Escolar Documentos
Profissional Documentos
Cultura Documentos
History of Tunnels
in India
Publication No. 307
Editors
V.K. Kanjlia
P.P. Wahi
A.C. Gupta
Central Board of
Irrigation & Power
Tunnelling Association
of India
2008
ISBN 81-7336-314-5
_________________________________
"Reproduction of any part of this publication in any form is permissible subject to proper acknowledgement and
intimation to the publisher. The publisher / author / editors have taken utmost care to avoid errors in the publication.
However, the publisher / author / editors are in no way responsible for the authenticity of data or information given in
the book."
TECHNICAL COMMITTEE
CHAIRMAN
CONVENER
Prof. T. Ramamurthy
New Delhi
MEMBERS
Mr. Vinod Kumar
Dr. Y. Deva
NHPC Ltd.
RITES Ltd.
Tunnelling Association of India and Central Board of Irrigation & Power acknowledge the contributions
of the following organizations in compilation of the publication on History of Tunnels in India:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
NHPC Ltd.
13.
14.
Northern Railway
15.
NTPC Ltd.
16.
17.
18.
19.
CONTENTS
Page No.
FOREWORD
2. Hydro Tunnels
3. Railway Tunnels
19
107
109
b. Delhi Metro
120
c. Kolkata Metro
125
d. Konkan Railway
127
141
149
173
183
FOREWORD
V.K. Kanjlia
Secretary General
Tunnelling Association of India and
Secretary, Central Board of Irrigation & Power
INTRODUCTION TO
UNDERGROUND WORKS
10
INTRODUCTION TO
UNDERGROUND
WORKS
India is a land of lofty mountains and mighty rivers.
A vast land with such varied relief is inhabited by more
than one billion people. The country consists of three
main physical divisions. They are the great mountains
of the north and north- east, the great plains of northern
India and the great southern plateau of Peninsular India.
The southern plateau is flanked by the narrow coastal
strips which are a part and parcel of the peninsular land
mass. India has diverse geology too.
Ancient Caves
India has a very old history. Indus civilization is
well known. Tunnels had their own roles to play in every
civilization and Indian civilization is no exception.
Tunneling dates back to prehistoric times. Primitive
people dug cavities or widened the natural caves for
shelter against weather, enemies and wild life.
Archaeological research establishes that men even in
the stone age excavated cavities. Pre historic tunnels
built a few thousand years ago have been discovered in
India. Tunnel construction in India dates back to
Mahabharat period when Pandavas excavated escape
tunnel . History also reveals that many kings got
constructed escape tunnels from their forts to safer
places to be used during emergencies. In India, number
of ancient caves are preserved even now and are well
known through out the world. The paintings found in
these caves and the architecture of these caves while
reflecting the history of that period also indicates their
expertise in excavating these caves. While the caves of
Ajanta, Ellora, Elephanta are the tourist attraction, there
are other caves which are equally fascinating and details
of such 18 caves are given in this book.
Tunnels are important components of
transportation networks, water conveyance networks and
communication networks. They could be in rocky
environment or in softer media and could be in various
geometrical shapes depending on the functional utility.
Earlier tunnels were constructed manually. Mans
insatiable passion to achieve more and more progress
and production to meet the ever increasing requirement
of mankind has driven him to design and improve upon
the production of basic tunneling tools into more efficient
and productive ones.
Hydro Tunnels
Construction of tunnels received a big boost after
independence in 1947 when large programmes for
exploitation of water resources were taken up which
involved construction of tunnels for water conveyance
and other underground works. In the last six decades
Length of tunnels
including adits (km.)
Teesta Project
22.57
Tehari Project
17.32
16.39
Chamera I Project
10.72
90.17
Uri Project
19.40
Koyna Project
Kalinadi Project
11.335
17.21
Railway Tunnels
Apart from tunnels for hydroelectric works, another
sector where tunnels have a important role to play is
Railway including Metros. Modern tunnel construction
in India has its origin mainly in the Nineteenth century
when a number of railway tunnels were constructed for
extension of the rail network for crossing hill ranges in
Western Ghats, Vindhayas and in the foothills of
Himalayas for connecting few hill resorts like Shimla.
Some of the Hill trains connecting important hill stations
passing through number of tunnels have historical
importance and some of them have been given World
Heritage Status by UNESCO. The hill train running on
Kalka Shimla section, built during the period 19001903 has to pass through 107 tunnels of varying lengths.
The longest tunnel, the Barog Tunnel is 1146m long.
The expertise and equipments available at that time in
comparison to what we have today clearly reflects the
difficulties which must have been faced at that period to
construct these memorable tunnels.
The new railway line, prestigious and the most
challenging Jammu-Udhampur-Srinagar-Baramulla
11
12
and this route was severely limited by the fact that it could
not be used during the monsoon. The roads connecting
coastal towns came up only recently. The area, therefore,
remained largely undeveloped, though it was rich in natural
resources.
Only after the Konkan Railway Corporation
Limited (KRCL) came into existence as a public limited
company in July 1990 the work started on this project
and finally commissioned on 26-01-1998.
In the 760 km. long stretch of railway line, there
are 92 tunnels aggregating to a total length of 83.6 km.
and nine tunnels out of these were longer than two km.
It was for the very first time that such massive tunneling
work was attempted for vehicular tunnels in India. Out
of these, 74 km was through hard rock, 8.4 km. through
soft soil, and the balances 1.2 km through cut and cover
construction.
In the field of development of metros, though a
beginning was made long back in the year 1974 when
the work on Kolkata metros started and subsequently
completed in the year 1995, the work on Delhi metro
started only in the year 1995.
.
Metro Railway construction in Kolkata is first
attempt of underground railway construction in India and
also in one of the busiest cities, having poor soil
conditions. For this project, a unique cut and cover
method of construction was used even through the very
busy roads of Kolkata, except in small stretches, where
shield tunneling was adopted. Cut & Cover method of
construction was primarily adopted due to economical
consideration.
Kolkata Metro Railway is successfully running
between Tollygunge & DumDum. Success has further
encouraged for further spread of a stretch of 18.65 km.
between New Das Nagar- Salt Lake City Sec- V , which
is being planned and detailed project report has been
prepared.
Another hall mark is the Delhi Metro. The city of
Delhi with a population of around 16.0 million should
have had an Mass Rapid Transit System (MRTS)
network long back, whereas actually it is still 65.10 kms
at the take-off stage.
Delhi has experienced phenomenal growth in
population in the last few decades. Its population has
increased from 57 lakhs in 1981 to 162 lakhs in 2006
and is poised to reach 190 lakhs by the year 2011. For
want of an efficient mass transport system, the number
of motor vehicles has increased from 5.4 lakhs in 1981
to 51 lakhs in 2007 and is increasing at the rate of 6.21
lakhs per annum. The result is extreme congestion on
Delhi roads, ever slowing speeds, increase in road
accidents, fuel wastage and environmental pollution with
motorized vehicles alone contributing to about two thirds
of the atmospheric pollution.
Government of India ( GOI) and the Government
of National Capital Territory of Delhi (GNCTD) , in equal
partnership, have set up a company named Delhi Metro
Rail Corporation Ltd. in the year 1995 which has already
13
14
Construction Technology
A review of tunneling methods in India shows that
the conventional drill-&-blast method remains practically
the dominant practice for excavation of tunnel in India..
Construction Equipments
Attempts have been made in the past on some
projects to use Roadheaders and Tunnel Boring
Machines (TBMs) with success in some and failure in
others. A beginning was made using the TBMs for the
construction of a water supply tunnel in Bombay called
the Malabar Hill Tunnel and Dulhasti Project in J&K. and
Parbati Project Stage II in Himachal Pradesh. Road
headers are being used for quite sometime in the mining
sector particularly in the Singareni Collieries Co. Ltd. A
road header was used for the excavation of the Loktak
tunnel in Manipur in late Seventies.
15
Geological Investigation
Almost every aspect of a tunneling project, from
its conception to commissioning, is influenced by the
geology of the area. Reliability of the predicted geology,
therefore, plays an important role in the success of the
project. Inadequate geological investigation and poor
anticipation of the nature and the magnitude of problems
catch the tunneling engineers unawares, resulting in
delays and higher cost of construction. Inadequate
investigations could be attributed to financial, technical
and site constraints etc .
The nature of major construction problems which
have been experienced in the past due to inadequate
investigations are:
(i)
16
(ii)
(iii)
(iv)
(v)
Contractual Practices
For successful and timely completion of a tunnel
project, correct contracting practices are very important.
Essential contracting practices include all operations and
procedures involved from fixing up an agency for
execution of the work, getting a contract agreement
signed and effective follow up and monitoring the
progress of works till completion of the job.
Practically, all the tunneling projects in the country
are executed through contractors only and it has been
experienced that there are invariably time and/or cost
overruns on almost every such project due, among other
things, to deficiencies in the contracting practices which
are generally found to be indifferent to the project needs.
Inadequate finances, delay in decision making,
inadequate geological exploration often lead to
contractual problems
Bangalore
Kms
18.1
Line- II Yeshwantpur
Jaya Nagar Airport Link
14.9
33.65
International
Airport (Phase-I)
2
Hyderabad
Line
Line-I Miyapur
Chaitanya Puri
26.27
Line-II Secunderabad
Falaknuma
13.18
Line-III Tarnaka
Hi tech City
21.74
Airport Link
Begampet Airport Hyderabad
International Airport at
42.35
Shamsabad (Phase-I)
3
32.65
Line-II Ahmedabad
Thaltej
10.90
Mumbai
Line-I Barjedi
Ahmedabad Kalol
44.85
Line-II Ahmedabad
Naroda
9.85
Line-I Versova
AndheriGhatkopar
11.07
Line-II Colaba
Bandra Charkop
38.24
Kochi
25.25
Chennai
Line-I Airport
Wahsermen Pet
23.05
23.44
Kolkata
18.65
Ghaziabad
Dilshad Garden
New Bus depot
9.41
Badarpur
17
18
HYDRO TUNNELS
19
20
HYDRO TUNNELS
21
22
Completed
Length in km
Length in km
34
3.119
6.467
35
1.228
4.842
36
3.395
37
3.206
1.779
3
4
1.771
38
10.264
39
4.43
40
11.335
1.77
41
17.747
9.659
42
3.968
1.74
43
8.615
44
10
1.83
45
11
46
12
47
6.766
13
48
2.058
14
10.72
49
0.019
15
Chamera-II (300MW)
16.906
50
3.441
16
25.46
51
7.637
52
3.928
5.017
53
54
10.61
55
5.648
56
0.392
17
11.099
4.673
16.319
2.93
0.771
.208
3.299
4.44
4.11
18
90.172
19
7.695
20
19.394
21
11.495
22
5.454
23
1.706
57
24
0.0635
58
25
6.1
59
26
17.21
60
0.412
27
3.05
61
1.467
28
7.708
62
5.411
63
29
9.932
64
1.598
6.16
30
65
10.548
3.103
31
66
17.611
0.776
32
33
67
8.165
0.919
13.921
0.805
3.42
22.576
23
Length in km
3.85
68
Sarkarpatti (30MW)
69
Sholayar (95MW)
3.655
18.261
70
4.147
13.512
24.788
71
4.78
44.419
72
14.475
73
19.071
74
10.324
12.039
5.420
10
3.316
11
4.569
12
14.77
13
22.667
14
12.801
3.055
11.973
8.467
75
76
9.124
77
22.83
78
17.329
3.25
Under Construction
Sub Total
220.432
648.279
24
Length in km
TUNNELLING AND
UNDERGROUND
WORKS IN INDIA
Tunnelling dates back to pre-historic time. Primitive
man made cavities or found natural caves for their dwelling.
