HISTORY OF TUNNELS IN INDIA 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 eception. Tunneling dates back to prehistoric times. Primitive people dug cavities or wide widene ned d the the natu natura rall cave caves s for for shel shelte terr agai agains nstt weath eather er,, enem enemie ies s and and wild ild life life.. Archaeological Archaeological research establishes establishes that men even in the stone age ecavated ecavated cavities. Pre historic tunnels built a few thousand years ago have been discovered in India. Tunn Tunnel el constr construct uctio ion n in India India date dates s back back to !aha !ahabh bhara aratt perio period d when when Pand Pandava avas s ecavated escape tunnel . "istory 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 epertise in ecavating these caves. #hile the caves of A$anta, %llora, %lephanta are the tourist attraction, there are other caves which are e&ually fascinating and details of such '( caves are given in this book. Tunnel Tunnels s are importan importantt compone components nts of transpo transportati rtation on networks, networks, water water conveya conveyance nce networks and communication networks. They could be in rocky environment or in softer media and could be in various geometrical shapes depending on the functional utility. %arlier tunnels were constructed manually. !an)s insatiable passion to achieve more and more progress and production to meet the ever increasing re&uirement of mankind has driven him to design and improve upon the production of basic tunneling tools into more efficient and productive ones.
Hydro Tnne!s *onstruction of tunnels received a big boost after independence in '+ when large prog progra ramm mmes es for for epl eploi oita tati tion on of water ater reso resour urce ces s were were take taken n up whic which h invo involv lved ed construction construction of tunnels for water conveyance conveyance and other underground underground works. In the last si deca decade des s large large numbe numberr of tunne tunnels ls have have been been const construc ructed ted in conne connecti ction on with with multipurpose multipurpose and hydroelectric hydroelectric pro$ects in the "imalayan region. Amongst Amongst the important pro$ects, where tunnels have been built include *hamera, aira-suil, and /athpa 0hakri pro$ects in "imachal Pradesh, 1ri 2tage-I, 3ulhasti and, 2alal pro$ects in 0ammu and 4ashmir, 3hauliganga pro$ect in 1ttaranchal. In the /orth-%ast, important tunnel $obs have been eecuted at 5oktak and Teesta stage- 6 Pro$ects. In the Peninsular India too, ther there e was was spur spurtt in tunn tunnel elin ing g acti activi vity ty conn connec ecte ted d with with the the eec eecut utio ion n of 4oyn 4oyna, a, /agar$unasagar, and 2risailam pro$ects. Tunnels with bore diameter of as much as + m
and length up to over 78 km at eas - 2utle$ 5ink have been built in this period. About 9 hydro-tunnels, hydro-tunnels, small and big, totaling a length of about :8+ km. have already been been comple completed ted while while '7: '7: tunne tunnels ls havin having g a leng length th of abou aboutt 77; 77; km. km. are unde under r construction. About 8: tunnels having a total length of about '7;; km are planned to be eecuted in recent future. 3etails of these pro$ects are indicated in the chapter on "ydro Tunnels Total lengths of tunnels in some pro$ects are indicated in the table below. /ame of "% Pro$ect
5ength of o f tu t unnels in i ncluding ad a dits
Teesta Pro$ect
77.8
Tehari Pro$ect
'.97
aira 2uil Pro$ect
':.9+
*hamera I Pro$ect
';.7
/athpa 0hakri Pro$ect
+;.'
