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M a g z i n e
fgeizHkkr N e w s
General
U S B R L
Associate Editors
Art and Crafts of Jammu and Kashmir Magic without Illusions
Rajesh Agarwal : 48-49
Executive Director/Projects/KRCL Banihal : 50-52
fHk{kqd : 52
Anand Prakash
Diet For Diabetes : 53-54
Vol.I issue II, Feb 2014
1
From Editor’s Desk
Udhampur-Srinagar-Baramulla Rail Link Project is about tunnels, bridges, hostile environment and an
unpredictable geology of Himalayas which has not been challenged by Civil engineering at this level before.
Knowledge and skills have evolved. A Short Insight in methodology adopted for Tunnels T-1 to T-5 of Katra –
Dharam Section of the project which has been used by GeoData would excite the readers. The article takes them
through a guided tour of excavation and reinforcement in this geology.
The primer on earthquakes, which was introduced in the previous issue, continues. It takes us further into
science and mystery of earth. It will certainly shake the readers deeper into the seismic science and the significant
theories – Elastic rebound theory, stick slip phenomenon, behaviour of earthquake waves and their propagation and
methods of measuring and recording them.
The project is past an important milestone after completion and commissioning of longest transportation
tunnel in India – the 11.215 km Pir Panjal Tunnel. Experience of laying ballast-less track system in frigid and sub-
zero working will be a delightful reading for both young and more experienced Civil Engineers alike. The article
covers the entire gamut of activities for laying this track from survey for fixing the centre line of track and fixing
the rail level to casting special sleepers to their fixing, casting the derailment block etc.
The Pir Panjal Tunnel also presented a formidable task of designing, installing and commissioning and
testing of a ventilation system – complete with a SCADA – with a view to ensure that the fire safety norms are met
are covered in detail in a technical article. This would be useful for Electrical and Civil Engineers alike.
The project has in it many firsts and the tallest. The preparatory work for building the 359 metre high
bridge on River Chenab has already negotiated its first steps by fabrication and erection of pylon and cable erection
as a part of enabling work for launching of arch of Chenab Bridge. This should be thrilling for engineers who build
bridges to span wide insurmountable gaps – this time high in Himalayas – finding their feet in unpredictable slopes
on both sides.
Then the other end of tunnel is light and beauty of the vast Valley of Kashmir. The general section has
articles on the places of tourist interest in and around the valley. The readers will get in their armchairs a
breathtaking tour of the famous Mughal Gardens, beauty of Pahalgam and Sonemarg and ski slopes of Gulmarg,
beautiful and sacred mosques of Hazrat Bal, Jama Masjid in Srinagar, history of Aantipore and saffron fields of
Pamore, temples in Kheer Bhawani. The area has one of the finest handicrafts of this part of the country and they
are introduced in another article in general section. Paper Mache, exquisite embroidery in silk and wool, ornate
woodwork, silver and copper ware, hand woven carpets – all appear to be taken form shopping lists drawn by
Emperors and their Queens and the nobility are showcased in this article. Health section will bring to their benefit
insights into healthy lifestyles to enable them to enjoy in their lives the fruits of their labour and hard work.
Mohit Sinha
Financial Adviser and Chief Accounts Officer
2 and
Editor-in-Chief
1
Appreciation Letters
U
SBRL
Project, as all
of us are
2
P R O J E C T N E W S
Udhampur Srinagar Baramulla Rail Link Project
#1 Trial run on Udhampur Katra section.
Photo-1
Udhampur Katra section connects the holy town of Katra
with Udhampur Terminus of Indian Railway network. With the
opening of this section Rail services will be extended upto Katra,
all the devotees visiting holy shrine of Mata Vaishno Devi will be
greatly benefitted, as otherwise they have to deboard at Jammu
and travel by road upto Katra.
The alignment of this section traverses through the
Shivalik range of the young Himalaya, characterized by many
faults, fragile geology difficult approach roads and many geological
surprises were met with during execution. The alignment crossed
the Major Boundary Thrust in this area. Engineers working on this
section had to face many challenges in constructing Tunnels and GM and PHODs NR arrived at Udhampur on 9/12/2013 for
trial run of UHP – Katra section and were given a warm
Bridges in this region. First tunnel of this section that is more welcome by USBRL Project team (Photo-1).
than 3 Km long, crosses Major Boundary Thrust. Work on tunnel
remained almost stopped for many years after unexpected collapse Photo-2
of the tunnel at two location due to difficult geology and excessive
swelling. International experts were called and work restarted by
laying a diversion tunnel. Construction of tunnel has now been
completed along with completion of the section and the first
Trial Train, GM special, was successfully run on the
section on 9/12/2013. Completion of the section that
was held up for last 6-7 years, is a major achievement
indeed.
Photo-3
Before the start of –trial run Havan was performed to pay tribute to
Shri Mata Vaishno Devi for having given us the courage and will to
successfully completed the work of laying new line upto Katra. The
Puja was attended by GM and PHOD Northern Railway and USBRL
project team (Photo-2 to 4)
Photo-5
Photo-4
1
3
Photo-6
Photo-7
Photo-8
Photo-9
Photo-10
4
Photo-11
Photo-12
Photo-14
Photo-16
3
5
Photo-17
Photo-18
Photo-19
Photo-20
Photo-21
4
6
Photo-22 Photo-23
Presentation on Stress management by Dr Manu Arora, assistant Professor, Psychtri , Government Medical College on 4/12/2013.(photo 22
& 23)
Photo-24 Photo-25
Presentatinon on Fire Mist Systems based Fire Extenguishers, by Training was imparted to electrical staff by shri
shri Dinesh N. Chavan, Director, Murli Techno Pvt Ltd. Held on R.K.Choudhury, CEE/C/USBRL on tunnel Safety on
3/1/2014.(photo24) 25/01/2014. (photo 25 & 26)
Photo-27 Photo-26
Jajjhar Khad Bridge no 186 (old Bridge no 20). Bridge has two
spans of 153.4 m each longest in Indian railway and highest pier
of 84m height. In the backdrop are Trikuta Hills, holy shrine of
Shri Mata Vaishno Devi.(Photo 27) 5
7
Photo-28 Photo-29
In connection with slop stability of Chenab River Slopes at the proposed location of Chenab Bridge site , experts were called from ITASCA and IIT/Delhi. Dr
Loren Lorig, Dr Branco Damjanac, Dr Varun and Dr Jat Aglawe comprised the team of experts from ITSCA and Prof. K.S.Rao from IIT/Delhi. The visit was
scheduled for three days from 8/1/2014 to 10/1/2014 On the first half of the first day of visit presentation was held followed by Site visit to Anji Bridge
Presentation was chaired by CAO/USBRL and ED/KRCL deliberated the Presentation. Also present in the meeting were, CE/Design, CE/Bidge, CE/Rease
from KCL and Dy.CE/Design, Dy.CE/Chenab and Dy.CE/Reasi from NR along with their group of officials. ED/KRCL during the presentation deliberated
various issues related to slope stability of Chenab Bridge. (Photo 28 & 29)
Photo-30
Photo-31
Team KRCL explaining the vital details of Anji Bridge Site on Group of experts along with Prof. K.S.Rao and Team USBRL walking
8/1/2014. (Photo 30) down to ADIT negotiating the narrow walk way through the slopes of Anji
site. (Photo 31)
Photo-32 Photo-33
Commissioner Railway Safety during his inspection of newly completed UHP-Katra section. (Photo 32 & 33)
8
T E C H N I C A L
Laying Of Ballastless Track System in Pir Panjal
Synopsis
Pir Panjal Tunnel (also known as Tunnel T-80) has
been constructed by Northern Railway in Udhampur-
Baramulla-Srinagar-Rail Link Project. This tunnel is 11.215
Km (including Cut & Cover portion of 255 meters) long and
is India’s longest transportation tunnel. This tunnel has been
provided with a 3.0 meter wide road along the track to be
used for maintenance and rescue operations. In order to have
a maintenance free track inside this long tunnel, it was
decided to provide ballastless track inside this tunnel since
conventional ballasted track requires frequent track attention
to maintain the track geometry through a number of
ballastless track technologies exist now a day, Rheda-2000
ballastless track system has been adopted in Pir Panjal
tunnel. The prerequisite of providing any ballastless track
system is high degree of precision and quality during
construction stage as it becomes difficult to alter the track
parameters or repair it later. This paper deals with the
various steps and methods which have been adopted for
construction of Ballastless track system in Pir Panjal Tunnel.
1 Introduction
Rheda – 2000 ballastless system using Semi Pre-cast
Bi-Block sleepers of M-55 Grade and Vossloh 300-1 U Photograph 1: Fittings
Fastenings has been used to provide ballastless track in tunnel
T-80. In this system the Semi Pre-cast Bi-Block sleepers are
embedded in the RCC concrete bed and the rails are held on
sleepers with fastenings. The sleepers are produced in sleeper
factory.
2.1 Rails
The rails used in Pir Panjal Tunnel are 60 KG HH
rails. These rails have been imported from Austria.
2.2 Fittings
Vossloh slab track system with tension clamp
(Photographs 1 & 2) has been used as the fittings for ballast
less track in tunnel T-80. The fastenings are composed of the Photograph 2: Assembled fittings
following parts per sleeper:
Elastic Pads 2 Nos. Angle guide plates 4 Nos.
Steel Base Plates 2 Nos. Sleeper Screws 4 Nos.
Rail pads 2 Nos. Plastic Dowels 4 Nos.
Tension Clamps 4 Nos.
rail and sleepers.
2.2.1 Elastic Pad (Photograph 3)
The elastic pads are provided on rail seat of the sleepers and substitutes
for the elasticity of ballast bed.
2.2.2Steel Base Plate (Photograph 4)
Hot rolled wide steel plates are provided between rail pad and
elastic pad to ensure proper distribution of load on elastic pads.
By
Vinod Kumar,
Deputy Chief Engineer/C/Banihal 1
9
Laying Of Ballastless Track System in Pir Panjal
10
Laying Of Ballastless Track System in Pir Panjal
Steam curing of moulds is done so as to achieve minimum D.9 Concrete Cover to Lattice top from top of 70+-3
demoulding characteristic compressive strength of 40 MPa in one the block.
day. After the mould has been placed in the steam chamber, pre-
D.10 Height of Concrete Block 142+5/-3
curing for 2 Hrs at 30oC is done followed by 2 Hrs of rising period
at the rate of 16oC per hour and then the standing period of 5 Hrs at D.11 Width at Bottom of Concrete Block 286+-5
the maximum temperature of 60 o C. Temperature of chamber is
reduced to 30 o C in next 2.5 Hrs. D.12 Cross Twist between blocks <0.7 mm
13 Flatness of Rail seat 1 mm on base
3 of 150 mm
l
11
2.4 INSITU CONCRETE
In situ concreting in Ballastless track in Tunnel T-80 is being
done in three stages as under: -
Plain Cement Concrete (PCC)
Track Concrete Layer (TCL)
Derailing Block (DB)
12
Concrete of M-35 Grade manufactured in automatic batching plants
and transported in transit mixers is used in TCL. The entire thickness
of TCL is filled in one layer with bottom of TCL at 473 mm and top
at 230 mm from rail top. The compaction of concrete is ensured by
needle vibrators. The central portion of TCL is made rough to
receive concrete for Derailment Block. After the completion of
concrete for TCL, the fittings and rail foot are cleaned from any
residual concrete.
DERAILMENT BLOCK Photograph 16: Finished Ballastless Track System inside Pir Panjal
The derailment block is laid with same grade of the Tunnel
concrete as in TCL i.e. M-35. Special fabricated shuttering plates
(Photo 14) are used for casting of derailment block. The derailment 3. SURVEYING
block performs the functions of guard rail on normal track. The Surveying is done in following two parts: -
width of derailing block in the central portion is 1173 mm with Fixing the centre line of track i.e. Northing & Easting coordinates.
height of 230mm. The clearance of 250mm of derailment block from Fixing the rail level i.e. elevation.
gauge face of the rail is maintained. Also clearance of 180mm is
provided on non gauge side of the rail. The clearances are kept such
that the sleeper fittings could be removed easily on one hand and 1.1 FIXATION OF CENTRE LINE
road vehicle could move over the track on other hand in case of This is done with the help of total station (Photo 17).
emergency. Temporary Bench Marks are provided at every 50 m by fixing the
13
Bireflex targets (Photo 19) or mini prism (Photo 20) arrangements. Small 3.2 FIXATION OF RAIL LEVEL
MS plates of size 25mm x 12mm x2mm (Photo 21) are welded with 8mm Rail levels are fixed with the help of digital leveling
dia bolts. Holes of 8mm dia are drilled in the PCC at approximate centre instrument (Photo 26) and bar coded staff (Photo 27). Building
of the track and the plates are fixed in these holes (Photo 22). These MS monitoring points (Photo 24 & 25) are fixed inside the tunnel
plates are fixed at distance of 5.4 meter i.e. every 9th sleeper. Two lining at every 50 meter interval to be used as Temporary Bench
sleepers are placed over the two adjacent reference plates matching the Marks. The designed levels of the track are transferred on right
centre of sleeper over the punch mark (Photo 18) on reference plates. A hand rail by Spindle jacks by lifting/lowering these. The levels of
nylon cord is stretched at the right hand outer edge of these two sleepers left rail are corrected by using the cross level and gauge.
and all the sleepers in between these two sleepers are placed in alignment
by touching the right outer edge of the sleeper with the nylon cord. When
the track is lifted and rails are placed over the spindles after fixing the
rail level the centre line of the track may disturb. For adjusting the centre
line after placing the rails on spindles, half gauge (Photo 23) is used. One
rail is adjusted with respect to centre line by using the turn buckles and
other rail gets adjusted automatically due to fixed gauge of sleepers. Turn
buckles are provided at every third sleeper and rests on the web of the
rail. A wooden block is placed between turnbuckle and rail web to avoid
damage to the rail.
