SEMINAR REPORT

ON
“ UNDER WATER TUNNELS ”

DEPARTMENT OF CIVIL
ENGINEERING COLLEGE OF
TECHNOLOGY
G.B. PANT UNIVERSITY OF AGRICULTURE &
TECHNOLOGY, PANTNAGAR
(UTTARAKHAND)

29 May, 2024

SUBMITTED BY: SUBMITTED TO:

JAGAT SINGH DR. S.K. KATARIYA
(56048) ASSOCIATE PROFESSOR
DEPARTMENT OF CIVIL ENGG.
 DECLARATION

It is hereby certified that the work which is being presented in the B.tech seminar course
(TCE491) entitled “UNDER WATER TUNNELS ” in partial fulfilment of the requirements
for the award of the degree of Bachelor of Technology and submitted in the Department of
Civil Engineering of G.B. Pant University of Agriculture & Technology is an authentic
record of our own work carried out under the guidance of Dr. S.K. Katariya.

JAGAT SINGH ( 56048 )

Date- 29/05/2024

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 CERTIFICATE

This is to certify that student JAGAT SINGH of II semester (Final year) of Department of
Civil Engineering have successfully completed and submitted their Seminar work during
session 2023-24 entitled as “UNDER WATER TUNNELS ” as stipulated in the syllabus for
the award of Bachelor’s Degree in Civil Engineering from College of Technology, Govind
Ballabh Pant University of Agriculture & Technology, Pantnagar.

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 ACKNOWLEDGMENT

I would like to thank College of Technology, G.B. Pant University of Agriculture

& Technology, Pantnagar and our esteemed dean ma’am for providing us such a wonderful
opportunity where we got the learning environment and a great opportunity to learn various
things.
I would like to express my sincere gratitude to Dr. S. K. Katariya for providing me
with the invaluable opportunity to participate in the seminar on “Green Concrete” on
29/05/2024. The insights and knowledge I gained during this seminar have significantly
contributed to the development of this report.

JAGAT SINGH (56048)

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 TABLE OF CONTENT

S. No. Topic Page No.

1 Declaration I
2 Certificate II
3 Acknowledgment III
4 Introduction 1
5 Structural components of SFT 1
6 Competitive features of SFT 2
7 Case study on SFT 3
8 Advantages 4
9 Disadvantages 5
10 Conclusion 6
11 Refrences 7

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Introduction
Tunnels in water are by no means new in civil engineering. Since about 1900, more then 100
immersed tunnels have been constructed. Bridges are the most common structures used for crossing
water bodies. In some cases immersed tunnels also used which run beneath the sea or river bed. But
when the bed is too rocky ,too deep or too undulating submerged floating tunnels are used . The
Submerged Floating Tunnel concept was first conceived at the beginning of the century, but no
actual project was undertaken until recently. As the needs of society for regional growth and the
protection of the environment have assumed increased importance, in this wider context the
submerged floating tunnel offers new opportunities. The submerged floating tunnel is an innovative
concept for crossing waterways, utilizing the law of buoyancy to support the structure at a moderate
and convenient depth .The Submerged floating Tunnel is a tube like structure made of Steel and
Concrete utilizing the law of buoyancy .It supported on columns or held in place by tethers attached
to the sea floor or by pontoons floating on the surface. The Submerged floating tunnel utilizes lakes
and waterways to carry traffic under water and on to the other side, where it can be conveniently
linked to the rural network or to the underground infrastructure of modern cities.

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Structural Components Of SFT
Submerged floating tunnel consists of many structural components. These components should
provide strength and stiffness against the various forces acting under the water surface. The three
basic structural components are:
1. Tube
2. Anchoring
3. Shore connections

Tube: It should accommodate the traffic lanes and the equipments. External shape can be circular ,
elliptical or polygonal. It may be constructed of steel or concrete. Corrosion protection is the main
issue. Tube is composed of elements of length varying from one hundred meters to half a kilometre.