1ri Pro$ect
'+.;
4oyna Pro$ect
''.998
4alinadi Pro$ect
'.7'
Rai!"ay Tnne!s Apart from tunnels for hydroelectric hydroelectric works, another sector where tunnels have a important role to play is >ailway including !etros. !odern tunnel construction in India has its origin mainly in the /ineteenth century when a number of railway tunnels were constructed for etension of the rail network for crossing hill ranges in #estern ?hats, 6indhayas and in the foothills of "imalayas for connecting few hill resorts like 2himla. 2ome of the )"ill trains) connecting important hill stations passing through number of tunnels have historical importance and some of them have been given #orld "eritage 2tatus by 1/%2*@. The hill train running on 4alka - 2himla section, built during the period period '+;;-'+ '+;;-'+;9 ;9 has to pass through through '; tunnels tunnels of varying varying lengths. lengths. The longest longest tunnel, the )arog Tunnel) is '':m long. The epertise and e&uipments available at that time in comparison to what we have today clearly reflects the difficulties which must have been faced at that period to construct these memorable tunnels. The new railway line, prestigious and the most challenging challenging 0ammu-1dhampur-2rinagar0ammu-1dhampur-2rinagararamull aramulla a <9;km.= <9;km.= under construct construction ion in the "imalayan "imalayan !ountai !ountains ns in 0ammu 0ammu and 4ashmir state passes through difficult terrain. The adverse geology enroute has led to increase in tunnel length because it was not possible to locate bridges and tunnel portals in slid slide e zone zones s and and othe otherr unfa unfavo vora rabl ble e loca locati tion ons. s. The The rock rocks s rang range e from from loos loose e conglo conglome merat rates es and and sever severly ly folde folded d and and crush crushed ed sand sand-cl -clay ay-- silt silt stone stones s in 4atra 4atra-2angaldan region to slates, schist and phylites beyond 2angaldan. The line shall cut across three ma$or thrust zones, the >easi thrust, the !uree thrust and the Pir Pan$al thrust. The rocks along the proposed alignment are heavily folded, over thrusted and faulted at many places making the rocks highly $ointed and crushed. There are :9 tunnels having a total length of about '7; km. along the alignment, the longest being :.8 km. 0ammu-1dhampur >ail 5ink <89. km= forms a part of the
0ammu-1dhampur-2rinagar aramulla railway line connecting 0ammu, the summer capital of the 04 2tate with 1dhampur the district head&uarter. Track traverses the domain of 2hiwalik ranges of young "imalayas which is highly undulating and difficult hilly terrain. *onstruction of railway line involved (8.77 lac cum of earthwork and rock cuttingB 7' tunnels with total length of ';.:(; kms, longest tunnel being 7.8 km and '8( bridges with spans up to ';7 m < in prestressed concrete= and '8 m
ailways, with a rich history in tunneling since '((+ when first tunnel commenced at hor ?hat, have con&uered the mighty and unpredictable "imalayas on 01>5 <0ammu-1dhampur >ail 5ink= with road ?auge line. 1pon completion of the entire pro$ect, it will be an engineering marvel and will supplement the transportation needs and shall also encourage tourism, and provide thrust to industrial development. Inade&uate knowledge of strata in "imalayas makes tunneling an etremely comple, arduous, and hazardous and painfully slow work. *ertain problems were also faced while implementing this pro$ect. esides the details of these two hilly rail links details of 4angra 6alley >ailway, /ilgiri !ountain >ailway and /eral- !atheran Toy train are given in the chapter on C>ailway Tunnels in "illy TerrainC. Another important railway tunnels belong to 4onkan railway. 4onkan is a thin strip of land, about 8; to';; km. at its widest 7; km long between the Arabian 2ea and the #estern ?hats or the 2ahyadri mountain ranges. Its proimity to the Arabian 2ea, especially the fact that several ma$or and minor sea ports in peninsular India fall in this region, has endowed 4onkan with a rich history and cultural heritage. 4onkan was also the area where 6asco 3e ?ama from Portugal landed in '+(, leading a %uropean onslaught that eventually led to the colonisation of India. The history of the 4onkan >ailway goes back more than '8; years. %ver since '(89, when the railways began in the sub-continent, the people of Cthe region were keen to have a railway line for efficient and dependable transportation of goods and passengers. Dor 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. @nly after the 4onkan >ailway *orporation 5imited <4>*5= came into eistence as a public limited company in 0uly '++; the work started on this pro$ect and finally commissioned on 7:-;'-'++(. In the :; km. long stretch of railway line, there are +7 tunnels aggregating to a total length of (9.: km. and nine tunnels out of these were longer than two km. It was for the very first time that such massive tunneling work was attempted for vehicular tunnels in India. @ut of these, km was through hard rock, (. km. through soft soil, and the balances '.7 km through cut and cover construction. In the field of development of metros, though a beginning was made long back in the year '+ when the work on 4olkata metros started and subse&uently completed in the year '++8, the work on 3elhi metro started only in the year '++8. !etro >ailway construction in 4olkata is first attempt of underground railway construction in India and also in one of the busiest cities, having poor soil conditions. Dor this pro$ect, a uni&ue )cut and cover) method of construction was used even through the
very busy roads of 4olkata, ecept in small stretches, where shield tunneling was adopted. *ut *over method of construction was primarily adopted due to economical consideration. 4olkata !etro >ailway is successfully running between Tollygunge 3um3um. 2uccess has further encouraged for further spread of a stretch of '(.:8 km. between /ew 3as /agar- 2alt 5ake *ity 2ec- 6 , which is being planned and detailed pro$ect report has been prepared. Another hall mark is the )3elhi !etro). The city of 3elhi with a population of around ':.; million should have had an !ass >apid Transit 2ystem T2= network long back, whereas actually it is still :8.'; kms at the take-off stage. 3elhi has eperienced phenomenal growth in population in the last few decades. Its population has increased from 8 lakhs in '+(' to ':7 lakhs in 7;;: and is poised to reach '+; lakhs by the year 7;''. Dor want of an efficient mass transport system, the number of motor vehicles has increased from 8. lakhs in '+(' to 8' lakhs in 7;; and is increasing at the rate of :.7' lakhs per annum. The result is etreme congestion on 3elhi roads, ever slowing speeds, increase in road accidents, fuel wastage and environmental pollution with motorized vehicles alone contributing to about two thirds of the atmospheric pollution. ?overnment of India ail *orporation 5td. in the year '++8 which has already commissioned a :8.'; kms route in Phase-I and is proceeding ahead with another '78 kms in Phase - II. Phase II work is to be completed by 7;'; before the *ommon wealth games. The work is going on war footing. Phase III and Phase I6 covering length of about ''7 km and ';+ km respectively are also envisaged in future and these Phases are likely to be completed by 7;7' and total network of metro rail in 3elhi would be about ' km.