Tunnel construction in India dates back to Mahabharata
period when Pandvas constructed escape tunnel. History
reveals that many kings got constructed the escape
tunnels from their fort to safer places to be used during
emergencies. The caves of Ajanta, Ellora and Elephanta
are excellent examples of architecture and underground
space development. Earlier tunnels were excavated with
manual methods, today it is state-of-the-art technology.
Major improvement in the methodology of tunnel
excavation has been made world over due to technological
advancement. Today tunnels are being constructed with
modern equipment and methodology.The tunnel
construction involves huge investment and had a direct
impact on the completion schedule and milestones of
the project. Todays trend demand for competency to
forecast the tunnelling condition, more mechanized
approach and utilization of state of the art technology to
achieve faster rate in construction by tackling the pitfalls
effectively. For sustainable development, application of
new technologies and use of sophisticated equipments
are the need of the day to execute the underground
structures in a cost effective manner.
There are three major areas of tunnels and
underground cavern construction;
.
25
HYDRO POWER
TUNNELS
26
Project
Total Tunneling*
involved (in Km)
1.
Commissioned Project
Uri I (J&K)
22.0
2.
12.0
3.
4.
Chamera I (H.P)
12.5
5.
Chamera II (H.P)
16.0
6.
16.5
7.
Dhauliganga (Uttarakhand)
9.0
8.
7.0
5.5
9.
Rangit (Sikkim)
10.
Teesta V (Sikkim)
23.0
5.5
11.
Kurichu (Bhutan)
0.37
12.
58.0
13.
15.0
14.
Chamera-III (HP)
20.0
15
Uri II (J&K)
10.0
16.
Sewa II (J&K)
11.5
17
Chutak (J&K)
7.0
18
Subansiri Lower
(Assam/Ar.Pradesh)
11.5
27
Layout of Project
State
Himachal Pradesh
River
Baira
Owner
NHPC Ltd
Designer
NHPC Ltd
Construction Period
Commissioned in 1981
28
29
(i)
(ii)
(iii)
Himachal Pradesh
River
Beas
Owner
BBMB
General
Construction Period
Construction Chronology
The work started in June 1965 and completed in
June 1977. The important construction schedule of tunnels
are as under:-
30
Geology
The tunnel was geologically classified into three
categories of reaches viz. normal, poor and very poor rock
reaches. Normal rock reaches were those where the rocks
are and competent, such as hard and layered phyllites.
Poor / very poor rock reaches are those where the rocks
are soft and sheared such as sheared phyllites, tale
schists/granites. Distress reaches fall in the category of
very poor rock reaches.
(ii)
Concrete Lining
The concrete lining has been done in the tunnel
(i)
(ii)
(iii)
(iv)
(v)
To accommodate reinforcement.
Grouting
Contact grouting, consolidation grouting and cavity
grouting was done.
Geology
The alignment of Sundernagar Sutlej Tunnel runs
through an area of complex geology. The various
formations encountered in the area are shails comprising
limestone, dolomites, khaira quartzites, red shafts and
infra shails comprising traps, phyllites and schists with
quartzites. These rock formations, which are also charged
with water, were considered extremely poor tunneling
media, except for lime stones and dolomites.
The tunnel has been geologically classified into
three categories of reaches viz. normal, poor and very
poor rock reaches. Normal rock reaches are those where
the rocks are hard and competent such as layered are
crumbly dolomite and limestone. Poor/ very poor rock
reaches are those where the rocks are soft and sheared
such as sheared to crushed dolomites and limestones.
Alignment
31
(b)
(c)
Tunnel Excavation
Since the designed bed level of tunnel at Intake
was much below the existing natural surface level, so as
a preliminary work, a pit of size 152.4 into 152.4 (500x500
ft) and 27.43 m (90 ft) deep was excavated to facilitate
the work of tunnelling excavation. To reach the work site
a suitable ramp at a slope of 1 in 12 was provided. After
the excavation of the pit and meeting ramp are, the initial
construction at the main heading was taken up where no
tunnel excavation was required. For this, portal type ribs
of ISMB 150 x150 mm (6 x 6 in) size were erected on
4.27 (14 ft). The valve plates of 410 mm (16 in) width was
placed on either side under ribs on sides and the top, 900
mm (3 ft) thick concrete was placed. This initial
construction work at the main heading was completed in
June 1969 in a months time.
32
Drilling Equipments
Two types of drilling machines i.e., CP drilling
machines and Atlas Copco machines were used.
Concrete Lining
The concrete lining has been done in the tunnel
(i)
(ii)
(iii)
CHAMERA HE PROJECT
STAGE- I
State
Himachal Pradesh
River
Ravi
Owner
NHPC Ltd
Designer
NHPC Ltd
Contractor/s
SNC/Acres, Canada
Construction Period
Commissioned in 1994
Underground Powerhouse
112 m x 21.5 m x 37 m
33
Instrumentation
In view of weak carbonaceous rock which has a
tendency to deform even after supported by steel ribs, a
comprehensive programme of instrumentation was
launched simultaneous with the excavation. Tape
extensometers were installed to measure the deformation
rates. The data obtained were analyzed for augmenting
the support.
34
35
CHAMERA HE PROJECT
STAGE II
State
Himachal Pradesh
River
Ravi
Owner
NHPC Ltd
Designer
NHPC Ltd
Contractor/s
Jaiprakash Industries/
Indo-Canadian Hydro
Consortium
Construction Period
Commissioned in 2003
Underground Powerhouse
Cavern
100 m x 22 m x 39.7 m
8.0 km
36
37
A View Of Gantry
38
Underground Powerhouse
The powerhouse cavern is 100 m long, 22 m wide
and 39.7 m high. The crown level is at El 926m.The
powerhouse is placed 90 m deep inside the hill with a
maximum cover of 275 m over the cavern. The orientation
of the longer axis of powerhouse cavern is aligned in N30ES 30 W direction and is almost perpendicular to major
discontinuity planes.
The rock types in the powerhouse area are
metasedimentaries comprising of quartzites, interbedded
with phyllitic quartzite and quartzitic phyllites, belonging
to Chamba Formation and intruded by Dhauladhar
granites.
Rock mechanic tests for stress measurement by
hydro fracturing method were conducted inside the cable
tunnel by NIRM, Karnataka. The maximum horizontal
principal stress was found to be in the range of 8.46 to
9.90 MPa and the direction of principal stresses was
N400E.
As such, no major problem was faced during
excavation of power house cavern.
39
State
Himachal Pradesh
River
Ravi
Owner
NHPC Ltd
Designer
NHPC Ltd
Construction Period
Under construction
Underground Powerhouse
100 m x 18.6 m x 42 m
40
Geological Condition
The project falls within the lesser Himalayan zone
and comprises of unfossiliferrous meta sediments of
41
CHUTAK HE PROJECT
State
River
Suru
Owner
NHPC Ltd
Designer
NHPC Ltd
Contractor/s
Construction Period
Under construction
Underground Powerhouse
83 m x 15.5 m x 34.5 m
42
DHAULI GANGA HE
PROJECT
State
Uttarakhand
River
Dhauliganga
Owner
NHPC Ltd
Designer
NHPC Ltd
Contractor/s
Lot-1 Kajima-Daewoo
JV (Japan-S.Korea):
Lot-2 SamsungHCCJV(S.Korea-India):
4,4 km
Construction Period
Commissioned in 2005
Underground Powerhouse
103 m x 16.5 m x 38 m
2.0 km
Layout of HRT
The 6.5m dia, 5.4 km long water conductor system
lies on the right bank of Dauliganga River. The tunnel
has been excavated from three adits. The minimum and
maximum rock cover over the tunnel was of the order of
80mts. to 1030 m respectively. The tunnel also passes a
major nallah mainly Raungligad under a low rock cover of
80 m. Problems of water seepage and stress condition
were anticipated at the time of investigations. However,
no such problems were encountered during actual
excavation. The tunnel excavation started in May, 2001
and was completed in July 2003.
43
Geological Condition
The rocks negotiated during HRT excavation
comprises of biotite gneiss with subordinate mica schist,
talc-mica schist and granite gneiss of Chiplakot Formation.
Generally good to fair rock condition were met in the
tunnel.
44
45
Underground Powerhouse
The underground powerhouse cavern 103 m x
16.5 m x 39 m having 4 units of 70 MW each and the
transformer cavern 103 m x 12 m x 10 m are housed in
biotite gneiss of Chiplakot Formation. The maximum
superincumbent cover over the powerhouse cavern is 250
m and the powerhouse is oriented in north west-south
east direction..The transformer cavern is aligned parallel
to power house cavern and the spacing between the two
caverns is 23 m.
Rockmechanic tests for deformation modulus and
stress parameters were conducted inside the exploratory
drift.The maximum horizontal stress was found in the
range of 5.58 1.18 MPa to 6.18 1.68 MPa and the
direction of max.horizontal stress was N40E .
The majority of excavation of powerhouse was
done through main access tunnel and ventilation tunnel
joining powerhouse at service bay level and crown
respectively. The excavation started in the month of Feb
2001 and was completed in Jan 2002, one month ahead
46
47
48
49
DOYANG HE PROJECT
State
Nagaland
River
Doyang
Owner
NEEPCO
Designer
CWC
Contractors
Construction Period
10 Years
Shape
Circular
Other Tunneling
Project Layout
Diversion Tunnel
To facilitate construction of rock-fill dam over Doyang
river, the flow of river was planned to be diverted through a
633 m long and 12 m finished dia diversion tunnel, circular
in shape. The tunnel was designed to cater a flood of
2298 cumecs corresponding to a flood of 1 in 50 years
frequency. The thickness of RCC lining was 700 mm.
Rock types encountered along the tunnel alignment
was basically sandstone, siltstone, mudstone of Miocene
age belonging to Surama group. The rock cover ranges
from 20 m to 80 m throughout the tunnel alignment.
The tunnel was driven with manual drilling & blasting
method in heading and benching. ISMB 250 with M20
backfill concreting was primarily used as support system.
The entire rock mass around the tunnel was consolidated
by grouting through 3m deep holes under a pressure of
7kg/cm2.
The stretch between Ch. 450.0 m to Ch. 560.0 m
comprising of fractured mudstone posed maximum
problem during excavation with formation of occasional
cavities. The problem was minimized with drilling of
drainage holes, putting blank holes in section periphery
during blasting, etc.
Main Tunnel
The 428 m long, 6 m dia steel lined tunnel with
intermediate gate shaft was constructed as Water
Conductor System to carry 150 cumec of water to Power
House. The flow through Water Conductor System is
controlled by penstock gate installed at gate shaft
location. The PCC lining thickness was 300 mm.
The tunnel was excavated with manual drilling and
blasting. In some stretch, full face tunnelling was resorted
to and in some stretches with relatively poor rock, heading
& benching was resorted to.
Rock types encountered along the tunnel alignment
was basically sandstone, siltstone, mudstone. Heavy
seepage along the tunnel was the main impediment in
execution of the tunnel. The excavation in inclined portion
faced problem due to presence of shear zone.
50
DUL HASTI HE
PROJECT
State
River
Chenab
Layout
Owner
NHPC Ltd.
Designer
Contractor/s
M/s DSB(French
Consortium) / Jaiprakash
Associates Limited
Construction Period
Commissioned in 2007
TotalLength, Diameter/
cross sectional area,
Shape of HRT
Underground Powerhouse
96 m x 19.8 m x 39.18 m
Transformer Cavern
Dul Dam
Geological Conditions
Major part of the tunnel i.e., around 8.5 km lies in
Quartzite-Phyllite sequence of Dul-Dhar ridge and 2 km
in schist /gneisses Formation from the downstream end.
Both the lithological units are separated by a N-S trending
regional fault known as Kishtwar fault. The Kishtwar
Plateau (earlier designated as fossil valley) extending in
an area of 12 sq km is formed along this fault. Later on, it
was termed as graben structure on the basis of subsurface
explorations carried out on Kishtwar Plateau along the
HRT alignment.
