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PART II

TUNNEL CONSTRUCTION IN INDIA CURRENT STATUS AND FUTURE TASK

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Modern tunnel construction in India started in Nineteenthcentury for extension of rail network;

First major tunnel for major Power Project MandiHydroelectric Project, Punjab early in the present century;

Barring few tunnels in the soft rock formation of HimalayanFoothills, most of the tunnels in hard rock strata in PeninsularIndia;

Dimensions of the tunnels limited to single broad gaugerailway track, in most of the cases;

Construction of tunnels received a big boost after

Independence when large programmes for exploitation ofwater resources were taken up.

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Large number of tunnels constructed for following majormultipurpose and hydroelectric projects in the Himalayan region; Bhakra Beas Projects in Punjab; Beas Sutlej Link-Baira-Siul,Giri and Sanjay Projects in H.P. Lakhwar and Maneri Bhali Projects in UP

Jaldhaka Project in West West Bengal Chukha Hydel Project in Bhutan Loktak and Umium Projects in North Eastern Region.

Koyna, Nagarjunasagar, Sirisailam, Kalinadi, Malaprabha,Balimela, Sabirigiri, Idduki, Lower Periyar, PerambikulamAliyar and Kadamparai Projects in the Southern States ofPeninsular India

Largest tunnels built Sizewise 14 m diameter Bhakra Dam Length wise about 27 Km - Nathpa Jhakri.

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Besides tunnels for hydroelectric projects, a few

tunnel projects were executed for: Roads;

Banihal Tunnel(J&K) Water supply schemes;

Bombay Water Supply;

Urban tunnel Projects;

Calcutta Metro Railway;

Delhi Metro Railway (under construction).

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Recent Tunneling Projects

Head race Tunnel 6m dia, 31 KM LongParbati Stage II(*)

Diversion & Head Race Tunnels - 11.0m/8.5m dia,

- 8 nos. 10.7 km total Length

- 2 Underground Power Houses

Tehri Dam Project

Uttar Pradesh

Headrace Tunnel - 9.15 m dia, 27 km LongNaptha Jhakri Project(H.P.)

Headrace Tunnel - 9.5m dia, 6.4 km long

Tailrace Tunnel - 9.5 m dia, 2.4 km Long(Underground Power House )

Chamera H.E. Project(*)

Himachal Pradesh

Headrace Tunnel - 8.0m dia, 10.4 km Long

Tailrace Tunnel - 8.0m dia, 2.0 km Long

Uri H.E. Project(*)

Jammu & Kashmir

Headrace Tunnel - 8.3m dia, 10.6 km Long

(Underground Power House)

Dul Hasti Project(*)Jammu & Kashmir

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Current Status OfTunneling Technology In India

Although tunnel construction in India has gained lot of

momentum, our tunneling methods and techniques are

rather outdated. Conventional drill and blast methods have been used for

most of the tunnel jobs.

The drilling equipment used for tunnel excavation has beeninvariably jack hammers and pusher legs except few caseswhere equipment like drifters with auto-feed and hydro-

booms have been deployed. Conventional tip wagons/muck cars, overhead loaders androcker shovels are used as Mucking equipment.

Progress rates generally achieved with above equipment is

extremely low

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Tunnel Excavation Rates Achieved onSome Indian Projects

* Tunnel driven with use of Tunnel Boring Machine417 m/month*2.4 m/hourFull FaceMalabar Tunnel

120 m/month104 m/month-Koyna Head Race Tunnel

48 m/month30.0 m/month (Afterremoval of bottlenecks)

HeadingTehri Tunnel

23 m/month23 m/month(Supported Reach)

45 m/month(Unsupported reach)

Tunnel 1: 18.0 m/monthTunnel 2 : 21.0 m/month

Full FaceLakhwar Diversion Tunnels(Yamuna)

81 m/monthFull FaceUchari-Chibbro Tunnel(Yamuna)

3.46 m/dayFull FaceBeas Tunnels

120 m/monthFull FacePandoh Baggi Tunnel

Max. Rate PerFace

Average rate per faceMethod ofExcavation

Project

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Bottle Necks in Tunneling

Construction Very little use of modern equipment in tunnel construction. Small

capacity loaders, tip wagons/tippers for transport of excavated

muck from tunnel are generally used. High prohibitive cost ofimported equipment is main reason for not using such equipment

for tunnel jobs.

