TUNNEL CONSTRUCTION
BACHELOR OF TECHNOLOGY
(Civil Engineering)
SUBMITTED BY
ANKUSH SYAL
(BT 4010813)
AT
UNDER
I am grateful for the inspiration and wisdom of many persons. I thank all
the esteemed persons who helped me to acknowledge the effort.
I also want to thank our professors, experts and friends for their ever-
willing help, native guidance and perceptive suggestion. The help and the
cooperation extended from staff of Civil Engineering Department of MAX
INFRA (I) LIMITED, REASI (J&K) are fully acknowledged.
Ankush Syal
INTRODUCTION
So, I have preferred to MAX INFRA (I) LIMITED for my two months
Summer Training. My Site is situated in REASI. The Project is of construction
of tunnel.
The work force of company is highly skilled at the top level as well as at
the floor level. At the same time the fresh graduates bring in the fresh ideas.
The report gives a brief idea of different construction activities that are
carried out during the training periled. It describes the method adopted by
Engineers at the Sites for carrying out the work efficiently and in Accordance
with the Schedule.
Ankush Syal
CONTENT
The work is in various stages of progress in the balance length from Udhampur
to Quazigund.
The length from Udhampur to Baramulla is 292 km and has been divided into
three sections, details of which are as under.
Item Udhampur Katra- Qazigund -
–Katra Qazigund Baramulla
Route length( 25 129* 119 *
km) A
Bridges 38 62 811 s
Tunnels Length( 10.90 103.00 0 p
km) e
Max height of 85 359 22 r
bridge (m) r
Longest tunnel( 3.15 10.96 - e
km) v
stations 3 10+1 15 is
e
d alignment
This project has various special & unique features and several firsts in Indian
Railways.
For the ease of execution, the work has been sub-divided into the following
three legs:-
The work for construction of diversion tunnel has been awarded in Jan 2010
and contract. The target for this leg has been revised to December, 2011.
This leg is the toughest section, full of tunnels and bridges/ viaducts, which
has been constructed on the Indian Railways. It is much tougher terrain than
Konkan Railway. The terrain in this region is full of poor geology and faults.
Tunnelling and bridging is a challenge greater than that was met on Jammu-
Udhampur or Udhampur-Katra section and will be a matter of pride for the
engineers of Indian Railways.
The stretch between river Chenab and Banihal is passing through a virgin
territory and requires construction of about 262 km of access roads. About
160 km of access roads have already been constructed. At Qazigund end of
this stretch, the longest tunnel on Indian Railways is being constructed (T-80,
Pir Panjal Tunnel). This tunnel is 10.96 km long and will pierce through the
Pir Panjal range below the snow line. The work on Katra-Qazigund section
was started in Nov.’2002 and the present progress is about 13 percent. The
engineers working on this section are facing multifarious problems due to
extremely difficult and inaccessible terrain, technical problems and adverse
security concerns of extremist activities in the State.
The execution of the work has been divided among three agencies as under:
(a) Northern Railway for the first 5 kms (km 25- km 30)
(b) KRCL for the next 67 kms (km 30- km 97)
(c) IRCON for the next 57 kms (km 97-km 154)
The committee’s report has been accepted by Railway Board and orders for
recommencement of work issued on 31.8.2009. Tunnelling work in
Sangaldan area re commenced with effect from 25.09.2009. Survey works,
tests and studies, re-mobilization at the existing sites and the process of
calling for fresh tenders etc. has been started. The first phase of this strearch
between Qazigund and Banihal involving 11 km long tunnel between Pir
Panjal range is expected to be ready for commissioning by March, 2012 and
the entire project by 2017-18.
This section falls in the Kashmir Valley, which is a natural bowl, surrounded
by the mountain ranges. Though there is no tunnel, heavy bridging is required
across rivers, canals and roads.
The section from Anantnag to Rajwansher (66 KM) was opened to public by
the Hon’ble Prime Minister on 11/10/08.
The section from Rajwansher to Baramulla (35 KM) was inaugurated and
dedicated to the nation by the Hon’ble Chairperson of UPA Smt. Sonia
Gandhi on 14.02.09.
The work from Quazigund to Anantnag (18 km) has been completed and
commissioned on 28/10/09 by Hon’ble Prime Minister. With this
commissioning the entire 119 km stretch in the valley has been made
operational as a standalone system.
