Scribd Logo
Upload

Welcome to Scribd!

  • 208 views

    Pir Panjal Tunnel: Name of Presentation

    Uploaded by

    Ruturaj Nimbalkar
    A case study about Atal-tunnel India's longest railway tunnel connecting Indian railways to the north east part of country.

    Copyright:

    © All Rights Reserved
    Download as PPTX, PDF, TXT or read online from Scribd

    Pir Panjal Tunnel: Name of Presentation

    Uploaded by

    Ruturaj Nimbalkar
    208 views26 pages
    A case study about Atal-tunnel India's longest railway tunnel connecting Indian railways to the north east part of country.

    Original Title

    tunnel final

    Copyright

    © © All Rights Reserved

    Available Formats

    PPTX, PDF, TXT or read online from Scribd

    Did you find this document useful?

    Is this content inappropriate?

    A case study about Atal-tunnel India's longest railway tunnel connecting Indian railways to the north east part of country.

    Copyright:

    © All Rights Reserved
    Download as PPTX, PDF, TXT or read online from Scribd
    Download as pptx, pdf, or txt
    208 views26 pages

    Pir Panjal Tunnel: Name of Presentation

    Uploaded by

    Ruturaj Nimbalkar
    A case study about Atal-tunnel India's longest railway tunnel connecting Indian railways to the north east part of country.

    Copyright:

    © All Rights Reserved
    Download as PPTX, PDF, TXT or read online from Scribd
    Download as pptx, pdf, or txt
    of 26
    At a glance
    Powered by AI
    The key takeaways from the presentation are that the Pir Panjal tunnel project aims to provide an all-weather rail link through the Pir Panjal mountains between Qazigund and Banihal in Jammu and Kashmir. At 11.2km, it is one of the longest road tunnels in Asia and uses the New Austrian Tunnelling Method for construction due to the challenging geology of the site.

    The main objectives of constructing the Pir Panjal tunnel are to provide Jammu and Kashmir with a reliable rail link to the rest of India, provide an alternative to the existing Jawahar tunnel road which is inoperable during heavy winter snowfall, and improve connectivity and transport of goods, people and trade in the region.

    The New Austrian Tunnelling Method (NATM) was used for construction of the Pir Panjal tunnel. NATM was chosen over other methods like TBM due to the likelihood of mixed and faulted geology, high squeezing risk with overburden of up to 1100m, potential for heavy water inflows, and higher advance rates with NATM. NATM allows for flexible support design suited to the varying ground conditions.

    Name of presentation

    PIR PANJAL TUNNEL

    BY:
    Er. Chetan Prashant Shete
    Er. Ruturaj Sureshrao Nimbalkar
    INDEX
    • INTRODUCTION
    • PURPOSE
    • SURVEY
    • RESOURCES
    • CONSTRUCTION METHODOLOGY
    • CHALLENGES
    • SAFETY PRECAUTIONS
    INTRODUCTION
    • Part of Jammu-Udhampur-Srinagar-Baramulla
    rail link(Project of National importance)
    • Project under Northern Railway.
    • LOCATION– lies bet Qazigund and Banihal.
    • LENGTH – 11.2 km (Asia’s 2nd longest)
    • Ballast less tracks (in tunnels)
    PURPOSE
    • GOI’s plan to provide J&K with reliable link to
    the rest of the country.
    • The Jawahar Road tunnel becomes inoperable
    in winters due to heavy snowfall in this region.
    • Providing all weather connectivity.
    • Rail link will help movement of people,
    essential goods & goods for trade.
    • Reduced travel time.
    SALIENT FEATURES
    •  Total length – 11.2km
    • Adit :774m (58 m2 Exc. Area)
    • Shaft : 55m depth , 12m Dia
    • Maximum overburden – 1100 m.
    • Tunnel Method : NATM (New Austrian Tunneling
    Method)
    • Last estimate cost –1691Crore
    • Approx. 450m below existing Jawahar Road Tunnel
    (2.75km)
    • Underground excavation : 1 million cubic meter.
    Salient features (Cont.)
    • Investigation Bore Holes depth upto 640m.
    • 3m wide road in tunnel for maintenance
    emergency rescue and relief.
    • High mid point and sloping in both directions for
    drainage.
    • Adit and shaft for parallel working, to be used for
    ventilation, maintenance and emergency relief
    during service.
    Location & Layout
    Contractors Involved
    • IRCON : Main contractor for Qazigund-
    Baramulla rail link.
    • HCC : Construction contract
    • Geo–Consult RITES (JV) – Design & supervision
    • Tristar Global Infrastrcture : Contract for
    waterproofing with PVC membrane alonside
    whole tunnel length.
    APPROACH TO CONSTRUCTION WITH SHAFT
    & ADIT
    CONSTRUCTION METHOD
    • Drill and blast: good in hard rocky strata

    • Road header :
    -More controlled excavation- less overbreak,
    cavity formation
    -Can be withdrawn midway to give way to others.

