TRAINING REPORT ON

TUNNEL CONSTRUCTION

SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENT FOR THE AWARD OF THE

DEGREE

BACHELOR OF TECHNOLOGY
(Civil Engineering)

SUBMITTED BY
ANKUSH SYAL
(BT 4010813)

AT

MAX INFRA (I) LIMITED

REASI
(JAMMU & KASHMIR)
TO

TULSI RAM ABHALASHI

MEMORIAL INSTITUTE OF ENGINNERING AND TECHNOLOGY

UNDER

HIMACHAL PRADESH TECHINICAL UNIVERSITY

 ACKNOWLEDGEMENT
Acknowledgement is not only a ritual, but also an expression of
indebtedness to all those who helped in the completion process of the project.
One of the most pleasant aspects in collecting the necessary and vital
information and compiling it is the opportunity to thank all who actively
contributed to it.

First of all I am thankful to, MAX INFRA (I) LIMITED, REASI

(J&K), Where I got the golden opportunity to undertake this project as partial
fulfillment for the award of my degree. The help assistance and guidance that I
have received here will be earnestly cherished throughout my life.

I feel immense pleasure to express my sincere thanks to ER. Chander

Bhanu Sain (H.O.D. Civil Engineering) for his creative guidance, keep
interest, constructive criticism and valuable suggestions duting the course of
my industrial training.

I am grateful for the inspiration and wisdom of many persons. I thank all
the esteemed persons who helped me to acknowledge the effort.

I also want to thank our professors, experts and friends for their ever-
willing help, native guidance and perceptive suggestion. The help and the
cooperation extended from staff of Civil Engineering Department of MAX
INFRA (I) LIMITED, REASI (J&K) are fully acknowledged.

Ankush Syal
 INTRODUCTION

There are many Construction Projects going in and around JAMMU

AND KASHMIR. Industrial Training provides us an opportunity to apply our
Theoretical Knowledge on the Site and verify it. Hence the Site selected should
be such that it gives us an experience all Aspects of Construction.

So, I have preferred to MAX INFRA (I) LIMITED for my two months
Summer Training. My Site is situated in REASI. The Project is of construction
of tunnel.

The work force of company is highly skilled at the top level as well as at
the floor level. At the same time the fresh graduates bring in the fresh ideas.

During this, I have seen various processes done in construction of tunnel.

Like Shotcrete, fixing of rock bolts, fixing of lattice girders, mucking etc.

The report gives a brief idea of different construction activities that are
carried out during the training periled. It describes the method adopted by
Engineers at the Sites for carrying out the work efficiently and in Accordance
with the Schedule.

Ankush Syal
 CONTENT

1. J&K railway project 5

2. KRCL project 16
3. Introduction On Tunnels 21
4. History Of Tunnels 23
5. Primary Concern 24
6. Site Characterization 25
7. Preliminary Exploration 26
8. Various App. For Tunnel Construction 29
9. NATM 33
10. Rocks 36
11. Classification Of Rock Mass Type 41
12. Shotcrete 45
13. Lattice Girder 50
14. Wire Mesh 52
15. Rock Bolts 54
16. Mucking 62
17. Allowance For Settlement And Const. 63
18. Field Test 63
19. Machinery Used 64
20. Conclusion 66
 J&K Railway Project

With a view to provide an alternative and a reliable transportation system to

Jammu & Kashmir, Govt. of India planned a 345 km. long Railway Line joining
the Kashmir Valley with the Indian Railways network. The Project has been
declared as a Project of National Importance in March 2002.

The Jammu-Udhampur-Katra-Quazigund-Baramulla Railway line is the biggest

project in the construction of a mountain railway since independence. From
Jammu to Baramulla, length of the new rail line is 345 km. It passes through the
young Himalayas, tectonic thrusts and faults. The work on Jammu-Udhampur
section (53 Km) has been completed and opened to public by Hon’ble Prime
Minister in April 2005.
The section from Anantnag to Rajwansher (66 KM) was opened to the public by
the Hon’ble Prime Minister on October 2008.
The section from Rajwansher to Baramulla (35 KM) was inaugurated and
dedicated to the nation by the Hon’ble Chairperson of UPA Smt. Sonia Gandhi
on February 2009.
The section from Quazigund to Anantnag (18 km) was opened to the public by
the Hon’ble Prime Minister on October 2009.

The work is in various stages of progress in the balance length from Udhampur
to Quazigund.
The length from Udhampur to Baramulla is 292 km and has been divided into
three sections, details of which are as under.
Item Udhampur Katra- Qazigund -
–Katra Qazigund Baramulla
Route length( 25 129* 119 *
km) A
Bridges 38 62 811 s
Tunnels Length( 10.90 103.00 0 p
km) e
Max height of 85 359 22 r
bridge (m) r
Longest tunnel( 3.15 10.96 - e
km) v
stations 3 10+1 15 is
e
d alignment

This project has various special & unique features and several firsts in Indian
Railways.

Item Udhampur- Katra- Quazigund-

Katra Quazigund Baramulla
Max Curvature 2.75o 2.75o 2.75o
Max. height of 85 m 359 m 22 m
Bridge
Longest span 154m Steel 467 m 45 m
Girder over Steel Arch
river Jhajjar over river
Chenab
Longest tunnel 3.15 km. 10.96 km -
Max Depth of 20 m 40 m 12 m
Cutting
This project is, perhaps, the most difficult new railway line project
undertaken on Indian subcontinent. The terrain passes through young
Himalayas, which are full of geological surprises and numerous problems.
For execution purpose, project has been divided into 3 sub-sections.

Construction activities are in progress on Udhampur-Katra, Katra-Quazigund

and Quazigund-Srinagar-Baramulla section of the project. Katra-Qazigund
leg is the most difficult stretch of this project. The alignment of this stretch
which is 129 Km long, passes through Patni and Pir Panjal ranges.

This alignment requires construction of 62 important/major bridges / minor

bridges. The alignment also requires, interalia, construction of 35 no. of
tunnels, totalling to a length of 103 kms bringing the percentage of the total
length of the alignment on tunnels to approx. 80%.