The construction of 10.6
km Water conductor system
was the most challenging job.
The tunnel faced many
problems of both geological and
executional nature. The
quartzite and phyllite sequence
of Dul Formation proved to be
problematic tunneling media.
The quartzite occurred as
prominent medium under
confined aquifer condition
whereas phyllites appeared as
subordinate impervious bands
or as intercalations. About
8.7km (i.e., 80%) tunnel lies in
quartzite -phyllite sequence of
Dul formation & 1.9 km (i.e.,
20%) in Mica Schist of
Salkhalas formation.
51
52
KAMENG HE PROJECT
State
Arunachal Pradesh
River
Kameng
Owner
NEEPCO
Designer
SMEC, Australia
Contractors
Construction Period
Shape
Other Tunneling
4.541 km
53
2.
54
3.
55
State
Himachal Pradesh
River
Satluj
Owner
NTPC Ltd
Designer
M/s EDF
Contractor/s
CCL
Construction Period
Started in 2004
Surface Powerhouse
170 m x 44 m x 53 m
56
State
Maharashtra
River
Koyna
Owner
Govt. of Maharashtra
1.
2.
3.
i)
Designer
Contractors
Construction Period
About 40 km
v)
Shape
Size/Cross Sectional
Area of Tunnel, Under
Ground Power House,
Desilting Chamber,
Other Tunnelling
Geology
The project has unique geographical as well as
geological features viz abundant rainfall, presence of
Sahydari hill ranges with westerly natural fall of 500 m,
presence of good quality compact basalt rock making it
one of the ideal sites for an underground hydro-power
project. The underground excavation of the project were
carried out by conventional drilling and blasting through
Deccan traf formation consisting maily of compact
bassalts, amygdoloidal basalts and volcanic bveccia.
Tunnels
The total length of all the tunnels and caverns driven
for Koyna H.E.P. is to the tune of 40 km. Koyna
H.E.Project is the first & only project in India as well as in
Asian region where the technique of underwater lake
piercing is successfully used in Koyna stage IV for
admission of lake water in the water conductor system.
57
KURICHU HE PROJECT
Division Tunnel
State/Country
Mongar/Bhutan
River
Kurichu
Owner
Designer
NHPC Ltd
Contractor/s
Construction Period
Comissioned in 2002
58
59
LOHARINAG PALA HE
PROJECT
State
River
Owner
Consultant
Contractor/s
Construction Period
Total Length, Dia/cross
sectional area & Shape
of HRT
Underground
Powerhouse
Uttarakhand
Bhagirathi
NTPC Limited
Central Water
Commision
M/s Patel Engg.
Under construction
13.5 km, 6 m dia, Horse
shoe shape
155 m x 22 m x 47m
General
Loharinag Pala HE Project is located on river
Bhagirathi, a tributary of river Ganga in the state of
Uttarakhand. The project lies between latitude 30o30 N
to 31o30 N and longitude 78o30 E to 79o30 E. The Project
Site is about 200 km upstream from Rishikesh on National
Highway No. 108 serving Gangotri. Main components of
the project are located on the right bank of the river and
have access from the NH. The 600 MW project is being
executed by NTPC.
60
Instrumentation
Geology
Load cells
Measuring tape
Readout units
Construction
61
LOKTAK HE PROJECT
State
Manipur
River
Manipur/Loktak lake
Owner
NHPC Ltd
Designer
NHPC Ltd
Contractor/s
Construction Period
Commissioned in 1983
0.4 km
Ithai Barrage
62
A View Of Penstocks
63
NAGARJUNA SAGAR
LEFT CANAL HE
PROJECT
State
Andhra Pradesh
River
Krishna
Owner
APGENCO
Designer
CWC
Contractor/s
Construction Period
Commissioned on
04-10-1992.
Power House
78 m x 20.25 m
21.80 m, 14 m dia.
Layout
The Nagarjunasagar Left canal with a capacity of
425 cumecs takes off from the Nagarjunasagar Reservoir
64
NATHPA JHAKRI HE
PROJECT
State
Himachal Pradesh
River
Satluj
Owner
Designer
SJVNL
Contractor/s
venture of continental
construction (India) and
Foundation (Canada).
M/s. NJJV, a joint venture
of the Hindustan
Construction Co. (India)
and Impregilo (Italy).
Construction Period
1993-2003
Shape
Circular
Desilting Chamber
222 m X 20 m X 49 m high
196 m X 17.5 m X 27.4 m high
Diversion Tunnel
738 m long and 8.1 m D-shaped (excavated section)
tunnel has been constructed on the right bank of river
Satluj with a bell mouth entrance.The excavation of
diversion tunnel was started from downstream end at a
uniform slope of 1:57 in the month of January 1994. The
whole tunnel length except 6 m rock plug near Intake /
mouth of the diversion tunnel was excavated from
downstream end and the same was completed by January
1995.
Desilting Chambers
Four parallel egg shaped desilting chambers of size
525 m x 16.3 m x 27.5 m with circular and curved walls
and hopper shaped bottom have been provided. These
chambers are supported with rock bolts and Steel Fibre
Reinforced Lining. The SFRS acts as final lining. Additional
supports in the form of 60 T cable anchors have been
provided in 3 rows along both side walls of chambers to
support concrete gantry beams. Mobile gantries can be
moved along the beams during construction and operation
stage to facilitate working at various levels.
65
Desilting Chamber
66
Geological Conditions
The Project in respect of geology can be divided
into two parts, the Eastern part and the Western part.
The Eastern Part of the project includes Dam,
Desilting Chambers and the Head Race Tunnel (16 km).
The rocks are predominately gneisses with acidic
(granite, pegmatite and quartz veins) and basic
(amphibolites) intrusives. The Western part comprises
the remaining part of Head Race Tunnel (about 11.4 km),
Surge Shaft and Power House Complex. The rock types
encountered in this part are predominantly quartz mica
schist with gneissic bands at places and quartzites.
These are intruded by basic and acid intrusions. The
acid intrusions are less in this area as compared to the
Eastern part and consist of quartz veins only, where as,
basic intrusion consists of amphibolite. The schist
encountered are of different composition and have been
identified as quartz biotite schist, biotite schist, chlorite
schist and muscovite schist. At places the schist has
developed gneissic texture.
67
68
69
PARBATI HE PROJECT,
STAGE II POWER
TUNNEL
State
Himachal Pradesh
River
Parbati
Owner
NHPC Ltd
Designer
NHPC Ltd
Contractor/s
Construction Period
Under construction
OtherTunnels (Diversion
26.5 km
tunnel,adits,desilting
chambers, feeder tunnels,
surge shaft, pressure shafts)
70
Geological Conditions
The rocks of Banjar Formation comprising meta
basics with chlorite schist, Bandal granite, and Manikaran
quartzite and Jutogh Formation consisting of
carbonaceous phyllite, biotite schist and schistose
quartzite are the main rock type encountered in HRT.
The tunnel also cut across two thrusts namely Jutogh
thrust and the Manikaran thrust. The tunnel over a stretch
of 7 km passes through high rock cover of more than
1000 m.
The TBM section of the tunnel will be excavated
mostly through granite/gneissose granite(RD 1935415700m followed by quartzite (RD 15700-10300 m)
Bands of biotite schist, talc chlorite schist or metabasics
are expected along the entire length of TBM drive. The
71
The rate of progress with TBM was as below:Average progress per day
Best progress in a day
Best progress in a week
Best progress in a month
4.60 m/day
32.5m/day
163 m/week
525 m/month
72
- Telescopic Double
Shielded TBM.
- 4.88m
- 32 no
- 0 to 9 RPM
- 30000 KN
parts:
(1)
9)
(c)
(2)
(3)
73
Diversion Tunnel
River diversion is done through a 7.5m dia, 270m
long diversion tunnel excavated on the right bank to
facilitate the dam construction. The right bank consists
of a fossil valley which extends from Tos nala-Parbati
river confluence in the upstream to downstream of the
dam axis. The fossil valley has been treated with a positive
74
PARBATI HE PROJECT
STAGE-III
State
Himachal Pradesh
River
Sainj
Owner
NHPC Ltd
Layout
Designer
NHPC Ltd
Contractor/s
Construction Period
Under construction
7.875 km,7.25 m,
Horseshoe shaped 1 in
179 slope
Transformer Cavern
98.2 m x 18 m x 25 m
Geological Condition
6.5km
Adit-2 To HRT
75
RAMPUR HE PROJECT
State
Himachal Pradesh
River
Satluj
Owner
Contractor (s)
Construction Period
Under Construction
Total Length
HRT-15.08 km , TRT- 54 m
Diameter/Shape
HRT-10.50 m /Circular,
10.5 m/ Horse Shoe
4.5 km
76
shorten this adit. Also a new adit near Kasholi khad has
now been introduced to meet up the construction
schedule of the tunnel. On the left bank 484 m length of
the tunnel excavation has to be carried out through 335
m long 10.15 m horse shoe shape Construction adit cum
spill tunnel.
Geology
The HRT is expected to encounter: Quartz-mica
schist, quartzite, amphibolite and phylite. These rocks
are folded, moderately to closely jointed and have
fractured and sheared zones/seams at places. There
are two regional thrusts, Jhakri Thrust (near Barauni
khad) and Kulu Thrust between Goshai adit junction and
Surge shaft. The Jhakri Thrust is at the contact of Quartzmica schist and Quartzite (of Rampur Group) and will
be encountered in the tunnel. In the vicinity of this thrust
(at the confluence of Kazo khad), a hot water spring
(31o C) is present. The Jhakri thrust zone is expected to
be sheared and fractured where medium to heavy in
flow of ground water conditions may be encountered.
In general about 10-20% of tunnel length is
expected to pass through very good and good rock
mass,35-45% each in fair and poor/very poor rock
masses. About 5-10% rock mass encountered can be
expected to fall in the extremely poor rock class, i.e.,
shear zones comprising crushed/fractured rock material
along with clay gauge having very low strength which is
easily crushable with hands and squeezing in nature.
Rampur Intake
77
78
79
RANGANADI HE
PROJECT
State
Arunachal Pradesh
River
Dikrong
Owner
NEEPCO
Designer
CWC
Contractors
Construction Period
12 Years
Shape
Diversion Tunnel
One Diversion Tunnel of 6.75 m
finished dia, 264 m long was
constructed on left bank of Ranagandi
River to divert non-monsoon peak
discharge of 340 cumecs. The tunnel
gradient was 1:200. The RCC lining
thickness of tunnel was 300 mm. The
work was started in 1989 and completed
in 1992. The work suffered a lot
because of collapse of intake portal hill
and resultant damages in a portion of
tunnel near the inlet.
Principal rock type encountered
in Diversion Tunnel was quartzofeldspathic and thinly foliated granite
gneiss punctuated by veins and shears.
Stability problem in inlet portal was
faced due to proximity of probable wide
and deep buried channel. The rock falls
under Bomdila Group (Pre-cambrian).