14
NEW BALLASTED TRACK
BALLASTLESS TRACK
(PARA316 OF IRPWM)
S.N TRACK
. PARAMETER MEASUREMENT TOLERANCE MEASUREMENT
TOLERANCES
CRITERIA S CRITERIA
+/- 1mm
2mm(Sleeper to
(Over
Sleeper On Each Sleeper
prescribed
variation)
1 Gauge gauge)
1 mm (Sleeper
to Sleeper On Each Sleeper
variation)
20mm (w.r.t.
Sleeper
2 theoretical (Each Spacing) +/- 5mm Each Spacing
Spacing
spacing)
Square-ness of
3 +/- 2mm Each Sleeper
Sleepers
th
4 Cross Level +/- 3mm Every 4 Sleeper +/- 1mm Every 2M
5mm variation
over theoretical
Every 10M using
versines With 20M Chord
5 Alignment 20M Chord +/- 2mm
(On Curves of
(Versine
R>600M)
variation over
10mm variation
theoretical
over theoretical
Every 10M using versines
versines With 20M Chord
20M Chord
(On Curves of
R<600M)
50mm (With
Longitudinal level profile
reference to
Longitudinal with Station at every 20M
6 approved +/- 4mm
Level in relation to designed
longitudinal
layout.
sections)
+/- 10mm
Square-ness of
7 Every Joint +/- 5mm Every Joint
F/P Joints
2mm/Mtr on St
& Curved Track
(Para 607 of 2mm on 3.60M
8 Twist and 1mm/Mtr on
IRPWM) base.
transitioned
portion.
Disclaimer: - This article provides only guidance regarding execution of Ballastless track and in no way should be used or
misunderstood as endorsement to one particular system of Ballastless track.
15
Railway Tunnel Ventilation Systems on USBRL Project
(Northern Railway)- An Experience
2.0 Introduction: i. To keep emergency exits, cross passages and safety tunnels
Mainly three types of accidents occur in Tunnels i.e. free of smoke.
Derailments, Collisions and Fires. Unlike on open track, The Tunnel Ventilation system can be designed to achieve
accidents involving fire are critical. Safety in tunnels is the above aims within choosen boundary conditions, such as
result of optimum combination of infrastructure, operations and Emission Values, Fresh Air Requirement, Operating Strategy,
rolling stock measures. A general principle shared by all Rescue Procedures, etc.
Railways can be summarized as - 1.0 Guidelines for Ventilation System in various documents:
i. Prevent accidents There are different guidelines for Smoke Extraction/ Ventilation system
ii. Mitigate the impact of accidents in various documents available, as summarized in the following
iii. Facilitate escape and paragraphs with relevant extract:-
iv. Facilitate rescue.
These measures should be considered in the context of coherent 3.1 IRBM- 1998 Chapter 10 Para No- “1007(B) Ventilation of
safety plan adopted to local conditions and circumstances. In Tunnels”
this regard consideration needs to be given to the balance of
cost in increasing safety in tunnels against the overall resources “V Design of Ventilation System of Tunnels
available to mitigate safety risk within the entire Rail system. V(i) The essential requirement of a ventilation system of tunnel are
The Ventilation system is one of the elements of overall safety as under :-
plan in Railway tunnels. a) It should ensure sufficient airflow relative to moving train, to
keep the concentration of pollutant gases inside tunnel within
3.0 Requirement of Ventilation Systems: permissible limits.
Ventilation system is required in Railway tunnels as a part of b) It should ensure sufficient air flow to prevent locomotives from
overall safety plan to achieve the following aims:- over-heating and to keep thermal effects within desirable
ii. To provide sufficient air for better fuel combustion limits.
for diesel engines. c) It should ensure that pressure transient are within acceptable
iii. To dilute CO/CO2 level emitted through exhaust of limits.
diesel engines. V(ii) The amount of air flow and type of ventilation arrangement
iv. To improve visibility by extracting dust particles. required depends upon the level of concentration of pollutants
v. To maintain temperature inside the tunnel. and maximum temperature likely to be attained inside tunnel
vi. To mitigate the impact of a tunnel fire and to due to movement of trains. Level of concentration of pollutants
facilitate the escape and rescue operations in the and maximum temperature likely to be attained inside tunnel
vicinity of the fire. depends upon the following factors:
a) Type of locos.
b) Gradient inside tunnel
c) Length of train
d) Speed of the train
e) Time interval between two trains
f) Ambient temperature
g) Length of tunnel
h) Cross section of tunnel
i) Direction of prevailing winds etc.
V (iii) As large no. of factors are involved, it may be difficult to
estimate pollutants concentration & maximum temperature
likely to be attained analytically. Thus, mathematical modeling
and simulation studies are necessary for design of
ventilation system. As factors governing designs of ventilation
system vary considerably from site to site, therefore design for
ventilation of each tunnel has to be developed separately.
V (iv) Normally on single line sections, tunnels having length up to
2kms, may not require provision of artificial ventilation but it
Lighting Arrangement and Jet Fan in Tunnel T-80 should be ensured that levels of concentration of pollutants
during passage of trains are not likely to exceed threshold levels.
Tunnels having length more than 2kms may require
provisions of artificial ventilation, by means of shaft with or
without provision of fans, depending upon results of
simulation studies.”
By
3.2 DPR for USBRL Project (Oct 1999) issued by CAO/C/N.Rly.
R.K.Chaudhary,
“Chapter VIII
CEE/USBRL 8.9 Ventilation and Electrification of Tunnels.
8.9.1 A tunnel having length more than 2km is considered a long
Next Issue will cover SCADA System for Tunnel Ventilation tunnel and forced ventilation is needed in those tunnels.
& Safety Systems 1
16
Railway Tunnel Ventilation Systems on USBRL Project (Northern Railway)- An Experience
17
UIC- 779-9R:- “I-25 Smoke Extraction System/ Ventilation It cannot be compared with road tunnels, where different
Systems :- ventilation systems, e.g. a transversal ventilation, can be easily
General Description and Goal installed.
A distinction must be made between three main situations:- a) Keeps safe places free of smoke.
a) Main Tunnel: Mechanical smoke extraction system in the Note:-
tunnel in order to draw out smoke or to create a defined air + The measure is generally recommended as safety measure.
stream in order to obtain a smoke free side for rescue. - The measure is not recommended as a safety measure.
b) Smoke extraction if a tunnel on a double-track line consists
of double-bore single-track tubes or at passages between Further Effects:-
double-bore single-track tubes (to keep the parallel tubes free • Ventilation/smoke extraction systems need high maintenance
of smoke, to prevent air streams). to keep it reliable.
c) Safe places: ventilation systems to keep emergency exits, • Extraction system needs a chimney: depending on the location
cross passages or a parallel safety tunnel free of smoke it can pose problem (e.g. in densely populated area).
(produce overpressure). Cost – effectiveness:-
Relevant aspects:- New Tunnels:-
For normal operation a ventilation system in general is not a) Smoke extraction as general measure, poor cost effectiveness
necessary (exceptions on non-electrified lines are possible). considering the unclear effectiveness and expected high
This is clear difference to road tunnels. investment and maintenance cost.
Clear distinction between fans, which have to create a b) and c) : Medium to poor because of presumably high costs.
longitudinal airflow only and extraction system to pull out
smoke locally. Assessment:-
To move an air column in a tunnel needs a high performance New tunnels:-
system. Running trains are mostly much more efficient, so that a) Smoke extraction in main tunnel: not recommended as
a ventilation system can only work well, if running trains have standard measure to control smoke spread.
left the tunnel or stopped. b) and c) Recommended for specific situations, where safe areas
In special situation, alternative measures like doors may be should be kept free of smoke (e.g. parallel tubes, emergency
suitable. exits). In order to achieve this goal, alternative measures such
Situation which have to be treated specially as doors or locks may also be adequate.”
- Combination of tunnel and underground stations different 3.5 Technical Specifications for Interoperability (TSI) – Safety in
situation. Railway Tunnels (SRT) Chapter-4 gives the characterisation of
- Smoke extraction in the rescue station of a very long tunnel the Subsystem for Infrastructure, Subsystem for Energy,
different situation. Subsystem for Control-Command and Signaling, Subsystem for
Specifications:- Rolling Stock and it gives about the Fire Protection requirement for
a) No specification for the main tunnel (see also Structure, Fire Detection, Facilitates for self rescue, evacuation and
recommendation). rescue in the event of incident, Emergency Exists, Cross Passages,
b) Combination of double-track/ single-track tunnel or at passages Emergency Lighting, Emergency Communication, Escape
between double-bore single-track tubes: the ventilation/smoke Sinages, Escape Walk Ways, Access for rescue services, Rescue
extraction system has to be designed so that smoke transfer areas outside Tunnel, Water supply, Fire Extinguishers, etc to
from one tube into the other through the passage between the design any Ventilation system.
two tubes is reduced to a minimum. A detailed concept and 3.6 Recommendation C.2 05 of document No TRANS/AC.9/9 dated
sufficient dimensioning of the system are necessary. 1st December 2003, “Recommendations Of The Multi-
c) Safe places: The ventilation system designed so that smoke Disciplinary Group Of Experts Of Safety In Tunnels (Rail)” of
transfer into the safe place is reduced to the minimum when Economic and Social Council gives as under:-
opening doors to main tunnel. If there are alternatives to an “Smoke Extraction system/Ventilation system - The assessment of
active ventilation, which fulfils that requirement, it is the air flow in a tunnel should consider tunnel and train
acceptable as well (e.g. doors). aerodynamics, the fresh air supply (for physiological needs), the
d) Fans for a longitudinal airflow need space. control of heat and smoke from a fire and the control of pollution
Impacts on Safety:- (diesel). Ventilation design should take into account the associated
a) Longitudinal air flow in the main tunnel risks and costs. Ventilation systems must be designed to keep
If the airflow is strong enough, it guarantees one smoke
emergency exists, cross passages and safety tunnels free of
free side, where people are safe and rescue actions can smoke.”
take place.
3.7 Comprehensive Code of Practice for Electrical systems to be
- The decision about an optimal airflow/direction is a adopted on J&K Project issued by RDSO vide letter No.
difficult one. There is a possibility of people on the
EL/1.2.20/J&K dated 28.08.2009.
wrong side. If decision is wrong, e.g by lack of Para-5 – “The tunnels shall be provided with ventilation system
information, the situation might become even worse. suitable & feasible as per site requirement i.e longitudinal Jet fan or
- To start and accelerate the airflow needs time even more vertical centrifugal shaft systems in terms of Railway Board’s letter
if an existing direction has to be changed. No. 2008/Elect (Dev)/150/3 dated 18.12.2008. This will be
- An intensified airflow mixes up the air and reduces
applicable to all the tunnels which are more than 1 Kms”.
clear/sharp smoke layers.
3.8 Recommendation of Tunnel Ventilation Committee 2008:
- Remark: for railway application, the positive effect of The recommendation of Committee on Tunnel Ventilation (safety,
longitudinal ventilation is a matter of controversy. relief and rescue) circulated vide Railway Board letter No.
2008/Elect. (Dev.)/150/3 dated 18.12.2008 are as under:-
3
18
2.1 Till such time a code of practice for ventilation and safety in Rail
Tunnels is evolved, UIC’s Technical Specification of Inter-
operability (TSI) relating to “Safety in Rail Tunnels” (SRT) as
followed in Trans-European conventional and high speed rail
system, effective from Ist July’08, may be adopted.
4.1Longitudinal System
• Longitudinal system is provided where shafts in tunnels are not
provided.
• Air set in Motion along Tunnel Axis
• Portal to Portal, Same speed though out the Tunnel length
• No Division into Aerodynamic Segments
• Low Cost, Does not need Transverse air Egress Points
• Time to Purge Foul Air depends on Air Flow Velocity, Tunnel
Length
19
5.5 Emission and Fire load
5.5.2 Specific emission data for Diesel Locos :- As per M/s GC-RITES
Report of T-80 are given in table 1.
