5688 Pre Final Design Report Tunnel Rev01-A PDF

DHARAM – QAZIGUND SECTION OF UDHAMPUR – SRINAGAR –
BARAMULLA RAILWAY LINE, JAMMU & KASHMIR
Detailed design consultancy of all structures including tunnels,

bridges / viaducts, station yards and associated works and
construction supervision of tunnels between 110 & 125 in
connection with construction of Dharam-Qazigund section of
Udhampur-Srinagar-Baramulla New BG Railway Line Project
Project NO: IRCON/1014/J&K.DQ/Consultancy Tunnels km 110-125/186
Pre-Final Design Report/Design Manual Tunnels T49 and T50

Revision 01: October 2013
Client:
IRCON INTERNATIONAL LIMITED
Consultant: Jammu Office:

BERNARD Ingenieure ZT GmbH 191 A/D, Ground Floor
Bahnhofstraße 19, A-6060 Gandhi Nagar;
Hall in Tirol, Austria Jammu – 180004
(Jammu & Kashmir) India
DETAILED DESIGN CONSULTANCY SERVICES FOR CONSTRUCTION OF KM 110 TO KM 125 OF
DHARAM-QAZIGUND SECTION OF UDHAMPUR SRINAGAR-BARAMULLA NEW BG RAILWAY LINE PROJECT
PRE FINAL DESIGN REPORT TUNNEL REV. 01
Register of Submissions
DOCUMENT NAME: 5688_Pre_Final_Design_Report_Tunnel_Rev01-A.docx
REV NO. DATE DESCRIPTION

00 22.03.2013 Submission of Design Manual
01 03.10.2013 Revision of Pre Final Design Report incorporating Client
th
comments received on the 19 September 2013
PREPARED BY: VERIFIED BY: APPROVED BY:
Mario Dijak Martin Fish Wolfgang Holzleitner

Martin Fish
Wolfgang Holzleitner
Alexander Kreidl
Wolfgang Kopton
Markus Türtscher
5688_Pre_Final_Design_Report_Tunnel_Rev01-A.docx BERNARD Ingenieure ZT GmbH Page 2 of 108

TABLE OF CONTENTS
PAGE
1 INTRODUCTION ............................................................................................ 6
1.1 General .....................................................................................................................................6
1.2 Aim and Scope of the Pre-Final Design Report and the Design Manual...........................6
1.3 Design Stages and Revisions ................................................................................................7
1.3.1 Revision 01 ...............................................................................................................................7
2 STANDARDS, GUIDELINES AND RELEVANT DOCUMENTS..................... 8

2.1 Documents Prepared by IRCON and Northern Railways ....................................................8
2.2 Documents Prepared by BERNARD......................................................................................8
2.2.1 Reports ......................................................................................................................................8
2.2.2 Tender Documents for the Civil Works Contractor(s) ...............................................................8
2.2.3 Minutes of Meeting /Summary of Discussions ..........................................................................9
2.3 Standards and Guidelines ......................................................................................................9
2.3.1 Standards ..................................................................................................................................9
2.3.2 Guidelines .................................................................................................................................9
2.4 Other documents ....................................................................................................................9
3 OVERVIEW OF THE PROJECT ALIGNMENT ............................................ 10

3.1 Location of the project area .................................................................................................10
3.2 Key data of alignment in the project area...........................................................................10
3.3 Basic Layout Parameters .....................................................................................................12
4 FINAL DESIGN CRITERIA FOR THE TUNNELS ........................................ 13

4.1 Design Criteria .......................................................................................................................13
4.1.1 Design Criteria as defined by the Client..................................................................................13
4.1.2 Design criteria as per specific Indian Standards and Guidelines ...........................................13
4.1.3 Design Criteria as per UIC 779/9 ............................................................................................13
5 TUNNEL LAYOUT........................................................................................ 20
5.1 General Layout ......................................................................................................................20
5.2 Layout Criteria - Rescue Concept .......................................................................................21
5.2.1 Structural Escape Facilities .....................................................................................................22
5.2.2 Escape Distances ...................................................................................................................24
5.2.3 Access Roads .........................................................................................................................24

6 TUNNEL CROSS SECTIONS AND COMPONENTS ................................... 25

6.1 Cross-Sections ......................................................................................................................25
6.1.1 Preface ....................................................................................................................................25
6.1.2 Railway Tunnel - Single-Track ................................................................................................26
6.1.3 Railway Tunnel - Double-Track ...............................................................................................30
6.1.4 Escape Tunnel and Lay By .....................................................................................................31
6.1.5 Cross Passage Type A ...........................................................................................................33
6.1.6 Cross Passage Type B ...........................................................................................................34
6.1.7 Side Adit ..................................................................................................................................35
6.1.8 Trolley Niches .........................................................................................................................36
6.1.9 Ventilation Cavern ...................................................................................................................37
6.2 Tunnel Components .............................................................................................................38
6.2.1 Drainage and Waterproofing System ......................................................................................38
6.2.2 Fire-fighting Equipment ...........................................................................................................46
6.2.3 Electromechanical Equipment ................................................................................................48
6.2.4 Safety Features .......................................................................................................................48
7 DESIGN OF TUNNEL SUPPORT ................................................................ 51

7.1 Background ...........................................................................................................................51
7.2 Ground Behaviour Types .....................................................................................................52
7.3 Design of Support Classes ..................................................................................................52
7.3.1 Calculations .............................................................................................................................54
7.3.2 The Support Elements ............................................................................................................57
7.3.3 Construction Sequence as an Element of Tunnel Design ......................................................65
7.3.4 Support Classes ......................................................................................................................66
7.4 The System Behaviour .........................................................................................................74
7.5 Observations and Assessment during Construction ........................................................74
8 CIVIL WORKS .............................................................................................. 76

8.1 Portal Cuts .............................................................................................................................76
8.1.1 General....................................................................................................................................76
8.1.2 Ground Conditions ..................................................................................................................76
8.1.3 Required Factor of Safety .......................................................................................................78
8.1.4 Material Properties ..................................................................................................................78
8.1.5 Numerical Modelling................................................................................................................79
8.1.6 Calculation Results .................................................................................................................80
8.1.7 Construction Sequence ...........................................................................................................81
8.2 lnner-Lining ...........................................................................................................................82

8.2.1 General....................................................................................................................................82
8.2.2 Materials ..................................................................................................................................82
8.2.3 Formwork Carriage .................................................................................................................82
8.2.4 Construction Tolerances of the Inner-Lining ...........................................................................82
8.2.5 Earthing ...................................................................................................................................83
8.2.6 Construction Sequence ...........................................................................................................83
8.2.7 Fire Protection .........................................................................................................................83
8.2.8 Structural Analysis of the Inner-Lining ....................................................................................84
9 CONSTRUCTION WORKS AND METHODOLOGY .................................... 90

9.1 Lots .........................................................................................................................................90
9.1.1 Lot T49A ..................................................................................................................................90
9.1.2 Lot T49B – T50 .......................................................................................................................90
9.2 Overall Work Sequence ........................................................................................................91
9.3 Access roads and site installation ......................................................................................92
9.3.1 Site Access Roads ..................................................................................................................92
9.3.2 Site Installation ........................................................................................................................92
9.3.3 Muck deposits .........................................................................................................................93
9.4 Tunnel Construction Methodology - General .....................................................................98
9.4.1 Support Classes and Elements .............................................................................................100
9.4.2 Tunnel Excavation Teams.....................................................................................................101
9.4.3 Mucking .................................................................................................................................101
9.4.4 Dewatering during Excavation ..............................................................................................101
9.4.5 Probe Drillings .......................................................................................................................102
9.4.6 Ventilation during Tunnel Construction Works ......................................................................102
9.5 Geotechnical Monitoring/Method of Predicting Ground Movements ............................102
9.5.1 Preface ..................................................................................................................................102
9.5.2 Time Schedule for Geotechnical Monitoring Works ..............................................................103
9.5.3 Details of the Geotechnical Monitoring Program ..................................................................104
APPENDICES
Appendix I: Pre-Final Design drawings
Appendix II: Quantity Calculations, Preliminary Excavation Material Transport Concept
Appendix III: Block Allocation for the Tunnels T49 and T50
Appendix IV: Calculations Portal Cuts
Appendix V: Calculations Inner-Lining
Appendix VI: Austrian Society for Geomechanics Guideline
Appendix VII: Cost comparison with Tunnel T48

PRE FINAL DESIGN REPORT/DESIGN MANUAL TUNNEL REV. 01
1 INTRODUCTION
1.1 General
The State of Jammu and Kashmir is the northernmost part of India, extending deep into the
Himalaya. The Pir Panjal Range separates the Kashmir Valley from the lowlands of India. By
road, the state’s summer capital, Srinagar, is most easily reached through the Kashmir
Valley from Pakistan. From the Indian lowlands, all roads to Srinagar cross high mountain
ranges, most notably the National Highway 1A from Udhampur over the Pir Panjal range.
This highway, dating back to the time of British occupation, cannot cope with current traffic
volumes. It is considered one of India’s most dangerous highways, regularly blocked by rock
falls, landslides and avalanches. In winter, the route is often blocked by heavy snowfall. If
conditions are favourable, a car journey from Udhampur to Srinagar (approx. 300 km) on the
NH 1A takes a full day.
An alternative to the NH 1A is the even more hazardous Leh-Manali Highway from Himachal
Pradesh. This route, crossing the Rohtang and Taglang Passes, is the highest major road in
the world and impassable in winter.
A railway connection between the Kashmir Valley and lowlands of India is considered
essential; therefore the 292 km long Udhampur – Srinagar – Baramulla Rail Link Project was
declared as a “Project of National Importance” by the Government of India in March 2002.
The railway will be single-track, broad gauge (=5‘6“, 1676 mm), ballastless and electrified.
The design speed is 100 km/h and the maximum gradient is 1 in 80 (= 1.25 %).
The alignment is split into three legs shown in Table 1:
LEG EXECUTING AGENCY APPROX. LENGTH APPROX. NO.
OF TUNNELS (KM) BRIDGES
Leg 1: 25 km from Northern Railway 10.90 38
Udhampur to Katra
Leg 2: 148 km from Northern Railway 109.60 119
Katra to Qazigund KRCL
IRCON
Leg 3: 119 km from IRCON 0 704
Qazigund to Baramulla
Table 1: Sections of the USBRL
The 119 km Qazigund - Baramulla section was put into operation in October 2009.
IRCON International Ltd. has been entrusted with design and construction of the railway
alignment between Dharam and Qazigund.
1.2 Aim and Scope of the Pre-Final Design Report and the Design Manual
The aim and scope of this document is to provide an overview of the proposed works for the
Tunnels T49 and T50 on the Dharam-Qazigund section of Udhampur-Srinagar-Baramulla
New BG Railway Line Project to those involved in the preparation and review of the design. It
comprises mainly but not limited to:
• Final design criteria and standards;
• overview of the alignment;
• the safety management plan for operation (rescue concept):
• proposed tunnel cross sections (optimum tunnel sizing);
5688_Pre_Final_Design_Report_Tunnel_Rev01-A.docxBERNARD Ingenieure ZT GmbH Page 6 of 108

•dimensions of major tunnel features and structural elements;

•tunnel components such as:
- drainage and waterproofing system;
- fire-fighting equipment;
- cable ducts;
- safety equipment such as lighting, monitoring and communication system
(general overview of elements);
• potential forces, loading cases;
• permissible deformations;
• material properties;
• design of main structures including:
- portal cuts;
- inner-lining;
• standard cross-sections for main structures and standard details for elements;
• construction methodology for tunnels;
- construction sequence;
- muck deposits and transport concept for excavated materials;
• monitoring during construction works.
This document shall be read together with all relevant documents, standards and guidelines
mentioned in Section 2 and all associated drawings.
1.3 Design Stages and Revisions

The Pre-Final Design Report in its initial version (Rev.00) was submitted on 22 March 2013.
Further revisions are based on this Revision 00 and will incorporate the changes in relation
to its preceding versions. After approval of the Pre-Final Design, DDC will proceed with the
Final Design, based on the last revision of the Pre-Final Design Report.
1.3.1 Revision 01
Revision 01 incorporates comments received from the Client on 19 September 2013. This
revision is intended to be the final version of the Pre-Final Design Report; further comments
will be respected in the Final Design Report.

2 STANDARDS, GUIDELINES AND RELEVANT DOCUMENTS
Design of the tunnels considered the following documents, standards and guidelines:
2.1 Documents Prepared by IRCON and Northern Railways

[01] Tender document for Detailed Design Consultancy of all structures including
Tunnels, bridges/viaducts, Station Yards and associated works and Construction
Supervision of Tunnels between km 110 & km 125 in connection with Construction
of Dharam-Qazigund Section of Udhampur-Srinagar-Baramulla New BG Railway
Line Project; IRCON International Limited; September 2011
[02] IRCON Letter to Northern Railways (USBRL), IRCON/J&K-SGR/D-Q/1014/DDC-
Zone II & III/2319; Sub: Submission of Inception Report of zone II & III of Dharam-
Qazigund Section; 11.08.2012
[03] Northern Railway (USBRL Project) Letter to IRCON, Sub.: Inception Report of Zone
II&III of Dharam-Qazigund Section, 27.08.2012
[04] IRCON Letter to DDC, IRCON/J&K-SGR/D-Q/1014/DDC-Zone II & III/227/2426,
Ref. Draft Inception Report Rev-3 August 2012, 12.09.2012
[05] Plan and Longitudinal Section, IRCON, Drawing No. IRCON/DHARAM-
QAZIGUND/DHARAM-ARPINCHALA km 110+220 to km 115+000
[08] Government of India, Ministry of Railways, Railway Board, Letter to Northern
Railways; Sub: Dispensation in provision of Trolley Refuges/Safety refuges in
Tunnels and on Bridges & embankments – USBRL Project, 12.11.2012
[09] Minutes of Meeting held on 27.11.2012 with N.Rly & IRCON in connection with
Tunnel ventilation & safety Electro Mechanical system for tunnels from Banihal to
Dharam section in the chamber of CEE/C/USBRL project, Satyam Resort Office.
[10] IRCON Letter to DDC, IRCON/J&K Cell/JAT/14/1014/D-Q/DDC/Tunnel Km
110+125/227/2699; Ref: Your Letter No. 568800/_1/HoW dtd. 10/12/2012;
13.12.2012
[11] Observations for the pre final report/design manual for tunnel T-49 and T-50;
handed over during in the meeting held on 19.09.2013 in Delhi
2.2 Documents Prepared by BERNARD
2.2.1 Reports
[12] Inception Report Revision 05: March 2013
[13] Environmental Impact Assessment – Revision 00: March 2013
2.2.2 Tender Documents for the Civil Works Contractor(s)

[14] Special Conditions of Contract, Section II-B (Technical Specifications)

2.2.3 Minutes of Meeting /Summary of Discussions

[15] Summary of Meetings / Discussions held between IRCON and BERNARD on April
5th and 6th 2013, 568800/_11_HoW, 12.04.2013
2.3 Standards and Guidelines
2.3.1 Standards
[16] UIC 779/9 (2003), International Union of Railways, Standard: Safety in Railway
Tunnels
[17] UIC 779/11 (2005), International Union of Railways, Standard: Determination of
railway cross-sectional areas on the basis of aerodynamic considerations
[18] IS 7894 (1975), Code of practice for stability analysis of earth dams
[19] BS 8004 (1986), Code of practice for foundations.
[20] IS 456 (2000), Plain and reinforced concrete – Code of practice
[21] IS 432 (1982), Specification for mild steel and medium tensile steel bars and hard-
drawn steel wire for concrete reinforcement, Part 2 – Hard-drawn steel wire
[22] IS 1893 (reaffirmed 2003) Criteria for earthquake resistant design of structures
[23] IS 1566 (reaffirmed 2004) Specification for hard-drawn steel wire fabric for concrete
reinforcement
[24] EUROCODE 1992-1 (2011), Design of Concrete Structures
[25] EUROCODE 1997-1 (2009), Geotechnical design, Part 1: General rules
2.3.2 Guidelines
[26] Indian Railways Schedule of Dimensions, 1676 Gauge (BG), Revised 2004
[27] Indian Railways Manual for Standards and Specification for Railway Stations, June
2009
[28] Indian Railways Permanent Way Manual 1986
[29] Northern Railway specification for material and work 1987
[30] Austrian ÖVBB Guideline for Tunnel Waterproofing, December 2012 (German
Version)
[31] Austrian ÖVBB Guideline for Tunnel Drainage Systems, April 2010
[32] European Directive 96/48/EC on the interoperability of the Trans-European high-
speed rail system - Technical specification for interoperability; Aspect “Safety in
railway tunnels” (2008)
[33] FHWA NHI-09-087 (2009), Corrosion/Degradation of soil reinforcements for
mechanically stabilized earth walls and reinforced soil slopes, Part 2 – Corrosion
[34] Austrian Society for Geomechanics (2010): Guideline for the Geotechnical Design of
Underground Structures with Conventional Excavation (Revision 2.1)
2.4 Other documents

[35] N. Barton, R. Lien and J. Lunde; Engineering Classification of Rock Masses for the
Design of Tunnel Support, Rock Mechanics 6, 189 – 236, August 1974
[36] E.Hoek, C.Carranza-Torres and B.Corkum; Hoek-Brown failure criterion - 2002
Edition, 2002
[37] Tender for J&K Rail Link Project – Dharam – Qazigund Section. Construction of
Tunnel T-48 (between km 100.00 & 110.200 approx.) on Dharam Qazigund Section
of Udhampur-Srinagar-Baramulla New BG Railway Line Project (Package T-48);
Volume-III; Financial Bid; Packet II, March 2012

3 OVERVIEW OF THE PROJECT ALIGNMENT
This section gives an overview of the alignment between approx. km 110 and km 125. It
comprises the length and location of structures on the alignment and basic parameters of the
layout as determined by the Client.
3.1 Location of the project area

Figure 1 shows the location of the project area within the Udhampur-Srinagar-Baramulla New
BG Railway Line Project in the State of Jammu and Kashmir, India.
Figure 1: Location of the project area
3.2 Key data of alignment in the project area

The key data of the optimized alignment in this section of the project is as given below:
NO ELEMENT VALUE DATA SOURCE
1 Alignment start / elevation km 110+220.00 / 1415.54 m Plan and
Data to be provided by IRCON. Will be Longitudinal
verified by DDC, as far as it is in his Section [05]
scope, upon receipt of most recent and
valid alignment data input files of our
stretch 110 to 125 as well as of the
neighbouring lots T48 and T74R.
2 Alignment end / elevation km 125+020.64 (match line with Plan and
subsequent lot designated as km Longitudinal
125.000) / 1559.79 m Section [07]
Data to be provided by IRCON. Will be

NO ELEMENT VALUE DATA SOURCE

verified by DDC, as far as it is in his
scope, upon receipt of most recent and
valid alignment data input files of our
stretch 110 to 125 as well as of the
neighbouring lots T48 and T74R
3 Total length 14800.64 m
4 Difference in elevation 144.25 m
Table 2: Alignment key data
START END
L (M)
(KM) (KM)
Bridge
110.263 110.704 441
BR-2
Sumber
110.282 111.482 1200
Yard
Bridge
111.097 111.482 341
BR-3
Tunnel
111.500 124.258 12758
T-49
Bridge
124.266 124.301 35
BR-4
Tunnel
124.310 124.565 255
T-50
Bridge
124.637 124.783 146
BR-5
Arpinchala
123.926 125.126 1200
Yard
Table 3: Structures along the alignment
Details regarding the alignment between km 110 and 125 are given on the design drawings:
• II-T490_20-DR-0102-B
• II-T490_20-DR-0104-0
• II-T490_20-DR-0106-A
• II-T490_20-DR-0108-A
• II-T490_20-DR-0116-A
• II-T490_20-DR-0117-A
This report covers the construction of the tunnels in the project area. The bridges are

covered in a separate manual.
3.3 Basic Layout Parameters

The responsibility for the layout of the total track is with the client. Basic layout parameters
for the project area within scope of this DDC can be derived from the Plan and Longitudinal
Sections [05], [06] and [07]. They shall be read in accordance with the layout of the total
track. Only values from the actual layout and longitudinal sections provided by the Client are
valid. In particular at lot boundaries, the top of rail level and exact location (coordinates) shall
be matched with the neighbouring lots. Alignment data will be verified by DDC as far as it is
in his scope upon receipt of most recent and valid input files of our stretch 110 to 125 as well
as of the neighbouring lots T48 and T74R.