The excavation was done by drill
& blast method with drilling done
manually. In some sections, full face
80
81
RANGIT HE PROJECT
State
Sikkim
River
Rangit
Owner
NHPC Ltd
Designer
NHPC Ltd
Contractor/s
Layout
Construction Period
Commissioned in 1999
3.0 km,4.5m
Horseshoe shapedSlope
1:147
OtherTunnels(Diversion
tunnel,Desilting chambers,
GOC,SFT,Surgeshaft,
Pressure shaft,Adits to HRT
& pressure shaft)
2.4 km
82
Geological Condition
The project area is mainly occupied by phyllites,
phyllitic quartzite and quartzitic phyllite rock of Daling
formation. Entire HRT has been laid in alternative sequence
of phyllitic quartzites, quartzitic phyllites, quartzites and
bands of phyllites. The rock mass is slightly folded at
places and jointed. At places, interfolial and other shear
seams/zones filled with clay and rock fragments are also
seen
83
SALAL HE PROJECT
STAGE-I & II
Geological Condition
State
River
Chenab
Owner
NHPC Ltd
Designer
NHPC Ltd
Contractor/s
Construction Period
Stage-I Commissioned in
1987
Stage-II Commissioned in
1990
84
SARDAR SAROVAR HE
PROJECT
State
Gujarat
River
Narmada
Ow n er
Designer
Central Water
Commission
Construction Period
Access Tunnel-1988-1991
Draft Tube Tunnel-1990-1999
Tail Race Tunnel-1990-1994
Machine Hall-1987- 2002
Machine Hall
85
SEWA-II HE PROJECT
State
River
Owner
NHPC Ltd
Designer
NHPC Ltd
Contractor/s
Construction Period
Under Construction
Other Tunnels
(Diversion tunnel,Desilting
basin,Adits,Surge shaft,)
1.6 km
86
Geological Condition
In the upstream part of HRT, high grade
metamorphic rock comprising of augen/ granitic gneiss
rock of Dalhousie granite of Pre-Cambrian age are
present whereas in the downstream highly tectonised
sequence of Tanawal Formation comprising of
carbonaceous phyllite, slate, phyllitic assembelage,
limestone and quartzite is intercepted. The contact
between Dalhousie granite and Tanawal group is sharp
and thrusted and is known as Jutogh Thrust. While granitic
gneiss were considered as good tunnelling media, the
folded and faulted sequence of Tanawal schist posed
problems during construction.
87
88
State
Andhra Pradesh
River
Krishna
Owner
Designer
CWC
Major Contractors
Commissioned on
Underground Powerhouse
236.2m x 25.7 m x 55 m
high
Other Tunnels
Pressure shafts
(a) Number of tunnels : 2
(b) Diameter of each tunnel
: 12 m circular
(c) Total length of the
tunnel: 377 m
Penstock tunnels
(a) Number of tunnels: 6
Nos.
b) Diameter of each tunnel:
6 m circular
c) Total length of tunnels:
600 m
Tail Race Tunnel
a) Diameter of each tunnel
:15 m horse shoe
b) Length of tunnel
:2297 m
Tunnels
89
SUBANSIRI LOWER HE
PROJECT
State
Assam/Arunachal Pradesh
River
Subansiri
Owner
NHPC Ltd
Designer
NHPC Ltd
Contractor/s
Construction Period
Diversion completed in
2007
Other Tunnels(HRT,
Pressure shafts,Adits)
9.5km
90
Geological Condition
The rock is medium to fine grained soft sandstone
of Siwalik age having typical salt and pepper texture.
The main characteristic feature of this rock is presence
of concretionary nodules and lenses of carbonaceous
material. These nodules are also of sandstone, but
harder than the main rock mass. Weathering is very
91
92
SVP-BHABA HE PROJECT
Geology
One of the three transformers below the Switchyard
State
Himachal Pradesh
River
Owner
HPSEB
Designer
HPSEB
Contractor/s
Construction period
6 years
Other Tunnels
2 km
Construction adits, Surge
Shaft, pressure shaft, MAT,
Cable & Vent. Tunnel, TRT
93
(ii)
(iii)
(iv)
94
(v)
(vi)
(vii)
(viii)
TAPOVAN VISHNUGAD
HE PROJECT
Uttarakhand
River
Alaknanda
Owner
NTPC Ltd
Designer
CWC
Contractor/s
L&T AM JV
Construction Period
Geology
The 5.64 m dia 11.6 km long HRT passes through
Tapovan and Joshimath geological formations. Tapovan
formation is encountered in the initial reaches of Head
race tunnel from 0 to 3000m chainage. It consists of
metabasics with bands of quartz mica schist and augen
gneisses. The lithology from chainage 3000 m to 7900 m
is augen gneisses with quartz mica schist and quartzite
bands of Tapovan Formation. From chainage 7900 m to
9100 m lithology comprise of Coarse Garnet Mica
Gneisses, Garnet-Kyanite Gneisses of Joshimath
formation. Again from chainage 9100 to 11602 m Tapovan
Formation is encountered having coarse grained gneiss
with quartz mica schist bands, augen gneiss and quartzite
bands.
Head race Tunnel is passing through rock media
having 50 to 100 m rock cover in the intake area to a
maximum of 1270 m in the region where Auli is located.
Based on the surface and subsurface geological
information, about 80% of the Head Race Tunnel is
expected to be driven in very good to fair (i.e. Q-value >or
= 4) conditions. The remaining 20% tunnel excavation
may encounter poor to very poor conditions.
95
Construction
The tunnel is being excavated by two means viz
Tunnel Boring Machine and Roadheader. The 6.4 km long
tunnel has been planned to be excavated through four
construction adits.
96
Instrumentation
Instrumentation and monitoring for underground
works includes the following:
Load cells
Measuring tape
Readout units
TEESTA (Stage-V) HE
PROJECT
State
Sikkim
River
Teesta
Owner
NHPC Ltd
Designer
NHPC Ltd
Contractor/s
Jaiprakash Industries/
M/sGammons India
Construction Period
Commissioned in 2008
Underground Powerhouse
118 m x 23 m x 47.5 m
Other Tunnels
(Diversion tunnel, Desilting
chamber, Adits, pressure
shaft, surge shaft, TRT)
4.8 km
97
Layout
The entire HRT alignment is on the left bank of
Teesta river. Earlier a straight alignment for the project
was proposed, however, considering the length of HRT
and to avoid high cover zones, four kinks were provided
to facilitate construction through five no of adits. As such
10 working faces were available simultaneously to carry
out the tunnel construction .The present alignment
ensures sufficient vertical and lateral cover over the
tunnel. Minimum rock cover below nalas is 110m
whereas maximum cover is of the order of 800 m.
Geological Conditions
Systematic geological mapping of the tunnel
alignment was carried out on 1: 5000 scale. The tunnel
cut across many deep nalas; prominent among them
are Tumin khola, Rangchang khola, Papang khola,
Elaichi khola etc which were considered as problematic
zones during tunnel construction. Extensive overburden,
thick forest cover and unapproachable rock exposure
were major constraints to decipher the exact
geotechnical condition at the tunnel grade. Entire HRT
has been laid in alternate sequence of phyllite quartzite,
quartzitic phyllite, and quartzite with bands of phyllites
of Daling Group. The rock mass of the area is foliated
and jointed. Prominent folding in rock mass and warping
has been observed at many places. This has resulted in
formation of anticline and syncline structures of varying
98
Diversion Tunnels
Geological Condition
Principal rock types negotiated during tunnelling
are phyllitic quartzite, Quartzitic phyllite, phyllite & bands
of Quartzite. Steep rocky escarpments were present both
at Inlet & Outlet portals. Few persistent bands of schist
are present around outlet
99
TEHRI HE PROJECT
STAGE-I
State
Uttarakhand
River
Bhagirathi
Owner
Designer
Contractors
CWC
Hydro Project
Institute, Moscow
M/S Jaiprakash
Associates for Main
Dam & spillways
M/s Karam Chand
Thaper & Poros Ltd.
For power house
Construction Period
10 Years
Shape
Circular
Other Tunneling
7.89 km
General Description
100
101
In total the HRTs are four in nos. Two for the Ist
Stage, HPP, 1000 MW and another two for IInd Stage,
PSP 1000 MW. The total length excavated is around
3500 m. The excavation is taken up by conventional
heading & benching method including rock support with
rockbolting, shotcreting with wiremesh and steel rib
supports as and where required. The concrete lining is
completed in two stages i e., Overt & Invert lining method.
102
the inner surface of the cavity and less load got transferred
on the steel supports below.
The 60 cm thick concrete lining has been provided
in both the TRTs, except last approx. 80 m reach where
100 cm thick reinforced concrete lining was done. In the
area where steel rib supports were provided, RCC lining
was done.
The lining of the transition part of TRTs was an
interesting and difficult work, especially their formwork. It
required careful designing as well as fabrication and
making of the formwork of asymmetrical junction/
convergence was really a challenging as well as
interesting task.
The concrete lining has been done in two parts
namely overt lining and invert lining. The overt lining was
done in the parts of 12 m length, the progress of which
was 48 to 60 m per month. After overt lining, the benching
was done and then the invert lining. The same procedure
was followed throughout the TRTs.
103
URI- II HE PROJECT
State
River
Jhelum
Owner
NHPC Ltd
Designer
NHPC Ltd
Contractor/s
Construction Period
Under Construction
133 m x 15 m x 41 m
Other Tunnels(Adits,
desilting chamber, , surge
shaft, pressure shafts,TRT)
5.5 km
104
105
106
RAILWAY TUNNELS
107
108
RAILWAY TUNNELS IN
HILLY TERRAIN
Sl.
no.
No. of Tunnels
JammuSrinagarBaramulla
63
2.
Kalka Shimla
Rly.
107
(a) Koti Tunnel
(b) Barog Tunnel
(c) Tara devi
Tunnel
(d) Inverarm
(e) Dharampur
Tunnel
3.
Rail section
Kangra valley
Railway
2
(a) Dhundni
Tunnel
(b) Daulatpur
Tunnel
Nilgiri Mountain
16
Rail
a) Kallar-Coonoor 13
b) Coonoor- Ooty 3
Neral Matheran
Toy Train
Total Length in
(m)
120,000
695
1146
493
346
122
403
76
327
Longest
Tunnel
282
Known as
Kiss Tunnel
109
Geology
State
Railway Link
Jammu - Baramulla
Shape of Tunnel
Jammu Udhampur
Section
Jammu - Udhampur
rail track section was
dedicated to Nation on April
13, 2005.
Jammu Udhampur
Track brought in new age
the entire generation of
110
Main Tunnel
Alignment
Access Tunnel
For
an
intermediate driving
access an approx. 800
m long access tunnel
with a downward
111
112
Geotechnical Design
The geotechnical
design uses a rock
Construction Method
All tunnel construction will be 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 lining) followed by the delayed installation
of a secondary lining (inner lining). Tunnel excavation is
generally being carried out by means of drill & blast or
by road header. For the soft ground sections at both
portals (total length approx. 1 km), tunnel excavators or
hydraulic breakers were used. A subdivision of the tunnel
cross-section into top heading and bench will be used in
unfavourable geotechnical conditions.
113
(b)
Kalka-Shimla Section
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(l)
114
115
116
outside the slope of the hill, but even there a good deal of
side pressure was experienced.
The actual time occupied in rebuilding the tunnel
was just eight months, and, upto the very last, excessive
side pressure was encountered, and in places a very heavy
top pressure was observed. The last length of arching
turned, required no less than 17 crown bars to support
the roof, and these were all the time creaking and groaning,
very disturbing to men unaccustomed to similar work.
The greatest care had to be exercised throughout;
rendering progress slow, but the tunnel was eventually
completed without a single accident to life or limb.
Typical sectional profile of KSR Tunnels is as
follows
117
Also known as NMR, it is a meter-gauge, singletrack Railway. This train covers a distance of 46
kilometers in about 5 hours and connects Mettupalayam
and Ooty (Udagamandalam) in the state of Tamil Nadu.