Roads # Hi$%"ay Tnne!s ?ood and short highways help in efficient transportation. In this category, >ohtang tunnel is of relevance. This tunnel is a long cherished dream for the inhabitants of 5ahaul and 2piti, Pangi valley and 4aza district of "imachal Pradesh and 5adakn region of 0ammu 4ashmir 2tate. 4eeping in view the strategic importance and socio economic need of region, the responsibility for developing surface communication network for this part of Indian 2ub*ontinent <04 2tate mountainous region of "imachal Pradesh= was assigned to order >oad @rganization <>@= in '+:; by ?ovt, of India. The work on (.( km long >ohtang Pass tunnel costing >s ' billion, aimed to provide an all-weather alternative route to 5eh-5adakh region, besides "imachal)s snow-bound tribal district of 5ahaul and 2piti, will commence this year-end. ecause of heavy snow at higher reaches of >ohtang pass during winter, the road connectivity for 5ahaul and 2piti and 5eh from "imachal Pradesh remains disrupted for almost four to five months. The snowfall is heaviest at the 9+(; m-high >ohtang Pass. This tunnel will be built below the pass so that it avoids the heavy snow and provides all weather road, besides reducing the distance by kilometre. The >@ has planned to use latest tunnel boring
machines and engage best companies of the world for the tunnel work. Another important highway having number of tunnels is the /ational "ighway /"- which connects !umbai earlier known as ombay with the city of >angalore via Poona aigad district upto outskirt of Pune city in '++;. In order to ease out the alignment and reduce the steep gradient Bit few locations of the road in the hilly terrain, provision of the tunnels was unavoidable. Therefore, twin tube tunnels have been constructed at five locations i.e. hatan, !adap, 4handala, 4amshet I and 4amshet II Bmd one single tube tunnel at Adoshi for !umbai bound traffic. 2ize of each tunnel is '.: m wide, +.( high, to accommodate four lanes of traffic. *ross-sectional area of each tunnel is varying between '( m7 to '8 m7, which is considered to be a very large section, constructed for the first time in India for any road pro$ect. The length of the tunnels varies between ':( m to ';(: m, totaling to 8:7 m. The tunnels on this epressway have been provided with modern facilities of ventilation, lighting, communication system, fire fighting vehicles, computerized control room etcB and would rank amongst the best in the world.
Water S&&!y Tnne!s #ater supply tunnels have predominantly been used in India in the state of !aharashtra that in !umbai.!unicipal *orporation of rihan < !*!=.!umbai has used tunnels in number of its #ater 2upply 2chemes. The first such scheme was 6aitama 2cheme where .7 km. long tunnel was driven through 6aitama hills to link the 6aitarna and Tanasa lakes in the year '+87. 2ince then tunnels have always remained an undivided part of any water supply scheme of !*!. The tunneling system adopted in !umbai)s water supply comprises an inlet and outlet shafts, vertical in nature with intermediate shafts, if any, as per the re&uirements. T!)2s have been used for drilling of tunnels. In fact !*! has been the pioneer with regard to adoption of T!)s for tunnel construction. 2ince then !*! has completed more than 78 km of tunneling for water supply in !umbai and about 7+ km are under construction today. The range of diameters of tunnels varies from 7.7m to 9.8 m. The details of these pro$ects and another pro$ect )!orbe 3am Pro$ect) are given in the relevant *hapter. Though predominantly irrigation channels are constructed for irrigation purposes, even then some tunnels have been constructed for irrigation purposes in different parts of India, totaling a length of about 7 km. 2ome of the important irrigation tunnels pertain to the pro$ects- Tawa pro$ect, "emavaty reservoir pro$ect, !alaprabha Irrigation Pro$ect and ?hatprabha pro$ect. 3etails of a recently constructed irrigation tunnel called ) Punasa Tunnel) diverting water of /armada river from the reservoir of Indira 2agar Pro$ect are highlighted in this book.