4 FINAL DESIGN CRITERIA FOR THE TUNNELS
This section details the tunnel design criteria as defined by the Client or specific standards
and guidelines.
4.1 Design Criteria
4.1.1 Design Criteria as defined by the Client

Design criteria, as defined by the Client, are given in Table 4.
NO. CRITERION VALUE DATA SOURCE
1 Speed potential 100 kmph [01], Annexure 7.2
2 Ruling Gradient 1 in 80 (Compensated) [01], Annexure 7.2
3 Curve compensation 0.4% per degree curvature [01], Annexure 7.2
4 Spacing of track axis on 5400 mm [02], Paragraph 1
double track sections (in
station yards)
5 Formation Level 764 mm [10]
6 Design Life 120 years [01], Section 5.9
Table 4: Design criteria as defined by the Client
4.1.2 Design criteria as per specific Indian Standards and Guidelines

NO. CRITERION VALUE DATA SOURCE
1 Maximum actual cant 140 mm [28], Chapter IV, Part A,
Paragraph 406 (d) (1) (ii): Broad
gauge – Group ‘D’ And ‘E’
routes
2 Maximum cant deficiency 75 mm [28], Chapter IV, Part A,
Paragraph 406 (2) (b)
3 Maximum calculated cant 215 mm Sum of 1 and 2 in this table
4 Minimum Radius without 640 m Calculated according to [28],
speed reduction Chapter IV, Part A, Paragraph
406 (a)
Table 5: Design criteria as per standards and guidelines
4.1.3 Design Criteria as per UIC 779/9

UIC779/9 [16] classifies possible measures and their cost effectiveness to increase safety in
railway tunnels. The classification of measures is as follows:
SYMBOL CLASSIFICATION
+ The measure should give a positive safety benefit
0 The measure may give a positive safety benefit under certain
conditions (depending on local situation or regarding the feasibility in
existing tunnels etc.)
- The measure is unlikely to give positive benefit
Table 6: Classification of measures as per UIC779/9

The measures are divided into 3 parts:

SYMBOL DESCRIPTION
I Infrastructure measures
R Rolling stock measures
O Operations measures
Table 7: Measures as per UIC779/9
Rolling stock measures and operations measures do not directly affect tunnel civil works
design. All requirements are covered by the infrastructure measures. Consequently the
following sections give a measure-by-measure description of the "infrastructure" design
criteria following UIC779/9 recommendations. A cross-reference to the section of the design
manual relevant to the implementation of the measure is also given.
4.1.3.1 Prevention of incidents
4.1.3.1.1 I-1 Speed monitoring/signalling system
Classification: 0
Source in Design Manual: none
Remarks: Concept required for the entire railway line (not within
scope of this manual/DDC).
4.1.3.1.2 I-2 Train radio: operations centre – train crew – passengers

Classification: +
Source in Design Manual: 6.2.4.1.5
Remarks: The train radio design shall be consistent for the entire
railway line. To be determined by E&M design.
4.1.3.1.3 I-3 Train detection (axle counter, track circuit)

Classification: +
scope of this manual/DDC)
4.1.3.1.4 I-4 Train control equipment

Classification: +
scope of this manual/DDC)
4.1.3.1.5 I-5 Arrangement of switches

Classification: +
Remarks: Ideally switches are located outside of tunnels; however,
as parts of the Arpinchala Yard are located in tunnel,
switches are necessary to fulfil operational needs.

4.1.3.1.6 I-6 Track inspection

Classification: +
Remarks: Measures to be carried out in operational phase (not
within the scope of this manual/DDC)
4.1.3.1.7 I-7 Access control (security)

Classification: 0
Source in Design Manual: 6.2.4
Remarks: Measures shall be consistent for the entire railway line. To
be determined by E&M design.
4.1.3.1.8 I-8 Inspection of tunnel condition

Classification: +
Remarks: Measure to be carried out in operational phase (not scope
of this manual/DDC)
4.1.3.2 Reduction of effects

4.1.3.2.1 I-20 Double bore single-track tunnels
Classification: 0
Remarks: There is no double-track section, except in station yards.
4.1.3.2.2 I-21 Cross-section of double-track tubes

Classification: 0
Remarks: The goal is to minimize pressure transients when two
oncoming trains pass each other. As double track sections
are only in station yards, train only pass at low speeds and
no advantages are gained with a larger (double-track)
cross section.
4.1.3.2.3 I-22 Fire protection requirements for structures

Classification: +
Source in Design Manual: 8.2.7.1
Remarks: EUREKA fire curve is to be used
4.1.3.2.4 I-23 Fire, smoke and gas detection in tunnels

Classification: 0
Remarks: Design shall be consistent for the entire railway line. To be
determined by E&M design.

4.1.3.2.5 I-24 Fire extinguishing systems (sprinkler or similar installations)

Classification: 0
Remarks: To be determined by E&M design. Sprinkler systems are
only cost-effective for critical safety equipment or electrical
installations and should not be applied to railway tunnels
as a primary fire suppression system.
4.1.3.2.6 I-25 Smoke extraction systems/ventilation system

Classification: 0
Source in Design Manual: 6.2.3.2
Remarks: Basic requirements, such as necessary space for
ventilation fans, location of ventilation ducts and caverns
are already foreseen in the tunnel design. Detailed design
is part of E&M design.
4.1.3.2.7 I-26 Track drainage system (drainage and retaining basin)

Classification: +
Remarks: A separate drainage system is proposed. The detailed
design of water retaining basins is part of final design.
4.1.3.3 Facilitation of escape

4.1.3.3.1 I-40 Escape routes (routes, handrails, marking)
Classification: +
Source in Design Manual: 5.2.1, 6.1, 6.2.4
Remarks: Escape routes are considered in the design of the
proposed tunnel cross-sections. The detailed design of
safety equipment such as handrails, marking, signs etc. is
part of further design stages.
4.1.3.3.2 I-41 Emergency tunnel lighting

Classification: +
Remarks: Emergency lighting is considered in the design of the
proposed tunnel cross-sections. The detailed design of the
lighting system is part of E&M design.
4.1.3.3.3 I-42 Emergency telephones/communication means

Classification: +
Remarks: The communication system shall be consistent for the
entire railway line The detailed design is part of E&M
design.

4.1.3.3.4 I-43 Escape distances

Classification: 0
Remarks: The maximum distances between safe places (cross
passages) for single-track tunnels with a parallel escape
tunnel has been reduced to 375 m to gain uniformity with
the tunnels T48 and T74R. Project letters ([03] and [04])
specified changes to the tunnel layout as required by the
Client.
4.1.3.3.5 I-44 Vertical exits/access

Classification: 0
Remarks: There are no vertical exits/access in the design of the
tunnels T49 and T50
4.1.3.3.6 I-45 Lateral exits/access

Classification: 0
Source in Design Manual: 5.2.1, 5.2.3 and 6.1.7
Remarks: Due to their length (>150 m), the lateral exits (Side Adits)
are designed for road vehicles.
4.1.3.3.7 I-46 Cross-passages

Classification: 0
Source in Design Manual: 5.2.1.2, 6.1.5, 6.1.6
Remarks: As the Client's requirements [04], every third cross-
passage has the same profile as the Escape Tunnel
4.1.3.3.8 I-47 Parallel service and safety tunnel

Classification: 0
Source in Design Manual: 5.1, and 6.1.4
Remarks: As required by project letters [03] and [04], the parallel
Escape Tunnel runs only from Sumber (km 111.500) to
Higni (km 120+620).
4.1.3.4 Facilitation of rescue

4.1.3.4.1 I-60 Earthing device
Classification: +
Remarks: none
4.1.3.4.2 I-61 Access to tunnel entrance and tunnel exits

Classification: +

Remarks: All tunnel (open) portals will be accessible by road.
4.1.3.4.3 I-62 Track accessible for road vehicles

Classification: -
Remarks: The track is not accessible or usable by road vehicles.
The safety advantages (benefits) are small compared to
the cost of a drivable surface. Sufficient access for rescue
and maintenance is provided by the Cross-Passages and
Side Adits.
4.1.3.4.4 I-63 Rescue areas at tunnel entrance or exits

Classification: +
Remarks: Existing roads may also be considered as rescue areas.
Contractor site setup areas at tunnel portals can be easily
converted into rescue areas after construction is
completed.
4.1.3.4.5 I-64 Water supply (at access, in tunnel)

Classification: +
Remarks: none
4.1.3.4.6 I-65 Electrical supply for rescue services

Classification: +
Remarks: Outlets are foreseen at every Cross-Passage, and in
niches with a maximum spacing of 250 m (e.g. fire fighting
niches or trolley niches). The design shall be consistent
for the entire railway line.
The detailed design is part of E&M design.
4.1.3.4.7 I-66 Radio installation for rescue services

Classification: +
Remarks: The design shall be consistent for the entire railway line.
The detailed design is part of E&M design.
4.1.3.4.8 I-67 Reliability of electrical installations (fire resistance, autonomy,

redundancy)
Classification: +
Source in Design Manual: 6.2.3, 6.2.2.5
Remarks: The design shall be consistent for the entire railway line.
Material specifications form part of E&M design and

tender(s).
4.1.3.4.9 I-68 Control system

Classification: 0
Remarks: The control system is for the entire USBRL alignment and
not part of the scope of this manual/DDC services.
4.1.3.4.10 I-69 Rail vehicles for rescue (tunnel rescue train)

Classification: 0
Remarks: Railbound rescue vehicles are for the entire USBRL
alignment and not part of the scope of this manual/DDC
services.
4.1.3.4.11 I-70 Road/Rail vehicles for rescue

Classification: 0
Remarks: Rail/road rescue vehicles are for the entire USBRL
alignment and not part of the scope of this manual/DDC
services.

5 TUNNEL LAYOUT
5.1 General Layout

This section describes the proposed tunnels on the alignment. Explanations of design criteria
and relevant decisions affecting this specific tunnel layout are given in the following sections
of this document.
As per the tender document for this project [01], 5 tunnels were planned on the alignment
between km 110 and 125 of Udhampur – Srinagar – Baramulla Rail Link Project. As a result
of optimization of the alignment by BERNARD (see [12]) the tunnels have be merged so that
only 2 tunnels remain:
TUNNELS DDC - TENDER ALIGNMENT MEASURES TUNNELS ON OPTIMIZED
ALIGNMENT
T49; length = approx. 3410 m
T50; length = approx. 5480 m merged and
T49; length = 12758 m
T51; length = approx. 3190 m moved
T52; length = approx. 180 m

renamed and
T53; length = approx. 200 m T50; length = 255 m
moved
Table 8: Comparison Main Tunnels Tender Alignment and BERNARD Alignment
Tunnel T49 runs from Sumber to the Khoda Nala gorge. For most of its length it has a single-
track profile. Due to the necessary length of the Arpinchala Yard, a double-track section of
approx. 338 m is provided near the north portal (T49-P2). Two Side Adits, named Higni Adit
and Kundan Adit intersect T49 in the northern part of the tunnel. A parallel escape tunnel is
provided between Sumber and the Higni Adit. 24 cross-passages connect the railway tunnel
and the escape tunnel. Every third cross-passage has sufficient space for vehicular
movement.
Tunnel T50 lies within the Arpinchala Yard and is therefore has a double-track profile. No
lateral exits or escape tunnels are required.
Bridge 4 (see report of Bridge 4), which crosses the Khoda Nala gorge, connects tunnels T49
and T50.
Figure 2 gives an overview of the tunnel structures in this project section.
Figure 2: Schematic tunnel layout (for details see drawing II-T490_20-DR-0119)
Further details of the tunnel layout can be found on the design drawings:

• II-T490_20-DR-0102-0
• II-T490_20-DR-0104-0
• II-T490_20-DR-0106-0
• II-T490_20-DR-0108-0
• II-T490_20-DR-0119-0
5.2 Layout Criteria - Rescue Concept

The rescue concept influences the tunnel layout. As described in the European Directive
96/48/EC [32], incidents in a railway tunnel are divided into three types:
• Hot incidents: fire, explosion with fire, emission of toxic smoke or gases
• Cold incidents: collision, derailment
• Prolonged stop: unexpected stop in the tunnel for more than 10 minutes
In any case of incident or accident, which forces a train to stop in the tunnel without
possibility to continue its journey, the evacuation of affected people is inevitable. The main
principle of any tunnel safety concept is that persons must be able to reach a "safe area".
Due to the remote location of the tunnels in the project area and the time it would take
emergency services to reach an incident site, the principal method of evacuation will be self-
rescue. UIC779/9 gives three major features to be considered in design and operation of
railway tunnels which are critical for successful self-rescue.
I. Operation
a. Emergency information for passengers
b. Trained crew
c. Emergency and rescue plans
II. Rolling stock
a. Design should support easy escape from coaches
III. Infrastructure
a. Escape route free from obstacles
b. Message signs showing the nearest exit
c. Lighting and handrails
d. Provision of safe and smoke free areas
e. Uniformity of safety concept for the entire railway line.
While the points I and II have no direct impact on the tunnel design, point III is of major
influence. As already mentioned, the central aspect of a rescue concept is to reach a safe
place in the event of a fire, therefore the escape route is decisive. The main structural
features for the proposed tunnels in respect of the rescue concept are:
• Escape Facilities
- Walkways on both sides of the railway track
- Cross-passages with fire-fighting doors (air-locks)
- An escape tunnel
- Lateral exits (Side Adits) with fire-fighting doors (air-locks)
• Access roads
During an incident, people leave the immediate area via the walkways along the railway
tunnel. Signs guide them to the nearest safe area which is either a cross passage, a side adit
or, if the incident occurs near a portal, the surface. Figure 3 shows the proposed rescue
scheme. Details on the equipment of the escape route, such as lighting, handrails etc. are

given in the respective sections of this manual.
Figure 3: Escape Scheme
5.2.1 Structural Escape Facilities

This section describes the main structural features of the safety concept. An overview of the
necessary equipment is given in Section 6.2.
5.2.1.1 Walkways
As per UIC 779/9 [16], measure I-40, walkways shall be provided in tunnels to enable quick
and safe escape. Such walkways shall be at minimum 70 cm and optimally 120 cm wide and
shall be provided on both sides of a double-track tunnel. However, for single-track tunnels
measure I-41 requires a walkway on one side only. The obvious advantages of double-sided
walkways also in single-track tunnels are an increase in safety, the opportunity for leading
cables and service ducts on both sides of the tunnel below those walkways and the provision
of space for maintenance. These walkways shall be kept free from any obstacles up to a
height of 2.20 m. Signs, provided on both sides of the tunnel indicate the direction to the
nearest exit.
5.2.1.2 Cross-Passages
Cross-passages are proposed in the tunnel section with a parallel escape tunnel between
Sumber and Higni. Even though measure I-46 allows a maximum distance between two
cross-passages of up to 500 m, the maximum distance has been reduced to 375 m in
accordance with project-specific directives ([03] and [04]), which require uniformity with other
tunnels along the USBRL. These cross-passages are equipped with lighting, communication
means and fire-fighting doors (air-locks) to keep the escape tunnel (safe area) smoke free.
The fire fighting doors shall open towards the safe area to allow a quick and safe escape.
Table 9 gives an overview of the proposed cross passages along the section.
NO. CHAINAGE REMARK
CP-01 111+868.75 driveable
CP-02 112+243,75 driveable

NO. CHAINAGE REMARK

Table 9: Proposed cross-passages
5.2.1.3 Escape Tunnel

A parallel escape tunnel is proposed for the section between Sumber and Higni Adit. Another
proposed escape tunnel from Higni Adit towards Arpinchala has been cancelled by Northern
Railways ([03] and [04]). Persons escaping from the railway tunnel enter enlarged areas of
the escape tunnel through the proposed cross-passages. These enlarged areas are
appropriately illuminated and are equipped with signs showing the direction to the nearest
portal. An independent ventilation system in the escape tunnel produces an overpressure
which ensures smoke from an incident in the main tunnel remains in the main tunnel.
5.2.1.4 Side Adits
Two side adits are proposed in the project section:
NAME CHAINAGE LENGTH
Higni Adit 120+618.75 approx. 275 m
Kundan Adit 122+793,75 approx. 725 m
Table 10: Proposed side adits
Persons escaping from in the railway tunnel enter the side adit either via the railway tunnel,
or the escape tunnel. Both side adits lead directly to the surface. As both adits are longer
than 150 m, they are dimensioned to accommodate road vehicles (measure I-45, UIC 779/9).

The layout and longitudinal sections of these adits are shown on the design drawings:
• II-T490_20-DR-0116-0
• II-T490_20-DR-0117-0
5.2.2 Escape Distances

In regard of the rescue concept for the defined tunnel layout, the alignment between Sumber
and Arpinchala can be divided into three sections:
NO. DESCRIPTION LENGTH TUNNEL ESCAPE TUNNEL
I Sumber to Higni Adit approx. 9120 m T49-A and part of T49- Yes
B
II Higni Adit – Kundan Adit approx. 2175 m part of T49-B No
III Kundan Adit to Arpinchala approx. 1770 m part of T49-B, Bridge 4 No
and T50
Table 11: Sections for Rescue Concept
Since there is no escape possibility between T49 and T50 (Bridge 4 is fully enclosed) T49
from Kundan Adit onwards, Bridge 4 and T50 are therefore considered as one integral
rescue section (III).
As per UIC779/9 measure I-43, distances between safe places shall be maximum 1000 m
resulting in a mean escape distance of 500 m. Based on Client project-specific decisions
([03] and [04]), the finally determined tunnel layout results in the following maximum escape
distances:
Section I: Under the assumption that one cross passage is blocked due to the accident,
the maximum escape distance to a safe place in section I is 375 m.
Section II: Under the assumption that the Kundan Adit is not blocked in case of an
accident (low probability and hence an acceptable risk), the longest possible
escape distance to a safe place is approx. 1090 m.
Section III: Under the same assumptions as for Section II, the longest possible escape
distance in Section III is approx. 885 m
5.2.3 Access Roads

As per UIC 779/9 measure I-61, every tunnel portal shall be accessible by road for rescue
services. Furthermore these roads can be used for tunnel maintenance. Key specifications of
such access roads are as follows:
•Access road shall be accessible for normal fire brigade vehicles;
•solid (paved) surface (damage after large intervention is acceptable);
•minimum width: 3.0 m and possibilities for pass by of vehicles;
•the road ends at the rescue area or at a solid turning area and as close as
reasonable to the entrance, depending on local topography.
Access roads to the Kundan and Higni Adits already partly exist but require further
improvement. Access roads at the Sumber and Arpinchala areas need to be newly
constructed for site access during construction and for access during operation.

6 TUNNEL CROSS SECTIONS AND COMPONENTS
This section of the Design Manual describes the design of the following tunnel profiles:
• Railway Tunnel
• Escape Tunnel
• Lay By
• Walkable Cross Passage
• Driveable Cross Passage
• Side Adit
• Ventilation Cavern and Adit
All information given shall be read together with the corresponding design drawings.
6.1 Cross-Sections
6.1.1 Preface
6.1.1.1 Clearance Profile
In these subsections the clearance profiles for the proposed tunnel cross sections are
described. The geometry of each clearance profile mainly depends on the following criteria:
• Utilisation of the tunnel
- Railway tunnel (single or double-track)
- Escape purposes (e.g., Escape Tunnel, Cross-Passages)
- Ventilation (e.g., Ventilation Adit)
• Traction (in Railway Tunnels)
• Basic design parameters
- Maximum speed potential
- Minimum radius of curves
• Rolling stock
- Normal stock
- Wide stock (3660 mm)
• Walkways
Under consideration of the above mentioned criteria, the sizes of the clearance profile are
chosen in accordance with the following specific guidelines and standards and as mentioned
in Section 2.3:
• Indian Railways Schedule of Dimensions, 2004 revision
• UIC Guideline 779/9, 2003
In case further guidelines or instructions (e.g. client defined measures) are followed, it is
explicitly stated in the particular section.