The route is the steepest in Asia, and a system known
as the rack and pinion system is used to counter the
slope. The engine pushes the train upward from below
in this system as opposed to drawing the coaches from
the front. The Railway can be divided into three sections
as follows:(i)
(ii)
(iii)
118
119
DELHI METRO
PHASE I NETWORK
State
Delhi
Total Length
Phase I- 65.1 km
including 13.17 km Tunnel
Phase II- 125 km
including 29 km Tunnel
Construction Period
120
Length
(km)
No. of
Stations
18
10.84
10
31
Total of Phase I
59
65.10
PHASE II NETWORK
Phase II of the Delhi Metro Project consist of the following
lines:
Line
Length
(km)
No. of
Stations
Shahdara Dilshad
Garden
3.09
15.07
11
6.17
Vishwavidyalaya Jahangir
Puri
6.36
18.46
15
Central Secretariat
Sushant Lok
27.45
19
2.76
23
2.57
Central Secretariat
Badarpur
20.04
15
Total of Phase II
125.17
82
Construction Methodology
Methods for construction of the underground
stations depend to a large extent on the geological profile
of the area. Two types of state-of-the-art Tunnel Boring
Machines were used for boring tunnels after conducting
geological studies of the earth. These were the Rock
TBMs for boring through Quartzite rock sections
encountered at places like Chawri Bazar, Central
Secretariat and Old Secretariat and EPBM (Earth
Pressure Balance Machines) for boring through softer soil.
Technological Difficulties
Construction of the Metro was not an easy task
and several technological difficulties were encountered.
Tunnelling below the historic Old Delhi area posed a
major challenge, as the buildings there have weak
foundations. It was therefore decided to construct the
tunnel at a depth of more than 20 m Tunnelling difficulties
were also encountered in some sections due to hard
rock. Special cutter heads were procured for Tunnel
Boring Machines (TBM) to tackle this problem.
Cut-and-cover Method
All stations except Chawri Bazar were constructed
with this method. It simply implies cutting open the ground
along the length of the station to the required depth,
construction of the underground station and covering it
back to bury the station below the ground.
121
Dewatering
To improve the safety of men, machine and public,
the excavation had to be kept dry.
This was achieved by installing a series of bore
wells that drew out underground water.
It ensured that the water table was always at least
one metre below the excavation. A large part of this water
was recharged back into the ground at some distance
away from excavation and the remaining was used for
site related work.
Waterproofing
Special waterproofing has been done in Metro
Stations to prevent seepage of underground water. For
this, bituminous membranes were provided all around
concrete structures (except outside permanent
diaphragm walls) to act as a physical barrier between
the subsoil water and the concrete structure.
122
Site Management
The construction of Metro stations was undertaken
in densely populated urban areas and thus very little space
was available for construction activity. So proactive, firm
yet flexible planning with a long term view was ensured
so that all site activities functioned smoothly without one
coming in the way of another.
(ii)
(iii)
(iv)
Future Plans
Phase-III
After the completion of Phase II of Delhi Metro
Project by 2010, work on Phase III covering 112.17 km is
123
Phase IV
This would be the final phase of Delhi Metro. By
adding another 108.50 km, it would completely link Delhi
and the National Capital Region (NCR) with a total
network of around 413 km construction of Phase III and
Phase IV would also involve excavation of more tunnels
and under ground works.
Today, the Delhi Metro project is a model of how
124
KOLKATA METRO
State
West Bengal
Rail Link
Owner
Designer
Contractors
HCC
Construction Period
1974 to 1995
16.45 km
Spread of Metro
Kolkata Metro Railway is successfully running
between Tollygunge and Dum Dum. Success has further
encouraged for further spread of a stretch of 18.65 km
between New Das Nagar- Salt Lake City Sec- V , which
is being planned and DPR has been prepared.
125
126
KONKAN RAILWAY
A Dream Route
THE KONKAN RAILWAY
Konkan is a thin strip of land, about 50 to100 km
at its widest 720 km long between the Arabian Sea and
the Western Ghats or the Sahyadri mountain ranges.
States
Owner
Designer and executing
agency for the project
No. of tunnels
Total length
Size and shape
Longest tunnel
Project duration
Project commissioning
Konkan Region of India
HISTORICAL BACKGROUND
The history of the Konkan Railway goes back more
than 150 years. Ever since 1853, when the railways began
in the sub-continent, the people of the region were keen
to have a railway line for efficient and dependable
transportation of goods and
passengers. For decades, the only
means of transport here was the sea,
and this route was severely limited by
the fact that it could not be used during
the monsoon. The roads connecting
coastal towns came up only recently.
The area, therefore, remained largely
undeveloped, though it was rich in
natural resources.
Proposals for a railway line in
the Konkan to connect Bombay were
investigated from time to time and the
first such proposal was examined in
1894.
Not much progress was
achieved till 1978. A beginning,
however, was made, when Apta-Pen
section was opened to traffic in
February 1983 and Pen-Roha section
in May 1986.
To expedite the execution of
760 km long Konkan railway line,
Konkan Railway Corporation Limited
(KRCL) was incorporated as a public
limited company in July 1990 who
commissioned the project on
26 January 1998.
127
128
The Tunnels
In the 760 km long stretch of railway line, there
were 92 tunnels aggregating to a total length of 83.6 km
and nine tunnels out of these were longer than two km.
It was for the very first time that such massive tunnelling
LIST OF TUNNELS
No. of Tunnel/Name
Length (m)
Max. Over
Burden
Type of Rock
Length of
Lining (m)
T-1/DASGAON
294
18.25
HARD ROCK
4.5
T-2/BIJGHAR
434
41.92
HARD ROCK
UNLINED
T-3/KARANJADI
188
24.87
BASALT
UNLINED
T-4/UNDERI
176
46.36
BASALT
30
T-5/ SHIRSAVANE
906
38.56
BASALT
55
T-6/ NATHUWADI
4389
380
HARD ROCK
90
320
3.17
BASALT
23
T-7/ DIWANKHAWATI
T-8/BHOSTE
310
50
BASALT
T-9/ALSURE
558
24
BASALT
19
1005
62
BASALT
24
T-10/NILIK
T-11/KONDIWALI
253
55
BASALT
38
1020
57
BASALT
24
T-13/KOTAWALI
399
74
BASALT
98
T-14/SONGAON
254
24
BASALT
80 (17 CUT
& COVER
T-12/ASHTI
T-15/DHAMAN DEVI
680
97
BASALT
21
T-16/CHIPLUN
2033
132
HARD ROCK
88
T-17/SARWADE
3429
244
BASALT
232
T-18/AGAVE
894
38
BASALT
87
1050
65
BASALT
60
471
82
BASALT
24
1972
134
BASALT
30
T-22/DHAMANI I
570 IN
CLUDING 29
M CUT &
COVER
49
FISSURED ROCK
27
T-23/DHAMANI II
362 INCLUDING
CUT & COVER
97M
34
FISSURED ROCK
107
1208 INCLUDING
CUT & COVER
3.15 M
63
BASALT
89
T-19/KHERSHET
T-20/ARAVALI
T-21/SHINDE AMBRI
T-24/AMBED
T-25/KOND AMBED
110
23
BASALT
79
T-26/BHIRKOND
1291
81
BASALT
124
T-27/PARCHURI
2628
136
BASALT
98
T-28/VELEVADI
894
46
BASALT SOIL
139
T-29/UKSHI
104
43
BASALT
10
T-30/BANACHI WADI
605
110
BASALT
14
T-31/UKSHI I
240
54
BASALT
UNLINED
T-32/UKSHI II
672
45
BASALT
10
T-33/RANPAT
866
114
BASALT
44
129
Length (m)
Max. Over
Burden
Type of Rock
Length of
Lining (m)
943
116
BASALT
338
6506
116
BASALT SOIL
450
T-36/KHEDSHI I
584
40
LATERITE/ SOIL
625
T-36A/KHEDSHI II
618
17
LATERITE/ SOIL
BALAST
130
1110
57
LATERITE/ SOIL
BALAST
319
4077 CUT
& COVER
119M
116
LATERITE/ SOIL
BALAST
193
T-40/KONDAV I
758
69
LATERITE/ SOIL
BALAST
140.5
T-41/NIVASAR I
31
LATERITE/ SOIL
BALAST
160.5
T-42/NIVASAR II
455
45
LATERITE/ SOIL
BALAST
241.6
1267
119
LATERITE/ SOIL
BALAST
298
T-44/ANJANARI
335
46
SOIL/ LATERITE
BASALT
57
T-45/GHATIWALE
683
28
LATERITE/ SOIL
BALAST
51
T-46/TALAWADE
345
20
BALAST
T-47/ADAVALI I
655
12
BALAST
T-48/ADVALI II
295
11
BALAST
T-35/KARBUDE
T-37/POMENDI
T-38/BANEWADI
T-39/TIKE
T-43/MATH
T-49/BERDEWADI
BASALT
4000
83
BALAST
53
T-50/ MANDAVKARVADI
300
15
BALAST
T-51/WAGANGAON
215
11
BALAST
T-52/WHEL
569
50
BALAST
T-53/SHIRAVALI
1734
45
BALAST
48
T-54/K.TIWARE I
289
24
BALAST
26
T-55/K.TIWAREII
307
20
BALAST
T-56/TIWARE
1095
63
BALAST
25
T-57/BAREWADI I
700
28
BALAST
T-58/BAREWADI II
309
28
BALAST
T-59/SAUNDAL
420
45
BALAST
38
T-60/MALEWADI
332
52
BALAST
10
T-61/ADAWALI
301
39
BALAST
10
T-62/LADWADI
271
27
BALAST
30
T-63/ROGEWADI
140
21
BALAST
T-64/GOPALWADI
1208
74
BALAST
10
T-65/BERLE
394
30
KANJIM/
BALAST
T-66/SHERPE
315
30
SOFT ROCK
KANJIM
T-67/PERNEM
130
1561
120
SOFT SOIL/
ROCK
1381
Length (m)
Max. Over
Burden
Type of Rock
Length of
Lining (m)
T-68/OLD GOA
544
50
SOFT SOIL
544
T-69/VERNA
805
38
SOFT SOIL
805
T-70/SARZORA I
238
25
HARD ROCK
80
T-71/SARZORA II
655
45
HARD ROCK
65
T-72/PADI
1917
50
SOIL/ROCK
139078S
HOTCRETED
T-73/BARCEM
3343
270
HARD ROCK
99149S
HOTCRETED
T-74NAGARCEM I
126
40
HARD ROCK
51.520S
HOTCRETED
T-75/NAGARCEM II
280
50
HARD ROCK
4520S
HOTCRETED
T-79/LOLIEM
836
61
LATERITE
GRANITE
432
T-80/MUDGERI
835
30
SOIL/ROCK
455
T-81/KARWAR
2950
276
GNEISS
197
T-82/HARWADA I
79
15
GRANITE
79
T-83HARWADA II
360
30
GRANITE
53
T-84/ANKOLA
531
72
GRANITE
77
T-85/MRZAN
680
35
GRANITE
125
T-85A/MIRZAN
250
SOIL
250 CUT
& COVER
T-86/RAMTHERTH
650
SOIL
650 CUT
& COVER
T-87/HONNAVAR
306
36
SOIL
306SHIELD
T-88/HONNAVAR
1225
33
SOIL
1225
197
30
SOIL
197
T-89/MANKI
T-90/BHATKAL
864
51
SOIL/ROCK
751
T-91/BYNDOOR
1962
67
GRANITE/ CLAY
376
Total: 84796.50
15020.60
Length
(m)
Cost of Tunnel
(Rs. crore)
NATUWADI
4389
7.14
CHIPLUN
2033
3.84
SAWARDE
3404
6.27
PARCHURI
2628
7.10
KARBUDE
6506
12.66
TIKE
4077
6.02
BERDEWADI
4000
5.70
BARCEM
3343
5.53
KARWAR
2950
4.79
PERNEM
1561
6.49
OLD GOA
544
2.80
PADI
1917
5.04
BHATKAL
863
1.45
BYNDOOR
1962
6.04
131
Tunnel Sections
Geology
Geologically, the entire West Coast strip from
Roha to Mangalore falls in two distinct zones. The first
zone extends from Roha to Kankavali and the other zone
extends from Kankavali upto Mangalore. In the first zone
geological formation consists of dark coloured volcanic
lava flows and laterites. These are dominantly basaltic
in composition. Tunnelling through this zone was
comparatively easier except where jointed and columnar
basalt was found. The second zone from Kankavali to
Mangalore belongs to Archean and Cuddapah series of
geological formations, which are older than the Deccan
trap. The formation consists of phyllites, quartzites,
hematites, and a variety of schists with proportions of
garnet staurolite and kyanite. There are also laterite
deposits, which are, however, more ferruginous than
bauxitic. In some tunnels in Goa and in Karnataka, the
tunnelling media was extremely soft and innumerable
difficulties were encountered making such tunnelling very
expensive and time-consuming.