Constrction Tec%no!o$y
A review of tunneling methods in India shows that the conventional drill--blast method remains practically the dominant practice for ecavation of tunnel in India.
Constrction E'i&(ents Attempts have been made in the past on some pro$ects to use >oadheaders and Tunnel oring !achines oad headers are being used for &uite sometime in the mining sector particularly in the 2ingareni *ollieries *o. 5td. A road header was used for the ecavation of the 5oktak tunnel in !anipur in late 2eventies. Till recently, barring a few cases, the use of steel ribs with backfilling by tunnel muck or lean concrete was practically the only method of supporting in India. This being a passive support system, a considerable damage is done to the rock mass before the ribs interact with it. The combination of the drill--blast method of ecavation and steel rib support system delays the supporting action, allows opening of the eisting $oints, creates new fractures, permits loosening of the rock mass in the roof, mobilizes higher tunnel closures and greater rock loads which re&uire larger ecavation and thicker support. All these problems result in increased cost and completion period. 5ately, there has been considerable increase in the use of shotcrete as a support system, particularly for large underground cavities. The use of steel fibre reinforced shotcrete <2D>2= has also been made at a few pro$ects, such as, 1ri <0 4= and 4oyna Pro$ect oad "eaders, eplosives, methods of ground stabilization, methods for rock support, special e&uipment for concrete lining, which enable realization of tunnel construction at rates hitherto unimaginable. *onstruction industry in India is growing at a faster pace. About '7;; km of tunnels including adits are proposed to be constructed for number of pro$ects which are planned to be taken up in near future. 4eeping in view the eecution of large number of pro$ects for accelerated development of tunnel pro$ects, sufficient and competent agencies are not available in the country. To enable more construction companies to enter in the field, policies and procedures have been simplified by ?overnment of India. #ith the change in policies and procedures, some international reputed companies have already started operation in India in the recent past and many more are epected to $oin shortly.
Geo!o$ica! Investi$ation Almost every aspect of a tunneling pro$ect, from its conception to commissioning, is influenced by the geology of the area. >eliability of the predicted geology, therefore, plays an important role in the success of the pro$ect. Inade&uate geological investigation
and poor anticipation of the nature and the magnitude of problems catch the tunneling engineers unawares, resulting in delays and higher cost of construction. Inade&uate investigations could be attributed to financial, technical and site constraints etc . The nature of ma$or construction problems which have been eperienced in the past due to inade&uate investigations areE
uckling of steel ribs re&uiring rectification under s&ueezing ground conditions in lower "imalaya. >oof falls and chimney formations #ater inrush <*hhibro-4hodri tunnel= !ethane eplosion unning ground conditions
In view of the above, ade&uate investigations needs no emphasis. 4eeping in mind that huge tunneling activity is likely to be involved while eecuting many proposed hydroelectric, railway, and road pro$ects in "imalayan region where challenges are more, attempts are being made to induct modern techni&ues of engineering geological investigations in order to unravel geological compleities and adversities well in advance, so that geological surprises are minimized during construction. The other means of investigations such as satellite image analysis and geophysical methods need to be eplored. ?eological investigations and these methods of investigations could definitely provide additional information which shall be useful during boring of tunnels. esides, numerical modelling for design considerations and fast tunneling technology using Tunnel oring !achine
Contracta! )ractices Dor successful and timely completion of a tunnel pro$ect, correct contracting practices are very important. %ssential contracting practices) include all operations and procedures involved from fiing up an agency for eecution of the work, getting a contract agreement signed and effective follow up and monitoring the progress of works till completion of the $ob. Practically, all the tunneling pro$ects in the country are eecuted through contractors only and it has been eperienced that there are invariably time andFor cost overruns on almost every such pro$ect due, among other things, to deficiencies in the contracting practices which are generally found to be indifferent to the pro$ect needs. Inade&uate finances, delay in decision making, inade&uate geological eploration often lead to contractual problems.