6.1.1.2 Optimum Tunnel Sizing

Table 12 gives an overview on the main influences on the size and shape of each tunnel
profile:
NO. CRITERION INFLUENCE THROUGH SOURCE IN DESIGN MANUAL
1 Construction Shape of excavated tunnel (e.g. round, see section 8
horseshoe)
Construction methodology used:
- Conventional Tunnelling (NATM)
- Mechanised Tunnelling (TBM,
Shields)
Geological conditions / ground
behaviour
2 Utilisation Clearance profile see sections:
6.1.1.1
6.1.2.1
6.1.3.1
6.1.4.1
6.1.5.1
6.1.6.1
6.1.7.1
3 Operation Equipment see sections 5.2 and 6.2
Aerodynamics
Safety purposes (e.g., in case of fire)
Table 12: Main criteria for optimum tunnel sizing
The proposed tunnel profile shall consider all criteria mentioned in Table 12 to ensure a safe
and proper operation. It shall accommodate the clearance profile and all necessary
equipment, but shall not be oversized to keep construction efforts and cost low and
economically efficient.
6.1.2 Railway Tunnel - Single-Track

The clearance profile of the single-track railway tunnel is in accordance with the design
criteria defined in section 4.1 and in UIC and Indian Railways guidelines [16], [26] and [27].
As per the Indian Railways Schedule of Dimensions [26], Schedule I (Standard Dimensions),
Chapter IV (B) – Rolling Stock, 3660 mm wide stock, Paragraphs 1, 2, 3, 4 and 5, the
maximum future moving dimensions are as given in Table 13.
NO. HEIGHT ABOVE RAIL LEVEL MAXIMUM WIDTH
1 102 mm when fully loaded 2895 mm
2 305 mm when fully loaded 3505 mm
3 from 305 mm to 1145 mm when fully loaded 3505 mm
4 from 1145 mm when fully loaded to 3355 mm when empty 3660 mm
5 4265 mm when empty 3505 mm
6 4725 mm 1830 mm
Table 13: Maximum future moving dimensions for wide stock

With reference to Schedule I, Chapter I – General, Paragraph 13 (ii) of the Schedule of

Dimensions [26], the minimum horizontal distance from the track centreline to any structure
on a straight alignment (structural clearance profile) shall be as shown in Table 14.
NO. HEIGHT ABOVE RAIL LEVEL HORIZONTAL DISTANCE OF TRACK
1 from 0 mm to 305 mm 1905 mm
2 from 305 mm to 1065 mm 1905 mm increasing to 2360 mm
3 from 1065 mm to 3355 mm 2360 mm
4 from 3355 mm to 4420 mm 2360 mm decreasing to 2135 mm
5 from 4420 mm to 5870 mm 2135 mm decreasing to 915 mm
Table 14: Horizontal distances from centre of track to any structure on straight alignment
On the inside of curves, the clearance between the track centreline and any structure shall
be increased due to the lean of the carriage and locomotives (Figure 4) and the necessary
allowance for curvature (Figure 5).
Figure 4: Lean in curves Figure 5: Allowance for curvature
This increase of the clearance profile shall be calculated in accordance with the Appendix in
the Schedule of Dimensions [26]. Table 15 shows the horizontal values (rounded up to the
nearest 5 mm) to be added on the inside of the curve for the basic design parameters given
in section 4.1:
NO. HEIGHT ABOVE RAIL LEVEL ADDITIONAL HORIZONTAL VALUES
1 from 0 mm to 840 mm 80 mm
2 from 840 mm to 4420 mm 455 mm
3 at 5410 mm 560 mm
Table 15: Horizontal distances from centre of track to any structure on the inside of curves
At the outside of the curve, the allowance at the end of the vehicle, as shown in Figure 5,
shall be added to the horizontal values of the structural clearance profile on straight
alignment. As per the Appendix of the Schedule of Dimensions [26], Paragraph 9 the values

to be added for the basic design parameters (section 4.1) are as given in Table 16:
NO. HEIGHT ABOVE RAIL LEVEL ADDITIONAL HORIZONTAL VALUES
1 any height 21 mm
Table 16: Horizontal distances from centre of track to any structure on the outside of curves
As already mentioned in section 5.2.1.1 walkways with a width of 1.20m are recommended
at both sides due to sections without a parallel escape tunnel. The proposed tunnel geometry
(Figure 7) - a result of the minimum horizontal distances of structures and necessary
equipment to the centreline of the track - provides enough space for walkways on both sides
without enlargement of the required tunnel profile.
Figure 6 shows the clearance profile resulting from the criteria specified above. It contains:
• The maximum future moving dimensions (including opened doors) and a 1.20 m wide
walkway on both sides (highlighted in red)
• The minimum distances from the track centreline for structures on straight alignment
(highlighted in blue)
• The minimum horizontal distance from the track centreline for structures on a curve
with 640 m radius and at a speed of 100 kmph (highlighted in green).
• Space for the electrification system.
Figure 6: Clearance Profile - Railway Tunnel Single Track (see drawing II-T490_20-DR-0120)

The determining sections of the alignment for the optimum size of the single-track railway
tunnel are in curves with minimum radius where the necessary structural clearance profile is
the largest. The tunnel size can be optimised when placing the necessary larger equipment
(e.g. jet fans) at the outside of the curve where more space is available. Figure 7 shows the

typical cross section for the single-track railway tunnel including the moving dimensions in a
curve with a radius of 640 m (highlighted in red) and the resulting structural clearance profile
(highlighted in green). The walkway on the inside of the curve is reduced to 1.03 m, but still
within the limits given in [16], measure I-40. A jet fan, which is the determining size of
equipment, can be accommodated on the outside of the curve, just above the clearance area
of the walkway.
Figure 7: Standard Cross-Section – Railway Tunnel Single Track, Clearance Profile for R = 640 m (see
drawing II-T490_20-DR-0120)
Table 17 shows the main design parameters of the typical single-track railway tunnel cross-
section:
NO. ELEMENT VALUE REMARKS
1 Excavation Area approx. 58 m² (without invert) The exact excavation area depends
approx. 65 m² (with invert) on the prevailing geological /
geotechnical conditions the actual
approx. 70 m² (with deep invert)
support class.
2 Inner clearance approx. 38.5 m² Area above top of rail within the
inner-lining.
3 Height of tunnel 6.15 m above top of rail Dimension determined on the inner
side of the inner-lining.
4 Thickness of Inner- 350 mm As justified by structural analysis
lining (see section 8)
5 Construction maximum 150 mm
tolerance for inner-
lining
Table 17: Single-Track Railway Tunnel - Main Design Parameters

6.1.3 Railway Tunnel - Double-Track

As per the Appendix in the Schedule of Dimensions [26], Paragraph 10, extra clearances in
curves between adjacent tracks are required in addition to the clearance profile of single-
track section of the Railway Tunnel (section 6.1.2.1).
As there are no curves along the double track tunnel section, no horizontal values need to be
added to the clearance profile. Figure 8 shows the clearance profile resulting from the criteria
specified and from track separation, which was defined by the Client (see Table 4). It
contains:
• The maximum future moving dimensions (including opened doors) and a 1.20 m wide
walkway on both sides (highlighted in red). The space between the maximum future
moving dimensions with closed doors is approx. 1.74 m.
• The minimum distances from the centreline of track to structures along straight
alignment (highlighted in blue)
• The minimum horizontal and vertical distances for cases without electric traction
(indicative, highlighted in grey)
• Space for the electrification system.
Figure 8: Clearance Profile - Railway Tunnel Double-Track

The optimum tunnel geometry is designed under consideration of the following main issues:
• It accommodates the clearance profile shown in Figure 8 and all necessary
equipment
• Main design parameters - if possible - remain the same as for single-track tunnels
(e.g., radii of inner lining of the sidewall). This positively affects the construction
period (e.g., multi-use of formwork parts, uniformity for equipment sizing etc.).
Figure 9 shows the typical cross section for the double track railway tunnel including the
moving dimensions on straight alignment (highlighted in red) and the clearance profile for
straight alignment (highlighted in blue).

Figure 9: Standard Cross-Section – Railway Tunnel Double-Track, Clearance Profile for straight alignment
(see drawing II-T490_20-DR-0121)
Table 18 shows the main design parameters of the typical double-track railway tunnel cross-
section:
geotechnical conditions and the
actual support class.
inner-lining.
3 Height of tunnel 7.52 m above top of rail Dimension determined on the inner
4 Thickness of Inner- 350 mm
lining
tolerance for inner
lining
Table 18: Double Track Railway Tunnel - Main Design Parameters
6.1.4 Escape Tunnel and Lay By

As per UIC 779/9 [16] measure I-47, the clearance profile for parallel safety tunnels shall be
at minimum 3.5 m x 3.5 m (see Figure 10). Furthermore possibilities for reversing and
passing vehicles shall be foreseen; however the UIC guideline does not define a minimum
width for such sections. Therefore the necessary width is determined on the basis of the
following constraints:
• Width of each car/truck including side-mirror is 2.50 m. This includes all standard
sized pickup trucks.
• Minimum clearance between the centre-sided mirrors of two vehicles is 300 mm.

• Extra clearance of 100 mm on the outside of both vehicles

• Passing takes place at low speed
The width is therefore determined as 5.50 m. Figure 11 illustrates the required clearance
profile at such "Lay Bys".
Figure 10: Clearance Profile – Escape Tunnel Figure 11: Clearance Profile – Lay By

The tunnel geometry for the Escape Tunnel, as shown in Figure 12, is designed considering
the installation of additional service and safety equipment (e.g. fire-fighting water equipment,
cable trays, ventilation if necessary). Main design parameters for the Lay Bys (Figure 13) if
possible remain consistent with those of the escape tunnel (e.g., radii of inner-lining of the
sidewall). This positively affects the construction period (e.g., multi-use of formwork parts,
uniformity for equipment sizing etc.).
Figure 12: Standard Cross Section – Escape Figure 13: Standard Cross Section – Lay By (see
Tunnel (see drawing II-T490_20-DR-0122) drawing II-T490_20-DR-0122)
Table 19 shows the main design parameters of the typical Escape Tunnel and Lay By cross-
sections:
1 Excavation Area Escape Tunnel: The exact excavation area depends
approx. 28.5 m² (without on the prevailing geological /
invert) geotechnical conditions and the
approx. 32.7 m² (with invert)
Lay By:


approx. 44 m² (without invert)
approx. 51 m² (with invert)
2 Inner clearance area Escape Tunnel: Area above ±0.000 and within the
approx. 18.6 m² inner-lining
Lay By:
approx. 31 m²
3 Height of tunnel Escape Tunnel: Dimension determined on the inner
4.70 m above ±0.000 side of the inner-lining.
Lay By:
5.28 m above ±0.000
4 Thickness of inner- Escape Tunnel:
lining 300 mm
Lay By:
350 mm
5 Construction tolerance maximum 150 mm
for inner-lining
Table 19: Escape Tunnel and Lay By - Main Design Parameters
6.1.5 Cross Passage Type A

Cross-Passages connect the Railway Tunnel with the Escape Tunnel and provide a route to
the Escape Tunnel in case of an incident in the Railway Tunnel. Cross-passage Type A
allows only pedestrian movement.
As per UIC 779/9 [16], measure I-46, the minimum clearance profile of such cross-passages
shall be 2.25 m x 2.25 m. To keep the cross passages smoke free in case of fire, fire
resistant doors shall be installed at each end of the cross passage. Since these doors
determine the minimum clearance for cross passages, the door size is decisive (Figure 14).
Taking into account some space for the doorframe, the required dimensions of the clearance
profile for the cross-passages designed are 2.50 m x 2.50 m (Figure 15).
Figure 14: Clearance Profile – Cross-Passage Type Figure 15: Clearance Profile – Cross-Passage Type
A, Door Area A, Tunnel Area


The proposed geometry of the Cross-Passage Type A (Figure 16) is mainly influenced by the
clearance profile shown in section 6.1.5.1. The excavation area is kept as small as possible.
Above the clearance profile, some space for equipment, such as cable ducts, lighting etc. is
provided. Communication means (e.g., telephone) can be provided at the sidewalls.
Figure 16: Standard Cross Section – Cross-Passage Type A
Table 20 shows the main design parameters of the typical Cross-Passage Type A cross
section:
1 Excavation Area approx. 16.8 m² (without invert) The exact excavation area depends
approx. 18.8 m² (with invert) on the prevailing geological /
inner-lining.
3 Height of tunnel 3.33 m above ±0.000 Dimension determined on the inner
4 Thickness of Inner- 300 mm on the top

lining
tolerance for inner
lining
Table 20: Cross-Passage Type A - Main Design Parameters
As per [15] Summary of Meetings / Discussions held between IRCON and BERNARD on
April 5th and 6th 2013, point 13 , all Cross Passages of Type A are changed to Cross
Passages of Type B
6.1.6 Cross Passage Type B

As per UIC 779/9 [16], measure I-47, tunnels for safety purposes which are accessible by
road vehicles shall have a minimum clearance profile of 3.50 m x 3.50 m. Hence this
clearance profile is the equal to the Escape Tunnel (Figure 10).


Since the clearance profile for the Cross Passages Type B and the Escape Tunnel is the
same, the proposed tunnel geometry shall also be the same (Figure 12) which allows the
following advantages:
•Positive effects on construction time and cost due to similar working steps;
•re-use of construction equipment, e.g., the formwork and hence some cost saving;
•providing sufficient space for ducts, cable trays etc. which lead from the Escape
Tunnel into the Railway Tunnel.
Table 21 shows the main design parameters of the typical Cross Passage Type B cross
sections:
1 Excavation Area approx. 28.5 m² (without invert) The exact excavation area depends
approx. 32.7 m² (with invert) on the prevailing geological /
2 Inner clearance approx. 18.6 m² Area above ±0.000 and within the
inner-lining
4 Thickness of inner- 300 mm on
lining
tolerance for inner
lining
Table 21: Cross Passage Type B - Main Design Parameters
6.1.7 Side Adit

As per UIC 779/9 [16], measure I-45, lateral exits shall have a cross section of 2.25 m x
2.25 m for tunnels shorter than 150 m. Otherwise they shall be accessible by road vehicles
and the requirements mentioned in measure I-47 apply. Both Side Adits are longer than
150 m: Therefore they shall be accessible with road vehicles.
On this alignment these Side Adits shall provide during operation:
• a connection to the surface in case of an emergency;
• access for regular maintenance of the Railway Tunnel;
• access to the Ventilation Cavern.
To prevent these movements being obstructed, the clearance profile is chosen so that
vehicles can pass each other at any point of the Side Adit. Therefore it is optimally the same
size as the Lay By Sections of the Escape Tunnel
The Side Adit shall furthermore provide space for a ventilation duct, fire-fighting water pipe
and further equipment. To fulfil all these requirements, the size of the Side Adit is chosen to
be the same as that of the Railway Tunnel. This has also a positive impact on cost as
construction steps are similar to those in the Railway Tunnel and a multi-use of construction
equipment is possible.

Figure 17: Standard Cross Section – Side Adit (see drawing II-T490_20-DR-0124)
Table 17 shows the main design parameters of the Side Adit cross-section:
approx. 70 m² (with deep invert)
2 Inner clearance approx. 38.5 m² Area above ± 0.000 within the inner-
lining.
3 Height of tunnel 6.15 m above ± 0.000 Dimension determined on the inner
4 Thickness of inner- 350 mm
lining
tolerance for inner
lining
Table 22: Side Adit - Main Design Parameters
6.1.8 Trolley Niches

The size of the Trolley Niches is defined by the Client (size as approved for the tunnel T74-
R)

Figure 18: Standard Cross Section – Trolley Niches (see drawing II-T490_20-DR-0125)
Table 17 shows the main design parameters of the Trolley Niche cross-section:
1 Excavation Area approx. 21 m²
2 Inner clearance approx. 12.1 m² Area above ± 0.000 within the inner-
lining.
3 Height of tunnel 3.46 m above ± 0.000 Dimension determined on the inner
lining
tolerance for inner
lining
Table 23: Side Adit - Main Design Parameters
6.1.9 Ventilation Cavern

The Ventilation Cavern is the same size as the Escape Tunnel – Lay by cross section.
2 Inner clearance approx. 31 m² Area above ±0.000 and within the
inner-lining
lining
tolerance for inner
lining
Table 24: Ventilation Cavern - Main Design Parameters

6.2 Tunnel Components

This section describes the main tunnel features .Some components are to be detailed in
further project stages such as Final Design and Electromechanical Design.
6.2.1 Drainage and Waterproofing System

6.2.1.1 Preface
In this section the proposed drainage system is introduced. For better illustration, the main
components of a tunnel drainage system are discussed first, while the details of the
proposed system and its main components are described subsequently.
6.2.1.2 Main Issues of a Tunnel Drainage System
There are two main considerations for water in railway tunnels:
• Groundwater
• Surface water such as rainwater which is brought into the tunnel, water and other
fluids from fire-fighting and other incidents etc.
Groundwater is unpolluted and can be released directly to receiving waters. Surface water is
generally polluted (e.g., through lubricants and waste / sewage on the railway track) and
needs treatment before being discharged to receiving waters. To prevent clean groundwater
from being mixed with polluted surface water, and therefore to keep water treatment efforts
to a minimum, a separated drainage system for tunnels is proposed. Figure 19 shows the
function of such a separated system. Clean groundwater (blue arrows) and polluted surface
water (green arrows) are separately drained with appropriate measures (separation indicated
with red line).
Figure 19: Drainage: separated system
The basic features of tunnel drainage systems are:

• Primary drainage system (collecting and separating function)
- Waterproofing system
- Hydrophilic seals at the abutments
• Secondary drainage system (discharge and maintenance)
- Sidewall drainage pipes
- Invert drainage pipes
- Longitudinal collector pipes
- Transversal connection pipes
- Maintenance manholes and shafts

- Cleaning niches
• Surface water discharge and wastewater basin (water treatment)
Clean groundwater is collected in sidewall and invert drainage pipes (see 6.2.1.4). At specific
intervals, the collected water is lead to a longitudinal collector pipe. The surface water and
other fluids are discharged at track level towards the tunnel portal where they are collected
and discharged to a wastewater basin. Since there are no low points in the completed
tunnels, pumping is not required.
6.2.1.3 Primary Drainage System - Waterproofing
The main purpose of the waterproofing system is to prevent water from penetrating into the
tunnel and to provide a protection for all technical equipment against moisture penetration,
corrosion and aggressive water throughout its operational life span. Additionally the
waterproofing system prevents clean groundwater from mixing with polluted surface water. It
is installed in sections with a concrete inner-lining and where considered necessary.
The type of waterproofing system shall be determined in accordance with the
hydrogeological survey results. Mainly there are two types of waterproofing systems:
•Umbrella system: In case seepage water occurs, the waterproofing system is usually
designed as a water pressure relieving system. If the tunnel is situated below the
groundwater level and sidewall- and invert drainages are provided, the waterproofing
system is additionally water pressure relieving (umbrella seal). In both cases a
protective felt (geotextile) is necessary to protect the waterproof membrane and allow
water flow to the drainage pipes.
• Full-round system: In case no water pressure relieving is proposed, the waterproofing
system shall be designed as a water pressure holding system. In this case, no
sidewall and invert drainage pipes are installed and the full water pressure acts on
the tunnel structure.
Table 25 gives a brief comparison of the two waterproofing systems
NO. CRITERION UMBRELLA SYSTEM FULL-ROUND
SYSTEM
1 Efforts during construction Low High
2 Impact on requirements of other construction
Low High
elements
3 Interference with water regime (after
High Low
construction phase)
4 Efforts for maintenance works throughout the
High Low
lifetime of the structure
5 Impact of remedial works on tunnel operation
Medium to Low High
in case of damage
6 Effort in case of damage Medium High
Table 25: Comparison of the waterproofing systems
The necessary maintenance works in case of a water pressure relieving system can be
carried out sectional (e.g. between two cleaning niches) and during general tunnel
maintenance. These works have therefore no major impact on tunnel operation. However,
remedial works for a water pressure holding system are very difficult and would significantly
impact tunnel operation.
For the tunnels T49 and T50, a water pressure relieving system is proposed. Figure 20
shows where this waterproofing system is installed (highlighted in green).