6.0 Present Status of the Project:

For the ease of execution, the work has been sub-divided into the following
three legs:-

Leg -1 : Udhampur-Katra ( 25 Km)

Leg -2 : Katra-Qazigund (129KM)
Leg -3 : Qazigund –Baramulla (Km 119 )
The progress of work in these different sections of the new line is given as
under:

Leg -1:- Udhampur- Katra (25 km)

Executing Agency: Northern Railway

Udhampur-Katra section is 25 km long and involves about 11 km of

tunnelling, 9 important/ major bridges, 29 minor bridges and 10 ROB/RUBs
in addition to about 38.86 lac cum of earthwork. The approx. cost of this
stretch is Rs. 928 cr. The tallest bridge in this section is 85m high (Br. No.
20) and the longest tunnel is 3.15 km long. All the tunnelling as well as
bridge works have been completed. However, problem of squeezing and
swelling was faced in tunnel (T-1) due to expansive soil conditions, after
completion of tunnel boring work. To tackle this problem, Railway has
engaged the services of M/s RITES- Geo-Consult (a joint venture between
M/s RITES and M/s Geo-Consult, an internationally renowned tunnel
consultancy firm based in Austria). The consultant has given the revised
scheme of construction of a new diversion tunnel.

The work for construction of diversion tunnel has been awarded in Jan 2010
and contract. The target for this leg has been revised to December, 2011.

Leg -2:- Katra-Qazigund (148 km)

This leg is the toughest section, full of tunnels and bridges/ viaducts, which
has been constructed on the Indian Railways. It is much tougher terrain than
Konkan Railway. The terrain in this region is full of poor geology and faults.
Tunnelling and bridging is a challenge greater than that was met on Jammu-
Udhampur or Udhampur-Katra section and will be a matter of pride for the
engineers of Indian Railways.

The stretch between river Chenab and Banihal is passing through a virgin
territory and requires construction of about 262 km of access roads. About
160 km of access roads have already been constructed. At Qazigund end of
this stretch, the longest tunnel on Indian Railways is being constructed (T-80,
Pir Panjal Tunnel). This tunnel is 10.96 km long and will pierce through the
Pir Panjal range below the snow line. The work on Katra-Qazigund section
was started in Nov.’2002 and the present progress is about 13 percent. The
engineers working on this section are facing multifarious problems due to
extremely difficult and inaccessible terrain, technical problems and adverse
security concerns of extremist activities in the State.

The execution of the work has been divided among three agencies as under:

(a) Northern Railway for the first 5 kms (km 25- km 30)
(b) KRCL for the next 67 kms (km 30- km 97)
(c) IRCON for the next 57 kms (km 97-km 154)

While no significant difficulties are being experienced in the portion being

executed by northern Railway, but the progress of works from Km30 to
Km136 had been very slow due to failures in tunnels/tunnel portals. In view
of the difficulties being faced due to adverse geology in the region, Railway
Board vide their letter conveyed their decision to review the alignment from
Katra to Banihal.

On Railway Board’s directions, M/s IRCON appointed an International

consultant (M/s Amberg Engineering Ltd., Switzerland)in Oct 2008 for the
purpose of studying the alignment and suggesting measures to improve upon
the existing alignment apart from suggesting the alternate alignment. The
complete and final report has been submitted in January 2010.
 Railway Board also constituted an Expert Committee to review the
alignment and give their expert opinion. This Committee was headed by Sh.
M. Ravindra, Retd. Chairman, Railway Board. The members of the
committee were eminent geologists, tunnelling experts, alignment experts and
civil engineers. The committee submitted its report in June 2009.

The committee’s report has been accepted by Railway Board and orders for
recommencement of work issued on 31.8.2009. Tunnelling work in
Sangaldan area re commenced with effect from 25.09.2009. Survey works,
tests and studies, re-mobilization at the existing sites and the process of
calling for fresh tenders etc. has been started. The first phase of this strearch
between Qazigund and Banihal involving 11 km long tunnel between Pir
Panjal range is expected to be ready for commissioning by March, 2012 and
the entire project by 2017-18.

Leg 3: Qazigund-Baramulla (119 km)

Executing Agency: IRCON

This section falls in the Kashmir Valley, which is a natural bowl, surrounded
by the mountain ranges. Though there is no tunnel, heavy bridging is required
across rivers, canals and roads.

The section from Anantnag to Rajwansher (66 KM) was opened to public by
the Hon’ble Prime Minister on 11/10/08.

The section from Rajwansher to Baramulla (35 KM) was inaugurated and
dedicated to the nation by the Hon’ble Chairperson of UPA Smt. Sonia
Gandhi on 14.02.09.
The work from Quazigund to Anantnag (18 km) has been completed and
commissioned on 28/10/09 by Hon’ble Prime Minister. With this
commissioning the entire 119 km stretch in the valley has been made
operational as a standalone system.

Latest estimated targets dates for different sections are as under.

Item Milestone
Completion of 11 km long tunnel December, 2011
through Pir Panjal Range
Commissioning of Quazigund – Banihal March, 2012
Section
Commissioning of Udhampur-Katra December, 2011
Section
Commissioning of the entire project 2017-2018

Socio-economic impact of the project

(i) The completion of this project will provide an all weather and reliable
connectivity to the J&K State through rest of the country by the railway
network also provide connectivity by rail to far flung areas of J&K.

(ii) Construction of Access Roads – Total about 262 kms of approach roads
to work sites are to be constructed. Out of which, 160 kms already
constructed. With completion of approach roads, more than 73 villages will
get connected, which will provide road connectivity to about 1, 47,000
people, 29 villages already connected.

(iii) Employment generation – Direct employment to the local people (about

7000) and indirect employment to thousands for day to day requirement of
the project personnel. This will help to mitigate militancy.

(iv) Permanent job in Railways to one of the family members, whose more
than 75% of land has been acquired. Job given to 343 persons so far.
PIR PANJAL TUNNEL (T-80)

1.0 The Pir Panjal Tunnel is a work of Pioneering nature being the longest
transport tunnel in India and may become a benchmark for more ambitious and
longer transport tunnels in future. The quantum of work involves one million
cum of underground excavation. 11 Km. long tunnel is completely straight in
almost N-S direction. Maximum overburden is approx. 1100m. Tunnel is at
440m lower level than road tunnel and will be much less vulnerable to snow.
The single track tube has been adopted with side road for repair /emergency
rescue. The clear 3m wide passage exists in the cross-section all along and
extends outside the portals. Rising grade of 1% from south to the high point at
Km. 159.134 followed by a falling gradient of 0.5% towards north end (for
better constructability). Tunnel will be provided with properly conceived
Ventilation, fire fighting and monitoring systems.

M/s. Geo-Consult RITES (JV) has been appointed as Design and Supervision
Consultants for this project.