Ftre o* Under$rond Constrction in India Dor a fast developing country like India, a need has been felt to enhance the electrical power, a basic necessity for any developmental activity. %isting electrical power being considered insufficient for the re&uirement for the country, it is now envisaged to provide CPower for all by 7;'7C and big plans to achieve this target are on the anvil. "ydro power addition is epected to play an important role in this vision. /ot only in ''th five year plan but also in the '7th five year plan ending !arch 7;', hydro power development has
been emphasized. It is proposed to add about ':;;; !# hydropower by end of ''th plan ending 7;'7 and 9;;;; !# by end of '7th plan ending 7;' and such development have opened avenues for construction of tunnels, underground caverns etc. and other connected infra structure on a much larger scale. *onsiderable activities in the field of tunneling are therefore envisaged for the eecution of water resources pro$ects for irrigation, hydropower generation, building of roads in mountainous area, subsurface ecavation for underground railway and for mining purposes. #ith the growing need to accelerate the tempo of water resources and hydropower development, new pro$ects are being taken up, which involve construction of about '7;; km length of tunnels, practically in every type of strata and sizes varying from 7.8 m dia to ' m dia besides underground ecavation of caverns for the power houses. These pro$ects are planned to be taken-up on priority for completion of some by end of 7;'7 and others by end of 7;'. It is also planned to develop 9';;; !# in the '9th planning ending 7;77 and remaining about 9:8;; !# by end of ',h plan ending 7;7. These developments would provide ample scope for tunnel and underground construction in a big way in times to come. *onstruction of !etro is another field where lot of B ictivity in tunnel construction and underground works are onvisaged in times to come. After completion of ongoing tunneling works of about 7+ km in phase- II, 3elhi !etro >ail *orporation is planning to take up phase-Ill and phase-l 6 involving etension of metro track by about ''9 km. and ';+ km. respectively thereby etending the track to a length of about ' km. These developments would i ilso involve construction of tunnels and also underground /ations in a big way. The success of the 3elhi !etro has encouraged other Indian cities to seriously attempt to introduce !etro systems. 3!>* has already been appointed the Prime *onsultant for "yderabad and 4ochi !etro and is the in-house consultant for !umbai !etro. 3!>* has also submitted 3etailed Pro$ect >eports <3P>s= for !etro systems in angalore, 4olkata <%ast-#est 5ine=, !umbai, Ahmedabad and *hennai. 3P>s are being prepared for Pune and 5udhiana. In fact, work has already begun on the angalore and "yderabad !etros. !etros which has wide scope for the construction of tunnels and underground works have an ecellent future in India In view of the large scale aforementioned works which are planned. In addition road tunnels also are to be eecuted in future. The work of >s ' billion >ohtang Tunnel pro$ect, aimed to provide an all-weather alternative route to 5eh-5adakh region, besides "imachal)s snow-bound tribal district of 5ahaul and 2piti, will commence this year-end. ecause of heavy snow at higher reaches of >ohtang pass during winter, the road connectivity for 5ahaul and 2piti and 5eh from "imachal Pradesh remains disrupted for almost four to five months. The snowfall is heaviest at the 9+(; m-high >ohtang Pass. This tunnel will be built below the pass so that it avoids the heavy snow and provides all weather road, besides reducing the distance by kilometre. order >oad @rganisation has geared upto take up this work. The tunnel is likely to be completed by 7;'. There are other road tunnels, the eecution of which are under active consideration. An important rail tunnel work is going on 0ammu-1dhampur- 2rinagar- aramulla sector
in the state of 0ammu and 4ashmir. The 0ammu- 1dhampur sector having 7' tunnels has already been completed while the work in the remaining sector having 7 tunnels with total length of ';( km. is in progress. In other sectors also there is a good future role for underground works. Tunnels are generally located in difficult environments- in various types of softer mediaand the alignment may traverse zones of various compleities. It is important that such engineering pro$ects are properly conceptualized and planned systematically to ensure smooth implementation. 2ince one of the fundamental measures to ensure fast track construction is the choice of a safe alignment, careful consideration is re&uired to be given to avoid all types of hazards as far as possible and these include treacherous soil conditions, subterranean water streams, strata bearing hazardous gases such as methane, etc. In addition, it is also to be ensured that ade&uate investigations have been done, proper selection of tunneling e&uipment has been made, appropriate contracting practices are available, environment and forest clearances have been taken, competent construction agencies are available, social issues have been taken care of and similar other issues are duly considered. If these are not properly accounted, the implementation will not be smooth and many problems are likely to arise from various affected agencies during the construction leaving to delay and cost over-runs. FUTURE TUNNELING AND UNDERGROUND WORKS
1nderground works in Infrastructural development - Power, roads and railway are very vital for prosperity growth of a /ation. 1nderground works are key corridors for connectivity, transportation, #ater *onveyance and communication. Indeed in the Asian region, construction of underground works for hydro power development, road and rail links have been taken up on a large scale. In India alone, in the net two decades, about 8;;;; !# of hydro power is planned to be developed involving over '7;; km of tunneling for conveying water and number of large size *avern to accommodate desilting chambers, generating units transformers. The mountainousF"illy regions are adopting Tunnels for connectivity, where as mega cities and ma$or towns are adopting underground routes to over come congestions and improve transportation. It is a sector which is epected to attract considerably large investment in the coming two decades. #ith the comparatively easier sites already eploited, the future development involves pro$ects located in comple geotechnical and topographical conditions posing challenges for investigation, design, planning and construction. An even greater challenge is to accelerate this construction with improving sustainability and maintaining &uality and safety.