Figure 20: Umbrella Seal - Overview Figure 21: Waterproofing System - Detail
The main elements of such a waterproofing system, as shown in Figure 21, are (from the
sprayed concrete lining towards the inner-lining):
• A prepared, clean and smoothened surface;
• a protective felt (geotextile);
• a waterproofing membrane
The installation of the waterproofing system, the materials used and all necessary measures
shall be in accordance with the project Technical Specifications [14].
6.2.1.4 Secondary Drainage System
The task of the secondary drainage system is to discharge collected groundwater. The main
principles are as follows:
• A clear and easy concept for allowing fast discharge of the water without any
obstructions;
• the gradient of drainage pipes shall be at least 0.5 %;
• drainage pipes shall be as straight as possible. If a change of direction is necessary,
the deviation angle shall not exceed 15°, in exceptions 30°;
• the design shall maintain a flow velocity in pipes which avoids sinter.
Furthermore, the access for maintenance of the drainage system is necessary. In the
following sections the main elements of the drainage system are described.
6.2.1.4.1 Sidewall Drainage
Sidewall drains are located on both sides of the tunnel (Figure 22). The main elements are:
• Perforated PVC pipe with appropriate diameter for the expected amount of
groundwater;
• pipe bedding;
• single grain concrete as a drainage body (seeping water drain packing).
Connections to the longitudinal collector pipe are to be provided in accordance with section
6.2.1.4.4. During construction work, the pipe needs protection against penetration of slurry
and other construction material.
The general geometry of the abutment for the inner-lining is designed to provide a defined
base for the drainage pipe and to ensure the required gradient. The detailed dimensions of

all structural elements, such as the abutment, the width of the construction joint, the
embedment etc. shall be in accordance with the design drawings. Figure 23 illustrates the
cross sectional elements of a sidewall drainage.
Figure 22: Sidewall Drainage - Overview Figure 23: Sidewall Drainage - Detail
The proposed diameters of the sidewall drainage for different cross sections are as shown in
Table 26.
NO. CROSS SECTION INNER DIAMETER
1 Railway Tunnel 200 mm
2 Escape Tunnel 150 mm
3 Cross Passages 150 mm
4 Side Adit 200 mm
Table 26: Proposed diameters of sidewall drainages
In Lay By sections of the Escape Tunnel, the sidewall drainage pipes are partly substituted
by drainage gutters (Figure 24 and Figure 25).
Figure 24: Drainage Gutter in Lay By Sections – Figure 25: Drainage Gutter in Lay By Sections –
Cross Section (see drawing II-T490_20-DR-0233) Layout (see e.g. drawing II-T490_20-DR-0232)
6.2.1.4.2 Invert Drainage Pipe

For the drainage of seeping groundwater at the tunnel base, perforated PVC pipes are
provided along the centreline of the tunnel (Figure 26). At regular intervals, connections to
the longitudinal collector pipe in shafts are provided. The proposed diameters of the invert

drainage pipes for different cross sections are as shown in Table 27.
NO. CROSS SECTION INNER DIAMETER
1 Railway Tunnel 150 mm
2 Escape Tunnel 150 mm
3 Cross Passages 100 mm
4 Side Adit 150 mm
Table 27: Proposed diameters of invert drainage pipes
Water flow at the base of the tunnel towards the invert drainage pipe is through a no-fines
concrete layer and a lateral slope towards the tunnel centre line.
6.2.1.4.3 Longitudinal Collector Pipe
The sidewall and invert drainage pipe discharge into a longitudinal collector pipe. This
collector pipe is located below the invert drainage pipe (Figure 26). The pipe shall be a
HDPE type with appropriate diameter of at least 300 mm and up to 400 mm. The diameter at
different sections depends on the amount of groundwater. Pipe diameters in flow direction
may only remain constant or increase in size.
Figure 26: Invert drainage and longitudinal collector pipe – Overview (see cross section drawings e.g.
drawing II-T490_20-DR-0120)
6.2.1.4.4 Transverse Connection Pipes

Transversal connection pipes direct collected groundwater from the sidewall drainage to the
longitudinal collector pipe. The interval of transversal pipes shall be determined on the water
inflows observed during construction. They are provided where ingress of groundwater
requires it and where a manhole for the longitudinal collector pipe is available. The
connection of the transverse pipes to the sidewall drainage ensures that a base flow remains
in the sidewall drainage to prevent obstruction of the sidewall drainage; therefore positively
affecting required maintenance. Details of the connection of transversal connection pipe in
cleaning niches are given in Section 6.2.1.4.5.
6.2.1.4.5 Maintenance: Manholes, Shafts and Cleaning Niches
Malfunctions of the drainage system cause damage to the tunnel structure, its equipment
and may impact tunnel operation. To avoid such malfunctions, the drainage system requires
regular maintenance, which is made possible by:
• Cleaning niches for sidewall drainage pipes;

• manholes/shafts for invert drainage pipes and longitudinal collector pipes.

These are provided in distances matching a multiple of the inner-lining block length (12.5 m).
Maximum distances are shown in Table 28
NO. MAINTENANCE ELEMENT MAXIMUM SPACING APPLICABLE STANDARD /
GUIDELINE
1 Cleaning Niches Austrian ÖVBB Guideline for
50 m Tunnel Drainage Systems
[31]
2 Manholes/Shafts Austrian ÖVBB Guideline for
100 m Tunnel Drainage Systems
[31]
Table 28: Maximum spacing of maintenance elements
Figure 27 shows the proposed distribution of the maintenance elements in the tunnels. The
spacing in the Escape Tunnel varies due to different distances between each cross-section
(constant spacing of cross-sections based the Railway Tunnel axis). But distances shall not
exceed the maximum allowed values. No cleaning niches are located in the cross-passages.
Figure 27: Drainage System – Maintenance Elements Scheme

6.2.1.4.5.1 Cleaning Niches
As already outlined, cleaning niches are situated in every tunnel with an umbrella type
waterproofing system. Transverse connections to the longitudinal collection pipe are
provided as required by observed water ingress during construction (Figure 28).
Figure 28: Main Tunnel - cleaning niches with transversal Figure 29: Cleaning Niche - Layout
connection pipe (see drawing II-T490_20-DR-0126)

To allow an easy maintenance access, the minimum shaft dimensions in cleaning niches
shall be as follows:
NO. ELEMENT VALUE SOURCE
1 (Clear) width Austrian ÖVBB Guideline for
600 mm Tunnel Drainage Systems
[31]
2 (Clear) length Austrian ÖVBB Guideline for
1400 mm Tunnel Drainage Systems
[31]
Table 29: Cleaning Niches – dimensions of shaft
Figure 30: Cleaning Niches – dimensions of shaft
The manhole covers for cleaning niches shall be of cast iron.

6.2.1.4.5.2 Maintenance Manholes for Longitudinal Collector Pipe
Maintenance manholes for longitudinal collector pipes connect the invert drainage pipe with
the collector pipe and provide access for cleaning of both pipes. Figure 31 and Figure 32
show the two main types, one round and one of rectangular shape. The manhole covers
shall be of cast iron.
Figure 31: Maintenance Manhole – Main Tunnel
Figure 32: Maintenance Manhole – Escape Tunnel and Side Adits

6.2.1.5 Surface Water Discharge and Waste Water Basin

The quantity of potentially polluted surface water is rather low in railway tunnels. It can
therefore be directed to the portals at track bed level. At the portals the water is collected and
directed to a wastewater basin for treatment. From this basin, cleaned water can be
discharged to receiving waters.
6.2.1.6 Schematic Layout of the proposed Drainage System
Figure 33 shows the proposed dewatering scheme for the tunnels T49 and T50. The
discharge of the collected groundwater can be split into 5 sections shown in Table 30.
SECTION AREA COVERED DISCHARGE TO REMARKS
I Sumber Area to Higni Adit Dasa Nala
II Higni Adit to Kundan Adit Higni Nala
III Kundan Adit to Khoda Nala Kundan Nala
IV Khoda Nala (Bridge 4) - No groundwater due to bridge
V Khoda Nala to Arpinchala Area Khoda Nala Tunnel T50
Table 30: Discharge Sections
Water in cross passages discharge towards the Escape Tunnel. Since the entire escape
tunnel and all cross-passages fall within Section I, the collected groundwater flows towards
Dasa Nala at Sumber.
Figure 33: Proposed dewatering scheme
Since there is a positive gradient throughout the section from Sumber to Arpinchala,
collected surface water flows towards Sumber. Drainage gutters are provided at Higni Adit
Junction and the tunnel portals in the Sumber area to collect the surface waters and fluids.
Water/fluids from sections II, III, IV and V will be discharged through the Higni Adit to a
wastewater basin located at Higni. Water/fluids from section I will be discharged to a basin
situated at Sumber. At the Portal T50-P2 (Arpinchala) a drainage gutter shall be provided to
prevent surface water from entering the tunnel. The amount of surface water in the side adits
is considered low as there will be no regular traffic. Therefore no wastewater basin is
provided at Kundan Adit portal area.

6.2.2 Fire-fighting Equipment

6.2.2.1 Fire-fighting Water Pipe
A fire fighting-pipe, inner-diameter 150 mm is provided in the Railway Tunnel and in Side
Adits. In the Railway Tunnel, the pipe is laid in concrete in the track shoulder. In the Side
Adits, the pipe shall be laid above the abutment, protected by a wall to prevent damage by
vehicles.
Figure 34: Fire-Fighting Pipe Railway Tunnel Figure 35: Fire-Fighting Pipe Side Adit
6.2.2.2 Fire-fighting Water Basin

As recommended in the European Directive 96/48/EC [32], 800 litres per minute for 2 hours
shall be available at tunnel portals. Fire-fighting water basins will be provided at Arpinchala
area, at Kundan Adit portal area and Higni Adit portal area. The location will be approx.
200 m above the formation level.
6.2.2.3 Fire-fighting niches
As per UIC 779/9 measure I-64 [16], hydrants shall be provided at spacings of 250 m in
tunnels. Between Sumber and the Higni Adit, hydrants are proposed at each cross-passage
and hence at a distance of 375 m. To meet the recommended maximum spacing of 250 m,
an additional niche is proposed between two cross passages. Figure 36 and Figure 37 show
the typical cross-section of a fire-fighting niche.

Figure 36: Fire Fighting Niche – Depth (see drawing II-T490_20-DR- Figure 37: Fire Fighting Niche –
0127) Cross Section (see drawing II-
T490_20-DR-0127)
6.2.2.4 Fire doors

A fire door is situated at each end of all cross-passages to provide a safe and smoke free
area in the Escape Tunnel. Since the doors are on escape route they shall be of panic door
type and allow pedestrian movement from the Railway Tunnel to the Escape Tunnel at all
times without any detaining. However, in the opposite direction the doors shall prevent non-
authorized persons from entering the Railway Tunnel during operation.
6.2.2.5 Fire Protection of Tunnel Facilities
To guarantee a safe rescue for people affected by a fire incident in the tunnel, the reliability
of all tunnel equipment is vital. According to UIC 779/9 [16], measure I-67, protection of
tunnel installations from mechanical impact and heat and redundancy aspects are main
targets to achieve.
Therefore the materials of E&M equipment shall meet the following specifications:
• Emergency lighting, communication systems power supply (independent from
overhead lines): Availability for 60 minutes after an incident, independent supply from
two sources, fire resistant cable covers or protected cable ducts. Alternative
availability depending on the rescue/intervention concept.
• Physical protection of cable against impact from derailments or construction work
(optimal location of cables).
• Use of non-flammable/defined material as a measure to prevent (toxic) smoke
emission.

6.2.3 Electromechanical Equipment

6.2.3.1 Cable ducts
In the Railway Tunnel, cable ducts (PVC pipes) are embedded in concrete in the track
shoulders. A total number of 16 cable ducts with an outer diameter of 100 mm and 4 with
160 mm outer diameter are provided. Figure 38 and Figure 39 show the location of these
cable ducts (highlighted in green).
Figure 38: Cable Duct in the Railway Tunnel - Figure 39: Cable Duct in the Railway Tunnel - with
without Fire-Fighting Pipe Fire-Fighting Pipe
In the Escape Tunnel and Cross Passages, space for cable ducts is available under the
concrete pavement in the sub base layer (Figure 40). In Side Adits, cable ducts are laid in
concrete on one side of the tunnel (Figure 41).
Figure 40: Cable ducts in the Escape Tunnel and Figure 41: Cable ducts in the Side Adits
Cross Passages
Shafts for maintenance purposes are provided at regular intervals of 50 m.

6.2.3.2 Ventilation System
With respect to ventilation, tunnel T49 can be divided into two parts:
• Part I: From Sumber to Higni Adit where an escape tunnel is available
• Part II: From Higni onwards where no escape tunnel is available
In Part I, overpressure is created by ventilation in the escape tunnel. This prevents smoke
from entering the escape tunnel and a safe area is therefore available.
For Part II, smoke will be extracted through a ventilation duct and ventilation cavern located
at Higni Junction.
Details for the proposed ventilation system (e.g., equipment) are to be given at
electromechanical design stage.
6.2.4 Safety Features

6.2.4.1 Equipment
This section describes the main safety equipment in the tunnel cross section under
consideration of the rescue concept. The proposed location of elements described in the

sections 6.2.2.4, 6.2.4.1.2, 6.2.4.1.4 and 6.2.4.1.6 are shown in Figure 42.
Figure 42: Escape route markings – general layout
6.2.4.1.1 Doors at Tunnel Portals

Doors shall be provided at the portals of the Escape Tunnel and Side Adits. Since the doors
are along an escape route they shall be of panic doors type and allow pedestrian and vehicle
movement from the tunnel to the surface at all times without any detaining. However, in the
opposite direction they shall prevent non-authorized persons from entering the tunnel system
at any time.
6.2.4.1.2 Lighting
Lights along tunnels on sidewalls shall illuminate the escape route and their elements. The
luminosity shall – as far as possible - enable safe walking, even under smoke conditions and
poor visibility. Lights shall be provided as low as possible, depending on free space. The
design of the tunnels allows lights on the sidewalls at a height just above the escape route
markings.
The power supply for the lighting system shall be autonomous. Cables shall be protected
against mechanical impact and fire. Under normal operation, lighting is switched off and shall
only be turned on either by the train drivers, emergency services or from the operations
centre in case of an incident (CCTV and remote control from operations centre necessary).
6.2.4.1.3 Handrail
A handrail shall be provided along every tunnel section with potential pedestrian movement.
The handrail shall be fixed to the sidewall at a height of 1.0 m and lead around all obstacles.
6.2.4.1.4 Emergency Telephones
Emergency telephones shall enable communication independent of other communication
means such as tunnel radio or mobile phones. They shall be clearly recognisable (lighting)
and easy to use (direct connection to the operation centre without dialling). In sections with
an escape tunnel, the proposed location of such emergency telephones is inside the cross
passages. The recommended distance between two facilities by UIC 779/9, measure-42 of
500 to 1000 m is therefore met. In sections without an Escape Tunnel, emergency
telephones will be located in each trolley niche. The spacing is therefore 500 m, which is
within the recommended limits.
6.2.4.1.5 Tunnel Radio
The tunnel radio provides communication between emergency services, operations centre

and railway personnel. The tunnel radio shall be independent of emergency telephones.
6.2.4.1.6 Signage
Signs shall guide people towards the nearest exits in case of an emergency. They shall show
the distances to two different exits in opposite directions. They are provided at least at every
fifty meters on both sidewalls on possible escape routes in the Railway Tunnel, the Escape
Tunnel and the Side Adit (Figure 42). The signs are lit.
Figure 43: Example of an escape route sign
6.2.4.2 Trolley Refuges/Niches

As per the Client's requirements [08], provision of Trolley Refuges shall be as follows:
• In case of single track tubes, trolley refuges/safety refuge may be provided at spacing
of 500 m subject to a minimum of 2 Nos. in each tunnel;
• in case an Escape Tunnel is available, no trolley refuges shall be provided as long
spacing of cross passages is maximum 500 m.
In accordance with these instructions, trolley niches are not provided between Sumber and
the Higni Adit. From the Higni Adit towards Arpinchala Yard, trolley niches are provided every
500 m.

7 DESIGN OF TUNNEL SUPPORT
7.1 Background
The design approach for NATM design was systemized by the Austrian Society for
Geomechanics in their Guideline, which we announced as one of the basics for the subject
tunnel design.
This Empirical Design Approach of NATM has also found acceptance in EUROCODE 7
([25]).
The following diagram is an outline of the design steps. Further, the guideline describes in
detail the steps and the background of this particular design approach starting at page 7.
The Guideline is enclosed as Appendix V of this report.
Figure 44: Schematic Procedure of Geotechnical Design

7.2 Ground Behaviour Types

GBT are specifically defined for the particular project situation. Starting point is the definition
of Ground Types. With factors, such as the relative orientation of relevant discontinuities to
the excavation, ground water conditions, stress situation, overburden etc. one arrives at
Ground Behaviour Types.
7.3 Design of Support Classes

Experience and the knowledge on practical issues rules the input for the design of support
classes based on the description of the ground behaviour types
The tables below list the basic rules for the design of support classes.
BASIC RULES FOR TUNNELLING IN LOOSE GROUND

RULE TOP HEADING
RULE DESCRIPTION
NO. /BENCH
LR1 TH B Cyclical advance
Tunnel support with support elements as required by prevailing conditions
LR2 TH B
in observance of the current Technical Baseline Drawing
Determination of support elements and measures based on observations
LR3 TH B
at the face, detailed geological forecast and monitoring results
LR4 TH B Low deformation heading with lowest possible loosening of ground
Regular adjustment of deformation tolerance based on geotechnical
LR5 TH B
monitoring results
LR6 TH B Sealing of freshly exposed surfaces by sprayed concrete
LR7 TH Moderate Length of rounds not exceeding 1.7 m

In case of forepoling, steel lattice girder shall be installed as template and
LR8 TH
end support
For "forepoling area" between face and lattice girder sprayed concrete
LR9 TH
shall constitute the forepoling support
Systematic dewatering / sensing drillings are to be provided at every 10 m
LR10 TH
of advance with at least 5 m overlap to localize water ingress
LR11 TH B Relief of groundwater level in area of excavation face
LR12 TH B Grouting when dealing with overexcavation or overbreak
LR13 TH B Keep water away from ground sensitive to water
LR14 TH B Collect and drain away local water ingresses
Table 31: Basic rules for tunnelling in loose ground
BASIC RULES FOR TUNNELING IN ROCK

RULE TOP HEADING
RULE DESCRIPTION
NO. /BENCH
RR1 TH B Cyclical advance
RR2 TH B Use of smooth blasting techniques
RR3 TH B Excavation methods with least disturbance of surrounding rock mass

BASIC RULES FOR TUNNELING IN ROCK

RULE TOP HEADING
RULE DESCRIPTION
NO. /BENCH
Excavation and support sequence minimising deformations to keep the
RR4 TH B
surrounding ground intact to the greatest possible extent
Adjust length of round to profile size to avoid excessive disturbance of
RR5 TH
surrounding rock mass by blasting constraints
Base for on-site determinations are detailed geological prognoses, current
RR6 TH B Tunnel Technical Baseline Drawing, observations and monitoring
results/interpretation
RR7 TH B Relief of groundwater level in area of excavation face
RR8 TH B Grouting when dealing with overexcavation or overbreak
RR9 TH B Keep water away from ground sensitive to water
RR10 TH B Collect and drain away local water ingresses
RR11 TH In case of overbreak in roof section use forepoling

When forepoling is needed, use steel lattice girder and length of round less
RR12 TH
than 1.70m
RR13 TH Apply sprayed concrete to "forepoling area" between face and lattice girder
RR14 TH B For immediate local rock support use friction anchored rock bolts
RR15 TH B Systematic rock mass reinforcement required: use SN rock bolts

Regularly adjust deformation tolerance based on geotechnical monitoring
RR16 TH B
results
Table 32: Basic rules for tunnelling in rock

7.3.1 Calculations
7.3.1.1 Assumptions and Method
Calculations are not the prime input for the design of support classes, they only serve as a
check for possible scenarios, of upper and lower limits and orders of magnitude, see OeGG
Guideline chapter 4.3.
For such, ground types GT03, GT05, GT07, GT08 and GT09 were selected. The GT not
selected are either not representative, of minor appearance or of similar nature to other GTs.
The behaviour of all selected Ground Types where analysed for various overburden
situations.
Figure 45: Overburden Situation along tunnels T 49
Figure 46: Distribution of Overburden along Tunnel Alignment

For the analyses the finite element program Phase 2 (Rocscience) V.8.012 was used.
The modelling was done in 2D (plane strain). The constitutive law was an elastoplastic with
Hoek-Brown failure criterion. The Finite Element mesh consists of 6-noded triangles.
Figure 47: Finite Element Mesh simulating Rail and Escape Tunnel
In the above shown system GT parameters and overburden was varied in order to obtain
indications on increase of stresses and resulting deformations at the edges of cavity.
Stratification and discontinuities are considered through respective parameters.
7.3.1.2 FEM - Results
The most useful information derived from the FEM analyses are the crown settlements (x)
and the horizontal displacements at the sidewalls (y = convergence), on the base of which
the complexity of tunnelling can be anticipated.
The following diagrams indicate deformations up to 120 mm without consideration of any
tunnel support. Each diagram shows Main Tunnel (MT) in red graphs and Escape Tunnel
(ET) in blue graphs. The displacement scale of the diagrams vary
Figure 48: GT 03 – Crown settlements and Figure 49: GT 09 - Crown settlements and
convergence of few mm only convergence of few mm only t

Figure 50: GT 05 - Crown settlements and Figure 51: GT 07 - Crown settlements and
convergence with increasing magnitude convergence with increasing magnitude
but still in a moderate range
Figure 52: GT 08 - Crown settlements and convergence at maximum 80 to 100 mm; such magnitudes are
of no particular concern. The left graph shows the related displacement vectors
GT_03
GT_09

GT_05
GT_07
GT_08
Figure 53: Comparison of displacements between the analysed ground types with a constant colour
scale. GT 07 shows medium and GT 08 significant depths of displacements into the rock
mass under the maximum overburden.
7.3.1.3 Conclusion
All ground types, even in high overburden situation, show small to moderate deformation
behaviour. This indicated that tunnelling will not face major problems and confirm the
impressions gained during the field missions.
However singular locations where unfavourable situations superimpose cannot be localized
neither by site investigations nor by analyses. For such situations a spectrum of support
classes are designed with the background of experience. In any case, contractors need to be
capable to master such unfavourable situations.
7.3.2 The Support Elements

7.3.2.1 Wire mesh
Welded wire fabric (wire mesh) is the standard reinforcement for sprayed linings. It serves as
reinforcement, supports the sprayed concrete during initial setting time and improves the
post-failure behaviour of sprayed concrete. Furthermore it provides an over-head protection.
Wire mesh should be installed so that it follows the irregularities of the excavation surface or
previous layers of sprayed concrete as closely as possible. In case two layers of wire mesh
are foreseen, the second layer shall only be fixed after spraying a first layer of sprayed
concrete. Overlaps shall be provided.

