4.4 Besides the unpredictable geology, the terrain, the mode of communication and the climatic conditions
impose further challenges in the construction of the countrys longest railway/transportation tunnel. It was
almost a dream to construct this Tunnel which would be open a marvel of civil engineering. National Highway
NH 1A is the only link between Jammu and Srinagar, the winter and summer capitals of the state of Jammu
& Kashmir. Landslides close this Highway frequently during the snows and also the rainy season. This cuts off
road communication the only available economical mode of communication between the two capitals.
2.4.5 The clear objective of the Indian Railways is to establish a dependable all weather rail transportation in the
state of Jammu and Kashmir and connect it with the rail network in the rest of the country.
2.4.6 The in house knowledge and expertise available in this field within the Railways was very limited and
inadequate to meet the requirements of design of the tunnel of this magnitude. The tunnel had to be designed
and constructed catering for ventilation and disaster safety aspects. Considering these factors, it was desirable
to engage the services of a consultant who would design the tunnel system as a whole, together with the
construction methodology, also rendering the technical know-how during the process of construction through
the variable strata conditions.
2.4.7 Keeping the above requirements in view, the notice for expression of interest for design of this tunnel was
issued, inviting applications from different firms agencies, who were interested in associating themselves
with the design and construction supervision of this tunnel.
2.4.8 In response of NIT for this work, 25 firms/consultants showed interest, evaluation and selection of Consultant
for this complex and highly specialized assignment was done on QCBS method (quality and cost based system).
In the evaluation, 80% weight age was given to the technical competence of the consultant.
NORTHEN RAILWAY
PRIME CONTRACTOR
SUB CONTRACTORS
M/S HCC LTD, FOR PACKAGE V-A & V-B &BUMI DEVELOPERS
FOR SOFT GROUND TUNNELLING
CONSULTANT
10.960 Km
11.215 Km
10Aug 2005
30 July 2005
8.394 m
7.331 m
6.629 m
48 m2
26 m
1.196m
TYPE OF CONSTRUCTION
METHOD OF CONSTRUCTION
CONCRETE M30
OUTER LINING
SHOTCRETE M25
2.TECHINAL PARAMETERS
FORMATION LEVEL AT SOUTH END
1713.15 m
1756.22 m
1771.479 m at CH 159+124
DESIGN SPEED
100 KmPh
STRAIGHT (INFINITY)
RULING GRADIENT
1 IN 100
RAIL GAUGE
1676 mm
TRACK
VENTILATION
BY JET FANS
Chapter
Preliminary investigations,
i) Preliminary Investigations
Investigations needed to access general suitability of the site and compare different alignments with due consideration
of third party.
i) Desk Study:
Collection and review of the existing information pertinent to the site, including its geological map, its old and new
topographical maps, various aerial photographs and local records. It should also provide information to assist in the
planning of subsequent site investigations (usually regarding the location, the depth and the type of bore holes).
c) Laboratory Tests:
Uniaxial test
Triaxial test
Stage-I
Planning and Design Stage:
For alignment fixing, planning the tunnel work, designing, finalizing the construction methodology and the
cost estimation
Stage-II
Construction Stage:
For excavation for the Tunnel
Geological Description
152+600-153+240
153+240-156+400
Quartzites and shales usually dipping to northeast at 30 to 40 degrees. Steeper layers exist near fold
cores and faults. Fold axis strike sub-horizontal northwest-southeast, dipping slightly towards
southeast. Faulting usually rectangular to folding and schistose, parallel to folding and in some cases
parallel to schistosity. The folding is brittle deformation. A strongly fractured zone with numerous
changes of schistosity along a series of brittle folds results in a repeated switching between northeast
and southwest dipping between 154.250 and 154.700.
156+400-157+300
Agglomeratic slates usually dipping to northeast at 30 to 40 degrees. Steeper layers due to folding.
Faults as before, but with increase of structures parallel to schistosity. Repetition of tuff and
conglomerate layers due to folding around agglomeratic shales.
157+300-158+200
Panjal Trap, dipping steeply towards southwest. In outcrops south of Panjal Range the dip direction
is northeast at 40 to 50 degrees. North of Panjal Range the dip direction is southwest again at 40 to
50 degrees. The transition zone must be the Panjal Range itself. Faulting parallel to schistosity and as
before.
158+200-159+400
Quartzites, shales and thin limestone layers dip steeply to moderately into southwestern direction.
Faulting sub-parallel and parallel to schistosity, some rectangular faults and a few west-east bearing
structures.
159+400-162+500
162+500-162+900
Quartzites with minor shale, occasionally with small limestone and volcanic intersections, dipping
to southeastern direction.
162+900-163+560
A total of 14 bore holes were drilled in 2 different phases along the alignment of the tunnel. The total
length of the drilling was 3800m approximately. In the first phase, 6 bore holes in the wide vicinity of the
portal area were drilled. These bore holes were not more than 30m deep. These bores were used for fixing
the alignment and knowing the geological setting and geotechnical situation near the portal and in soft
ground area. These bores were also used to verify the seismic report generated earlier.
ii) In the second phase, 8 bore holes were drilled in close proximity of the tunnel alignment. These bores were
deep, depth ranging from 150m to 640m. The data of these bores was used for establishing the geology at
the tunnel formation level. The data was also used in the detail design of the tunnel.
Fig. 3.3: Bore Hole No. - B-3/80, Chanage - 157+200, Depth - 450.50 - 454.50 Rock Andesite,
Core Length - 3.0 m, Bore Hole Length 640 m.
Fig. 3.4: Geological section of Pir Panjal Tunnel generated on the basis of the collected design date
Fig. 3.8: Actual Geology of Access Tunnel based on the actual excavation
In some cases where overburden is less vertical bore holes are also drilled. Samples from the face-zone are tested
for UCS and Point Load Test. This data, in conjunction with the data obtained earlier is then used for any design
modification required at site by the field designer. Water samples are tested for finding the quality of water and
correlating it with the near by springs and wells. This helps in understanding the hydrology in the tunnel zone.
Tunnel Seismic Prediction (TSP) survey ( Fig.3.9) was carried out for this Tunnel. Tunnel Seismic Prediction is one of
the tools of geological investigation. Data of TSP alone can not be very useful. TSP data together with the other
collected geological data, and correlating these with the geology of the actually excavated strata can be helpful in
predicting the geology and hydrology of the tunnel. This can be very useful in a tunnel where there is a large
fluctuation of water inflow into the tunnel coupled with relatively less lithological variation.
Fig. 3.9: TSP (Tunnel Seismic Prediction) Result for Pir-panjal Railway Tunnel
In soft ground portion of the tunnel alignment where water masses existed over/around the tunnel bore, moisture
content of the soil was monitored and the Moisture Tests alerted against saturation in the strata on account of the
water mass.
Fig. 3.10: Moisture Test conducted at North Portal of Pir-Panjal Tunnel under a nallah
Carrying out elaborate and flexible geological and geotechnical investigations during the construction of Pir-Panjal
tunnel proved useful in tackling the rather rapidly changing complex geology of the area and it is fair to say that it
is hence that no major untoward incident took place. Investigations during construction helped in deciding the
appropriate support system. Hence there were limited over-breaks during the excavation, ensuring less risk of
collapses. This helped in optimizing both construction time and cost. Although, geological investigations are costly
and time consuming but they are cost-effective since they help in reduction in the cost and time over-runs.
Rock Types
Alluvial Deposits and Slope Debris
Limestone
Magmatic Dyke
Quartzite
Shale
Agglomeratic tuff.
Agglomeratic tuff.
Part of sample PP 01. Medium grained andesite with coarse grained quartz.
Tectonic
Faults
Fault in Quartzite.
Folds
Hydrogeology
Cavities
Springs
Periodical spring at Lower Mundai (0.9 km offset to tunnel, Spring No. 3).
Chapter
4.1 Introduction
4.1.1 This chapter explains the Design methodology and brings out the important parameters for civil design.
4.1.2 The Pir Panjal Railway Tunnel, a part of Udhampur Srinagar Baramulla rail link project across the Pir Panjal
range, is one of the key structure on this new railway line. It is located between the proposed railway stations
Banihal (CH 151+040) in the South and Qazigund (CH 168+872) in the North.
Tunnel design of Pir Panjal Tunnel was driven by the paramount philosophy of flexibility in design to deal
with rapidly varying ground conditions.
ii) Geological conditions of Himalayas is quite identical to European Alps i.e. varying geology, stress conditions,
faults/folds, high overburden, low rock mass strength etc., consequently large deformations which are
needed to be taken care in design of Pir Panjal tunnel.
iii) Although, no amount of geological/geotechnical investigations can do justice to the project of this magnitude
and hence the uncertainties ahead of face shall always remain for tunneling. Moreover, during design stage
it was felt that required geological campaigns is yet to be done, it means that large stretches of the tunnel
has to be excavated without the benefit of detailed subsurface investigations. Therefore, Tunnel design
must be capable to deal with the geotechnical uncertainties.
iv) In NATM design philosophy, this can be achieved by the sufficient number of standard excavation classes
and support modifications based on observed behavior.
v) A design life of 120 years is specified for the tunnel. In addition, keeping in view the future requirement of
electrification and to minimize maintenance requirements a semi dry tunnel was considered the best option.
Therefore, to achieve design objectives the drainage system and lining must fulfill rigid quality criteria. This
can be achieved by:
An initial support consisting shotcrete reinforced by fibres or mesh, rock bolts, lattice girders
A waterproofing membrane including protective geotextile with shotcrete smoothening base
An inner concrete lining, reinforced or un-reinforced, to provide Permanent stability
A drainage system which avoids hydrostatic water pressure built-up behind the lining
The Main Tunnel is a single track railway tunnel for the operation of passenger and freight trains. On the
left side of the track, looking towards increasing chainage, is a motorable path of 3 m width which will be
used in emergency and for maintenance operations. This path is directly accessible from both portals and
from the Access Tunnel.
ii) Railway traffic through the tunnel shall comprise ten passenger and ten freight trains per day. From the
present outfit of the rolling stock of Indian Railways the trains will be moved by diesel locomotives. As the
lifetime of the tunnel is 120 years, electrification using an overhanging catenary system (OCS) and electric
locomotives is a long-term plan without a fixed time schedule. Provisions of the respective non infringement
zone valid for the electrified track in tunnels has been considered, but necessary installation will be designed
at a later stage.
iii) With the proposed final mined portal location of the Main Tunnel at CH 152+600 (south) and at CH 163+560
(north), the total tunnel length is almost 11 km (10,960 m).
iv) With the cut & cover of around 255 m on both portal, the length of Tunnel increases slightly. The tunnel is
a mountain tunnel with an average elevation of approximately 1750 m and a maximum overburden of
approximately 1100 m.
v) Except for a length of about 42.30 m at the North Portal the tunnel is completely straight and runs almost
parallel to North - South direction. The alignment of the railway tunnel crosses the National Highway No.1,
which is the only road connection between Qazigund and Banihal. The crossing is near the south portal of
the existing twin single lane high way tunnels which extend in direction from southwest to northeast. The
elevation of these tunnels is more than 450 m higher at about 2200 m and their length is approximately
2500 m.
For interim access to the main tunnel being driven, a nearly 772 m long inclined access tunnel was
constructed, intersecting the main tunnel at CH 155+350 i.e. at about 2.75 km from its south portal.
ii) The portal of the access tunnel is in Tathar Village, about 100 m southwest of National Highway NH-1A. The
portal location is at an elevation of about 1811 m and the formation level at the intersection is at an
elevation of about 1741.30 m. The access tunnel was used as an intermediate access in order to accelerate
the work and shorten the construction period of the main tunnel. By this approach 2750 m length from the
South portal, including the soft ground section of 610 m from north portal were not on the critical path of
Another intermediate access to the main Tunnel (in order to reduce the excavation from the North side)
was also provided by a 56 m deep access Shaft and an approximately 36 m long Cross Passage at a chainage
of CH 162+950. The ground elevation is nearly 1810 m and the formation level at the intersection is at El
1760 m. By the construction of the cross passage, driving of the main tunnel towards south will be rendered
independent of the 610 m long soft ground portion to the north portal. By this concept the soft ground
portion is not on the critical path and risk of delay in the soft ground tunnelling will not affect the construction
program. Access Tunnel, Access Shaft and Cross Passage and the 610 m long Main Tunnel section between
Access Shaft and North Portal were included in separate Tender Packages for early completion of the
Construction Works. By this approach more driving faces were created and construction time reduced. In
addition the risk of unforeseen delay at the difficult soft ground tunnel sections was successfully avoided.
List of documents
Document name
1
2
3
4
Year
Report on geotechnical investigations for proposed tunnel No.8 for KATRAQAZIGUND rail link (k.m.152.610 to k.m. 163.300)
July- 2003
Oct-1999
Dec-2003
May-2003
Tender Document for Construction for civil works including tunnels bridges
earthwork e.t.c. in zone iv (k.m. 142 to 152)of laole-Qazigund section of
Udhampur- Srinagar-Baramullah New BG Railway link project.
June-2003
Tender Document for Construction for civil works including tunnels bridges
earthwork e.t.c. in zone iii (k.m. 134 to 142)of Laole-Qazigund section of UdhampurSrinagar-Baramullah New BG Railway link project.
June-2003
April-2003
May 1988
1985
May-1978
Dec-2003
June-1960
13 Indian railway schedule of dimensions 1676 mm.(5 ft. 6 in.) Gauge 1939.
1973
Nov-1994
15 Hand book for estimation of design discharge for railway Bridges [T.M. 50]
Aug-1990
16 Drawings showing cross-section of Delhi Metro tunnel with rigid OCS (Five Nos.)
2003
17 Drawings showing the general arrangement ballast less track structure (six Nos.)
2002 & 03
References
1.
IRCON INTERNATIONAL LIMITED: Tender for Detailed Design Consultancy and Construction Supervision of
about 12.5 km long Railway Tunnel across Pir Panjal Range in Laole-Quazigund Section in the State of J&K
(India)
2.
IRCON INTERNATIONAL LIMITED: Pir Panjal Railway Tunnel - Inception Report, Feb 2004
3.
IRCON INTERNATIONAL LIMITED: Pir Panjal Railway Tunnel - Geotechnical Interpretative Report, May 2004
4.
IRCON INTERNATIONAL LIMITED: Pir Panjal Railway Tunnel Design Manual , May 2004
5.
IRCON INTERNATIONAL LIMITED: Pir Panjal Railway Tunnel Structural Analysis Report - Early Underground
Works-Structural Analysis General Cases- Part 1 (Access Tunnel) , May 2004
6.
IRCON INTERNATIONAL LIMITED: Pir Panjal Railway Tunnel Structural Analysis Report - Early Underground
Works-Structural Analysis General Cases- Part 2 (Access Shaft & Cross Passage) , May 2004
7.
IRCON INTERNATIONAL LIMITED: Pir Panjal Railway Tunnel Structural Analysis Report - Portal Excavation
Works-Structural Analysis & Support System of Temporary Slopes-Part1 (Access Tunnel) , May 2004
8.
IRCON INTERNATIONAL LIMITED: Pir Panjal Railway Tunnel Structural Analysis Report - Portal Excavation
Works-Structural Analysis & Support System of Temporary Slopes-Part 2 (North Portal), May 2004
IRCON INTERNATIONAL LIMITED: Pir Panjal Railway Tunnel Structural Analysis Report - Early Underground
Works-Structural Analysis General Cases- Part 3 (Main Tunnel between North Portal and Access Shaft), May
2004
10. IRCON INTERNATIONAL LIMITED: Pir Panjal Railway Tunnel Structural Analysis Report - Portal Excavation
Works-Structural Analysis & Support System of Temporary Slopes-Part 3 (South Portal), May 2004
11. IRCON INTERNATIONAL LIMITED: Pir Panjal Railway Tunnel Structural Analysis Report - Underground WorksStructural Analysis General Cases- Part 4 (Main Tunnel), June 2004
12. IRCON INTERNATIONAL LIMITED: Pir Panjal Railway Tunnel Electromechanical Design Report: Part 1
Tender Design, June 2004
13. IRCON INTERNATIONAL LIMITED: Pir Panjal Railway Tunnel Ventilation Report: Part 1 Tender Design,
June 2004
14. IRCON INTERNATIONAL LIMITED: Pir Panjal Railway Tunnel Maintenance Manual/Report: Part 1 - Tender
Design, June 2004
15. IRCON INTERNATIONAL LIMITED: Pir Panjal Railway Tunnel Tunnel Safety in Operation - Stage 1: Conclusion
on Civil Design
16. IRCON INTERNATIONAL LIMITED: Pir Panjal Railway Tunnel Health & Safety during Construction
17. Austrian Society for Geomechanics: Conventional Tunnelling - The Austrian Draft
18. FLIEGNER, E. (Juni 1960): Der Bau des Banihal Tunnels in Kashmir. In Die Bautechnik Jahrgang 37, Heft 6, S.
209- 225
19. HAZRA, P.C. & PRASARD, K.N. (1963): A Note on the Stratigraphy of the Banihal Region, Pir Panjal Range,
Kashmir. Records of Geological Survey of India, Vol.93, Part 2.
20. TIKU, A. K. & KRISHNA MURTHY, K.S. (1974): An Inspection Note on the reported Rock Falls in the Jawahar
Tunnel Jammu Srinagar Highway, Jammu & Kashmir State. Geological Survey of India, Engineering Geology
Division (West), Northern Region.
21. RITES (May 1988): Report on Detailed Investigation for Repairs and Improvement to Jawahr Tunnel on NH
1A, Jammu - Srinagar
22. RITES (May 2003): Report on Geological and Remote Sensing Studies; Geological Survey of India (including a
geological map and a tectonic map with lineaments)
23. RITES (July 2003): Report on Geotechnical Investigations for proposed Tunnel No. 80 (including a geological
longitudinal section and borelogs of 6 core drillings)
Fig. 4.2
Horizontal Alignment:
The mined tunnel section extends from CH 152+600 at the South Portal (Banihal) to CH 163+560 at the
North Portal (Qazigund) over a length of 10960 m. This length excludes the final portal sections outside of
the mined tunnel section.
Except for a length of 42.30m south of the North Portal the tunnel is straight and runs almost parallel to
North - South direction. From CH 163+517.668 the tunnel is in a transition curve of a left bend which
extends over a length of 110 m upto CH 163+627.668. The adjacent left curve has a radius of 567516 m.
Figure 4.3
Inner Clearance
Lining Type
Area (m2)
Perimeter (m)
Area (m2)
Perimeter (m)
S150
59
28.9
48
26
C300 + SD
67
31
48
26
C300 + I + SD
74
31
48
26
C450 + I + SD
78.5
32
48
26
Fig. 4.4
Fig. 4.5
The cross passage requires sufficient height to enable a safe start of excavation for the main tunnel. The
cross passage crown is at least 1.50 m above the crown of the main tunnel. In addition it provides space
required for mucking and installation of supply ducts.
g) Requirement for the cross passage gradient is controlled by the surface drainage during tunnel construction.
A gradient of 1:100 allowed towards the shaft to allow water flow towards the pump sump in the shaft.
h) Cross passage and Access Shaft allow installation of all facilities required for access/exit for normal operation
and emergency cases.
i)
Support: The primary support consists of shotcrete, reinforced with wire mesh; at the shaft head and
above and below the tunnel eye of the cross passage, steel reinforced shotcrete rings additionally support
the shaft lining.
xi) Portals
a) Mined Tunnel Portals - Portal Cuts
Portal cuts are required for the South and North Portals and for the Access Tunnel Portal. By replacement
of the originally envisaged 260 m long cut & cover tunnel by mined tunneling, the mined portal is at chainage
163+560, which is the original Cut and Cover Tunnel portal.