5.5.4 Fire Load:- Considered for T1, T3 and T-80 are given in table3.
20
Emission Standards Measured emission data
g/kWh
Table 1
T1 T3 T80
15 MW 15 MW 40 MW
Table 3
2 Parchuri 2.6 Longitudinal axial flow (Jet fan), Velocity 3-4 m/s
3 Karbude 6.5 Centrifugal fan , Velocity 2.5 m/s
4 Barcem 3.4 Longitudinal axial flow (Jet fan), Velocity 3-4 m/s
5 Karwar 2.9 Longitudinal axial flow (Jet fan), Velocity 3-4 m/s
6 Tike 3.8 Longitudinal axial flow (Jet fan), Velocity 1.9 m/s
7 Berdewadi 4.0 Longitudinal axial flow (Jet fan), Velocity 1.9 m/s
8 Sawarda 4.0 Provision of ventilation system on hand.
7.2 Tunnel Ventilation system provided on Central Railway.
SN Tunnel No. Length (in km) Section Type of Ventilation
1 25 C 2.2 Karjat-Lonavala Longitudinal axial flow (Jet
Fans)
6
21
7.3 Ventilation system provided on Eastern Coast Railways.
SN Tunnel No. Length Section Type of Remarks
(in km) Ventilation
1 T-23 1.4 Raigada- Longitudinal High gradient, sharp curves,
Korapur (Jet Fan) heavy goods traffic with
2 T-25 1.6 Raigada- Longitudinal multiple locos.
Korapur (Jat Fan)
2 T-3 (25) 2.497 Longitudinal axial flow (Jet fan), Velocity 3-4 m/s
3 T-80 11.215 Longitudinal axial flow (Jet fan), Velocity 3-4 m/s
7.4.3 Tunnels under construction on USBRL Project are listed below will be needing the Ventilation system:
SN Tunnel No. Chainage Length (m)
From To
UDHAMPUR-KATRA SECTION
1 1 2.180 5.290 3120
2 3 12.23235 14.71550 2497
KATRA-DHARAM SECTION
3 T-1 30.00 33.160 3160
4 T-2 33.212 38.375 5163
5 T-3 39.201 42.210 3009
6 T-5 42.980 48.940 5960
7 T-6 51.935 55.400 3465
8 T-12 58.525 60.662 2137
9 T-13 61.004 70.372 9368
10 T-14/17 70.651 78.920 6269
11 T-15/18 + T-40/41 77.019 92.536 15517
12 T-42/43 93.315 95.910 2595
13 T-47 99.092 101.184 2230
DHARAM-BARAMULLA SECTION
14 T-48 99.998 110.184 10186
15 T-49 111.500 124.245 12745
16 T-74R 125.310 133.910 8600
17 T-80 152.600 163.560 11215
22
8.0 Comparison of UIC Recommendations 779 – 9-R with safety provisions in Tunnels on USBRL Project.
Various UIC requirements are tabulated below which have been adopted in Tunnel T-1, T-3 and T-80 on USBRL Project.
System/Facility T-80 T-1 T-3 UIC Cl. of UIC
779-9R
Fire protection Tunnel structure √ ~ ~ √ I-22
requirement for design
structures
Escape Routes/ Every 1000 ~ ~ ~ √ I-40, I-43, I-
Lateral/ Vertical meter/Parallel service 44, I-45, I-
exits/cross Tunnel 46 & I-47.
passage/Handrail
Track Drainage Remove water from √ √ √ √ I-26
System Tunnel.
Power Supply Two dependent power √ √ √ √ I 65 & I-67
supplies
Diesel Generator √ √ √ ~
Substation on Portals √ √ √ ~ Design
& inside Tunnel. requirement
UPS for Critical √ √ √ √ I-67
feature (120 (90 (90 min) (60
min) min) min)
Lighting System Tunnel Lighting √ √ √ ~
Emergency Lighting √ √ √ √ I-41
Fire Detection system Alarm Push Button √ √ √ ~
Smoke Detector √ √ √ √ I-23
Control system √ √ √ √ I-68,
Fire Fighting in Water Line & √ √ √ √ I-64
Tunnel. Hydrants ** **
Fire fighting for CO2 dry powder fire √ √ √ √ I-24
Equipment Room extinguisher provided.
23
In CFD simulations the fundamental equations for fluid flow and 10. Outcome of 3 D CFD analysis for Tunnel T-80.
heat transfer are solved directly for a geometrical 3D computer
representation of the problem. The simulations include direct 10.1 For Pir Panjal tunnel, T-80 on Qazigund-Banihal section, study for
calculation of air flow pattern, turbulence levels, temperatures and 3D CFD analysis of train fire was done by M/s HBI Germany. In
mixing of gas components. tunnel T-80, for normal operation 25 fans of 49 KW have been
In these fire simulations the combustion process was included as provided whereas in case of fire 15 fans are adequate to maintain
well, using a one-step reaction (fuel + Oxygen -> products) model the critical velocity of 2.4 m/s to provide the safe escape of
with turbulent combustion following the eddy dissipation concept. passengers in one direction and extraction of smoke in other
section.
9.3 Result of simulation studies To ensure the adequacy of the system, CFD analysis for six
different situations of Tunnel fire was conducted and it was seen
CFD simulations have been performed for a typical train fire in a that critical velocity of 2.4 m/s is required to prevent backlayering
locomotive inside a tunnel, from the fire starts and 15 minutes of fire with heat release rate of 25 MW.
forward in time. Two simulations were performed, respectively All the six scenarios were presented for simulations for the following
for situations without and with longitudinal tunnel ventilation time steps:
installed (i.e. jet fans). t = 200 s
t = 400 s
9.3.1 Without Jet fans t = 600 s
Without ventilation the simulations show how smoke layer t = 800 s
builds up and spreads outwards 300-400 meter to both sides of t = 1000 s
the locomotive. The smoke layer continues build up and is t = 1200 s
eventually brought back towards the fire by the air flow near the
tunnel floor. After 15 minutes the entire cross section is filled of 10.2 The six scenario cases are tabulated below
smoke.
24
- Strategy 3 is considered with a reduced power of the
ventilation system (less than critical velocity) in order to
maintain the smoke stratification as long as possible.
25
11.2 Tunnel T-3 on Udhampur-Katra section 11.3 Ventilation system for Pir-Panjal Tunnel T-80 on Quazigund-
Banihal section:
Tunnel T-3 of length 2.497 km is located in Udhampur-Katra
section and work was started in 2002 by Civil Engineering The Pir Panjal Tunnel, T-80 of length 11.215 km is located in
department. Electrical work was awarded in 2007, and almost all Banihal-Qazigund section, which is largest Railway tunnel on Indian
the work of supply, erection, testing and commissioning of the Railway. The civil work was started in 2004. The breakthrough of
material was completed by the agency for ventilation and tunnel was achieved in Oct 2011. All Civil and Electrical works were
illumination of the tunnel in 2008. Since the section was not completed in 2012-13 and the tunnel was inaugurated by Hon’ble
opened, it was necessary to keep the installations in working order, Prime Minister on 26 June2013. Electrical works in the Tunnel
therefore AMC was operated to operate jet fans on regular basis in include Illumination, Ventilation and SCADA systems.
order to avoid the damage/jamming of fans due to heavy moisture The electrical works comprise of:-
in tunnel. A) Illumination:-
The electrical works comprise of:- For illumination, 1826 Nos of Wall mounted, T-5 fittings of 28 W
A) Illumination:- with degree of protection IP-65 are provided at a spacing of 06 m on
For illumination, 325 Nos of Wall mounted, CFL fittings of 3 m wide motorable path at a height 2m lower edge beneath fire
55W with degree of protection IP-65 are provided at a main inside the tunnel for emergency and maintenance purposes.
spacing of 15m on both side/walls at 3.2m height inside the 137 nos, HPSV lamps of 150 W at a distance of 80 m with a degree
tunnel. Total lighting load is 17.875kW. The illumination of protection IP-66 at a height of 5.75 m provided for normal
level achieved is 15Lux min. lighting. Total lighting load is 71.68 kW. The illumination level
B) Forced Ventilation:- achieved is between 5 to 25 lux.
20 Nos of 22kW, 2950 rpm bidirectional jet fans at a spacing B) Forced Ventilation:-
of 120m are provided in tunnel to achieve proper ventilation 25 Nos. of 49 KW, 1450 rpm bidirectional jet fans are provided in a
group of five fans in main tunnel to achieve proper ventilation and
and to keep CO level and temperature level within limits. The
to keep CO level and temperature level within limits. 03 Nos.
load of jet fans is 440kW. CO level to be maintained below similar jet fans are provided in access tunnel for facilitating rescue
50ppm and temperature level within 40˚C. operations during emergency conditions. 02 Nos. of 2.64 KW axial
C) Power Supply System:- fans are provided to prevent entry of smoke and dust particles in the
Technical data of Power Supply System:- access tunnel. The load of jet fans is 1372 KW and axial fans is 5.28
Power Supply System - 11KV from PDD KW. CO level to be maintained below 50ppm and temperature level
Main Sub-station - 2x750kVA, 11kV/415V within 40˚C.
Rating & C) Power Supply System:-
2x500kVA,415/3.3kVA Technical data of Power Supply System:-
Remote Sub-station - 1x300kVA (oil-cooled), Power Supply System on - 33 kV double circuit from PDD
Rating 3.3kVA/415V North Portal
Middle Sub-station - 1x300kVA (dry-type), North Portal Sub-Stations - 2x3150 kVA, 33 kV/11kV;
Rating 3.3kVA/415V 2x 250 kVA, 11 kV/415 V;
2x 1500 kVA, 433 V/11kV.
DG set Rating for - 500kVA DG set at North Portal Sub- - 2 x 1500 kVA, 433V
Ventilation and Station
Lighting Power Supply System at - 33 kV double circuit from PDD
DG set Rating Lighting - 82.5kVA South Portal
only South Portal Sub-Stations - 2x3150 kVA, 33 kV/11kV;
Emergency Backup - 2kVA UPS for sensors for 2x 250 kVA, 11 kV/415 V;
90min 2x 1500 kVA, 433 V/11kV.
DG set at South Portal Sub- - 2 x 1500 kVA, 433V
Station
D) Remote Control System:- Niche Sub-Stations (5 Nos.) - 2 x 500 kVA, 11 kV/415V
Technical Data for Remote Control System:- (Inside Tunnel).
Location of Control - Above Main Sub-station at Emergency Backup for - 7 Nos of 60 kVA UPS with 120 min
Room Udhampur End controls and emergency backup
Visibility sensors - 5 Nos lighting.
D) Tunnel Control Centre:-
CO sensors - 5 Nos
Technical Data from Both (North and South) Equipment Room
Wind velocity - 4 Nos Buildings is collected at Tunnel Control Centre through
sensors
OFC/PLC network:-
Temperature - 24 Nos
Location of Tunnel Control Centre - At Banihal Rly Stn
sensors
Air velocity sensors - 21 Nos
Train Location 15 Nos CO/Dust particle sensors - 21 Nos
sensors CCTVs - 193 Nos
Linear Fire Detection Cable - Throughout Tunnel
Ventilation systems provided in Tunnel T-1 & T-3 have been Escape Route indications - 440 Nos (at a distance of
approved by CEE/NR based on RDSO’s approval. 50m on both side)
SCADA system - Illumination, ventilation
systems, Power Supply,
cameras, all sensors are
11 controlled by SCADA.
26
Railway Tunnel Ventilation Systems on USBRL Project (Northern Railway)- An Experience
Ventilation systems provided in Tunnel T-80 was approved by what tunnel length, Forced Ventilation should be adopted,
Railway Board (ML) based on RDSO’s approval. for diesel traction or for electrified routes. Presently tunnels
more than 2 kms length are being ventilated on USBRL
Project.
12. Review & Conclusion
12.4 For Katra-Banihal section, depending upon the requirement
12.1 The ventilation system provided in rail tunnels is not a fire based on Tunnel designs with Escape Tunnel or without
fighting system in itself but a system to provide a safe escape Escape Tunnel, Consultant for Detail Design and
route to passengers for small duration in one direction by Engineering need to be appointed for Ventilation systems
directing the smoke in other direction, in case of fire emergency. specific to each tunnel design. Effort should be made to
keep similar systems on all tunnels in order to reduce
12.2 As per the existing guidelines of IRBM, the Ventilation system inventory of maintenance spares and training of staff.
is being provided in the Tunnels having length of more than 2
km on Indian Railways. Based on these guidelines, Ventilation 12.5 It is necessary to get the guidelines issued for provision of
systems have been provided in the Tunnels on Konkan Railway, Ventilation system in the Tunnels for electrified routes and
Eastern Cost Railway and Northern Railway. non-electrified routes for all future works and for tunnels
being constructed on Katra-Banihal section, since Railway
12.3 In view of the multiple instructions given in the various Board has given the technical approval for providing
documents ( referred in para 3.1 to 3.8), the length of Tunnels ventilation systems in T-80 only being such a system
needing Ventilation system is not clearly specified as to for provided for the first time on Indian Railways.