Figure 54: Standard support detail – geometry wire mesh
The geometry (e.g., diameter of steel bars) of the wire mesh and the steel grade shall be as
defined in the technical specifications, the design drawings and Indian Standard 1566-1982
([23]). Sheets shall be used instead of rolls, which has a positive impact on evenness and
transport volume.
7.3.2.2 Sprayed Concrete
Sprayed concrete is a mixture of Portland cement, aggregates, water and additives, shot into
place by means of compressed air through a spray nozzle. If sprayed concrete is properly
proportioned, mixed, placed and cured, it forms a very hard, high-strength concrete. Sprayed
concrete secures excavated surfaces against loosening and undue yielding of the rock,
therefore acting as an immediate form of support. It can be used in its “dry” or “wet” form and
as for concrete mixes, additives and admixtures can be used to change its properties to suit
the situation.
The thickness of the sprayed concrete layer depends on the support class. Installation of
sprayed concrete, specification of materials and machinery used shall be as defined in the
technical specifications and on design drawings. The use of steel fibre reinforced shotcrete
(SFRS) shall be in accordance with the technical specifications.
7.3.2.3 Rock bolts
Rock bolts are part of the primary support, with the purpose of activating the composite
action between the surrounding rock and the sprayed concrete, contributing to the load
bearing capacity of the primary tunnel lining. Depending on the geology and behaviour of the
ground, they can be installed either locally or in a systematic pattern in the roof, sidewalls,
and invert of the tunnels. Rock bolts can also be used for support of the tunnel face during
the advance. Bolts are secured in solid rock at one end, and with a faceplate and nut at the
other.
Types of rock bolts to be used for support of the excavation of the proposed tunnels are as
follows:
• Expanding friction anchored rock bolts; minimum breaking load 100 kN
• Mortar embedded (SN type) rock bolts, minimum breaking load 250 kN
• Self-drilling (SD) rock bolts, minimum breaking load 250 kN
• Self-drilling rock (SD) bolts, minimum breaking load 500 kN

TYPE OF ROCK BOLT BOREHOLE/ROCK MASS CONDITION

Expanding friction anchored rock bolt immediate support of isolated large rock blocks
Mortar embedded rock bolt stable boreholes
Self drilling rock bolt collapsible boreholes and in loose ground
Table 33: Rock bolts as per rock mass (borehole) conditions
Materials used and installation shall be as per the technical specifications ([14]) and as per
the design drawings.
7.3.2.4 Forepoling Pipes
7.3.2.4.1 General Observations
Tunnelling in loose ground material is only possible due to the dome-like, three-dimensional
load transfer in longitudinal tunnel direction across the temporarily unsupported tunnel arch.
In order to reduce, respectively avoid an overstressing of the arch and face, loose ground
has to be reinforced by support ahead of the face. These support measures ahead of the
face protect respectively avoid parts of the ground to drop. An excavation according to the
theoretical profile induces shorter span and hence the displacements in the tunnel and on the
surface become a minimum. The installation of ahead-support depends to a high extent on
the quality of workmanship.
The scope of the ahead-supports may be defined as:
• Achievement of the theoretical excavation profile
• Maximization of the length of round
• Immediate adjustment to the local ground properties resp. behaviour
• Minimum time of production
• Minimum of cost
The requirements to ahead-support appear to be the merging of contradictions: On the one
hand, the ground requires improvement, in order that it does not collapse during stress
redistribution and on the other hand, the ground is disturbed during the installation of such
ahead-support. Therefore the main target after installation of the steel elements is to
compensate the disturbance which has been caused due to installation. In most of the
designs it is assumed that an ahead-support when combined with grouting improves the
ground. As can be seen along the excavation contour during excavation this first target is
often not achieved. Theory and practical aspects somehow counteract in this respect and
only careful execution can achieve the approximation between theory and field - application.
Figure 55: Overbreak above the pipes

7.3.2.4.2 Types of Forepoling Pipes

Spiles:
Spiles are corrugated reinforcement bars with a diameter of 26 mm and a length of 3 to 4
meters. They can be driven into fine to medium coarse, loose to medium dense layered
grounds by a special adapter on a boom at 20 to 30 cm distances. The ground in the vicinity
of the spiles will be compacted and receives a type of “prestressing”. Hence spiles achieve
good profile shapes.
Predrilled and Ungrouted Spiles:
Ungrouted spiles are made of corrugated reinforcement rods with a diameter of
approximately 26 mm and a length of 3 to 4 meters. They will be installed in medium to
coarse grounds and are inserted in pre-drilled holes at 20-30 cm distances and remain
ungrouted. However, this type can hardly be used in loose ground, as drill holes collapse and
cause loosening. Overbreaks above the installed spiles are the consequence. The high
weight of the bars stands against a low stiffness compared to a forepoling pipe.
Grouted Spiles:
Grouted spiles can not be applied in loose ground, as no stable borehole for the insertion of
the grout hose can be achieved.
Ungrouted, self-drilling fore poles:
Self-drilling fore poling poles consist of hollow steel rods with a diameter of 25-38 mm and a
length of 3 meters or longer which can be extended by couplings via the external continuous
thread and have a consumable drill bit. Self drilling bolts are installed by the boomer. They
can be installed in medium to coarse ground at 20 to 30 cm distances and remain ungrouted.
Since the disturbance of the ground due to the installation of the rods is not compensated,
overbreaks above the desired profile shapes may frequently occur, refer to picture 4.
Grouted self-drilling fore poles:
The ideal type of installation is to use the grout as the flushing liquid. This type of installation
warrants best compound between the ground and the forepoling rod. To use cement grout
for flushing, the drilling jumbo has to be equipped with a special cooling system and an
adapter between the hammer and the rod is required to convey the grout into the flushing
duct. When using grout as the flushing aggregate the equipment is polluted with cement
grout and therefore contractors are not really fond of this application. Since it delivers very
good results, his type of installation should be propagated by designers and consultants.
The more frequent type of installation of grouted self-drilling poles takes place by drilling with
air and/or water flushing with grouting as the succeeding working step. It is observed, that a
complete filling of the borehole is hardly the case although a complete mortar embedment
would be the best. The reason is that the relatively thin grout will fluctuate in the ground of
coarse aggregates and the annular space of the borehole will remain empty and will cause
loosening.
Principally, support elements such as forepoling or rockbolts which are installed upwards
should be grouted upwards. The self-drilling forepoles are grouted downwards (from tip to
toe) although they are installed upwards. Hence unsatisfactory grouting results are no
surprise.
Ungrouted forepoling pipes:
Forepoling pipes are steel pipes with a diameter of approximately 50 mm and of wall
thickness between 3 to 5 mm with a welded on tip or with a skew open end. They are
installed at lengths of 3 to 4 meters in fine to medium grained grounds either driven or
inserted in pre-drilled (partly collapsed) holes in a dense pattern of 20 to 30 cm. They remain

ungrouted. Due to the smaller diameter of the drill hole the ground will be compacted while
the pipes are driven in. Hence a good profile shape can be achieved. The production of the
drill holes shall be adapted to the ground conditions either with air or water flushing.
Latest development for forepoling pipes is the so called “Power Set” which combines drilling
and installation by means of an ordinary steel pipe, a hexagonal drill rod in the pipe and a
sacrificial drill bit.
Grouted forepoling pipes:
Forepoling pipes of 3 to 4 meter lengths with holes or slots for grouting purposes are
installed like the above described ungrouted fore poling pipes and are grouted in the
succeeding working step. Good compound is achieved between the grout and the ground
and an exact profile shape is the result.
7.3.2.4.3 General Rules for the Execution of Forepoling Pipes
The target of any advance support is to install the support elements into the ground ahead of
the face in the shape of the excavation profile, so that the excavation profile can be achieved
without major overbreak. Due to the installation of the ahead-support the ground experiences
a certain disturbance which is to be compensated with appropriate grouting measures. The
use of steel ribs is a precondition for the installation of the ahead-support, as the steel rib
with shotcrete forms the support of the ahead-support at the place of the nearest rib to the
face. The effectiveness of an ahead-support depends also on the length of round; principally,
ahead-support with forepoling poles or spiles are only effective with lengths of rounds of less
than 1.2 meters in loose ground. When installing ahead-support, the shotcrete lining above
the steel rib shall be kept open for installation of forepoling and only when the ahead-support
has been placed, the shotcrete shall be applied in these places in order to achieve an
appropriate support and embedment for forepoling at the steel rib next to the face. Attention
shall be paid that forepoling is embedded in shotcrete also between the steel rib next to the
face and the tunnel face, which will result in a minimum overbreak during the excavation of
the next round, see picture 6.
As the grout mortar shall have sufficient strength before opening the next excavation step,
the use of accelerated cement is favourable; the use of accelerated cement increases time
for cleaning and wear, in certain cycles normal cement can be used when timing the working
cycle in such a way that between the grouting and the opening of the face activities such as
the installation of rockbolts or invert arch can be done in between, see picture 5.

Figure 56: Sprayed concrete between steel rib and face (yellow area) lead to good profile-shape during
the upcoming excavation-step
The selection of the length of ahead-support should consider that the steel rods or pipes
have sufficient support lengths in the ground and on the steel ribs.
Forepoling pipes shall not have grout holes for approximately 1 meter at its ends in order to
avoid the issue of the grout at the tunnel face. Prior to grouting, the mouth of the boreholes
shall be sufficiently sealed in order to achieve sufficient grouting embedment of the pipes. In
order to enable a certain build up grouting pressure, a mechanical packer including a tap
should be attached at every end of the pipes, which can be reused of course.
In loose ground, the flushing of self-drilling rods should be done by means of cement grout
as this method warrants best results without any loosening effects.
Longer ahead-support with self-drilling bolts with a length of 6 meters which may then be
installed only every second round have turned out to be not ideal, as the material tends to
overbreak at least as far as to the installed rods; so this “saw-tooth” profile requires a
considerable amount of excess of shotcrete, which is uneconomic.
7.3.2.5 Lattice Girders/Steel Rib
Steel rib is effective as protection and primary support immediately after excavation and
subsequently acts as reinforcement and load distributing members for the sprayed concrete
lining. Lattice girders are three dimensional, lightweight steel frames manufactured of round
steel bars in compliance with the required excavation geometry of the tunnel. They give
additional profile control and support forepoling bars. Figure 57 details a view of a cross
section with lattice girder.

Figure 57: Standard support detail – position of lattice girder
The proposed lattice girders can be manufactured on site. Details of the three different types
of lattice girders to be used are shown in the following sections. Materials used and
installation shall be as per the Technical Specifications ([14]) and as per the design
drawings:
• II-T490_20-DR-0190-0
• II-T490_20-DR-0191-0
• II-T490_20-DR-0192-0
7.3.2.5.1 50/20/30
The main parameters of the 50/20/30 type lattice girder are as follows:
ITEM VALUE
Height between outer and inner steel bars 50 mm
Diameter of outer steel bars (“rock side”) 20 mm
Diameter of inner steel bar (“air side”) 30 mm
Diameter of the connection bars 10 mm
Table 34: Lattice girder 50/20/30 – main parameters
Figure 58: Standard support detail –girder 50/20/30

Figure 59: Standard support detail –connection plate girder 50/20/30
7.3.2.5.2 70/22/32
ITEM VALUE
7.3.2.5.3 100/22/32
ITEM VALUE

7.3.2.5.4 Lining Stress Controllers

Lining Stress Controllers (LSC) shall be used as a primary support measure for squeezing
rock mass conditions. LSC implementation is determined by selection of a Support Class
which includes them. LSC prevent overstraining of the primary lining and ensure the optimum
utilization of load-bearing capacity of the sprayed concrete lining.
Figure 64: Standard support detail –lining stress Figure 65: Standard support detail –installed lining
controllers (see drawing II-T490_20-DR-0193) stress controllers (see drawing II-T490_20-DR-0193)
In tunnel sections with lining stress controllers, the plates of the rock bolts should be fitted
with deformation pipes.
Figure 66: Standard support detail –anchor plate with deformation pipes (scheme) (see drawing II-
T490_20-DR-0193)
7.3.3 Construction Sequence as an Element of Tunnel Design

Tunnelling under adverse geological conditions is a competition against time. In order to
minimize the time span between excavation (exposure of unsupported faces) and complete
installation of tunnel support work cycles must be defined to achieve this requirement. In
tunnelling, the construction sequence and timing is an essential design issue. The required

sequences to be strictly observed are shown on the Support Class drawings.

Well organized Working Cycles have a positive impact on rates of tunnel advance as well as
on the consumption of tunnel support. The Support Class chapter includes also the
requirements work sequence.
7.3.4 Support Classes

Not every Ground Behaviour Type requires a specific support class. Table 37 shows that
fact; on the other hand, one and the same GBTs under the influence of particular stress
conditions (overburden) or inflow of water may require different support classes.
OVERBURDEN low high low high
WATER none to little none to little little to moderate little to moderate
SCENARIO optimistic pessimistic optimistic pessimistic optimistic pessimistic optimistic pessimistic
GBT
GBT 1, 5, 8, SC 1 SC 2 SC 2 SC 3 SC 3 SC 4 SC 3 SC 4
GBT 4 SC 4 SC 5 SC 5 SC 5 SC 5 SC 6 L SC 5 SC 6 L
GBT 2,3,6,9, SC 2 SC4 SC4 SC4 SC 3 SC 4 SC 5 SC 5
GBT 7, 10, SC 4 SC 5 SC4 SC 5 SQ SC 5 SC 5 SQ SC 5 SC 5 SQ
GBT 11 SC 4 SC 5 SC4 SC 5 SC 5 SC 5 SQ SC 5 SQ SC 6 SQ
Table 37: Ground Behaviour Type – Support Classes
In the following sections, a general description of the range of Support Classes and their
support elements is given. Details for support classes for each cross section are given in [14]
and on the relevant drawings.
7.3.4.1 Support class SC1 – Competent Rock Mass
Excavation carried out in competent rock mass by drill and blast; for scaling of faces a tunnel
excavator is to be provided.
Top Heading:
The TH face shall be opened with lengths of round not exceeding 3.0 metres as shown on
the drawings.
For each round, tunnel support shall be installed in the following order prior to excavation of
the subsequent round, consisting of:
• 1 layer of wire mesh (100 x 100 x 5 mm);
• 10 cm of sprayed concrete lining; alternatively steel fibres may substitute the mesh.
• 4 friction anchored rock bolts with 3 m lengths at locations required by the
discontinuity pattern.
Bench:
The unsupported length of the bench faces shall not exceed 6.0 metres as shown on the
drawings. Bench excavation shall be done “half sided” some 200 metres behind the TH face
in order not hamper advance and production at the TH face. A maximum distance between
the faces of TH and B from the viewpoint of design is not required to be specified.
• 10 cm of sprayed concrete lining, alternatively steel fibres may substitute the mesh.

7.3.4.2 Support class SC2 – Competent Rock Mass

Excavation carried out in competent rock mass by drill and blast; for scaling of faces a tunnel
excavator is to be provided
Top Heading:
The tunnel face shall be opened with maximum lengths of round of 3.0 metres as shown on
the drawings.
• 6 friction anchored rock bolts with 3 m lengths at locations required by the
Bench:
The unsupported length of the bench faces shall not exceed 4.0 – 6.0 metres as shown on
the drawings. Bench excavation shall be done “half sided” some 200 metres behind the TH
face in order not hamper advance and production at the TH face. A maximum distance
between the faces of TH and B from the viewpoint of design is not required to be specified.
7.3.4.3 Support class SC3 – Jointed Rock Mass

Excavation carried out in jointed rock mass by drill and blast by means of loosening shots
and/or tunnel excavator; for scaling of faces a tunnel excavator is to be provided
Top Heading:
the drawings.
• lattice girder steel ribs (50/20/30);
• a systematic SN rock bolt pattern with 3 m lengths with orientations required by the
Bench:

• lattice girder steel ribs (50/20/30) every other round, connected to the lattice girders in
the top heading;
• 1 layer of wire mesh (100 x 100 x 5 mm); alternatively steel fibres may substitute the
mesh.
• 15 cm of sprayed concrete lining.
7.3.4.4 Support class SC4 – Weak, Fractured Rock Mass

Excavation carried out in weak, fractured rock mass by drill and blast by means of loosening
shots and/or tunnel excavator.
In the event of sensitivity of the rock mass to water this requires particular care: Water shall
be kept away from exposed rock surfaces by suitable means. Ponding water shall not be
allowed.
Top Heading:
the drawings.
• lattice girder steel ribs (50/20/30) every round
• 1 layer of wire mesh (100 x 100 x 5 mm)
• forepoling pipes without mortar, 4 m length (for the next round);
• a systematic SN rock bolt pattern with 3 m length, with orientations required by the
Bench:
• lattice girder steel ribs (50/20/30) every second round, connected to the lattice girders
in the top heading;
• 1 layer of wire mesh (100 x 100 x 5 mm); alternatively steel fibres may substitute the
mesh.
• 15 cm of sprayed concrete lining;
• a systematic SN rock bolt pattern with 3 m length, with orientations required by the
7.3.4.5 Support class SC5 – Faulted Rock Mass

Excavation carried out in faulted rock mass by drill and blast or by means of loosening shots
and/or tunnel excavator.
In the event of sensitivity of the rock mass to water this requires particular care: It shall be
kept away from exposed rock surfaces by suitable means. Ponding water shall not be
allowed.
Top Heading:

the drawings
• lattice girder steel ribs (70/22/32) every round;
• 2 layers of wire mesh (100 x 100 x 5 mm) alternatively steel fibres may substitute the
first (outer) layer of mesh.
• forepoling pipes, ungrouted, 4 m length (for the next round);
• a systematic SN rock bolt pattern with 4 m lengths, with orientations required by the
Bench:
drawings. Bench excavation shall be done “half sided” not more that 200 metres behind the
TH face in order not hamper advance and production at the TH face. The distance between
the faces of TH and B may be shortened depending on displacement behaviour of the Top
Heading.
• lattice girder steel ribs (70/22/32) every round, connected to the lattice girders in the
top heading;
• 2 layers of wire mesh (100 x 100 x 5 mm); alternatively steel fibres may substitute the
first (outer) layer of mesh
• a systematic SN rock bolt pattern with 4 m lengths, with orientations required by the
Invert:
The invert shall be excavated in two steps at lengths of 2.6 m (lengths of round of
5.2 metres) advancing from the bench face backwards as shown on the drawings.
For each round, invert support shall be installed in the following order prior to excavation of
• 2 layers of wire mesh (100 x 100 x 5 mm)
The second layer of mesh shall only be installed after the application of the first layer of
shotcrete
7.3.4.6 Support class SC6L – Loose Ground
Excavation carried out in loose ground by means of tunnel excavator in subdivisions of the
face with simultaneous face sealing of each excavation step. Excavator and shotcreting
device shall be operational at the face at the same time.
Loose ground is sensitive to water, which shall be drained away before the openening of the
respective face by drainage holes as shown on the drawings. Ponding water shall not be
allowed.
Top Heading:
The tunnel face shall be opened in subdivisions with maximum lengths of round of
1.0 metres as shown on the drawings and immediately sealed with 50 mm of sprayed
concrete prior to the opening of the next subdivision.