Temporary portal slopes are relatively steep and perpendicular to the alignment axis which allowed easier
commencement of the tunnel excavation. The inclination of the cuts are 3:1 (V:H) for the main tunnel
portals and 5:1 for the access tunnel portal. For higher cuts, berms of 4 m width were installed for stability,
water collection and maintenance purposes. The first berm is situated at 10 m height above the final
excavation level. Additional berms were installed at every 6 m level. Above the first berm the slope angle is
flattened to 1:1:5 (V:H) to minimize slope protection measures. Only at the South portal a steeper slope of
1:1 is used to avoid a cut very close to NH-1A.
The portal slope at the North Portal and at the Access Tunnel Portal strike almost parallel to the natural
slope and both side slopes are of similar height. Portal slope at the South Portal strikes at an angle of about
40 degree to the natural slope the slope on the right side of the cut is higher and longer. This can be
particularly unfavorable owing to the proximity of the highway which required particular support structures
for the side slopes.
Support measures for the portal cuts are evaluated on the basis of slope stability analysis. Since portal slopes are
temporary structures, controlled by monitoring, the factor of safety (SF) used was 1.3. Under earthquakes, a lower
factor of safety of 1.1. The safety of the temporary portal cuts was verified at sites by a monitoring program.
For erosion protection slope cuts higher than 5 m are covered with 150 mm shotcrete (with wire mesh).
Ground reinforcement by rock bolts (dowels) are provided at all steep cuts below the first berm. Additional
measures include lowering the groundwater table by drainage holes and providing weep holes for reducing
During service-life operation the portal cuts are flattened by filling to avoid costly permanent slope protection
measures. The mined tunnel has been extended by a cast in-situ tunnel section (cut and cover tunnel),
which is backfilled to the required slope angle. Length of the cut and cover tunnel has been finalized as
156m and 99m on north and south respectively.
The cut and cover section is constructed bottom up. It commences with excavation for the concrete invert.
Immediately after excavation, a lean concrete leveling layer is placed as a working platform for placement
of the reinforcement. Together with the reinforcement, the water main, ducting as required and the
necessary installations are prepared and the final invert cast. The reinforcement of the arch section is then
installed and the outer formwork and the shuttering erected and the arch section cast.
The cut and cover section of Pir Panjal Tunnel has been built with same internal dimensions of the mined
tunnel. On the outside, plane sidewalls and a roof arch are formed. A vertical or inclined side of the cut &
cover tunnel makes the final portal.
A continuous waterproofing system is installed between the primary (outer) and secondary (inner) linings.
This is critical where water ingress over large areas occurs e.g. at karst sections and heavily faulted and/or
thinly bedded rock sections with water seepage. In addition continuous water proofing is also installed
along the soft ground sections at the tunnel portals.
The water proofing system consists of a geotextile layer and a PVC waterproofing membrane.
ii) The geo-textile material acts as a drainage layer and protects the waterproofing membrane against the
rough shotcrete surface. It requires a minimum thickness as specified in the works specifications. It is fixed
to the shotcrete surface locally by means of plastic discs and nails. Before installing the geotextile layer, all
sharp evidences and edges are evened out and a final 20 mm smoothening shotcrete layer sprayed.
The waterproofing membrane is the actual water barrier and will be fixed to the plastic discs by means of
thermal welding. Connection of the membrane parts is also by thermal welding. The waterproofing system
is installed in the tunnel roof and the tunnel sidewalls.
The rock classification system used, was based on the Austrian Standard OEN B2203 leading to different
rock classes as were identified during the tunnel excavation. Different Rock classes demand different support
systems based on the rock mass behavior. The main task of the geotechnical design is the economical
optimization in the construction, considering rock mass conditions as well as safety, stability and
environmental requirements.
ii) The basis for this approach is a geotechnical rock mass characterization procedure, which aims to correlate
rock mass types and their behavior. The result is the development of a rock mass model (geotechnical
master plan).
During the design phase the following steps were followed:
Step 1: Determination of Rock Mass Types, which define the basic geological architecture and the relevant
geotechnical key parameters for each ground type.
Step 2: Establishment of the Rock Mass Behavior Types, describing the potential failure mechanisms during
excavation of the unsupported rock mass with full excavation geometry without considering excavation
method, excavation sequence or support system.
Step 3: Based on the different Rock Mass Behavior, excavation sequence and support system is determined
and described in different Rock Class Types. For the evaluation of the System Behavior, the interaction
Step 4: Based on the results of steps 1 3, the alignment is divided into sections and those with similar
excavation and support requirements identified and the respective rock class is then allocated. The estimated
distribution provides the basis for the cost and time estimate.
Rockmass Type and Rockmass behavior have already been explained in Chapter 2 earlier.
ii) Based on Rock Mass Behavior types, the excavation sequence for each behavior type and all required support
measures are determined and defined in various Rock Class Types. Full face excavation is considered in
favorable rock conditions, whereas in unfavorable rock conditions top heading and bench/invert excavation
becomes necessary. For top heading and bench/invert excavation, the maximum allowed distance between
top heading and subsequent bench/invert has to be defined. After development and ordering of the rock
classes the system behavior of the rock mass and the support measures are checked with analysis.
RBT Descriptions
RC 1
Stable rock mass with the potential of small local gravity induced falling or sliding of blocks
RC 2
Stable rock mass to deep reaching, discontinuity controlled, gravity induced falling and sliding of
blocks, occasional local shear failure
RC 3
Deep reaching, discontinuity controlled, gravity induced falling and sliding of blocks, occasional
local shear failure - Shallow stress induced shear failures in combination with discontinuity and
gravity controlled failure of the rock mass
RC 4
Shallow stress induced shear failures in combination with discontinuity and gravity controlled
failure of the rock mass. (Sudden and violent failure of the rock mass, caused by highly stressed
brittle rocks and the rapid release of accumulated strain energy), (Buckling of rocks with a narrowly
spaced discontinuity set, frequently associated with shear failure )
RC 5
Sudden and violent failure of the rock mass, caused by highly stressed brittle rocks and the rapid
release of accumulated strain energy, (Deep seated stress induced shear failures and large
deformation, Buckling of rocks with a narrowly spaced discontinuity set, frequently associated
with shear failure )
RC 6
Deep seated stress induced shear failures and large deformation for heavy squeezing rock mass
RC 7
Potential for excessive over break and progressive shear failure with the development of chimney
type failure, caused mainly by a deficiency of side pressure
RC 8
Potential for excessive over break and progressive shear failure with the development of chimney
type failure, caused mainly by a deficiency of side pressure, flow of cohesion less dry or moist
intensely fractured rocks or soil, flow of intensely fractured rocks or soil with high water content
Table 4.2: Rock Class and Rock Mass Behavior Types
iii) The round length is a key parameter for the selection of the rock class. Within one rock class the round length
will vary within a certain range depending on ground condition, excavation method and time required for support
installation. With skilled labor force and good equipment, round length will be in the upper range which will increase
the driving rate. A smooth excavation line and least disturbance near the excavation allow the increase of the round
length.
Top heading
FF
FF
FF
T, B, I
T, B, I
FF: >3.0
FF: 2.2-3.0
FF: 1.5-2.2
T: 1.0-1.5
T: 1.0-1.5
T: 0.8-1.0
T: 1.0-1.5
T: 0.8-1.0
B: 2.0-3.0
B: 2.0-3.0
B: 1.6-2.0
B: 2.0-3.0
B: 1.6-2.0
I: 4.0-6.0
I: 4.0-6.0
I: 3.2-4.0
I: 4.0-6.0
I: 3.2-4.0
T: 50 IR
T: 100 B: 50
T+B+I: 150
T+B+I: 200
T+B+I: 250
T+B+I: 300
T+B+I: 300
T+B+I: 300
T: 1 Layer D6 1 Layer D6
150x150
150x150
2 Layers D6
150x150
2 Layers D6
150x150
2 Layers D6
150x150
2 Layers D6
150x150
2 Layers D6
150x150
Shotcrete(mm)
Wire Mesh (mm)
T, B, I
8
T, B, I
R: 2 webs
L: 1 web
R: 2 webs
L: 1 web
R: 2 webs
L: 1 web
R: 2 webs
L: 1 web
R: 2 webs
L: 1 web
R: 2 webs
L: 1 web
R: 2 webs
L: 1 web
70/18/25
70/18/25
95/18/25
95/18/25
95/18/25
AR: 3
4&6
CTC: 1.75/RL
T+B: 4&6
CTC: 1.75/RL
T+B: 4&6
CTC: 1.75/RL
T+B: 6&9
CTC: 1.0/RL
T+B: 6
CTC: 1.6/RL
T+B: 6
CTC: 1.6/RL
50
50-100
50-100
50-100
50-100
Face bolting at T
IR: 9m with
3m overlap
IR: 9m with
3m overlap
IR: 9m with
3m overlap
IR: 9m with
3m overlap
IR: 9m with
3m overlap
Additiona Measures
Deformation
Elements
350
350
350
250
250
250
1 Layer D6
150x150
1 Layer D6
150x150
1 Layer D6
150x150
Lattice Girder
Dowels: Length
(m)CTC: R/L (m)
Temporary Shotcrete
Invert (mm)
Forepoling
Legend:
IR: l=3m,
IR: l=3m,
CTC=300-500 CTC=300-500
Top Heading
Bench
FF
Full Face
RL
Round Length
CTC
center to center
radial
IR
if required
AR
as required
IR: l=3m,
IR: l=3m,
IR: l=3m,
CTC=300-500 CTC=300-500 CTC=300-500
I
Invert
longitudinal
Table 4.3: Summary of the different rock classes (support types) for the main Tunnel
(See Fig. 4.12, 4.13, 4.14)
Fig.4.12
Fig. 4.13
Fig. 4.14
Following the determination of the Rock Classes the Rock Mass Model Plan (Geological Master Plan) is
developed by the distribution of the Rock Classes along the tunnel. The estimated distribution of the Rock
Classes is the basis for the theoretical construction time and cost estimate. Every individual Rock Class
requires a certain amount of time for excavation and installation of support measures (Table 4.3). It has to
be emphasized that additional construction time has to be considered for exceptional incidents such as
excessive water inflow, which may delay the works substantially.
ii) During construction the construction plan was continuously reviewed and revised as found necessary. Basis
for the review were continuous face mapping and observation of the actual system behavior and the
evaluation of the monitoring data.
The objective of geotechnical monitoring is to provide early information about the tunnel behavior in order
to optimize excavation and support measures, to realize in time the requirements for additional measures
and to ascertain the stability of the tunnel (Observational Approach).
ii) Therefore an instrumentation system is required for the detection of ground movements, settlements,
displacements and performance of the tunnel ground support as well as the measurement of loads, stress,
and strain in the structural elements for the tunnel support.
Main Monitoring Cross Sections were installed at spacing between 100 m and 200 m based on the encountered
ground conditions.
In case of an overburden between 25m to 50m the assumptions of the height of soil/rock mass acting onto
the tunnel lining is limited to 25m above crown.
Overburden of 25m is equivalent to about three times the diameter of the tunnel crown. This assumption is more
conservative than the approach used for the German High-speed Rail (Neubaustrecke) where an overburden equal
to the diameter of the tunnel-crown is adopted.
A clear concept for safety and disaster management was required for this. This included the identification
of possible types of dangers, defining the primary safety tasks and determining the various safety measures.
ii) Types of danger were identified as those from train break downs, from operational and / or structural
failures, fire, fumes, etc.
iii) Determination of safety measures included organizational tasks (responsibilities, rescue stations, preparation
and availability of safety -manuals), infrastructure provisions (niches, communication), Mitigation measures
(ventilation, escape and rescue), etc.
iv) All this made it necessary to provide the following in the civil design of the tunnel:
a) Access tunnel as escape routes and safe areas.
b) Provision for all requisite installations in accordance with safety standards and guidelines (UIC code).
Chapter
5.1 General
5.1.1 The Tendering philosophy was aimed to explore all term and condition required for successful completion of
project, assuming that a contract should contain clauses to deal with all expected incidents, which may or
may not occur during execution of the work.
5.1.2 GC-Rites was assigned the job of Detail design and construction supervision (DDC) consultancy in the beginning
of year 2004, in month of Feb-2004 inception report was furnished by the Consultant. Based on analysis
done by the consultant as spell out in the inception report , it had been decided that to adhere the target ,
maximum no. of faces should be created by strategizing the construction work.
ii) The final layout enabled the following four separate major drives for the main tunnel:
a) MTS This drive was planned to start excavation from South Portal towards Access Tunnel cross passage.
b) MTS 2 This drive was proposed to start excavation from the Access Tunnel cross passage towards North.
c) MTXS This drive was proposed to start from Access Shaft Cross Passage towards South.
d) MTN This drive was planned to start from North portal and end short of cross passage of Access Shaft-a
soft ground drive.
iii) Besides the above major drives, shorter drives MTS1 (from the Acees Tunnel towards South portal) and MTN1 (a
25m drive from the Access Shaft Cross Passage towards North Portal) were planned to breakthrough to the major
drives at these locations.
The longest drive was MTXS and it was planned to be 4.2 Km long instead of 5.7 Km as per original planning.
Considerable time was thus saved by taking soft ground at both portals out of critical path.
As can be seen from above, critical drive was planned to be started much in advance by introduction of the Shaft at
the North portal. The drive lasting approximately 40 months was planned to complete at the end of 63 months, a
saving of 9 months. This planning incorporated the more detailed cycle times for various rock classes which translated
to a progress of 2.5 - 3.5 m/day in place of 4m/day assumed during previous planning for rock excavation. This was
possible due to completion of geological mapping and detailed investigation which provided more information
about the ground conditions. From this information we were assured that savings in time made by inclusion of the
Access Tunnel and the Shaft would be more than 9 months ( See Fig 5.1 and 5.3).
b.
c.
d.
The Pir-Panjal Railway Tunnel connects the Bichlari Valley at the south end with the Kashmir Valley in the
north. The alignment crosses the National Highway (NH-1A) at three locations. The proposed locations of
the south and north portals of this are near the Banihal and Quazigund towns, respectively.
ii) The regional geology and tectonic framework of the area indicates that the region is susceptible to
earthquakes. The area falls in seismic zone-V of the Indian standard seismic zoning map of the country.
iii) The J&K State climatically is distinctly divided in three parts namely the Jammu region, the valley region
and the Leh-Ladakh region. The climate in the project area for most of the year is somewhat temperate.
During the winter season the minimum temperature drops to below zero and the snow falls on the high
mountains surrounding the valley.
b) Tunneling from the Access Tunnel
The site of access tunnel shall be handed over to the contractor within 8 weeks after the issue of acceptance
letter.
Approximately 85 m length of the Access Tunnel connecting to the Main Tunnel alignment along with
construction of the junction is included in the scope of contract
The Access Tunnel may alternatively be handed over with 250 m of balance length not later than 8 weeks
after the issue of acceptance letter. In that case the overall completion period will be extended by 6 weeks
due to additional work involved. However it was clarified that no other claim for delay ( idling etc) would be
entertained. Payment will be as per BOQ items and accepted rates.
Concurrently another contract for the same tunnel will be in operation on the North side. The two main
faces are scheduled to meet at chainage 158+730. The exact location of the junction point of the two
contracts and the execution of last headings before breakthrough may undergo a slight variation for which
5.4.5 Rainfall
The rain fall in the project area is affected by western disturbances from December to May. While the rainfall in the
valley could be around the year, March is generally the wettest month and November the driest. The CONTRACTOR
is advised to satisfy himself by his actual inspection of the site and also ascertain for himself the climatic and
weather records from the state Government and/or Indian Meteorological Department before submitting the tender.
5.4.6 Organisation
i) The contractor shall submit to the Engineer, not later than 21 days of the award of contract, the organization
chart showing key positions, and CVs of their incumbents together with their brief job descriptions. The
Engineer shall issue notice of No-objection or otherwise, to the appointments of these key positions
within one week. IRCON shall have the right to reject, at any time, and ask for replacements to incumbents,
in the event of their lack of requisite competence.
ii) The following positions shall be the key positions for the entire period of NATM excavation and support:
a)
b)
c)
d)
Safety Manager
e)
iii) The tunneling staff appointed at site shall have adequate experience with proven capability.
iv) Construction Leader /Engineer/Manager (incharge of tunneling execution) must be at least a graduate
Engineer with 20 years of experience with proven track record for tunneling .
v) Tunneling Foreman (Expatriate) has to effectively lead the tunnel site crew in a particular shift. Accordingly,
it is mandatory that he has a proven track record of NATM tunneling of at least 20 years, with varied
position experience such as miner/ Nozzleman, Pit boss and machine operator. He must have executed at
least 25 km of NATM tunnels as Tunnel Foreman, responsible for all the activities at a face.
vi) Tunnel nozzle men shall to possess adequate experience and will be qualified by the contractor based on
the shotcreting of test panels prepared as per IS code and Austrian guidelines (Shotcrete 1998). The testing
procedure shall be witnessed by the Engineer whose No-objection will be required before deployment
of nozzlemen at work. The contractor will maintain at least 3 qualified nozzlemen for each work face.
vii) No objection by Engineer to the Contractors organization, shall not absolve the contractor of his
responsibility in any way, under the contract.
5.4.7 Land
Land needed for labour camps, site offices and workshop/laboratory etc. at work site shall be arranged by
CONTRACTOR/s at his/their own cost. Railway land to the extent available and can be spared, may also be given to
the CONTRACTOR for this purpose, however, the contractor shall have no claim on this account.
Land for dumping of excavated material from open excavation as well as the underground excavation shall be
arranged by IRCON/Railway. However, where directed by IRCON, in case of any delay in acquisition of land, the
contractor shall arrange at his own cost for progress of work and the cost at actual shall be reimbursed to him on
..
10 ppm (8h)
SO2
..
2 ppm
CO
..
50 ppm
NO
..
25 ppm
CO2
..
5000 ppm
1 -15%
8.0 mg/cum
20%
6.0 mg/cum
30%
4.0 mg/cum
60%
2.0 mg/cum
80%
1.5 mg/cum
100%
1.3 mg/cum
v) Should the concentration of the fine dust exceed the limits stated above, the CONTRACTOR shall undertake
such necessary measures and install such additional equipment which will ensure that the dust
concentrations are within the specified safe hygienic limits.
b)Noxious Gases
i) Use of internal combustion engines, other than approved mobile diesel powered equipment will not be
permitted in underground construction Sites.
ii) The CONTRACTOR shall provide and maintain equipment for measuring and monitoring the content of
noxious gases and oxygen at each heading face through out the duration of excavation works. Tests for
determining concentrations of carbon monoxide, carbon dioxide, nitrogen dioxide, methane, other
inflammable gases, and oxygen shall be made before and after each blasting and at the beginning of
each shift by qualified personnel. A record of reading shall be maintained and be made available to the
ENGINEER as and when asked for.
iii) Gas concentrations in underground Sites may not exceed the following limits:
0.005%
0.5%
0.0005%
0.001%
0.1%
0.01
iv) Concentrations of other inflammable gases shall not exceed 40% of the lower explosive limit at the
heading face and 20% of the lower explosive limit elsewhere in the tunnel.
v) If concentrations of noxious gases or other inflammable gases exceed the permissible limits set forth
above, all operations shall be interrupted immediately and personnel shall be removed to a safe area. All
sources of ignition shall be extinguished or removed. All equipment with the exception of ventilation
equipment, shall be shut down.
vi) The required measures will be mutually determined and agreed to by the ENGINEER and the
CONTRACTOR. In case of need, the CONTRACTOR shall engage the services of an independent consultant
experienced in gaseous tunneling. Re-entry and resuming of the Work shall be prohibited until the
ENGINEER has authorised re-entry.