The superstructure of Chenab Bridge is a continuous The process uses the heat generated by a DC electric
welded girder. In fabrication of this superstructure, an important arc to fuse the metal in the joint area. The arc is struck between
process of welding being employed is Flux-Cored Arc Welding the filler wire and the work piece. Due to the heat generated by
(FCAW). This process was developed in early 1950s, but has not arc, melting of filler wire and the work piece in the immediate
been widely used in India so far. This article explains the basic vicinity takes place. The entire arc area is covered by a shielding
concept and method used in FCAW, its different variants and its gas that protects the molten weld pool from the atmosphere.
relative advantages and disadvantages. Generally, the flux itself provides the necessary protection from
the atmosphere by producing both gaseous protection and liquid
FCAW Process slag. Sometimes, the shielding gas in FCAW is supplied
externally also. The basic process of FCAW technique is as
In Flux-Cored Arc Welding, a consumable electrode containing a flux illustrated in a simplified way in Fig.2.
is continuously fed under conditions of constant voltage or constant
current. The consumable electrode is of tubular construction with an
outer metal sheath filled with fluxing agents plus metal powder.
Protective flux is inside the tubular wire. The wire feed unit takes the
filler wire from a spool and feeds it to the arc through a welding gun
at a pre-determined and accurately controlled speed. Specially
knurled feed rolls are generally used with flux-cored wires to assist
feeding and to prevent crushing of the consumable. An overview of
the equipment set-up is shown in Fig.1.
Disadvantages
By
Vikas Boora,
Executive Engineer/USBRL
13
28
14
A Short Insight in the Design Methodology for
Tunnels T1-T5
geomechanical and boundary conditions.
Abstract:
PROJECT DESCRIPTION:
This paper addresses the design methodology (Civil Works)
used by Geodata (GD) in the tunnels (T1- T5) of the USBRL The new Rail Link Project of 271 km long between Udhampur-Srinagar-
project of Norhern Railway, and more specifically the Baramulla (USBRL) is one of the most important Indian Railways’
classification of the rock mass behaviour during excavation projects in the J & K State with the aim to connect the Kashmir valley
using an innovative approach developed by GD. In addition, it with the whole Indian Railways’ transportation network. Geodata
focuses on the practical application of this method with the so Engineering S.p.A. has been engaged to provide Design Consultancy for
called “GD multiple graph”, which may be used for preliminary the Tunnels T1 to T5 proposed to be constructed with NATM approach.
design as well as during excavation to determine the rock mass
behaviour and select the most appropriate support section. This Current Status of Tunnels:
classification approach uses a combination of two (2) analyses:
the first is a quantitative assessment of the deformation index of T1 in its current modified alignment is 3160m long out of which,
tunnel face and cavity and is based on the results of stress 1020m have been excavated on the P1 side and 108m on the P2. It
analysis (continuum or equivalent-continuum model), while the starts at Ch 30+000 (P1 portal at Katra) and ends at Ch 33+160 (P2
second focuses on the gravitational instabilities and is based on portal at Paikhad bridge).
a geostructural analysis (discontinuous model) using the RMR T2 in its current modified alignment is 5163m long. Excavation
to quantify the geostructural characteristics of the rock mass works of the T2 tunnel have not started yet.
and its self supporting capacity. The matrix that results from the T3 tunnel starts at Ch 39+201(P1 side) and is 3009m long.
double classification system approach allows for an upfront Excavation was completed in September 2012 and final lining is
optimal focus of the design problem and a rational choice of the currently in progress.
stabilization measures as a function of the most probable
T5 is 5959m long out of which, 1096m have been
potential hazard. In both analyses a probabilistic approach is
used to capture the variability and uncertainties of the excavated on the P1 side and 267m on the P2. It starts at Ch 42+978.50
(P1, Reasi end) and ends at km 48+937.50 (T5P2, Bakkal).
INDEX
Local Geology along Tunnel T1: Plan (RMP), which should be adopted from the early design stages
to the construction and operation phases, to minimize the
The first 600m of the tunnel is in the Middle Siwalik Formation, which is occurrence of risks and/or mitigate their consequences. The key
composed of very soft, grayish sandstone, siltstone intercalations, thin elements of a typical RMP for a tunnelling project are:
bands of clayish shale and boulder-conglomerates.
In the central 1500m portion the tunnel crosses the Reasi Thrust (RT) Risk identification;
zone, which is formed mostly of crushed gritty material and fragments of Risk evaluation or quantification;
dolomite (scree material), often charged with water. This regional Risk mitigation (i.e., definition of primary responses to the
tectonic boundary, known as MBT or RT, represents one of the most identified risks including correct design-construction
active zones of the Himalayas from a tectonic point of view. choices);
The final 1060m portion of the tunnel passes the Sirban Dolomite
Formation, which thrusts over the Middle Siwalik Formation and forms Assessment of residual risks;
generally hard and highly to moderately jointed cherty dolomites and Pre-design of counter measure for the management of
limestones with at least three (3) major joint sets, some of which are residual risks during construction.
associated with shear zones and occasionally are charged with water. Normally, a RMP is defined to manage properly the Residual
Tunneling through the Reasi Thrust Zone, especially when charged with Risks, the Accepted Risks, and any new risks that may arise in the
water, is difficult and time consuming since crushed material starts subsequent stage. A RMP requires pre-design of the so-called
flowing (running) into the tunnel. To tackle such difficult ground “Counter Measures” as well as a corresponding set of rules for the
conditions special excavation methods and support measures such as: activation of each counter measure in the subsequent (especially
multidrifting methods, advance drainage, pregrouting, advance roof construction) stage. Furthermore, a RMP should not be static, but
support using a pipe roof umbrella arch etc. have to implemented. dynamic, in other words, it should be constantly reviewed and
updated. A RMP is based on the following principal definitions:
Local Geology along Tunnel T5:
A hazard is a potential inherent source of damage.
The T5 tunnel passes through the following Geological formations:
Sirban Group, a carbonate complex of a Permo-Carboniferous age, in The impact expresses the damage intensity or consequence
which dolomite is predominant and is thrusted over the Siwalik upon individual’s health and safety and/or integrity of
Formation along a NNE steep dipping thrust. Proceeding towards the NE, property and environment resulting from one or more hazards
these carbonate rocks are overlain by Eocenic sequence of the Murree being occurred.
Zone. The middle and the SW part of the T5 tunnel (T5P1 side) is The probability of occurrence (P) of a hazard event is an
characterized by the presence of Trikuta Formation, while in the NE expression for its perceivable likelihood of occurrence.
sector (T5P2 side) by the presence of the Khairikot Formation, both The risk, broadly speaking, can be defined as a combination
belonging to the Sirban Group. of the related hazard/s occurrence likelihood and its/their
Trikuta Formation, consisting mainly of hard and thinly to thickly bedded elementary or combined effects (damage).
dolomite with thin bands of slates. The dolomite is moderately to highly
The initial risk is the risk level evaluated in the absence of
jointed and at places Cherty, Blocky, or Crumbly and Sheared.
any preventive risk mitigation or reduction measures.
Khairikot Formation, comprising of quartzites, dark grey and variegated
slates and dolomite/limestone bands. The rock of the Khairikot Formation The residual risk quantifies, at any stage of a Project, the
falls under extremely poor to good category. level of risk exposure after preventive mitigation or reduction
Tunneling through highly jointed dolomites may give rise to problems of measures have been adopted. To reduce the initial risk, one
over-breaks and rock-fall or roof collapse due to intersection of closely can either seek to lower the risk probability of occurrence, or
spaced transverse and cross joints with bedding joints. its potential impact or both, as shown in Figure 1-1.
Flowing ground conditions, cavities and chimney formation may also The hazard and risk register is an archive where all the
occur within this category of rock due to increase in joint and crushing relevant information about the hazards and the associated risks
intensity. In addition, squeezing conditions are also likely to be met in are filed and regularly reviewed.
crumbly and sheared dolomites, especially when charged with water and
under high overburden.
Occurrence of heavy seepage of water and formation of cavities at the
crossings of shear zones in the tunnel are anticipated and hence will
require special and suitable tunneling techniques and support systems
such as those outlined for T1 tunnel to negotiate the difficult zones.
introduction
The design and construction of long and deep tunnels, particularly those
at great depth, is generally associated with a high level of risks due to a
number of uncertainties involved, and the success of such projects
depends very much on the correct choice of the excavation method and
the support sections.
In making the correct choice for a given project, the presence of adverse
conditions and the frequency of their occurrence are of paramount
importance to the choice.
Figure 1-1 - Risk reduction strategy
The point is to recognize the risks and “to be wise a priori”, since most
risks can be effectively managed through the use of a Risk Management 2
30
From the risk assessment point of view and according to past
experience there is a deep conviction that:
Input data
Tunnel design and risk assessment are mutually dependent of Geological, Geomechanical,
each other and must go hand-in-hand; Geotechnical,
A good and useful risk assessment can be obtained only
through a correct understanding of the design and the
construction process(es) involved, and only if it is done by a
multi-disciplinary team of experienced people; Underground structures design
A sound and vigorous design of a tunnel can be achieved only
if it is developed on the basis of a comprehensive risk
assessment. Check of the Design
From the risk management point of view it is strongly believed that:
underground optimization
structures design due to the real
The tunnel design itself is one of the most effective measures to
during the encountered
reduce the initial-risk levels. Thus, time-wise, risk analysis
should be done through and in parallel with the design construction underground
development process and construction, and more important, the stages. condition.
analysis of the initial risks should guide the development of the
tunnel design.
The correct choice of the excavation method for a given tunnel
is the “first risk-mitigation measure” or simply, the primary Figure 1-2 - Observational method
response to the identified principal risks.
In addition, while the adopted design approach follows some common
concepts of other approaches, it places a stronger emphasis on the
GENERAL APPROACH
prediction of the rock mass behaviour during excavation that is based on
The Detailed Designs of the KRCL tunnels (T1-T5) were developed real parameters and not on a purely visual observation that may be
principally in accordance with the SIG (Italian Tunneling subjective. This way, a deeper understanding of the real behaviour can be
Association) “Guidelines for Design, Tendering and Construction of acquired and the appropriate counter measures adopted..
Underground Works”, 1997 and were adapted to the KRCL contract
requirements. DESIGN METHODOLOGY
These “Guidelines” are based on identification of the “key points”
and their organization into “subjects” representing the various GD CLASSIFICATION OF THE EXCAVATION BEHAVIOR
successive aspects of the problem to be analyzed and quantified Empirical methods (e.g. Q System) which follow the simple steps of
during design/tendering/construction. The degree of detail of each establishing the input parameters, calculation of the Q-value and
“key point” depends on the peculiarities of the specific project and subsequent definition of the support system is an overly simplified
design stage. The process involves the following essential phases: approach with many limitations in the case of highly jointed or crushed
A. General setting of the underground work dolomite and shear zone or worst yet the Reasi thrust encountered on the
B. Geological survey, and KRCL project where supplementary methods must be applied (Palmstrom
C. Geotechnical-Geomechanical studies and Broch [2006]). Emprical methods, if used for Geomechanical
Classification, have a number of limitations, such as:
D. Prediction of mechanical behaviour of the rock masses
E. Design choices and calculations They are more reliable for dimensioning radial stabilization
measures in fractured rock masses where mainly gravitational
F. Design of auxiliary work and tender documents failures occur. Their application to weak rocks and/or to structurally
G. Monitoring during construction and operation complex rock formations is problematic;
According to SIG, Geomechanical Classification can not be the only
OBSERVATIONAL METHOD means of design, particularly in more detailed phases and permanent
lining. The same opinion is shared by Bieniawski (1997) who
The principles of the Observational Method were first described in
recommends that rock mass classification of its own should be used
detail by R.B. Peck (1969), who set forward the procedural steps
for preliminary purposes only;
summarized in Figure 1-2.
The design developed is typically based on analyses, however Similarly, Hoek & Brown (1980) recommend geomechanical
analysis cannot replace judgment. Possible modes of failure – classification only for general use in preliminary design;
particularly those of a sudden or brittle nature, or those which could The limits of using only empirical design methods are even more
lead to progressive collapse – must be identified and assessed evident under difficult geomechanical conditions, where:
carefully. - Analytical method is essential for the study of the ground-
It is a fundamental element of the Observational Method to structure-interaction and dimensioning of stabilization
overcome the limitations of analysis by addressing actual conditions measures;
with sound engineering judgments. Feedback and assessment from - Special interventions are often necessary (e.g. face/contour pre-
observations (monitoring data) must be timely collected and confinement, pre-support, rock mass improvements etc)
interpreted in order to confirm predictions or to provide adequate generally not proposed by classification systems
warning of any undue trends in ground movements or loadings.