Item Milestone
Completion of 11 km long tunnel December, 2011
through Pir Panjal Range
Commissioning of Quazigund – Banihal March, 2012
Section
Commissioning of Udhampur-Katra December, 2011
Section
Commissioning of the entire project 2017-2018
(i) The completion of this project will provide an all weather and reliable
connectivity to the J&K State through rest of the country by the railway
network also provide connectivity by rail to far flung areas of J&K.
(ii) Construction of Access Roads – Total about 262 kms of approach roads
to work sites are to be constructed. Out of which, 160 kms already
constructed. With completion of approach roads, more than 73 villages will
get connected, which will provide road connectivity to about 1, 47,000
people, 29 villages already connected.
(iv) Permanent job in Railways to one of the family members, whose more
than 75% of land has been acquired. Job given to 343 persons so far.
PIR PANJAL TUNNEL (T-80)
1.0 The Pir Panjal Tunnel is a work of Pioneering nature being the longest
transport tunnel in India and may become a benchmark for more ambitious and
longer transport tunnels in future. The quantum of work involves one million
cum of underground excavation. 11 Km. long tunnel is completely straight in
almost N-S direction. Maximum overburden is approx. 1100m. Tunnel is at
440m lower level than road tunnel and will be much less vulnerable to snow.
The single track tube has been adopted with side road for repair /emergency
rescue. The clear 3m wide passage exists in the cross-section all along and
extends outside the portals. Rising grade of 1% from south to the high point at
Km. 159.134 followed by a falling gradient of 0.5% towards north end (for
better constructability). Tunnel will be provided with properly conceived
Ventilation, fire fighting and monitoring systems.
M/s. Geo-Consult RITES (JV) has been appointed as Design and Supervision
Consultants for this project.
Geological Features:
Rock units are mainly consisting of silicified limestone, andesite and basalt,
quartzite and sandstone or limestone – shale intercalations, agglomerates shale
and tuffs. Portal areas are situated in fluvioglacial sediments (soft ground). The
general trend of mountain range and strike direction of bedding is NW –SE. The
central areas of the Pir Panjal range show a distinct folding. Contacts between
rock units are often faulted. Folding is common in central areas.
Many Firsts:
Tender Information
Tender No
KR/PD/JANDK/HOT/TENDER/SPL.BR./ANJI/KHAD/01/2012
Name of Work
Construction of cut profile and protection work on Katra end hill on the
Katra-Dharam section of the Udhampur-Srinagar-Baramulla new BG
Railway Line Project in state of Jammu and Kashmir
Category
Construction work
Tender Type
Contract Tenders
Competition Type
Indian
Document Fees
INR 30000
EMD
INR 10000000 /-
Tender Value
INR 3300000000
AtMAX INFRA (I) LIMITED, adding value to construction has been the
norm since its inception and throughout these years, we have been
reinventing ourselves to match with the time and trend exploring all
possibilities. With the latest know-how, high-end technology construction
gadgets and expert manpower, we keep offering futuristic solutions to our
customers in terms of products, technology, customer care and human
resources. The selection, quick adoption and adherence to latest / break-
through engineering and chemical technologies remain an integral part of our
corporate philosophy. So, is our indomitable commitment to satisfy all our
customers big or small.
Along the way MAX INFRA (I) LIMITED has consistently tapped new
opportunities by increasing production capacity, diversifying investments and
leveraging the core capabilities to advance into new businesses in line with its
vision. The company is producing high quality construction chemicals, steel
fibers, welded mesh and has top construction companies as its clients.
A tunnel is relatively long and narrow; in general the length is more (usually
much more) than twice the diameter, although similar shorter excavations can
be constructed such as cross passages between tunnels.
Tunnels are dug in types of materials varying from soft clay to hard rock. The
method of tunnel construction depends on such factors as the ground
conditions, the ground water conditions, the length and diameter of the tunnel
drive, the depth of the tunnel, the logistics of supporting the tunnel
excavation, the final use and shape of the tunnel and appropriate risk
management.