The time allowed for execution and completion of the works or part of the works as specified in the contract
shall be strictly followed and the time shall be essence of the contract on the part of the Contractor.
ii) As soon as it becomes apparent to the Contractor, that the work and / or portions thereof (required to be
completed earlier), cannot be completed within the period(s) stipulated in the contract as per key dates or
the extended periods granted, he shall forthwith inform the Engineer and advise him of the reasons for the
delay, as also the extra time required to complete the works and / or portions of work, together with
justification therefor. In all such cases, whether the delay is attributable to the Contractor or not, the
Contractor shall be bound to apply for extension well within the period of completion/extended period of
completion of the whole works and / or portions thereof.
a) Extension due to Modifications
If any modifications are ordered by the Engineer or site conditions actually encountered are such, that in the
opinion of the Engineer the magnitude of the work has increased materially, then such extension of the stipulated
date of completion may be granted, as shall appear to the Engineer to be reasonable.
b) Delays not due to Employer/Contractor
i)
If the completion of the whole works (or part thereof which as per the contract is required to be completed
earlier), is likely to be delayed on account of:
Delay on the part of other Contractors engaged directly by the Client/Employer, on whose Progress the
performance of the Contractor necessarily depends or
Any other event or occurrence which, according to the Engineer is not due to the Contractors failure or
fault, and is beyond his control;
ii) The Engineer may grant such extensions of the completion period as in his opinion is reasonable.
c) Delays due to Employer/Engineer
In the event of any failure or delay by the Employer/Engineer in fulfilling his obligations under the contract, then
such failure or delay, shall in no way affect or vitiate the contract or alter the character thereof; or entitle the
Contractor to damages or compensation thereof but in any such case, the Engineer shall grant such extension or
extensions of time to complete the work, as in his opinion is / are reasonable.
d) Delays due to Contractor and Liquidated Damages
If the delay in the completion of the whole works or a part of the works, beyond stipulated completion period as
per key dates , is due to the Contractors failure or fault, and the Engineer feels that the remaining works or the
portion of works can be completed by the Contractor in a reasonable and acceptable short time, then, the Engineer
may allow the Contractor extension or further extension of time, for completion, as he may decide, subject to the
following:
i)
Without prejudice to any other right or remedy available to the Engineer, recover by way of liquidated
damages and not as penalty, a sum as mentioned below:
For intermediate key dates:Equivalent to one tenth of a quarter of one percent (0.025%) of the contract value of the works, for each
week or part of a week in completion of the particular stage of the work.
This LD shall be imposed concurrently on individual intermediate periods for different stages of work
and aggregated.
For Final key dates linked to overall completion of the work:Equivalent to quarter of one percent (0.25%) of the contract value of the works, for each week or part of
a week of the overall Work.
ii) The total amount of liquidated damages in respect of the Works in all stages shall, however, not exceed 5%
of the contract value.
Liquidated damages recovered at Intermediate Key Dates shall be refunded to the Contractor if subsequent
Key Dates are achieved without any effect on the programme of the Contractor provided further that
there is no accepted claim by the Contractor on this account.
The liquidated damages are recovered by the Employer from the Contractor for delay and not as penalty.
The Employer may, without prejudice to any other method of recovery, deduct the amount of such
damages from any monies due, or to become due, to the Contractor. In the event of an extension of time
being granted, the amount due under this Sub-Clause shall be recalculated accordingly, and any overpayment refunded.
The payment or deduction of such damages shall not relieve the Contractor from his obligations to
complete the Works, or from any other of his duties, obligations or responsibilities under the Contract.
The Contractor shall use and continue to use his best endeavours to avoid or reduce further delay to the
Works, or any relevant Stages.
At any time after the Employer has become entitled to liquidate damages, the Employers Representative
may give notice to the Contractor, requiring the Contractor to complete the Works within a specified
The recovery of such damages shall not relieve the Contractor from his obligation to complete the work
or from any other obligation and liability under the contract.
The CONTRACTOR is required to take and supply to the ENGINEER coloured photographs on construction
activities. The digital photographs shall be taken by him of all the construction activities pertaining to the
work, at regular intervals as directed by the ENGINEER. All photos shall be provided to the Engineer in
digital form. Three sets 5" X 3" prints of each snap shall be supplied. The CONTRACTOR shall be required to
supply as directed by the ENGINEER, coloured prints of 30 photographs blown upto 36" X 24" size. The soft
copy of all the photographs shall also be supplied to the ENGINEER.
ii) The CONTRACTOR shall keep the record of the construction activities at the site(s)by a colour video film Umatic (3/6") and DVD/VCD. This has a script which shall be approved by IRCON, together with appropriate
background music and special effects. IRCON shall be supplied the master copy of the U-matic film, the CD
and one additional copy of the VHS film and CD of the documentary.
ii) IRCON shall have full ownership and copyright of all the photographs, Videos, and CDs and the CONTRACTOR
shall indemnify IRCON against any claim of any sort on these.
5.4.19 Submission of As Constructed Drawings
i)
On completion of the works, the CONTRACTOR shall arrange to furnish to IRCON three (3) BOUND SETS OF
ALL As constructed drawings for every component of the work, together with the specifications and
other documents adopted in the execution of the work, all at his own cost. The drawings, specifications and
other documents submitted by the CONTRACTOR shall be verified and approved by the ENGINEER. The
CONTRACTOR shall supply such further copies of the As constructed drawings, specifications, and other
documents as the ENGINEER may require for the use of Employer. The completion Certificate for his Works,
shall not be issued by the ENGINEER in the event of the CONTRACTORs failure to furnish the aforesaid.
The contractors will make their own arrangements for the procurement and storage of explosives and
detonators needed for the tunneling works at suitably located primary magazines. The contractors may
The CONTRACTOR will be required to establish a field laboratory at his own cost at work site to carry out all
requisite tests at his own cost. The laboratory shall be equipped with necessary equipment to carry out
various tests such as sieve analysis, compression test on concrete cubes, slump test, workability test, etc.,
and all required tests on aggregates, cement, water, concrete and steel, for ensuring the required quality
standards conforming to codal provisions and specifications. All the pressure gauges, machines, equipment
and other measuring and testing equipment of laboratory shall be got checked/calibrated regularly as
directed by the ENGINEER and necessary certificates furnished to him.
ii) All tests required as per relevant IS Codes/specifications on cement and steel shall be got done from
authorized Technical Institutions/Test Houses as approved and directed by the ENGINEER. For other materials
such as sand, aggregates, concrete, etc., tests shall be carried out by the CONTRACTOR in his field laboratory
as per relevant specifications.
The scope of work for the construction of main tunnel section comprise of the following:
a) Excavation in all kinds of soil/rock including disposal of muck as per approved drawings.
b) Slope stabilization and slope protection at the Portal approach as per approved drawings or as per site
requirement. This also included temporary slope stabilization and slope protection.
c) Construction of the Main Tunnel including excavation and disposal of muck, support installation, concrete
or shotcrete inner lining and other concrete works and all other ancillary works as per approved drawings.
d) Construction of the final portal structures including backfilling as per approved drawings.
e) Excavating and disposal of all type of soils/rocks and conglomerate, etc., from open excavation, etc.
f) All permanent and temporary works, which may necessary for the efficient execution and completion of
work.
g) Any other incidental/ancillary works connected with the above as directed by the ENGINEER.
CONTRACTOR shall be not entitled for any compensation for any decrease in quantity executed and will be
The Specifications define materials, methods and workmanship required for the Construction Works of the
Pir-Panjal Railway Tunnel.
ii) The Specifications cover surface excavation, portal slope stabilization measures as well as the underground
construction works.
iii) For the underground excavation works, the Specifications have been prepared for the New Austrian Tunneling
Method (NATM).
The work is required to be completed in a period as mentioned in General Information. The contractor shall
be required to make good progress consistently to meet the specified key Dates
NATM Tunneling
(each face)
NATM Tunneling
(each face)
ii) In addition to special conditions and specifications, the minimum functional requirements to meet the
schedule are:a) Lining work has to commence before completion of NATM excavation and progress concurrently. Proper
logistics for enabling these activities like properly designed from-work permitting movement across site,
invert bridge etc., will be required.
b) Properly designed transportation logistics (which may be desirably rail based and /or conveyor based)
for heavy requirements of muck removal, feeding of lattice girders, shotcrete, concrete and other
construction material at the NATM and lining locations.
c) Movements of heavy excavation equipment, road headers, boomers, shotcrete robots etc., as a part of
overall logistics.
d) Deployment of at least one ROADHEADER of adequate capability is considered essential.
e) The proposed selection of Equipment, like road headers, tunneling excavators, loaders, etc., shall meet
the required high performance rates. Proven machine types and models with rock cutting/handling
capacity as per the tunnel cross section and drive lengths only shall be deployed.
f) Considering the requirement of fast progress and short cycle time, special tunneling excavators e.g Liebherr
Make series 900 or other equivalent make, are considered essential. These shall be equipped with quickchange devices for fast switch over of various attachments i.e ripping bucket, normal bucket, rock breaker
and working platform etc.
g) Niches at appropriate locations shall be provided for reversing of vehicles, passing places, etc.
h) All electrical and mechanical back up systems of the machines, including the slow and fast consumable
spares and wear parts to be procured/ installed alongwith training of personnel in each field. The services
The contractor shall take all reasonable steps to protect the environment on and off the site and to avoid
damage or nuisance to persons or to property of the public or others resulting from pollution, noise or
other causes arising as a consequence of his methods of operation.
ii) During continuance of the contract, the contractor and his sub-contractors shall abide at all times by all
existing enactments on environmental protection and rules made there under, regulations, notifications
and bye-laws of the State and Central Government, or local authorities and any other law, bye-law, regulations
that may be passed or notifications that may be issued in this respect in future by the State or Central
Government or the local authority.
iii) The contractor shall implement the Environmental Management Plan (EMP) measures, enhancement
measures and measures as directed by ENGINEER and Detailed Design Consultants (DDC) from time to
time. Some of these measures as part of EMP are summarised in Table-1. The contractor shall submit a
report on compliance as per the monitoring Plan given in Table-2.The contractor should submit these reports
to the DDC. The DDC will review, advise and approve these environmental clearance reports (ECRs) submitted
by the contractor. Salient features of some of the major laws that are applicable are given below.
a) The Water (Prevention and control of Pollution) Act, 1974.
This provides for the prevention and control of water pollution and the maintaining and restoring the wholesomeness
of water. Pollution means such contamination of water or such alteration of the physical, chemical or biological
properties of water or such discharge of any sewage or trade effluent or of any other liquid, gaseous or solid
substance into water(whether directly or indirectly) as may or is like to, create a nuisance or render such water
harmful or injurious to public health or safety, or to domestic, commercial, industrial, agricultural or other legitimate
uses, or to the life and health of animals and plants or of aquatic organisms.
b) The Air (Prevention and control of Pollution) Act, 1981.
This provides for the prevention, control and abatement of air pollution. Air Pollution means the presence in the
atmosphere of any air pollutant which means any solid, liquid or gaseous substance (including noise) present in
the atmosphere in such concentration as may be or tend to be injurious to human beings or other living creatures
or plants or properties or environment.
c) The Environment (Protection) Act, 1986.
This provides for the protection and improvement of environment and for matters connected therewith, and the
prevention of hazards to human beings, other living creatures, plants and property. Environment includes water,
air and land and the inter-relationship, which exists among and between water, air and land, and human beings,
other living creatures, plants, microorganisms and property.
d) The Public Liability Insurance Act, 1991
This provides for public liability insurance for the purpose of providing immediate relief to the persons affected by
accident occurring while handling hazardous substances and for matters connected herewith or incidental thereto.
Hazardous substance means any substance or preparation, which is, defined as hazardous substance under the
Environment (Protection) Act,1986, and exceeding such quantity as may be specified by notification by the Central
government. Key Environmental legislation in India are reported in Table-3.
Mitigation Measure
Site Clearance
All vehicles delivering material to the site shall be covered to avoid material
spillage.Construction site should be watered adequately and periodically to minimize fugitive
dust generation so that SPM standards are not exceeded.All possible and practical measures
to control dust emission during drilling operations shall be employed.Idling of delivery trucks
or other equipment should not be permitted unnecessarily during periods of unloading or
when they are not in active use.
Concrete batching plant be located at or near the project site so that there is no/minimum
requirement of delivery trucks. Exhaust emissions from all construction equipments shall
adhere to vehicle emission norms laid out by Central Pollution Control Board(CPCB)
Escaping of dust from Storage All earthwork and construction material should be stored in such a manner so that generation
Earthwork
of dust will be minimized
Generation of Noise due to
construction activities
Welding machines operating on electricity and gas should be used during construction
activities.
Noise from construction equip- The siting of construction yard should be done leaving at least 100m distance from any
ment required to be used
residential areas. This will allow the noise to attenuate.Noise emitting equipment to be used,
shall adhere to emission norms as laid out by CPCB.Special acoustic enclosures(by way of
noise shields, which can, be either brick masonry structure or any other physical barrier)
should be provided for individual noise generating construction equipment such as Cement
Concrete Mixers, Generators, Dumpers / Trucks, Bulldozers, Excavators. Damaged silencers
to be promptly replaced by the contractor.Operation hours for noise generating equipments
such as pile driving, drilling and other construction activities, etc. shall be according to
prevailing local laws and pre-approved by IRCON.Drilling operation should be done
intermittently wherever possible.Construction activities involving noise-making equipment
should be avoided during night-time, especially in the residential areas.
Exposure to loud noise
Earplugs/ear mufflers should be provided to workers exposed to loud noise (As per Factory
Act requirements)
Impact on drains
Earth, stone or any other construction material should be properly stored away from drains
so as not to block the flow of drainage system.Construction material containing fine particles
should be stored in an enclosure such that sediment laden water does not drain into nearby
water body especially near the south portal.
Siltation of soil into river near the alignment shall be prevented as far as possible by adapting
soil erosion control measures such as turfing/pitching/stepping etc. on the slopes.
Waste collection, recycling and Construction waste includes waste arising from tunnel excavation, land excavation, site
disposal during construction formation, civil / building construction, roadwork, renovation or demolition activities and
phase
mixed site clearance materials.The excavated material collected should directly be kept in
the dumpers used for transportation. These dumpers carrying soil should not spill during
transportation to the receiving point and they should be covered. The soil/earth construction
spoils will be dumped at designated sites.
Soil Erosion
Top soil cover should be removed and kept aside to be later used to cover the fillings.Soil
disposal site/ construction site should be compacted and re vegetated.During filling operations
both the edges should be protected by pitching /rip-raping/retaining wall as per the
No lubricants, oils, solvents or paint products should be allowed to discharge into water
courses, either by direct discharge, or as contaminants carried in surface water runoff from
the construction site.All aqueous wastes and site runoff should comply with the CPCB
standards.Domestic sewage generated from any additional site toilets and washing facilities
provided for construction workers should be collected separately and disposed off or
appropriately treated to comply with statutory requirements.
Quarry and borrow material such as sand, aggregates etc. should be collected only from the
licenced quarries. According to the licence conditions, the quarry sites should have an
approved quarry site management and closure plan including an Environmental
Managemental Plan(EMP).
The contractor shall abide by the contract conditions and directions of DDC/ENGINEER with
respect to sitting of labour camps, if provided.Labour camps should be provided with proper
water supply sanitation, medical and educational facilities and labour welfare issues,
etc.Labour force in the labour camps should be provided with LPG cylinders to avoid
encroachment on forest area during construction phase.
Occupational health and safety The contractor is required to comply with all the precautions as required for the safety of
workmen as per the International Labour Organization (ILO) convention No. 62, as far as
those are applicable to the contract.
Provision of safety accessories/ The contractor shall supply all necessary safety appliances such as safety goggles, helmets,
appliances to each worker
safety belts, ear plugs, masks etc. to the workers and staff.
Safety precautions
A readily available first aid unit including an adequate supply of sterilized dressing material
and appliances shall be provided as per the requirements under the Factory Act. Depending
upon the number, the health facilities shall be arranged as WHO norms.
All anti-malarial measures as prescribed by the DDC shall be compiled with, including filling
up of borrow pits.Railway works manual should be strictly followed.
Debris Disposal
Parameters
Standard
Location
Frequency
Air Quality
NAAQS
CO
NAAQS
dB(A)
CPCB
1. Charil Village near
Once in a year
noise
Banihal for south portal
standards 2. Matigund near Qazigund
for north portal
1.5 m away from the
machinery.
Noise Quality
Water Quality
PH, Dissolved Oxygen, MoEF
Bisleri river
(Surface water) Bio-chemical Oxygen Standards
Demand, Total Dissolved Solids, Total
Suspended Solids, Oil
and Grease, Chlorides,
Sulphates, Fluorides,
Total Iron, Total Nitrogen, Total Phosphates
and Coliform count
Duration
On hourly basis in
order to have an
assessment of the
Day and Night time
noise levels once in
a season in the
study area.
Key Areas
Operational Agencies/
Key Players
Restriction on dereservation
and using forest for nonforest purpose
Central government
To protect wildlife
An umbrella legislation;
supplements pollution laws
5.4.32 Submittals
For proper control on special condition of contract it has been mentioned that within 21 days from the date or issue
of the Letter of Acceptance, the CONTRACTOR shall submit to the ENGINEER, updated layout plans showing, to an
adequate scale, the locations and arrangement of all Temporary Works and facilities. These plans shall be consistent
with the plans submitted by the CONTRACTOR with his bid as well as with any amendments and additions
subsequently agreed to by the ENGINEER and the CONTRACTOR, and shall include:
i) Camps for CONTRACTORs employees.
ii) Offices, parking areas, warehouses, storage areas and medical-care services.
iii) Water supply, sewerage, sewage treatment and disposal, power supply and illumination, telephone
services (radio and cable).
iv) Temporary road works, including public road diversions.
v) Equipment pools and mechanical workshops.
vi) Dumping areas, borrow, quarry and stockpile areas with development plans.
vii) Concrete and material processing plants, including cement storage.
viii) Field Laboratory
ix) Underground Ventilation System
x) Drawings and Specification for the establishment of any infirmary first aid stations, clinics and ambulances.
xi) Detailed layout drawings for electrical installations and distribution systems, on the Site, showing voltages,
outlets and routing of power lines.
xii) Detailed design and drawings including manufacturers drawings for concrete and materials processing
plants in accordance with the requirements of the pertinent chapter of these specifications.
xiii) Details of the drilling and grouting equipment in accordance with the requirements set out in the relevant
chapter of these specifications.
xiv) Details of the underground ventilation system, which shall include all calculations of fresh air supply
volume, type of ventilation scheme, duct diameters, materials and equipment and position of ventilators
and dust arresters. Description of the working cycle including number of persons employed, number
and capacity of diesel powered equipment working at one time at each heading face shall also be included.
xv) CONTRACTORs Safety Plan
Chapter
Different types of construction materials used in the construction of the Pir Panjal Tunnel are:i) Aggregate
ii) Water
iii) Cement
iv) Admixture and Accelerator
ii) Steel for Reinforcement
iii) Structural Steel
When subjected to sodium sulphate soundness test, only those coarse aggregate that did not suffer more
than 12 percent loss of weight after five cycles, were used.
g) The aggregate were crushed in approved type of stone crushers and different sizes of the coarse aggregate
separated into nominal sizes by screening over vibrating screens as under were used.
Designation of size
20 mm down aggregate
40 mm down aggregate
80 mm down aggregate
150 mm down aggregate
h) The gradation of the coarse aggregate for the various maximum sizes of aggregate as set out in the relevant
Standards were followed strictly.
i)
The percentage by weight of all the significant under-sizes was less than 5 percent when tested on the
designated test screens having openings 5 to 6 times the normal minimum size of the material. No oversized material that would be retained on the designated test screens having openings 6 to 7 times the
normal sizes of the material was permitted.