31
Empirical methods, which by quantifying the rock mass
Contrary to the above, the GD design approach for evaluating the response typical parameters, output indications on the expected
upon excavation and then the most probable hazard is analytical and is behaviour are obtained, especially in terms of self-supporting
performed for each rock mass unit (geomechanical group) necessarily capacity (e.g. Bieniawski’s RMR system);
taking into account both stress analyses and geostructural analyses, as The matrix that results from such a double classification approach
shown in Figure 2-1. allows
for an optimal upfront focus of the specific design problem and leads
to a rational choice of the type of stabilization measures as a
Stress analyses (1) Geostructural analyses (2) function of the most probable potential deformation phenomenon
(continuum equivalent model) (Discontinuum model) (→Hazard) that is associated to the different stress and geostructural
combination (Table 2.1). In both systems a probabilistic approach is
used to capture the variability and uncertainties of the
Deformations and plastic zone Self-supporting capacity geomechanical and boundary conditions.
extension (Gravity-driven instability)
(Stress-induced instability) The GD methodology involves the following basic steps:
Definition of the Geomechanical Groups (GG);
Excavation Behavior Evaluation of the excavation behavior for each GG;
- Definition of Behavioral Category (BC), and
Figure 2.1: Flow-chart illustrating the rationale of the excavation - Definition of Geomechanical Hazards (GD
behaviour forecast analysis classification, Note 1)
Stresses analyses (1): are based on a continuum or continuum-equivalent Choice of the Stabilization Measures (definition of the support
geomechanical model; they are mainly aimed at defining classification section types) for each expected hazard;
indexes and expressing the potential intensity of the expected
deformation phenomena. Dimensioning and verification of temporary supports and final
In the common practice, quite often “competency” indexes are being lining with the evaluation of the relative Safety margins
used, which represent the ratio between stress conditions around the (through the capacity-demand analysis);
tunnel perimeter and the mobilized rock-mass strength (Hoek & Marinos,
2000) or alternative indexes, based on more developed analytic tools, Note 1: Geomechanical hazards are mainly related to ground
which directly express the expected behaviour in terms of deformations behaviour upon excavation, thus taking into account the
and/or extent of the plasticized zone, as the one adopted in the analysis of intrinsic properties of rock masses and the associated stress
the KRCL project. conditions.
Rock mass
↓ ANALYSIS → Geostructural → Continuous ↔ Discontinuous ↔ Equivalent C.
Tensional↓ RMR
Notes: (*) Russo and Grasso, 2006; δ0=radial deformation at the face (prevalent classification criterion); Rpl/R0=plastic radius/radius of the cavity;
σθ=max tangential stress; σcm=rock mass strength. In the brittle failure domain, the deformation indices of the stress analysis are not representative
and can be taken just as an indicator of the increasing potential of failure. The limits of shadow zones are just indicative.
Geostructural analyses (2): can be broadly grouped in two (2) sets: Additional comments to Table 2.1:
Limit equilibrium methods, which are normally utilized when both The occurrence of ‘rockburst’ phenomena is dictated by the
rock mass spatial patterns of discontinuities orientation and presence of brittle rocks of high strength, while, in other cases,
geomechanical properties are well known; the occurrence of shear failure mechanisms is more probable.
4
32
The ‘squeezing’ behaviour is characterized by relevant time- Behavioural category “c”: the stress level at the face approaches
dependent deformations and its occurrence may be foreseen in the strength of the rock mass (i.e. σθ≈σcm). Therefore, the
connection with rocks of low strength and high deformability; behaviour is elasto-plastic but resulting in minor instabilities. The
in other cases, deformations are mainly of plastic character radial deformation (δ0=u0/R0<0.5%), where: u0 is the ratio of radial
(not viscous) and often associated with a caving behaviour. displacement at the face (u0) and R0 to the equivalent cavity radius.
Away from the face, on the periphery of the cavity, the stresses
In both cases, additional analyses are performed to predict the exceed the strength of the rock mass, resulting in the formation of a
severity of the phenomena. plastic zone around the excavation, frequently having a width less
than R0 (i.e. 1<Rpl/R0<2).
The steps involved in defining the behaviour categories are
schematically depicted in Figure 2.2. Behavioural category “d”: the stress level at the face exceeds the
strength of the rock mass (i.e. σθ>σcm). The deformation at the face
c
Rockburst
account the radial deformation at the face (δ0) and the ratio Rpl/R0 wedges
Spalling,
0.5
of different Rock Mass Unit (RMU) and for the hypothesized stress
Squeezing
d
conditions at tunnel level is carried out by integrating a probabilistic
Behavioural category
approach with the “Convergence-Confinement Method” (CCM, 1.0
Carranza-Torres, 2004).
[ ]
e/f
Table 2.1, shows six (6) Behaviour Categories (BC) which are
0
a/b [Rpl/R0=1.0]
1.5
defined below in detail. They range from the best (“a” class) to the c, d, e/f
33
The Monte Carlo method is used for the probabilistic analysis, with
Latin-Hypercube sampling mode (1000 trials), to randomly generate
each possible parametric combination;
The Convergence-Confinement method (CCM) is applied to each
parametric combination, to probabilistically quantify the
classification indexes and behavioural categories.
An example of application of the described probabilistic-analytical
method is shown in Figure 2-3. In such a way, the probability of
occurrence of the different excavation behaviour (→Hazards) is derived
for each analyzed rock mass (GG) and, consequently, the associated
support section types.
DEFINITION OF THE SUPPORT SECTIONS (MITIGATION
MEASURES)
On the basis of the expected geomechanical behaviour and related
hazards, the appropriate mitigation measures and consequently, the
support section types are defined, following the basic rational simplified
in the scheme of Figure 2-4 and in the related Table 2-2 and 2.3. Different
instability phenomena (hazards) involve different Design actions and
Mitigation measures Figure 2-4:
Rational for the basic selection of mitigation measures as a function
Table 2-2 – Example of mitigation measures for different of the excavation behaviour (Russo and Grasso, 2006, see Tab.2-2)
excavation behaviour (Fig.2-4)
The rational behind the section (support) type selection, as a function of the geomechanical classification of reference,
is summarized in Table 2-3.
6
34
Table 2-3 – Criterion of application of the support section types, as adopted for T1 Tunnel
Prevalent Hazard Geomechanical
classification Excavation behaviour Section
Type
Gravity Stress GD RMR
driven induced
a I Stable rock mass, with only possibility of local rock block fall; rock mass of very
good quality with elastic response upon excavation A
Wedge b II Rock wedge instability; rock mass of good quality with elastic response upon B
instability/ excavation
H1
Rockfall c III Pronounced tendency to rockfall; rock mass of fair quality, with possible
occurrence of a moderate development of plastic zone
c I-II Mild brittle failure even associated to rock minor rock block ejection; overstressed C1
hard, good rock mass (→Minor spalling/rockburst)
c I-II →Moderate
Sudden brittle failure; overstressed hard, good rock mass ( (C3)
spalling/rockburst).
H2 Spalling/
Rockburst c I-II Sudden and violent brittle failure, even associated to rock block ejection; highly
overstressed hard, good rock mass (→Severe spalling/ heavy rockburst) (C4)
d III-IV- Development of plastic/viscous deformations; overstressed fair to poor rock mass,
(V) resulting in a significative extrusion of tunnel face and radial convergences D
(→Severe Squeezing)
Plastic
deformations/ e III-IV- Intense development of plastic/viscous deformations; overstressed fair to poor rock
H3
Squeezing (V) mass, resulting in a large extrusion of tunnel face and radial convergences (→Very E
Severe Squeezing)
Notes: The terms for Rockburst and Squeezing intensity are referred to the Canadian Rockburst Support Handbook (CRSH,1996)
and Hoek & Marinos (H&M, 2000), respectively. Incidentally, in the specific case for T1 tunnel, the application of the section type
C3 and C4 it is not likely to be applied.
Table 2-4 – Section type definition for D & B
Gravity Driven Instabilities: Wedge Instability/Rock fall
35
Gravity Driven Instabilities: Rockfall/Caving & Severe Caving (Faults ..)
Support Class C3
Main Design Action Mitigation Measures
Control brittle failure/Rock ejection Short radial bolting and wire mesh
Control of waster pressure/inflow Drainage in advance
Radial reinforcement and Confinement SFRS, Anchor bolts
Long term stability Concrete final lining
Stress Induced Instabilities: Plastic/viscous behaviour: Squeezing
Support Class D (severe squeezing) and E (very severe squeezing)Resistance (D) and Yielding (E) design principle
Main Design Action Mitigation Measures
Stabilization of tunnel face/contour Pre-reinforcement by fiberglass elements
Control of waster pressure/inflow Drainage in advance
Active load reduction (E) Over-excavation. Sliding ribs, Joint in shotcrete or LSC
elements
Radial reinforcement and Confinement Steel ribs, SFRS, Anchor bolts
Long term stability Concrete final lining
8
36
Distribution of the various support types along the tunnel length is established on the basis of the criterion of application as shown in the example
below for T1 tunnel, Figure 2.5.
IMPLEMENTATION OF THE GD CLASSIFICATION side) and proceeding clockwise to the left bottom graph (II), then up to
SYSTEM the third (III) and then to the right on the fourth (IV) quadrant
The practical implementation of the GD classification system in the (i.e. IIV). The steps in the use of the multiple graph are as follows [in
preliminary design phases, as well as during tunnel construction parenthesis the representative property]:
can be readily obtained by using the multiple diagram of Figure 2-
6. An illustrative example is provided below for reference. I. Determine GSI: Rock block volume [Vb] + Joint Conditions [jC]
Rock Mass Fabric [GSI]
Explanation Notes:
II. Determine cm: Intact strength
[ c] + Rock Mass Fabric [GSI]
1) The Competency Index (IC) is the ratio between rock mass Rock mass strength [cm]
strength (σcm) and the max tangential stress (for circular
III. Determine IC: Rock mass strength[ cm] + In situ stress [ ]
tunnel and k=1, σθ =2γH, where: γ is the rock mass density
Competency [IC]
and H is the overburden).
IV. Determine Hazard & support category: Competency [IC] + Self-
2)
supporting capacity [RMR] Excavation behaviour [Hazards]
3) The GSI (Geological Strength Index) in the first quadrant (I)
is obtained by the “quantitative” approach proposed by
Russo (2007, 2009): Alternatively, the original “qualitative” Illustrative example:
chart of Hoek and Marinos, (2000) can be used as well and
then enter quadrant II directly with the GSI value. I. Fractured dolomite with Rock block volume Vb 10dm3 and
4) slightly undulating, rough joint jC=1.75 GSI 50
General steps on the use of the Multiple graph: II. With GSI 50 and Intact rock strength c=50MPa Rock
mass strength cm=2.8MPa
The graph is entered from the first (I) quadrant (lower right hand
37
γ =0.025MN/m 3 , k=1 A B
C1
C1→C3/C4
C2
F
E E/FE
CONCLUSSION
The behaviour of young Himalayan rock masses cannot be easily Acknowledgements: the authors would like to thank Dr Giordano
determined due to the uncertainties in characterizing their anisotropy and Russo and Engineer Michele Palomba of Geodata Engineering
heterogeneity. The problem becomes more difficult when zones of S.p.A. for their review and valuable comments.
completely crushed and sheared dolomite are encountered. When BIBLIOGRAPHY
charged with water, this completely decomposed material will manifest
itself as running or flowing ground and under high overburden may G. Russo & P. Grasso, Geodata Engineering SpA, Turin, Italy “On
experience squeezing. In this complicated medium, a proper the classification of the rock mass excavation behaviour in
methodology for rock mass classification, such as the one described, that tunnelling”, Proceedings of the 11th Congress of International
will take into account both the results of stress analysis as well as the Society of Rock Mechanics, Lisbon, 9-13 July 2007, pp 979-982
geostructural characteristics of the rock mass and then its self-supporting G. Russo, Geodata Engineering SpA, “An insight on the Geodata
capacity is of paramount importance to assure a rational choice of the Engineering Design Approach” presentation to KRCL 28.08.2012
stabilization measures. The double classification system used by Geodata Geodata Engineering SpA, “Design Basis Notes (DBN)-Design
for design together with the more practical application of the multiple Methodology for KRCL tunnels T1, T2 and T5 (R3040-T1P2-TFD-
graph for rock mass classification during excavation allow for an optimal E-001, R3040-T2 –TFD-E-001 & R3040-T5-TFD-E-001)
focus of the design problem followed by a rational choice of the
stabilization measures as a function of the most probable potential
deformation phenomena and thus help to increase safety and optimize
the overall excavation process.
10
38
Cavity Formation and its Rectification in Adit-II of Tunnel
T-48 in Dharam-Banihal Section of USBRL Project
Introduction but no water from excavated tunnel face was observed.