Soil Investigation
Rotary coring in NX size and water flush method
were used for drilling in the rock. Undisturbed core
samples with a diameter of 90mm were collected in
132
(ii)
(iii)
(iv)
(v)
Equipment
1.
2.
3.
133
134
135
Safety Measures
Control Room
(ii)
Instrumentation
Pollution and visibility detectors, temperature
indicators and alarms formed the backbone of the system
installed to monitor the environmental condition inside the
tunnel. Two independent communication systems were
provided inside the tunnel to enable the driver/guard to
contact the control room operator/central control in case
of emergencies.
Lighting Arrangement
136
Power Supply
Nathuwadi Tunnel
This 4389 m long tunnel is under the Kashedi
mountain range, rising up to 450 m above sea level.
The over-burden over the formation was around 350 m
and there was no scope for a shaft or adit. The work could
be done only through two faces. Drilling jumbos were
introduced in August 1992 and on the north face it was
operated departmentally. Although the rock was good hard
basalt, there were a number of difficulties, such as jointed
rock, heavy seepage from the face and sides, faults and
fractures. In this tunnel notable innovations were made to
improve the progress. These were 900 mm air duct line of
plain G.I. sheets (22 SWG) along with 25 HP, 1440 rpm
blowers at 250m intervals for ventilation; use of 100mm
diameter GI pipe line for supply of water to jumbos; 100
mm diameter GI pipe for dewatering; keeping a good road
bed so as to reduce the mucking time; installing step-up
transformers inside to maintain voltage at the correct level;
installation of telephones at various work spots, as also
wireless communications between working face and
Dy.CEs office, CEs office and Belapur; and use of slurry
type explosives. With all these measures, working was
very well organised and cycle time reduced considerably.
A minimum cycle time of four hours and 25 minutes with
3.9 m pull was achieved, giving an output of 180 m a
month on the north face.
Sawarde Tunnel
This tunnel is 3429 m long and its north portal is
at km 139.777. The tunnel had generally good strata in
fine grain basaltic rock. The contract for tunnelling was
given to M/s. Patel Engineering but as their performance
was not satisfactory, M/s. Larsen & Toubro was awarded
work on one face. A shaft was also provided at 1852 m
Parchure Tunnel
The north portal of the tunnel is at km. 179.672
and is 2628 m long. While the tunnel was generally in
good massive basalt rock, a number of fracture zones
were met with, where water was gushing out in large
quantities. This made the excavation difficult and time
consuming. In fact parallel to the coastline, runs a line
connecting about a dozen hot water springs, which are
known as deep-seated fractures. Such fracture zones or
weak zones were found at number of locations in the
tunnel. There were three intersecting fracture zones leaving
large massive basalt blocks intact in between them. The
massive basalt was with broad columnar joints. The
Nathuwadi Tunnel 4450m long, with a train emerging from the South face
137
Pernem Tunnel
This is a 1560 m long tunnel. Work started in
January 1992 on the north face and soon after on the
south face. On both sides laterite soil was encountered
and the tunnelling was by heading and benching. The
excavation became difficult as soil was mixed with water
and face became unstable number of times. From the
north side rock was struck after 234 m. Since it was
stratified it had to be supported at CH: 371 i.e. after 137
m another patch of soil 29 m was encountered. This was
followed by 60 m of good hard rock and 20 m of soft rock
requiring support. Again 87 m of good rock followed by 20
m of soft rock and then 74 m of soil were met with. This
was followed by 39 m of hard rock and 13 m of soft rock.
The soil reappeared for 27 m followed by 22 m of soft
rock. This was followed by 200 m of good hard rock. On
the south side the soil was perhaps the worst that could
be expected. For 558m there was nothing but soil highly
saturated with water and working was most difficult and
time- consuming. A number of collapses, took place in
the tunnel. In the rainy season of 1992, both the north
and south faces collapsed each taking about three months
for rectification. Again in the monsoon of 1993 further
collapses took place, which took four months to rectify. A
16m long heading collapsed on north in February 1993,
which took three months to rectify. In monsoons of 1994,
a collapse on the north face took six months to rectify. In
1995, two collapses took place on north face first in April
at CH: 214 to 216 which took one month and the other at
CH: 370 in October 95 which took 45 days. On the south
side also collapses took place at CH: 259-264, CH: 270
to 277 in 1995 and at CH: 262 to 282 in February 1996.
On the north face major collapses took place again in
August 1997 and October 1997 which caused a setback
of about four months. Due to frequent change of strata,
the strategy had to be altered every time soil or rock
requiring support was met. This tunnel took the longest
time.
138
Verna Tunnel
This 805 m long tunnel is through phyllitic clay,
weathered schist with soil bands and about 40 m of hard
dolorite. Problems occured in the clay with two such
collapses affecting the roof and ground over hill surface.
These were tackled by extensive grouting. Tunnelling
through schist was easier and through dolorite was ideal.
Padi Tunnel
The work on this 1917 m long tunnel was started
on both faces. On the north the soil encountered was
weathered rock followed by lateritic soil. On the south
there was jointed and basaltic rock with water flowing
through joints. The contractor had suggested an adit at
the centre to tackle the tunnel through two more additional
faces. In fact, adit struck the tunnel alignment at a place
where rock towards south and soil towards north had a
junction. Subsequently, the south rocky portion was
allotted to another contractor who had just completed
Barcem tunnel and the work on North was taken up
departmentally. Work proceeded smoothly but in the adit
towards the north the soil was soft and saturated with
water resulting in frequent collapses and subsidence. After
about 134 m of heading from adit towards the north the
work was at a standstill for more than six months. From
the adit towards south M/s. Bhageeratha completed the
rocky portion well in time. Fortunately the last 100 m
from north side the soil was good laterite and the work
could be done from June 1996 to September 1996, even
during the rainy season. Once the heading was through
the rest of the work was done fast and the tunnel was
ready by February 1997.
Mudgere Tunnel
This 835 m long tunnel is on the border of Goa
and Karnataka. On the north side there were problems
of collapses, jointed rock, water gushing out, as also
roof collapses resulting in chimney formation and huge
craters at top in two places. On the south side the
tunnelling was through rock but as the work proceeded
towards the north the rock cover diminished and at about
650 m from south portal the cover was hardly a metre.
This got punctured and the top collapsed to form a
chimney with huge crater on top. This was tackled with
forepoling and temporary support and provided with
lining.
Honnavar Tunnel
Tunnel 5 and 5A are located near Honnavar.
These two tunnels are 1225 m and 306 m long with a
50m long valley separating them. From the south end of
tunnel 5 the north abutment of Sharavati Bridge is only
50m away. The maximum over burden was 32m and
the top was inhabited, and as such an open cut could
not be made.
As the nature of soil was soft and clayey it was
decided to go in for a shield type tunnelling from both
sides. One German Engineer was the designer of these
two shields S-1 & S-2. These shields after developing
requisite infrastructure started operation in April 1992. The
progress with the sield S-1 was very slow due to the strata
being mixed with hard laterite and lithomargic clay. When
the blades could not pierce through the hard laterite the
flow of loose clay used to take place. Hence large cavaties
took place which had to be injected with cement and and
clay mixed in the form of slurry from the top. In January
1993, shield S-2 had also commenced but desired
progress was not available here also.
As the progress achieved from shield tunnelling
was not satisfactory, first a shaft was provided to work on
two additional faces and later two faces were developed
from south end of tunnel 5A and north end of tunnel 5. As
the progress of providing shield was not satisfactory, this
was given up and conventional soft soil tunnelling was
resorted to. A shaft was also provided to work on two
additional faces. The work was done in good time.
Bhatkal Tunnel
The 864 m tunnel is located on the outskirts of
Bhatkal town. The hill through which the tunnel passes is
capped with hard laterite. The maximum overburden over
the top of the tunnel was 50 m. Cut and cover was provided
for 30 m at the northern and southern ends of the tunnel
due to inadequate rock cover. The rocky portion of the
tunnel was tackled by excavating over full face by
conventional drill and blast method. The rock being fissured
and stratified was fully lined. In the soft soil portion the
material was lithomargic clay. Tunnelling in this soil had
a number of problems. A shaft 6m x 8m was sunk at a
distance of 231m from northern end of the tunnel since
tunnelling from northern portion became almost impossible
due to frequent collapses. Two additional faces were
available and mucking was done with the help of a 35tonne crane positioned near the shaft at the top. Cavities
formed at certain locations above the arch ribs were filled
from inside the tunnel with lean concrete using
compressed air. Larger cavities were filled with concrete
poured through bores from the top. During monsoons,
the weight on ribs at certain location was so much that
ribs were bent and twisted. Spacing of ribs was reduced
from 50 cm to 25 cm and section of ISMB raised from
150 to 200. Arch ribs were laced at these locations to
give extra strength and rigidity. Besides, reinforced
concrete beam was provided at wall beam level to take
horizontal thrust and thereby prevent wall beams from
bending inside. Temporary horizontal struts connecting
wall beams were provided at locations where excessive
horizontal thrust was observed after 99 m of tunnelling,
90 m from north face, between the north face and the
shaft was done by cut and cover. The entire section was
excavated to formation level and sides and arch were built
in RCC. During the rainy season of 1996 some of the
excavated material was dumped on the arch ring and this
caused uneven loading. The entire arch ring along with
the sides collapsed and this portion had to be redone.
Thereafter, to prevent such damages, the arch ring was
loaded uniformly for eight-metre depth of excavated soil.
139
Byndoor Tunnel
This tunnel is located at Byndoor in Udupi district
of Karnataka. It is the first tunnel in the south and is
1962 m long. Over the hill, through which the tunnel
passes, runs the National Highway 17 to Cochin. The
major part of tunnel 1580 m is hard granite rock. A drilling
jumbo was deployed for drilling and Haggloader for
mucking. An average cycle time of 16 hours was achieved
with a pull of 3.5 m. The balance of 382 m of tunnelling
was through lithomargic clay, saturated with water, very
near the liquid limit. About 130m near the south portal
were tackled by normal heading and benching, overcoming
number of problems like collapses, settlement of supports,
bending and twisting of arch ribs. These problems were
overcome by grouting the clayey soil, umbrella forepoling
with angles. Eighty metres of soft soil tunnelling near the
north portal was done as cut and cover. The balance 172
m tunnelling through soft soil was the most difficult and
took the maximum time. At one time it was thought that
provision of a shaft would help. A 10 m x 8 m rectangular
shaft was sunk, but it did not sink straight and had to be
plugged above the top of tunnel and abandoned. The soil
was so atrocious and fluid that rectification had to be
done more than four times due to displacement, twisting
140
Successful Completion
The Konkan Railway Project despite all odds has
been completed in record period of seven years and is
now in operation for last ten years. This is first railway
project in the History of Indian Railways which has been
successfully built on BOT concept and being run efficiently
to serve the debts.
141
142
MUMBAI PUNE
EX- PRESSWAY A First
Expressway of India
Salient Features of Tunnels
State
Maharashtra (India)
Owner
Konkan Railway
Corporation Ltd.
Construction Period
28 months, commissioned
on 01-05-2000
No. of tunnels
11 } 10 tunnels bored
} 1 existing tunnel
widened
Total Length.