The sand, as delivered to the batching plant, had a fineness modulus of 2.6 to 3. The grading of fine aggregate
has been so controlled that the fineness modulus of at least 9 out of 10 samples of fine aggregate delivered
to the batching plant did not vary by more than 0.20 from the average of 10 samples tested.
g) Natural Sand:
Natural sand was used obtained from approved sources only. No sand affected by salty water was ever
used for construction work. The sand was screened and thoroughly washed.
Natural sand used for project was free from laterite and other softer grains.
The presence of mica in the fine aggregate considerably reduces the compressive strength of concrete.
Therefore, the mica content was always investigated and suitable allowances were made against any
possible reduction in strength of concrete and mortar.
The contents of any organic matter were limited to permissible values as per relevant Standards.
h) Manufactured Sand
Whenever natural sand conforming to the required specifications was not available, recourse was taken
to manufacture sand of desired quality by crushing the stones. The stone used conformed in all respects
to the stone/coarse aggregate specified earlier.
For improving workability of pumpable concrete mixes, an optimised combination of natural and
manufactured sand was used.
g) Trucks and bulldozers were always kept off the piles to prevent breakage and effect the cleanliness of
aggregate.
h) Always a hard base was provided to prevent contamination of the stockpile from underlain materials.
Overlapping of different sized materials was prevented by suitable separators or by ample distance between
storage piles.
j)
Arrangements were made to store natural and manufactured sand as also the coarse aggregate in a way
that they remained protected from being contaminated with dust, organic matter or other deleterious
substances.
6.3.2 Water
i)
Water was available from natural sources within the Project area. However, it could be scarce during certain
periods of a year. A fully reliable water supply for construction purposes was installed and maintained by
the working agency
ii) Additionally, adequate water storage was ensured by the working agency at the batching and mixing plants
and at work Sites so that various operations of works never suffered due to any temporary breakdown in
the main supply system.
iii) The water samples from the intended sources were regularly tested for suitability.
iv) Only clean water, free from all deleterious matter, vegetable or organic matter, injurious amount of oils,
acids, sugar, salt and alkaline substances in solution or in suspension and conforming to relevant Standards
was used for washing of aggregate, mixing mortar, concrete or grout . The maximum allowable contents of
sulphates (SO4) was 250 parts per million (ppm) and those of chlorides (Cl) was 200 mg per litre for plain
concrete works and 100 mg per litre for reinforced concrete works. Turbidity was within 2000 ppm (or 0.2
percent by weight).
v) Water used for curing was clean and free from contamination of acids or alkalis or other matter.
vi) Average 28 days compressive strength of at least three 15 cm concrete cubes prepared with the same
water as was actually used, was never less than 90 percent of the average strength of three similar concrete
cubes prepared with distilled water. The cubes were prepared, cured and tested in accordance with the
standards.
6.3.3 Cement
i)
The working agency procured the cement of the specified quality only from the approved cement sources/
plants. For this purpose at least two sources/plants out of those intimated by the working agency for
approval, were kept available so that one was a standby in the event of any eventualities.
ii) Cement used for various works was of different types, viz. Ordinary Portland Cement, Portland Pozzolana
Cement, Portland Slag Cement and Sulphate Resistant Cement and each conformed to the relevant Standards.
iii) The working agency delivered with each supply of 100 MT of cement a certificate from the manufacturers/
suppliers by which the cement is guaranteed to comply with the requirement of the specifications.
iv) If ever any aggregate from the quarries identified to have alkali reactive tendency were brought the cement
used there had to have alkali contents (i.e. Na2O and K2O expressed in equivalent weight of Na2O) NOT
exceeding 0.6 percent by weight of cement.
v) The cement was always sampled and tested for strength and physical properties and chemical analysis
carried out as set out in relevant Standards. Thus, its quality was ensured.
vi) Transportation
a) Cement was delivered at Site in bulk/bags in bulk containers/trucks.
vii) Storage
a)
Sufficient storage facilities were provided at the batching plant to enable each new shipment of cement to
be stored separately from the cement stored from earlier shipments.
b) Cement was always stored above ground, adequately protected against rain, sun and moisture. Bulk storage
bins and silos would always be emptied complete and cleaned of all cement accumulation after every 3
months.
c) Arrangement was made such that the stock of approved cement was adequate to meet the programme of
work at all times, the programme will allowing time for testing and approval of each shipment before such
cement was incorporated in the works.
d) Cement was used in the order in which it was received at Site. Cement of different brands, if received on
Site, was not combined in the same mix and structure.
e) Handling and storage facilities were kept such that no cement was stored for more than 120 days before
use.
6.3.4 Admixtures
i)
Admixtures for the improvement of performance and workability of concrete, were used.
ii) Technical criteria, approved documentation, test reports and test certificates conforming to Indian standards,
were compulsory.
iii) Admixtures would be stored under the conditions specified and recommended by the manufacturers.
iv) The manufacturers safety instructions were always observed.
v) Plasticizers and super plasticizers were used to achieve pumpable concrete with minimum water content.
These were checked regularly for setting time, water reduction and development of strength as compared
with that of the base concrete. Their compatibility with cements, latent hydraulic binders and accelerators
were verified by observation in the field suitability tests. The effects and optimum dosages of plasticizers
and super plasticizers has been determined by the field suitability tests to achieve the shotcrete/concrete
properties required as per Specification.
vi) Accelerators
a) Accelerators were used to produce a fast set and to get sufficient early strength. Accelerating admixtures
have to be compatible with the cement used. The compatibility was tested in the laboratory by the
manufacturer and verified by the working agency in field.
b) The dosage to be used were determined by field suitability tests to produce early and final strength of
shotcrete/concrete as per specifications.
c) Only alkali-free accelerators were used. The alkali content would need to be kept less than 1% mass
(Na2O-equivalent, EN 480-12).
d) An addition to the dosage rate determined by the field suitability tests, it was not to exceed 2% of the
cement content of the mix by weight. The dosage of accelerator had to be kept to the minimum required
for spraying in situ shotcrete.
e) Automatic devices were used to add the accelerator.
Steel reinforcement, conforming to the relevant Indian Standards specified in the Drawings, was procured
by the contractor.
ii) Steel used was free from loose mill scale and rust, oil, grease, dirt, paint and any other deleterious matter.
iii) Transportation and Storage
No damage to reinforcement steel during its transportation as well as storage was ensured.
Reinforcement steel was always stored off the ground in separate groups according to size and length.
Reinforcement steel, cut and bent and marked with bar numbers, as shown in the Drawings, were always
tied with weather proof tags and stored in a manner as would make them readily accessible for availability
and inspection.
All structural steel used conformed to the relevant Indian Standards specified in the Drawings and was of
new/unused stock, clean and straight, free from rust or scale and without any kinks, bends or other
objectionable defects.
ii) The material used in splices conformed to the Specifications of the material being spliced.
Material
Steel wire were of grade Fe 500, conforming to IS 1786. The mesh was 15cm x 15cm x 6mm and was
delivered to the site in flat mats or was pre-bent to the specified shape, as was required.
Materials
Reinforcing bars of grade Fe 415, conforming to IS 1786.
Installation
Roof ties were attached securely to the rock and in front of the previously placed wire mesh. The positions
of the roof ties corresponded with the lines of the rock bolts that were to be installed and such that the
latter would pass through the section of the roof tie.
Beside this, reinforcing steel bars were required as additional reinforcement in the shotcrete lining in heavily stressed
areas, depending on the local ground conditions.
These Reinforcing steel bars were of grade Fe 500, conforming to IS 1786, contained no flash welds and were not
water quenched and rest tempered. These would be attached securely to the previously placed shotcrete layer or
wire mesh. Overlaps were arranged as shown in the relevant drawings.
Each of the primary bars of a lattice girder segment has been composed of one single piece of Fe 500
steel
The connection elements at the ends of the lattice girder segments was of angled structural steel having
a yield strength of 250 MPa (or more), or of welded flat steel ensuring similar strength characteristics.
employment of the welders and skilled operators and for the supervision of their work
selection, use and storage of suitable welding filler metals and auxiliary materials
selection and use of satisfactory welding apparatus, welding plant and welding fixtures
visual and dimensional checking of the weld seams as described under (n) below.
Acceptable Limits:
Undersize welds
0.1 (10 %)
Undercuts
Visible pores
Lack of fusion
Cracks
Nozzle is an attachment at the end of the hose from which material is jetted.
Rebound material is material having passed through the nozzle which does not conform to the definition
of shotcrete.
The requirement of the early strength development of shotcrete from the time of spraying till 24 hours
after spraying, is specified in the standard specifications.
Reference Shotcrete is made of the same mix as actual shotcrete, but without the Accelerator. Reference
Shotcrete was sprayed into panels by means of the same shotcrete equipment as samples, cured and
tested in the same conditions as the actual shotcrete.
Accelerator is an admixture used to accelerate setting for early strength development of the shotcrete.
ii) Standards
Shotcrete materials, production methods, application and testing, and admixtures used, conformed to the following
Indian Standards and where not covered by these standards, to the equivalent International Standards. In case of
conflict between the following standards and specifications, the latter took precedence.
a) Indian Standards:
IS: 1489 Part 1: 1991, Specification for Portland Pozzolana Cement Part 1, Flyash based.
IS: 1489 Part 2: 1991, Specification for Portland-Pozzolana Cement Part 2 ,calcined clay based.
IS: 383 1970, Specification for Coarse and Fine Aggregate from natural sources, for concrete.
IS: 2645 2003, Integral Waterproofing Compounds for Cement Mortar and Concrete - Specification
b) Austrian Standard:
c) European Standards:
EN 480-12
ASTM A820 - Standard Specification for Steel Fibers for Fiber-Reinforced Concrete
ASTM C 1018-89 Standard test method for flexural toughness and first crack strength for fibre reinforced
concrete
AASHTO T26 - Standard Method of Test for Quality of Water to be used in Concrete.
f) British Standards:
Definitions
iii) Materials
a) Cement
Specific Fineness of the cement used, after Blaine, was between 4,000 and 5,000 cm2/g and this achieved
sufficient early strength of the shotcrete.
The maximum temperature of the cement in the mixing plant silos was limited to 70C and was limited
to 60C at the time of mixing. Cement was fresh and was stored in a dry area / silo.
b) Aggregate
All Fine and Coarse Aggregate used were supplied from approved sources, which were not allowed to be
changed without permission in writing. These Aggregate conformed to the requirements of IS 456 :
2000.
The aggregate were ensured to be clean, strong and durable, and suitably graded and did not contain
detrimental amounts of dust, mud, clay and any organic impurities.
The maximum size of the Aggregate was limited to 12 mm for wet process and 16 mm for dry process.
The proportion of aggregate larger than 8mm size was limited to 15% for the wet process in order to
minimise rebound.
Frozen aggregate were never used. Minimum temperature of the Aggregate was never less than 5C.
The amount of fine particles under 0.1mm was limited to 8%.
Standard Sieve
Passing in %
ASTM
IS
IS
IS
IS
IS
IS
IS
12.5
10
4.75
2.36
1.18
0.60
0.30
0.15
96-100
92-98
70-80
50-60
24-34
20-28
10-17
5-12
The mix for shotcrete was designed by field suitability tests to meet the requirements of the Specification.
The following factors were taken into consideration:
Cement content
Water-cement ratio
Rebound
Target slump and slump retention of the mix for optimum placement and performance.
Cement Content
For the dry shotcrete process the quantity of cement was not less than 350 kg/m dry mix.
For the wet shotcrete process the minimum cement content was 400 kg/m.
Variation from the above cement contents for special, where needed, was cases agreed to at the site
between the concerned authority and the working agency.
Requirements of shotcrete
Early Strength
The early strength of shotcrete conformed to the early strength class J2 according to Fig. 6.1. For
explanations regarding the use of Early Strength Classes J1, J2 and J3 see Austrian Guideline for Shotcrete.
The measurement of early strength was carried out done by using the penetration needle, Hilti Shotbolt
system (or equivalent) according to the Austrian Guideline for Shotcrete, March 1999. Cores stronger
than 10 N/mm2 were used for testing of shotcrete.
The strength of the shotcrete at 7 days has been at least 70 % of the specified 28 day strength.
Final Strength
The final strength of shotcrete conformed to the values specified in the specifications. In addition, the
long term strength was also determined at a sample age of 6 months. Any slight decrease of the long
term strength compared to the 28 days strength would lead to further investigations and possible
adjustments in the mix design.
A factor of 0.85 between the Field Suitability tests and the Quality Control tests was assumed to allow
for effects of in-situ installation conditions.
M25
M30
25
30
21
25,5
1) Cylinder specimen with a diameter of 100mm and a length of 100mm was considered equivalent to a 150
mm cube.
Truck mixers used for the transportation of shotcrete underground were fitted with approved exhaust
filters.
Placing of Shotcrete
Rock or previously applied shotcrete surface to be shotcreted was carefully cleaned of all loose material,
scale and other contaminations, sometimes using compressed air and a water jet.
The optimum distance between nozzle and surface of application would be 1.0 to 1.5 m. The nozzle
would be positioned at right angle to the surface of application.
If the design thickness had to be applied in more than one layer, then the previous layer had to develop
sufficient strength to support the additional layer(s).
Lattice girders, roof ties, wire mesh and other reinforcement had to be embedded in shotcrete as shown
on the drawings.
If more than one layer of reinforcement was used, the second layer would not be positioned before the
first one was embedded and covered with shotcrete.
In sound rock the shotcrete followed the rock surface with proper rounding of notches and corners. At
projections of sound and hard rock edges, the actual shotcrete thickness could be locally reduced to two
thirds of the specified thickness-but this applied only to rock with ultimate compressive strength greater
than 30 N/mm2.
Rebound material would be removed immediately after finishing each shotcrete application. In particular
at horizontal shotcrete connections (owing to separate excavation sequences) and at all construction
joints the rebound material was removed even using pneumatic hammers, prior to further application
of shotcrete.
Under no circumstances would the rebound material be worked back into the construction.
Measures to establish the thickness of shotcrete were in place. These included visual guides installed
prior to shotcreting, holes drilled after completion of shotcreting or a full control by laser scanning.
Where deemed necessary curing of the shotcrete was performed by water spraying or other appropriate
measures subject to the approval according to standards and specification
Any major ground water seepages would be drained off prior to spraying shotcrete or after application
of a first sealing layer.
The static compressed air capacity measured at the shotcrete pump was according to the manufacturers
recommendations and generally as per EFNARC guidelines G 8.3.2 for wet process and G8.3.3 for dry
process.
Full personal protection equipment to protect the nozzle man from eye and skin contact and inhalation
of shotcrete and admixtures fumes was provided. The Admixture manufacturers suggested precautions
and actions in case of accidental contact were provided for and adhered to.
Testing of Shotcrete
Field Suitability Tests used to be carried out to determine Early and Final Strengths in order to also
establish a suitable range of accelerator dosage for shotcrete applied in the field.
For each type of accelerating admixture and mix design a trial mix was sprayed into test panels (3 nos.
per trial mix) under site conditions. At least 3 different dosages of the accelerating admixture would be
tested, following the recommendation of the accelerator manufacturer. The range of accelerator dosage
would conform to the recommendations by the accelerator manufacturer.
The ambient temperature for each test was always kept same as per actual conditions in the tunnel.
The compressive strength development up to 1.2 N/mm was also determined indirectly by a
Penetrometer using a plunger of 3 mm diameter according to the Austrian Guideline for Shotcrete,
The compressive strength development in the range between 1 and 16 N/mm may be determined
using the HILTI shot bolt method (or equivalent) according to the Austrian Guideline for Shotcrete, Clause
12.3.2.
The compressive strength above 10 N/mm was determined by crushing of cylindrical shotcrete specimens.
After spraying shotcrete, the test panels were covered and not moved for 18 hours after spraying. Cores
for strength testing was obtained from the panels aged 18 and 24 hours after spraying. The cores for
determination of Final Strength would be stored in water until 3 days before testing. The specimens
were 100mm dia and cut to a height of 100mm.
The average value of five test results had to exceed the strength requirements for Field Suitability Tests
specified in Indian Standards by 5 N/mm.
It was required in the field that a shotcrete thickness of at least 150 mm could be applied within 5
minutes in any direction.
To ensure the specified quality of shotcrete in the structure, following quality control tests were performed:
a) Aggregate
During construction, the aggregate gradation was tested every 14 days and complied with the Standards
and Specifications.
b) In-situ Early and Final Compressive Strength
One test would be made for every 100m to 300m of shotcrete applied, measured in theoretical
quantities. The Early Strength would be determined for up to 30 minutes. 12 cores would be drilled per
test from the tunnel wall. Four cores would be tested at 1 day, four at 3 days and four more at 7 days.
For every 500m of shotcrete applied, measured in theoretical quantities, the in-situ Final Strength of
shotcrete would be tested. The specimens would be prepared by means of core drilling at random locations
from the lining, 1 to 2 days before testing. The specimen was 100mm dia and cut to a length of 100mm.
The average 28 days strength of 4 cores was required to exceed the strength specified in the Standards
for quality control tests by 5 N/mm2.
vii) Further cores has been taken from the tunnel lining in the vicinity of the failed specimen to establish the
area of non-conformance
viii) Assess the results of the geotechnical monitoring program
ix) If needed measures for strengthening of the area was done on priority basis.
Rock bolts are installed either locally or in a systematic pattern in the roof, side walls, and in the invert of
the tunnel. Rock bolts are part of the primary support system with the purpose of activating the composite
action between the surrounding rock and the shotcrete.
b)
Rock bolts have been installed according to the lengths and rock bolt patterns shown on the drawings for
each relevant standard support system unless the DDC had determined otherwise.
ii) References
a) Indian Standards:
IS: 1786 1985 (Reaffirmed 2000), Specification for high strength deformed steel bars and wires for concrete
reinforcement.
b) American Society for Testing and Materials (ASTM):
ASTM A36/A36M - Standard Specification for Carbon Structural Steel
ASTM C150 - Standard Specification for Portland Cement
ASTM C494 - Standard Specification for Chemical Admixtures for Concrete
ISRM - Doc.2, Part 1 Suggested Method for Rockbolt Testing.
iii) Definitions
a) SN-Bolts are made of deformed steel bars and fully bonded with the surrounding rock by cement mortar.
The hole is filled with grout before insertion of the bolt. The abbreviation SN descends from the mine
Store Norfors in Sweden where it had been applied first.
b) Selfdrilling bolts are a combined system of rock bolt and drill rod. During drilling, the bolt is used as the drill
rod fixed with a drill bit. Rod and bit remain in the hole as a rock bolt, which is grouted through the flushing
hole. In case of collapsing boreholes, this system still enables the installation of rock bolts. Special provisions
also allow the grouting to be carried out simultaneously with the drilling operation to achieve a better
grouting effect.
c) Swellex- rockbolts (friction anchored rock bolts) are mechanically folded steel tubes. High water pressure
inflates the tube and adapts its shape to the irregularities of the borehole.
iv) Materials
a) SN-Bolts
SN-Bolts shall consist of rebars with a minimum diameter of 25 mm and steel grade Fe 415.
The yield loads of the bolts also applied to its thread, nut, anchor plate and coupling, if any.
Rock bolts were of deformed reinforcing steel with a corrugated surface, with One end fitted with a
suitable thread to receive the anchor plate and fixing nut.
Anchor plates were 200 x 200 mm and 12 mm thick, unless instructed otherwise by the DDC based on
support necessities.
Washers and nuts should allow secure transfer of anchor force to the anchor plate.
b) Selfdrilling Bolts
Self-drilling bolts installed in tunnels has a minimum yield load of 200 KN.
Self-drilling bolts installed at slopes had a minimum yield load of 230 KN.
Self-drilling bolts for pipe roofing had a minimum yield load of 1200 KN.