Adit-II of Tunnel T-48 in Dharam-Quazigund section On 24th October’2013, heavy water outflow with discharge of
is located at Kohli Village around 6.35km from South Portal of around 230 liters/sec was observed which gradually reduced to 115
T-48 along the tunnel alignment, in Gool Tehsil of Ramban liters/sec on 30th October, water continuously draining out of the face. It
District, J& K. The length of this Adit is 803.00m. again gradually rose to 145 liters/sec on 8th November after rainfall
On 24th October, 2013 during excavation at Chainage earlier on 7th November and again started coming down. It was again
147.80m for the next round i.e. for Chainage 149.30 m, sudden observed to be at the rate of 45 liters/sec on 14th November. The above
heavy inflow of water (approx. 230 liters/sec) was observed factors points toward probability of the presence of a localized
resulting in cavity formation characterized by sliding of debris underground water reservoir/aquifer encountered during excavation on
and large block fall from the crown and face portion of the 24th October, which usually gets recharged through the joints within the
tunnel (Fig .1). Mucking was almost completed for the rock mass and can remain perched due to its particular joint orientation.
excavated portion when the incident occurred. The support
system was already installed up to Chainage 147.80m following
B-2 class of excavation and support system, which included
placing of one layer of wire-mesh (150x150x6mm), Lattice-
girder (4bars 25mm dia), 150mm of shotcrete layer (M 30) and
8 nos. of Rock Bolts of 4.00m length of SN/SDR/Swellex type
as per site conditions with maximum Round length for
excavation of 1 to 1.5m.
By
Sh Sameer Singh,
Tunnel Excavation Face Geotechnical Description
Executive Engineer/C/USBRL /Sangaldan 1
39
Cavity Formation and its Rectification in Adit-II of Tunnel T-48 in Dharam-Banihal Section of USBRL Project
40
Installation of lattice girder close to the face together with
wire-mesh and shotcrete was done at 0.75m spacing, starting
from chainage 148.55m (C-1 type support system was
followed). The pipes were left behind at Chainage 149.30m
within the shotcrete to fill the concrete into the cavity. Later
the cavity was filled up with concrete through those pipes
only. With effect from 5th November 2013 tunnel excavation
at Adit-II was restarted, following C-1 class of excavation and
support system, which includes providing of two layer of wire-
mesh (150x150x6mm), face shotcrete sealing of 100 mm
(M30), Shotcrete layer of 200mm (M30), Face fibre glass
element (8-15 no./12m long), Rock bolts (8nos./4m long-
SN/SDR/Swellex type), with a round length of 0.75m to 1.0m
along with pipe roofing with 27nos./12m long SDR bolts.
Placing of lattice girder with wire-mesh
Sameer find his present Endeavour interesting and challenging despite all odds like remote location of the area, tough weather
conditions, severe winters, frequent road blockage while commuting around the work area or travelling up to Jammu. Sameeer is proud
to be associated with this project of National Importance .This is a unique kind of project of Indian Railways as Rail Link in Young
Himalayan Range is being done for the first time. Sameer Says, “ It is a very challenging job to work here in tough conditions in the
hilly terrain of Tunnel sites or harsh weather conditions prevalent in this part of J&K. As an Engineer, here we are exposed work
of Tunnel T-48 in Dharam-Qazigund section, and associated activities. Railways have left a very deep impact in the lives of people
here. It has touched the areas which are remote in every sense, and earlier untouched, not connected by any means of
transportation whatsoever. One such remote area, Sumber village, in Ramban district, in which one of the portal of Tunnel T-48
lies, a Railway station has been planned. New road has been built to reach the tunnel site at Sumber, providing connectivity to the
area in the process, vastly impacting the whole lifestyle of local people, with large number of vehicles plying in the area now, with
access to all the basic amenities made possible. We are fortunate enough to be part of such an endeavour on the part of Railways,
which is going to transform the life of people in the long term”.
41
Self Climbing Crane for Erection of Chenab Bridge
Synopsis:-
The erection scheme of world’s highest railway bridge under
construction will make use of a Cable Crane. This bridge
comprises of 467 m span steel arch at height of 359 m from the
river bed level. The article describes the features of this unique
Cable Crane system which itself qualifies for the world record.
The Cable Crane was commissioned on 31st Aug2013 by
Member Engineering, Railway Board.
1.0 Introduction:
The Railway Bridge under construction over river Chenab is
primarily composed of two portions - Main arch portion and via-
duct portion. The main arch portion will be fabricated using
9000 MT steel over 467 m span. The crown of the arch is at a Picture 2. Cable Cranes Connected with Tandem
height of 359 m (approx.1200 ft) from Chenab river bed and at a 3.0Salient Features:
height of 850 m from the mean sea level (msl). At this height it Some of important
is supposed to be the highest Railway Bridge in the world. The features of the system as awhole, which may be of utmost importance
deep and steep gorges at both ends of the arch with such a height and attract the attention of the Engineers, are the huge amount of
concrete in foundations, structural steel fabrication in Pylon, self weight
has necessitated to establish a set of world class Cable cranes, to
and /different speed parameter of the cable cars, etc. In particular, the
facilitate the erection of the Arch along and its trestles. concrete in foundation, working out to be 3284 m3, for Kauri and Bakkal
end foundations 1874 m3 and 1410 m3 respectively, itself is something
special ever used in the foundations for a subsidiary work. The structural
steel used for the Pylons are IS 2062 Grade “C” steel, to the tune of
1198.6 MT. 32 wheeled cable cars, with self weight of 20 ton each will be
plying on 54 mm dia suspension cables having a sag of 39.89 m, with a
travel speed of 3 m/s. The hoisting speed of each cable car at maximum
lifting load is 1.5 m/s and in tandem 1 m/s.
6.0 Backstays:
58 mm dia Back stay cables have been provided to the Pylons to
control, monitor and govern the movement of Pylons, each
standing on pivot pin support at the centre. Every Pylon has been
provided with 8 backstay cables, one end of which are fixed to the
pylon through spelter socket which are pinned with the Clamps
attached with the pylon and other ends are rounded up with the
Picture 4. Erection in progress back stay anchorage foundations. Finally, the back stays are
stressed to the design tension of 465 KN before the
commissioning of cable cars.
43
Quake Tremor or Temblor
Synopsys motion adjacent to the fault rupture zone are so strong that they cannot
In first part of this series an insight was presented about be measured by normal instrument.
the causes and origin of earthquake. Emphasis was given on the
Stick slip phenomenon
principal of isostacy, continental drift theory, plate tectonic theory To bodies sliding past against each other over a common
and mechanism for causes of earthquake. This second part of the surface exhibits the stick slip phenomenon. If a force applied is more
series deals with, “what happens during an earthquake”. As than the static friction, then there will be relative motion between the
deliberated in part one, this part stars with the elastic rebound two bodies. At this state the static friction value will reduce to Kinetic
theory and stick-slip phenomenon. friction and this sudden reduction in friction value will result is sudden
jump in velocity of movement (state is slip). With this the bodies are
Elastic rebound theory
set in motion, the resistance offered by dynamic friction accumulates
In 1906, H.F. Reid put into clear focus the concept of until it exceed the driving force. The relative motion is again set to zero
elastic rebound theory , based on the study of the rupture which and friction value increases to static (state is stick). Driving force again
occurred along the San Andreas fault. The concept of elastic accumulates until is exceeds the static friction and again slip state is
rebound theory is better described through fig 1a., activated. The cycle continues until the accumulated strain energy is
dissipated.
By
Sangrah Maurya
Deputy Chief Engineer/Design/USBRL Project 1
44
Quake Tremor or Temblor
Fig 3
Above is a plot of Imperial Valley (California) earthquake of The “S” waves or shear waves, the material particles moves in a
May, 18,1940. This was recorded at El Centro instrument site, which direction perpendicular to the wave propagation path, inducing
rest on some 5000 feet of alluvium and is located some 4 mile from the shear deformation. “S” waves move only through solid as liquid
causative fault break. This record represent the strongest ground and gases do not support hear stresses. The P waves move more
motion thus far recorded. The plot above shows the record of first 30 rapidly through rocks and therefore are the first to arrive at any
sec of the earthquake. The ground velocity and displacement are given point; in contrast the S waves travel more slowly and
obtained by successive integration of the acceleration record. The PGA therefore arrive after the P waves. Both P and S are also called as
is 0.33g and max velocity is 13.7 in/sec. seismic body waves.
When the energy released is prorogated near the surface rather
than deep in the earth interior, two types of waves namely
Propagation of Earthquake waves Rayleigh and Love waves are generated. The Rayleigh waves are
During an earthquake the energy is propagated through the earth tension compression waves similar to the P waves except that their
surface and deep within the earth’s interior. When energy waves travel magnitude diminishes with distance below the surface of the
deep within the earth two types of waves are generally developed. “P” ground. Similarly the Love waves are counterpart of the “S”
waves and “S” waves. P waves or primary waves are basically formed waves; they are shear waves that diminish rapidly with distance
when material oscillates parallel to the direction of propagation. These below the surface. Both these waves are called surface waves
are normal stress waves inducing an alternation between compression because they fade out as get further from the surface. Their
and tension deformation, like sound waves. “P is derived from primary velocity is lower than the velocity of the seismic body waves, but
as these waves have the highest velocity and are first to be recorded or because of their long duration and large amplitude they can be
from Pressure waves as they are formed from alternating compression most destructive type of seismic waves. Figure illustrates the
and rarefactions. Both P and S wavy make up the high frequency nature of these four type f elastic earthquake waves.
component of strong motion earthquake. P wave travel at a speed of 5
to 13 km/sec, compared to range of 3 to 8 km/sec for S wave, velocity
in each case increases with depth.
45
surface comes predominantly from Rayleigh waves. These also tend
to attenuate rapidly with distance from the surface.
Love waves result from the presence of a distinct
discontinuity at some depth from the free surface of the medium
through which the body waves propagates. Surface waves forms a
significant portion of the strong ground motion in the epicentral
region and also make up the dominant long-period phases of the
shallow-focus earthquake. Also the short period high-energy
components if seismic waves tends to be damped out much faster
than the longer period waves, so that at some distance from the
epicenter, the ground motion predominantly of long period
oscillation.
P waves are not destructive in comparison to the Rayleigh’s and the
s waves, they are most destructive and responsible for damage to
structures.
For local and nearby earthquakes the difference in arrival time of
the P and he S waves can be used to determine the distance to the
event. For earthquakes that have occurred at global distances, three
or more geographically distinct measuring station recording P-wave rotating drum) and the spring mass system provides a measure of the
arrival time permits locating the origin of earthquake. vertical ground motion. If a pen is attached to the mass and drum made
to rotate, the relative motion between the weight and earth can be
recorded to prepare history of ground motion called seismogram.
SEISMOMETER Present day seismometers are much advanced and quipped
Seismometer is an instrument used to record ground with electronic sensors, amplifiers and electronic recording devices and
motion during an earthquake. capable of measuring the ground motion in all the three plane and can
A simple seismometer of first generation used to be measure motions with wide range of frequencies.
sensitive to motion in one plane only and records the ground motion Another category of seismometer is called accelerograph.
for that particular plane only. The principle of a seismometer is They are deployed to measure strong ground motion and measures
simple to understand. Consider a rotating drum attached to a frame acceleration. The measure value can be mathematically integrated to
and a spring mass system attached to the frame. As the ground give velocity and displacement.
shakes the relative motion between the ground (and frame and
200
N-S
150
100
50
-50
-100
-150
1
1011
1112
1213
1314
1415
1516
1617
1718
1819
1920
2021
2122
2223
2324
2425
2526
2627
2728
2829
2930
3031
3132
3233
3334
3435
3536
3637
3738
3839
3940
4041
4142
4243
4344
4445
4546
4647
4748
4849
4950
5051
5152
5253
5354
5455
5556
5657
5758
102
203
304
405
506
607
708
809
910
-200
The three components of ground motion recorded by a strong- structural response, are amplitude, the frequency content and the
motion accelerograph provide a complete description of the duration. The amplitude is generally characterized by the peak value of
earthquake, which would act upon any structure at that site. the acceleration or Peak ground acceleration (PGA).
However the most important feature of the record obtained in each
component, from the standpoint of its effectiveness in producing
3
46
200
150
E-W
100
50
-50
-100
-150
1
104
207
310
413
516
619
722
825
928
1031
1134
1237
1340
1443
1546
1649
1752
1855
1958
2061
2164
2267
2370
2473
2576
2679
2782
2885
2988
3091
3194
3297
3400
3503
3606
3709
3812
3915
4018
4121
4224
4327
4430
4533
4636
4739
4842
4945
5048
5151
5254
5357
5460
5563
5666
5769
Accelerogram, Horizontal ground shaking in E-W direction
The measurements of acceleration are in Gal, where 1 Gal is equal to 0.01 m/s² (1 g = 981 Gal)
100
80
U-D
60
40
20
-20
-40
-60
-80
-100
1
104
207
310
413
516
619
722
825
928
1031
1134
1237
1340
1443
1546
1649
1752
1855
1958
2061
2164
2267
2370
2473
2576
2679
2782
2885
2988
3091
3194
3297
3400
3503
3606
3709
3812
3915
4018
4121
4224
4327
4430
4533
4636
4739
4842
4945
5048
5151
5254
5357
5460
5563
5666
5769
Accelerogram, vertical ground shaking in U-D direction
The measurements of acceleration are in Gal, where 1 Gal is equal to 0.01 m/s² (1 g = 981 Gal)
In the acceleragraph shown in figure the peak values are (N-S) 178.5
(E-W) 169.5 (U-D) 79.5 for two horizontal and one vertical direction
respectively. The frequency content can be represented roughly by the
number of zero crossings per seconds in the accelerograms and the
duration by the length of time between the first and the last peaks
exceeding a given threshold level.