T%e Ftre Scenario Hydro )o"er )ro+ects #ith the growing need to accelerate the tempo of water resources and hydropower development, new pro$ects are being taken up. These pro$ects are planned to be takenup on priority for completion within net ten to fifteen years. /ame of the Pro$ects along with length of tunnels which are proposed to be taken up for construction are indicated in Table belowE
Na(e o* )ro+ect Pare "% Pro$ect <''; !#=
Len$t% in ,( 9.(9
@$u-I <;; !#=
(.(+8
hareli-I <''7; !#=
':.;
Talong <9;; !#=
'7.;9
4epak-5eyak <':; !#=
7.
adao-* <'7; !#=
7.::8
3ikrong Power "ouse <''; !#=
:.9(8
Tawang I <8; !#=
':.'+
Tawang II <8; !#=
'+.77:
2ubansiri !iddle <':;; !#=
'7.798
3ibang <9;;;!#=
(.+;
/iare <(;; !#=
(.(8
/aba<';;; !#=
7.'7
"utong <9;;; !#=
7.(
4alai <7:;; !#=
78.9
"irong <8;; !#=
+.'7
3emwe <9;;; !#=
'(.:
Tato ll <;;!#=
';.(
3ibbin <';; !#=
.9
!ithumdon <';; !#=
+.'8
%mira II <9+; !#=
8.8(
%tabue<':8!#=
'7.:9
1tung<'';!#=
7,:
Attunili <8;; !#=
+.9(
Pakke<'';!#=
9.9
>ingong <'8; !#=
9.97
/alu <9:; !#=
(.
*handa <''; !#=
7.7
3uimukh <'8; !#=
.
/aying <';;; !#=
9.+
Tarang-#arang <9; !#=
'.'7
Tenga <:;; !#=
9.:
Ashupani <9; !#=
';.'8
%talin <;;; !#=
7.978
%mini <8;; !#=
'7.8
%lango<'8;!#=
(.7'8
Agoline <98 !#=
8.('8
Papu <7;; !#=
:.8
Phanchung <:; !#=
.(8'
Amulin <7; !#=
''.(8
3engser <887 !#=
7;.('
4urung <97; !#=
+.8
2ebu <(; !#=
8.+;+
!irak <'' !#=
:.8(
2imang <+; !#=
:.+
4otri<'8;!#=
7.;
3evsari "ydroelectric Pro$ect <787!#=
.:7:
4hab ll <'(:!#=
'7.':'
4hab -' <8; !#=
';.77:
?ondhla
''.97
0hangi Thopan - II
.;
Tidong -' <:; !#=
.7(:
*hhatru <';( !#=
(.;9
?haropa <'' !#=
(.:7
ardang <'' !#=
+.
0hangi Thopan <(; !#=
.;
a$oli G "oli <'(; !#=
'8.('
Hang Thang 4hab <7:' !#=
';.(
Tropal Power I 5uhri "ydroelectric Pro$ect <: !#=
.89 (+.++:
ursar <';7; !#=
'.;8
Pakal 3ul <';;; !#=
7'.8
>atle <:+; !#=
'7.;:8
4awer <87; !#=
'.;8
ichlari <98 !#=
(.:
arinium <7; !#=
7.8
2huas <79; !#=
.(8
4im <:;; !#=
7.;
2hamnot <9; !#=
'.::
Takmaching <9; !#= 4halsi <:; !#=
;.+
4anyanche <8 !#=
;.+
3umkhar <8 !#=
;.+
4oel 4aro "ydro %lectric Pro$ect <'' !#=
7.7:
4ali 2tage -III <9;; !#=
'(.+
?angavalli <;; !#=
8.:8
?undia "%P <;; !#=
''.'