The practice of continuous ribbing, as tunnel support system inweaker rocks is adopted at very heavy costs. Methods like NATM

are used on few projects only in our country;

Tunneling by drill and blast methods, particularly in soft rocks

results in over-breaks of the order of 10 - 15 % leading to time &cost overruns;

Above Bottle Necks in Tunnel Construction Technology, need to

be addressed by use of latest state-of-art technology such as

TBM to accelerate development since tunneling work is generally

on critical path for completion of project.

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USE OF NEW TUNNELING

TECHNIQUES Induction of modern tunneling technology avoids time and

cost overruns by minimizing construction problems;

Tunnel Boring Machine (TBM) used by French Contractorin Dul - Hasti Project in Himalayan Strata.

TBM used for Bombay Water Supply tunnel of 3.5 mdiameter earlier in 1984;

Modern tunneling equipments were deployed by Konkan

Railway Corporation for the construction of 760 kms longKonkan railway which has about 78 kms tunnels, mostly inhard rock.

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-29 KM (3.5 7.5 m dia)3Manipur

8 KM (3 4.75 m dia)43 KM (2.8 4.5 m dia)11Meghalaya

-72 KM (3.5 9.5 m dia)3Mizoram

-18 KM (3 3.5 m dia)2Kerela

11 KM (5 9 m dia)31 KM (6.5 8.3 m dia)5Karnataka

1.5 KM (10 14 m dia)81 KM (3 12 m dia)6J & K

3.7 KM (2.6 9.45 m dia138 KM (2.6 9.45 m dia)15HimachalPradesh

16 KM (3.7 10.5 m dia185 KM (2.4 10.5m dia)40ArunachalPradesh

TRTHRTNo. OfSchemes

State

Future Scenario for Tunneling

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10 KM (2.5 12 m dia.)174 KM (2.5 8.35 mdia.)

33Uttaranchal

4 KM (3.3 6 m dia)63 KM (3.3 6 m dia)10Sikkim

-17 KM (6.7 8.5 m dia)2Orissa

-4 KM (5 m dia.)1Nagaland

TRTHRTNo. ofSchemes

State

Total HRT Length 855 KM; 2.4 12 m diaTotal TRT Length 54 KM; 2.5 12 m dia

Future Scenario for Tunneling

Road tunnel of 9.0 KM across Rohtang Pass in H.P. is underconstruction for completion by 2012 at an estimated cost of 1710

Crores

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DPR Completed6.7Bangalore Metro

DPR Completed Planned in 3 phases:Phase-1 include 12 Km tunnelling

32Mumbai Metro

DPR Completed9.3Kolkatta Metro E/W Line

Completed (TBM + Cut & Cover)

Planned by 2009

Subsequent Phase

12.5

10.0

6.0

Delhi Metro

Phase-I

Phase-II

Phase-III

RemarksLength ofUndergroundPortion (Km)

Project

Adoption of faster & cost-effective latest techniques for tunnel driving undercomplex geological environment and development of appropriate methodologyfor tunnel construction below heavily inhabited urban areas would be requiredin the coming years.

Future Scenario for

Tunneling Metro Railway

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Conclusion Latest State-of-art Tunneling Technology is to be

adopted on priority to expedite development of :-

Power Sector involving about 900 KM of tunnelsvarying from 2.4 12 m dia.

Construction of Metro Railways to avoid traffic

congestion. Railway Tunnels

Highway Tunnels

In the deliberations in the congress, we areparticularly looking forward to presentations fromtunnel engineers, who are working on these recenttunnel projects about their experience about the use

of high technology, the resulting problems and thesolutions adopted for their mitigation and about theactual performance on ground.