To be concluded…
47
G E N E R A L
Art and Crafts of Jammu and Kashmir
Magic without Illusions
embroidered on shawls or saris, has no 'wrong' side.
“Kashmir is paradise on the earth” it can be seen in its natural
beauty as well as in art and craft.The state of Jammu and
Kashmir is famous the world over for its unique and splendid
work of art and crafts. Travel through even the remotest parts of
the state will give an insight into the world of art and craft in
Jammu and Kashmir. Just about everything that is seen in
Jammu and Kashmir has some kind of art work done on it. The
most prominent is the embroidery work on the shawls and the
cloths of Kashmiri people are very mesmerizing to be not
noticed. The work of magic also can be seens in wood works,
steel wares, Papier-mache.
Namda Carpet
“Weaving and Embroidery : Shawls and carpets are famous .Pashmina Shawl Namda Carpets
woven products of Kashmir. The shawls made with Pashmina
fabric, Ring shawl which is so fine that it can pass through a ring, Papier-mache craft: Papier-
Jamavar shawl with its symphony of colour schemes depicting mâché craft was also introduced
architectural and mythological figures interwoven with landscape into the Valley by the great
designs are popular. Carpet making is the national craft of monarch, Sultan Zain-ul-Abidin,
Kashmir. It was introduced here by Sultan Zain-ul-Abidin. Hand- who has been aptly called the
woven pile carpets (kalins) harmoniously depicted with floral and Akbar of Kashmir. The products,
other designs are the most popular. The namda, felt rug made beautifully painted over with
from beaten wool embroidered all over, the gabba- a floor ornamental patterns, comprise
covering, prepared from old woollens in a variety of forms and picture-frames, pen-cases, screens
designs, the chain-stitch rug, made from Hessian cloth and coarse (which can view with the Chinese
wool, over which floral and other motifs are worked are also counterparts), tables, tea-pots,
famous.
writing sets, candle-sticks,
handkerchief and tie boxes,
vases, stamp boxes and other
utility goods whose need is now
fairly widespread. Green fields
sloping towards the snow-capped
mountains, sparkling streams
running over rounded rocks,
shikaras and lotuses blooming on
the lakes, are the favourite
papier-mâché patterns. The
craftsmen have introduced brass
and metal lining for the new style
of papier-mâché goods which
makes them more durable and
useful.
Hand wowen carpets
Silver and
Hand Woven Carpet Copperware: Plain
The embroidery of Kashmir, called kasida, is world-famous. and inlaid silverware
Varied, rich in colour, elaborate in detail and exquisite in of Kashmir are in great
execution, the kasida patterns are freely drawn by the naqqash demand. The
mostly from memory. The finest kasida work, particularly silverware includes
silver tea-sets, flower
vases, toilet sets, scent
chests, ornamental
picture-frames,
cigarette-cases,
Tumblers, etc. Designs
include leaves of the
chinar and the lotus
By etc. The Kashmiri
artisan also produces
O.P.Yadav,
excellent products of
Dy.FA&CAO/USBRL 1copper-ware Samovar
48
Some of the walnut wood products-cigar boxes and trays, table-
tops, handkerchief and collar boxes-are delicately carved. Floral
designs of almost every conceivable variety are made with great
accuracy of detail in chased or raise work.
Wood Carving Wood carving is one of the best known cottage industries
of Kashmir. Walnut and chinar wood, are the main material for the wood-
carving. Furniture and toilet articles such as chairs, cabinets, writing-or
dining- tables, jewellery boxes and ornamental caskets are the popular
products.
49
Banihal
Banihal is a small town situated across the river Bichlari which is
formed by various mountainous streams which ultimately joins river Demography, Food and Culture
Chenab. Banihal is surrounded on all the sides by mighty Pir Panjal
which needs to be crossed, to enter Kashmir valley .Before 1956, it was Banihal tehsil consists of twenty four villages having total
Banihal pass through which Kashmir could be reached. It was only after population of 94,487 as per 2011 census. The total population
the construction of 2.5 Km long Jawahar tunnel in 1956 that made of the Banihal town is around 3000 people with the literacy rate
crossing of Pir Panjal became safe and convenient. Pir Panjal remains of 77.6%. Rice is the staple food of the people. Maize is also
snow laden for a large part of the year. Avalanches are quite common consumed occasionally. Agriculture is the main occupation in
during winter in between Banihal town and Jawahar tunnel.This has the area and other poultry and livestock also supports large
given rise to many a infamous local lore and attached frightening names population in the area. People here cherish Salted tea, which is
such as “Shaitani Nallah”,etc Similarly, between Ramban and Banihal a distinct feature in their food habits, particularly during
another infamous location exists, where due to incidences of shooting breakfast. People cultivate food grains and vegetables to meet
stones, the gorge is called “Khuni N ve nullahs. their own needs which are typical in the hilly regions as plain
fields are scarce. Kashmiri is the most common language
spoken by inhabitants of this area. Culture is predominantly
Kashmiri, a glimpse of which can be seen in ‘Phiran’ a distinct
Kashmiri attire worn as a final layer in winters and loose
enough to accommodate a small ‘Kangri’ ( fire pot, a kind of
angithi ) inside to brace through extreme winter.
Submitted by
Sh Vinod Kumar, Dy. CE/C/Banihal Figure 3 Banihal during winters
Sh.Vikas Goel, XEN/C-I/Banihal
Sh Shalinder Kumar,XEN/C-II/Banihal
1
50
in the region, which historically has took place in the month of Jawahar Tunnel, named after the first Prime Minister of India, was
December, has over the last fifteen years been happening in constructed for round-the-year surface transport by Alfred Kunz and C.
January or early February every year. The maximum snowfall Barsel (between 1954 and 1960). The Jawahar tunnel has been
received in recent times was 176 cm in January 2012. operational since 22 December 1956. The length of tunnel is 2.85 km at
an elevation of 2,194 m and it has one lane road in either direction. It is
History situated between Banihal and Qazigund on NH 1A that has been
renumbered NH 44.
Banihal finds mention in many ancient and medieval writings.
Rajtrangini (Historical Chronicle on Kings of Kashmir written by
Kashmiri Brahman “Kalhana” in 1148 AD) mentions this place, a
Tourist Places
very narrow mountain valley, as Visalta. This region, in King Daksum
Uccalas' time was an escape route from Kashmir for unwanted
elements of the Valley. In Jaysimha's time (1128-49) a small fort Past Mughals gardens with their tinkling fountains, through the
is stated to have existed just below the old Banihal Pass, called by breathtaking splendour of the springs at Kokernag, lies Daksum around
the name of Bansalla which literally meant, a jungle or grove of 60 Kms form Banihal. Quite away from it all, tucked away in a densely
trees.This castle belonged to Khasa Lord Bhagika, ruler of the old forested gorge, Daksum would be completely silent but for the Bringhi
principality of Vishalta, the present Banihal region. river which gushes though it. Daksum is a walker's paradise. Up the
hills which are swathed in coniferous trees, past gurgling brooks, the
Abu-Fazal, King Akbar’s official historian may have passed simple, haunting notes of a flute will waft down to you from where an
through this route on his way to or back from Valley of Kashmir. unseen shepherd tends his flock. For in the hills surrounding Daksum,
He had derived the appellation of Banihal from Bansalla. He also suddenly you will find yourself in grassy meadows where sheep are
makes a mention of a temple at Banihal, dedicated to the Goddess taken to pasture. Daksum is a reviving experience - the bracing
Durga, mountain air, the solitude, the densely clad hills, and beyond them,
Abu Fazal in his notes, says Banihal derives its origin from snow covered mountains all contribute to Daksum's mystique, making
Bhanusita or Bhanusata i.e. rocks of the Sun or land of the Sun. it the perfect retreat.
According to Rajtrangini, Visalata or Banihal is identified with
the valley drained by rivulet Bichlari, flowing through the area, a
tributary of river Chenab. This hill district situated immediately
to the South of Divsar and Shahabad Parganas of Kashmir
(District Anantnag) named after the mountain pass of that name,
to which it forms the approach. Because of its geographical
position, difficult accessibility of the region, and harder
mountainous life style, Banihal always proved to be a safe escape
route, and safe refuge to the revolting Princes, disgruntled
chieftains, and conspirators from Kashmir, against the Kings of
Kashmir. Rajtrangini has made a mention of many such nobles,
Khasas and Damaras. Banihal Pass having the lowest height
above level formed the easier outlet from the valley for the
pedestrians in the Pantsal range. Rebel Chieftains from Kashmir,
like Dhanchakka, Bhiksachara and Sujji and many others also
stayed at Banihal and planned an invasion of the valley.
Jawahar Tunnel
Kokernag
Situated lower of the Bringhi valley, Kokernag (2,020 m, 50 kms from
Banihal), is set amidst sprawling gardens fragrant with the bloom of
thousands of flowers. The Kokernag spring bubbles at seven places at
the foot of the forested mountain. The water of the spring is famous for
its medicinal and digestive properties.The moment you enter the green
valley of Kokernag, you are welcomed by the cool and fragrant air of
the mountains, an air that brings with it the perfume of the blossoming
flowers which you see all around this picturesque vale.
Perhaps the most important tourist attraction of a tour to Kokernag is
the PapashudanNad, the magical and curative spring which draws
thousands of tourists to the valley each year. Home to the largest fresh
Figure 4 Jawahar Road Tunnel water spring in Kashmir, Kokernag is known for its collection of
springs, which in totality produce an image of the claws of a cock, a
2
51
trait to which the vale owes its name. Blessed with rich a soil which
promotes the growth of several varieties of plants and flowers, a tour
to Kokernag is made even more perfect by the presence of a number of
accommodation options in the region.
Important Projects:
ds-ds-feJk-
l-vfHk;ark@fuekZ.k]
dkSMh@fj;klh] m0js0] ts-,.M-ds-
52
Diet for Diabetes
How to Control Diabetes? Fat Intake:
1. Regular health check-up . <35% of total calories
2. Food choices. Saturated fat <10% of total calories
3. Activity choices. Polyunsaturated fats 10% of total calories
Cholesterol consumption < 250 mg/day
1. Regular Health Checks: Moderate increase in monounsaturated fats such as
• Regular follow up with a clinician, as advised by your groundnut oil and olive oil (up to 20% of total calories).
physician.
• Regular self monitoring of blood glucose (SMBG). Carbohydrate Intake:
• Screening for complications at regular intervals. Carbohydrate intake is determined after protein and fat
intake have been calculated.
2. Healthy Eating Helps Control Diabetes: Emphasize on whole grains, starches, fruits, and
Small to medium servings of a variety of foods vegetables
To eat same time each day. Not to skip meals Fiber same as for nondiabetics (20g to 35g).
To eat about the same amount each day, as far as possible
Rate of digestion related to the presence of fat, degree of
Protein Intake:
12-20% of daily calories (1 gm/kg/day).
From both animal and vegetable sources
Vegetable sources: Less nephrotoxic than animal
proteins.
Patient with nephropathy should limit to less than 12%
daily (0.8 gm/kg/day).
Myth # 4:
True or False?
• People with diabetes should eat lots of protein to stay
healthy and strong.
FALSE
• Protein is needed to build and repair body tissue.
• People with diabetes do not need more protein.
By • Most people need 1gm/kg of protein foods per day.
• Controlling portion sizes and choosing lean meats can
Dr. Steven George, help prevent heart disease, a complication of diabetes.
Dy.CMO/KRCL/Reasi
53
Myth # 5:
True or False? tquwu , vktknh
• People with diabetes don’t have to worry about eating fat
because it doesn’t affect blood sugar. tquwu , vktknh dh jkg D;w Hkwy x, gS] ge ;kjksaA
FALSE fn, tks 'kgL= ohjksa us vius izk.k D;w Hkwy x, gS] ge ;kjksaA
• Fat does not affect blood sugar, but can increase the risk of
heart disease.
• Heart disease is the most common complication of diabetes. tquwu Fkk ,d ,slk muesa] ns'k dh [kkfrj ej feVus dksA
• A heart healthy diet which is low in fat, saturated fat, salt tquwu Fkk ,d ,slk muesa] ns'k dh [kkftj dqN dj xqtjus
and high in fiber and includes heart healthy oils can reduce
this risk. dksA
• Best choices are lean meats, fish, poultry, low fat dairy
products, fruits and vegetables, canola or olive oil.
ekr`Hkwfe miuh dh [kfrj ej feBs tks galrs glrsA
• Add less fat and salt. oru mius dh [kfrj dB ejs tks drjk drjkA
Myth # 6:
True or False? cfrnku mudk ,slk pqdk;k gS] u dHkh u gh pqdk;k tk,xk]
• People with diabetes should not eat snacks because bl feV~Vh dk ,d ,d d.k ;kn mudh fnyk,xkA
snacking makes them gain weight and makes the blood
glucose too high.
fnyks esa Fkk ftuds ngdrk ykok] D;wW Hkwy x, gS] ge
FALSE mudksaA
• Snacks can be helpful in keeping people from getting too
hungry and overeating.