Aghanashini "%P <:;; !#=
'.89
Puyakutty "ydro %lectric Pro$ect
7.(;
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It is also planned to develop 9';;; !# in the '9,h plan ending 7;77 and remaining about 9:8;; !# by end of 'th plan ending 7;7. All these developments would provide scope for tunnel construction in a big way.
4etro and Rai! net "or, 4etro net"or, De!%i 4etro
3elhi !etro rail *orporation 5td. has already commissioned a :8.'; km route in phase I and is proceeding ahead with another '78 km in phase II.
)%ase5I!! After the completion of Phase II of 3elhi !otm Pro$ect by 7;';, work on Phase III covering ''7.'kmE. is likely to be taken up. 2ome of the corridors that art likely to be included in Phase III are !ukundpur- 2nrnl 4alenkhan I2T, *2-?okulpuri border/awada, >ithala arwala, Airport 5ink 2ushanlok-T $unction 2octor (, ahadurgarh %tn. and ?haziabad %tn. to us depot. These corridors are tentative and sub$ect to change.
)%ase5I6 This would be the final phase of 3elhi !etro. y adding another ';(.8; kms, it would completely link 3elhi the /ational *apital >egion = with a total network of around ' kms. oth these phases would also involve construction of tunnels and underground stations. After completion 3elhi !etro >ail work shall be amongst one of the longest !etro network in the world.
S&read O* 4etro C!tre To Ot%er Indian Cities The success of the 3elhi !etro has encouraged other Indian cities to seriously attempt to introduce !etro systems. 3elhi !etro >ail *orporation <3!>*= has already been appointed the Prime *onsultant for "yderabad and 4ochi !etro and is the in-house consultant for !umbai !etro. 3!>* has also submitted 3etailed Pro$ect >eports <3P>s= for !etro systems in angalore, 4olkata <%ast-#est 5ine=, !umbai, Ahmedabad and *hennai. 3P>s are being prepared for Pune and 5udhiana. In fact, work has already begun on the angalore and "yderabad !etros. 3etails of the other !etros being planned in India are as followsE
Rai! Net"or, Dor 0ammu-1dhampur- 2rinagar aramulla >ail 5ink, between 4atra-uazigund section <'7 km=, there are 7 nos. of tunnels with total length of ';.+: km are to be eecuted in short span of net five years. Road Tnne!s 1nder programmes for development of infrastructure, road links to remote regions of the country are also planned to be strengthened and improved. /ational "ighways Authority of India and order >oad @rganization <>@= are preparing plans for development of road tunnels.
s1 Na(e o* t%e No1 city ' angalore
Line
K(s
5ine-I !ysore >oad - aiyyappanhalli
'(.' 4ms
5ine- II Heshwantpur - 0aya /agar
'.+ 4ms
Airport 5ink *ity Airport Terminal at Police ?round
"yderabad
5ine-I !iyapur - *haitanya Puri
7:.7 4ms
5ine-ll 2ecunderabad - Dalaknuma
'9.'( 4ms
5ine-Ill Tarnaka - "i tech *ity
7'. 4ms
Airport 5ink egampet Airport - "yderabad International Airport at 2hamsabad
Ahmedabad
!etro 2ystem 5ine-I Akshardham - AP!* 6asana
97.:8 4ms
5ine-ll Ahmedabad - Thalte$
';.+; 4ms
>egional >ail 2ystem
!umbai
5ine-I ar$edi - Ahmedabad 4alol
.(8 4ms
5ine-ll Ahmedabad - /aroda
+.(8 4ms
5ine-I 6ersova - Andheri-?hatkopar
''.; 4ms
5ine-ll *olaba - andra - *harkop
9(.7 4ms
5ine-Ill andra - 4urla - !ankhurd
'9.'( 4ms
8
4ochi
5ine-I Alwaye - Petta
78.789 4ms
:
*hennai
5ine-I Airport - #ahsermen Pet
79.;8 4ms
5ine-ll *hennai Dort - 2t. Thomas !ount.
79. 4ms
4olkata
/ew 3as /agar - 2alt 5ake-*ity 2ec - 6
'(.:8 4ms
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?haziabad
3ilshad ?arden - /ew us depot
+.' 4ms
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adarpur
adarpur - H!*A *howk
'9.(8 4ms
Ro%tan$ Tnne! )ro+ect The work on >s. ' billion >ohtang Tunnel pro$ect, aimed to provide an all-weather alternative route to 5eh-5adakh region, besides "imachal)s snow-bound tribal district of 5ahaul and 2piti, will commence this year-end. The (.( km-long tunnel located through the Pir Pan$al mountain range in the higher "imalayas is likely to be completed in 7;'.