During selection of construction technology Tunnel Boring Machine (TBM)

was not adopted because of following:-

 Heterogeneous geology soil near portals to Trap and quartzite in

middle.
 Geology, with fault zones is also encountered.
 High squeezing anticipated in the middle zone with 1100m
overburden. This will be accompanied by heavy water inflow (Karst)
in the lime stone.
 High initial period is required for ordering design, manufacture and
commissioning.
 Retrieval of TBM’s requiring a large cavern which delays the final
lining activity.
 No bidder was prepared to mobilize two TBM’s.
 Required advance with one TBM is three times compared to NATM /
drill-and-blast.
 Non-circular section can only be achieved by enlargement in case of
TBM.
Adit & Shaft: 774m adit meets the main tunnel at 2750m and isolates soft-
ground. The shaft with 12m dia & 55m depth isolates 600m north-end tunnel.
These will also assist in the ventilation during construction and operation.

Features of NATM design and construction Process:

Geo-technical modelling includes rock classifications and impact of

construction sequence. Actual design performed in the form of supports sheet
during construction by designer at site. Instrumentation and monitoring is done
to observe settlement and validation of the design. The steel ribs have been
eliminated and lattice girders are used. These are lighter element and allow fore
poling through them providing better safety and keeping the excavation profile
to close tolerances. At any stage in the installed primary lining the actual stress
level is known providing a real time tool to the designer to validate his design
parameters. The geo-technical model showing presence of water, faults,
different rock classes. The model enables identification of favoured construction
method-road header, drill blast. Permanent lining is being done concurrently
while excavation is still on-going so that after the final break through, the tunnel
is completed in 3 months. The finished cross section has been optimized in
terms of area and shape. Assessment of tunnel stability during excavation is
being done. Determination is done for additional support measures and to adjust
the support and excavation sequences. Monitoring of deformation rate decides
casting of inner lining. Optical targets, pressure cells strain meters, and
measuring anchors are used.

Geological Features:

Rock units are mainly consisting of silicified limestone, andesite and basalt,
quartzite and sandstone or limestone – shale intercalations, agglomerates shale
and tuffs. Portal areas are situated in fluvioglacial sediments (soft ground). The
general trend of mountain range and strike direction of bedding is NW –SE. The
central areas of the Pir Panjal range show a distinct folding. Contacts between
rock units are often faulted. Folding is common in central areas.

Salient Features of Pir Panjal Tunnel (T-80):

 Total length – 11km

 Adit – 774m, shaft: 55m depth, 12m dia.
 Maximum overburden – 1.10km.
 Tunnel Method : NATM (New Austrian Tunnelling Method)
 Last estimate cost (2006) – 647 crores.
  Approx. 440m below existing Jawaharlal Road Tunnel (2.75km)
 Underground excavation: 10 lac cubic meter.
 Cross section Area: Excavation: 67 to 78 sqm, Finished Tunnel: 48
sqm.
 Investigation Bore Holes depth up to 640m. 3m wide road in tunnel
for
 Maintenance emergency rescue and relief.
 High midpoint and sloping in both directions for drainage
 Provision of system for ventilation, fire fighting and safety monitoring.

 Adit and shaft for parallel working, to be used for ventilation,

 Maintenance and emergency relief during service.
 Extensive instrumentation for monitoring during tunnelling.
Consultant: M/s. Geoconsult-RITES (JV).

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 Tunnelling Method (NATM)’
in India.
 First Use of ‘Road header’ for ‘Tunnel Excavation’ in Railway
Tunnelling.
 Krcl project
SECTION BETWEEN KM 30.000 & 100.868 (KATRA-DHARAM)
The work of above project was pended for review of alignment. Once again
the project has restarted as per the directions of Northern Railways, with
revised target date as 31-12-2015.
Development of trade in the project zone is begun. It is a healthy sign of the
transformation that is building up in the valley.

Tender Information
Tender No

KR/PD/JANDK/HOT/TENDER/SPL.BR./ANJI/KHAD/01/2012

Name of Work

Construction of cut profile and protection work on Katra end hill on the
Katra-Dharam section of the Udhampur-Srinagar-Baramulla new BG
Railway Line Project in state of Jammu and Kashmir

Category

Construction work

Tender Type

Contract Tenders

Competition Type

Indian

Document Fees

INR 30000

EMD

INR 10000000 /-

Tender Value

INR 3300000000
AtMAX INFRA (I) LIMITED, adding value to construction has been the
norm since its inception and throughout these years, we have been
reinventing ourselves to match with the time and trend exploring all
possibilities. With the latest know-how, high-end technology construction
gadgets and expert manpower, we keep offering futuristic solutions to our
customers in terms of products, technology, customer care and human
resources. The selection, quick adoption and adherence to latest / break-
through engineering and chemical technologies remain an integral part of our
corporate philosophy. So, is our indomitable commitment to satisfy all our
customers big or small.

Research and Development within selected niches and close co-operation

with customers is one of the cornerstones of MAX INFRA (I) LIMITED.
However, the largest portion of our R & D efforts is devoted to improve
established materials, products and processes. This is a continuously ongoing
process requiring many small steps, rather than a few giant leaps. It is usually
a matter of tailoring solutions for new area / mode of application, which may
mean small changes technically, but often have significant results for the
customers. Our advantage over competitors is our own work sites and
gigantic laboratories where we are constantly polishing our expertise in
material / chemical technology.

Along the way MAX INFRA (I) LIMITED has consistently tapped new
opportunities by increasing production capacity, diversifying investments and
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vision. The company is producing high quality construction chemicals, steel
fibers, welded mesh and has top construction companies as its clients.

We wish to particularly highlight our desire to continuously increase

knowledge about the customers’ needs / operations and how they can be
made more efficient with the support of our products and expertise. The
result of our ongoing R&D is a continuous flow of new products and
solutions that create added value for customers. MAX INFRA (I) LIMITED
aspires to be the customers’ first choice as partner and supplier within its
selected areas of operations.
 INTRODUCTION ON TUNNELS

A tunnel is an underground passageway, completely enclosed except for

openings for ingress and egress, commonly at each end. A tunnel may be for
foot or vehicular road traffic, for rail traffic, or for a canal. Some tunnels are
aqueducts to supply water for consumption or for hydroelectric stations or are
sewers.

A tunnel is relatively long and narrow; in general the length is more (usually
much more) than twice the diameter, although similar shorter excavations can
be constructed such as cross passages between tunnels.