• lattice girder steel ribs (100/22/32) every round;
• 2 layers of wire mesh (100 x 100 x 5 mm) (first layer prior to installing of the lattice
girder);
• 25 cm of sprayed concrete lining; alternatively steel fibres may substitute the first
(outer) layer of mesh
• forepoling pipes (power set pipes or similar), 4 m length (for the next round);
• a systematic self drilling rock bolt pattern (as determined by the collapse of drillholes)
with 6 m lengths, with radial orientations.
• A temporary invert arch supported with 15°cm of sprayed concrete and 1 layer of wire
mesh (100 x 100 x 5 mm)
Bench:
the drawings.
top heading;
• 2 layers of wire mesh (100 x 100 x 5 mm), (first layer prior to installing of the lattice
girder);
• 20 cm of sprayed concrete lining; alternatively steel fibres may substitute the first
(outer) layer of mesh
• a systematic self drilling rock bolt pattern (as determined by the collapse of drillholes)
with 6 m lengths, with radial orientations.
Invert:
The invert shall be excavated in two steps at lengths of 2.0 m (lengths of round of
4.0 metres) advancing from the bench face backwards as shown on the drawings.
shotcrete.
The minimum ring closure distance shall be within 6 rounds of the Top Heading excavation
face. The maximum ring closure distance shall be within 12 rounds of the Top Heading
excavation face.
7.3.4.7 Support class SC4SQ – Mild Squeezing, Weak Fractured Rock Mass
Excavation carried out in squeezing, weak fractured rock mass by drill and blast by means of
loosening shots and/or tunnel excavator.
In the event of sensitivity of the rock mass to water this requires particular care: Water shall
be kept away from exposed rock surfaces by suitable means. Ponding water shall not be
allowed.

excavation face.
Top Heading:
the drawings and immediately sealed with 50 mm of sprayed concrete. Support core may
become necessary.
• lattice girder steel ribs (70/22/32)
• 2 layers of wire mesh (100 x 100 x 5 mm) with steel rib for fixing of the wire mesh
(first layer prior to installing of the lattice girder);
• forepoling pipes ungrouted, 4 m length (for the next round);
• a systematic SN and/or self-drilling rock bolt pattern (as determined by the collapse of
drillholes) with 6 m lengths, with orientations required by the discontinuity pattern.
Bench:
the drawings.
top heading;
Invert:
The invert shall be excavated in two steps at lengths of 3.4 m advancing from the bench face
backwards as shown on the drawings.
shotcrete.
excavation face.
7.3.4.8 Support class SC5SQ –Mild Squeezing, Fault Rock Mass

Excavation carried out in squeezing fault rock mass by drill and blast by means of loosening

allowed.
excavation face.
Top Heading:
concrete prior to the opening of the next subdivision. The central subdivision remains as a
supporting wedge and is only excavated in the subsequent round.
• lattice girder steel ribs (100/22/32);
• 2 layers of wire mesh (100 x 100 x 5 mm), (first layer prior to installing of the lattice
girder);
• Lining stress controllers in 2 positions and necessary fixing elements;
• forepoling pipes without mortar, 4 m length (for the next round);
• self-drilling rock bolts in the excavation face, 6 m lengths;
Bench:
the drawings.
top heading;
Invert:
The invert shall be excavated in at lengths of 2.0 m (lengths of round of 2.0 metres)
advancing from the bench face backwards as shown on the drawings.
excavation face.

7.3.4.9 Support class SC6SQ –Heavy Squeezing

Excavation carried out in squeezing fault rock mass by drill and blast by means of loosening
allowed.
excavation face.
Top Heading:
concrete prior to the opening of the next subdivision. The central subdivision remains as a
supporting wedge and is only excavated in the subsequent round.
• lattice girder steel ribs (100/22/32)
(first layer prior to installing of the lattice girder);;
• Lining stress controllers in 4 positions and necessary fixing elements;
• forepoling pipes (power set pipes or similar), 4 m length (for the next round);
• self-drilling rock bolts in the excavation face, 6 m lengths;
Bench:
the drawings.
top heading;
• 2 layers of wire mesh (100 x 100 x 5 mm) (first layer prior to installing of the lattice
girder);
Invert:
The invert shall be excavated in at lengths of 2.0 m (lengths of round of 2.0 metres)
advancing from the bench face backwards as shown on the drawings.
• 2 layers of wire mesh (100 x 100 x 5 mm) with steel rib for fixing of the wire mesh;

excavation face. Modification of the ring closure distance may become necessary depending
on the deformation behaviour of the Rock Mass – Tunnel Support System.
7.4 The System Behaviour

The system behaviour is anticipated during design phase but has to be checked against the
behaviour of the system, consisting of the rock mass and the support elements installed in
combination with the applied excavation and support sequence. The system behaviour is
verified by visual observations AND the 3D monitoring results. For monitoring, refer to
chapter 9.5.
7.5 Observations and Assessment during Construction
CRITERIA AND MEASURES: LOOSE GROUND AND DECOMPOSED ROCK

TOP OBSERVATIONS / REACTION / MEASURES
NO. HEADING
/ BENCH MONITORING RESULTS
Sub-division of excavation and/or use of
LC1 TH B Frequent face instability during advance
supporting core
sealing with sprayed concrete, use of
Overbreak and loosening tendency of the
LC2 TH B advance support measures and
freshly exposed surfaces =
shortening of length of round
LC3 TH B Drainage in advance of heading = Systematic drainage drillholes
Dewatering lances with or without
LC4 TH B Locally pressurized water lenses
vacuum
Ground improvement below top heading
LC5a TH Top heading foot settlement > 40mm =
foot with grouted self-drilling bars
Ground improvement below bench foot
LC5b B Bench foot settlement > 60mm =
with grouted self-drilling bars
Top heading crown settlements >
LC6 TH B limiting of advance rates
100mm=
Top heading crown settlements with pipe insert a tension bar to strengthen the
LC7 TH B
roof installed > 100mm = connections of pipe segments
LC8 TH B Sprayed concrete at > 75% of capacity = visual inspection to check for cracks
increase sprayed concrete lining
LC9 TH B Sprayed concrete at > 75% of capacity =
thickness
check strength development of sprayed
concrete
reduce rate of advance (e.g., maximum of
4 rounds per 24 hours)
if a pipe roof is used, then insert a tension
LC12 TH B Sprayed concrete at > 75% of capacity = bar to strengthen the connections of pipe
segments
increase frequency of 3D - monitoring to
2-3 times per day
significantly decrease rate of advance
LC14 TH B Sprayed concrete at > 90% of capacity = until a clear cause of the problem has
been determined
LC15 TH B Sprayed concrete at > 90% of capacity = assess horizontal divergence
LC16 TH B Sprayed concrete at > 90% of capacity = visual inspection to check for cracks
LC17 TH B Sprayed concrete at > 90% of capacity = inspect sprayed concrete invert

CRITERIA AND MEASURES: LOOSE GROUND AND DECOMPOSED ROCK

Sprayed concrete at > 90% of capacity
consider propping of top heading by tree
LC18 TH and damage to sprayed concrete invert
dia. 500 mm-
apparent =
At 40 mm settlement or 40 mm horizontal
Enable shortest possible ring closure of
LC19 TH convergence in a 48-hour period after the
temporary invert
zero measurement =
In the case of persistent, difficult ground
LC20 TH B implementation of pipe roof
conditions =
In the case of persistent, difficult ground Reduce ring closure distance top heading
LC21 TH B
conditions = – invert: to 5 rounds
Table 38: Criteria and measures: lose ground and decomposed rock
CRITERIA AND MEASURES: HARD ROCK

TOP OBSERVATIONS / REACTION / MEASURES
NO. HEADING
/ BENCH MONITORING RESULTS
RS5 TH B In case of exceeding vibration limits Adjustment of blasting scheme
In case of exceeding vibration limits after
RS6 TH B Reduction of length of round
adjustment of blasting scheme
sealing with sprayed concrete, use of
Overbreak and loosening tendency of the
RC1 TH advance support measures and
freshly exposed surfaces
shortening of length of round
RC2 TH B Lasting deformations carry out ring closure
LC20 TH B persistent, difficult ground conditions implementation of pipe roof

Table 39: Criteria and measures: hard rock

8 CIVIL WORKS
8.1 Portal Cuts
8.1.1 General
All portals on the alignment require cuts. The slope stability where the cuts are constructed
has been evaluated and slope will be stabilized by rock bolts and reinforced sprayed
concrete. The design parameters are described in the following sections.
8.1.2 Ground Conditions

Based on the DDC's knowledge of the area and geotechnical investigations which have been
carried out up to now, ten different ground conditions have been identified and parameters
have been assigned to them. The ground conditions at the portal cuts are specified with the
Ground Type and associated Hoek-Brown Classification ([36]) (see Table 40).
The ground type GT_04_disc (discontinuity) is modified from GT_04, because at the Portal
Khoda Nala South the geology is dominated by joints. Therefore the Geological Strength
Index (GSI) is increased to 70, which represents the intact rock. Also for GT_05_disc the GSI
Value is increased.
UCS
DESCRIPTION GROUND TYPE GSI MI EI
[MPA]
Portal Cut T49-P1 (Sumber) GT_01 79 55 10 41000
Portal Cut ET-P1 (SUMBER) GT_01 79 55 10 41000
Portal Cut HIGNI ADIT GT_07 100 45 10 55000
Portal Cut T50-P2 (Arpinchala) GT_10 8 19 3 1200
Portal Cut T50-P1 (Khoda Nala) GT_04 20 45 5 4000
Portal Cut T49-P2 (Khoda Nala) GT_04_disc 20 70 5 4000
Portal Cut Kundan Adit GT_05_disc 100 73 6 50000
Table 40: Hoek-Brown Classification
Notes for Table 40 Abbreviation Meaning

UCS Uniaxial Compression Strength of the intact rock
GSI Geological Strength Index
MI Parameter of intact rock according to Hoek Brown
EI Deformation modulus of intact rock
Table 41 shows the calculated Hoek-Brown Criterion Parameters for each ground type. The
MB and S values are strength parameters of rock mass. Erm means the deformation
modulus for rock mass. Nue is the Poisson ratio and Gamma the unit weight of rock mass.
ERM GAMMA
GROUND TYPE MB S ΝUE [-]
[-] [KN/M³]
GT_01 2.0046 0.0067379 16739.5 0.3 27
GT_04 0.7013 0.0022181 894.6 0.3 26.5
GT_04_disc 1.7125 0.0356740 2931.3 0.3 26.5

ERM GAMMA
GROUND TYPE MB S ΝUE [-]
[-] [KN/M³]
GT_05_disc 2.2875 0.0497871 39263.7 0.3 26.5
GT_07 1.4026 0.0022181 12300.7 0.3 26
GT_10 0.1663 0.0001234 52.2 0.4 24
Table 41: Hoek-Brown Criterion Parameters
Notes for Table 41 Abbreviation Meaning

MB Strength parameter of rock mass
S Strength parameter of rock mass
Erm Deformation modulus for rock mass
Nue Poisson ratio
Gamma Unit weight of rock mass
In accordance with the geological reports, different joint networks are considered. Therefore
the joints in field are projected on the tunnel alignment and 90 degree to the alignment. The
following table shows the properties of the joint networks. If there is no dominant joint system
in the field, the ground was modelled as a continuum. For each portal various cross sections
were calculated. The persistence value means the space from joint end to the beginning of
the next joint in percent of the joint length.
JOINT PERSISTENCE
CROSS- INCLINATION SPACING LENGTH PHI
DESCRIPTION NET-
SECTION [°] [M] [M] [%] [°]
WORK
T49-P1 1 40 0.6 7 90 40
(Sumber) B-B
2 -54 3 10 80 40
1 11 0.6 10 50 40
Portal
2 -72 0.6 7 90 40
ET-P1 1 37 0.6 7 90 40
(Sumber) B-B 2 55 0.8 10 50 40
3 -58 0.6 10 80 40
1 24 0.8 10 50 40
Portal 2 69 0.6 7 90 40
3 -45 0.6 10 80 40
Higni Adit 1 -4 1.3 10 80 40
B-B
2 35 1.3 7 90 40
1 -69 1.3 10 80 40
A-A
2 20 1.3 7 90 40
T50-P2
continuum
(Arpinchala)
T50-P1
continuum
(Khoda Nala))
T49-P2 1 65 1 infinite 100 20
B-B
(Khoda Nala) 2 35 2 3 0.76 30
1 65 1 infinite 100 20
A-A
2 35 2 3 0.76 30

JOINT PERSISTENCE
CROSS- INCLINATION SPACING LENGTH PHI
DESCRIPTION NET-
SECTION [°] [M] [M] [%] [°]
WORK
Portal 1 65 1 infinite 100 20
Kundan Adit 1 80 0.5 infinite 100 20
A-A
2 35 2 3 0.76 30
Table 42: Joint Networks along the project alignment
On site visit hydrogeological mapping could not determine the location of the groundwater
table. To avoid water pressure on the sprayed concrete wall after rainfall, pressure relief
holes have to be considered.
8.1.3 Required Factor of Safety

Table 43 shows the required factors of safety applied during design in accordance with the
relevant standards.
FACTOR OF SAFETY (FOS) STANDARD
Global Stability 1.50 IS:7894-1975
Rock Bolt Steel 1.75 IS:456:2000
Reinforcement Wire mesh
Bond of Rock Bolt 2.00 BS:8004:1986
Sprayed Concrete Wall 1.50 IS:456:2000
Table 43: Required Factor of Safety
8.1.4 Material Properties

8.1.4.1 Rock Bolts
The yield strength of the rock bolts is 400 kN.
To compensate for corrosion, a sacrificial steel layer of thickness 1.5 mm is considered in
design. This is the maximum loss rate of a steel trip according to FHWA NHI-09-087:2009
(Federal Highway Administration, U.S Department of Transportation). The service life as per
state-of-the-art is 100 years. The yield load after considering sacrificial steel is:
530

38 2 1.5 19 360
4 4 1000
With a factor of safety (1.75) the design load of the bolts is

206
1.75
The bond shear stiffness and bond strength with safety reduction is shown in the following
table:
DESCRIPTION GROUND BOND BOND BOND BOND
TYPE SHEAR SHEAR STRENGTH STRENGTH
STIFFNESS STIFFNESS [MN/M] (DESIGN)
[MN/M/M] (DESIGN) [MN/M]
[MN/M/M]
T49-P1 (Sumber) GT_01 150 75 0.20 0.10
ET-P1 (Sumber) GT_01 150 75 0.20 0.10
Higni Adit GT_07 130 65 0.13 0.065

DESCRIPTION GROUND BOND BOND BOND BOND

TYPE SHEAR SHEAR STRENGTH STRENGTH
STIFFNESS STIFFNESS [MN/M] (DESIGN)
[MN/M/M] (DESIGN) [MN/M]
[MN/M/M]
T50-P2 GT_10 100 50 0.10 0.05
(Arpinchala)
T50-P1 GT_04 130 65 0.13 0.065
(Khoda Nala)
T49-P2 GT_04 130 65 0.13 0.065
(Khoda Nala) GT_04_disc
Kundan Adit GT_05_disc 140 70 0.15 0.075

Table 44: Bond Parameters
8.1.4.2 Steel Reinforcement:

The steel reinforcement consists of a welded wire mesh with an opening width of 100/100
mm and a diameter of 5 mm. The available cross-section area is as=1.96 cm² in both
directions. According to IS: 432 (Part II) 7.1 the yield strength is 480 N/mm². On both sides
the concrete cover to the wire mesh is about 4.5 cm and an overlapping about 40 cm has to
be considered.
With a factor of safety (1.75) the design yield strength of the welded wire mesh is about 274
N/mm².
8.1.4.3 Sprayed Concrete:
The sprayed concrete generally be of grade M25 with a specific characteristic compressive
strength of σ1=25 MPa (150 mm cube at 28 days).
The calculated Young’s Modulus is
! 5000 "# 5000 √25 25000 /&&²
in accordance to IS: 456: 2000.
With a factor of safety (1.5) the design Young’s Modulus is
!
! , )
16667 /&&²
1.5
and the compressive strength σ1=16.67 MPa.
The thickness of the sprayed concrete layer is 10 cm.
The tensile strength of the sprayed concrete was calculated in accordance with IS: 456: 2000
as
0.7 "# 0.7 √25 3.5 /&&²
With a factor of safety (1.5) the design tensile strength is

, ) 2.34 /&&²
1.5
8.1.5 Numerical Modelling

For the calculation the finite element program Phase 2 (Rocscience) V.8.012 was used.
The global safety factor was determined in accordance with the definition of Fellenius (φ/c
reduction).

The modelling of the slopes was done in 2D (plane strain). The constitutive law was an
elastoplastic with Hoek-Brown failure criterion. The Finite Element mesh consists of 6-noded
triangles.
8.1.6 Calculation Results

The following table shows the factor of safety in global stability and the maximum force of the
bolt.
To calculate the FOS in global stability only the safety factor on bonding (2.0) was
considered. All other input parameters were characteristic.
To calculate the maximum force on the bolt, additional safety factors on the materials were
considered.
DESCRIPTION CROSS- FACTOR OF SAFETY MAX. BOLT FORCE
SECTION (FOS) [-] [KN]
T49-P1 (Sumber) B-B 5.0 5
Portal 5.5 6
ET-P1 (Sumber) B-B 3.0 174
Portal 2.3 20
Higni Adit A-A 2.4 70
T50-P2 (Arpinchala) Portal 1.5 127
T50-P1 (Khoda Nala) A-A 1.6 38
T49-P2 (Khoda Nala) A-A 2.0 174
B-B 2.0 186
Portal 5.9 67
Kundan Adit A-A 8.9 3
Table 45: Portal Calculation Results
For most portal cuts the FOS is higher than the required. But the calculated length and
number of rock bolts is not affected by the maximum bolt force but is determined by the
jointed rock mass.

8.1.7 Construction Sequence

The construction of the portal cuts has to be done in different steps (see the following figure).
Figure 67: Typical “drill-and-grout” construction methodology [FHWA 1994,2003]
For corrosion protection galvanizing protection measures have to be considered. On the soil
nail heads local sprayed concrete shall be applied after the nails are installed and the plates
and nuts are in position.

8.2 lnner-Lining
8.2.1 General
Except from the ventilation duct, a secondary lining (concrete inner-lining) has been
designed for all tunnel cross sections. This secondary lining is typically unreinforced. The
proposed block length in the Railway tunnel and the Side Adits is 12.5 m: Hence all required
intervals of tunnel elements/features such as e.g., cross passages, cleaning niches are
multiples of the block length for minimizing construction efforts. An overview of the proposed
block allocation is given in the Appendix III. In the Escape Tunnel a general block length of
10.0 m is used. Block lengths are standardised so that the formwork carriages remain
consistent.
The main purposes of the inner-lining are as follows:
• Cater for all the final structural loading cases;
• fulfil the final safety margin;
• guarantee the required service lifetime;
• provide a architectural finish;
• enable installation of E&M equipment.
The thickness of the concrete inner lining at the top in each tunnel cross section is as given
in Section 6.1. The exact geometry of the inner-lining is as per the detailed design drawings.
8.2.2 Materials
The materials (e.g., concrete, steel) used for each structure shall be as per the Technical
Specifications [14] and as shown on the design drawings.
8.2.3 Formwork Carriage

The use of a formwork carriage is foreseen in the Railway Tunnel, the Escape Tunnel and
the Side Adits. All necessary/basic parameters (e.g. radii of the inner lining etc.) for the
design of the formwork carriage can be derived from the design drawings (drawing numbers
II-T490_20-DR-0210 to II-T490_20-DR-0238). Design of the formwork carriage shall be done
by the civil works Contractor.
8.2.4 Construction Tolerances of the Inner-Lining

Construction tolerances as shown in Figure 68 and Figure 69 for the position of the inner-
lining are as given in Section 6.1. No reduction of the theoretical thickness of the inner-lining
is permitted unless otherwise approved.
Figure 68: Inner Lining – Scheme Construction Figure 69: Inner Lining – Detail Construction
Tolerance Tolerance

8.2.5 Earthing
Earthing flat bars of galvanized iron are installed in the inner lining. They are provided in
each abutment in longitudinal direction and every 250 m in lateral direction. At fire-fighting
and trolley niches earthing sockets are proposed. The dimension of the flat bar is 40 x 4 mm
and they are laid before concreting.
8.2.6 Construction Sequence

A schematic process flow of all tunnelling works, including the construction sequence of the
inner lining is given on the drawing II-T490_20-DR-0137-0.
8.2.7 Fire Protection

8.2.7.1 Preface
According to UIC 779/9 [16], measure I-22; the tunnel structure should not become unsafe
during a fire due to loss of load carrying capacity. Elements of the tunnel requiring fire
protection are:
• Structures exposed to potential fire sources (e.g. inner-lining);
• tunnel facilities (e.g. wiring)
The main issue for the general tunnel design regarding a fire event is that a quick and easy
self-rescue of passengers and train staff involved in the incident is possible. In addition to the
requirements of general tunnel design regarding a safe self-rescue of passengers and train
staff, the tunnel structure itself shall also ensure that it maintains its strength in case of a
predefined fire event (over time in a given fire situation). Measures concerning general tunnel
design and material requirements of tunnel equipment have already been discussed in the
Sections 3 and 6. Measures for constructive fire protection are described in the following
sections.
8.2.7.2 Fire Protection of Tunnel Structure
A tunnel shall have predefined characteristics in case of fire. This means, that the tunnel
structure shall maintain its strength over a predefined period in a given fire situation
assuming a temperature curve as a function of time. Furthermore it shall guarantee the
protection of persons and/or objects in the affected area. To ensure an adequate
constructive fire protection the structure must, within a particular time allow:
• Evacuation to the surface;
• only limited damages to the tunnel stability towards a predefined level and ensure
that damages only occur after a predefined time;
• only tolerable deformations of the structure and that the ability of service of the tunnel
and structures on the surface is not significantly reduced;
• that the water tightness of the tunnel is not affected;
• reducing damages to the tunnel and surface structures to an acceptable and
ascertainable extent;
• minimising the time and efforts for remedial works and hence the time until the tunnel
can be re-opened.
8.2.7.3 Relevant Fire Situation
Figure 70 shows the EUREKA temperature – time curves to be used for design of (railway)
tunnels on this project as according to the Client's decision [09].