Why Tunnels are constructed:
For centuries, mankind has excavated caverns and tunnels in the earth for a
myriad of uses. Historically, early man probably dug tunnels and caves for
shelter, or to store food that had been killed or gathered. There is evidence
that Stone Age people sank shafts and drove tunnels in order to obtain flint
for bladed tools. Later, as mankind developed the ability to make metal tools,
the need to go underground for raw materials also developed, and more
tunnels were dug. Early excavations in metal-bearing ores have been
identified in Caucasia, near the Black Sea, which date back to about 3500
B.C. Tunnels were built in ancient times by nearly every great civilization:
Aztec, Inca, Babylonian, Egyptian, and Persian. The tools used in tunneling
were the tools of the age: Bone, antler, flint and wood to the early humans,
bronze, iron, and steel as civilization advanced. For centuries, tunnels in rock
were driven by building fires against the rock faces, which would cause
expansion and sapling, often accelerated by dousing the hot rock with water,
then picking the fractured rock away with picks and wedges. Egyptian and
Roman mines were worked to depths of approximately 200 meters. By the
6th century B.C., it has been estimated that the advance rate of a hand-
worked tunnel in hard rock was perhaps 9 meters per year. Today, nearly
three thousand years later, the advance rate in a given excavation is increased
over that by two or three orders of magnitude. The advent of explosives i.e.
first black powder then nitroglycerine and dynamite issued in a new age of
excavation. Not just have the rates of excavation improved, however.
Through improved methods of design and construction, the dimensions of
underground workings have increased, and the modern underground worker
can count on much greater safety and much better working conditions than an
historical counterpart. With improvements in design and construction, the
diversity of use has also widened, and tunnels are not simply the mines and
shelters they used to be. Today, the human race excavates for transportation,
mining, storage,
defense, deposition of waste, and the list goes on. The primitive picks and
wedges of the past have given way to the mechanized excavating tools,
pneumatic drills, and sophisticated blasting methods.
Primary Concerns
Site Characterization
Once the designers of the tunnel get down to the actual design phase, the first
activity usually performed is a characterization of the site of the excavation.
This involves characterizing the rock mass into which the tunnel is to be
driven. This characterization will include the following properties:
Topography of the area, the climate and the accessibility of the area.
Location of the cavity with respect to the ground surface and rock
formation boundaries.
Structural stability of the rock body, which is a function of seismicity,
faults, and stress concentrations.
Hydrologic regime and its perturbation, which is a function of the
permeability of the ground and the ground water flow rates.
Potential for subsidence and other surface effects.
Rock types in the rock mass, their genesis and their homogeneity.
Degree of weathering and weather ability of the rock.
Geologic discontinuities and other defects.
Deformability characteristics under short- and long-term loading.
Strength characteristics in reference to a rational failure criterion.
In-situ stress and hydraulic and/or dynamic loads.
Geometric and mechanical properties of systematic and extensive
discontinuities.
PRELIMINARY EXPLORATIONS
Kind of information
Presence of ground water and its extent
The formation may include sand, gravel, clay or unconsolidated muck, much
with or without water. There may be badly broken rock or solid and sound
rock or there may be faults and folds etc. While driving a tunnel in sound and
solid rock, little or no roof support is required, where as in broken rock it will
be absolutely necessary to provide extensive wall and roof supports. The
definite information may be obtained by drilling holes along the proposed
route and taking samples of the formation. The holes should be drilled
sufficiently close and at least up to the bottom of the tunnel to give
representative samples of the formation.
After the preliminary explorations and the analysis of the samples obtained,
the location will permit the satisfactory construction of tunnel at the lowest
practical cost should be selected.
methods for excavation and ground support, which will reduce the risk of
encountering unforeseen ground conditions. In planning the route the
horizontal and vertical alignments will make use of the best ground and water
conditions.
NUMBER OF ENTRACES
If the length of the tunnel is short, not more than few hundred metres or so, it
may be driven from one end only. In case of longer tunnels and especially
when the work has to be completed in short periods, tunnel may be driven
from both ends. for long tunnels to provide intermediate openings may be
advantageous to facilitate the removal of muck and water and also supply of
materials ,air ,light and other utilities through these openings are called shafts
and permits operations at a large number of heading. This increase the rate of
driving or digging of the tunnel.