Tunnels are dug in types of materials varying from soft clay to hard rock. The
method of tunnel construction depends on such factors as the ground
conditions, the ground water conditions, the length and diameter of the tunnel
drive, the depth of the tunnel, the logistics of supporting the tunnel
excavation, the final use and shape of the tunnel and appropriate risk
management.
Why Tunnels are constructed:

 To meet the requirements of rapid transportation in big cities

 To connect by shortest route, two termination separated by mountain
 To reduce very steep grades
 To avoid the excessive cost of maintenance of an open cut subjected to
land slides or snow drifts
 To avoid the expensive acquisition of valuable built up land, tearing up
pavements and holding up traffic for long periods in large cities
 When the depth of ordinary cutting exceeds 20m and the ground rises
rapidly for a considerable distance after wards

Tunnelling is one of the most hazardous projects in engineering and

construction. It is also one of the most expensive. For this reason, extensive
planning and surveying goes into the pre-excavation stage of the project. The
subject of tunnelling is too comprehensive to deal fully in this text. Therefore
only fundamental joints have been discussed here. For detailed study of the
subject, the reader is advised to consult some text tunnelling. In the field,
following types of rocks are encountered while tunnelling.
 HISTORY

For centuries, mankind has excavated caverns and tunnels in the earth for a
myriad of uses. Historically, early man probably dug tunnels and caves for
shelter, or to store food that had been killed or gathered. There is evidence
that Stone Age people sank shafts and drove tunnels in order to obtain flint
for bladed tools. Later, as mankind developed the ability to make metal tools,
the need to go underground for raw materials also developed, and more
tunnels were dug. Early excavations in metal-bearing ores have been
identified in Caucasia, near the Black Sea, which date back to about 3500
B.C. Tunnels were built in ancient times by nearly every great civilization:
Aztec, Inca, Babylonian, Egyptian, and Persian. The tools used in tunneling
were the tools of the age: Bone, antler, flint and wood to the early humans,
bronze, iron, and steel as civilization advanced. For centuries, tunnels in rock
were driven by building fires against the rock faces, which would cause
expansion and sapling, often accelerated by dousing the hot rock with water,
then picking the fractured rock away with picks and wedges. Egyptian and
Roman mines were worked to depths of approximately 200 meters. By the
6th century B.C., it has been estimated that the advance rate of a hand-
worked tunnel in hard rock was perhaps 9 meters per year. Today, nearly
three thousand years later, the advance rate in a given excavation is increased
over that by two or three orders of magnitude. The advent of explosives i.e.
first black powder then nitroglycerine and dynamite issued in a new age of
excavation. Not just have the rates of excavation improved, however.
Through improved methods of design and construction, the dimensions of
underground workings have increased, and the modern underground worker
can count on much greater safety and much better working conditions than an
historical counterpart. With improvements in design and construction, the
diversity of use has also widened, and tunnels are not simply the mines and
shelters they used to be. Today, the human race excavates for transportation,
mining, storage,

defense, deposition of waste, and the list goes on. The primitive picks and
wedges of the past have given way to the mechanized excavating tools,
pneumatic drills, and sophisticated blasting methods.
 Primary Concerns

First and foremost, there exist a number of general uncertainties and

unknowns when dealing with the underground. These variables can range
from minor inconveniences to major challenges to the designers of the tunnel.
A short list of some of these concerns consists of:

 The overriding uncertainty when dealing with any underground

project.
 The geology of the area will determine the feasibility and the cost
of the undertaking.
 Engineering properties of rock may change, sometimes drastically,
with a wide range of conditions, notably time, season, rate and
direction of loading.
 Groundwater is the most difficult parameter to predict and the most
troublesome during construction.
 Drilling core, the most common method of determining
underground conditions, only recovers less than 0.0005% of the
excavated volume of the tunnel on a typical project in the most
exhaustive survey, which leaves a great deal of room for
uncertainty.

Site Characterization

Once the designers of the tunnel get down to the actual design phase, the first
activity usually performed is a characterization of the site of the excavation.
This involves characterizing the rock mass into which the tunnel is to be
driven. This characterization will include the following properties:
  Topography of the area, the climate and the accessibility of the area.
 Location of the cavity with respect to the ground surface and rock
formation boundaries.
 Structural stability of the rock body, which is a function of seismicity,
faults, and stress concentrations.
 Hydrologic regime and its perturbation, which is a function of the
permeability of the ground and the ground water flow rates.
 Potential for subsidence and other surface effects.
 Rock types in the rock mass, their genesis and their homogeneity.
 Degree of weathering and weather ability of the rock.
 Geologic discontinuities and other defects.
 Deformability characteristics under short- and long-term loading.
 Strength characteristics in reference to a rational failure criterion.
 In-situ stress and hydraulic and/or dynamic loads.
 Geometric and mechanical properties of systematic and extensive
discontinuities.

PRELIMINARY EXPLORATIONS

The approximate location of a tunnel is dictated by the service it has to

provide , but final location should based on the results of surface and sub-
surface explorations. These explorations may be made to determine the
following information:

 Kind of information
 Presence of ground water and its extent

The formation may include sand, gravel, clay or unconsolidated muck, much
with or without water. There may be badly broken rock or solid and sound
rock or there may be faults and folds etc. While driving a tunnel in sound and
solid rock, little or no roof support is required, where as in broken rock it will
be absolutely necessary to provide extensive wall and roof supports. The
definite information may be obtained by drilling holes along the proposed
route and taking samples of the formation. The holes should be drilled
sufficiently close and at least up to the bottom of the tunnel to give
representative samples of the formation.

After the preliminary explorations and the analysis of the samples obtained,
the location will permit the satisfactory construction of tunnel at the lowest
practical cost should be selected.

A tunnel project must start with a comprehensive investigation of ground

conditions by collecting samples from boreholes and by other geophysical
techniques. An informed choice can then be made of machinery and

methods for excavation and ground support, which will reduce the risk of
encountering unforeseen ground conditions. In planning the route the
horizontal and vertical alignments will make use of the best ground and water
conditions.

In some cases conventional desk and site studies yield insufficient

information to assess such factors as the blocky nature of rocks, the exact
location of fault zones, or the stand-up times of softer ground. This may be a
particular concern in large diameter tunnels. To give more information a pilot
tunnel, or drift, may be driven ahead of the main drive. This smaller diameter
tunnel will be easier to support should unexpected conditions be met, and will
be incorporated in the final tunnel. Alternatively, horizontal boreholes may
sometimes be drilled ahead of the advancing tunnel face.

There are three basic types of tunnel construction in common use:

 Cut and cover tunnels, constructed in a shallow trench and then

covered over.
 Bored tunnels, constructed in situ, without removing the ground above.
They are usually of circular or horseshoe cross-section.
  Immersed tube tunnels, sunk into a body of water and sit on, or are
buried just under, its bed.