Figure 70: EUREKA temperature versus time curves
Table 46 gives detailed information about the temperature as a function of time for the
EUREKA curve.
Time [min] 0 5 60 170
Temperature [°C] 0 1200 1200 0
Table 46: Values EUREKA curve
8.2.8 Structural Analysis of the Inner-Lining

Calculations have been carried out in accordance with Eurocode 2: EN 1992-1-1. The
following load cases have been evaluated:
• Dead load for determination of required concrete strength for stripping the formwork
• Determination of maximum ground load at ultimate bearing capacity
For detailed structural analysis see Appendix V.
8.2.8.1 Numerical Modelling
The calculations have been performed using the finite element software RFEM, Version 5.01
(DLUBAL). Calculations have been done for the typical cross sections without invert and with
invert. The cross section with deep invert has not been evaluated as it is more favourable
(the smaller radii increases the level of bedding) than the others and therefore not decisive.

Figure 71: Numerical Model – Typical Cross Section with Invert
8.2.8.2 Material Properties

The following calculations in respect of material properties have been carried out:
• Linear calculations based on linear and isotropic material behaviour
• Non-linear calculations (2nd order theory) by modelling non-linear and anisotropic
material behaviour
Figure 72: Material Properties – Non-linear material behaviour (for details see Appendix V)

The calculations have been performed for material properties after:

• 0.5 days to determine the time of stripping the formwork
• 28 days (final state and fully hardened)
8.2.8.3 Rock Mass and Elastic Bedding Support

The calculations have been performed for the ground types GT2 and GT5 (see table below
and geotechnical report)
Poisso
Ground Young's
Profile n R KR b cv ch
Type Modulus
Number
[kN/m²] [-] [m] [kN/m³] [m] [kN/m] [kN/m]
Main Tunnel
5 18,300,000.00 0.30 3.825 6,440,422.32 1.30 11,895,000.00 5,947,500.00
Single Track
Main Tunnel
5 18,300,000.00 0.30 16.250 1,515,976.33 1.30 11,895,000.00 5,947,500.00
Single Track
Main Tunnel
5 18,300,000.00 0.30 15.750 1,564,102.56 1.00 Invert
Single Track
Main Tunnel
5 18,300,000.00 0.30 6.100 4,038,461.54 1.00 Deep Invert
Single Track
Main Tunnel
2 67,800,000.00 0.30 3.825 23,861,236.80 1.30 44,070,000.00 22,035,000.00
Single Track
Main Tunnel
2 67,800,000.00 0.30 16.250 5,616,568.05 1.30 44,070,000.00 22,035,000.00
Single Track
Main Tunnel
2 67,800,000.00 0.30 15.750 5,794,871.79 1.00 Invert
Single Track
Main Tunnel
2 67,800,000.00 0.30 6.100 14,962,168.98 1.00 Deep Invert
Single Track
Table 47: Ground types and elastic bedding support
8.2.8.4 Loads
The following loads are determined by the calculations:
• Dead load for determination of setting durations and strength
• Ground loading due to rock mass
8.2.8.4.1 Dead Load
Unreinforced concrete has a unit weight of 24.0 kN/m
8.2.8.4.2 Ground Loading
Two different types of ground load distributions have been considered:
• Squeezing rock conditions (left picture below)
• Loosened rock (right picture below)

Figure 73: Load Scheme for squeezing rock Figure 74: Load Scheme for loosened rock
conditions
8.2.8.5 Calculations and Results

The details of the calculations can be found in the Appendix V.
8.2.8.5.1 Calculations at the Time of Formwork Removal
The non-linear calculations confirm the bearing capacity of the designed unreinforced inner-
lining for both modelled cross-sections. The calculations have also confirmed structural
integrity despite tensile cracks in the lining.
Figure 75: Cross Section without invert: GT5 Deformations due to dead load (for details see Appendix V)

Figure 76: Cross Section without invert: GT5 Bending moments due to dead load (for details see
Appendix V)
8.2.8.5.2 Calculations for Ground Loading

All calculations with ground loads are performed with partial factors of safety of γF = 1.0,
since the aim of the calculations is to determine the actual loading on the lining.. A
calculation is carried out for the ground type GT5 (less favourable conditions) and the typical
cross-section with invert. The cross-section without invert is not to be used in conditions with
potential for ground loading. The concrete age is assumed as t > 28 days (i.e., fully
hardened).
Figure 77: Cross Section with invert: GT5 Deformations due to load case “loosened rock” (for details
see Appendix V)

Figure 78: Cross Section with invert: GT5 Bending moments due to load case “loosened rock”
8.2.8.6 Conclusion
8.2.8.6.1 Time for Removal of Formwork and Lining Strength
For construction work, the following values shall be adhered to:
• average compression strength: 3.0 – 3.5 N/mm²
• average young modulus: 1500 N/mm²
• cement CEM 32.5N (class S)
8.2.8.6.2 Ground Loading due to Rock Mass

The calculations for ground loading show that the lining has a characteristic bearing capacity
of 700 kN/m², which equals a height of loosened rock mass of 30 meters, which is very
unlikely to form if tunnelling works are performed properly.
The tensile strength of concrete is exceeded at various locations.
The bearing capacity of the unreinforced inner-lining is proven with the non-linear
calculations.

9 CONSTRUCTION WORKS AND METHODOLOGY
9.1 Lots
The structures in this project area are remote and have only restricted access and space for
site installation and construction. Tunnel portals are far of each other in terms of travel time
and distance, and are reachable only by single-lane site access roads. Therefore, it is
proposed to split the works by location. This eliminates the need of providing space and
infrastructure for different contractors at each location. Furthermore, potential conflicts
between two contractors influencing the work of each other are reduced to a minimum and
bundled at manageable interfaces such as the lot boundary. The proposed lots are as
follows:
• Lot T49A
• Lot T49B and T50
9.1.1 Lot T49A

The base for construction activities in lot T49A is Sumber. The proposed works comprise:
•Single track Railway Tunnel T49 from its south portal towards a flexible boundary to
lot T49B including all its structural components and features
• The Escape Tunnel from its south portal to the same flexible length as the Railway
Tunnel including lay-bys and all structural components and features
• Cross Passages at intervals of 375 m, every third of same size as the Escape Tunnel,
including all structural features and components
• Technical rooms
• Site roads
• Piers and foundations of bridge 2 (9 span composite bridge for double-track yard)
• Piers and foundations of bridge 3 (7 span composite bridge for double-track yard)
• Earthworks for Sumber Yard including rock excavation and slope support
The provisional length of the lot, determined along the Railway Tunnel is 5225 m. This length
may vary depending on the work progress in this lot and the neighbouring lot (T49B).
9.1.2 Lot T49B – T50

Construction activities in lot T49B – T50 are undertaken from Higni, Kundan and Arpinchala
The proposed works comprise:
• Higni Adit including a slightly larger cross section at the junction with the Railway
Tunnel
• Kundan Adit including a slightly larger cross section at the junction with the Railway
Tunnel
• Single-track Railway Tunnel T49 from a flexible boundary with lot T49A to the start of
double-track railway tunnel including all its structural components and features.
Excavation works take place from Higni and Kundan Adit.
• The Escape Tunnel from Higni Adit to the same flexible length as the Railway Tunnel
including lay-bys and all structural components and features
• Cross Passages at intervals of 375 m, every third of the same size as the Escape
Tunnel, including all structural features and components
• Double-track section of the Railway Tunnel T49 including all structural components
and features

DHARAM-QAZIGUND
QAZIGUND SECTION OF UDHAMPUR SRINAGAR-BARAMULLA
SRINAGAR BARAMULLA NEW BG RAILWAY LINE PROJECT
• Double-track
rack Railway Tunnel T50
• Ventilation Cavern and Adit,
Adit, including the connection to the Railway Tunnel
• Technical rooms
• Site roads
• Bridge 4, rock fall protection bridge for double track yard
• Piers and foundations of bridge 5 (3 3 span composite bridge for double track yard)
yard
The provisional length of the single-track section,, measured along the Railway Tunnel is
7195 m. This length may vary depending on the progress of work in this lot and the southern
neighbouring lot (T49A). The length of the double-track
double section is 593 m. The Side Adits
have lengths of 275 m (Higni) and 725 m (Kundan)
9.2 Overall Work Sequence

equence
A work sequence overview for the tunnelling works covered by this manual,
manual independently
from any lot distribution is given in Figure 79.
• Commencement of Works (Tunnel Construction)

• Site Access Roads
• Site Installation Works (e.g. workers' camp, plants, offices)
1 • Muck deposits
• Portal Cuts
• Earth and rock excavation works
• Mucking
2 • Slope Support and auxiliary works
• Monitoring
• Tunnelling
• Excavation and support of tunnels, ducts and niches
• Dewatering
• Mucking
3 • Monitoring
• Civil Works
• Drainage + Waterproofing
• Inner Lining including pipes and ducts
• Monitoring
4 • Continous approval of works
• End of Works (Tunnel Construction)

• Landscaping and re-cultivation
re
• Final approval of works
• Final Cleaning and Site Clearance
5 • Hand over lot to the Client for commencement of electromechanical works
Figure 79:
79 Construction sequence for tunnels – overview
Details concerning the construction steps 1-5

1 mentioned in Figure 79 are given in the
following sections
5688_Pre_Final_Design_Report_Tunnel_Rev01
_Report_Tunnel_Rev01-A.docxBERNARD Ingenieure ZT GmbH Page 91 of 108
9.3 Access roads and site installation
9.3.1 Site Access Roads

To gain access to the construction sites, either existing access roads need to be widened or
new access roads need to be built. Such roads require earthworks to create a sufficiently
wide roadway. Design of new site access roads and measures necessary on existing roads
shall be done by the civil works Contractor(s) and approved by the Client. Excavated material
shall be disposed at pre-determined muck disposal sites (9.3.3). Muck shall not be deposited
over the hillside or anywhere other than at the pre-determined locations. The following
sections show the accessibility of different sites along the project alignment.
9.3.1.1 Sumber
The only site access road leads from Ramban via Dharamkund to Sumber. It is approx.
45.0 km long. This road ends close to the T48 north portal. A new site access road to the
T49-P1 portal and the Escape Tunnel portal with a length of approx. 1.7 km needs to be
constructed and maintained.
9.3.1.2 Higni
The access road to the T49-B construction site branches off from the NH-1A 4 km north of
Ramsu. The road is very steep and has narrow hairpin bends.
9.3.1.3 Kundan
The access road to Kundan Adit is approx. 1.7 km long and branches off from the NH-1A
approx. 4.5 km north of Nachlana.
9.3.1.4 Arpinchala
The access road to Arpinchala ends just after the bridge over the Mohu Mangat River at
Arpinchala. From there an approx. 400 m long access road needs to be constructed to reach
the north portal of the tunnel T50.
9.3.2 Site Installation

Site installation requires land clearing and subsequent the erection of buildings and plant.
The following installations are generally required and should form part of the Contractor’s
Camp Management Plans:
• storage areas;
• loading bays and manipulation areas;
• fabrication areas;
• vehicle parking areas;
• machinery parking areas;
• stone crushing plant;
• concrete batching plant;
• wastewater treatment plants;
• site laboratory;
• site offices;
• living quarters;
• roads in and around the camps;
• drainage systems;
• noise barriers;
• fencing.
Auxiliary systems supporting site installations are:
• Supply and distribution of electric power (and standby systems);

• lighting;
• supply and distribution of industrial and potable water;
• supply and distribution of compressed air;
• waste disposal, toilet blocks, sewage lines, septic tanks and filters;
• medical and first-aid facilities; and,
• fire-fighting equipment.
9.3.3 Muck deposits

The rock material excavated from tunnel construction and open excavations is required to be
stored safely and protected from erosion of any kind. The following potential muck deposits
have been pre-designated.
• Deposit Sumber
• Deposit Digdol
• Deposit Ramsu 1
• Deposit Ramsu 2
• Deposit Kundan Nala
The muck deposit locations are shown in more detail on relevant design drawings. Distances
between excavation areas and muck deposits are given in the table below:
DEPOSIT
SOURCE KUNDAN RAMSU 1 RAMSU 2 DIGDOL SUMBER
NALA
Sumber 28.9 21.2 20.2 9.1 63.0
Higni 9.7 3.7 4.7 16.0 60.0
Kundan Nala 0.8 7.9 8.9 8.9 62.0
Arpinchala 3.5 8.9 9.9 9.9 65.0
Table 48: Road distances (km) between excavation material sources and deposits
9.3.3.1 Deposit Sumber

Locations to safely store muck are available in the Sumber area. The DDC has detected two
sites which appear suitable to store large amounts of muck. One area is located directly at
the confluence of the Dasa Nala and the Anchah Nala, the other one approx. 200 m
upstream of the Anchah Nala. The area to store muck is approx. 125,300 m². The muck may
also serve as construction material for any artificial slopes in the Sumber Yard area. The
potential deposit locations are marked in Figure 80.

Figure 80: Potential muck deposits in the Sumber area (yellow areas). The confluence of the Dasa and
the Anchah Nala to Sumber Nala is In the foreground.
9.3.3.2 Deposit Digdol

There are some options to construct muck deposits close to Digdol. An impression of the
potential muck deposit areas at Digdol (see Figure 81) is given. The proposed muck deposit
of Digdol, which is easy to access when infrastructure is provided covers an area of approx.
127,600 m².
Figure 81: Alternative muck deposit (yellow encircled area) south of Digdol on the Bishlari river bank

9.3.3.3 Deposit Ramsu 1 + 2

The Higni portal area does not provide sufficient storage space for a muck deposit. The
slopes are partially moving, so that the long-term stability of muck deposits cannot be
guaranteed; moreover, the channel bed of the Higni Nala is too small to provide enough
volume for storage. Therefore it is necessary to store the material elsewhere. A solution is
the transport to one of the other proposed muck deposits. There are some options to
construct muck deposits close to Ramsu. The locations are easily accessible, because they
lie directly at the NH1A Highway. The total storage area is approx. 49,100 m² (see Figure 82
and Figure 83).
Figure 82: Muck deposit, approx. 2 km north of Ramsu in the Bishlari River Valley
Figure 83: Muck deposit north of Ramsu (cricket pitch)

9.3.3.4 Deposit Kundan Nala

The muck excavated from lot T-49 C and T-50 can be stored near Arpinchala, where a
vegetated riverbed can be used. Although the surface area is moderate, the storage height
can be extended up the hillside to approx. 10-15 m. The deposit area is in the lee of a ridge
and therefore well protected from the river’s erosional forces. The area borders a previously
constructed and later utilised access road and is therefore unproblematic. The potential
storage volume is relatively high. Additionally the deposit may be handed to locals for use as
agricultural land after construction activities have been completed.
Figure 84: Potential muck deposit area at the face of the Kundan Nala side Adit. Access to this deposit
would be by a new bridge on the right hand side. View from the road between Nachlana and Arpinchala.
9.3.3.5 Excavation Material-Transport Concept

To avoid unnecessary long transport distances an excavation material transport concept is
essential. Main benefits are:
• Reduction of environmental impact
• Reduction of costs
• Improvement of work progress
Furthermore, re-use of suitable excavated material (e.g., as concrete aggregates) in
construction phase has a positive effect on cost, time and environment. A preliminary version
of the proposed material-transport concept, based on available data for muck deposits has
been prepared (see Appendix II). The size and capacity of the muck deposits is tentative and
further geodetic survey is required to gain more detailed information of muck deposit size.
9.3.3.6 Methodology for Muck Disposal Sites

The following methodology is recommended for the preparation, construction and re-
cultivation of muck disposal sites.
1. Temporary deposit areas
To the greatest extent possible, excavated material should be removed from site and
transported to its final position at the muck disposal site in one action. However, there may
be instances in which this is not possible, and excavated material needs to be dumped at a

temporary deposit area.

In order to avoid mixing of different types of muck at temporary deposit areas, deposits of
different types of muck are to be separated with a 3 m wide drivable strip. The strip is to be
compacted and surfaced appropriately.
2. Removal and deposit of topsoil
Topsoil consists of humus (containing organic material) and a boundary layer (soil beneath
the humus layer which still contains some organic material). These two layers are to be
removed and deposited separately, and their thicknesses are to be documented. Large areas
of these layers shall not be removed, rather, small areas are removed as required by
progress of further excavating the ground below. Freshly exposed surfaces are to be drained
appropriately. For surfaces which are only used temporarily, topsoil layers shall be replaced
in their original thicknesses.
Topsoil shall be removed and deposited with an excavator with an attached slope-work
bucket. Bulldozers shall not be used for stripping or placing topsoil. Work with topsoil may
only be carried out in dry ground and dry weather conditions.
If possible, excavated topsoil layers should be immediately spread over newly created
deposit areas. For temporary deposits, heaps of humus shall have maximum dimensions of
base width 6.60 m and height 2.30 m. Boundary layer topsoil heaps shall have a maximum
height of 3.00 m; there is no restriction on the width.
Heaps of humus which will be left for over 6 weeks shall be prepared with a trough-shaped
surface. Furthermore, the topsoil heaps shall be sowed with an appropriate seed type to
prevent vegetal invasion. The heaps are to be mown once a year.
Temporary deposits of topsoil or any other ground surfaces with a topsoil layer shall not be
compacted unnecessarily. Measures, such as fences, shall be implemented to ensure that
these surfaces are not driven over be heavy vehicles.
Topsoil may not be removed from site without the approval of IRCON. Any topsoil that
remains un-used after the completion of construction work (i.e., for re-cultivation) remains the
possession of IRCON.
3. Preparation of ground surface for deposit of muck
Removal of topsoil should only be carried out shortly before main excavation work to prevent
ground below becoming soaked by precipitation.
The ground surface for the deposit area shall be carefully compacted. The degree of
compaction or degree of deformation, determined by Proctor Tests or Plate Load Tests (one
test per 1000 m2 ground surface), shall conform to the following values:
Course-grained material:
• Degree of compaction (proctor) ≥ 100 %
• Static deformation module ≥ 30 MN/m2
Mixed-grained material:
• Static deformation module ≥ 15 MN/m2
Fine-grained material:
• Degree of compaction (proctor) ≥ 95%
• Static deformation module ≥ 7.5 MN/m2
The ground surface shall be inspected by a geologist. Any excavation or ground
improvement work determined necessary shall be carried out before muck is deposited, and

muck deposit shall only be allowed after the prepared ground surface has been approved by
IRCON. After precipitation events, prepared ground surfaces which have not yet been
covered by muck shall be tested as described above to ensure the compactness of the
ground. If the values determined by tests do not conform to the above values, the ground
shall be re-compacted and re-tested until it does conform.
Appropriate measures shall be taken to capture and divert any water due to water-bearing
geological layers away from the deposit area (i.e., into a stream). This prevents soaking of
the deposited muck.
4. Properties of deposited material
Contaminated material may not be deposited. Limits for contaminants in solid matter and
eluate are given in the Environmental Impact Assessment (EIA) [13]. The testing regime shall
be in accordance with the specifications of the EIA [13].
The mechanical properties of excavated material should allow its use as landfill material.
Should this not be the case, the material shall be prepared or improved by the Contractor so
that it meets the requirements for deposit. For example, crushing may be necessary.
The maximum diameter of material to be disposed shall be limited to 250 mm.
Before and during the construction, the shear strength and bulk density of the material shall
be determined by large shear test (shear area of at least 30 x 30 cm). The test shall be
carried out for each change of material.
5. Placement methodology
Placement of muck shall be in layers of maximum compacted thickness 60 cm. To prevent
potential soaking of the loose muck, compaction shall take place immediately after
placement to the following minimum values:
• Deformation module with a 700 cm2 load plate ≥ 30 MN/m2
Compaction machinery shall be chosen so that the above values are achieved. Particular
care should be taken at the edges of the landfill body.
A 3 m high earth embankment shall be constructed directly at the boundary of the muck
disposal site as visual, noise and dust protection. The outer slope of the embankment shall
be covered with topsoil layers.
Each muck layer shall have a slope of 2 % as shown on drawings. And the top layer shall be
sloped to ensure that rain can run-off the surface.
To the greatest extent possible, deposit areas should be terraced, to enable future crop
growing by locals.
9.4 Tunnel Construction Methodology - General

So that a common understanding on tunnelling activities is achieved, a short description is
given below:
Tunnel construction shall be carried out in accordance with the New Austrian Tunnelling
Method (NATM), which is based on the concept that the ground around the tunnel acts as a
load-bearing element. Excavation must keep the surrounding ground intact to the greatest
extent possible, e.g., by techniques such as smooth blasting. Typically excavation and
support are continuously adjusted to the ground conditions under consideration of the
requirements. The support and sprayed concrete lining of the tunnel are intended to be
ductile, allowing controlled ground deformation, therefore allowing the ground to form a load-
bearing ring. This ground reaction, resulting in lining displacements is continuously monitored
in the cross-sectional and longitudinal directions in order to check the stability of the opening

and to optimize excavation and support. NATM can therefore be considered an economical
tunnelling method; therefore causing less environmental impact than other conventional
tunnelling methods.
Almost all tunnel excavation will be carried out by the “drill and blast” technique; the cross-
section is sequentially excavated by splitting the face into “top heading”, “bench” and if
necessary due to ground behaviour and as defined by excavation and support classes,
“invert”.
Figure 85: Sub-division of tunnel excavation shown on longitudinal section: Top heading – red; temporary
invert – green; bench – blue; invert – yellow
The work cycle for excavation and support by drill and blast is shown in the following figure:
Figure 86: Excavation and support cycle for conventional tunnelling by drill and blast
Excavation is represented by the first steps of the cycle: Drilling, charging and blasting.
The face is drilled using a “hydraulic drill jumbo” to a pre-determined pattern and with a pre-
determined number of holes depending on the Support Class. The depth and diameter of the
holes are also determined by the Support Class. The holes are then “charged” by inserting
explosives into certain holes (approximately half of those drilled). Only non-electric blasting is
permissible and “smooth-blasting” techniques are to be applied, whereby micro-, milli- and
half-second delay detonators are used.