Sequence of operations
The drill and blast process is a cyclic operation; each round consists of four
successive Operations, namely: drill, blast, muck and installation of primary
support. The drilling operation consists of drilling a series of small blast holes
in the tunnel face, by a so called “Drill jumbo”. The number of holes and
location are dependent of the type and condition of the rock, the type of
explosive and the blasting technique used (Likhitruangsilp, 2003). After all
the required holes are drilled, they will be loaded with explosives. Once the
explosives are loaded in the blast holes, the tunnel face is cleared and the
explosives are then detonated. This operation will lead to excavated soil,
which must be removed subsequently. Also pieces of loosened rock
remaining on the tunnel roof and walls have to be removed, before the
mucking process begins. Once this is finished mucking machines and
materials handling equipment are mobilized, and the muck is hauled out of
the tunnel face. After the mucking operation, primary support systems are
installed to stabilize the opening. Primary support systems are installed at the
same time as the excavation operation to keep the opening stable during
construction. For the drill and blast method, primary support is usually
installed after the mucking operation is completed in each round, but before
or during the drilling operation for the next round (Likhitruangsilp,2003). The
supporting systems, such
As air, electricity, and ventilation, and the tracks are subsequently extended
to the new tunnel face. Final lining is installed at some later stage after the
installation of primary support. In general final lining occurs after the tunnel
has been entirely excavated and supported. Common lining systems are:
monolithic concrete lining, steel segments, and pre-cast concrete segments.
Under this the mode can be broadly
divided into:
a)Conventional Tunneling system: In this approach used from earlier times
the excavated rock mass is supported with/without use of steel ribs made up
generally of ISMB/ISHB with the different spacing depending upon the rock
mass type along with lagging generally made of cement concrete M15 these
days. The space between the steel support/lagging and excavated section is
filled with lower grade of cement concrete generally M10 backfill.
Sometimes Shotcrete with use of rock bolts is also resorted. However the
final lining where required is also given of plain cement concrete generally
M20 grade.
b) NATM: This method has been developed basically in Austria so its name
make use of providing flexible primary lining in shape of Shotcrete, wire
mesh, rock bolts ,lattice girder. In case of weaker rock mass the use of pipe
fore pole/pipe roofing is also resorted for crown support which in turn leads
to less over break as well as ensure safety during the execution. The main
aspect of the approach is dynamic design based on rock mass classification as
well as the in situ deformation observed. Hence more economical use of the
tunnel support system along with the rational approach of execution.
Tunnel Boring Machine:
Tunneling
The essence of the new Austrian tunneling method for tunnel construction is
in the convention of ground masses through proper supporting elements from
the loading facility surroundings to bearing elements. This method is applied
in massive with random strength and sufficient tunnel cover for formation of
the facilitating arch and in tunnels with random dimension of the cross
section.
History of NATM:
The term New Austrian Tunnelling Method Popularly Known as NATM got
its name from Salzburg (Austria). It was first used by Mr. Rabcewicz in 1962.
It got world wise recognition in 1964. This method has been evolved as a
result of experience gained in Austrian Alpine tunnelling condition. The first
use of NATM in soft ground tunnelling is done in Frankfurt metro in 1969.
The basic aim of NATM is for getting stable and economic tunnel support
systems. This method has been very useful in complex diversified geological
condition where forecasting of the rock mass is difficult due to rapidly
changing geology.
Broad Principles of NATM:
The first railway tunnel in world was constructed in the world was
constructed between 1895-1922 to connect Switzerland and Italy .it
was opened to traffic on October 16th 1922.the shape of cross section
was horse shoe and its size and length were 5m X 5.35m and 19820m
resp.
The first highway tunnel was constructed in Hungary in 1851-53.its
length was about 350m.
The first underground tunnel was constructed in Great Britain in 1939-
49. The length of tunnel was 12200m.
In India first tunnel was constructed in 1913-16 on central/western
railway near thane. It is the longest railway tunnel of India having a
length of 1317m.
The longest tunnel is in Japan having length of 22300m and is
constructed in 1979 and is known as daishimizu tunnel.
Rocks
Igneous rocks
Metamorphic rocks
Sedimentary rocks
JOINTS: Joints are simple fractures. They are surfaces of physical failure or
separation with little or no placement between rock components on opposite
sides of the joint. They may exist in two or three planes approximately at
right angle with each other. The presence of joints in rock formation will
affect the extent to each the sides and roof of the tunnel should be supported
during tunnelling operations. Joints also provide usage to the ground water
flow into the tunnel.