NUMBER OF ENTRACES

If the length of the tunnel is short, not more than few hundred metres or so, it
may be driven from one end only. In case of longer tunnels and especially
when the work has to be completed in short periods, tunnel may be driven
from both ends. for long tunnels to provide intermediate openings may be
advantageous to facilitate the removal of muck and water and also supply of
materials ,air ,light and other utilities through these openings are called shafts
and permits operations at a large number of heading. This increase the rate of
driving or digging of the tunnel.

Sequence of operations

Operations which are held during the construction of tunnels:

 Setting up and drilling

 Loading holes with explosives and firing them
 Ventilations and removing the dust after explosions
 Loading and hauling muck
 Removing ground water if necessity
 Erecting supports for sides and root if necessary
 Placing reinforcement
 Placing concrete lining
 Various Approaches for Tunnel construction:

 Drill & Blast System:

The drill and blast process is a cyclic operation; each round consists of four
successive Operations, namely: drill, blast, muck and installation of primary
support. The drilling operation consists of drilling a series of small blast holes
in the tunnel face, by a so called “Drill jumbo”. The number of holes and
location are dependent of the type and condition of the rock, the type of
explosive and the blasting technique used (Likhitruangsilp, 2003). After all
the required holes are drilled, they will be loaded with explosives. Once the
explosives are loaded in the blast holes, the tunnel face is cleared and the
explosives are then detonated. This operation will lead to excavated soil,
which must be removed subsequently. Also pieces of loosened rock
remaining on the tunnel roof and walls have to be removed, before the
mucking process begins. Once this is finished mucking machines and
materials handling equipment are mobilized, and the muck is hauled out of
the tunnel face. After the mucking operation, primary support systems are
installed to stabilize the opening. Primary support systems are installed at the
same time as the excavation operation to keep the opening stable during
construction. For the drill and blast method, primary support is usually
installed after the mucking operation is completed in each round, but before
or during the drilling operation for the next round (Likhitruangsilp,2003). The
supporting systems, such

As air, electricity, and ventilation, and the tracks are subsequently extended
to the new tunnel face. Final lining is installed at some later stage after the
installation of primary support. In general final lining occurs after the tunnel
has been entirely excavated and supported. Common lining systems are:
monolithic concrete lining, steel segments, and pre-cast concrete segments.
Under this the mode can be broadly

divided into:
a)Conventional Tunneling system: In this approach used from earlier times
the excavated rock mass is supported with/without use of steel ribs made up
generally of ISMB/ISHB with the different spacing depending upon the rock
mass type along with lagging generally made of cement concrete M15 these
days. The space between the steel support/lagging and excavated section is
filled with lower grade of cement concrete generally M10 backfill.
Sometimes Shotcrete with use of rock bolts is also resorted. However the
final lining where required is also given of plain cement concrete generally
M20 grade.

b) NATM: This method has been developed basically in Austria so its name
make use of providing flexible primary lining in shape of Shotcrete, wire
mesh, rock bolts ,lattice girder. In case of weaker rock mass the use of pipe
fore pole/pipe roofing is also resorted for crown support which in turn leads
to less over break as well as ensure safety during the execution. The main
aspect of the approach is dynamic design based on rock mass classification as
well as the in situ deformation observed. Hence more economical use of the
tunnel support system along with the rational approach of execution.
  Tunnel Boring Machine:

This method is totally mechanized but capital intensive. It is very much

suitable where there is reasonably kind of rock mass to be encountered during
construction and not suitable for highly varying geology. Here lining can
bedone with precast member just behind the tunneling. Tunnelling
construction involves three main processes, namely excavation, dirt removal
and tunnel support (Ruwanpura, 2001). The construction of a tunnel (using
TBM) begins with the excavation and liner support of the vertical shaft. In
the construction of a tunnel using TBM the following operations can be
distinguished:

 Excavation and support of the undercut area.

 Excavation of the tunnel and tail tunnel.
 Disposal of dirt from the tunnel face.
 Hoisting dirt to ground level.
 Lining the tunnel.
 Extending the services and rail tracks.
 Excavation and support of the removal shaft.
Tunnel boring machine
NATM (New Austrian Tunneling Method) in

Tunneling

The essence of the new Austrian tunneling method for tunnel construction is
in the convention of ground masses through proper supporting elements from
the loading facility surroundings to bearing elements. This method is applied
in massive with random strength and sufficient tunnel cover for formation of
the facilitating arch and in tunnels with random dimension of the cross
section.

History of NATM:

The term New Austrian Tunnelling Method Popularly Known as NATM got
its name from Salzburg (Austria). It was first used by Mr. Rabcewicz in 1962.
It got world wise recognition in 1964. This method has been evolved as a
result of experience gained in Austrian Alpine tunnelling condition. The first
use of NATM in soft ground tunnelling is done in Frankfurt metro in 1969.
The basic aim of NATM is for getting stable and economic tunnel support
systems. This method has been very useful in complex diversified geological
condition where forecasting of the rock mass is difficult due to rapidly
changing geology.
Broad Principles of NATM:

NATM broadly based on the following principles: Mobilization of the

strength of rock mass - The method relies on the inherent strength of the rock
mass being conserved as the main component of tunnel support. Primary
support is directed to enable the rock to support itself.

 Shotcrete protection - Loosening and excessive rock mass

deformation should be minimized by applying a layer 25-50mm of
sealing Shotcrete immediately after opening of the face.
 Measurements - Every deformation of the excavation must be
measured. NATM requires installation of sophisticated measurement
Instrumentation. It is embedded in lining, ground such as load cells,
extensometers and reflectors.
 Primary Lining - The primary lining is thin. It is active support and
the tunnel is strengthened not by a thicker concrete lining but by
flexible combination of rock bolts, wire mesh and Lattice girders.
 Closing of invert – Early as far as possible closing the invert so as to
complete the arch action and creating a load-bearing ring is important.
It is crucial in soft ground tunnels
 Rock mass classification - The participation of expert geologist is
very important as the primary support as well as the further designing
of supports etc during the excavation of rock requires the classification
of the rock mass.
 Dynamic Design – The deigning is dynamic during the tunnel
construction. Every face opening classification of rock is done and the
supports are selected accordingly. Also the design is further reinforced
based on the deformation as noticed during the monitoring.
Development of railway tunnels