The yield load also applied to their threads, nuts, anchor plates and couplings.
c) Swellex-type Rockbolts
d)
Swellex-type Rockbolts for local or systematic rock bolt patterns had a minimum yield load of 150 KN.
Bolt face plates were such as allowed transfer of the anchor force at the head of the rock bolt to the
shotcrete, steel girder or rock surface, whichever the case.
For inflation of bolts, equipment recommended by the manufacturer of the bolts was used.
The cement mortar grout consisted of sand, cement and water or neat cement and water.
Sand for grouting purpose had to be clean mineral sand, uniform in quality and from an approved source.
Water was clean, free from any oil, acid, salt and any alkaline, organic and other deleterious substances.
The cement mortar grout strength ( corresponded) to concrete grade M20 of IS 456: 2000.
e) Execution
SNBolts
Boreholes of required diameter were drilled to the depths as required by the lengths of rock bolts specified
for the respective rock class. The bore diameter was always 10 mm larger than the diameter of the rock
bolts/couplings installed.
Prior to the installation of the rock bolt, the bore hole would be cleaned of all drill cutting, sludge and
debris by air and water jet, then filled with cement mortar by inserting the grout hose to the full depth
of the hole and withdrawing as the grout was pumped in. The nozzle was kept buried in the grout as the
was withdrawn thereby removing the air. The bolt was then pushed into the hole.
The nut of the grouted rock bolt was tightened not later than 12 hours after installation to achieve a
force at the anchor plate of approx. 20 KN. This force was applied by a calibrated torque wrench.
In case of confined working space and/or great length of rock bolts, their coupling was permitted. The
number of coupled parts was kept to a minimum. However, the load capacity of such coupled rock bolts
had to be same as that of the standard integral rock bolt. Special attention was paid to the grouting
procedure in order to ensure full grout embedment of the bolt.
In case of coupled rock bolts, partly collapsed boreholes, or major water flow from the borehole, grouting
was done after installation of the bolt (post-grouting). The hole is then grouted by a special attachment
which allowed the mouth of the borehole to be sealed during grouting. Air was displaced from the hole
via a tube which was attached to the full length of the rock bolt as it was installed. Grout was then
pumped in and the hole was completely grouted when grout was seen to escape from the end of the
tube.
Selfdrilling Bolts
Selfdrilling bolts was used in ground conditions where the effective installation of other types of rock
bolts was doubtful.
These bolts would be placed by drilling the rod into the ground without withdrawing the rod.
Such bolts were grouted through the flushing hole immediately after completion of the drilling operation
or simultaneously during the drilling, as required.
The grout mix, grouting pressure and quantities of ingredients in the grout were as specified by the
supplier
Swellex-type Rockbolts
Boreholes for these rockbolts would be drilled to the required depths, and cleaned of all drill cuttings,
sludge and debris.
These rock bolts were installed not later than two hours after drilling of the borehole.
Installation / inflation of the bolts was as per the manufacturers recommendations. Specific inflation
plant was used. The rock bolt would be drained after inflation.
Testing
Grout Mortar
a) Prior to acceptance tests of rock bolts, tests with available cements and sands were carried out to
determine an appropriate mix design to achieve the specified strength with appropriate workability
A detailed test program was set up on the basis of above mentioned document and approved by the
DDC prior to all testing work.
Any specific deviations from the ISRM suggested method were first approved by the DDC.
For each type of rock bolt, the submitted information comprised of:
type of bolt.
testing equipment.
Proof tests were carried out for all types of bolts used for this project prior to the commencement of
tunnelling to ascertain the effect and the service capacity of the bolts in the field.
The tests were performed in geological ground conditions as expected during tunnel drivage. The location
of the bolts to be tested was selected by the DDC.
The testing equipment, as specified in the above mentioned ISRM document, was used to record bolt
elongation, movement of the bolts and tension forces.
Bolts which failed the tests or which got pulled out were replaced.
For each failure, the DDC required further bolts in the vicinity to be tested.
v) Installation Records
Comprehensive records about details of the installation of rock bolts during drivage, such as grout consistency,
drilling depth, length and type of rock bolts, deviations from the theoretical position, type and time of grouting,
time of tightening, special observations, etc., were kept for each round by the working agency and countersigned
by the DDC personnel. Copies of these records were submitted to the IRCON.
6.3.11 Forepoling
i) General
Forepoling is a pre-excavation support element required for tunnel excavation works. Forepoling was applied in
rock and soil conditions, that tended to produce overbreaks, collapses or material inflows immediately following
excavation. Forepoling was applied locally or systematically as circumstances required for the safety of the works.
All forepolings has to be fully embedded in the mortar.
ii) Material
a) Stable Boreholes:
Steel pipe a minimum outer diameter 40 mm, wall thickness not less than 4 mm.
Dowels (spiles) consisting of deformed high yield steel bars grade Fe 415, minimum diameter 32 mm,
were used instead of steel pipes, when approved by the DDC.
b) Unstable Boreholes:
Self-drilling bolts were used as forepoling elements where stability of the predrilled boreholes could not
be achieved, because of encountered ground conditions. Grouting was carried out simultaneously with
drilling to achieve a better grouting effect along the bolt.
iii) Installation
a) Forepoling was resorted to where instructed by the DDC.
b) Forepoling elements would be inserted at 300 to 500 mm centres into the predrilled holes at the face or
drilled into the face (using self-drilling bolts) from the face of the drivage towards the unexcavated ground,
as would be shown on the Drawings.
c) The length of forepoling elements would be according to the drawings but at least 1.50 meter longer than
the applied length of round.
d) Forepoling required the installation of lattice girders.
e) Grouting of forepoling pipes and dowels with cement mortar, either before or after the insertion of the
pipes, would be determined by the DDC.
f)
Forepoling would be properly supported by the lattice girders and the shotcrete above the lattice girder.
Therefore, shotcreting of the gap between lattice girder and rock in the portions of forepoling has to be
completed after the installation of forepoling.
g) Spacing between consecutive forepoling pipes or bars around the crown of the excavation profile had to
comply with the distance specified on the drawings, but suiting the prevailing geological condition of the
tunnel face.
ii) Description
a) The purpose of the membrane waterproofing to underground struc-tures is to prevent leakage of
groundwater into the tunnel and to protect the final concrete lining against deleterious chemical influ-ences.
Waterproofing has been applied to crown and sidewalls above footing /invert-arch level. The waterproofing
membrane has been located between primary shotcrete lining and the final (inner) concrete lining. No
membrane waterproofing has been pro-vided for tunnel inverts.
b) The waterproofing system consists of two layers: the first a protective felt fastened to the shotcrete surface;
the second is the actual waterproofing membrane properly fixed by special means as recommended by the
manufacturer.
c) While the sealing function is performed by the membrane, the layer of felt is required to protect the
waterproofing membrane against damage from contact with the shotcrete surface. It also prevents
interlocking between the concrete lining and shotcrete in case of differential movements of (primary)
shotcrete lining and the (final) concrete lining, and to provide a drainage layer allowing to drain off
groundwater into the longitudinal and lateral drainage pipes. This precents a build-up of hydrostatic pressure
on the tunnel lining.
iii) Materials
a) Protective Felt
The protective felt is a continuous filament, non-woven, poly-propylene, geo-textile, of uniform thickness
and surface tex-ture meeting the requirements listed below.
Property
Unit weight
Thickness at 0.02 bar
Thickness at 2.0 bar
Tensile strength
Extension at break
Extension at 30% of tensile strength
Permeability in plane
at 0.02 bar
at 2.00 bar
Resistance against acid and alkaline
solutions, pH 2-13
Resistance to Punching
* Test according to Franzius Institute, Hannover, BRD
Specified Value
Standard
500g/m2 min
DIN 53854
3,9 mm min
1,9 mm min
1000 N/5cm min
70 % min
20 % min
DIN 53855/3
DIN 53855/3
DIN 53857/2
DIN 53857/2
DIN 53857/2
*
*
SN 640 550DIN 53857/2
2000 N
DIN 54307
Specified Value
Standard
Thickness
2.0 mm min
DIN 53370
10 N/mm2 min
DIN 53455
500% min
DIN 53455
DIN 53454
DIN 53363
waterproof at 10 bar
for 10 hours
DIN 16726
DIN 16726
+/- 2% max
DIN 16726
no blisters
<-3%
<+10%
<+10%
no fissures
DIN 16726
1% max
DIN 53495
<+20%
<+20%
no fissures
DIN 16726
100N/50 mm
DIN 16726
no perforation at
750 mm height of fall
DIN 50014
Tensile strength
Elongation at failure
Compressive strength at 20% strain
Tear propagation strength
Resistance under water pressure
Strength of welded seam
Water absorption
Behaviour after storage in acid and/or alkaline solutions:
- Variation of tensile strength, long. and transverse
- Variation of elongation at failure, long. and transverse
- Folding at a temperature of -20 degrees C
Shear strength of splice with bitumen
Behaviour during perforation test
* Cubic specimen with edge length of 10 mm.
Specified Value
Standard
Thickness
2.0 mm min
DIN 53370
15 N/mm2 min
DIN 53455
250% min
DIN 53455
DIN 53454
DIN 53363
Tensile strength
Elongation at failure
Compressive strength at 20% strain
Tear propagation strength
Resistance under water pressure
Strength of welded seam
Dimensional stability after accelerating ageing
Material characteristics during and after storage at 80o C:
- General appearance
- Dimensional stability, long. and transverse
- Variation of tensile strength, long. and transverse
- Variation of elongation at failure, long. and transverse
- Folding at a temperature of -20 degrees C
Water absorption
Behaviour after storage in acid and/or alkaline solutions:
- Variation of tensile strength, long. and transverse
- Variation of elongation at failure, long. and transverse
- Folding at a temperature of -20 degrees C
Shear strength of splice with bitumen
Behaviour during perforation test
waterproof at 10 bar
for 10 hours
DIN 16726
13.5 N/mm2 min
DIN 16726
+/- 2% max
DIN 16726
DIN 16726
no blisters
<-3%
<+10%
<+10%
no fissures
1% max
DIN 53495
DIN 16726
<+20%
<+20%
no fissures
100N/50 mm
DIN 16726
no perforation at 750 mm
height of fall
DIN 50014
c) Accessories
Fixing material, flashing, reinforcement for expansion joints, sealing flanges and preparation of corners and
intersections had been made as re-commended by the manufacturer of the membrane.
iv) Execution
a) Surface Preparation:
All surfaces to which waterproofing was to be applied were made suffi-ciently clean, smooth and free from
deleterious materials and projec-tions. The following were ensured prior to the installation of waterproofing:
For fixing the protective felt and the waterproofing membrane, a minimum shotcrete cover of 50 mm to
rock was provided.
Irregularities of the shotcrete lining surface were eliminated by means of additional shotcrete. The ratio
Transitions and intersections of tunnel profiles has been rounded off with a minimum radius of 500 mm.
Protruding steel bars, wires, spacers, pipes, etc., cut off unless these were treated to additional shotcrete
cover.
Exposed steel parts such as rock bolts, if not intended to remain ac-cessible, were covered with shotcrete.
All shotcrete surfaces finally smoothened with fine-graded shotcrete (rounded aggregate, grain size upto
4 mm) applied in a 20 mm layer thickness.
b) Application
i) General
Prior to installation of the waterproofing, all surfaces to which it had to be applied, were inspected and
approved by the DDC.
The installation followed written instructions of the manufacturer. Generally the procedures were as
follows:
Following early works carried out which facilitated the construction of the Tunnel:
i) Construction of 772m long ADIT (Acess Drive Inside Tunnel) located at KM 155.350.
ii) Construction of 12m dia and 56m deep Shaft, located at KM 162.950 of USBRL project
iii) Construction of 36.50 m long Cross passage, located at KM 162.950 of USBRL project.
iv) Soft Ground Tunneling from Km 163.560 to 162.950.
The above early works were executed through two separate packages.
6.5.2
Figure 6.2 illustrates the tunnel section. The excavated profile was 10.077m high and 10.265m wide. The
tunnel structure was divided into three parts
a) Heading,
b) Benching, and
c) Invert.
ii) The Heading was 7.321m high and forms the upper part of the tunnel profile. The Benching and the Invert
form the lower part and was 2.757m high. It is a modified horse shoe shaped tunnel and has an upper
circumferential radius of 4.970m in the crown periphery. The initial supports comprised of shotcrete, lattice
girder and wire mesh along with rock bolts. The final support is of 300mm 450mm PCC/RCC lining as per
Rock class encountered. All tunnel construction had been carried out in accordance with the principles of
the New Austrian Tunneling Method (NATM) using a cyclic sequence of excavation with subsequent
installation of a primary support (outer shotcrete lining) followed by the delayed installation of a secondary
lining (inner concrete lining).
Himalayan geology is rather complex and as it changes frequently and is laiden with surprises. Folds, Thrust
and Faults are common in the area. The strata comprises of Fluvioglacial deposits, Limestone , Quartzite ,
Slate and Tuff, Volcanic Traps, and alternate bands of Shale, Sandstone and Limestone. The geology in the
tunnel consists of rocks with unconfined compressive strength of 60MPa to 140 MPa with considerable
amount of embedded water. We had to deal with varying geology, soft ground conditions and high
overburden. The tunnel was divided geologically into eight rock classifications, and the Primary support as
well as Permanent support system had to be designed according to rock classification.
ii) The previous experience of using TBM in the Himalayas at some of the Hydel projects was not encouraging.
The complexity of the geology and limited geotechnical information under high overburden of upto about
1200m did not warrant the use of TBM. The widely accepted sequential excavation method and support
technique of the New Austrian Tunneling Method (NATM) appeared optional for this tunnel. The role of
Construction Consultant and the Designer during construction was very important for safe, timely and
economical completion of the Tunnel.
772 M
Km 155+350
6.500 M
7.070
150 mm
9.072 %
Access Shaft and the Cross Passage connecting it to the Main Tunnel:
Geological setting of Pir Panjal tunnel shows that 610 m length from North portal side of tunnel consisted
of soil matrix and indicates existence of poor geology as already explained in previous chapters.
ii) It was anticipated that soft ground tunnelling for the stretch of about 610m from North portal would take
time owing to the following reasons:
a) Small round length of excavation
b) Construction of temporary invert and then dismantling before construction of Benching part.
c) Provision of huge nos of bolts including face bolt and forepoling at smaller interval.
d) Sector Excavation and sealing shortcrete in each part
e) Provision of long drain holes and probe hole
iii) In view of what has been explained above, an Access shaft was planned on east side of the alignment at this
location so that hard rock tunneling can be progressed independent of soft ground tunneling from the
North portal in order to adhere to the target stipulated time, since this would give this one more construction
face.
iv) To connect this shaft with the tunnel a 36m long Cross Passage ( again a tunnel) with a cross sectional area
of 87.4m2 of modified horseshoe shape was constructed.
Fig. 6.10: Plan View Main Tunnel North Portal to Access Shaft
Fig. 6.11: Access Shaft Intersection Cross Passage/Main Tunnel Plan & Section
55.376 M
Km 162+950
12.0 M
11.0 M
1810.00
1757.624
36 M
102 m2
87.6 m2
Fig. 6.12: Inside View of Acess Shaft Showing Muck Removal Using Winch,
Supply of Concrete and Ventilation Arrangement
e) Beside this Rock bolting ( SN / SDR) had been done as per requirement.
f) After this, reinforcement for shaft ring beam was fixed & concreted. Shaft ring beam is of circular shape
with 11.0m inner dia, 1.0m width & 2.0m deep. The first ring was at 2.80m from ground level of the shaft
and second ring was 40.80m from the ground level of the shaft.
Fig. 6.13: Excavation and Support Start-up Situation Main Tunnel and Access Shaft
i) At this stage heading excavation of cross passage was started in format of the top heading, bench, &
invert. Construction Sequences at cross passage and access shaft junction were as given below:
Installation/pipe roofing of 76mm dia self drilling rock bolts with grouting along the profile(perimeter
of cross passage and access shaft junction)
Provision of two layer wiremesh followed by 2 layer shortcrete with overall 300 mm thick shortcrete.
j) From the next round instead of Pipe roofing ,fore poling was done with SDR .
k) Bottom most shaft excavation, approximately 5.0m depth was done after completing the cross passage
construction.
300 mm thick
Wiremesh
Two layers, One layer on outer side & other on inner side of shotcrete
Round (pull) in m
Forepolling of L=3.0m
L=4.0m one no. each on sides bottom, longitudinally @ 0.8 to 1.0m c/c, 2 nos. in
one lineL=6.0m, Peripherally @ 2.0m c/c, Longitudinally @ 0.8 to 1.0m c/c, 6
nos. in one lineL=9m, face bolts, 6 nos. (where reqd.)
Deformation tolerance
50mm
Construction tolerance
100mm
1 no.
1 no.
1 no.
1 no.
1 no.
3 nos.
An enlarged tunnel had to be constructed at the junction of main tunnel and access tunnel to accommodate
the size of main tunnel and to permit the movement of equipment. This Access Tunnel is perpendicular to
the main tunnel, with a diameter of around 10.60m and cross sectional area of 87.70m. The height of the
enlarged tunnel is 11.30m and it is 9.30m wide in its modified horse shoe shape. The section was big
enough to accommodate around 8.50m dia main tunnel with an excavation area of 56.70m. Length of this
enlarged section was around 19m with an additional transition zone of around 5m length. It was decided to
carry out excavation in heading benching format with permanent invert. This section has a down ward
gradient of only 2%. Transition zone starts from tunnel meter 760 and the enlarged tunnel section of access
tunnel starts from tunnel meter 765.
ii) The geology predicted during the design stage indicated bands of relatively weak shale and compact jointed
quartzite and heterogeneous excavation conditions. Quartzite was expected to be very abrasive. Joints
were found to be well developed which brought water inflow. Water inflow in the range of 3000 litres/min
was predicted. Overburden at the junction is around 210.00m. Support class III and support class IV were
predicted during the design stage in this section.
On the basis of initial investigation, 640 m of tunneling was defined as soft ground tunneling. Tunneling at
north end was expected to be in fluvioglacial material and at South end excavation was expected in clayey
silt and silt- gravel intercalation material. On either side, relatively low overburden prevailed and moist
condition or minor water flow in the gravel layer was predicted. Nallah was flowing over the tunnel at
220m and 442m from North and South ends, respectively.
ii) In the stretches of soft ground tunneling, support design used was that of rock class VII and VIII with 2
layers of wire mesh and shortcrete of 300mm thickness and the temporary invert was installed as a quick
ring closer. In addition, rock bolts were also used. In every round of excavation, M.S. pipes or SDR fore poles
were inserted to increase the working time below the excavated section.
iii) Nallah at North end flows over the tunnel for nearby 30m of the alignment. The minimum soil cover in the
nallah stretch is 13 m. The substrata under nallah section consists of boulders and pebbles with silty sandy
matrix. These boulder layers were very stiff with moisture content ranging between 25 to 40%. In the South
drive the nallah flows over the tunnel almost perpendicular to the alignment with a minimum cover of 22
m. The moisture content in the nallah section was around 25 to 30 %, and the excavation under nallah at
the South end was performed in boulder layer. Moisture content of every face was monitored to know any
change in the hydrological situation. Long drain holes were drilled for ensuring effective drainage. Modified
excavation plan was developed for working under nallah section. This included long drain holes, pipe roofing
and sector excavation. In this section of the tunnel 3 probe holes were drilled one in the crown and one on
either side of the face.
Installation of SDR bolts (Self drilling rock bolts) along the eye of Tunnel.
Pipe roofing by 76mm dia SDR bolts grouting along the profile
For the initial three rounds conventional Rib were used. Thereafter, lattice girders were used as NATM
support elements .