Few tunnels are excavated without the use of some kind of artificial support.
Terzaghi (1946) developed a classification scheme to describe rocks and their
load on steel supports. Although this classification scheme is fifty years old,
and is limited with today's technology, the classification scheme it is still
quite useful for basic descriptions. Terzaghi's seven rock mass descriptions
are as follows: (Terzaghi, 1946)
Intact rock: Intact rock contains neither joints nor hair cracks, and
thus breaks across sound rock. Sapling conditions, which is when thin
slabs of rock fall off the roof or walls of the tunnel and popping
conditions, where rock slabs on the sides or roof of the tunnel
spontaneously and violently detach, may occur for several hours or
days after blasting.
Stratified rock: Stratified rock consists of individual strata with little
or no resistance against separation along strata boundaries. Sapling
conditions are quite common.
Moderately jointed rock: Moderately jointed rock contains joints and
hair cracks, but blocks between the joints are locally grown together or
so intimately interlocked that vertical walls do not require lateral
support. Again, sapling and popping conditions may be encountered.
Blocky and seamy rock: This consists of chemically intact or nearly
intact rock fragments which are entirely separated from each other and
imperfectly interlocked. The vertical walls of the tunnel may require
support.
Crushed rock: Crushed rock is chemically intact, but extensively
fractured. If the crushed rock is small-grained and below the water
table, it will exhibit the properties of a water-bearing sand.
Squeezing rock: Squeezing rock slowly advances into the tunnel
without a perceptible volume increase. This condition requires a very
high percentage of microscopic and submicroscopic micaceous
minerals or clay minerals with a low swelling capacity.
Swelling rock: Swelling rock advances into the tunnel primarily by the
expansion of the rock itself. This condition seems to be limited to rocks
containing clays, such as montmorillonite, which have a high capacity
to swell when hydrated.
Rock mass classification schemes abound, and nearly every different author
has a different method of classifying rock masses for excavation purposes.
Tunnel Geometry
In the design of tunnels, designers attempt to utilize a shape that will prove
the most stable. Basic mechanics, in conjunction with the rock mass
classification, dictates the most effective geometry. For instance, tunnels are
rarely excavated with a flat roof. The reason for this is that, as the span
increases, the rock in the center has less force holding it up, and a flat-roofed
tunnel is more susceptible to collapse. However, when tunnelling is strongly
stratified rock, such as shale, the roof is often cut flat, taking advantage of the
rock's natural tendency to break along bedding planes. By cutting the tunnel
along bedding planes and then supporting the roof, the tunnel would be less
apt to collapse than if a different geometry were employed which cut across
the bedding of the rock, making it more unstable. (Wahlstrom, 1973) For the
most part, however, tunnels are excavated with roofs that are circular
segments, which is the most stable geometric shape with regard to an
externally-applied stress. Also common are tunnels cut with horseshoe
shapes, or tunnels with Gothic arch roofs, which provide maximum stability
in the roof section. (Wahlstrom, 1973)
In addition to the shape of the tunnel section, the size is also very important.
It is generally considered that the minimum size for a tunnel that will still
permit reasonable working space is at least 7 feet (2.15 m) high by 4 feet (1.2
m) wide, clear of the wall or the supports, for a walkway. (Wahlstrom, 1973)
For obvious reasons, any tunnel designed for vehicle traffic would have to be
larger. The primary problem in sizing a tunnel is one of support against
external stress. Consider circular tunnels: Using the formula of (pi)r2 to
calculate the area of a circle (or in this case, an infinitesimally thin slice
through a circular tunnel), it can be shown that doubling the diameter (2r) of
a circular tunnel results in four times the area (2r) of the slice. This means
that doubling the diameter of a tunnel requires removing four times as much
rock. This rock, up to the point of excavation, had been in equilibrium with
the surrounding rock,
and had been supporting it. In addition, the surface area of the tunnel is
doubled, and so the forces in the rock which are trying to bring down the
tunnel are now acting over twice as large an area. It is for this reason that the
use of supports is much more important in larger tunnels than in smaller ones.