Before blasting it may also be necessary to reinforce the ground ahead of the excavation
face, e.g., in loose ground or in ground conditions which tend to produce overbreak,
collapses or material inflows immediately following excavation. This can be done either by
forepoling (spiles, forepoling bars or pipes, grouted or ungrouted) or pipe roof (grouted steel
pipes). Drillholes are bored by a hydraulic drill jumbo; pipe roofs require an attachment
mounted onto the jumbo.
To clear the dust caused by blasting, and to ensure visibility and a breathable atmosphere in
the tunnel, ventilation is provided by means of a tube at the top of the tunnel profile which
blows fresh air to the excavation face.
Scaling after blasting using a backhoe removes any loose material from intact rock surfaces
and helps to correct the tunnel profile.
The process of loading involves the removal of muck from the excavation face. Payloaders
shift the excavated material onto dumpers, which then transport the material out of the tunnel
to pre-defined disposal areas.
The final step of the cycle is supporting the freshly exposed ground by bolting and
shotcreting. Support elements include:
• wire mesh;
• steel ribs / lattice girders;
• sprayed concrete;
• rock bolts (e.g., friction anchored Swellex type, SN rock bolts, IBO anchors);
• lining stress controllers (in squeezing ground).
These support elements are described in Section 7.3.2.
In a separate operation following excavation and support, the waterproofing membrane,
concrete abutments and plastic drainage pipes are installed. The tunnel profile is checked
by scanning the surface and if necessary, corrected. The primary lining and the dowel heads
are covered with a smoothening layer of sprayed concrete in preparation for the installation
of the waterproofing system.
The secondary lining is typically unreinforced, cast-in-place concrete in 8 m to 12.5 m long
bays. Steel formwork mounted on a carrier is used to provide a high-quality surface.
Summarizing
• The excavation cycle shall be as shown on relevant drawings and as per the
technical specifications;
• subdivision of the excavation face into Top Heading, Bench and Invert is mandatory;
• all support elements shall be installed directly after the excavation took place and
prior to excavation of the next round;
• mucking shall be in accordance with the respective sections in this manual and other
relevant documents;
• depositing of excavated material shall be only at pre-defined muck deposits;
• monitoring shall be in accordance with the Section 9.5;
• probe drillings shall be in accordance with the Section 9.4.5.
9.4.1 Support Classes and Elements

The support classes and Elements shall be in accordance with section 7.

9.4.2 Tunnel Excavation Teams

The following tunnel excavation teams are foreseen.
AREA TEAMS TEAM RESPONSIBILTIES
Sumber 3 Team 1: Top Heading Railway Tunnel T49
Team 2: Excavation of Bench and Invert in the Railway Tunnel T49 and of
Cross Passages, Lay Bys and Technical Rooms
Team 3: Excavation of Escape Tunnel in 2 directions
Higni 3 Team 1: Top Heading Railway Tunnel T49
Team 2: Excavation of Bench and Invert in the Railway Tunnel T49 and of
Cross Passages, Lay Bys and Technical Rooms
Team 3: Excavation of Escape Tunnel in 2 directions
Kundan 3 Team 1: Top Heading Railway Tunnel T49 towards Higni
Team 2: Top Heading Railway Tunnel T49 towards Arpinchala
Team 3: Excavation of Bench and Invert in the Railway Tunnel T49 towards
Arpinchala and Higni
Arpinchala 2 Team 1: Top Heading Railway Tunnel T50 and parts of T49 (after
construction of Bridge 4)
Team 2: Excavation of Bench and Invert in the Railway Tunnel T50 and
parts of T49 (after construction of Bridge 4)
Table 49: Proposed Excavation Teams
Figure 87: Highly recommended work sequence for tunnel excavation and support with 3 independent
and fully equipped working groups (see drawing II-T490_20-DR-039)
9.4.3 Mucking
Mucking shall be done with appropriate equipment (e.g. in means of size). Details are given
in the technical specifications. Further details for muck deposits are given in the relevant
sections of this manual.
9.4.4 Dewatering during Excavation

Details in respect of dewatering and drainage during excavation works are given on the Pre-
Final Design drawing II-T490-20-DR-0136-0 and in the Technical Specifications [14]. The
drawing and the specifications apply to all tunnel cross sections.

9.4.5 Probe Drillings

Regular probe drillings from the Top Heading face shall be done at any time to determine
geological and hydrogeological conditions 15 to 20 m ahead of the face. Whenever the
remaining depth of the previous probe drilling of 5 m is reached, a new set of probe drillings
shall be done. Probe drillings shall be drilled with the boomer without core recovery but
during the presence of a geologist. The mouth of the probe drillings shall be located at the
sidewalls or tunnel roof where the rock mass is already supported with sprayed concrete.
The drilling direction shall be as parallel as possible to the tunnel axis. Details are given on
the Pre-Final Design drawing II-T490-20-DR-0136-0.
9.4.6 Ventilation during Tunnel Construction Works

Fresh air supply at the tunnel excavation face shall be ensured at all times. The ventilation
hose shall be in accordance with the relevant standards and guidelines. Final installation of
the ventilation hose (completely in the Railway Tunnel or leading to the Railway Tunnel via
the Cross Passages) depends on the Client's final decision for the construction timing and
sequencing of the inner-lining.
9.5 Geotechnical Monitoring/Method of Predicting Ground Movements
9.5.1 Preface
Geotechnical works such as e.g., the construction of tunnels and all related works,
excavation works and muck deposits involve risks because soil behaviour is difficult to
predict. The resulting uncertainty for the realization of such works requires a specific strategy
of design and construction that takes the management of uncertainties into account.
Geotechnical risks shall be identified and appropriate measures shall be implemented such
as:
•Optimization of the alignment (see Inception Report [12]) based on results of site
reconnaissance and investigations;
• appropriate construction method;
• geotechnical monitoring in construction phase,
While the first two points have already been discussed in this or previous reports, this section
focuses on geotechnical monitoring works to be carried out in this project. The scope of
geotechnical monitoring work is:
• Verification of the design parameters;
• determination of difference between assumptions and prevailing conditions;
• verify the sufficiency of the installed support;
• monitoring of construction methodology and quality;
• monitoring of ground/rock behaviour;
• monitoring of mitigation measures;
• predicting of changes ahead of the face (tunnelling);
• documentation of all relevant parameters and occurrences.
It requires:
• Definition of structures to be monitored;
• the definition of parameters to be monitored;
• time schedule for monitoring (e.g., every hour, every day, every week);
• predefined tolerance limits;
• the definition of permissible limits in form of values and criteria for warning and alarm,

ensuring that there is still time to take action when these limits are reached;
• the definition measures in case permissible limits are reached.
Geotechnical monitoring shall be done by an independent specialized team, not by the
Contractor. This team shall be dedicated to installation, maintenance, monitoring data
processing and visualizing data sets only.
9.5.2 Time Schedule for Geotechnical Monitoring Works

9.5.2.1 Commence of Monitoring
To assess all reactions of the ground/surface on constructions works and to avoid
misinterpretations of results, monitoring shall at the same time as construction work. Early
zero readings are a precondition for a reliable interpretation and comparison of situations.
Table 50 shows time for the zero reading at different locations/structures to be monitored:
NO. MONITORING OF MONITORING AT COMMENCE OF MONITORING
1 Movements (e.g. • Open excavation sites Installation of equipment and zero
settlements) of the and slope support reading shall be done before start of
surface and structures • Underground excavation construction works.
above and around sites
construction works
• Portal Cuts
• Muck Deposits
• Bridge abutments and
piers
2 Movements of newly • Open excavation sites Installation of equipment and zero
built structures and slope support reading shall be done concurrently
• Underground excavation (as far as possible) with construction
sites works
• Portal Cuts
• Muck Deposits
• Bridge abutments and
piers
Table 50: Commence of monitoring
9.5.2.2 Frequency of Measurements

The frequency of measurements is highly dependent on various influences such as the
structure to be measured, the prevailing ground conditions, overburden, affected existing
structures, quantity of ground movements and time. Depending on these influences,
measurements can take place on a:
• Hourly;
• daily (once, twice etc.);
• weekly (once, twice etc.) or
• monthly
basis. In general, measurements will take place in shorter intervals (hourly or once or twice
per day) during and right after active construction work in the affected area. If the rate of
ground movement decreases and no construction work takes place in and around the area,
measurement can be reduced to the next bigger interval. Details on frequency of
measurements are given in Section 9.5.3.
9.5.2.3 Documentation and Interpretation of measurements
To enable the interpretation of monitoring results, the following information is essential:

• Information about the methodology and quality of construction work;

• information about quality of material used;
• results of measurements such as displacements, stresses etc.;
• any other information about occurrences which may have impact (e.g. weather
conditions, natural or any other hazards).
Results shall be processed immediately after measurements are taken. All measurements
shall be documented, visualized and made available for those involved in tunnel construction
works. Interpretation of the results shall be done by the respective resident expert (e.g.,
tunnelling expert) who has the power to immediately enforce changes in support and
excavation sequence in the event pre-defined limits are reached.
9.5.3 Details of the Geotechnical Monitoring Program

Geotechnical monitoring of tunnel related works in this project shall be carried out at least at
the following structures/locations.
• Portal Cuts
• Tunnel Excavation Works
• Muck deposits
9.5.3.1 Portal Cuts
Measurement of geodetic heights (displacements) shall be performed by using optical
targets. The positions of the optical targets in one cross section shall be as shown on the
design drawings of the portal cuts.
Frequency for geotechnical monitoring of the portal cuts shall be carried out in accordance
with the following table unless directed otherwise:
CONSTRUCTION STAGE / TIME MONITORING FREQUENCY

nd
during construction every 2 day
after construction within the first month once a week
after the first month once a month
Table 51: Monitoring frequency for different construction stages / times
Limiting values as a function of cut height (alert values and critical values) for displacement
of the rock are shown in the following table:
LEVEL ALERT CRITICAL
VALUE VALUE
0 - 10 m 1.5 cm 3.0 cm
10 - 20 m 2.5 cm 5.0 cm
20 - 30 m 3.0 cm 6.0 cm
Table 52: Limiting Values for rock displacement
9.5.3.2 Tunnel Excavation Works

9.5.3.2.1 Monitoring of construction methodology and quality
Monitoring of construction methodology and quality comprises:
• Observation if the work cycle is in accordance with the actual support class;
• observation of installation of support elements in means of installation cycle,
completeness, quality of materials (optical) and proper installation;

• control of tunnel profile;

• observation of measures taken for dewatering.
Frequency of observation shall be done for every excavation cycle by the site supervision
team.
9.5.3.2.2 Measurement of displacements
Measurement of geodetic heights (elevations and settlements) shall be performed as a 3D
trigonometric measure using optical targets.
9.5.3.2.2.1 Monitoring Sections
The positions of the optical targets in one cross section shall be as shown in Figure 88.
Convergence bolts for the optical targets shall be installed in the last length of round when
installing the sprayed concrete lining, close to the excavation face. Optical targets (not the
convergence bolts) in the near area of the excavation face shall be removed before blasting
to avoid damage. Furthermore, the optical targets shall have a predetermined breaking point.
Distances between optical target and the monitoring device shall not exceed 50 m.
Figure 88: Displacements: Monitoring sections
Figure 89: Monitoring: Detail convergence bolt and optical target

9.5.3.2.2.2 Distance between Monitoring Sections
Maximum distances between monitoring sections are given in Table 53. These values are
indicative and shall be reduced in case of worsening conditions.

NO. AREA MAXIMUM DISTANCE OF CROSS SECTIONS

1 Shallow Cover every 5 to 10 m
2 Fault Zone and squeezing conditions <10 m
3 Competent Rock with sufficient cover every 25 m
Table 53: Measurement of displacements: Cross sections – maximum distances
9.5.3.2.2.3 Frequency of Measurements
Measurements shall be taken at the following minimum frequencies:
NO. DISTANCE FROM EXCAVATION FACE FREQUENCY
1 < 50 m daily
2 50 – 100 m every second day
3 >100 m weekly
Table 54: Measurement of displacements: Frequency of measurements
9.5.3.2.2.4 Warning Levels/Values of Alert
There are three warning levels for displacements
•W1: Early warning level. No reduction of frequency (Table 54) of monitoring is
allowed
• W2: Alert Level 2: Conduct an alert: Frequency of monitoring shall be at shorter
intervals and additional monitoring options shall be considered. Construction
measures may be necessary.
• W3: Alert Level 3: Deformations are at a critical level. If these thresholds are met,
measures must be taken, in particular considering worker safety. The overall stability
of the structure must be protected. If the security risk is too high, special measures
(e.g., evacuation) shall be implemented.
Absolute displacements:
The values (millimetres) of alert for absolute displacements are as follows:
ROCK/GROUND CONDITIONS
POINT DIRECTION EXCAVATION OF GOOD/SOLID POOR LOOSE
W1 W2 W3 W1 W2 W3 W1 W2 W3
vertical Top Heading 10 30 60 30 60 90 40 55 65
1
vertical Bench 3 15 30 10 15 30 15 30 40
vertical Top Heading 5 20 50 20 55 85 45 55 65
horizontal Top Heading 5 20 40 15 30 50 10 ±25 ±35
2a + b
vertical Bench 5 15 30 10 20 30 15 30 40
horizontal Bench 3 15 30 5 15 30 10 ±15 ±25
vertical Bench 5 15 30 10 20 30 10 30 40
3a + b
horizontal Bench 3 15 30 5 15 30 10 ±15 ±25
Table 55: Tunnel Excavation: Maximum absolute displacements
Notes: Displacements given for the bench refer to additional displacements that occur due to
the excavation of the bench. Example: Maximum horizontal displacement of point 2 after the
excavation of the bench for level W1 for good/solid rock is 5mm + 3mm = 8mm.

Relative displacements:
Relative displacements can be determined using the measurements for the absolute
displacements. They are used to calculate the rate of displacements. This rate usually
decreases over time. However, a continuous and/or increasing rate shows that the ground
support is not sufficient.
Figure 90: Monitoring: Determination of relative displacements
The values of alert for relative displacements between two successive measures apply to all
soil types and are calculated as follows:
WARNING
VALUE
LEVEL
W1 vn = vn-1
W2 vn = 1.1 x vn-1
W3 vn = 1.2 x vn-1
Table 56: Tunnel Excavation: Maximum relative displacements
9.5.3.2.3 Further Measurements Underground

Further measurements to be undertaken are:
• Measurement of stress in sprayed concrete lining;
• extensometer;
• load cells for rock bolts.
9.5.3.2.4 Measurements on the Surface along the Tunnel Axis
On the surface, the following monitoring program shall be done:
• Measurement of geodetic heights;
• measurement of vibrations.
The cross sections for measurement of geodetic heights must match with those in the
underground. Measurements shall take place once a day and 100 m in front and behind the
projected excavation face in residential areas. Outside of this 100 m area, measurements
shall be determined in accordance with the prevailing conditions. Surface monitoring is not
required when the distance between Tunnel crown and surface exceeds 100 m
Measurement of vibrations may be done at buildings during excavation with explosives.
Structures to be monitored shall include public and private buildings.

9.5.3.3 Muck deposits

Depending on the location and the surrounding area of the muck deposit, a detailed
monitoring program shall be prepared prior to commencement of any works at the deposit
location.

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DHARAM – QAZIGUND SECTION OF UDHAMPUR – SRINAGAR –

BARAMULLA RAILWAY LINE, JAMMU & KASHMIR

Detailed design consultancy of all structures including tunnels,

Project NO: IRCON/1014/J&K.DQ/Consultancy Tunnels km 110-125/186

Pre-Final Design Report/Design Manual Tunnels T49 and T50

Consultant: Jammu Office:

DOCUMENT NAME: 5688_Pre_Final_Design_Report_Tunnel_Rev01-A.docx

REV NO. DATE DESCRIPTION

PREPARED BY: VERIFIED BY: APPROVED BY:

Mario Dijak Martin Fish Wolfgang Holzleitner

5688_Pre_Final_Design_Report_Tunnel_Rev01-A.docx BERNARD Ingenieure ZT GmbH Page 2 of 108

2 STANDARDS, GUIDELINES AND RELEVANT DOCUMENTS..................... 8

3 OVERVIEW OF THE PROJECT ALIGNMENT ............................................ 10

4 FINAL DESIGN CRITERIA FOR THE TUNNELS ........................................ 13

5688_Pre_Final_Design_Report_Tunnel_Rev01-A.docx BERNARD Ingenieure ZT GmbH Page 3 of 108

6 TUNNEL CROSS SECTIONS AND COMPONENTS ................................... 25

7 DESIGN OF TUNNEL SUPPORT ................................................................ 51

8 CIVIL WORKS .............................................................................................. 76

5688_Pre_Final_Design_Report_Tunnel_Rev01-A.docx BERNARD Ingenieure ZT GmbH Page 4 of 108

9 CONSTRUCTION WORKS AND METHODOLOGY .................................... 90

5688_Pre_Final_Design_Report_Tunnel_Rev01-A.docx BERNARD Ingenieure ZT GmbH Page 5 of 108

5688_Pre_Final_Design_Report_Tunnel_Rev01-A.docxBERNARD Ingenieure ZT GmbH Page 6 of 108

•dimensions of major tunnel features and structural elements;

1.3 Design Stages and Revisions

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2 STANDARDS, GUIDELINES AND RELEVANT DOCUMENTS

2.1 Documents Prepared by IRCON and Northern Railways

2.2 Documents Prepared by BERNARD

2.2.2 Tender Documents for the Civil Works Contractor(s)

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2.2.3 Minutes of Meeting /Summary of Discussions

2.3 Standards and Guidelines

2.4 Other documents

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3 OVERVIEW OF THE PROJECT ALIGNMENT

3.1 Location of the project area

Figure 1: Location of the project area

3.2 Key data of alignment in the project area

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NO ELEMENT VALUE DATA SOURCE

Table 3: Structures along the alignment

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covered in a separate manual.

3.3 Basic Layout Parameters

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4 FINAL DESIGN CRITERIA FOR THE TUNNELS

4.1 Design Criteria

4.1.1 Design Criteria as defined by the Client

4.1.2 Design criteria as per specific Indian Standards and Guidelines

4.1.3 Design Criteria as per UIC 779/9

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The measures are divided into 3 parts:

4.1.3.1.2 I-2 Train radio: operations centre – train crew – passengers

4.1.3.1.3 I-3 Train detection (axle counter, track circuit)

4.1.3.1.4 I-4 Train control equipment

4.1.3.1.5 I-5 Arrangement of switches

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4.1.3.1.6 I-6 Track inspection

4.1.3.1.7 I-7 Access control (security)

4.1.3.1.8 I-8 Inspection of tunnel condition

4.1.3.2 Reduction of effects

4.1.3.2.2 I-21 Cross-section of double-track tubes