Width of tunnel
17.6 m
Ventilation
List of tunnels
Sl.No. Name
1.
Bhatan
1046
1085
2.
Madap
295
351
3.
Adhosi
200
4.
Khandala
314.35
(Existing
tunnel
widened)
402.315
5.
Kamshet I
935.15
972.77
6.
Kamshet II
191
168
Execution of Tunnels
The work of tunnelling was enstrusted to Konkan
Railway Corporation Ltd. (KRCL) by MSRDC since KRCL
had attained expertise in it during execution of 760 km
long Konkan Railway project between Roha & Mangalore
till 1997 and had imported lot of tunnelling equipment.
As the railway project was towards completion, lot of
equipment & trained manpower was surplus with KRCL.
143
144
145
146
ROHTANG TUNNEL
State
Himachal Pradesh
Owner
Designer
Proposed Construction
Period
5 year
Project Construction
Methodology
Length -8.802 km
Geology - Himalayan
Execution Plan
The broad planning of execution of the project as
planned at present is as follows
(i)
(ii)
(iii)
(iv)
147
JAWAHAR TUNNEL
BANIHAL TUNNEL
Salient Features of the tunnel are:
Completed
State
Status
In Use
Owner
Function
Road Tunnel
Length
Shape
Horse shoe
148
1961
Status
In Use
Location
J&K
Function
Road Tunnel
Length
2576 m
149
150
Methodology of Construction:
WATER SUPPLY TUNNEL
Municipal Corporation of Brihan Mumbai has been
making concerted efforts to meet the ever-growing water
demand of Mumbai. Since the partition of country in
1947, large scale industrial expansion in terms of oil
refineries, chemical plants etc. resulted in huge influx of
population in Mumbai. Further, in 1950, merging of
western and eastern suburbs increased the water
demand tremendously. This was the time when the
engineering excellence of independent India got
introduced in the form of Vaitarna Scheme. Under the
scheme, a 7.2 km. long tunnel was driven through
Vaitarna hills to link the Vaitarna and Tansa lakes by
MCBM. Since then, tunnels have always remained an
undivided part of any water supply scheme executed by
MCBM till to date.
Though, the newer and newer water supply
schemes are developed with sources located at about
80 to 100 km. away from Mumbai, the conveyance of
water through the northern end of Mumbai to southern
part has always been a nightmarish experience.
Thereafter, due to the phenomenal growth in the
population, consequential traffic congestion in the City
and awareness of the increasing corrosivity of soils have
put severe restrictions on laying of either above ground
or underground pipelines. Further, due to the all-round
development in Mumbai, the demand for maintaining
high pressures in the distribution system has also
increased. Under the circumstances, there has been no
other alternative with MCBM than to go for tunnels as
the only feasible alternative for the distribution feeder
mains. As a matter of fact, MCBM has evolved the policy
of replacement of old dilapidated distribution feeders by
tunnels, since they are found to be free of maintenance.
Support System
(I) Shafts
The shafts constructed in water supply tunnels in
MCBM are basically serving two purposes.
(i)
(ii)
II) Tunnels:
Mumbai forms one of the important parts of
Deccan Trap. As a result, the geological formations
mainly consist of basaltic lava flows. Further, these lava
flows are found interspersed with intercalations of various
volcanic products such as black shale, volcanic ash,
marine clay etc. At some places, the rock formations
151
Shotcreting
(ii)
Rock bolting
(iii)
152
Irrigation Tunnels
Some of the important irrigation tunnels pertain to
projects - Tawa project, Hemavaty reservior project,
Malaprabha project, Ghatprabha project, Punasa Tunnel
- Indira sagar project & Canal Tunnel of Srisailam project.
Special details of some of water Supply and
Irrigation Tunnels already completed and under
construction are given as the following pages :
(i)
State
Maharashtra.
(ii)
Owner
(iii)
Designer
(iv)
Contractors
(v)
Total length
6.66 km
(vi)
Shape
(vi)
(b)
Date of commissioning
(c)
(d)
1956-57
(f)
Lining
The intake tower is RCC lined and the tunnel is internal cement
concrete lined of thickness varying from 150 mm. to 300 mm.
depending upon the quality of the rock. Reinforcement has
been used wherever necessary.
153
(i)
State
Maharashtra.
(ii)
Owner
MCBM
(iii)
Contractors
(iv)
Construction period:
(v)
Total length
(vi)
Shape
(vii)
(i)
Date of commissioning
(ii)
1963-1968.
(c)
(d)
The tunnel was driven through sound basalt, but in the event
the rock encountered was highly weathered and jointed,
fissured.
(e)
Linining
RCC
6 km
(b)
(i)
Support System
(ii)
Steel
(iii)
Rock bolting
(iv)
Shotcreting
(f)
(i)
(g)
154
155
(a)
(i)
State
Maharashtra.
(ii)
Owner
MCBM
(iii)
Designer
(iv)
Contractors
(v)
Construction period:
(vi)
Total length
(vii)
Shape
(viii)
(i)
Date of commissioning
01.04.1979.
(ii)
1975 1979.
(c)
(d)
(e)
Linining
RCC
46 months
983 m
(b)
(i)
(f)
(i)
156
(a)
(i)
State
Maharashtra.
(ii)
Owner
MCBM
(iii)
Designer
(iv)
Contractors
(v)
Construction period:
(vi)
Total length
(vii)
Shape
Circular.
(viii)
(i)
Date of commissioning
1989.
(ii)
1982-1989.
(c)
(d)
(e)
Lining
RCC
4 km.
(b)
(i)
Support System
(i)
Rock bolting
(ii)
Shotcreting
TBM
f)
(i)
g)
157
(a)
(i)
State
Maharashtra.
(ii)
Owner
(iii)
Designer
(iv)
Contractors
(v)
Construction period
(vi)
Total length
11.95 km
(vii)
Shape
Circular
(viii)
(b)
(c)
(i)
Date of commissioning
09.02.2006
(ii)
Construction period
08-08-2000 to 09-02-2006
d)
The region falls in the Deccan Trap area, and the main rock
types are basalts, trachytes, volcanic breccias and tuffs of
different types. Shales occur as intercalations in other rocks
or as independent beds. Vertical and steeply inclined fractures
along which no movement has taken place are known to be
occurring in the region and have also been met with in some
drill holes.
(e)
Lining
158
(f)
The tunnel was bored using two nos. of full face rock tunnel
boring machines (TBM) of 3.6 m diameter. Two TBMs
commenced the boring simultaneously from two ends viz.
Bhandup Complex and Malad Hill Reservoir, towards vent
shaft. 2.7 km away from Bhandup Complex. After boring B
M tunnel, two TBMs were dismantled, taken out, refurbished
and installed in Charkop and Liberty Garden shafts and
commence boring towards Libery Garden and Malad Hill
Reservoir respectively.
(g)
159
(i)
State
Maharashtra.
(ii)
Owner
MCBM
(iii)
Designer
(iv)
Contractors
M/s. H.C.C.Ltd.
(v)
Construction period:
(vi)
Total length
(vii)
Shape
Circular
(viii)
(i)
Date of commissioning
September 2000.
(ii)
1995-2000.
(c)
(d)
(e)
Lining
RCC
5 km
(b)
(i)
Support System
(i)
Steel
(ii)
Rock bolting
(iii)
Shotcreting
TBM
(f)
(i)
(g)
160
(i)
State
Maharashtra.
(ii)
Owner
(iii)
Designer
(iv)
Contractors
(v)
Construction period:
10 Years.
(vi)
Total length
(vii)
Shape
Circular.
(viii)
(i)
Date of commissioning
1991.
(ii)
Construction period
1981 - 1991
(c)
(d)
(e)
Lining
702 m.
(b)
(f)
161
(a)
(i)
State
Maharashtra.
(ii)
Owner
MCBM
(iii)
Construction period:
(iv)
Total length
(v)
Shape
Circular.
(vi)
(i)
Date of commissioning
September 1997.
(ii)
1989-1997.
(c)
(d)
(e)
Lining
RCC
3.8 km.
(b)
(i)
Support System
(iii)
Steel
(iv)
Rock bolting
(v)
Shotcreting
TBM
f)
(i)
g)
162
(a)
(i)
State
Maharashtra.
(ii)
Owner
MCBM
(iii)
Designer
(iv)
Contractors
(v)
Construction period:
(vi)
Total length
(vii)
Shape
(viii)
(i)
Date of commissioning
04.10.10 (Proposed)
(ii)
2007 to 2010.
(c)
(d)
(e)
Lining
RCC
3.575 km.
(b)
(i)
Support system
(i)
Steel
(ii)
Rock bolting
(iii)
Shotcrete
TBM
(g)
(h)
Instrumentation.
(f)
(i)
163
(a)
(i)
State
Maharashtra.
(ii)
Owner
(iii)
Designer
(iv)
Contractors
(v)
Construction period:
48 months
(vi)
Total length
(vii)
Shape
(viii)
(i)
Date of commissioning
05.07.2011 proposed
(ii)
Construction period
(c)
(d)
7.5 km
(b)
Lining
(f)
The main tunnel will be excavated by 4.1 m dia. full face rock
tunnel boring machine (TBM). All these intake tunnels will be
excavated using drilling and controlled blasting method.
(g)
Under construction.
164
(a)
(i)
State
Maharashtra.
(ii)
Owner
(iii)
Designer
(iv)
Contractors
(v)
Construction period:
(vi)
Total length
(vii)
Shape
Circular.
(viii)
(i)
Date of commissioning
9.5.2012 proposed
(ii)
Construction period
(c)
(d)
Lining
All shafts will be lined (cast in situ) with M25 R.C.C. of grade
thickness 500 mm. The tunnel will be RCC lined (cast in situ)
of M20 grade concrete of thickness 300 mm. In some areas
with weak geological stratas, 16 mm thick mild steel liners will
be provided. These steel liners will be lined internally with 12
mm thick cement mortar.
11.85 kms.
(b)
(e)
165
(g)
Under construction.
166
(a)
(i)
State
Maharashtra.
(ii)
Owner
MCBM
(iii)
Designer
(iv)
Contractors
(v)
Construction period:
(vi)
Total length
(vii)
Shape
(viii)
(i)
Date of commissioning
06.12.2010 (proposed)
(ii)
(c)
(d)
Tunnel falls in the Deccan Trap area and the main rock types
are basalts, trachytes, volcanic breccia and tuffs of different
types. Black shale occur as intercalations in other rocks or as
independent beds. Vertical or steeply inclined tractures along
which no movement has taken places are known to be
occurring in the region. At certain locations, Laterite formations
have also been observed.
(e)
Lining
RCC
6.1 km
(b)
(i)
Support System
(i)
Steel
(ii)
Rock bolting
(iii)
Shotcrete
TBM
(f)
(i)
(g)
167
168
State
Madhya Pradesh
River
Narmada
Owner
Narmada Valley
Development Authority
Designer
CWC
Contractors
Construction Period
1997-2003
Shape
Circular
169
Length of
Tunnel
(M)
Type of
Flow
Finished
Diameter
Type of
Lining
Designed
Discharge
Diversion Tunnel
390
Pressurized/
Open
8.75
100 mm
thick
shotcrete
500 cumecs
Penstock 1 to 8
115
Pressurized
8.00
Steel lined
275 cumecs
2030
Open
8.25
Horseshoe
35 cm
thick
concrete
116.90 cumecs
Ahirkheda Tunnel
1975
Open
7.00
Horseshoe
35 cm
thick
concrete
77 cumecs
170
State
Maharashtra
River
Dhavari
Construction Period
Length of Tunnel
460 m
Geology
The rock met out was of Amigdaloidal Basalt with
uneven joints. Under ground excavation carried out with
Horizontal drilling 8 ft in central and 5 ft @ exterior end. A
171
172
173
174
Stone Age
The age when the prehistoric man began to use
stones for utilitarian purpose is termed as the Stone Age.