 The first railway tunnel in world was constructed in the world was
constructed between 1895-1922 to connect Switzerland and Italy .it
was opened to traffic on October 16th 1922.the shape of cross section
was horse shoe and its size and length were 5m X 5.35m and 19820m
resp.
 The first highway tunnel was constructed in Hungary in 1851-53.its
length was about 350m.
 The first underground tunnel was constructed in Great Britain in 1939-
49. The length of tunnel was 12200m.
 In India first tunnel was constructed in 1913-16 on central/western
railway near thane. It is the longest railway tunnel of India having a
length of 1317m.
 The longest tunnel is in Japan having length of 22300m and is
constructed in 1979 and is known as daishimizu tunnel.
 Rocks

TYPES OF ROCKS ENCOUNTERED

 Igneous rocks
 Metamorphic rocks
 Sedimentary rocks

 IGNEOUS ROCKS: It has been observed that tunnels constructed

through igneous rocks have maximum temperature, which needs
watering or cold blast.
 METAMORPHIC ROCKS: The progress of tunnelling through
metamorphic rocks will depend on the hardness of material, cohesion
of particles and mass of over burden.
 SEDIMENTARY ROCKS: Tunnels through sedimentary rocks
though have minimum temperature, but there are chances of meeting
heavy springs of water making lining of the tunnel abs. necessary.
DEFECTS OF ROCKS

JOINTS: Joints are simple fractures. They are surfaces of physical failure or
separation with little or no placement between rock components on opposite
sides of the joint. They may exist in two or three planes approximately at
right angle with each other. The presence of joints in rock formation will
affect the extent to each the sides and roof of the tunnel should be supported
during tunnelling operations. Joints also provide usage to the ground water
flow into the tunnel.

FAULTS: It is a zone of large displacement along the plane of failure. The

displacement may be horizontal, vertical or a combination of both. The rock
in the fault zone usually is badly broken into pieces which tend to flow into
the tunnel as it is driven through a fault zone. It will also allow the ground
water to move into the tunnel.

Few tunnels are excavated without the use of some kind of artificial support.
Terzaghi (1946) developed a classification scheme to describe rocks and their
load on steel supports. Although this classification scheme is fifty years old,
and is limited with today's technology, the classification scheme it is still
quite useful for basic descriptions. Terzaghi's seven rock mass descriptions
are as follows: (Terzaghi, 1946)

 Intact rock: Intact rock contains neither joints nor hair cracks, and
thus breaks across sound rock. Sapling conditions, which is when thin
slabs of rock fall off the roof or walls of the tunnel and popping
conditions, where rock slabs on the sides or roof of the tunnel
spontaneously and violently detach, may occur for several hours or
days after blasting.
 Stratified rock: Stratified rock consists of individual strata with little
or no resistance against separation along strata boundaries. Sapling
conditions are quite common.
 Moderately jointed rock: Moderately jointed rock contains joints and
hair cracks, but blocks between the joints are locally grown together or
 so intimately interlocked that vertical walls do not require lateral
support. Again, sapling and popping conditions may be encountered.
 Blocky and seamy rock: This consists of chemically intact or nearly
intact rock fragments which are entirely separated from each other and
imperfectly interlocked. The vertical walls of the tunnel may require
support.
 Crushed rock: Crushed rock is chemically intact, but extensively
fractured. If the crushed rock is small-grained and below the water
table, it will exhibit the properties of a water-bearing sand.
 Squeezing rock: Squeezing rock slowly advances into the tunnel
without a perceptible volume increase. This condition requires a very
high percentage of microscopic and submicroscopic micaceous
minerals or clay minerals with a low swelling capacity.
 Swelling rock: Swelling rock advances into the tunnel primarily by the
expansion of the rock itself. This condition seems to be limited to rocks
containing clays, such as montmorillonite, which have a high capacity
to swell when hydrated.

Rock mass classification schemes abound, and nearly every different author
has a different method of classifying rock masses for excavation purposes.
Tunnel Geometry

In the design of tunnels, designers attempt to utilize a shape that will prove
the most stable. Basic mechanics, in conjunction with the rock mass
classification, dictates the most effective geometry. For instance, tunnels are
rarely excavated with a flat roof. The reason for this is that, as the span
increases, the rock in the center has less force holding it up, and a flat-roofed
tunnel is more susceptible to collapse. However, when tunnelling is strongly
stratified rock, such as shale, the roof is often cut flat, taking advantage of the
rock's natural tendency to break along bedding planes. By cutting the tunnel
along bedding planes and then supporting the roof, the tunnel would be less
apt to collapse than if a different geometry were employed which cut across
the bedding of the rock, making it more unstable. (Wahlstrom, 1973) For the
most part, however, tunnels are excavated with roofs that are circular
segments, which is the most stable geometric shape with regard to an
externally-applied stress. Also common are tunnels cut with horseshoe
shapes, or tunnels with Gothic arch roofs, which provide maximum stability
in the roof section. (Wahlstrom, 1973)

In addition to the shape of the tunnel section, the size is also very important.
It is generally considered that the minimum size for a tunnel that will still
permit reasonable working space is at least 7 feet (2.15 m) high by 4 feet (1.2
m) wide, clear of the wall or the supports, for a walkway. (Wahlstrom, 1973)
For obvious reasons, any tunnel designed for vehicle traffic would have to be
larger. The primary problem in sizing a tunnel is one of support against
external stress. Consider circular tunnels: Using the formula of (pi)r2 to
calculate the area of a circle (or in this case, an infinitesimally thin slice
through a circular tunnel), it can be shown that doubling the diameter (2r) of
a circular tunnel results in four times the area (2r) of the slice. This means
that doubling the diameter of a tunnel requires removing four times as much
rock. This rock, up to the point of excavation, had been in equilibrium with
the surrounding rock,

and had been supporting it. In addition, the surface area of the tunnel is
doubled, and so the forces in the rock which are trying to bring down the
tunnel are now acting over twice as large an area. It is for this reason that the
use of supports is much more important in larger tunnels than in smaller ones.
Often, in cases where tunnels are to be driven into rock of questionable
competence, very small tunnels are driven first and then carefully enlarged
and supported during the enlarging process. (Wahlstrom, 1973)

Classification of Rock Mass type

Rock mass encountered during excavation cannot be said to be favourable or

unfavourable only on the basis of the type of the rock. Several other factors
also play part in the rock mass behaviour. The excavation in the rock is
dependent on the rock class based on several factors such as –compressive
strength of rock, water condition, number of cleavages condition of
cleavages, dip and strike of the rock etc. There are various approaches of
classification of the rock mass and most predominantly are RQD, RMR and
Q factor of the rock mass.