Often, in cases where tunnels are to be driven into rock of questionable
competence, very small tunnels are driven first and then carefully enlarged
and supported during the enlarging process. (Wahlstrom, 1973)
The Rock Quality Designation index (RQD) was developed by Deere (Deere
et al 1967) to provide a quantitative estimate of rock mass quality from drill
core logs. RQD is defined as the percentage of intact core pieces longer
than100 mm (4 inches) in the total length of core. The core should be at least
NW size (54.7 mm or 2.15 inches in diameter) and should be drilled with a
double-tube core barrel.
RMR Value:
Orientation of discontinuities.
Value
Block size.
Inter block shear.
Active stress.
Reduction for joint water flow.
Presence of weakness zones.
Q factor varies from 0.01 to 1000 i.e. from exceptionally poor rock to
exceptionally good rock.
For Shotcrete placing special cars are used, where by means of "dry"
technology the mixture of cement, sand and gravel batched in equal
proportions is squeezed out with pressure air by means of flexible hose to
the nozzle atomizer, where the mixture is moisturized with water. When the
"wet" technology is used, prepared concrete is delivered to the machines.
Shotcreting has high strength properties; resistance of its extension is 10 per
cent more in comparison with standard concrete. The cover of high strength,
density and waterproofing capacity is formed thanks to impact lying. The
other advantages of shotcreting are good adhesion to ground and
reinforcement, manufacturability, reduction of cement consumption.
SHOTCREING
SHOTCRETE MACHING
Lattice Girder
A lattice girder is a girder where the flanges are connected by a lattice web.
This type of design has been supplanted in modern construction with welded
or bolted plate girders, which use more material but have lower fabrication
and maintenance costs. The lattice girder was used prior to the development
of larger rolled steel plates.
The component sections may typically include metal beams; channel and
angle sections, with the lacing elements either metal plate strips, or angle
sections. The lacing elements are typically attached using either hot rivets or
threaded locator bolts. As with lattice girders, laced struts and ties have
generally been supplanted by hollow box sections, which are more economic
with modern technology. In some case seismic retrofit modifications replace
riveted lacing with plates bolted in place
Mesh consists of semi-permeable barrier made of connected strands of metal,
fibre, or other flexible/ductile material. Mesh is similar to web or net in that it
has many attached or woven strands.
Types of mesh
Uses of meshes
Meshes are often used to screen out unwanted things, such as insects. Wire
screens on windows and mosquito netting can be considered as types of
meshes:
WIRE MESH
Rock Bolt
A rock bolt is a long anchor bolt, for stabilizing rock excavations, which may
be used in tunnels or rock cuts. It transfers load from the unstable exterior, to
the confined (and much stronger) interior of the rock mass.
Rock bolts were first used in mining starting in the 1890s, with systematic
use documented at the St Joseph Lead Mine in the US in the 1920s. Rock
bolts were applied to civil tunnelling support in the US and in Australia,
starting in the late 40s. Rock bolts were used and further developed, starting
in 1947, by Australian engineers who began experimenting with four metre
long expanding anchor rock bolts while working on the Snowy Mountains
Scheme
There are various types of the rock bolts may be used. Predominantly
following rock bolts are being used:
SN Type – Normal steel tor steel bars of dia 28mm and above
(generally used as 32mm) with cement grout, some time the resin
pouches can be used for better anchorage.
SDR – These are self drilling type of Rock bolts with sacrificial bit at
start, suitable for rapidly collapsing soils where the drilled hole
collapses when drill bite is withdrawn.
SWELLEX type – The rock bolt is inflated after insertion with the
water pressure for better anchorage.
THE WAY BY WHICH ROCK BOLTS ARE FIXED
SN ROCK BOLT
SDA ROCK BOLTS
SWELLEX ROCK BOLTS
THE BOOMER MACHINE USED FOR BOLTING
MUCKING
Field Tests:
BOOMER
Shotcrete Machine with Robotic arm- This may be used for spraying of
Shotcrete rather than manual spraying so as to avoid human errors.
SHOTCRETE MACHINE
Conclusion:
NATM approach of design and execution of the tunnelling in vary ideology
and especially in soft ground tunnelling is advantageous and scientific way of
tunnelling in comparison to the old /conventional way of tunnelling. This
system monitors the rock mass deformation and designs the support system
with reference to the rock mass type and deformation.