    • New Austrian Tunnelling Method (NATM)


    WHY NATM OVER TBM?
    • Likelihood of mixed geology
    • Geology: Heavily faulted area & wide faulted
    zone
    • High squeezing anticipated in middle with high
    overburden of 1100m.
    • Heavy waterflow in limestone zone
    • TBM may be trapped by ground movement
    behind the face.
    • Required advance with one TBM is three times
    compared to NATM / drill-and-blast.
    USAGE OF NATM IN T-80
    • Suitable for poor and varying geology in
    himalayan region.
    • X-Section designed to develope max self
    supporting capacity.
    • Face mapping, probe hole & instrumentaion data
    input for initial support design.
    • Deformation monitoring to asses stress the
    stress redistribution & stabilising before final
    linng.
    INSTRUMENTATION
    • Optical 3D monitoring : With Bi-flex targets to monitor
    deformation in tunnel
    • Extensometers : To measure stresses in surrounding rock
    • Radial pressure cells : To measure pressure of rockmass
    on shotcrete lining
    • Shotcrete stain meter: To monitor stresses in shotcrete
    lining.
    • Piezometer : To measure hydrostatic pressure during
    tunneling.
    CONSTRUCTION ACTIVITIES
    • Open excavation & portal developement.
    • Tunnel mining and primary lining.
    • Water-proof membrane installation &
    drainage system.
    • Secondary lining.
    • Ventilation system and safety installations.
    • Track laying.
    SURVEY
    • Surveying is done in following two parts: -
    • Fixing the Centre line of track i.e. Northing &
    Easting coordinates.
    • Fixing the rail level i.e. elevation.
    Features of NATM Design & Construction
    process
    • Geo-technical modelling- rock classification
    & impact of construction sequence
    • The steel ribs eliminated and lattice girders are
    used.
    • Instrumentation & monitoring : Observe
    settlement & validation of design.
    Geological Features
    • Rock units are mainly consisting of silicified limestone,
    andesite and basalt, quartzite and sandstone or
    limestone – shale intercalations, agglomerates shale
    and tuffs.
    • Portal areas are situated in fluvioglacial sediments (soft
    ground).
    • Strike direction of bedding is NW –SE. The central
    areas of the Pir Panjal range show a distinct folding.
    • Contacts between rock units are often faulted.
    • Folding is common in central areas.
     Many Firsts
    • The Longest Transport Tunnel In the Country
    (11km).
    • Highest ‘Over-burden’ of 1100m
    • Deepest ‘Drill holes’ for Geotechnical
    Investigations 640m.
    • First Large Scale use of ‘New Austrian Tunneling
    Method (NATM)’ in India.
    • First Use of ‘Road header’ for ‘Tunnel Excavation’
    in Railway Tunnelling.
    SOCIAL IMPACT
    • All weather link alternate to Jawahar tunnel.
    • At construction stage given boost to-
    -Local construction industry
    -Employment
    -Transportation business
    • A boost to local economy of Banihal.
    SAFETY
    • 3D CFD analysis of train fire was done by M/s HBI
    Germany.
    • In tunnel T-80, for normal operation 25 fans of 49 KW have
    been provided
    • In case of fire 15 fans are adequate to maintain the critical
    velocity of 2.4 m/s to provide the safe escape of passengers
    in one direction and extraction of smoke in other section.
    • To ensure adequacy of system, CFD analysis for six
    different situations of Tunnel fire was conducted and it
    was seen that critical velocity of 2.4 m/s is required to
    prevent backlayering of fire with heat release rate of 25 MW.
    CHALLENGES FACED
    • Water seepage through faults.
    • Workers working in 3 shifts through the day
    • Skilled manpower shortage.
    • Snowfall during winter, slowed activity.
    • Getting logistics in place & keeping smooth
    supply of raw materials was major challenge.
    THANK YOU

    You might also like