Anchoring: There are basically fours types of anchoring:

1. SFT with pontoons

2. SFT supported on columns
3. SFT with tethers to the bottom

SFT with pontoons: It is independent of water depth, the system is sensitive to wind, waves,
currents and possible ships collision. Design should be such that if one pontoon is lost ,then also the
structure will survive.

SFT supported on columns: It is an “underwater bridge” with foundations on the bottom, in

principle the columns are in compression but they may also be a tension type alternative.

SFT with tethers to the bottom : It is based on tethers being in tension in all future situations, no
slack in these tethers may be accepted in any future load cases. The present practical depths for this
type of crossing may be several hundred meters, whether the tethers are vertical or a combination of
vertical and inclined.

SFT unanchored: It is interesting as it has no anchoring at all except at landfalls and is then
independent of depth. There is obviously a limit to the length but only further development will
answer this. Perhaps an alternative for light traffic should be designed, possibly a 100 or 200 meter
long .

Connections: The connections of the tube to the shore require appropriate interface elements to
couple the flexible water tube with the much more rigid tunnel bored in the ground. This joint
should be able to restrain tube movements, without any unsustainable increase in stresses. On the
other hand , the joints must be water tight to be able to prevent entry of water. Additional care in
shore connections is required, especially in seismic areas , due to the risk of submarine landslides.

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Competitive features of SFT
Invisible :
Crossing waterways, whether being from main land to islands in the sea or maybe more important
crossing an inland lake, perhaps the one we are at now will in many cases meet protests both from
tourist interests and also from the public in general. Lakes of special beauty or perhaps historical
value should be preserved for the future, the crossing of such areas and lakes with SFT may make
this possible.

Length only from shore to shore:

The actual SFT structure is only as long as the distance between the shores. If desired the SFT may
be connected directly to tunnels and then be completely out of sight for any desired distance.

Very low gradient:

Crossings with undersea tunnels or bridges will frequently mean longer structures with
consequently higher costs and this may offset the higher cost per meter for an alternative SFT. An
SFT crossing may have a very gentle gradient or being nearly horizontal giving considerable
savings in energy used by traffic.

Access to underground service-parking space at ends:

As the SFT may continue in tunnels having crossed the waterway, it is possible to arrange parking
places or service areas under ground and provide access to the surface by lifts directly into cities or
recreational areas

May surface just above shoreline :

As an SFT may be positioned at any depth below the surface arrangements may be made that the
SFT surfaces at or very near the shoreline. This may be an advantage for connections to new or
existing road systems and gives the planners freedom to locate connections in a very flexible way.

Constructed away from densely populated areas:

Construction of infrastructure is a major everyday problem in many cities, traffic is piling up, new
one way streets daily and generally great frustrations by millions of people. One very interesting
feature with SFT is that the actual construction may be done away from the densely or highly
populated areas, a feature also for immersed tunnel construction. After the sections of the tunnel are
finished they may be towed to the actual site and there joined together and installed at the desired
depth. In some instances the whole length of the SFT may be assembled at the construction site and
the complete structure towed to the actual site and installed.

Easy removal at end of life:

All structures will have to be removed or replaced sooner or later and as the amount of structures
increase it is important to prepare for these operations already at the planning and design stage.
Removal, recycling or reuse of materials or parts of the structures will become increasingly
necessary in the future, for both economic and environmental reasons. SFT is in most cases a
floating structure as a whole and may therefore be towed away to some place where parts of the
SFT may be reused. One may imagine such an operation by for instance placing bulkheads in the
original elements and then separating the SFT in suitable lengths to be perhaps towed to different
locations for reuse or destruction.