T%ree Tnne!s to ease Ai7"a! Tra**ic !izoram will build three tunnels in Aizwal net year to ease traffic congestions in the mountainous capital city. The work on the three tunnels is likely to begin shortly and to be completed in 9; months.
2ome Aspects ?overning Duture Implementation 6arious aspects which would influence future of underground engineering from planning to construction are indicated below to ensure smooth implementations. '. *onceptual planning pro$ect preparation- A proper conceptual decision during the planning stage of a tunnel construction is a condition for successful implementation and subse&uent functioning of construction. 7. %ngineering 3esignE Proper engineering is re&uired for systematic implementation and to ensure re&uired utility for the tunnels. 9. Technology and !echanized Tunneling -To further accelerate the progress of works, latest technology to be introduced for eecution of the works. The tunneling rates achieved in India using the conventional method of ecavation are no where near the high advance rates achieved using machine tunneling in the developed countries, the key, therefore, lies in careful adoption of machine tunneling, wherever possible. /ow-a -days high efficiency high tech e&uipments are available in the market. In respect to drilling economy, computer guided hydraulic drill rigs would be used to the etent possible. In ecavations, tyre mounted diesel e&uipment can be accommodated provided their width and height is planned in advance. The low profile dumpers need to be planned instead of du dumpers high profile dumpers. Dor drilling, drill $umbos with two or three booms plus basket can be used for greater depth and parallel activities. olte type of machines and arms robots machines for rock bolting and shotcreting are also to be considered. Advantages of T! are always to be kept in mind. #orks can be epedited in small dia. tunnels by using "ogg loader and conveyer mounted trolleys. 1se of modern methods and e&uipment with &uick decision is ultimate key to achieve fast rate of progress. . *onstruction !ethodologyE it is essential to choose the correct methodology for various parameters involved in the tunneling. 8. !odes of implementation and *onstruction Agencies E Tunneling work is mostly done by contractors. 3uring ecavation, if circumstances change and conditions met with are not favorable, then the perspective of both owner *ontractor should be taken care of in interest of work. !ere, provision for e&uitable fair conditions in contract document do not automatically set everything in track. It has been eperienced that it is pro$ect management during eecution, close monitoring and control of work both by owners and contractors which yield satisfactory results. S$$ested )o!icy The following two-fold policy is of relevance for improving the tunnelling rates.
Lon$5ter( )o!icy '. Identify ma$or tunnelling pro$ects to be taken up on priority basis in the net decade. 7. Identify the tunnels where adoption of machine tunnelling is likely to be viable.
9. 2tandardise the size of tunnels for optimizing the use of tunnelling machines. A number of smaller tunnels can be preferred over a large tunnel. . Identify the level of machine ecavation techni&ues and the machine types suitable for working conditions of the country. 8. Import tunnelling machines from the developed countries with a package including spares, training and transfer of technology for indigenous production. :. *reate a production base for tunnelling machines in the country. . 1se controlled blasting techni&ue instead of conventional blasting method where machine ecavation is not possible. (. 1se shotcrete and rock bolt support instead of the steel-rib support system, wherever possible. +. Adopt purposeful tunnel instrumentation programmes. ';. Adopt air-borne surveys and geophysical techni&ues for faster, &uicker and reliable geological investigation. ''. Incorporate modern management systems to enforce time and cost schedule. '7. provide ade&uate ventilation system wherevor re&uired. S&eci*ic )ro+ect 8ased )o!icy The pro$ect-based remedial measures am necessary to plan tunnelling operations in case of a specific tunnel for timely eecution of a pro$ect. Dollowing i could be considered. '. *ollect reasonably reliable geological information with increased use of air-borne surveys and geophysical techni&ues. 7. Prepare an assessment of the epected ground behavior with the help of a geotechnical epert. This should includeE
Prediction of ground conditions-elastic or s&ueezing. Prediction of tunnel closures, support pressures, stand-uptime, unsupported span etc. for different rock mass units along all possible tunnel layouts 2election of a suitable method of ecavation and support system including size of ecavation. 3esign of a tunnel instrumentation programme.
9. Prepare tentative tunnel designs along all possible alignments on the basis of the advice of the geotechnical epert. . Prepare time and cost estimates along all possible tunnel alignments and select a time and cost effective alignment.
8. 1ndertake detailed geological investigations along selected tunnel alignment. :. Perform necessary laboratory and field tests. . Prepare a detailed assessment of epected ground behaviour with the help of a geotechnical epert
ensure safety and stability of the structures. At last, in future no user industry can flourish without having an easy apd &uick access to cost effective and good &uality e&uipments, therefore, there is a need for creating an e&uipments manufacturing base in the country.