Fig. 6.15: Installation of the 76mm Pipe Roof during Portal Development Works
6.11
6.11.1 This tunnel, as already explained, was constructed on the principle of NATM - based on the cycle sequence
of excavation with subsequent installation of primary support followed by the delayed installation of secondary
lining.
Based on the geological requirement, following 3 excavation methods were adopted in Pir Panjal Tunnel.
a)
b)
c)
The NED wasvery useful in this project. The advantage of NED is safe working & the loading of NED can be done
parallel to other activities.
The length of excavation by different method of excavation is as given below:S.N
1
Method of
excavation
Excavator
Length of
excavation (m)
1322.3
Road Header
1019.5
Drill ballast
8618.2
Remarks
Including 585 meter of early works-soft ground tunneling,
however part of main tunnel
i) Drilling:
Equipment used theBoomer (see Photo 6.1)
A Hydraulic Drilling Boomer was required for drilling. In a Boomer the operator moves the booms, feeds and drills.
The number of holes to be drilled varied with the rock class indicated below:
Number of holes
I & II
107
107
III
100
100
IV
103
88
V & VI
78 (Heading only)
65
Dumpers
After allocating sufficient time for de-fuming the tunnel, the excavated muck would be removed and disposed of
using side tilting wheel loader and dump trucks. The bottom cleaning or the left over mucking when needed
would be done using the back-hoe (excavator).
d) Primary Support
i) Wiremesh:
Wiremesh stabilizes applied shotcrete and improve the mechanical properties of the shotcrete.
Wire mesh used was Grade: Fe 500, 150x150x6 mm
iii) Shotcrete:
Equipment used
Transit Mixers
Sealing shotcrete was applied at the excavated face immediately after the excavation to stabilize the face
after the mucking was over. Thereafter, Lattice girder was erected and wire mesh fixed to the excavated
tunnel profile. Then designated mix of shotcrete was sprayed to the thickness mentioned in the design as
per conditions of rock class. The thickness of shotcrete varied as per rock class from 50mm to 300 mm.
Equipment Used:
- Boomer
- Grout Pump
- Swellex Pumps for Swellex rock bolt
- SN Bolts: SN bolts are inserted into a stable pre-drilled hole filled with stiff mortar. These are rebar steel
Grade Fe 415, 25 mm dia. Anchor plates 200x200x12mm.
- SD Bolts: They are used in collapsing strata and have a drill bit. These are 32mm dia hollow bars. They
are simultaneously grouted.
- Swellex Bolts: They are inflatable steel tubes with anchor plates and can be inflated with help of swellex
pump at water pressure 250 bars or more. Diameter of bolt after swelling : 41 mm
Rock Bolt Type
SN
SDR
Swellex
v) Grouting:
Equipment Used:
Mai Pump and Haney pump
Grout for rock bolts was neat cement - water mixture (w/c ratio 0.4 by weight) Compressive strength of
Grout: 20 MPa. Grouting pressure: 5-6 bars.
Main tunneling
from south
towards North
MTS1
MTS2
MTXS
Main tunneling
Main tunneling
Main tunneling
from Adit Junction from Adit Junction from Cross
towards South
towards North
passage junction
towards South
Total
in
meter
Remarks
EARLY WORKS
1 From period of 2005 to 2006 early works has been completed, which consist of ADIT
585
(772 meter length), Shaft (56 meter deep), Cross passage (36.5 meter long) and 585 meter
Soft Ground Tunneling
2006
424
298
722
2007
399
292
437
748
1876
2008
502
372
736
865
2475
2009
641
82
1033
797
2553
2010
38
879
822
1739
2011
600
347
947
2012
53
10
63
3738
3887
Total length in
meter from
each face
2004
Note:-Progress in meter
746
2.
3.
4.
The invert bridge was of 25m length. One end of the bridge rests on the casted invert block and the other end of the
bridge is placed on the cleaned invert surface. The bridge provides space underneath for reinforcement binding
and concrete casting work. It also enables vehicular movement over the invert block under construction.
M30
20 mm
0.42
375 Kg/ m3
157.5 Kg/ m3
1.9% = 7.125Kg/ m3
670 Kg/ m3
367Kg/ m3
830 Kg/m3
15025 mm
Main tunneling
from south
towards North
Gantry no.1
of SOUTH)
MTS1
Main tunneling
from south
towards North
Gantry no.2
of SOUTH)
2006
2007
2008
712.5
2009
1050
450
2010
250
267.5
6 2011
2012
Total length in
2012.5
meter from each
face
Note :-Progress in meter
717.5
MTS2
Main tunneling
from Adit Junction
towards North
Gantry no.3
of SOUTH
MTXS
Main tunneling
from north
portal towards
South
Total
in
meter
Remarks
62.5
62.5
Assembly of first
gantry at north
portal on dated
18.11.2007
1137.5
1850
Assembly of first
gantry at SOUTH
portal on dated
11.04.2008
350
1150
3000
Assembly of 2nd
gantry at south
portal at block no
101 on dated
10.07.2008 and 3 rd
gantry in MTS-2 at
block no.225 on
dated 23.08.2009
1625
1262.5
3405
600
737.5
1012.5
241
1253.5
3587.5
4591
i) Low Overburden
a) During the excavation of soft ground near either end of the tunnel low overburden was encountered. This
dwarf cover was the result of the nallahs flowing over the tunnel alignment. The nallahs were perennial in
nature and were situated at tunnel meter 220 and 442 near the North and South ends, respectively. The
low overburdens and the nallahs flowing over the tunnel, necessitated a separate excavation plan.
b) The north nallah flowed along the tunnel alignment about 30m. The minimum overburden in the stretch
was about 13m. The nallah was diverted away from the tunnel before taking up excavation. The ground
under the nallah was expected to be fully saturated that could affect the excavation work. The tunnel
crown consisted of layers of silty Clay (dark brown) and Clay Silt (Blackish grey) while the rest of the face
consisted of boulders in silty sand matrix. This clay silty soil (fluvial-glacial deposit) had low permeability
and overlain the boulder layer. It had stiffened over the years owing to subjection to ice load. Tunnel faces
under the nallah consisted of boulder and pebbles with silty sand matrix which was very stiff and had a
moisture content of between 25 to 40%. The rather Low moisture content in this zone was because the
silty soil overlaid the boulder layer. No big problem were faced during the excavation as the nallah was
diverted well in advance and the strata had low permeability.
c) The South, nallah was almost perpendicular to the alignment with an overburden of about 22m. The moisture
content under the nallah portion was about 25 30%. Excavation under the nallah was through boulder
layer. Moisture content at face was monitored for hydrological reasons. As this nallah was not diverted, so
drain holes were drilled before the excavation. Drain holes were drilled through the silty clay layers and
these were found nearly impermeable. Hence little percolation was observed while excavating the tunnel
here.
c) At around tunnel meter 560 hard rock was encountered, hence blasting it out was the only choice left. At
this location strength of the rock was around 70 to 100 Mpa. To reduce the vibration and possible damage
to the village houses overhead, sector by sector blasting was carried out. This also reduced the chances of
differential settlement in these houses. A vibration monitoring team was also engaged to monitor the
vibration on the ground and this helped in the blast design. A trigger level of 2 10 mm/sec was set as was
specified for sensitive buildings and historic structures by the Director General of Mines and Safety (DGMS)
India. The blasting was carried out only in the day time after the school timing and other important village
activities. Drilling pattern adopted was Burn Cut as it is believed to be best in the given conditions and
generates less vibration. Number of holes per blast were reduced to 35 and charge per hole was limited to
maximum of 3kg. Vibration monitoring result reflected that vibration was in the range of 2.5 mm/sec in
almost all cases.
d) These precautions proved useful, since no major problem arose during the excavation under the village.
a) Adverse condition in the Access Tunnel at tunnel meter 22:At tunnel meter 22 in the Access Tunnel, a cavity developed. At this location the excavation was in soft ground. Silty
clay mixed with traces of sand was encountered. The work face was wet due to local dripping and seeping since a
water channel was flowing across the alignment. With only about 10m cover overhead, soil from the crown was
released in to the tunnel and this created the cavity.
b) Adverse condition at the junction of the Access Tunnel and Main Tunnel:
Near the junction of the Access Tunnel and the Main Tunnel at tunnel meter 765, a cavity developed due to sudden
ingress of large quantity of embedded water in the weak zone. The shape of the cavity was somewhat semicircular
and the depth of the cavity varied from 2.5m to 6.5m. The length of the collapse was about 7m. The material
released from the cavity was highly fractured black Shale with fault gouge and some volcanic tuff. Due to the
downward gradient and high water ingress from the face, a lot of water pooled together with the heap of crushed
material.
Fig. 6.37: Access Tunnel Collapsed near its junction with the Main Tunnel
c) Significant water ingress in MTS-2 main tunnel south from Access towards north) at Tunnel meter 316
(CH 155+666)
At tunnel meter 316 in MTS-2 lithology in the tunnel was Quartzite. Water was flowing from the face but it was not
more then 20 l/sec. During the face drilling a significant water ingress was observed (150 l/sec). The water ingress
was so high that tunnel filled up with water up to its junction with the Access tunnel. Work stopped for nearby 70
days during this period, however, benching was done and long drain holes and pipe roofing were drilled from the
face.
d) Rock fall at tunnel meter 316 in MTS-2 (Main Tunnel South from access tunnel towards north)
Loose rock fall occurred at tunnel meter 316 in MTS-2 as the highly fractured material at the fault gauge under a
water inflow of about 10 l/sec fell apart. Over loading of the fore-pole and the Lattice Girder by the crusted material
created a cavity.
e) Rock fall at tunnel meter 746 in MTS-1 (Main Tunnel South from access tunnel towards South)
At tunnel meter 746, the weak structural zone triggered a large rock fall in MTS-1. The material was low cohesion
highly fractured shale. The trigger commenced from the crown. The fallen loose material got trapped between
layers of hard rock. Excavation was commenced only after backfilling the cavity and fore poling 32mm dia SDR.
f) Poor geology in MTX-S (Main Tunnel from North towards South) (TM 2545.0)
Very week rock (highly to completely weathered) was encountered at tunnel meter 2545 in MTX-S. The rock mass
was highly fractured. Lithology of the area was quartzite with bands of Shale. Water condition at the location was
damp to wet with localised dripping. This rather poor strata existed for about 22m and this had been observed
during the probe hole drilling also. Due to this advance information, no major problem was faced in the excavation
since the support system was changed in time.
Fig. 6.41: Crack Develop after Excavation in the Face (Rock Bursting) TM 2781.50
Fig. 6.42: Water Flowing from the Face on 23-04-2010 (TM - 3111.8)
Fig. 6.43: Water Flowing from the Face on 23-04-2010 (TM - 3111.8)
Rock Class
1&2
2285
102.4
ii
3246
2448
iii
2207
5270.8
iv
1432
1816.5
500
vi
7&8
1290
1322.3
6.16.3 Construction
i)
Earlier ballast has been an integral part of railway track for many years. It has many advantages. It is an
economical medium providing an elastic support to the sleepers and absorbs major part of the noise created
by passing wheels. The ballast material generally is locally available, but ballasted track calls for frequent
v)
vi)
vii)
viii)
ix)
x)
xi)
xii)
xiii)
xiv)
(a)
(b)
Fig. 6.45 (a) and (b): Typical Ballast-less track
The three basic requisites of laying a good railway track are economy, safety and comfort. Comfort includes
not only the riding comfort to the passengers, but also causing least disturbance to the inhabitants around,
i.e, environmental non-degradation. Traditional tracks on wooden and metal sleepers with good ballast
cushion and shoulders satisfied all these requirements in the normal traffic conditions prevailing till a few
decades back. However, these required constant attention to packing, lining and level adjustments. Increased
traffic density and increased speeds on railways became necessary to suit growing economics and
competitions. For these, the conventional tracks were found lacking. What was required was:
a) Better load distribution, requiring increased ballast cushion;
b) Stable track with minimum joints leading to development of CWR and concrete sleepers;
c) Reducing the frequent and higher level of attention to track to control costs, and
d) Reducing time available for track maintenance operations, considering the frequency of running trains.
ii) To achieve these with the objective of running freight trains with higher axle loads and the passenger trains
running at high speeds there is the choice to go either for a ballasted track or a ballast-less track. Each has
its own advantages and disadvantages.
The track in Pir Panjal Tunnel is of ballast-less type on Rheda 2000 system using RHEDA - 2000 Semi Precast Bi-Block concrete sleepers and Vossloh 300-1 U Fastenings. In this system the Rheda Sleepers are
embedded in the RCC concrete bed and the rails are held with sleepers by Vossloh fastenings.
ii) One of the most important implementations of RHEDA 2000 has been between Frankfurt and Cologne in
Germany with trains running at speeds of up to 300 kmph.
iii) Indian Railways is still undertaking trial runs with these sleepers, as such implementation of RHEDA sleepers
on Indian Railways has not been widespread so far.
iv) Discussed here are the details of broad gauge ballast-less Track on Rheda-2000 system including the transition
portion on either side at Quazigund and Banihal end.
2 No
2 No
Rail pad
2 No
4 No
4 No
4 No
Parameter
Installation
Service
+1mm
+2mm
1mm
2mm
+1mm
+3mm
+1mm
+3mm
+1mm
+3mm
+1mm
+3mm
+1mm
+3mm
Variation in horizontal alignment, vertical alignment, versines, cross level/cant, twist and gauge should not exhibit
a cyclic pattern.
Sleeper
-
Spacing +/-
5 mm
2 mm
Chapter
7.1.2 Therefore, it is imperative that the ventilation system adopted for the tunnel should be capable of providing
a good respirable atmosphere and visibility inside the tunnel. Hence the tunnel ventilation system has to respond
to the following major criteria:
i) Dilution of vehicular exhausts in the tunnel to an acceptable level for the users.
ii) Removal of particulate matter which causes poor visibility inside the tunnel.
iii) Removal of smoke in case of fire so as to provide safe escape to the passengers.
Natural Ventilation system: The movement of air is controlled by atmospheric conditions and by the piston
effect created by moving traffic pushing the stale air through the tunnel. This is almost ineffective in case of
:
Long tunnels
Heavy traffic
Bidirectional traffic
Inadequate piston effect due to
o Less pressure differences between the two portals
o Less Vehicle to full cross sectional area ratio
These situations need a mechanical ventilation system.
a) Longitudinal Ventilation
The longitudinal ventilation system is based on the principle of air that is set in motion along the tunnel axis by a
forced momentum. This momentum in usually created by jet fans mounted inside the tunnel. The concept implies
that the required amount of fresh air can be provided by a longitudinal flow with clean air entering the tunnel
through one portal and the polluted air leaving the tunnel on the other portal. The velocity of the airflow throughout
the tunnel is (aside from effects due to e.g. fire or temperature changes) constant.
Major advantages of this ventilation system are the relatively low costs. Jet Fans can be mounted directly in the
main tunnel; there is no additional lining and no ventilation shaft required. Also expensive elements like exhaust
dampers, axial fans and corresponding controls are not required. Another advantage of longitudinal ventilation
systems is its fast reactivity. Jet fans can usually be turned without delay and are effective immediately for that
matter.
A major disadvantage of this system is the fact that the tunnel cannot be divided into aerodynamic segments. Thus
the fresh air is getting gradually contaminated on the way through the tunnel. With a pure longitudinal concept, it
is not possible to exchange or dilute the air inside the tunnel.
b) Transversal Ventilation
This concept requires two independent air ducts that are aerodynamically separated from the main tunnel and
each other. One duct collects the exhaust air along the ventilation segment and is typically located in the tunnel
ceiling. Commonly there are exhaust-dampers located in periodic distances (order of magnitude 100 200m) that
can be controlled independently. That way the location of the air extraction from the main tunnel can be controlled.
The second air duct distributes the fresh air evenly throughout the tunnel. The second air duct is sometimes also
located in the tunnel ceiling for practical reasons, however, this duct can also be located underneath the floor-level.
The length of a ventilation segment is restricted to typically 2,5km per segment for practical reasons with standard
axial fans.
The major advantage of this system is its ability to remove polluted air and smoke from the main tunnel. In addition,
fresh air can be brought into the tunnel simultaneously. Thus the contamination in the tunnel due to smoke (fire
case) or due to emissions (regular operation) can usually be restricted to a rather small area.
The major disadvantage of this system are certainly the high installation costs. In addition each air duct requires a
significant portion of the tunnels cross section and each duct needs to be aerodynamically separated from the main
tunnel and each other. In order to move a given volume of air per unit time in or out of the tunnel, the flow
velocities in the air ducts need to be significantly higher than in the main tunnel.
c) Semi-Transversal Ventilation
This concept resembles a combination of the above mentioned concepts. The semi transversal ventilation employs
just one air duct that can be used either for exhaust air or for fresh air. The usage for exhaust air would also require
exhaust dampers in order to control the location of air extraction.
Depending on the mode of operation, the fresh air will be drawn into the tunnel trough the portals. The exhaust air
would be drawn into the air duct through the required exhaust dampers and pushed out through a ventilation stack
by the axial fans. This mode is typically used for operation in cases of fire.
During regular operation, when the aim is to bring fresh air into the tunnel, the direction of the air flow could also
be reversed. The major advantage of this ventilation concept is its versatility, however, the main tunnel and the
tunnel portals are always part of the aerodynamic system. This yields limitations to the amounts of fresh air that
can be brought particularly into the inner sections of the tunnel.
In principle, semi-transversal or transversal systems would require not only a significantly larger cross-section of
the tunnel (order of magnitude ~ 12m2 per duct), but would also require ventilation stations every 2,5 km (with air
ducts of the stated size). This is the maximum distance that air can be moved in tunnel ducts at a reasonable rate
under regular conditions with standard 1-stage axial machines. Longer ducts would overburden typical 1-stage
axial machines, in addition, the design of the tunnel ceiling will have to consider substantial pressure differences
(3500 Pa to 4000 Pa for 2,5km, up to 6000 Pa for longer ducts) that need to be supported by the structure. Smaller
ducts will yield even higher air velocities, which will further deteriorate the aerodynamic conditions in the tunnel at
larger duct lengths.
Aside from aerodynamic aspects, another problem arises due to cracks that occur in the concrete lining over time.
However, cracks in the concrete lining between tunnel and air duct will inevitably yield a certain leakage rate of air
along the tunnel axis that will mitigate the effectiveness of the ventilation system. The total amount of leakage
volumes can easily add up to 30%-50% of the rated volume. In order to prevent leakages, the ducts and the dampers
have to be properly monitored annually and resealed approximately every 10 years.
7.3 Boundary Conditions for Ventilation Design against Emissions and Fire
Described below are the boundary conditions adopted for the Pir Panjal Tunnel for its ventilation design. Due to the
lack of measured real-life data at the tunnel portals, the ambient conditions were estimated based on standard
atmospheric conditions and delivered meteorological data of the India Meteorological Department. This approach
is commonly used when measured data are not available.
Fig. 7.4
gradient
main tunnel:
10960 m
48.9 m2
access tunnel:
775 m
38.3 m2
9.71 %
vertical
access shaft:
56 m
95.0 m
Tables 7.3 and 7.4 below indicate the specific design parameters of the main tunnel, the access tunnel and the
access shaft.
MAIN TUNNEL:
Sections
South to North
length
m
cross sectional
areas
m
hydraulic
diameter
m
gradient
South to North
2750
48.9
7.2
1%
3784
48.9
7.2
0.80%
4426
48.9
7.2
-0.33%
ACCESS TUNNEL
length
m
cross sectional
area m
hydraulic
diameter m
gradient to
main tunnel
distance South
to North m
775
38.3
6.67
-9.71%
2750
Fig.7.5 shows the distance from a portal to its adjacent railway station. Owing to only a single track between Banihal
and Qazigund, only unidirectional Rail Traffic is possible between the two. This fact also was considered in calculating
the minimum waiting time, should a heavy freight train (5000t with two consecutive Diesel locomotives) be driving
uphill from south to north.