Rock Quality Designation index (RQD):

The Rock Quality Designation index (RQD) was developed by Deere (Deere
et al 1967) to provide a quantitative estimate of rock mass quality from drill
core logs. RQD is defined as the percentage of intact core pieces longer
than100 mm (4 inches) in the total length of core. The core should be at least
NW size (54.7 mm or 2.15 inches in diameter) and should be drilled with a
double-tube core barrel.

RMR Value:

RMR value depends upon the following factors:

 Uniaxial compressive strength of rock material.

 Rock Quality Designation (RQD).
  Spacing of discontinuities.
 Condition of discontinuities.
 Groundwater conditions.

 Orientation of discontinuities.

Based on this the rock mass classification as per RMR is as under:

RMR 100-81 80-61 60-41 41-20 <20

Value

Rock Class I II III IV V

Description Very Good Fair Poor Very
poor
Good
Q Factor:

It depends on the following:

 Block size.
 Inter block shear.
 Active stress.
 Reduction for joint water flow.
 Presence of weakness zones.

Q factor varies from 0.01 to 1000 i.e. from exceptionally poor rock to
exceptionally good rock.

Components and Sequence of Execution in NATM

 Sealing Shotcrete – Shotcrete 25-50mm generally

 Fixing of Lattice Girder – lattice girder is 3 Bars of steel
reinforcement placed at three corners of triangle with 8mm steel bar
for connection. Easy to handle comparison of steel ribs.
 Fixing of wire mesh – generally used 6mm thick wires
 Primary Lining with Shotcrete – In layers each not thicker
than150mm
 Rock Bolting – discussed separately Used for crown support for
next Excavation
 Pipe Fore poling – Used for crown support for next Excavation
cycle ( for Rock Class after III only)
 Shotcrete

The process of shotcreting (rock bolt support) consists of the following

stages: preparation of underground working space surface, installation and
assembling of support elements (anchors, arches, and expanded lath), cover
lamination, cover protection, quality management.

The acceptable distance between heading and shotcreting lining is defined in

project according to particular engineering and geological conditions.
Immediate shotcreting after heading allows achieving the best results. In
weatherproof ground with above-average competence the distance between
heading and shotcreting is allowed to be 50 mm. In bad-weather ground with
above-average competence shotcreting must be done immediately. When
tunnel construction is performed by means of drill-and-blast method the
shotcreting is done after face cleaning. The distance between heading and
shotcreting is forbidden in strong-weather ground, where local falls, intensive
decompaction and fracturing can take place. When the heading is performed
by means of drill-and-blast method the first Shotcrete layer is sprayed on the
crown and available part of walls immediately after blasting, ventilation and
wall trimming. The last layers are sprayed after ground cleaning.

For tunnel excavation consolidation in stiff natural-moisture-content clay

continuously reinforced Shotcrete with reinforcing fibre and steel bars are
used. Steel bars are installed along the excavation crown and are fixed in face
tooting on one side and between ground and Shotcrete of previous heading on
another side.
PROCESS OF SHOTCRETING IS RUNNING
It is recommended to apply admixture for acceleration of setting and
hardening for shotcreting on water-bearing ground.

When Shotcrete is sprayed on ground surface with the temperature below

zero it is necessary to remove ice, blow the ground off with pressure air and
sand-blasting machine if necessary in advance.

The Shotcrete can be sprayed immediately or step-by-step, which is defined

by the project according to development rate of rock pressure and work
technique features.

Shotcreting of armoured coating is performed satisfying the following

requirements: reinforcing fabric must have cubicles 100 X 100 minimum,
wire size- 2-4 mm, fabric must be at distance over 20 mm from rock surface.
The fabric is retained against working space surface with the help of
framework fixed on shear connectors. Special assembling anchors with length
of 0.4-0.6 m are installed in case of strong edge roughness.

Dry pack for Shotcrete is centralized-prepared on mechanic concrete mixing

stations with element-metering accuracy stated by all-Union State Standard
7473-76. It is allowed to prepare dry pack in the face when the volume of
works is restricted and when the delivery of mixture to the face in hermetical
containers is impossible to be performed in time. The maximum term of
safekeeping of dry pack from the moment of preparation to the moment of
use is two hours.

The Shotcrete is placed layer-by-layer, the coating thickness - 5-6 sm. It is

allowed to increase the thickness of layers when quick-hardening mixtures
are applied on condition that newly-laid material doesn't slough and its
gravity in construction is more than 2.2 g/sm3.

For Shotcrete placing special cars are used, where by means of "dry"
technology the mixture of cement, sand and gravel batched in equal
proportions is squeezed out with pressure air by means of flexible hose to

the nozzle atomizer, where the mixture is moisturized with water. When the
"wet" technology is used, prepared concrete is delivered to the machines.
Shotcreting has high strength properties; resistance of its extension is 10 per
cent more in comparison with standard concrete. The cover of high strength,
density and waterproofing capacity is formed thanks to impact lying. The
other advantages of shotcreting are good adhesion to ground and
reinforcement, manufacturability, reduction of cement consumption.

Shotcrete application allows decreasing face thickness and out-turns;

excluding the necessity of formwork and mechanizing the concrete work
process totally. Moreover, manufacturing content decreases by 2 times, and
lining cost reduces by 30-40% in comparison with cast-in-place lining.

SHOTCREING
SHOTCRETE MACHING
 Lattice Girder

A lattice girder is a girder where the flanges are connected by a lattice web.
This type of design has been supplanted in modern construction with welded
or bolted plate girders, which use more material but have lower fabrication
and maintenance costs. The lattice girder was used prior to the development
of larger rolled steel plates.

The term is also sometimes used to refer to a structural member commonly

made using a combination of structural sections connected with diagonal
lacing. This member is more correctly referred to as a laced strut or laced tie,
as it normally resists axial compression (strut) or axial tension (tie); the lattice
girder, like any girder, primarily resists bending.

The component sections may typically include metal beams; channel and
angle sections, with the lacing elements either metal plate strips, or angle
sections. The lacing elements are typically attached using either hot rivets or
threaded locator bolts. As with lattice girders, laced struts and ties have
generally been supplanted by hollow box sections, which are more economic
with modern technology. In some case seismic retrofit modifications replace
riveted lacing with plates bolted in place
Mesh consists of semi-permeable barrier made of connected strands of metal,
fibre, or other flexible/ductile material. Mesh is similar to web or net in that it
has many attached or woven strands.