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 Some possibilities of reuse or recycling SFT:
Sections of a tunnel may be used for many purposes, depending on its size and condition. One
obvious possibility is for various types of storage facilities, whether in the sea or on dry land, a
section of tunnel ,say 12 meters in diameter cut to a length of 10 to 15 meters would not present any
difficulty to get up on dry land if that was desired. To cut a concrete tunnel into sections would not
present big difficulties either; it’s more a question of overall economy than technology

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Case study on SFT

A Transatlantic tunnel is a theoretical submerged floating tunnel which would span the Atlantic
Ocean between North America and Europe. The transatlantic tunnel would be built of 54000
prefabricated sections connected by watertight and vacuum-tight gaskets. Each section of tunnel is
to be attached to tethers which are to be affixed to an anchor at the see floor, which is, in some
places almost 8 km deep. The tunnel would hover at about 45 meter below the see surface, ideal to
avoid ships and still minimize pressure and also to sway a bit under pressure. A high-speed train
could theoretically run from New York to London in 54 minutes. But the train would have to go at a
speed of 8000 km/h through a 5000 km long tunnel, that is itself floating in the Atlantic Ocean. To
reach this speed, almost a perfect vacuum would have to be maintained in the tunnel and the train
would have to be magnetically levitated. There will be 3 rails. Two are bidirectional and one
reserve, to be used during accidents and repairs

Advantages
o Minimal Environmental Impact: SFTs reduce disruption to marine ecosystems and
minimize the visual and environmental impact compared to traditional bridges or
tunnels.

o Cost-Effective: In certain scenarios, SFTs can be more cost-effective due to reduced

construction and maintenance expenses, especially in deep or wide water bodies.

o Weather Resilience: SFTs are less affected by weather conditions like storms or ice,
ensuring consistent and reliable transportation.

o Safety: SFTs can be designed to withstand seismic activity and are protected from
surface hazards such as ships and icebergs.

o Traffic Flow: By providing a direct route, SFTs can significantly reduce travel time
and congestion compared to longer, alternative routes.

o Aesthetic Preservation: SFTs maintain the natural landscape and view, preserving
the aesthetic value of the surroundings.

o Flexibility in Location: SFTs can be constructed in locations where traditional

bridges or tunnels might be impractical or impossible due to depth, width, or
environmental constraints.

o Scalability: SFTs can be designed to accommodate various traffic types, including

cars, trains, and even pipelines for utilities.

o Durability: With proper maintenance, SFTs can have a long lifespan, offering a
sustainable transportation solution.

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  Innovation and Development: The construction of SFTs can drive advancements in
engineering and technology, potentially leading to broader applications and improved
infrastructure solution

Disadvantage
o High Initial Cost: The construction of SFTs involves substantial initial investment due
to advanced engineering and materials required.

o Complex Engineering: Designing and constructing SFTs is highly complex, requiring

cutting-edge technology and specialized expertise.

o Maintenance Challenges: SFTs require regular and sophisticated maintenance to

ensure safety and functionality, which can be costly and logistically challenging.

o Structural Vulnerability: SFTs might be susceptible to damage from underwater

currents, marine growth, or accidents involving ships and submarines.

o Environmental Concerns: While less disruptive than some alternatives, the

construction and presence of an SFT can still impact marine life and ecosystems.

o Safety Risks: Potential risks include water leakage, structural failure, and difficulties
in emergency evacuation or rescue operations in the event of accidents.

o Technological Limitations: The technology for SFTs is still evolving, and there may
be unforeseen challenges or limitations as more projects are attempted.

o Regulatory Hurdles: SFT projects may face significant regulatory and approval
challenges from multiple jurisdictions and environmental agencies.

o Public Perception: There may be resistance or skepticism from the public due to
unfamiliarity with the technology and concerns over safety and environmental
impact.

Long-Term Viability: Ensuring the long-term viability and adaptability of SFTs in the
face of changing environmental conditions and advancements in technology
remains a challenge.

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Conclusion

The submerged floating tunnel will set up new trends in transportation engineering and
which shows with the advances in technology that will reduce the time required for
travelling. And make the transportation more effective by hiding the traffic under water
by which the beauty of landscape is maintained and valuable land is available for other
purposes. Benefits can be obtained with respect to less energy consumption, air pollution
and reduced noise emission. For wide and deep crossings the submerged floating tunnel
may be the only feasible fix link, replacing present days ferries and providing local
communities with new opportunities for improved communication and regional
development.

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Refrences

1. www.google.com
2. www.wikipedia.com
3. www.studymafia.org

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