The relevant meteorological conditions in Quazigund and Banihal are based on a data set over a period of
19 years obtained from India Meteorological Department. Table 7.5 and 7.6 shows the different
aerodynamic and meteorological data for calculating the different pressure losses. The mean annual value
of the measured temperature of the delivered meteorological data is about 10 C. Because of the fact that
0.6
0.016
m/s
3.71
821.4
mbar
1.033
kg/m
Access Tunnel
portal loss value in
0.6
0.016
m/s
3.45
817.3
mbar
1.029
kg/m
It has to be mentioned that the presented mean values of the wind velocity was 4m/s at Quazigund end. However,
the layout of the ventilation system was designed to handle higher wind velocity for a safe operation. The 30
minutes mean average value was derived as 8m/Sec and was taken into account in the design.
Concerning the friction coefficient, the chosen value was based on the civil design that incorporates concrete lining
throughout the tunnel with a smooth surface and a relatively low number of niches (because these occur at every
500m). This number correlates to a surface roughness of approximately 3mm according to Prandtl-Colebrook and
is therefore conservative enough to ensure a safe ventilation design.
The geothermal input data depends mainly on the magnitude of the overlaying rock mass and the actual
geological conditions. The initial rock temperatures prevailing prior to tunnel excavation will influence the
future temperature development inside the tunnel. Following assumptions were made for the initial rock
temperatures:
16 C
30C
geothermal gradient:
2 C/100 m depth
1.033
kg/m
wind velocity
m/s
35
Pa
kg/m
50
0.87
kg/m
length
6534
slope
0.9
90
Pa
1.029
kg/m
1.01
kg/m
length
774
slope
10
11
Pa
1.033
kg/m
20
MW
40
MW
80.47
0.8
kg/m
length
800
slope
0.73
14
Pa
efficiency combustion
p
Passenger train
Freight train
Unit
400
1200
2983
11.3
0.45
2
9.5
0.45
18
40
10
700
5000
2983
11.3
0.45
2
9.5
0.45
30
40
10
m
ton
kW
m
pc
m
Pc
km/h
trains/day
length
train mass
traction power per locomotive
cross sectional area locomotive
cw value locomotive
No. of locomotives per train
cross sectional area carriage
cw value carriage
No. of carriages per train
speed (average)
train frequency
ORE
Standards
UN
UIC
CO
6,7
6,71
0,52
0,72
0,56
NOX
12
12,7
10
10,73
13,56
12,42
7,62
Particle
0,5
0,8
0,25
0,30
???
???
0,39
Thus it can be concluded, that the chosen emissions data are unlikely to be exceeded in real life. Furthermore it was
assumed that the air outside the tunnel has a CO concentration of 1.0 ppm and a light extinction coefficient of
0.0002 m-1. The conversion factor (according to PIARC) between particulate emission in g and the turbidity effect is
given by 1g/m3 = 4.7 m2/m3.
8 Hours Exposure
15 Min. Exposure
CO
NO
NO2
Sum: NOx
CO2
SO2
Particulates (PM)
Temperature
50 ppm
25 ppm
4 ppm
29 ppm
5000 ppm
5 ppm
Not defined
40C
400 ppm
35 ppm
5 ppm
40 ppm
18000 ppm
5 ppm
Not defined
50C for a train passing, max. 65C
50 ppm
90% of NOx
10% of NOx
25 ppm
Not defined
Not defined
< 0,012m^-1 (extinction coefficient)
50C
The actual ratio of NO/NO2 is estimated for a diesel engine running at high load conditions. It has to be mentioned,
that at low load operation, the ratio NO/NO2 can drop since high combustion temperatures typically promote the
formation of NO rather than NO2 during combustion. In the specific case of the Pir Panjal tunnel, engines emissions
can be critical only when the train moves uphill so that the engines will operate at high load conditions.
When the train is moving downhill, the ratio NO/NO2 will shift towards NO2, nevertheless the overall emission
concentration will be substantially lower since less locomotive power is required and the threshold levels will not
be exceeded in downhill run. Levels of gaseous sulphate will largely depend on the sulphur content of the fuel.
Since these levels in diesel are subject to strict regulations, it can be expected that diesel fuel will eventually be
sulphur free and no sulphates will be emitted. If a certain specified limit is reached, the tunnel ventilation system
will be activated automatically to achieve the determined values.
These fire curves were also considered in the structural safety and civil engineering design to ensure that
the structure can withstand the high temperatures for a certain specified period of time.
g) If a fire load exceeds the design fire load in the case of longitudinal ventilation system, the smoke will also
spread into both sides of the tunnel - back layering will propel the smoke.
i) Normal operation
A high longitudinal air velocity is created in the tunnel and fresh air cleans the emissions from the tunnel. As
explained earlier, a passing train will create a natural flow in the tunnel by its so called piston effect and this will
strengthen the installed ventilation capacity.
The main sources of gaseous emissions will be the Diesel powered locomotives and the air-conditioning
units as they pass through the tunnel. The actual amount of emissions will largely depend on the speed and
the load of the trains passing through the tunnel. The contribution of the AC units will not be significant
compared to the locomotive emissions.
ii) The investigated worst case conditions during normal operation are covered by a train with a mass of 5000
tons moving uphill, driven by two consecutive diesel locomotives and the next train passing the tunnel in
the opposite direction. This means that after threshold values are reached the ventilation system has to
clean the emissions in the tunnel. However, the suggested on-site air quality monitoring will indicate to the
operator whether the air quality in the tunnel will be adequate enough for the passage of the next train
right away or whether the air in the tunnel will need to be cleaned before the next train can be allowed to
enter the tunnel.
Each case was based on Operational Safety and robustness of the system.
c) The investigations predominantly strove to reduce the waiting time between two trains passing through
the tunnel, and the ventilation system had also to be capable of controlling a 40MW fire. The worse case
was design for.
d) The 40MW fire load was assumed for the final ventilation design, which requires the use 15 jet fans. The
security buffer in the number of jet fans was provided by considering lower installation factors and reduced
thrust of the jet fans due to hot smoke.
e) The ventilation system capacity had to be strengthened in order to increase the train frequency (5000t
uphill train, with two consecutive diesel locomotives) for the given layout. Accordingly the final ventilation
system comprises 25 jet fans in the main tunnel and 3 jet fans in the access tunnel and the axial fans
positioned in the airlocks in the Access Tunnel.
To calculate the different ventilation aspects like pressure losses, buoyancy effects, wind pressure and
other relevant dimensioning utilities like jet fans, etc., the commonly used 1D-calculation approach was
adopted. Hence, various relevant issues of Fluid dynamics, Thermo Dynamics, Mechanical Engineering
(fans), and Fire Design were investigated.
ii)
A 1D-CFD-program was used to get a second opinion on the results for re-confirmation to ensure a safe
design of the tunnel ventilation. The software used, was developed by the Centre dEtudes des Tunnels
(French Agency for Tunnels) and is titled CAMATT
Calculation
20.52
5.70
40.00
11.11
5622.48
km/h
m/s
km/h
m/s
m
prequired, l1
pjet fan
a
length 2
p1
p2
p3
p4
prequired, l2
pjet fan
a
a ges
Pel
total Pel
35.00
238.12
79.00
-26.00
326.12
26.00
13.00
5337.52
0.00
227.42
75.00
0.00
302.42
26.00
12.00
25.00
52.94
1323.50
Pa
Pa
Pa
Pa
Pa
Pa
pc
m
Pa
Pa
Pa
Pa
Pa
Pa
pc
pc
kWel
kWel
40
10.8
3
34
122
90
14
13
273
21
13.00
2.00
15.00
52.94
794.10
MW
km/h
m/s
Pa
Pa
Pa
Pa
Pa
Pa
pc
pc
pc
kWel
kWel
For the optimization of a ventilation system, the possibility of a tunnel fire at different locations in the
tunnel has to be taken into account. For the longitudinal ventilation, the main rule is to keep the flow of
smoke and hot gases in the direction of the segment ahead of the train. A constant air-flow should be
maintained just to blow the smoke and hot gases away from tunnel users towards the tunnel portal. To
prevent feeding the fire with oxygen and to keep the hot gases as long as possible on the tunnel ceiling, the
speed of air should not exceed about 2.5 m/s. On the other hand the so called critical velocity to prevent
back layering is in the reach of 2 m/s to 3.5 m/s - depending on the fire load, the gradient of the tunnel and
the tunnel height.
For Pir Panjal Tunnel the critical velocity for a 40MW fire is 2.82m/s (see Table 7.16). With 15 proposed Jet
Fans (fire case design) it is possible to reach a longitudinal velocity of 3m/s under the chosen assumptions.
In a tunnel fire the smoke and other combustion products fill up the tunnel rapidly. If no ventilation is
provided and the gradient is low or zero, an almost even distribution is observed on both sides.
Table 7.16 indicates the calculation of the critical velocity (vc) for the selected longitudinal ventilation
system of Pir Panjal tunnel.
a
h
48.90
6.6
m
m
9.81
m/s
Frc
4.03
-1.00
slope
tf
549.79
276.64
40.00
MW
40,000,000.00
1.023
277.15
4.00
cp
1,040.00
J/kgK
vc
2.82
m/s
fire load
density of incoming air
temperature of incoming air
specific heat capacity
critical air velocity
Due to the density differences, the smoke will typically move to the ceiling and leave the cooler tunnel air
underneath. Thus initially a stratified layer of smoke will be developed that will last until the smoke cools
off and the buoyancy will not be effective any longer. Depending on the surrounding conditions, this
stratification will last for a distance of 500m to 800m for a 30 - 40 MW fire.
This stratification should allow train passengers to escape the fire scene underneath the smoke in a layer of
almost clean air. The fire load of typical passenger trains is comparable to that of a burning car.
In tunnels with longitudinal ventilation, the smoke will eventually cool down and fill the entire cross section.
a = time to cover distance from south portal to north portal of the tunnel (in minutes)
b = time to cover distance from north portal to the railway station (Quazigund) (in minutes)
c = time necessary to clean the tunnel (in minutes) with the tunnel ventilation system
e = waiting time (potential) at the railway station (in minutes)
Model: e = c a b (minutes)
m/s
km/h
min
Because of the fact that in driving direction South threshold values are not reached there is no calculated waiting
time for northbound trains because of cleaning the tunnel from emissions. So the emissions inside the tunnel just
have to be monitored. If several consecutive trains pass the tunnel, emission levels may still be exceeded. In that
case, the ventilation system will have to clean the tunnel again.
1.6
1600
1280
0.8
1040
0.65
52.94
m
N
N
N
kW
1.6
1600
1280
0.8
1040
0.65
52.94
3
m
N
N
N
kW
pcs
0.65
200
2.62
0.6
1.0
2
m
Pa
m/s
kW
pcs
i)
ii)
Ventilation Equipment for Access Tunnel (no intermediate ceiling): 3 jet fans of size same as in the main
tunnel.
iii) 2 Small axial fans for air locks in the Adit (the Access Tunnel)
iv) Conditions for Normal Operation:
a) 5000t train driven by 2 consecutive diesel locomotives (worst case for normal operation), uphill direction.
b) Train velocity 40km/h during normal operation.
c) Aim: Reduce time to clean the tunnel (ventilation time), reduce waiting time at the railway stations
(Quazigund).
v) Conditions for Emergency Operation (fire case)
a) Fire load of 40MW worst case scenario
b) train stops at the section with steepest slope, heading downhill (maximum buoyancy effect)
c) Aim: Handling a fire load of 40 MW, to achieve required critical velocity.
Chapter
8.1 General
This Chapter explains about the electrical and mechanical systems provided for operation, maintenance, surveillance
and safety in the Pir Panjal Tunnel.
Status
I-1
Speed Monitoring
fulfilled
I-2
Radio System
Tunnel Radio System provided so that people in the tunnel may communicate
with the Control Centre or the Equipment Room Buildings with e.g. mobile
radio devices.
fulfilled
I-7
Access Control
Access control at the tunnel portals and access portals with video monitoring
by the Control Centre.
fulfilled
I-23
Fire/Smoke detectors installed in the main tunnel as linear fire detectors and
in electrical rooms as optical smoke detectors.
fulfilled
CO, O2 and SO2 detectors in the main tunnel tube.The information of fire
will be transferred automatically to the Control Centre
I-24
Fire Extinguishing
System
Main Tunnel: a fire-main along the tunnel length, with hydrants every
125m, provided; additionally, Fire Extinguishers provided at the
Maintenance Niches and Cabinets.
fulfilled
I-25
Smoke Extraction
System/Ventilation
System
fulfilled
I-41
I-42
Escape Routes
Emergency Tunnel
Lighting
Emergency
Telephones
(Communication)
fulfilled
fulfilled
The hands-free speaking system is directly accessible from the main tunnel.
The emergency telephones are placed every 250 m and additionally at the portals
and in the accesses
I-60
Earthing Device
No overhead line is provided. However, earthing system for all the equipments
have been provided
I-63
Rescue areas
In the rescue areas (in front of Access Tunnel, Access Shaft) loudspeakers,
cameras, lighting, etc. provided.
Cameras and Hydrants, etc. are provided in the rescue areas at the tunnel portals.
Rescue Services
The compatibility with rescue services and maintenance has been ensured.
The Maintenance Points are located in the niches on one side of the tunnel.
I-65
fulfilled
fulfilled
I-66
Radio Installation
fulfilled
I-67
Reliability of
The UPS is construed for 120 min. The emergency lighting, communication
fulfilled
Electrical Installation
I-68
Control System
The cabling is laid beneath the motorable path and in the cable tray in a height
of about 3.5 m above the motorable and is protected from the influences of
derailment and construction work
As far as possible non-flammable materials have been used (in cabling, loudspeakers, cameras).
Automatic switching scenarios provided for different incidents (e.g. fire, etc.).
fulfilled
Abbreviations
AC
CCTV
DC
EHV
S
LV
LSF
MV
MVS
DG
TN-S
Alternating current
Closed-circuit television
Direct current
Extra-high voltage
Indian standards
Low voltage
Low smoke and fume
Medium voltage
Medium voltage substation
Diesel Generator
Terre Neutre Separe (Separate neutral and grounding conductor). The PE and N are separate conductors
that are connected together only near the power source. .
NET
Normal Electrical Power from the network
UPS
Uninterrupted power supply
SB
Service building
IEE
Institution of Electrical Engineers
IP30 Protection Class
E30
Functionality of 30 minutes
FE180 Insulation integrity of 180 minutes
FRLS: Flame Retardant Low Smoke.
LSZH: Low Smoke Zero Halogen (not flame retardant)
i) 11 kV System
Including transformers, 11 kV cables, 11 kV switchgears, etc.
8.4
Following Electrical and Mechanical installations are provided for operational, maintenance, surveillance and safety
purposes:
Power Distribution Department (PDD), J&K Govt. supplies 33 KV at the Service Buildings at the south and
north portals which is transformed to 11 kV. A load of 11 kV is carried inside the portal substations (Service
Buildings) and inside the tunnel substations (MVS-Niches) with redundant cabling. The two supplies are
providing the required redundancy as both are able to take entire tunnel load independently. Under normal
conditions each power transformer station is supplying for half of the tunnel installations. In case of failure
of supply at one of the portals, the other shall supply the required power. In the event of failure of both the
supplies, DG power shall be available at respective portals.
Power
20 kVA
102 kVA
370 kVA
375 kVA
393 kVA
393 kVA
381 kVA
76 kVA
2090 kVA
8.4.3 Substations
i) High Voltage Substations (from 11 kV 50 Hz to 433 V 50 Hz AC) are provided at Service Buildings (portal
substations) as well as at 5 MVS-Niches (tunnel substations) inside the tunnel.
ii) Each substation has a high voltage room and two transformer rooms. Two transformers in each substation
guarantee power supply also in case of a failure or during maintenance works. Each transformer will be
able to supply all systems of the substation.
iii) The transformers at north and south portals are oil type natural cooled with OFF Load Tap Changers. The
transformers for inside substations are epoxy resin cast dry type transformers. The voltage supply from
the 33 kV level is guaranteed to be stable, with a variation of not more than 5 %.
iv) The power supply from the portal substations to the tunnel substations is brought in via two 11 kV
cables which are installed in conduits (concrete encased PVC ducts) underneath the motorable path
along and inside the tunnel. The transmission of the 11 kV voltage begins at one of the portal substations
(Service Building South/North), proceeds then through the tunnel substation (MVS-Niches) and ends at
the other portal substation (Service Building North / South).
v) The expected series capacitance in the individual cores of the 11 kV-cable is about 0.309 F/km.
vi) For the case of one Power Building to supply the whole tunnel from one side (worst case scenario), the
capacitance in the high voltage system has been calculated and the capacitance has been kept as low as
possible.
Escape signs
Telephone system
CCTV system
iii) The UPS is provided at both portal substations and at the 5 MVS-Niches. The rated capacity of the UPS
for is 2 hours duration. At each location a battery room is designed. The UPS is installed in standard
panels. Batteries are set up on ladders. Operating status and measured values are shown on a display
board. For maintenance purposes a manually switched bypass has been provided.
8.4.9 Cables
All cables entering the open space of the tunnel are Low Smoke Zero Halogen (LSZH). All low voltage cabling inside
the tunnel is Flame Retardant Low Smoke (FRLS) E90/FE180.
Fig. 8.1
Fig. 8.2
Fig. 8.3
Fig. 8.4
Fig. 8.5
Fig. 8.6
This unidirectional railway tunnel has been equipped with a mechanical longitudinal ventilation system
(consisting of jet fans) in the main tube.
The Access Tunnel, perpendicular to the main tunnel (about 2750 m from the South Portal) is also equipped
with a longitudinal ventilation system and an air lock system (consisting of axial fans) for keeping the rescue
passages free of smoke in case of fire.
ii) For normal operation, the Tunnel Ventilation System of the main tunnel is controlled by air quality
measurement system (for CO, dust particles and CO2). In case of a fire (emergency case) the Fire Detection
System will detect the location of the fire and automatically the different fire programs of the Tunnel
Ventilation System will be triggered into action. These fire programs are implemented in the tunnel
monitoring and controlling system (SCADA).
So, in case of fire, the different jet fans of the tunnel will get activated, creating the required longitudinal air velocity,
which will prevent back layering of smoke. This is monitored by longitudinal velocity measurement sensors. It is
necessary to know the prevailing air velocity in order to boost smoke outside the tunnel tube in the driving direction
so as to protect the escaping people. Also the ventilation systems of the Access Tunnel will also get activated so that
the axial fans of the air lock systems create an over pressure, for creating an air velocity through the open access
door, to provide the escapees smoke-free escape routes.
UIC Codex does not give any information about a CCTV system. The designer recommended to provide a
CCTV system. It allows the tunnel control operator surveillance of the situation and the conditions inside
the tunnel. During emergency situations he is able to inform and alert people via the Public Address System.
The CCTV cameras are installed alternately on the two tunnel walls at an interval of about 125 m. This
allows viewing over the whole tunnel length including Maintenance Niches and Emergency Call Sites.
Start of the appropriate ventilation fire program and switch on of the fire fighting water pumps.
8.4.31 Buildings
Two storey Service Buildings are provided at both portal areas. Each of them consists of one Power Building and
one Equipment Room Building.
11 kV feeder room
Transformer rooms 11 kV to 433 V
Generator Room
Toilet
Electrical workshop
Garage for service and rescue vehicles
Panel Room
Control Panel Room
Control Room
Achieve
Rest Room
Kitchen
Office
Toilet
11 kV room
Transformer room (11 kV to 433 V)
Panel room
Control room
Battery room
Chapter
Passenger Train Travelling from Banihal to Qazigund (i.e. from south to north)
i) For all diesel-driven trains travelling from Banihal to Qazigund, the installed ventilation system will,
together with the natural air flow (chimney effect in the tunnel due to the difference in elevation
between the south and the north portals and piston effect of the train) provide an air flow from the
vii) Scenario A3
A passenger train on fire comes to a halt along the 1000 m long tunnel section between the access
tunnel (km 155+350) and km 156+350.