• Snacks can be helpful in preventing low blood sugar
tks feyh gS] gesa vkt ;s vktknh]
for people using insulin or medication to increase tks ys jgsa gSa] ge Fks lq%[k dh lkWals
insulin secretion. nsu gSaA mu ohjksa dh p< x, lqyh ij glrs glrs A
The key is to plan healthy low fat, low calorie snacks.
Eat More Fruit and Vegetables, Choose More High Fibre tc rd lhus esa Fks] muds izk.k
Foods rc rd mBus u fn;k] oru ij csikd fuxkgksa dksA
To help maintain blood glucose levels and cholesterol levels tc dHkh vkxs c<a rks eksM fn;k rqQkuksa dksA
Include more fruits, vegetables, pulses & oats in diet
tc dHkh xjts falg ds leku rks Fkj~jk x, nq'eu ds lhusA
,d gqWadkj ls ftUgksus Nhu yh nq'eu dh lkWalsA
To maintain a healthy gut: D;wWa Hkwy x, gSa ,sls erokyksa dks ge ;kjksaA
Include Wholegrain cereals, brown bread, and brown rice.
Vkilh osj Hkko esa D;wa iMs gS] ge ;kjksaA
Reduce animal or saturated fat intake Vkvks feydj ;k djasa] mudh dqckZuh dksA
Use low fat milk, low fat spread instead of butter, use oil which Tquwu , vktknh esa Qukg gq,] D;wWa Hkwy x,
are high in unsaturated fat, like olive oil gS] ge ,sls ekWa ds tokukssa dksA
Use less Fat for Cooking
mBus u nsxas , oru rq> ij xqLrkd fuxkgksa dksA
phj nsxsa] QkM nsxsa] fny dks nq'euksa ds lhuksa ls]
Opt for Grill, dry-roast, microwave or steam cooking. tc rd gS] ygwWa dk ,d Hkh drjk bl lhus esaA
Reduce Salt Intake
rc rd ygjkrk jgsxk] I;kjk frjaxk vkleka ds lhus esaA
Summary
• There is no “Diabetic Diet”, it starts with healthy eating.
• Eat about the same time each day.
• Don’t skip meals!
• Eat a variety of foods.
• Watch serving sizes especially for la/khjdqekj
carbohydrates. ¼dfu0vfHk0½
• Use less fat, sugar, salt and alcohol. mieq[;vfHk;Urk@fuekZ.k
See a health care provider to help you develop a plan to take fj;klh
charge of your diabetes
54
Lifestyle diseases
Lifestyle modification is the application of environmental, on triceps along with biceps; biceps flexes and triceps extends. Weight
behavioural and motivational principles to the management of lifestyle, to bearing increases mineralisation of bones, strengthens them. Take care of
maintain body in an optimum shape, physically and mentally, to extract most out your back, maintain correct posture, and avoid watching television lying
of life. down, with couple of pillows punishing your neck; always work on
Humans, as other animals were designed to work physically to procure food, the strengthening your back muscles, neck muscles; this will help fighting
effort so needed was hard enough to stop them far short of indulgence, thus backaches and cervical problems.
establishing a balance between earning and burning of ATPs. But with our Swimming, cycling, running, brisk walking, badminton etc are great forms
extraordinary modernisation and mechanisation, where most of our basic works of exercise; either can be opted depending on your preference and facility.
including our movement has been taken over by machines, where moving a pen There are people who have been able keep a check on diabetes and
or a mouse can give you enough resources to buy enough to keep on munching hypertension, by combination of strict dietary control and regular workout;
forever, where modern appliances are trying hard to make most of our muscles however, such an attempt should always be backed by regular medical
vestigial. We are entering into era of lifestyle diseases. consultation.
Lifestyle diseases are diseases that appear to increase in frequency as countries By making your body work, you are able increase consumption of glucose
become more industrialized and people live longer. They can and fats in your body, thereby preventing their excessive and pathogenic
include, atherosclerosis, some kinds of cancer, chronic liver disease storage. Reducing your Body Mass Index is an act of determination,
or cirrhosis, chronic obstructive pulmonary disease, Type 2 diabetes, heart patience and perseverance. Emptying your immortal fat cells by burning
disease, metabolic syndrome ,cervical spondylosis, osteoporosis, insomnia, them out has to be followed by keeping them deprived.
depression etc..
Most of the diseases mentioned are multifactorial, i.e. genetic traits,
environment, food, work, stress etc play a role. In most cases precipitation of Challenges
diseases can be prevented or delayed with lifestyle modification at right time or 1. On start of your dietary control you will have hunger pangs,
at least better managed after its onset. irritation, weakness etc; be patient, with time your body will be
Lifestyle modification is basically making the body do what it was designed for, accustomed. Hunger pangs can be taken care by having lots of
therefore better to call it lifestyle rectification.
water; it will give you some relief.
Let’s give it try 2. Elements of nature may interfere with your outdoor activities,
The beginning should be with analysis of one’s lifestyle i.e. food habit, work always have a backup plan, a break for couple of days may turn
profile, sleep pattern etc., than an attempt should be made to gradually shift to into a break for couple of months, guard against irregularities.
what is good for us. 3. For beginners, initial stiffness may dampen the spirit, be
Food habit: our intake should be small and frequent, based on calorie and assured that in a week you will start feeling better, don’t give
nutritional needs. up.
Breakfast can consist of a glass of milk, oats/ dalia/ brown bread/couple of
4. Group activities are good, but can have its own disadvantage, at
eggs/fruits or any similar alternative. Timing is equally important, consistency
should be attempted, and 8 am to 9 am should be the target period. times the group starts sharing excuses for giving misses.
Lunch may be broken into two parts, a couple of chapattis with liberal amount
green fibrous vegetables, a bowl of mixed pulses and salads at around 12 noon; Cautions
it can be followed by a single chapatti with some vegetable at around 4 pm. 1. People with any medical problem should take a medical opinion
For someone who needs to be in field , suggestion is that his lunch box should before opting for any suitable exercises.
consist of chapatti rolls stuffed with dry vegetables, wrapped in a foil to make it 2. People with osteoarthritis should prefer cycling or swimming to
easier to gobble up at desired time, at any place(remember your cream rolls in walking or running.
your school days). A hand sanitizer may help to take care of hygiene.
3. A good pair of sports shoes is mandatory.
Dinner should be light, protein rich, should be at least 2 hours before sleep. It is
advised to have water after an interval to prevent over distension of stomach, 4. Warm up and stretching is important to avoid strains and
this helps in mitigating Gastro oesophageal reflux disorder, a problem presenting spasms.
with feeling of retrosternal burning sensation. 5. You should stop immediately in case you develop any
Try to be as natural as possible, processed and refined food stand nowhere in discomfort or pain and should seek advice. Never force yourself
comparison as far as fibre and nutrient content are concerned, minimise the against any niggle or pain, this may lead to chronic problem.
amount of oil, salt and sugar in cooking. Protein gives less than half the amount 6. Don’t expect quick results, never over exert, and show
of calories per gram in comparison to fats and carbohydrates, it is needed for
perseverance.
body building and repair of wear and tears, try to increase its proportion.
Dr Pankaj Singh
Sr DMO, Jammu,
Northern Railway
1
x
55
Love in Hills- Sangaldan A Success Story
“AFCONS is providing us with many facilities. We now have
plenty of water to drink, medical facility, transport in any kind of
crisis… what else can we ask for?” says Mahtaba Begum, who
owns a small tea shop near one of the tunnels (Tunnel 44) in
Dalwa (two kilometers from Sangaldan).
An arduous six-hour drive from Jammu through the tangle of rocky and
winding mountain roads to Sangaldan can sap one’s energy. But the Mahtaba has been living there for decades with husband, Gulam
breeze over the hills and the intermittent rain can make one’s journey to Mohammad, eldest son, Manzur Ahmad, who is employed with
AFCONS’ Konkan Railway Corporation Limited (KRCL) project site Northern Railways, youngest son Altaf Hussain, who is working
seem like a hide-and-seek game. with AFCONS, and two daughters (both married). Originally
AFCONS is almost finishing construction of five BG single-line farmers, Mahataba was rendered jobless after the Northern
railway tunnels on the Katra-Laole section of the Udhampur-Srinagar- Railways acquired their land (against compensation). The family
Baramulla Rail Link (USBRL) project. The total length of the tunnels, of six used to stay in a small hut. Though they had enough to
including cut and cover, is approximately 8500m. The Sangaldan fend off poverty, lack of activity and an accident made her
village (185 kilometers from Jammu), around which the tunnels are husband mentally unstable. It’s then when Mahtaba decided to
situated, is full of geological variations. The closeness between soft clay start the tea shop which, today, gets healthy business from
and foliated rock mass makes tunnelling in the area a daunting task. workers in the area.
And it’s not just the tough terrain, but the erstwhile terrorist attacks that “Now, we have the tea shop and my sons are working. By God’s
makes this project one of the most challenging jobs. While AFCONS grace and thanks to the company, we have sufficient to live
has quietly advanced in its mission, it’s the locals on the hills, who have happily. We don’t have any regrets. We’ll pray that the company
started appreciating the company’s positive impact on their lives over a continues to work for locals with such passion,” Mahtaba adds.
period of eight years. Before AFCONS set base at Sangaldan, the nearest medical
facility was the district hospital at Ramban, which is about 45
kilometres from the region. Today, AFCONS provides medical
help to the locals from first aid to availing ambulance at any time
of the day.
“Earlier, we had to walk for over two hours to reach Ramban.
Now, in case of any emergency, we get ambulance or vehicular
facility to reach the district hospital. The company restores road
connectivity after heavy rains or during snowfall,” mentions
Mahtaba.
Courtesy
AFCONS Newsletter INSIGHT
56
Mohd Iqbal, who is medical assistant at the colony dispensary, is
equally ebullient. “I was jobless after I completed my diploma in
pharmacy. But after AFCONS came, they employed me and I
have since then treated so many locals. It is more satisfying that
as a local I am being able to help my own people,” he says.
There are around 300 to 400 families in the Sangaldan region.
Till six years back only two buses connected the people of this
region to Ramban. But after AFCONS came, the road
connectivity improved with wider roads, repair work and
maintenance.
“We now have private vehicles on this route. Earlier, there were
only two buses from Ramban. The road connectivity has made
life much easier for us,” says another local, Mohd Amin Bhat.
57
Check List for Tunnel alignment
Check list for tunnel alignment What are the expected cost of tunneling for different
alignment along their period of completion?
Does the tunnel passes through the young
What is the possible surveying error, especially in the
mountains?
hilly terrain?
Is there any intra thrust zone?
Are there active and inactive fault/thrust zones?
Where are the thick shear zone?
Is rock cover excessive? Seepage during excavation of Tunnels
Is pillar width between tunnels adequate? It may so happen that during tunneling alternate inclined
Are there thermic zones of ground temperature beds of impervious (shale, phyllite, schist etc.) rock and pervious
that are too high? rock (crushed quartzite, sandstone, limestone, fault etc.) are
What is the least rock cover or shallow tunnel encountered. Heavy rain/snow charge the beds of pervious rocks
beneath the gullies/river/oceans? with water like an aquifer. While tunneling through the
Are there water-charges rock masses? impervious beds into a pervious bed, seepage water may suddenly
Are there swelling rocks? gush out. This flooding problem become dangerous where the
Are Joints oriented unfavorably or is the strike pervious rock mass is squeezing ground due to excessive
parallel to the tunnel axis? Is the tunnel along an overburden. In two projects in the Himalayas, the machine and
anticline(favorable) or syncline(unfavorable)? Tunnel Boring Machine (TBMs) are partially buried.
Mark expected tunneling condition and
corresponding methods of excavation along all Seepage should be monitored near the portal regularly.
alignment according to chapter 7 The discharge of water should be plotted along the chainage of
In which reaches, open/single-shield/double- the face of the tunnel. If the peak discharge is found to increase
shield, should TBMs be used in very long with the tunneling, it is very likely that sudden flooding of the
tunnels? tunnel may take place with further tunneling.
In which reaches are conventional drill and blast
methods recommended? Chimney formation.
Is it likely that a landslide-dam will be formed
There may be local thick shear zones dipping towards a
and lake water will enter the tailrace tunnel and
tunnel face. The soil/gouge may fall down rapidly unless it is
powerhouse cavern, and so forth?
carefully supported immediately after excavation. There are
chances of formation of a high cavity/chimney along the thick
shear zone. The chimney may be very high in water-charged rock
mass. This cavity should be completely backfilled by lean
concrete.
58
Project Alignment
Disclaimer
Him Prabhat, USBRL technical news magazine is published in good faith and can-not be held responsible in any way for inaccuracies in report / content that appear
in this publication and the views of the contributors may not be those of the editors. The opinions expressed by this magazine are not necessarily the views of the
editors/publisher, but of the individual writers. Unless specifically mention the articles and statements published in this magazine do not necessarily reflects the
views or policies of Northern Railway, Ministry of Railways or Govt. of India.
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