The Stone Age is divided into three broad divisionsPaleolithic Age or the Old Stone Age (from unknown till
8000 BC), Mesolithic Age or the Middle Stone Age (8000
BC-4000 BC) and the Neolithic Age or the New Stone
Age (4000 BC-2500 BC) on the basis of the specialization
of the stone tools, which were made during that time.
Ajanta Caves
Location
The caves are in a wooded and rugged horseshoeshaped ravine about 3 km from the village of Ajintha. It
is situated in the Aurangabad district of Maharashtra State
in India (106 km away from the city of Aurangabad). Along
the bottom of the ravine runs the river Waghur, a mountain
stream. There are 29 caves excavated in the south side
of the precipitous scarp made by the cutting of the ravine.
They vary from 35 to 110 ft. (10.5 m to 33.5 m) in elevation
above the bed of the stream.
History
Ajanta is one of the worlds greatest historical
monuments recognised by UNESCO.These caves were
discovered in AD 1819 and were built up in the earlier
2nd century BC-AD. Most of the paintings in Ajanta are
right from 2nd century BC-AD and some of them about
the fifth century AD and continued for the next two
centuries. All paintings show heavy religious influence
and centre around Buddha, Bodhisattvas, incidents from
the life of Buddha and the Jatakas.
Most of them were finished, a few were half
finished, a pathway, scooped out from stone, runs as a
crescent by the caves for pedestrians.
The Ajanta cave temples are of two different kinds,
some of them are Chaitya halls, for group worship as in
Bhaja, Karla, and Kanheri. In the Chaitya hall caves
(8,9,10,12 & 13), there are symbolic stupas. These
represent the grave mounds over the relics of the
175
Badami Caves
Location
Buddha.The second kind of cave in Ajanta is the Vihara
cave. This has cells for monks to live in their excavation
exhibits a great variety, some with simple facade, others
ornate; some have a porch and others do not.
The paintings and sculptures of Ajanta are
considered masterpieces of Buddhist religious art.
History
These caves were built during the regime of the Chalukya
Empire around the 6th century. They were discovered
Badami Caves
176
Bhimbetka Caves
Location
The Bhimbetka Caves are located about 45 km
from Bhopal, in the state of Madhya Pradesh. There are
838 caves, which are spread in the total area of 1850
hectares. Out of these, 15 of the most exotic caves have
been opened for the tourists. Bhimbetka caves are oldest
one among the UNESCO World Heritage Sites.
Bhimbetka Caves
Ellora Caves
Location
Located about 30 km from Aurangabad, these
caves are known for the genius of their sculptors.
History
Ellora first appears to the visitors as an irregular
ridge of rock rising vertically from the ground. The cave
complex is multicultural, as the caves here provide a
mix of Buddhist, Hindu and Jain religions.
Location
Pataleshwar is the rock cut cave temple, located
in the heart of the city of Pune in Maharashtra India.
History
Pataleshwar cave temple was carved out in the
8th century.
Pataleshwar cave temple provides the perfect
example of rock cut architecture. It has been hewn out
from the single rock. The cave temple also houses the
museum, which is listed in the Guinness Book of
Records. The main attraction of the museum is the grain
of rice that has around 5,000 characters inscribed on it.
177
Elephanta Caves
Khandagiri Caves
Location
Location
History
History
Elephanta Caves
Khandagiri Caves
178
Undavalli Caves
Nellitheertha Cave
Location
Nellitheertha Cave is located in Nellitheertha, in
the state of Karnataka in India. The cave of Nellitheertha
is about 200 m long. The cave has the huge entrance
but one needs to reach the interior of the cave on knees
only.
Nellitheertha Caves
History
These four stories caves are said to be found in
the 7th century. They are associated with the
Vishnukundin Kings of AD 420 620. These exotic caves
of Undavalli were dedicated to the Anantapadmanabha
and Narisimhaswami.
Bagh Caves
Location
Bagh Caves are situated at a distance of 97 km
from Dhar in Madhya Pradesh, India.
History
History
The cave temple of Nellitheertha dates back to
year 1487.
Undavalli Caves
Location
Undavalli Caves lies in the Undavalli village in the
Guntur district of Andhra Pradesh. From the city of
Vijayawada the caves are located at a distance of 8 km
and 32 km from Guntur. These caves are located at the
top of the high hills facing the Krishna River.
Gupteswar Caves
Location
Gupteswar is a famous cave shrine dedicated to
Lord Shiva. It is located near Jeypore, India, at the top
of a limestone hill which is about 500 metres above sea
level.
179
History
Formation
Bedse Caves
Location
Bedse Caves also known as Bedsa Caves are
situated in Maval taluka, Pune District, Maharashtra,
India.
History
The caves can be traced back up to 1st century
B.C. There are two main caves. The main cave which is
the Chaitya (prayer hall) has a beautiful Stupa. Both the
caves have some carvings also.
Belum Caves
Location
Belum Caves is located at Belum Village in
Kolimigundla Mandal of Kurnool District in State of
Andhra Pradesh, India. Kolimigundla is situated 3 km
from Belum Caves.
Entrance to Belum Caves
History
Belum Caves is the second largest cave in Indian
sub continent and the longest caves in plains of Indian
Subcontinent. Belum Caves derives its name from
Bilum Sanskrit word for caves. Belum Caves has a
length of 3229 m, making it the second largest natural
caves in Indian Subcontinent. Belum Caves have long
passages, spacious chambers, fresh water galleries and
siphons. The caves reach its deepest point 120 feet (36.6
m) from entrance level) at the point known as
Patalganaga.
Detailed exploration of the caves was carried out
in 1982 and 1983.
Archaeological Survey of India (ASI) also found
remnants of vessels, etc. of pre-Buddhist era and has dated
the remnants of vessels found in the caves to 4500 BC.
Bhaja Caves
Location
Bhaja Caves, near the Karla Caves, are a group
of 18 rock-cut caves dating back to 200 BC located near
Development of Caves
180
Edakkal Caves
Petroglyphs dating back to about 6000 BC
Location
History
Viharas make up ten caves, and one is a chaitya,
stylistically similar to the Karla Caves. There is also group
of 14 stupas, five inside and nine outside the caves. One
of the caves has some fine sculptures. Near the last
cave is a waterfall which, during the monsoon season,
has water that falls into a small pool at the bottom.
History
They lie on an ancient trade route connecting the
high mountains of Mysore to the Malabar coast ports.
Inside the caves are pictorical writings believed to be
from neolithic man, evidence of the presence of a
prehistoric civilisation existing in this region. Such Stone
Age carvings are very rare and these are the only known
examples in southern India.
Borra Caves
Location
The Borra Caves are located in the Anatagiri Hills
of Eastern Ghats, near Vishakapatnam, Andhra Pradesh
State in India.
History
They are at a height of about 800 to 1300 metres
above Mean Sea Level and are famous for millions of
years old stalactite and stalagmite formations. They were
discovered by William King George, the British geologist
in the year 1807.
Stone age writing
Interior of Borra Cave
181
Ghorawadi caves
Location
The Ghorawadi caves, also known as
Ghorawdeshwar, are located near Dehu Road, around
40 km from Pune on the PuneMumbai NH4 highway.
History
Archaeologists surmise the caves were carved
around the 3rd and 4th century. There are nine rooms
for meditation adjoining the GRIHA.
As one climbs a little further, there are more caves,
which have deities and carvings on the walls.
182
Barabar Caves
Location
The Barabar caves, which is a group of small
caves on the Barabar hills located at a distance of 20
km from Gaya in Bihar, comprises numerous temples
constructed from black granite stones.
History
Built for the first time during Ashokas reign with
contributions in the later period also, these caves look
like wood from a distance.
The Barabar caves consist of mainly three types
1.
Nagarjuna caves
2.
3.
Hut Caves
183
184
FUTURE TUNNELING
AND UNDERGROUND
WORKS
12.235
Dibang (3000MW)
8.904
8.785
24.12
27.84
25.3
9.12
18.6
10.8
4.43
9.15
5.58
12.463
12.75
8.215
5.815
6.547
4.851
Name of Project
Length in km
2.67
9.38
3.34
3.32
8.7
2.247
4.47
34.94
1.12
3.6
10.15
24.325
11.785
20.81
9.5
3.483
5.909
8.895
6.584
16.40
12.034
2.7
6.9
2.04
4.626
2.665
12.161
6.385
10.226
11.432
16.179
Gondhla
19.226
Jhangi Thopan II
7.0
185
7.286
Mawput (21MW)
2.587
8.703
Selim (170MW)
4.965
8.672
Rangmaw (65MW)
9.474
Twang
2.515
Yangnyu(80 MW)
4.137
4.0
3.06
15.81
5.648
10.87
5.789
7.53
1.127
Tropal Power I
Luhri Hydroelectric Project (776 MW)
89.996
Teesta-IV (495MW)
17.05
21.57
12.065
17.05
8.76
18.435
5.816
17.6
18.95
19.975
17.79
10.05
2.5
.85
6.05
2.0
5.81
4.69
17.66
10.525
0.9
6.81
0.9
Vyasi (120MW)
3.07
0.9
KotlibhelStage-IA (195MW)
1.616
2.426
KotlibhelStage-IB (320MW)
3.983
18.79
KotlibhelStage-II (530MW)
3.36
5.65
14.29
11.41
1.925
17.53
4.222
2.80
6.6
15.865
11.543
Nongham (50MW)
Nongkolait (120MW)
Umjaut (69MW)
15
4.005
6.52
2.9
Umangi (54MW)
6.772
Mawblei (140MW)
7.585
Sushen (65MW)
1.492
Boinu
34.982
Mawhli
11.82
Umduna (57MW)
7.945
186
14.186
Sub Total
Phase-III
After the completion of Phase II of Delhi Metro
Project by 2010, work on Phase III covering 112.17 kms
is likely to be taken up. Some of the corridors that are
likely to be included in Phase III are Mukundpur- Sarai
Kalenkhan ISBT, CS-Gokulpuri border-Nawada, RithalaBarwala, Airport Link Sushanlok-T junction Sector
Phase-IV
This would be the final phase of Delhi Metro. By
adding another 108.50 kms, it would completely link Delhi
& the National Capital Region (NCR) with a total network
of around 414 kms. Both these phases would also involve
construction of tunnels and underground stations. After
completion Delhi Metro Rail work shall be amongst one
of the longest Metro network in the world
Name of
the city
Bangalore
Rail Network
For Jammu-Udhampur- Srinagar Baramulla Rail
Link, between Katra-Quazigund section (142 km), there
are 42 nos. of tunnels with total length of 107.96 km are
to be executed in short span of next five years.
Road Tunnels
Under programmes for development of
infrastructure, road links to remote regions of the country
are also planned to be strengthened and improved.
Line
Kms
18.1 Kms
14.9 Kms
Airport Link
City Airport Terminal at Police Ground
(NH-7) New International Airport (Phase-I) 33.65 Kms
2
Hyderabad
26.27 Kms
13.18 Kms
21.74 Kms
Airport Link
Begampet Airport - Hyderabad
International Airport at Shamsabad (Phase-I) 42.35 Kms
3
Ahmedabad
Metro System
Line-I Akshardham APMC Vasana
32.65 Kms
10.90 Kms
Mumbai
44.85 Kms
9.85 Kms
11.07 Kms
38.24 Kms
13.18 Kms
Kochi
25.253 Kms
Chennai
23.05 Kms
23.44 Kms
Kolkata
18.65 Kms
Ghaziabad
9.41 Kms
13.875 Kms
Badarpur
187
2.
3.
4.
188
Suggested Policy
The following two-fold policy is of relevance for
improving the tunnelling rates.
Long-term Policy
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
2.
4.
5.
6.
7.
8.
9.
10.
189
190