Measures:
a) Ventilation continues to provide an air flow in direction towards the north portal; the velocity of the air
flow will be adjusted by the jet fans to approx. 2.5 m/s.
b) Passengers leave the train, walk along the motorable path in southerly direction to the access tunnel
(adit) and leave the tunnel through the access tunnel (self-rescue).
c) Fire fighters enter through the south portal after all passengers have left the tunnel.
viii) Scenario A4
A passenger train on fire comes to a halt along the 6600 m long tunnel section between km 156+350 and
the access shaft (km 162+950).
Measures:
a) Ventilation continues to provide an air flow in direction towards the north portal; the velocity of the air
flow will be adjusted by the jet fans to approx. 2.5 m/s.
b) Passengers leave the train, walk along the motorable path in southerly direction to a defined area of
evacuation from where they are picked up by a rescue vehicle arriving from the south portal
The total time required for all passengers to leave a train can be assumed as 5 minutes. For passing a 516
m long train, an additional period between 6 and 12 minutes would be required until all passengers have
left the section of the train and another 10 20 minutes of walking until all passengers have reached the
relatively safe area of evacuation, resulting in a total time of between 21 and 37 minutes.
It will take (at least) 15 minutes after receiving the alarm for the rescue vehicle to be ready for leaving
from the station in Banihal (around 1.6 km from the south portal). With an average travelling speed of
50 km/h for the rescue vehicle, it will take between 7 and 15 minutes (depending on the location of the
fire) until the rescue vehicle will reach the defined area of evacuation. The total time span for the rescue
vehicle to reach the area of evacuation is therefore of a similar order as for the passengers.
c) Fire fighters enter through the south portal after completion of passenger evacuation
ix) Scenario A5
A passenger train on fire comes to a halt along the 610 m long tunnel section between the access shaft
km 162+950 and the north portal (km 163+560).
Measures:
a) Ventilation will be reversed to provide an air flow in direction towards the South portal; the velocity of
the air flow will be adjusted by the jet fans to approx. 2.5 m/s.
b) Passengers leave the train, walk along the motorable path towards the North portal and leave the tunnel
through the North portal (self rescue). Access shaft has been closed as such can not be utilised for rescue
purpose.
c) Fire fighters enter through the North portal after all the passengers have left the tunnel.
Passenger Train Travelling From Qazigund to Banihal (i.e. from north to south)
i) For all diesel-driven trains travelling from Qazigund to Banihal, the ventilation system will (together with
the piston effect of the train but against the chimney effect in the tunnel) provide an air flow from
the north portal towards the south portal during regular tunnel operation. For trains with electric traction,
the installed jet fans will not be required for regular operation.
ii) In case a train on fire comes to a halt in the northern part of the tunnel, the direction of the air flow will
be maintained, the velocity of the air flow will be adjusted by the jet fans to approx. 2.5 m/s. However,
when the fire occurs along the southern part of the tunnel, the air flow will be reversed to northern
direction as quickly as possible (velocity approx. 2.5 m/s).
iii) While the reversal of the jet fans requires a few minutes during which period some smoke will initially
expand in southern direction (from the location of the fire), the reversal of the air flow is still considered
safer than blowing in fresh air from the far off north portal (a long distance) against the natural chimney
effect in the tunnel (risk of backlayering of smoke).
iv) Scenario B1
A passenger train on fire comes to a halt along the 610 m long tunnel section between the north portal
(km 163+560) and the access shaft km 162+950.
Measures:
a) Ventilation continues to provide an air flow in the direction towards the south portal; the velocity of the
air flow will be adjusted by the jet fans to approx. 2.5 m/s.
b) Passengers leave the train, walk along the motorable path towards the north portal.
c) Fire fighters enter through the north portal after all passengers have left the tunnel.
vi) Scenario B3
A passenger train on fire comes to a halt along the 2800 m long tunnel section between km 161+950 and
km 159+150.
Measures:
a) Ventilation continues to provide an air flow in direction towards the south portal; the velocity of the air
flow will be adjusted by the jet fans to approx. 2.5 m/s.
b) Passengers leave the train, walk along the motorable path in northern direction to the announced area
of evacuation from where they are picked up by a rescue vehicle arriving from the north portal.
c) Fire fighters enter through the north portal after completion of passenger evacuation.
vii) Scenario B4
A passenger train on fire comes to a halt along the 2800 m long tunnel section between km 159+150 and
km 156+350.
Measures:
a) Direction of air flow will be reversed to provide an air flow of approx. 2.5 m/s in direction towards the
north portal.
b) Passengers leave the train, walk along the motorable path in southern direction to the announced area
of evacuation from where they are picked up by a rescue vehicle arriving from the south portal.
c) Fire fighters enter through the south portal after completion of passenger evacuation.
ix) Scenario B6
A passenger train on fire comes to a halt along the 1750 m long tunnel section between the access
tunnel (km 155+350) and km 153+600.
Measures:
a) Direction of air flow will be reversed to provide an air flow of approx. 2.5 m/s in direction towards the
north portal.
In case ventilation would not be reversed, the access tunnel (instead of the south portal) could be used
along a certain tunnel section as the nearest emergency exit for self-rescue of passengers. However, due
to the potential risk of backlayering of smoke in northern direction for this case (tunnel gradient 1%
upwards in direction to the north portal), the reversal of the air flow in direction of the natural air flow
(from south to north) is considered the better solution.
b) Passengers leave the train, walk along the motorable path in southern direction to the announced area
of evacuation from where they are picked up by a rescue vehicle arriving from the south portal.
c) Fire fighters enter through the south portal after completion of passenger evacuation.
d)
x) Scenario B7
A passenger train on fire comes to a halt along the 1000 m long tunnel section between km 153+600 and
the south portal (km 152+600).
Measures:
a) Direction of air flow will be reversed to provide an air flow of approx. 2.5 m/s in direction towards the
north portal.
b) Passengers leave the train and walk along the motorable path towards the south portal.
c) Fire fighters enter the tunnel through the south portal after all passengers have left the tunnel.
Chapter
10
Lining Activities
Quality Control
Appendix
Geodetic Survey
(a) Tripod
(b) Tribarch
(f) TCRA1201+R1000
(d) TCRA1201+R300
Appendices 303
Fig. A-4 : The primary network at the South Portal and at the Adit Portal
iii) Ground pillars were also constructed with angle irons inserted at the middle, point marking over the angle iron
with brass. These pillars were used as reference pillars for terrestrial and GPS survey (Fig. A-6).
Appendices 305
x) Network measurements were made inside the tunnel by the following techniques:a) Stable fixed points/control stations inside the tunnel, shown in Fig. A-8 as A, B, C, etc., and well
fixed additional points, P, were the basis to meet required quality measurements. Stable fix points
were realized using brackets. These brackets were installed alternating on the sides inside the tunnel.
Installations of pillars as ground points were avoided because of less availability of space and construction
cost. Tripods were used as fixed points/control stations where fixing of brackets was not possible on the
heading portions and where final lining was already completed.
Appendices 307
b) Additional points were fixed at nearly 50m spacings in such a way that the fixed points/control stations
always fell midway between two points. Mini-prisms (Fig. A-9) were used as targets for these points.
Appendices 309
i) The Gyro-mat DMT 3000 was calibrated on the reference line N-PS N-RCT with 10 measurement rounds
at North side. The tunnel azimuth from N-N to N-S was measured in 10 rounds with 3 sets in two faces
inside MTXS tunnel drive at North side.
j) The Gyro-mat DMT 3000 was calibrated on the reference line S-CL1 S-AS with 10 measurement rounds
at South. The tunnel azimuth from S-S to S-N was measured in 10 rounds with 3 sets in two faces inside
MTS2 tunnel drive at South side.
k) A horizontal adjustment to coordinates of reference points (Points fixed on final lining and 3D monitoring
points used as additional measurement) were carried out using trigonometric measurement from network
survey done by IRCON and the Gyro azimuth obtained from Gyro measurement for north and south
side. From net survey the vertical adjustment was also made.
xi) Setting out the Tunnel Axis and Profile Control:
a) Setting out of tunnel axis was performed using conventional lasers, two at SPL level and at crown. Tunnel
chainages were indicated on the sidewalls on a regular basis to ensure proper use of conventional laser
systems. The checking of placement of lattice girder or ribs was done immediately after installation and
before shotcreting.
b) Profile control was done on regular basis. Profile of inner lining(on shotcrete surface) and final lining
were taken at regular intervals Profile control measurements were carried out by reflector-less mode by
Total Stations with TMS profiler. Radial errors of control points did not exceed 1 cm.
c) The every day survey tasks like the setting out works, profile control, etc., were undertaken by utilising
the additional reference points fixed on tunnel wall and setting up the Total Station by resection, or free
station by using at least 3 prism targets.
Appendix
1. Historical Aspect
Roadheader were first developed for mechanical excavation of coal in the early 1950s. Today, their application
areas have expanded beyond coal mining as a result of continual performance improvements brought out by new
technological and design developments. The major improvements achieved in the last 50 years consist of steadily
increased cutter head power, improved design of boom, muck pick up and loading system, more efficient cutter
head design, metallurgical developments in cutting bits, advances in hydraulic and electrical systems, and more
widespread use of automation and remote control features. All these have led to drastic enhancements in machine
cutting capabilities, system availability and the service life of this awesome equipment.
Machine weights have correspondingly increased up to 120 T, providing more stable and stiffer (less vibration and
less maintenance) platforms from which higher thrust forces can be generated for attacking harder rock formations.
The cutter head power has increased significantly, approaching 500 kW to allow for higher torque capacities. Modern
machines have the ability to cut cross-sections over 100 m2 from a stationary point. Computer aided cutter head
lacing design has developed to a stage where it enables the design of optimal bit layout to achieve the maximum
efficiency in the rock and geological conditions encountered. The cutting bits have evolved from simple chisel to
robust conical bits. The muck collection and transport systems have also undergone major improvements, increasing
attainable production rates. The loading apron can now be manufactured as an extendable piece providing for
more mobility and flexibility. The machines can be equipped with rock bolting and automatic dust suppression
equipment to enhance the safety of personnel working at the heading. They can also be fitted with laser-guided
alignment control systems, computer profile controlling and remote control systems allowing for reduced operator
sensitivity coupled with increased efficiency and productivity.
Appendices 311
tunnels, etc.) in soft ground conditions, as well as for enlargement and rehabilitation of various underground
structures. Their ability to excavate almost any profile opening also makes them very attractive to those mining and
civil construction projects where various opening sizes and shapes/profiles need to be constructed.
In addition to their high mobility and versatility and because of higher cutting power density due to a smaller
cutting drum, they offer the capability to excavate rocks harder and more abrasive than what their counterparts,
such as the continuous miners and the borers, are capable of.
Appendices 313
LENGTH (m)
Rock Class
REMARKS
162456.20
162445.00
11.20
IV
Roadheader
162445.00
162378.00
67.00
III
Roadheader
162238.90
162194.70
44.20
Roadheader
162194.80
162025.00
169.80
III
Roadheader
162025.00
162000.00
25.00
IV
Roadheader
162000.00
161930.00
70.00
Roadheader
161930.00
161901.00
29.00
IV
Roadheader
161901.00
161755.00
146.00
III
Roadheader
161422.00
161239.00
183.00
III
Roadheader
161132.00
161125.00
7.00
III
Roadheader
160947.50
160735.00
212.50
III
Roadheader
Advance by
Roadheader
1019.5m
Appendix
1. General
Systematic and frequent monitoring, observations and interpertations are important components of the NATM. As
Pir Panjal Railway tunnel had been constructed by following NATM philosophy, as such the programme for
monotoring, observation and interpertation was designed for Pir Panjal Tunnel. The main function of the programme
was to determine whether the observed System Behaviour lies within the expected limits and to validate the
appropriatenes of the excavation and support measures.
Standard (Type A)
Appendices 315
Main (Type B)
Standard Monitoring Sections (Type A) consisted only of targets for absolute displacement monitoring underground.
They had been installed at regular intervals in the tunnels (approximately every 10-15 meters). For the excavations
near portals surface markers at suitable distances had been installed and precise leveling carried out.
In Main Monitoring Sections (Type B) additionally the monitoring devices given in the table above had been
installed. These sections allowed additionally an assessment of the loading of primary support and of ground
movements outside the excavation for design verification purposes. These sections had been installed at
approximately 150m to 300m distance.
Longitudinal Spacing
Good Ground Condi.
10 - 20 m
as shown on drawings
Main Tunnel
10 - 20 m
5m
Additional targets and displacement monitoring sections (type A) were used in special areas such as intersections,
niches and headwalls. The installation of these sections were decided by the Geotechnical Engineer on site during
execution of the works.
2.3 Extensometers
Extensometers were used for determination of ground movements outside of the excavated structure. They allowed
an assessment of the development of strains in the surrounding ground and stabilization of movements around an
excavation.
Extensometers were multiple rod type with anchors connected to the ground by grouting at predefined positions.
Extensometers installed were sufficiently protected against any damages by construction or equipment.
Appendices 317
Large size pressure cells were used, as a larger area of the cell gives more reliable results (larger area of
influence)
Possibility of Regrouting was ensured; caused by thermal effects a shrinkage gap develops between the cell
and the shotcrete lining, which has to be closed to provide accurate cell readings.
Therefore pressure cells used were of size 300 x 300 mm and regroutable. Readings were taken by remote controlled
electrical transducers.
Appendices 319
The Surveyor has to provide the basic data for the work of
other team members,
Appendices 321
Photo: C-1
Photo: C-2
Photo: C-3
Photo: C-4
Appendices 323
Fig. C-7: Typical overview of fixing of convergence bolt/monitoring bolt in the tunnel surface.
Appendices 325
Free stationing of the total station and calculation of standard deviation in all three coordinate directions.
Appendices 327
Calculation of 3-D-coordinates and displacements of any desired point and its radial distance to the
theoretical profile.
b) Reports and graphical outputs (diagrams) generated through software included following features:
Plot of displacement vectors within the cross section. 3-D Displacement vector orientations.
Excavation program related evaluation and presentation of displacements (Influence lines showing the
influence of daily excavation on displacements of measuring points).
Development of differences in displacement with time (e.g. roof settlement minus settlement of top
heading footing).
Calculation stresses and safety factors or degree of utilisation for the shotcrete lining based on optical
displacement monitoring, and time dependent shotcrete strength.
iii) Displacement Diagram: The diagram shows total horizontal and vertical displacement of monitoring
point of a monitoring sections with respect to the tunnel axis. (Fig. C-16)
Appendices 329
Appendices 331
Fig. C-18: Input Parameters for Evaluation and Interpretation of Monitoring Results
Geo-mechanic Relevance
Trend Lines
Reflects the bearing behavior of the primary lining and the quality of the
primary lining foundations
Fig. C-19: Schematic Time- Displacement Diagram (Settlement for Crown Point)
When a constant face advance rate is assumed, the displacement rate over time has to decrease continuously. Any
acceleration indicates a destabilization, unless construction activities in the vicinity of the monitored tunnel section
such as bench or invert excavation are ongoing. Usually after each excavation step a tendency towards stabilization
must occur.
It is essential to consider that the displacements monitored in the tunnel are only a part of the total amount of
displacements occurring. Fig. C-20 shows a principle sketch of the total vertical displacements and the measurable
amount of displacements in the tunnel. A certain amount of pre-deformation occurs already ahead of the face.
When the excavation has reached the chainage of the monitoring section, an additional part of the total displacements
cannot be measured due to the time required between excavation, installation of the monitoring section and the
following zero reading of the section. Therefore it is essential that installation and zero reading of monitoring sections
are performed as fast as possible without any unnecessary delays.
In this respect, all zero readings in the tunnels shall be taken latest 6 hours after excavation of the relevant monitoring
section.
Appendices 333
Displacement vector plots allow the detection of weak zones and / or faults outside the excavation area. They
provide additional information about the rock mass structure and deformation phenomena close to the tunnel. In
general, the displacement vector orientation in cross section reflects the influence of geological structures on the
deformation behavior sub-parallel to the tunnel.
Fig. C-22: Development of Lines of Influence when Excavation approaches a weak zone
The lines of influence in the simplified diagram above show the settlement of the crown resulting from top heading
excavation. The uniform shape of lines corresponding to excavation steps 1 to 7 reflect a homogeneous ground
mass with uniform behavior. As the excavation approaches the fault (9), in excavation step 8 already a significant
Fig. C-23: Development of Trend Line when Excavation approaches a weak zone
6. Control Limits
Comparison of monitoring data with control limits will give a first indication for the identification of potential areas
which are close to or exceeding design limits.
For the judgment of rock mass behavior and performance of the primary support, control limits are established in
terms of primary lining displacements, displacement velocities, shotcrete strains, settlements etc.
Appendices 335
Differential Settlements
Shotcrete strains derived from strain measurements with shotcrete strain meters in the shotcrete lining
Informations derived from other monitoring results such as extensometers, ground pressure cells etc. are used to
confirm and supplement monitoring data and trends derived from the instruments above and to judge the overall
performance and safety of the construction in case of accidence of control limits.
The definition of control limits shall be considered as flexible and adjustable, which means control limits shall be
updated regularly, if necessary. The control limits shall be adjusted on basis of experience gained during construction,
if required.
As a guideline, the control limits related to measured displacement velocities are defined as follows:
Control Limit
Displacement Velocity
ALERT
n = 0.8 n-1
ALARM
n = 1.0 n-1
ACTION
n = 1.1 n-1
Differential Settlement
ALERT
+ 5 mm
ALARM
+ 1 mm
ACTION
3 mm
Table 5: Control Limits for Differential Settlements Top Heading Crown Top Heading Footing
Appendices 337
advance
With
Increase in displacement
Advance corresponding face advance
Control Limit
ALERT
10-3
ALARM
5 x 10-3
ACTION
10-2
strain in [%]
ALERT
0.2
ALARM
0.4
ACTION
0.6
3-D deformation monitoring is an indispensible part of the NATM tunnelling method therefore it is necessary to
have site personnel with experience in surveying and geotechnical engineering. The personnel must have substantial
understanding of possible rock mass behaviour, to provide reliable 3-D monitoring survey results for the geotechnical
engineer.
STANDING FROM LEFT TO RIGHT : Er. V.K. Singh, Er. P.C. Pradhan, Er. Ashutosh Rawat, Er. T. Sarkar,
Er. Sujit Kumar, Aos. Sunil Kumar, Er. R.K. Pandey, Er. Dhirendra Singh, Er. Santosh Thakur and Er. Imtiyaz
SITTING FROM LEFT TO RIGHT: Er. J.P. Soni, Er. K.Ravi Shankar, Er. Vinod Kumar, Er. Sandesh Shrivastava,
Er. Santanu Chakraborty, Er. M.S. Rao & Er. Sajjan Singh.
M/s HCC Pir Panjal tunnel Project Team Center Mr. Sharanappa Yalal, Project Manager, Next to PM (Clockwise direction) Mr. Mainuddin Khan,
Construction Head PPVA, Next to PM (anticlockwise direction) Mr. Deepak Saini, Construction Head PPVB and all other members of project team.
V.K. GUPTA
General Manager
B.D. GARG
Chief Administrative Officer
ACHAL JAIN
Chief Engineer
R.K. CHAUDHARY
Chief Electrical Engineer
MOHIT SINHA
FA & CAO
VINOD KUMAR
Dy. CE/C/NR, Banihal
VIKAS GOEL
XEN/C/NR, Banihal