Types of mesh

 A plastic mesh is extruded, oriented, expanded or tubular. Plastic mesh

can be made from polypropylene, polyethylene, nylon, PVC or PTFE.
 A metal mesh can be woven, knitted, welded, expanded, photo-
chemically etched or electroformed (screen filter) from steel or other
metals.
 In clothing, a mesh is often defined as a loosely woven or knitted
fabric that has a large number of closely spaced holes, frequently used
for modern sports jerseys and other clothing.
 A mesh skin graft is a skin patch that has been cut systematically to
create a mesh. Meshing of skin grafts provides coverage of a greater
surface area at the recipient site, and also allows for the egress of
serous or sanguineous fluid. However, it results in a rather pebbled
appearance upon healing that may ultimately look less aesthetically
pleasing.

Uses of meshes

Meshes are often used to screen out unwanted things, such as insects. Wire
screens on windows and mosquito netting can be considered as types of
meshes:

 Wire screens can be used to shield against radio frequency radiation,

e.g. in microwave ovens and Faraday cages.

 Metal and nylon wire mesh filters are used in filtration

 Wire mesh is used in guarding for secure areas and as protection in the
form of vandal screens.
 Wire mesh can be fabricated to produce park benches, waste baskets
and other baskets for material handling.
 A huge quantity of mesh is being used for screen printing work.
 Surgical mesh is used to provide a reinforcing structure in surgical
procedures like inguinal hernioplasty, and umbilical hernia repair.
 Meshes are also used as drum heads in practice and electronic drum
sets.

WIRE MESH
 Rock Bolt
A rock bolt is a long anchor bolt, for stabilizing rock excavations, which may
be used in tunnels or rock cuts. It transfers load from the unstable exterior, to
the confined (and much stronger) interior of the rock mass.

Rock bolts were first used in mining starting in the 1890s, with systematic
use documented at the St Joseph Lead Mine in the US in the 1920s. Rock
bolts were applied to civil tunnelling support in the US and in Australia,
starting in the late 40s. Rock bolts were used and further developed, starting
in 1947, by Australian engineers who began experimenting with four metre
long expanding anchor rock bolts while working on the Snowy Mountains
Scheme

Typical rock bolting pattern for a tunnel

As shown in the figure, rock bolts are almost always installed in a pattern, the
design of which depends on the rock quality designation and the type of
excavation. Rock bolts are an essential component of the New Austrian
Tunnelling method. As with anchor bolts, there are many types of proprietary
rock bolt designs, with either a mechanical or epoxy means of establishing
the set. There are also fibreglass bolts which can be cut through again by
subsequent excavation. Many papers have been written on methods of rock
bolt design.

Rock bolt holding chain link fabric

Rock bolts work by 'knitting' the rock mass together sufficiently before it can
move enough to loosen and fail by unravelling (piece by piece). As in the
photo, rock bolts may be used to support wire mesh, but this is usually a
small part of their function. Unlike common anchor bolts, rock bolts can
become 'seized' throughout their length by small shears in the rock mass, so
they are not fully dependent on their pull-out strength. This has become an
item of controversy in the Big Dig project, which used the much lighter pull-
out tests for rock bolts, rather than the proper tests for concrete anchor bolts.
Types of Rock Bolts:

There are various types of the rock bolts may be used. Predominantly
following rock bolts are being used:

 SN Type – Normal steel tor steel bars of dia 28mm and above
(generally used as 32mm) with cement grout, some time the resin
pouches can be used for better anchorage.
 SDR – These are self drilling type of Rock bolts with sacrificial bit at
start, suitable for rapidly collapsing soils where the drilled hole
collapses when drill bite is withdrawn.
 SWELLEX type – The rock bolt is inflated after insertion with the
water pressure for better anchorage.
THE WAY BY WHICH ROCK BOLTS ARE FIXED
SN ROCK BOLT
SDA ROCK BOLTS
SWELLEX ROCK BOLTS
THE BOOMER MACHINE USED FOR BOLTING
 MUCKING

Material (rock or ore) fragmented with or without aid of explosives from a

working face (which may be a tunnel, large underground chamber, and open
cut excavation at any working sites or mines) is known as muck. The process
of loading this muck into a conveyance for transportation away from the face
is known as mucking .when this muck is discharged to an adjacent area,
practically without moving the mucking equipment, and simply by swimming
it, the process is known as casting. Excavation is the process of digging
ground from its bank face (in-situ) and elevating by an excavator to discharge
it either to a haulage unit, or an adjacent area.

Referring to a working cycle, while driving of small to large size with

conventional (drilling and blasting) or tunnel borers about one third of cycle
time is occupied by the mucking operation. This share increases to about 70%
when excavating the large excavations underground(stopes) where process of
rock fragmentation can go side by side (simultaneously to mucking).when the
scenario at the surface, where mucking, loading or casting occupies about 80
to 90% share and thereby it becomes a most vital component of a working
cycle. Importance of this basic aspect has been realized long back and man’s
endeavour has been to invent largest possible earth moving equipment to
handle enormous amount of rock material that is lying as overburden to
useful minerals(ores) and also enormous volume that need to be excavated
while constructing rail route and roadways ,canals ,dams and many vital civil
constructions
 Allowances for Settlement and Construction:
It has been observed that if the allowances are not given for the settlement or
execution perfection then at later stage it may sometime cause problem in
SOD especially in curves. Sometimes the speed considerations in the tunnel
are adversely effected. So during tunnelling due allowance should be taken
into the consideration for the excavation for allowing the settlement and
construction tolerances to avoid any complication at the later stage. Generally
100mm for construction and for settlement it depends on rock mass
classification.

Field Tests:

 Testing of aggregate grading.

 Panel casting and core testing in Shotcrete.
 In Situ core testing of Shotcrete.
 Machinery Used
Apart from the general machinery used in tunnelling like

Excavators, loader, tippers following machines have advantage of using:

 Boomer— it is a versatile machine having three arms machine. Its two

arms are used for drilling and one arm has the bucket for the movement
of the men for work. It is useful in fixing of Wire gauge, Lattice
Girder, Pipe Fore poling, rock bolting. For rock bolting separate
machine Tam Rock can also be used.

BOOMER
Shotcrete Machine with Robotic arm- This may be used for spraying of
Shotcrete rather than manual spraying so as to avoid human errors.

SHOTCRETE MACHINE
 Conclusion:
NATM approach of design and execution of the tunnelling in vary ideology
and especially in soft ground tunnelling is advantageous and scientific way of
tunnelling in comparison to the old /conventional way of tunnelling. This
system monitors the rock mass deformation and designs the support system
with reference to the rock mass type and deformation.